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    2024 Bajaj Pulsar N250 Review – First Ride With New Updates

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    2024 Bajaj Pulsar N250 ReviewBajaj has launched the updated Pulsar N250 with lots of new features – Prices start from Rs 1.51 lakhFollowing the onslaught of connectivity updates by Bajaj Auto since the beginning of this year, the company has rolled out the renewed version of the Pulsar N250, but with more than just Bluetooth and a connected console. The 2024 Pulsar N250 comes with a whole range of features that is truly enticing to its demographic. The selling points include inverted telescopic suspension, Dual Channel ABS with three ride modes (Road, Rain and Off-Road), Traction Control System, and wider tyres.2024 Bajaj Pulsar N250 Review – Features and TechnologyThe USD fork made by Endurance, is meant to improve the handling and be more durable to battering on Indian roads. It also serves as an eye candy on the N250 especially since it comes in champagne gold finish on the Pearl Metallic White and Glossy Racing Red versions of the bike. On the Brooklyn Black N250 the fork is also black in colour.2024 Bajaj Pulsar N250 ReviewThe three braking modes of the Dual Channel ABS are programmed to regulate the braking intervention to prevent lock-up keeping in mind the variety of road conditions even a single stretch of ride can include. The Road mode is the standard setting. The Rain mode is developed for rainy and wet road conditions with the obvious maximum eagerness to intervene.The Off-Road mode is not strictly for adventure off-roading, it is programmed to be suitable for rural road conditions that may involve gravel, loose sand and unevenly broken patches. In order to engage the Off-Road mode, you gotta ride the bike below 20 kmph, but to switch to or between Road or Rain modes there’s no speed rule, it can be done anytime on the fly.2024 Bajaj Pulsar N250 Review2024 Bajaj Pulsar N250 Review – Braking and HandlingThe N250 does deserve brownie points for remembering the last used ABS mode. While the same cannot be said for the Traction Control System, which if turned off will come back alive the next time you key up the motorcycle. However it remains off until you pull the key out, like if you kill the engine with the switch or by careless clutch-work. Also, to switch off the TCS, you need to be in Off-Road ABS mode.2024 Bajaj Pulsar N250 ReviewDuring our brief test ride at Chennai, we rode over different surfaces and found that the braking was indeed dependable. It was sufficiently bite-y as well. The USD fork seemed to improve the confidence in handling and zipping across the tightly-meshed traffic.2024 Bajaj Pulsar N250 Review – User ExperienceThe LCD console that displays all the stats as well as the current status of the aforementioned systems, has a lot of information to show within very less real estate. The segmented display is also a buzz-kill, but considering the price point, the judgement has to be withdrawn.2024 Bajaj Pulsar N250 ReviewWhat can’t be, is the fact that a single button does all the work from scrolling down the menu, changing the Bluetooth settings and switching between the brake modes. And the Bluetooth is indeed useful for call and SMS alerts, and turn-by-turn navigation guidance from the phone.2024 Bajaj Pulsar N250 Review – Engine and PerformanceThe engine used is exactly the same as the outgoing model. It is the 249 cc single-cylinder four-valve air & oil-cooled motor, that generates 24.1 bhp of peak power at 8,750 rpm and 21.5 Nm of peak torque at 6,500 rpm. While the peers were discussing that Bajaj could’ve upgraded the gearbox to a 6-speed unit instead of the same 5-speed one, practically an upgrade didn’t feel necessary. The motor feels very alive with the current pairing and the rev-spacing between the gears is quite sporty already. The power delivery and ride composure while utilising that power are quite amazing for a bike of its price now that it’s got all these contemporary features.2024 Bajaj Pulsar N250 Review2024 Bajaj Pulsar N250 Review – VerdictBajaj Pulsar N250 2024 has raised the bar in terms of features and performance within its price range. With a host of updates including inverted telescopic suspension, Dual Channel ABS with multiple ride modes, and a Traction Control System, Bajaj has clearly aimed to cater to a diverse set of riders and road conditions. Overall, Bajaj seems to have once again hit the mark with the Pulsar N250, offering a compelling package that appeals to a wide range of riders, whether seasoned enthusiasts or newcomers attracted by its features and performance. More

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      Royal Enfield New Himalayan Long Term Review – More Negatives Than Positives?

