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      2023 Hero Xtreme 160R 4V Review – Defying Expectations, Embracing Adventure

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      New Hero Xtreme 160R 4V ReviewA Close Look at the Upgraded Design and Performance – 2023 Hero Xtreme 160R 4V ReviewIntroducing the 2023 Hero Xtreme 160R 4V – A motorcycle that has the potential to emerge as the true champion of its segment. With a design that exudes a hint of Bajaj-inspired flair, this upgraded version of the Xtreme 160R boasts an impressive addition of two extra valves. A key differentiator that sets it apart from its predecessor.Hero has meticulously engineered its efforts into crafting a package that not only meets but exceeds the expectations of today’s discerning buyers in this competitive segment. Let’s delve into the intricate details of this bike and explore if it outshines its rivals.New Hero Xtreme 160R 4V Review2023 Hero Xtreme 160R 4V: Embodying Style and Functionality for the Gen Z BuyerThe Hero Xtreme 160R 4V immediately captivates with its dynamic design, which elegantly blends elements reminiscent of Bajaj motorcycles. When bathed in sunlight, its contours come alive, leaving an impression.In a conversation with a Gen Z buyer looking for a bike in the 150cc segment, the focus is on finding a bike with a cool and trendy appearance. The customer seeks a bike with vibrant and funky colours, muscular craftsmanship, and a sporty appeal. They desire a headlamp that resembles those found on higher-displacement bikes, a kickass belly pan, and inverted forks that are visibly large, creating the illusion of a more powerful cc machine approaching.New Hero Xtreme 160R 4V ReviewThey are drawn to a thick exhaust, similar to the Dominar, and insist on a split seat design that looks striking, with a significant step where they can position themselves. Additionally, they express the need for a digital instrument console in a dark theme, complete with Bluetooth connectivity to a smartphone app, and a built-in USB charger for convenient device charging.Performance is paramount to this buyer. They aspire to overtake bikes like the Dukes and Pulsars. However, they also emphasise the importance of a soft suspension that can absorb the impact of speed breakers and potholes commonly found on Indian roads. Vibration-free riding, even at top speeds, is a non-negotiable requirement. Price is a significant factor for them, as they are willing to wait for the best deal that offers the desired features and performance.Xtreme 160R 4V Races Ahead with its Impressive Power Output2023 Hero Xtreme 4V is a motorcycle that combines such real-world expectations into a competitive and affordable package, especially in its base variant.The inclusion of the “4V” moniker, which gained popularity with the Xpulse 200, is expected to work in favour of the Xtreme 160R. Hero has made significant engineering changes to the engine, including the addition of two valves and an oil cooler to manage increased performance. Redesigned crankcase and cylinder block, along with a revamped gearbox, contribute to improved engine responsiveness and seamless gear shifts. During our test ride, gearshifts were exceptionally smooth and precise.New Hero Xtreme 160R 4V ReviewThe 2023 Xtreme 160R 4V boasts impressive performance specifications, with a maximum power output of 16.9 hp at 8,500 rpm, surpassing its predecessor by 1.7 hp (around 10%). This results in noticeably quicker acceleration without compromising overall top speed. Hero MotoCorp claims it has the fastest acceleration in its segment, and although we couldn’t objectively verify this, we can confirm that the acceleration felt notably aggressive. The bike maintained its power effortlessly as it surged past 80 kmph, accompanied by minimal vibrations that were more of a bark than a bite.Mastering the Handling Track and Conquering Different Road SurfacesOur test ride took place at Hero’s Global Centre of Innovation and Technology in Jaipur, featuring a 16-kilometre-long test track with 45 different road surfaces designed to replicate real-world riding conditions. While we couldn’t experience all of them, our brief encounter with the Xtreme 160R 4V on the handling track, as well as on the plain and hilly surfaces, left us with the impression that it is one of the most comfortable bikes available. It is particularly suitable for riders with lower-back and spinal issues, often recommended by doctors just like the Honda Unicorn.New Hero Xtreme 160R 4V ReviewThe suspension, particularly at the rear, is exceptionally