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      Royal Enfield New Himalayan Long Term ReviewWhile there are a lot of praise-worthy attributes on Royal Enfield New Himalayan, almost all of them were prone to negatives, taking overall experience downHimalayan 411 has always been the de facto motorcycle for many Indians craving a motorcycling journey filled with touring, off-roading and adventure. After a successful run, Royal Enfield retired the legendary Himalayan 411 and launched New Himalayan debuting the Sherpa 450 powertrain. After spending a long time with the review sample Royal Enfield provided, this is our long-term review of the New Himalayan.Royal Enfield New Himalayan Long Term ReviewYou must be wondering how we found more negatives than positives with the New Himalayan. It is sort of like James May starring in a Bengali TV serial. Hard to believe, but true nonetheless. So, is the motorcycle bad? Is it a lemon? Not at all. Almost everything on the Royal Enfield New Himalayan is praise-worthy. However, almost all of those praises come with caveats, taking the overall experience down.Royal Enfield New Himalayan Kamet WhiteWill the motorcycle stay this way forever? We hope not. We think Royal Enfield will iron out most of these negatives in the future, considering how Himalayan 411 was launched and how it evolved towards the end of its life cycle. But as it currently is, New Himalayan 450 aims to be the jack of all trades. Is it a master in any? Let’s take a look.Design & AestheticsNew Himalayan sticks to its design roots and maintains an overall similar silhouette as Himalayan 411. That said, New Himalayan has bulked up quite a bit and looks and feels like a big bike. When you’re on the saddle, this visual bulk lends a feeling of riding a much bigger motorcycle than it is. Fatter tyres at the rear, a large fuel tank along with USD telescopic front forks at the front lend a substantial feel. We love the way Royal Enfield integrated brake lights within rear turn indicators. Cool stuff.Royal Enfield New Himalayan Front QuarterThat said, I didn’t like the beak and the pattern on Kamet White colour, which is subjective, though. Objectively, Tripper Dash console clamp could have been tidied up. Especially with a transparent windshield, this unappealing setup is on full display. Rear luggage rack is sharp around the edges. Our driver nicked his hand when cleaning around this area. Other than that, we didn’t see any other sore points like exposed wiring, ugly welds and other attributes that might be termed deal breakers.Ergonomics & ComfortRoyal Enfield New Himalayan gets two-step adjustable seat height – 825mm and 845mm. I’m a 182 cm long individual and I found the taller seat height more appealing. I could even flat foot easily with the taller setting. Riding ergonomics of Himalayan are spot on and Royal Enfield has nailed the rider’s triangle. At least for my body composition. Riding posture is upright and lends great comfort in the long hauls. Standing and riding while off-roading feels like second nature. Heel plates are perfectly positioned too, offering good leverage to control the motorcycle.New Himalayan 450 ErgonomicsI had initially planned a 3,000 km long travelogue with New Himalayan. But that plan faded with every kilometre I clocked on this motorcycle due to the hard seat. While my shoulders, back, knees, ankles, neck and other parts were fatigue-free on longer hauls, my bottom wasn’t. And I constantly had to take a break every 100 km or so and switch positions every 50 km. 3,000 km of this pain? No sir. Maybe If Royal Enfield had given me the bike with Touring Seat accessory on, that would’ve been a different story.Powertrain & PerformanceThis is by far the juiciest part of the New Himalayan debuting Sherpa 450 engine. This is the first-ever Royal Enfield motorcycle to feature liquid cooling and a DOHC 4V head. Also, the first-ever single-cylinder Royal Enfield to feature a 6-speed gearbox, a slipper clutch and a ride-by-wire throttle. Performance metrics from this 452cc engine are 40 bhp peak power at 8,000 RPM and 40 Nm of peak torque at 5,500 RPM.Royal Enfield Sherpa 450 Engine100 km/h comes up in under 7 seconds and this is easily one of the most fun to ride Royal Enfield ever. Acceleration is addictive and is almost KTM-like in the way it builds pace. I liked the vigour and gust with which this machine accelerates. This new Sherpa 450 is not a thumper and sounds like any other liquid-cooled motorcycle would. Which is just fine, if you ask me.What isn’t fine, are those weird vibrations starting around 95 km/h and making their presence known till 120 km/h. Post which, engine smoothens again. These vibrations numbed my wrists and could be felt around fuel tank and footpegs. This is quite a bummer because 100 km/h to 120 km/h is kinda the sweet spot for this machine and that’s exactly where these vibrations are.Himalayan 450Also, the Royal Enfield personnel who briefed me about this motorcycle, said that the engine has high tappet noises and is quite normal for Sherpa 450’s high-compression nature. In my experience, I didn’t face any abnormal tappet noises at all. However, there were harsh and loud crackling noises from the engine at higher RPMs with our unit. I don’t wanna say knocking noises, but that’s how they sounded.Fuel Economy & Running CostsIn the first impressions review, I mentioned a 34 km/l fuel efficiency which turned out to be inaccurate as the bike’s fuel gauge is hilarious. More on it later. I did a proper tank-to-tank range test and the actual fuel efficiency turned out to be between 26 km/l to 28 km/l. For a 196 kg motorcycle hitting 100 km/h in under 7 seconds, that might look impressive. However, these figures I mentioned are best-case scenarios and if you wring the throttle more often, this engine gulps down fuel at a faster rate.Royal Enfield New HimalayanIf I take my commute needs and try to fit the New Himalayan in it, I was not impressed with bike’s high running costs. The 90 km commute between my home and my farmhouse on the New Himalayan commanded Rs. 650 to Rs 700 worth of fuel for a round trip. If I shell Rs. 100 to Rs. 150 more, I can just take my car. My car might be around 5 seconds slower to 100 km/h than New Himalayan, but it has a 4-cylinder engine displacing 1.5L and lugging a 4.4m long SUV weighing 1.4 tonnes along with 5 occupants and their luggage.Ride, Handling & DynamicsIf there is one area where New Himalayan didn’t show me any negatives, it is the bike’s ride and handling dynamics. The unit I was given had its triple tree misaligned, despite never falling once. In this sense, handlebar is always tilted towards exhaust side, while going straight. Also, there were strong rattles from the triple clamp area on my unit too.Royal Enfield New HimalayanDespite that, the way New Himalayan handles Indian roads is its strongest flex point. Suspension setup is significantly overhauled when we bring Himalayan 411 into the equation. We have USD telescopic front forks, first ever on any single-cylinder Royal Enfield. They do a fantastic job of absorbing bumps and ondulations. I often found myself carrying more speed onto bad patches of road and trusting the suspension and large 21-inch front and 18-inch rear wheels to do their thing. Which they did beautifully. When riding with a pillion, potholes or cavities made their presence known, but nothing sinister.Chassis is beautifully engineered on the New Himalayan. There is good cornering clearance, although, New Himalayan is not a corner carver. Lending more grip and confidence is the 140-section rear tyre as opposed to 120-section on its predecessor. Steering is not very quick, especially with the large 21-inch front wheel. But it is par for the course and lends a sense of stability and security.Royal Enfield New Himalayan SeatRiding Experience1. City – Royal Enfield has lowered the kerb weight on New Himalayan when compared to Himalayan 411 by 3 kg. At 196 kg, New Himalayan is still not a light motorcycle in any sense of the world. Further dragging the city riding experience is a rather heavy clutch. Especially in large cities like Bengaluru, Pune, Mumbai and Delhi NCR, with slow-moving traffic, one would crave more lightness in both these regards. But weight and heavy clutch were present in Himalayan 411 too.What hindered city riding experience the most, was this Sherpa 450 engine on New Himalayan. This engine has little to no bottom-end tractibility, which is completely opposite to the torquey character on Himalayan 411. I have stalled this bike in 3rd gear, 2nd gear and even in 1st gear. One will get used to it eventually, but not having low-end performance is not a good thing. What is a good thing, though, is the liquid-cooling setup on this engine. Even in peak Bengaluru traffic, it got warm. Never uncomfortably hot, though.Royal Enfield New Himalayan Rear Rack2. Off-Roading – The same negatives that bothered me in the city, also bothered me while off-roading. These are heavy clutch, lack of low-end performance and bike’s rather heavy kerb weight. There was another negative that bothered me more, punctures. In North Karnataka, there’s Jaali plant in excess and occupies around 75% of non-forest and non-agricultural land. This plant has lethal thorns, especially when dry. Local people use Jaali plant as firewood and spread these lethal thorns while cutting and transporting this plant.Still, I did three different hill climbs on this motorcycle and I even blasted it across beaten paths on my red-soil and black-soil farms. Just like in the city, negatives kinda fade away when you increase the pace. On more technical off-road bits, New Himalayan gets slightly cumbersome. I turned on rear ABS when on my red soil farms as the terrain was filled with loose stones. I wanted to try water wading in a stream but was sceptical owing to the stubby exhaust positioned lower than in Himalayan 411.Royal Enfield New Himalayan 21-Inch Front Wheel3. Touring – This is New Himalayan’s biggest strength. The motorcycle yearns to be unleashed on the highways. There are ample provisions for you to mount your saddlebags, panniers, top box and even a tank bag. High-speed touring is very comfortable on this motorcycle, only if you opt for the optional touring seat accessory, that is. Engine heating is well controlled at higher speeds and straight-line stability is commendable. However, the big negative here is the vibrations that creep in between 95 km/h to 120 km/h.SwitchgearRoyal Enfield New Himalayan shares quite a bit of switchgear components from other RE bikes. The right side switchgear is fine and works as intended with a Mode button and hazard light button. I’m not a fan of left switchgear where Royal Enfield has integrated pass light into the main headlight dial. Where passer switch was located on older RE bikes, we have a Home button for Tripper Dash.New Himalayan Left SwitchgearNew Himalayan Right SwitchgearTo use a passer/flasher on New Himalayan, your left thumb has to be an Olympic gold medal-winning gymnast and is very hard to reach when you’re wearing full leather gloves like I do. Passer/flasher had a 7/10 successful hit rate too. Which is not as bad as the joystick used to navigate Tripper Dash. This joystick is very flimsy and doesn’t feel like a quality item. When you want to go up, down, left or right, there’s no issue with 9/10 click rates. But pressing this joystick to select, had around 2/10 click rates and it almost always registered right function over select (press).It was quite a shocker to me when I figured that New Himalayan doesn’t have self-cancelling turn indicators on an almost Rs. 4 lakh (OTR, Karnataka) motorcycle. Also, there is no beeping sound to the indicators and I often forgot to turn them off. On a touring machine, that’s not a good idea. Round ORVMs look nice. But they’re not very practical. Around 50% of the real-estate was occupied by my riding jacket and these ORVMs are prone to vibrations. When cruising at around 100 km/h where the vibrations creep in, left ORVM tends to fall and right ORVM tends to face the rider. Also, I have caught ORVMs yanking loose on bad patches of road or speed humps on video.New Himalayan ExhaustTripper DashWith New Himalayan, Royal Enfield is offering the Tripper Dash, a bright circular colour TFT display that supports smartphone connectivity, Google Maps integration and music controls. When I first received the motorcycle, Bluetooth connection was established, but navigation and music control never worked with both IOS and Android. There was a FOTA update rolled out for New Himalayan Tripper Dash on 21st February 2024 consisting of five software packets.Post this update, both navigation and music controls worked, albeit only occasionally. I often know where I am going. So, I didn’t use the navigation feature as much. There are two negatives why I would be hesitant to rely on this navigation feature. Firstly, navigation feature drains my phone’s battery as it needs Wifi, Bluetooth, mobile data, location and my screen to be turned on at all times. Yeah! If you’re thinking that using the Type-C charger to charge my phone on a holder would solve this issue. But now my phone is exposed to direct sun (40+° C in North Karnataka) and it heats up, force shutting Royal Enfield app and navigation will turn off regardless.Royal Enfield Himalayan 450 Tripper Dash UpdateSecondly, navigation feature doesn’t work all the time and randomly freezes when on the move. I used navigation feature once and it froze on the move and I caught it on video. If there were any turns and I had completely relied on the Tripper Dash’s navigation, I would have missed them all. Other than navigation, there are other features like dark/light mode based on ambient light, gear position indicator, detailed trip reports and other features that work flawlessly. What doesn’t work flawlessly, are the real-time fuel efficiency and DTE (Distance To Empty).Speaking of DTE, it is a good time to report about the hilarious fuel gauge. Initially, I thought Royal Enfield New Himalayan only showed more fuel than I was introducing it with. There is another behaviour where it doesn’t show any fuel on the meter, despite there being ample fuel inside. You never know if the gauge is showing more fuel than reality or less. Once, the meter was fully down and DTE was 0, the bike still covered 100 km with fuel to spare. You must have heard of range anxiety on an EV, I had range anxiety on this bike and carried a bottle of fuel in my bag, which is ridiculous in 2024 on a motorcycle that costs almost Rs. 4 lakh (OTR Karnataka).Himalayan 450 Tripper Dash Maps – When it doesn’t workLastly, we have to speak about the enthusiastic speedometer. One time, I was cruising at around 120 km/h and an esteemed gentleman on a 100cc Hero Splendor kept up with me for a long time, raising questions about whether the bike was really going at 120 km/h. I verified the variance in speedometer by matching it with my car’s cruise control. Then I took my GPS and accelerometer-equipped camera out and measured the variance. I don’t wanna quote numbers as they’re taken from consumer-grade electronics and not professional equipment, but there is variance. So, the 165 km/h top speed you might have seen on social media is likely to be way less than that in reality.ConclusionWe should not dwell on the negatives of Royal Enfield New Himalayan. To conclude this motorcycle, we have to take a few steps back and look at it from a broader perspective and we’ll realise that this is not a motorcycle at all. No. This is a statement. Royal Enfield is saying ‘Stand up, take notice, I’m making high-tech motorcycles now’. And what a statement this is! New Himalayan is a first-gen product and has a few niggles. But with some time, this platform is likely to be stronger than ever and will have fixed all or most of these niggles.Royal Enfield New HimalayanSure, we would like stronger lighting, a louder horn, self-cancelling turn indicators with sound alerts, cruise control as it has ride-by-wire throttle, reliable features and a hassle-free experience with a motorcycle that costs almost Rs. 4 lakh (OTR Karnataka). But we sure like the direction Royal Enfield is taking and are excited about the future products positioned on this new platform.Sherpa 450 Engine More

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      Royal Enfield Himalayan 450 Tripper Dash Review Post Feb 21st FOTA Update

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      Royal Enfield Himalayan 450 Tripper Dash UpdateBefore this update, Royal Enfield Himalayan 450 Tripper Dash Maps and music features never worked – They started working post update to latest versionRoyal Enfield, is ushering into a new era of technology with the launch of New Himalayan 450. This is easily the most technologically advanced and feature-packed offering from Royal Enfield ever. Part of this tech fiesta is the new Tripper Dash which received an FOTA update on Feb 21st. Let’s take a look at how it works now.Royal Enfield Tripper Dash ReviewBefore embarking on what the new FOTA update has brought to this package, we have to understand what Tripper Dash is and how it functioned before this update. Royal Enfield has developed a new circular TFT display for New Himalayan 450 that will make its way to other RE motorcycles like Scram 650 which was recently spotted testing in India.Himalayan 450 Tripper Dash Music Controls – When it worksThere is a dedicated app for Android and iOS that overlooks the transmission of data between smartphone and Tripper Dash unit for call and notification alerts, maps and even music controls. When I first collected Royal Enfield New Himalayan, the Tripper Dash was one of the main negatives I faced with this motorcycle and I mentioned the same in our first impressions review as well.Simply because it didn’t work. Both with Android and iPhones, the Bluetooth connection was established, but maps and music control never worked. Since then, there have been a couple of updates to Royal Enfield mobile app and there was a FOTA update from the company for Tripper Dash too.Himalayan 450 Tripper Dash Maps – When it worksHas this FOTA update fixed the issues?The Royal Enfield app on my phone notified me about this FOTA update on 21st February, 2024. I was away from the motorcycle and couldn’t install this update till 25th Feb. It was a package of five different software patches and took around 10 minutes to fully install. I am happy to report that my unit has been responding pretty well after this update.Both Maps and Music Control are now working which wasn’t the case before. But do they work without any glitches? No. There is still wiggle room for Royal Enfield to improve and I am hoping the company will fix these issues in the near future. For starters, both Google Maps and Music Controls have shown glitches in just a day I saw them working.They only work sometimes, but it is still better than not working altogether. When they work, Google Maps has four zoom settings to choose for trajectory view. In music controls, I could increase and decrease volume or skip a song forward or go back to previously playing song by pressing Up, Down, Right and Left buttons on the 5-way clickable D-pad.Himalayan 450 Tripper Dash Maps – When it doesn’t workHimalayan 450 Tripper Dash Music – When it doesn’t workDo features work consistently?When navigation is on and map data is moved to Tripper Dash, the phone’s screen stays on for some reason. Despite having big hands, I prefer small phones and my small Samsung S Series phone has a small battery too. For Maps and Music to work on Tripper Dash, my phone’s Wifi, Bluetooth, Mobile Data, Location and 1000+ Nits screen have to be on at all times, draining battery in just a couple of hours.Sure, there is a Type-C charger below the handlebar to charge my phone on a mobile stand. That brought different issues because now the phone is exposed to direct sunlight and screen brightness is 100%. The phone gets extremely hot forcing Google Maps and music to stop working. I wish Tripper Dash had a built-in GPS, compass and accelerometer along with a tiny built-in storage to store off-line route data set from the app. Or at least the phone screen to turn off when connected.Himalayan 450 Tripper Dash – Phone screen remains on More

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      Royal Enfield Himalayan 450 Long Term Review – First Impression