soft, hindering aggressive cornering and quick manoeuvres. While we didn’t experiment with different settings, the 7-step adjustable Showa monoshock at the rear allows for customization if a slightly stiffer setup is desired. On the other hand, the 37mm KYB USD front fork is well-tuned. The braking performance is adequate, although the bike’s aesthetics and muscular appearance may create expectations of a more aggressive bite. Nevertheless, the bike remains nimble and easy to adapt to. The stock tyres provide sufficient grip on dry, sunny roads. Xtreme 160R 4V Ownership: The Perfect Blend of Affordability and ExcitementMoving on to areas of improvement, there are a few notable points. The mirrors could offer a wider field of vision, although they do not suffer from excessive vibration. The front brake could have smoother operation, avoiding the false sensation of braking occurring prematurely. The placement and angle of the USB port could be more conducive to preventing cable bending and potential failure over time. The instrument cluster, while impressive in the dark, suffers from low brightness during daylight, making it challenging to read under sunlight. Additionally, the awkward tilt angle of the cluster exacerbates the issue. These issues should be addressed to fully utilize the cluster’s well-designed features.New Hero Xtreme 160R 4V Review2023 Hero Xtreme 160R 4V is an impressive motorcycle that caters to both young riders and commuters. It exudes a fresh and captivating appeal, featuring a vibrant and refined engine that operates without any noticeable vibrations. With its comprehensive range of features and amenities, owning and riding this bike is a delightful experience. To put it simply, it’s the kind of motorcycle that would make even conventional dads look cool in the eyes of their kids and be embraced by the younger generation. Hero has truly hit the mark with this one!What sets it apart – Key Features, Specifications, and PricingPerformance:163cc 4 Valve Air-Oil cooled BS-VI engineMaximum power output: 16.9 Ps @ 8500 RPMPeak torque:14.6Nm @ 6500 rpmBest-in-class acceleration: 0-60 km/h in 4.41 secondsFastest 160cc motorcycle in its segment (as per internal testing)Handling and Control:37mm dia inverted Front Fork Suspension by KYB (Pro Variant)7-step Pre-Load adjustable rear suspensionSharp handling and maneuverabilityLowest-in-class kerb weight: 144 kg (Base & Connected 2.0 Variant), 145 kg (Pro Variant)Powerful petal disc brakesDesign:Muscular and sporty design languageRobotic Headlamp with fairing wingletsChiseled fuel tank and under cowlInterchangeable seats (single and split options)Ride Comfort:Well-balanced ergonomicsIncreased legroom for rider and pillionLowered handlebarComfortable pillion split seat optionAmple split rear gripsTech-Laden Features:All-LED package for position lamp, low beam, high beam, tail lamp, signature tail lamp, and winkersInverted speedometer with over 20 features on displayBluetooth-enabled features such as call and SMS alerts, turn-by-turn navigation, find my vehicle, etc.Hero Connect 2.0:Vehicle health and safety notificationsRemote immobilization for enhanced securityGeo Fence feature for geographical area alertsSOS alert, low fuel alert, over-speeding alert, topple alert, etc.In-app navigation services and real-time vehicle trackingCaptivating Colours:Standard (Single Ch ABS with Front & Rear Disc): Blazing Sports Red, Matt Slate BlackConnected 2.0 (Single Ch ABS With Front & Rear Disc): Matt Slate BlackPro (Single Ch ABS With Front & Rear Disc, USD Forks, Split Seat): Neon Shooting Star and Matt Slate Black.Pricing (Ex-Showroom, Delhi):Standard Variant: INR 127,300/-Connected 2.0 Variant: INR 132,800/-Pro Variant: INR 136,500/- More

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      Practical Performance Review of the Ampere Primus Electric Scooter

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      Ampere Primus Ride Experience and Review – Offering a Balanced Mix of Features and DesignAmpere Primus Electric Scooter Review
      During our visit to the manufacturing facility in Ranipet, Tamil Nadu, we had the opportunity to take the Ampere Primus electric scooter for a spin. Primus is the flagship model recently launched by Ampere by Greaves Cotton Ltd. at a launch price of Rs 1.10 lakhs ex-showroom. After our ride experience, we have mixed feelings about the scooter. Moreso in terms of trying to understand which demographic this model is targeting. In this review, we share our experience of spending half a day with the Primus and welcome your thoughts on it.
      In my opinion, the Ampere Primus is a well-built, and well-sized scooter. The older you are, the more well-groomed an option it seems. That being said, it may not appeal to the younger generation, the way some of the trendy scooters like Ather or Ola S1 do. Comparing the Primus to such models would be like comparing apples with oranges, as the Primus has its own set of features that cater to a different demographic.
      Ampere Primus Electric Scooter Review
      Ampere Primus: The Flagship Model by Greaves Cotton Ltd
      Ampere has been in the market for about 15 years. And has always targeted customers who prioritise the benefits of electric scooters over the trendy features offered by other models. This applies to both their b2c customers and b2b clients. It is important to note that Ampere is known for building scooters that represent a mode of transportation, rather than being another gadget with a few additional features.
      Just like how the Nokias back in the day represented a telephone for the most part, unlike today’s smartphones in which one of the fine print features is making cellular calls. The company has one of the largest dealer networks in India, with a presence in over 400 towns. And has shown consistent growth in the industry. To understand Ampere Primus, it’s essential to understand the company’s approach to electric scooters.
      Ampere Primus Electric Scooter Review
      Ampere Primus: The Electric Scooter for Modern Traditionalists
      Styling of the Ampere Primus electric scooter is likely to appeal to the older generation. A buyer group that’s used to riding or being around scooters like the Activa or Access on a regular basis. This is an advantage for Ampere, as tenured buyers often prefer familiar designs, and conventional colours.
      Ampere Primus Electric Scooter Review
      In this demographic, familiarity can be equated with trustworthiness. However, the design of the Primus is not outdated. The scooter has multicoloured trims and accents all over the body. This adds a contemporary touch to the conventional design elements. The LED headlamp is a modern feature, while the halogen tail lamp and indicators follow a more traditional pattern.
      Ampere Primus: A Blend of Classic and Contemporary
      Ampere Primus electric scooter offers several such examples of mixed features. For instance, it has sporty black-coloured alloy wheels with a 12-inch diameter at both ends. But features drum brakes on both, the front and rear wheel. The scooter features a digital instrument console but with an LCD panel that has a monochromatic segmented display. It also has Bluetooth connectivity to a smartphone app, but currently only for Android users.
      Ampere Primus Electric Scooter Review
      While the list can go on, it is clear that the Ampere Primus is designed for users who prioritize the throttle more than any other feature on a scooter. But even such users would expect a disc brake at the front. Especially after test riding the Primus, and experiencing the delay in halting even after clutching both the spongy levers to the fullest.
      Its practical performance is definitely admirable. The e-scooter won’t leave you disappointed or stranded in the middle of an overtake. Performance, whether solo or with a pillion, is more than enough to ride without worrying about maxing out at any time in power mode, whether in dense traffic or on an open road. Eco and City modes are functional and convenient to use.
      Ampere Primus Electric Scooter Review
      What Makes the Ampere Primus Stand Out in the Electric Scooter Market?
      Primus claims to do 0-40 kmph in a matter of 4.2 seconds and has a rated top speed of 77 kmph. However, during our test ride on a clean stretch of highway, the speedometer showed well past 85 kmph. And it reached that speed quite effortlessly.
      The 4kW mid-mounted motor is the prime mover of the Primus. This is connected to the rear wheel via belt drive. Surprisingly, it’s also remarkably quiet. It took a while to realize that the vehicle is quietly efficient at both low and higher speeds. Ampere emits a relatively subtle sound, unlike some other e-scooters such as the Ather that have a distinctive sci-fi-like hum.