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      Royal Enfield New Himalayan 450 First Impression ReviewWhen compared to discontinued Himalayan 411, Royal Enfield New Himalayan 450 is a significant upgrade to rival offerings from Triumph, Yezdi, KTM and BMWIndian 2W market has a multitude of sub-segments. Adventure lifestyle motorcycle segment might not be the volume generator that manufacturers rely on. But it garners the most interest from enthusiasts. Hero Impulse and Royal Enfield Himalayan 411 kick-started and are stalwarts in this segment. Royal Enfield New Himalayan a.k.a. Himalayan 450 is the latest entrant to this sub-segment and this is our first impression after around 1,000 km with this motorcycle.Royal Enfield New Himalayan 450New Himalayan is one of Royal Enfield’s latest launches. The company loaned us a New Himalayan for a long-term review. Around 1,000 km with this motorcycle, this is a perfect time for us to share our first impressions on RE’s new adventure horse. New Himalayan is the spiritual successor to Himalayan 411, which has touched thousands of thrill seekers’ hearts worldwide.New Himalayan 450 Side ProfileWith a detailed review underway, I would be sticking to positives and negatives revolving around New Himalayan and laying down my thoughts in a systematic way. As impressive as Royal Enfield New Himalayan is, there is still a lot of work at company’s hands.Himalayan 450 Long Term Review – Positives1. Design & Road presenceNew Himalayan is not offensive in any way. It sticks to classic ADV motorcycle genre with a purposeful approach. Personally, I’m not a fan of large beaks on motorcycles without a fairing (semi-fairing or full-fairing) and that’s the only thing I would get rid of, which is subjective, though. Overall silhouette might be similar to Himalayan 411, but there is a significant bulk with New Himalayan that is immediately evident. It grabs eyeballs and I often faced multiple inquiries from strangers regarding the motorcycle. Never in a bad way.New Himalayan 450 Ergonomics2. ErgonomicsI did a 550 km ride in a day on this New Himalayan. The upright posture with centre-set footpegs positioning ensured I was devoid of any fatigue and strain in my wrists, shoulders, elbows, neck, back and legs. There are two seat height settings – 825 mm and 845 mm. Being a 182 cm tall individual, the taller setting appealed to me more and I could easily flat foot too.3. Performance & EfficiencyNew Sherpa 450 engine has oodles of performance. 100 km/h mark comes in under 7 seconds and the urge with which this machine accelerates is unlike any single-cyl Royal Enfield. Acceleration is addictive too, tempting you to flick the throttle more often than necessary. Peak power is 40 bhp and peak torque is 40 Nm and these are very healthy numbers. 120+ km/h cruising speed is a cakewalk. Efficiency is respectable for a 452cc, 40 bhp, 40 Nm, 196 kg motorcycle. The 550 km ride I embarked on, took around 16L of fuel, which works out to be a good 34 km/l fuel efficiency and 550 km to 580 km tank range.4. TechnologyThe new Sherpa 450 engine is the first of its kind for Royal Enfield. It features liquid cooling, a DOHC 4V head, electronic throttle (ride by wire), a slip and assist clutch and a 6-speed gearbox (a smooth one at that). Overall appeal of New Himalayan is that of a tech-loaded package, which is unlike any other Royal Enfield. Heating is well-contained with a large radiator and active cooling fans do a pretty good job. It gets warm, but not uncomfortably hot.New Himalayan 450 Liquid-cooling5. Ride & Handling43 mm USD telescopic front forks and rear mono-shock with long travel offer a decent balance between ride and handling. There is a sense of indestructibility about this setup and inspires a lot of confidence on smooth asphalt, speed humps, broken and beaten paths, trails and off-road situations. Standing and riding provide a greater sense of control while tackling the rough stuff too.Himalayan 450 is proving to be a capable handler, for what it is. The large 21-inch wheels need some effort to steer, but it is surprising how well Himalayan masks its weight at medium to high speeds. Straight-line stability is commendable, given its long wheelbase. Even though they’re not tubeless, the specially designed CEAT-sourced 90/90-21 and 140/70-17 front and rear tyres invoke confidence.New Himalayan 450 Specific CEAT TyresBraking hardware has seen an upgrade with strong performance from 320 mm front and 270 mm rear disc and dual-channel ABS with ride modes. There are no vibrations till around 95 km/h mark and the same vibe-free experience continues upwards of 125 km/h.6. GadgetsAll-around lighting is LEDs and rear blinkers also house tail lights, which is a neat touch. New Himalayan debuts Royal Enfield’s Tripper Dash, which is the world’s first circular display on a motorcycle to integrate Google Maps. There is a dedicated smartphone app to configure this display and it supports notifications, call alerts, music controls and other aspects via a 5-way clickable D-Pad and a Mode button on left switchgear. The display is surprisingly bright with an auto-brightness feature via a dedicated sensor. It is crisp and high-resolution too.New Himalayan 450 Tripper DashHimalayan 450 Long Term Review – Negatives I faced so far1. The Tripper DashAs good as Royal Enfield’s new Tripper Dash is, our unit never once worked to its full potential. The unit connects with my Samsung S Series smartphone. But music controls and Google Maps never once worked. Even Royal Enfield personnel fiddled around with it for an hour and gave up in despair. I even tried the same with an iPhone. It just never worked.2. Cumbersome city ridesThe 196 kg kerb weight is masked beautifully on open roads, but it makes its presence known in the city. Even more bothersome is a rather heavy clutch lever action, despite New Himalayan having a slip-and-assist clutch. I’ve faced both these negatives in OG Himalayan 411 too and remain unchanged. There’s a new negative with Himalayan 450 that Himalayan 411 never showed, which is low-speed tractability. There is absolutely no low-speed tractability with this engine and I have stalled the engine even in 1st gear on multiple occasions in peak Bengaluru traffic. With all three factors combined, I wouldn’t choose New Himalayan as my city commute partner. This beast yearns to be unleashed on the highway.New Himalayan 4503. Surprising vibrationsVibrations are one of the more surprising elements of Himalayan. We say this because the Sherpa 450 engine is very smooth and vibe-free at most speeds. Till 95 km/h, there are no vibrations at all. Post that, there are strong vibes that I felt in the handlebar, seat and even footpegs. Surprisingly, vibes taper off post 125 km/h speed. This grey area between 95 km/h and 125 km/h is actually the sweet spot for cruising on New Himalayan, but that’s exactly where the vibes kick in.New Himalayan 450 Switchgear4. Finicky switchgearThe new starter rocker shared with other Royal Enfields works beautifully. However, I wish Royal Enfield hadn’t re-invented high beam flasher and re-positioned it within low/high beam rocker switch. Especially when wearing leather gloves, it is hard to reach too. There is a mode button where flasher switch used to be that I hardly ever used. The 5-way clickable D-Pad to control is not a quality item and triggers false registers very frequently.5. Un-calibrated fuel guageI don’t know if this is with just our unit or all New Himalayans, but the fuel gauge is not acting as expected. When I first collected the motorcycle, DTE (Distance To Empty) was showing 42 km, which dropped to 15 km after going just 2 km. At this point, the tank was almost empty and I refuelled Rs. 1,000 worth, in New Himalayan’s 17L tank. Rs. 1,000 gives only 9.8L in Karnataka. Surprisingly, the fuel gauge showed 100%.I recreated this scenario. Only, this time I refuelled Rs. 800 worth (7.8L) in an almost empty tank. Surprisingly, the fuel gauge showed 100% again. Curiously, I recreated this scenario one last time and I refuelled just Rs. 100 (0.8L) in an almost empty tank to see how it would react. The meter didn’t fail to amuse as it rose 1 full bar, which is 25% of this tank. Yeah! When full, the first two bars of fuel level drop very slowly. Third bar is faster and the fourth is the fastest. I could see the fourth bar drop in real-time with a wide open throttle.New Himalayan 4506. Misaligned triple clampOur unit has never fallen once. But I could already see the triple clamp misaligned. Because of that, the handlebar tilts towards the exhaust side, while going straight. This kind of messes up the steering feedback as well. Also, strong rattles are coming out from this triple clamp area too.New Himalayan 450 Seat7. Uncomfortable seatI mentioned how comfortable New Himalayan’s ergonomics are, but it is exactly the opposite when it comes to its seat. The shape is perfect. It is only the foam used, which is very firm. I couldn’t ride on this seat more than 60 or 70 km in a stretch and I had to stand on the motorcycle every 30 km and shift my position every 15 km. No wonder why Royal Enfield sells a touring seat as an accessory.New Himalayan 450 Kamet White Pattern8. AestheticsI’m not a fan of how this Tripper Dash looks as it is tacked on with an exposed clamp. It could have been tidied up. Three people asked me why paint was flaking on a brand-new motorcycle. That’s because the pattern on Kamet White colour looks less like camouflage and more like flaking paint. I can’t unsee it now. Royal Enfield seems to be pushing the Kamet White colour with the media, but I think Kaza Brown, which is white, is the best colour for the New Himalayan.9. Missing featuresI am used to self-cancelling indicators on motorcycles and was surprised to see that New Himalayan doesn’t get it. Indicators don’t beep as well, so I often forgot that indicators were on. My Rs. 75,000 (on-road) Bajaj Pulsar 150 from 2010 has self-cancelling turn indicators and Royal Enfield New Himalayan 450 costs Rs. 4 lakh (on-road Karnataka). Ouch! Also, there is a ride-by-wire throttle and yet Royal Enfield didn’t develop cruise control on this wonderful touring machine. More

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      River Indie Ride Review – Hats Off to an Ingenious, Impressive Electric Scooter

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      River Indie Ride ReviewRiver Indie Ride Review: A Distinctive Electric Scooter That Defies ConventionMarketing efforts often rely on slogans, but few products truly stand out. River Indie Ride Review puts this larger than life electric scooter to the test. Automakers often create products and attempt to validate their practicality and utility through repetitive slogans and keywords associated with the product name. In India, many of us have ingrained beliefs in these claims, exemplifying the bandwagon effect in our market. Rarely do vehicles possess features that naturally set them apart. The River Indie is an exception, with design goals that effortlessly translate into tangible form. These features, seen and touched, leave a lasting impression. Here’s an overview of this new electric scooter, poised to make its mark on the roads.The River Indie sports a distinctive and quirky appearance that may initially catch you off guard but quickly becomes endearing. While its design breaks away from traditional road aesthetics, it’s surprisingly easy to embrace. Almost every physical aspect of this electric scooter, from the headlamps to the footboard, seat, and tail lamp, stands noticeably larger in comparison to competitors. This includes the front fork, wheels, and tyres, giving the Indie an imposing presence on the road.River Indie Ride ReviewPacking it All In: River Indie’s Massive Storage SurpriseThe storage capacity of the River Indie goes beyond expectations. It is humungous. Beneath the seat, I managed to stow away my full-face helmet, a laptop bag housing two tablets, a book, an assortment of gadgets, a tangle of cables, a water bottle, and even a pair of full-sized gloves. Despite this, there was still room to spare. The front apron of the Indie also features a sizable storage box, which could easily accommodate a few books, a bottle, and a smartphone. There’s a convenient USB port within the same compartment for on-the-go charging. Storage options are generous, with a 12L glovebox, and 43L underseat storage.For those who need even more storage, the River Indie offers additional options from its accessories list, including side and rear boxes. But that’s not all – the footboard can be transformed into a spacious bin, capable of accommodating even a large check-in trolley luggage with ease. This level of storage capacity is so generous that, if you’re a minimalist, you might just consider moving your entire household using this scooter. It’s a testament to the Indie’s impressive utility and versatility.River Indie Ride Review330 kg of Confidence: River Indie’s Unmatched Weight HandlingThe River Indie’s abundant storage might give the impression of commercial use, but it was never intended for such purposes. Instead, it stands out with its unique design focused on practicality and utility. Additionally, its extensive accessories list and factory-made mounts simplify customisation without compromising its originality. Expect a range of aftermarket products that enhance its functionality without the need for critical modifications.River Indie Ride ReviewTypically, utility and storage come at the expense of performance and quality due to increased weight. However, the River Indie defies this norm with a purpose-built electric motor capable of handling a substantial Gross Vehicle Weight of 330 kg, a remarkable feat in the scooter category. This means that everyday commuting and even occasional house shifting become effortless tasks. During my ride around Nandi Hills near Bangalore, the Indie’s performance proved to be brilliantly enjoyable, highlighting its impressive capabilities.River Indie Ride Review: Eco, Ride, and Rush Modes TestedDuring our review ride, we traversed various road surfaces, from loose gravel to rural roads, and the River Indie’s performance proved consistently satisfying. What stood out were the distinct ride modes: Eco, Ride, and Rush, each tailored for an 18-degree gradient. This meant that even in Eco mode, I could comfortably ascend steep hills—an experience I put to the test. Essentially, it implies that you can load up the scooter with cargo and have a passenger without struggling in traffic. The ride would feel nearly identical to solo riding, highlighting the Indie’s versatility and efficiency in diverse conditions.River Indie Ride ReviewOne might assume that offering utility and performance at an ex-showroom price of 1.25 lakhs (inclusive of FAME-2 subsidy) would entail compromising on quality, including materials, tactile experience, and ride comfort. Surprisingly, this isn’t the case. The materials used felt notably above average, with components and panels standing shoulder to shoulder with leading market names. Even more impressive was the ride quality, arguably the best in its segment. While the front shocks could benefit from some softening, the overall smoothness of the ride is truly commendable. Remarkably, River Mobility developed critical components, including the front and rear shocks, in-house, demonstrating their commitment to quality.River Indie’s Ride and Brake: A Dynamic DuoRiver Indie’s braking system impressed with its Combi Braking System, with hydraulic triple piston discs at the front and hydraulic single piston discs at the rear. It instils confidence by engaging both the front and rear discs seamlessly. While the front brakes could be improved, scooters commonly rely on both brakes or the combi brake, making this a minor concern in practice.River Indie Ride ReviewRiver Indie’s riding dynamics are straightforward. It lacks gyroscopic effect, allowing for easy manoeuvring and effortless cornering. However, regaining a straight posture requires some effort. It’s nimble and responsive, making it easy to navigate traffic. High-speed stability is a delight on smooth roads, delivering a satisfying riding experience.River Indie Electric Scooter: The Trade-Off Between Comfort and SportinessWhile the River Indie boasts many strengths, there are a few aspects I found lacking. Firstly, it lacks an onboard map or navigation system like some of its competitors, such as Ola and Ather. However, there’s a phone mount available as an accessory to address this. Additionally, the scooter doesn’t allow for a sporty riding position, limiting riders to a more upright and less dynamic posture. This can be less ideal when you’re itching to unleash its performance potential. Moreover, the inability to elevate slightly while riding to avoid potholes is a notable drawback, especially in a country with challenging road conditions. Nonetheless, the spacious seat does provide excellent support.River Indie Ride ReviewEngaging reverse mode on the River Indie can be quite cumbersome. It’s advisable to have a sales representative demonstrate the process during a test ride, as it involves intricate steps that may warrant note-taking.Beyond Design: River Mobility’s Core Strength and VisionDuring my experience, I had a few feedback points which I shared with the River Mobility team. To my pleasant surprise, they exhibited genuine eagerness to listen and were committed to ongoing improvements. This stands out as a rare quality, as many manufacturers tend to merely justify or explain design choices without the patience or willingness to understand the origin of feedback. River Mobility’s receptiveness to suggestions was indeed an interactive session. The River Mobility team had a clear vision, and they executed it successfully. Feedback mainly concerns surface details, while the core product is solid and adaptable for various global markets.River Indie Ride ReviewRiver Indie Ride Review in Numbers: The Tech Behind the ExperienceThis review came together effortlessly, with a focus on the essence rather than technical specifications. The River Indie offers a standard 120 km range in ECO mode and takes around 5 hours to reach 80% battery charge ( 4 kWh Li-ion battery). In Rush mode, you can push it for roughly 70 km. River Indie’s technical specifications reaffirm its impressive offering. Performance-wise, it boasts a top speed of 90 km/h and a quick acceleration of 0-40 km/h in just 3.9 seconds, driven by a peak power of 6.7 kW and a robust torque of 26 Nm. On the lighting and display front, the Indie features modern LED twin beam headlights, a signature LED frosted-tube tail light, and LED indicators. It offers a 6-inch colour display for a sleek visual experience.Embrace the Electric Era: River Indie Awaits Your Test RideAs expected, it comes with an IP67 water and dust resistance rating and supports fast charging. The chassis comprises a steel tubular dual cradle, and the suspension system includes telescopic suspension at the front and coil spring with twin hydraulic dampers at the rear. With its impressive tech specs and features, the River Indie stands out as a well-rounded electric scooter backed by a 5-year/50,000 km warranty for both the vehicle and battery. If you’re considering an electric scooter, I recommend a test ride. Share your thoughts in the comments; we’d appreciate your feedback on the River Indie. More

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      2024 KTM Duke 390 Review: Nothing and Everything like its Predecessor