      Ampere Primus Electric Scooter Review
      Ampere Primus: Battery Performance
      Powering the Primus motor is a 3 kWh LFP non-removable battery, which is a Lithium Iron Phosphate / Lithium Ferro Phosphate variant of the well-known Lithium-ion battery. This type of battery is known for its safety and longer lifespan, as it has a much lower tendency to overheat or cause thermal mishaps. In fact, it has a longer life cycle compared to standard Li-ion batteries. This means that riders may not have to change the battery even after years of regular usage. However, it is worth noting that the company hasn’t provided a long warranty period for the battery, which is something to consider.
      Primus takes approximately 5 hours to charge from 0-100 percent with the included 15A charger. If you prefer faster charging, you can purchase a 25A charger from Ampere separately. This can charge the scooter in just 2.5 hours from 0-100 percent. The battery is capable of providing an ARAI-certified range of 107 km in ECO mode at full charge. In real world riding, you can expect a range of around 70-80 km while switching between City and Power modes. Additionally, the scooter has a dedicated Reverse button, which can be used by pushing it after coming to a complete halt. This, while simultaneously giving throttle as usual to make the scooter move backward, albeit at a slower pace.
      Ampere Primus Electric Scooter Review
      Ampere Primus: A Practical and Efficient Mode of Transportation
      Another accolade that the Ampere Primus deserves is for its impressive ride quality. Despite the suspension being on the stiffer side, the ride is well balanced between comfort on rough roads, and handling on smoother ones. The e-scooter has an expansive footboard, a sizeable seat, well-positioned and large mirrors, slightly forward-set handlebars, and provides a smooth ride, making it an excellent choice for families.
      Underseat storage is quite decent at a capacity of 22-litres. But it is mostly occupied by the jumbo-sized 15A charger. Even without the charger, the space cannot accommodate a full-face helmet. This may not be preferred by those using a full face helmet. It appears that a half-faced helmet can fit comfortably.
      Ampere Primus Electric Scooter Review
      Ampere Primus: Should You Choose It Over Other Electric Scooters?
      Overall, the Ampere team deserves appreciation for their efforts in developing their first indigenous scooter. Taking it from paper sketch to sales brochure within 12 months. Having ridden Ampere’s earlier models, we can say that they have made significant improvements in terms of build quality, fit and finish, and overall product design. However, Primus is not yet competitive in pricing compared to established players who have better technology and more attractive designs. With the e-scooter market attracting faster and higher volumes of competition than ICE scooters ever had, we hope to see Ampere improve their engineering game or pricing strategy to sustain their market position in the coming years.
      To conclude, if you’re buying an electric scooter, test ride the Ampere Primus before considering any other options. Its impressive acceleration and top speed, longer battery life-cycle, and comfortable ride quality make it a compelling option. While it may not be as competitively priced as some of its rivals, its build quality and overall product offering are still impressive, and it may be worth the investment in the long run. More

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      2022 Yamaha MT15 Review – The Perfect Update?

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      Yamaha has already registered a record sales volume of nearly 10,000 for the new MT15 in April 20222022 Yamaha MT15 ReviewYamaha launched the updated version of MT15 more than a month ago. The naked streetfighter has always lived under the shadows of its fully-faired sibling which holds high regard among the Indian motorcycling community. Based on the fourth-gen R15 that was launched in September last year, the new 2022 Yamaha MT-15 comes with a series of updates over its predecessor. So is the latest iteration of MT-15 able to establish its own identity this time? Let’s find out.2022 Yamaha MT15 Review – Design, QualityOn the styling aspect, there isn’t any significant change in the new MT15 in comparison to its outgoing version. However, subtle updates like addition of gold anodised front forks have enhanced the bike’s visual appeal. It also gets an interesting palette of colour options including Racing Blue, Metallic Black and new additions like Ice Fluo-Vermillion and Cyan Blue.Our test bike was wrapped in the Cyan Blue paint scheme which we personally felt was eye-grabbing and suited well with the bike’s personality. The colour-coded alloy wheels further accentuate the sporty contrast of the motorcycle. Visual updates on the street naked motorcycle end here. It gets the same front face with single pod LED projector headlamp and twin eyebrow-shaped LED DRLs.Although the design remains largely intact, Yamaha has certainly made some improvements in quality and fit and finish when compared to the older model. Although not very premium, quality of switchgear is acceptable and the instrument console is clearly legible even under sunlight. More