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      2024 KTM Duke 390 Review2024 KTM Duke 390 Review – A first ride – Styling in Focus, Poised PerfectionApproaching the Chakan test track for the KTM Duke 390 review, I was immediately struck by its styling. The photos I had seen beforehand didn’t do it justice. The abstract design of the fairing around the fuel tank was nothing short of a level of sophistication. It simply couldn’t be fully captured in a two-dimensional image. KTM had masterfully improved upon the edgy design of the second-gen Duke, drawing inspiration from the formidable Super Duke. The result was a complementary and continual design integrated with the Duke’s existing language. At the same time, it amalgamates into a refreshing and contemporary aesthetic. A visual testament to KTM’s commitment to evolving their motorcycles.KTM Duke 390 enters its third phase in 2023, marking a significant evolution from its earlier iterations. The first phase, launched in 2013, was exuberant and unbridled, capturing hearts with its sheer excitement. By 2017, the second phase emerged, showcasing a more matured persona with advanced technology and enhanced skills. Now, in its third phase, the Duke 390 exudes a newfound poise, akin to adulthood. It distinguishes itself from its predecessors, setting a new standard for maturity in the segment. This evolution reflects KTM’s commitment to continuous improvement, ensuring the Duke 390 remains a benchmark in its class.2024 KTM Duke 390 ReviewFit and Finish Brilliance: A Deep Dive into the KTM Duke 390’s CraftsmanshipThe fit and finish of the KTM Duke 390 have seen significant enhancements. Components and cables now exhibit a more organic cohesion. The headlamp and its distinct DRL unit (exclusive to 390) stand out against the backdrop of its crafted bodywork. Unlike its predecessor, the TFT unit is securely affixed at the centre of the handlebar. This reduces vibration concerns previously managed by rubber supports. Ergonomically designed switchgears ensure intuitive control. Interestingly, the mirrors are borrowed from the latest Dominar model, exemplifying KTM’s strategic parts integration. These refinements underscore the bike’s meticulous attention to detail.KTM Duke 390 inherits its disc rotors from the RC series, accompanied by lighter alloy wheels compared to the second-gen Duke. This reduction in unsprung mass, approximately 1.5 kg lighter, also incorporates a newly designed swing arm. The bike’s right-side profile showcases the front disc, rear disc, and offset rear monoshock, all thoughtfully arranged. The exhaust, subtly concealed beneath, blends seamlessly with its black finish, contributing to the bike’s sleek appearance. A delightful surprise is the cast aluminium rear subframe, harmonising with the rear body panels. Additionally, the seats boast improved contours and a larger profile for enhanced comfort and aesthetics.2024 KTM Duke 390 ReviewFeature Rich 2024 KTM Duke 390’s Advanced Instrument Panel, Enhanced Suspension2024 KTM Duke 390 boasts an entirely redesigned 5-inch instrument panel, equipped with Bluetooth connectivity for call control, music playback, and navigation assist. The display features a clean and easily legible layout. It adapts its colour scheme and information display when toggling between Street, Rain, and Track riding modes, enhancing user-friendliness. Keeping up with modern connectivity trends, the 2024 Duke 390 includes a USB-C port for charging, aligning seamlessly with contemporary device standards.2024 KTM Duke 390 ReviewTrack mode on the KTM Duke 390 offers launch control at 7,000 rpm. It also boasts cornering ABS and traction control. Suspension upgrades include WP inverted forks with 5-step compression and rebound damping control, along with a monoshock featuring preload and rebound damping adjustment, elevating ride quality and handling precision.Ride Redefined: The 2024 KTM Duke 390’s Nimble Performance, Precision HandlingRide, Handing – A step in the right direction! KTM Duke 390’s lighter weight of 4 kg compared to its predecessor translates into enhanced nimbleness and manoeuvrability. It provides a significantly smoother throttle response, eliminating the jerky ride often associated with previous models. Riders can bid farewell to those unexpected jolts and the nearly-thrown-off experiences, as the new Duke offers superior performance without sacrificing rider comfort. Whether tackling city traffic or hitting the track, the reduced vibrations and lesser heat dissipation make the bike more user-friendly (that otherwise translates to heat that radiates through the pants) in various riding conditions.2024 KTM Duke 390 ReviewFurthermore, the bike’s ability to absorb bumps and potholes is commendable, and the added option to adjust damping settings offers a comforting level of customization. While these improvements cater to a wide range of riders, it’s worth noting that some may find the rear suspension slightly stiffer according to personal preferences. In terms of handling, the 2024 Duke maintains its reputation as a razor-sharp race-line follower, setting the bar high for precision and control in its class.Effortless Control: Low-Speed Throttle Mastery in the 2024 Duke 390Engine & Performance – The Duke’s remarkable generational upgrade is accompanied by an equally impressive all-new engine. Now sporting a 399 cc capacity, up from the previous 373 cc, it delivers 46 bhp at 8,500 rpm and 39 Nm at 6,500 rpm. This marks a substantial increase of 2.5 bhp and 2 Nm, with both peak power and torque arriving 500 rpm earlier. Coupled with the 4 kg weight reduction, the latest Duke promises an exhilarating and beastly performance, making it a formidable contender on the track and elevating its overall prowess.2024 KTM Duke 390 ReviewOn the streets, the KTM Duke 390 strikes a balance between controlled power and early, manageable pull. The acceleration is evenly distributed, gradually building excitement as the tachometer climbs higher. This model caters to a broader audience with its exceptional low-speed throttle control, a standout feature within the Duke 390 series. Riders will appreciate the reduced need for frequent gear shifts, and when necessary, the quickshifter adds a likable touch.Butter Smooth Transitions: Gear Changes in the New Duke 390Unlike the previous iteration where the quickshifter felt somewhat retrofitted, the LC4 engine in this model was purposefully designed with the Quickshifter+ in mind. As a result, the gear changes are exceptionally smooth. Think butter smooth.2024 KTM Duke 390 ReviewTwo less teeth on the rear sprocket contribute to a linear and smoother power delivery. The smaller rear sprocket allows for achieving triple-digit speeds earlier on the tachometer, reducing engine stress and promoting relaxed cruising. Vibrations are primarily felt at the handlebar, with minimal presence in other areas like foot pegs and tank, ensuring a more comfortable and vibration-free ride.Embrace the Orange: The Thrills Awaiting in the KTM Duke 390Verdict – In bidding adieu, the trailblazing KTM Duke 390 has surpassed its own standards, now catering to a broader demographic. If you can embrace the bold orange aesthetic, you’re going to have fun squeezing that much more fun out of it when you swing your leg over it. It’s a bike that lives up to its reputation and then some. Beyond the scope of a first ride KTM Duke 390 Review. More

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      TVS Apache RTR 310 Review – Born from Legends

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      TVS Apache RTR 310 ReviewTVS Apache RTR 310 Review – Crafting a Legacy Where Innovation Meets AsphaltIn penning this brief TVS Apache RTR 310 Review, (first ride), we must for a moment dive into the dynamic collaboration between TVS and BMW in the world of motorcycles. This ongoing partnership has yielded another remarkable addition to their portfolio. Our focus today centres on a motorcycle that traces its lineage back to the initial creation that marked the beginning of this partnership – the BMW G310R.With each passing year, this collaboration has evolved, producing an impressive array of motorcycles. BMW enthusiasts can explore the G310R, G310GS, and G310RR, while TVS enthusiasts have the RR 310 and RTR 310 at their disposal. Join us as we navigate this exciting new motorcycle. Does the Apache RTR 310 possess the qualities needed to distinguish itself from these formidable competitors? Let’s explore that question in detail.TVS Apache RTR 310 ReviewTVS Apache RTR 310 Design: Form Meets FunctionApache RTR 310 strikes a perfect balance between aesthetics and performance. Its sporty side and rear profile not only look great but also contribute to efficacy, and nimble handling. The unique cyborg-inspired design in the DRL, headlamp, and tail lamp isn’t just for style; it likely complements forward-biased mass distribution, enhancing overall handling and responsiveness.TVS Apache RTR 310 ReviewBeneath the surface, the lightweight aluminium subframe reduces weight, boosting agility. Lightweight 8-spoke dual-coloured alloy wheels further improve handling and acceleration. Engine features, like the optimised coolant jacket with 23 rows of radiator tubes, ensure efficient heat management, resulting in enhanced performance and durability. The hyper-spec trellis frame excels in dynamic response. Sporty steel tapered handlebars, ergonomic refinements, and adjustable hand levers prioritise rider comfort and control.TVS Apache RTR 310’s Tech Features – Command Centre, 5-inch TFT ClusterRider engagement is maximised with five distinct ride modes, adapting the bike’s behaviour to various road conditions. Whether you’re navigating the urban jungle, tackling rainy streets, chasing the thrill of sports mode, or unleashing the beast on the track or supermoto terrain. These modes optimise performance and safety for each scenario. The 5-inch TFT Cluster serves as a command centre, offering control over GoPro, music, voice assistance, and more. This integration keeps riders connected without compromising their attention on the road.TVS Apache RTR 310 ReviewTechnological aids like Race Tuned Linear Stability Control, Cornering ABS, Traction Control, and Cruise Control elevate the bike’s handling. And with it stability, responsiveness, and safety, regardless of the riding environment. Everything matters. Features like Climatic Control Seats are cool. Reverse Inclined DOHC Engine, and SmartXonnect Bluetooth connectivity are refined.TVS Apache RTR 310’s 312.2 cc Engine, QuickshifterTVS Apache RTR 310 packs a 312.2 cc reverse inclined DOHC engine to deliver peak power of 35.6 PS at 9,700 rpm and max torque of 28.7 Nm at 6,650 rpm. Its 6-speed transmission ensures versatile performance across different riding scenarios. TVS has declared it the fastest in its segment to get from 0 – 60 kmph in 2.81 seconds.TVS Apache RTR 310 ReviewThe bi-directional quickshifter (operating range – 2,300 rpm to redlining) facilitates smooth gear changes. RTR’s Race Tuned Slipper Clutch enhances control during aggressive downshifting. Throttle-by-wire system optimises throttle response. And its engine coolant jacket optimization maintains ideal operating temperatures. Glide Through Technology (GTT) streamlines city riding, and mass centralisation contributes to balanced handling. All this and more, work to harmonise a balanced ride experience.TVS Apache RTR 310 6-Axis IMU: The Brain Behind the RideRTR’s agility shines through whether navigating city traffic or tackling tight corners. However, the suspension felt slightly stiff on the smooth tarmac during the media ride in Bangkok. On the braking front, the bike delivers excellent bite, and the Dual ABS system performs its job effectively, ensuring reliable stopping power.TVS Apache RTR 310 ReviewMichelin Road 5 tyres deliver commendable grip, enhancing overall control. The traction control and cruise control systems perform effectively, contributing to a safe and smooth ride. Notably, TVS employs a sophisticated 6-axis Inertial Measurement Unit (IMU) that continually feeds crucial data to the bike’s CPU, including speed, angle, acceleration, and braking.This endows the bike with remarkable intelligence, enabling it to anticipate potential situations well in advance. For instance, when engaged in cruise control at 80 kmph and approaching a curve, the IMU processes the data to calculate the direction and angle of the curve. Consequently, it adjusts speed, ensuring a safe and controlled passage through the curve.TVS Apache RTR 310 ReviewRiding the RTR 310: Navigating the Power and Vibration SpectrumTVS Apache RTR 310 showcases a noticeable improvement over its predecessor, the Apache RR310. This enhancement is primarily attributed to its lighter weight, about 5 kgs less, and a tuned engine that delivers approximately 1.5 bhp/1.4 Nm more power. The power delivery is notably smooth, enabling the bike to accelerate effortlessly into triple-digit speeds. However, it’s at these higher speeds where vibrations become apparent.Unfortunately, TVS hasn’t successfully mitigated the vibration issue that has persisted within the 310 family from the outset. In fact, the new RTR 310 appears to exhibit more vibrations compared to the Apache RR 310. Despite this, the RTR 310’s improved power and peppy performance make it an enticing option.TVS Apache RTR 310 ReviewTriumph, Harley Davidson, and KTM in the Ring: TVS Apache RTR 310 ChallengersDemand for motorcycles in the 300-450cc segment is steadily increasing. Several new motorcycles have recently hit the market or are set to be launched in this segment. Royal Enfield, for instance, has refreshed its 350cc lineup and introduced the new Hunter 350 model. Additionally, they have plans to unveil the Himalayan 450 later this year. Triumph has entered this segment with the Speed 400 and Scrambler 400. Harley Davidson is here with the X440, and KTM has launched the new Duke 390. Most of these motorcycles will compete directly with the TVS Apache RTR 310.TVS Apache RTR 310 Review Verdict – TVS Apache RTR 310 – A Worthy Addition to the 310 LineupTVS Apache RTR 310 sets itself apart from the rest of the 310 family, avoiding the feeling of being a mere rebadge exercise. It offers a distinct riding experience and is feature rich. Within the city, it’s an absolute joy to ride, but it’s touring capabilities leave room for improvement. With prices ranging from Rs 2.42 lakh to over Rs 3 lakh for the fully loaded variant, the new TVS Apache RTR 310 represents a compelling option for those seeking a motorcycle in the 300cc-400cc segment. More

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      Hero Karizma XMR 210 Review – First Impressions on the Ride

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      Hero Karizma XMR 210 ReviewHero Karizma XMR 210 Review – First Ride. Unveiling the Design: Visual AestheticsKarizma, once a revered aspiration among enthusiasts, remarkably from a manufacturer primarily focused on simple commuter bikes, returns for another revival. Our first ride Hero Karizma XMR 210 Review touches upon what’s so new. So different. Over the course of two decades, there have been occasional efforts to rejuvenate its legacy.Hero Karizma XMR 210 ReviewThe latest iteration that has just been unveiled introduces such sweeping and innovative modifications that the only discernible link to the original Karizma lies in the labels adorning its fuel tank. This leaves us with the pressing question of whether the all-new XMR version can truly live up to the fervent expectations of loyal fans and, perhaps even more critically, if it possesses the potential to dethrone the firmly-established R15 from its current dominance in the market.Hero Karizma XMR 210 ReviewAt first glance, the bike exudes sporty elements, trims and edges. However, taking a broader view reveals it’s not solely a track machine. It prioritises comfort, pushing the boundaries of what a sports bike can provide. Before dismissing the Karizma XMR, consider a test ride. It might surprise you as the ideal blend of a stylish daily commuter and a weekend escape companion.Karizma XMR Review – Adjustable windscreen, USB Charging Port, SwitchgearsFeatures are truly aplenty. Karizma XMR’s adjustable windscreen, a pioneering addition. A conveniently placed button on the fairing’s right side allows riders to change the height from their seated position. It offers a two-step adjustment with a 30mm range. The stylish rearview mirrors not only enhance aesthetics but also provide an expansive field of view for added convenience and safety.Hero Karizma XMR 210 ReviewThe USB charging port is conveniently located, ensuring easy access. Switchgears offer a pleasing tactile feel, although with leather gloves, the indicator switches can be challenging to operate. Notably, a hazard light switch is present, a common feature in lower-tier bikes. However, its widespread use by uninformed riders on highways raises concerns. Many are unaware of the potential hazards, particularly during rainy nights, where its misuse can contribute to accidents. Education on proper usage remains imperative for road safety.Hero Karizma XMR 210 ReviewUser-Friendly Display: Karizma XMR’s Informative Instrument PanelThe colour display, both stylish and clear, presents a wealth of information. It boasts a user-friendly layout, easily toggled using the switchgear button. Among the easiest to read in its class, it offers impressive legibility. Furthermore, the instrument panel can be synced with a smartphone, unlocking functionalities such as turn-by-turn navigation assistance for added convenience on the road.Remarkably, the bike features a nifty addition—a self-activating LED projector headlight that utilises an ambient light sensor in low-light conditions. Turn indicators, elegantly designed, exude durability and do not appear to require fashionable replacements, a departure from the common inclination for customisation.Hero Karizma XMR 210 ReviewPower: Hero Karizma XMR 210’s Engine and PerformanceTurning our attention to the engine, our anticipation grew as we prepared to experience Hero MotoCorp’s inaugural venture into a liquid-cooled, DOHC engine, harmoniously paired with a Steel Trellis frame—a revelation. The 210 cc 4-valve single-cylinder engine impresses, delivering 25.15 hp peak power at 9,250 rpm and 20.4 Nm peak torque at 7,250 rpm. It seamlessly integrates with a 6-speed gearbox featuring a slip and assist clutch. Hero claims the XMR can sprint from 0 to 60 kmph in a mere 3.8 seconds, underscoring its spirited performance credentials.The engine emits a pleasing and enticing roar, enhancing its desirability, a trait amplified by its high-revving nature. While a hint of vibration emerges in the mid-range, it remains inconsequential, not impinging on the overall ride quality even during extended journeys. Hero impressively maintains a remarkably low level of harshness, consistent with their other offerings.Hero Karizma XMR 210 ReviewComfort Meets Commuting: Karizma XMR’s Suspension SystemEngine responsiveness caters well to riders seeking a more leisurely pace, as the power delivery exhibits a late onset. However, this characteristic doesn’t relegate the pursuit of triple-digit speeds to a distant aspiration. Karizma gracefully breaches the 100 kmph mark. Although we didn’t have the opportunity to validate this claim, Hero asserts that the bike can approach a commendable 150 kmph under favourable conditions, further elevating its performance credentials.The suspension system is pleasantly soft, aptly attuned to the enduringly uneven road conditions prevalent in our country. This choice ensures a comfortable and stable ride, accommodating the diverse needs of commuters navigating various terrains.During our brief ride in Delhi’s bustling city, the tyres demonstrated adequate grip, instilling confidence for urban manoeuvres.Hero Karizma XMR 210 ReviewOn the Road: Hero Karizma XMR 210 Ride, and HandlingHero introduces its inaugural dual-channel ABS system with this model, marking a significant leap in their safety offerings. The braking system aligns with the bike’s overall design philosophy, striking a balance between responsiveness and moderation. While it may not deliver the heart-pounding bite sought by enthusiasts, it exhibits a level of competence and reliability tailored to the average commuter’s requirements. The brakes efficiently translate the rider’s input through the lever, delivering controlled and predictable stopping power for enhanced safety on the road.With an ex-showroom price of Rs. 1.73 lakhs, Hero Karizma XMR strategically positions itself just Rs. 10,000 below the Yamaha R15. This shrewd move entails forgoing certain modern features, such as USD forks, commonly found in this segment. This calculated choice is astute, given the substantial market demand for a bike primarily intended for comfortable commuting and occasional touring, roles the R15 isn’t engineered for. Customers are likely to appreciate the distinctive features Hero has incorporated, which instil pride of ownership, prioritising them over elements like USD forks and similar attributes.Hero Karizma XMR 210 ReviewHero Karizma XMR 210 Review Final Verdict: 2023 Karizma XMR is Worth the Hype?For those well-acquainted with the previous Karizma, 2023 Karizma XMR might feel like a classic case of “old vs. new Baleno.” The name serves more as a nod to familiarity than an embodiment of the past model’s essence. 2023 Karizma XMR is a modern reinterpretation, prioritising comfort and commuter-friendly features over nostalgia for the old model’s sportier attributes. What is your take on the 2023 Karizma XMR? More