importantly, there are no panel gaps and the quality of plastics and rubber used in the bike is better.2022 Yamaha MT15 ReviewErgonomics & ComfortAs far as ergonomics go, the new MT-15 gets slightly rear-set footpegs that enable a committed riding posture. If the older and new models are kept side by side, one would notice that the updated MT-15 gets a slightly lower stance due to repositioning of the handlebar that has been set lower. This results in a slightly more aggressive riding position but is still fairly comfortable for city commutes.The rider’s seat is broad and comfortable, however, that is not the case for the pillion where real estate is limited and even a few minutes more than half an hour could be painful. If you are looking to carry a pillion regularly for your commutes we suggest you look somewhere else.FeaturesYamaha has made some small updates to its equipment. For instance, the instrument cluster is now compatible with Bluetooth connectivity and the Y-Connect mobile app that offers features like call, message, email alerts on the console. That said, we would have liked Yamaha to offer the more advanced X-Connect mobile app that comes with turn-by-turn navigation. It also benefits from a side stand engine inhibitor switch.2022 Yamaha MT15 ReviewRide & HandlingThe new MT-15 is underpinned by the same delta box frame as its predecessor but gets linked with a new aluminium swingarm instead of a box-section unit. More importantly, it gets new 37mm upside-down front forks which brings some noticeable change in its dynamics. While the MT-15 was always a good handler, its latest version is a lot sharper and handles more precisely, thus offering more confidence to new riders.At 139 kilos, the naked streetfighter is extremely nimble and easy to flick around corners and maneuver through tight spaces in bumper to bumper traffic. In addition, a wide and low handlebar offers a good purchase for lock-to-lock turns and quick direction changes. Thanks to the new aluminium swingarm, rear end of new MT-15 feels a lot more stable and offers more confidence while leaning into corners2022 Yamaha MT15 ReviewThe outer tube has been bolted to the chassis for rigidity and balance. A flip side to this is that the entire suspension setup now feels a lot firmer which is great in terms of handling but loses out on a plush ride. Each and every undulation on the surface including bumps and potholes is felt quite sharply when seated on top. A softer setup considering Indian roads might have been more welcome.Engine & PerformancePowering the latest iteration of MT-15 is the same 155cc liquid-cooled, four-valve engine with Variable Valve Actuation (VVA0 technology. However, this time it has been tuned slightly differently for friendlier city usage and as a result output is down by 0.1 bhp and peak torque has been bumped up by 0.2 Nm. The motor now cranks out 18.14 bhp at 10,000rpm and 14.1 Nm at 7,500rpm.2022 Yamaha MT15 ReviewThe most prominent update in this motor is how tractable it has become at city speeds. One can easily crawl at speeds of 20-25 kmph in the fourth gear without the fear of engine stalling. This also helps in extracting better fuel efficiency. Even in higher gears there is enough torque to play with and no matter which gear you’re in, you just need to open the throttle hard to extract all the juice.The best highlight about this VVA motor is not its top-end performance but how easily it builds up speed from the bottom end. That said, Yamaha has kept the high-revving nature of this engine intact and you instantly feel the boost kick in thanks to VVA after 7,000rpm till a red line of 10,000rpm. However, significant vibrations are felt in the handlebar and footpegs once you go past 5,500rpm.2022 Yamaha MT15 ReviewAlso, the engine starts sounding very coarse when taken close to the rev limiter. While we didn’t get a chance to test its performance figures, the motorcycle does feel strained at around 100-110 kmph. A smooth and quick-shifting gearbox complemented by a swift clutch action with slip and assist makes it a very likeable city bike. However, an optional quick-shifter might have resulted in a more engaging experience.One disappointing aspect is its braking which needed more bite, especially for the rear wheel. Also, for a bike that would easily cost about Rs 1.80 lakh (on-road), it misses out on dual-channel ABS which we are unable to wrap our heads around.2022 Yamaha MT15 ReviewVerdictPriced at Rs 1.60 lakh (ex-showroom), the new 2022 MT-15 is around Rs 10,000 to Rs 12,000 dearer than its predecessor. For the additional premium, one gets significant updates but also misses out on a few crucial ones. It certainly feels more engaging to ride, thanks to its updated hardware and is also easy to handle for any amateur rider.However, lack of a dual-channel ABS and an optional quick-shifter hurt its value for money proposition. Given the updates R15 V4 has received, we feel Yamaha has missed a crucial opportunity by being a little too conservative in its approach towards MT15 V2. Should you consider it? Surely, especially people who are looking for a fun-to-ride, compact and fast motorcycle primarily for city commutes will love what the new MT-15 has on offer. More

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      Royal Enfield Scram 411 Review – Better Than Himalayan?

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      Royal Enfield Scram 411 feels like a Himalayan in most ways yet it is able to please you with its qualities that aren’t like the ADVRoyal Enfield Himalayan Scram 411 ReviewRoyal Enfield hit a gold mine when it launched Himalayan back in 2016. It was the first true adventure bike for the entry-level segment in India which only had a Hero Impulse (a not-so-worthy predecessor to Xpulse) at that time. Like all Royal Enfield motorcycles, Himalayan too had its limitations.However, in this case, limitations had more to do with riders than the bike itself. Its daunting appeal, heavy feel, difficulty in manoeuvring and very tall stance, made it a complicated affair for newbie riders. With feedback received from buyers, Royal Enfield decided to offer something simpler to the buyers in terms of accessibility.Hence, it led to the birth of Scram 411 which is a leaner, a little less sophisticated and a more affordable derivative of Himalayan. It promises to do almost everything that the latter is able to do and offer a bit more. The new bike offers an easier riding experience for someone who is looking to buy his/her first big bike. So is it as fun as Himalayan or does it fall short in an attempt to be something entirely different? Let’s find out.Design- Same yet DifferentAt first glance, one can clearly identify its Himalayan lineage with a similar structure and stance. That said, multiple components have been deleted from the package which lends Scram a whole different appearance. For starters, gone are those huge side braces, that large windscreen and beak upfront and a nifty luggage rack rear.Royal Enfield Himalayan Scram 411 ReviewAll these deletions have resulted in a more minimalist and simpler design that looks aesthetically pleasing. Scram 411 also receives subtle variations in styling like a retro round headlamp encased within a new metal cowl and a new single-piece seat as compared to a split unit in Himalayan. In a typical scrambler fashion, Royal Enfield has used shorter front and rear fenders.With the exoskeleton missing, the bikemaker has incorporated a small panel on each side of the fuel tank with the Royal Enfield branding imprinted on it, thus lending a distinct touch to the motorcycle. Other highlights like a sculpted fuel tank, a raised tail section, an upswept exhaust canister and fork gaiters have been carried forward from its ADV sibling.Another area where Royal Enfield has aced is the colour options on offer in Scram 411. A total of seven paint schemes are on offer with this bike. We especially love the one wrapped around our test bike- Silver Spirit which contains a dark theme with contrasting neon green highlights accentuating the bike’s sportiness.Royal Enfield Himalayan Scram 411 ReviewErgonomics, Features, QualityMajor differences with Himalayan are felt when the rider takes to the saddle. For starters, the handlebar is now 60mm lower and 20mm closer to the rider which makes for a more comfortable riding posture. Rider’s seat is broad with ample cushioning that comes to aid when touring long distances. However, that comfort doesn’t translate to the pillion thanks to its odd shape and limited size.In terms of features, it gets bare basic equipment with a halogen headlight and turn indicators, LED taillight, a single-pod semi-digital instrument cluster and a side-stand engine inhibitor as standard fitment. It even misses out on a USB charger which at this segment is a must. Tripper Navigation is offered only as an optional accessory through Royal Enfield’s MIY program.Royal Enfield Himalayan Scram 411 ReviewAs far as quality is concerned, Royal Enfield has managed to package it well enough. Quality of seats and switchgear are decent though they lack a premium feel. The offset instrument console has been borrowed from Meteor 350 but gets a different colour treatment. One major drawback is the quality of the Tripper Navigation display which isn’t much of a use when viewed under direct sunlight.Ride & Handling- Some Changes FeltScram gets a shorter 19-inch front wheel instead of a 21-inch unit in Himalayan which results in a smaller rake angle for the front suspension, therefore, leading to a tighter steering geometry. It also translates to a shorter