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      Triumph Speed 400 Review – Riding Royalty Crowns Your Journey

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      Triumph Speed 400 ReviewTriumph Speed 400 Review – The Ride That’ll Make You Say ‘Bajaj, You Beauty’Upon laying eyes on the Triumph Speed 400, we were immediately captivated. Our initial reaction: “Wow! This masterpiece is from the house of Bajaj?” It’s quite a departure from their usual frugal offerings, which they pride themselves on. Bajaj firmly believes that next-gen technology and stylish design shouldn’t be limited to the privileged few.They strive to ensure that folks with a yearning for the thrill of the wind should be able to revel in it. Their unwavering commitment to striking a balance between cost effective measures and delivering a fully functional and safe product is truly commendable. They refuse to let production frugality compromise the customer experience and ownership satisfaction. It’s an approach that has yielded tremendous success for Bajaj. Having set them apart from brands whose products often cry out for improvement. Even before they reach the eager hands of their new owners.Triumph Speed 400 ReviewSo, why the sense of awe, you may wonder? Well, Bajaj has truly outdone themselves with the remarkable Speed 400 and Scram 400 models. They bear little resemblance to the Bajaj motorcycles we’ve come to know thus far. Instead, they exude an air of sophistication reminiscent of the renowned Triumph bikes from the UK. The inclusion of lustrous stainless steel bolts and the impeccable sandblasted finish on the handlebar and chassis are subtle visual details that may not immediately catch your eye. But undeniably contribute to the overall grandeur of these 400 twins. These elements beautifully complement the captivating allure of the retro-classic engine and the headlamp. Despite its century-old design, it manages to appear remarkably fresh on this bike.Triumph Speed 400: Riding the Wave of Retro AwesomenessUnlike just a few years ago, we now have a considerable selection of motorcycles that embody classic DNA, albeit originating from diverse manufacturers and regions. However, the Triumph Speed 400 manages to effortlessly outshine them all upon the very first glance. Its standout features, such as the 43mm inverted fork and the iconic triangular crankcase emblematic of Triumph, undoubtedly demand attention when compared to its counterparts. Furthermore, the inclusion of bar-end mirrors as standard equipment is a delightful addition that ensures heads will turn wherever it goes.Triumph Speed 400 ReviewWeighing in at 176 kg, Triumph Speed 400 boasts an ideal 50:50 weight distribution. Perfectly balanced across its 1,377 mm wheelbase. With a comfortable saddle height of 790 mm and a generous ground clearance of 158 mm, it offers a rider-friendly setup. Powering this beast is a cutting-edge 398.15 cc 4-valve DOHC liquid-cooled, single-cylinder engine. Bajaj proudly claims that, apart from sharing the bore and stroke measurements of 89 mm and 64 mm respectively with the Dominar and Duke engines, this powertrain is entirely unique. Surprisingly, they didn’t find it necessary to modify these parameters to achieve better performance. The motorcycle delivers an impressive output of 40 PS (29.4 kW) at 8,000 rpm and a torque of 37.5 Nm at 6,500 rpm. Its 6-speed gearbox is seamlessly connected to the engine through a wet, multiplate slipper clutch.Triumph Speed 400 ReviewFast, Furious, Full of Flair, and a Bit WildTriumph Speed 400 Review – When it comes to riding, the powerful engine delivers an exhilarating experience. Accompanied by a surprising level of refinement. While there is no harshness to be felt, some vibrations do make their presence known through the handlebar and seat. Particularly when exploring the upper rev range. It’s worth noting that if you ever find yourself in the mood for a drag race, it’s best to avoid accelerating aggressively from a standstill. Even in second gear, the sheer force of acceleration can cause the bike to rear up like a restless stallion. It’s essential to exercise caution in such situations, as the responsibility of preventing wheelies falls outside the realm of traction control.In the event that you find yourself needing to apply the brakes due to an excess of power, you’ll be pleased to know that they are indeed capable of effectively bringing the vehicle to a halt. However, if you happen to be an enthusiastic rider with an adventurous spirit and a penchant for twisting the throttle, there are a few considerations to keep in mind. The comfort-tuned shocks, coupled with the long-wheelbase architecture, can occasionally may send you sideways when encountering uneven surfaces or taking corners with excessive confidence. Even the Steel Radial soft-compound MRF tyres can feel a bit helpless. And slide out unexpectedly during sudden manoeuvres. Bajaj’s track record in handling and dynamics has not historically been a standout feature. Over longterm riding, its to be seen whether Speed 400 deviates from this pattern.Triumph Speed 400 ReviewWhere British Elegance Meets Indian CraftsmanshipIt would be interesting to discover how the chassis-suspension combination performs with the Metzeler tyres found on the export-spec 400. Nonetheless, for most buyers, this may go unnoticed and have minimal impact. Making it a non-issue for many. If you’re eagerly anticipating the full potential of this magnificent engine, it might be worth waiting for the next-generation Duke. As for the Scram 400, we’ll provide updates in October once we’ve had the opportunity to put it through its paces off-road.Launch of the Triumph Speed 400 and Scram 400 models has been a resounding success in the Indian motorcycle market. And is evidenced by the overwhelming response from enthusiasts. Within just 10 days of global launch, a staggering 10,000 units have been booked. Showcasing the immense popularity and demand for these bikes. For the fortunate first 10,000 customers, an inaugural price of Rs. 2.23 lacs (ex-showroom Delhi) awaits. Further enhancing the appeal of these remarkable motorcycles. Thereafter, Triumph Speed 400 launch price is listed at Rs. 2.33 lacs (ex-showroom Delhi). Current Triumph Speed 400 On-Road Prices Start From Rs 2.68 Lakh (ex-showroom, Delhi).Triumph Speed 400 ReviewTriumph Speed 400: Prepare for the Ride of a LifetimeSpeed 400 will be available in Triumph showrooms starting from the end of July 2023, allowing eager riders to experience the thrill of the wind at the earliest opportunity. As for Scrambler 400, enthusiasts will have to exercise a little more patience. It is set to hit the market in October, with the pricing to be announced closer to the launch. With a booking payment of just Rs. 2000, potential buyers can secure their place in line for these coveted motorcycles. Triumph has ensured that production will be ramped up to meet the high demand. Customers will be invited to make payments once the bikes reach the dealerships. This comprehensive information on pricing, availability, and market positioning enables potential buyers to make informed decisions. While also fully immersing themselves in the world of the Speed 400 and Scram 400.At the conclusion of our Triumph Speed 400 Review, the newest motorcycle on the block represents a significant challenge. To the seemingly invincible stronghold of Royal Enfield. While it is not the first attempt, it certainly won’t be the last to directly confront the competition. With its strong brand credentials and the enthusiastic response from potential customers, this homegrown British roadster demands serious consideration. It serves as a wake-up call for both customers in this segment and competitors alike, urging them to raise the bar and take notice of this formidable contender. More