wheelbase and a lower ride height of 200mm as compared to 220mm in Himalayan. As a cumulative effect, all this results in sharper and more precise handling, especially around twisties.Royal Enfield Himalayan Scram 411 ReviewThe motorcycle gets a kerb weight of 185 kilos (without a centre stand) which is 14 kilos lighter than its ADV sibling. This reduced weight does not make much of a difference in a static condition as it still feels heavy managing in a tight parking space. However, it does feel a lot livelier when manoeuvring through tight spots in traffic or when pulling the throttle hard thanks to the lighter front end.Enfield has also stiffened the suspension a bit more to improve its on-road mannerisms. A firmer setup has resulted in a more planted and assured ride on tarmac which incites more confidence in the rider. That said, it also has its downsides, as bumps and potholes are felt more sharply. Front suspension travel has been reduced by 10mm which doesn’t make any noticeable effect on its off-roading capabilities.Royal Enfield Himalayan Scram 411 ReviewDuring our testing stint, we took the Scram through some very harsh terrains which it was able to overcome with relative ease. Surely the smaller front wheel will have its limitations, especially in extreme rocky terrains but Scram 411 will be able to overhaul most adventure trails depending on the rider’s skill set.Engine Performance- Same Old, Same OldScram 411 gets the same 411cc single-cylinder air-cooled engine that dishes out 24 bhp at 6500rpm and 32Nm of peak torque at 4000-4500rpm. Although output and construction of the engine remain identical, Royal Enfield claims that it has made changes to its ignition timing and this same engine mapping will be available for Himalayan as well.However, this does not result in any noticeable change in the bike’s performance. As mentioned earlier, Scram 411 feels more agile and slightly livelier thanks to the reduced weight at its front end. Throttle response remains good enough but there is a definite lack of surge felt at the top end.Royal Enfield Himalayan Scram 411 ReviewIdeally, one would want to keep the engine revving in mid-range in order to extract the best out of this motor. Vibrations from the power mill are very well contained and only mild vibes are felt once the speedo needle hits the 100kmph mark. Scram is best enjoyed at speeds between 80 to 90 kmph where one can cruise all day long.While the engine remains quite tractable in most conditions, for instant overtakes one is often found to be one gear too high for the motor’s liking. Speaking of gearbox, it gets the same 5-speed unit which is quite smooth although positioning of the shifter could have been better as we found it a bit too much inwards. The clutch lever also takes a lot of effort and a continuous long ride throughout the day, especially in city traffic, would lead to an aching left hand.Braking setup has also been carried forward from Himalayan hence it provides adequate bite. It misses out on a switchable ABS that could have further amplified its off-road credentials but the dual-channel setup does work and provides a more assured riding experience on tarmac. It also receives the same set of rubber from Ceat Gripp that is equally potent on-road as well as off-road.Royal Enfield Himalayan Scram 411 ReviewVerdictScam 411 has been touted as an easier and more accessible version of Himalayan but it manages to fare only slightly better than its ADV sibling in these aspects. Also, priced between Rs 2.03 lakh and Rs 2.08 lakh (ex-showroom), it isn’t significantly cheaper as well. The one area where it clearly trumps its donor model is its looks thanks to the funky paint schemes and compact proportions.In the process of simplifying the riding experience, Royal Enfield has created a product that isn’t going to set any benchmarks for any of its qualities. However, it will be able to fulfil almost everything that Himalayan does but with slight ease and more comfort and that is where this motorcycle shines.In short, Scram 411 will mostly attract buyers who love Himalayan for what it offers but it won’t be their preferred choice due to its intimidating and heavy appearance. It is very well known that Himalayan isn’t everyone’s cup of tea because to enjoy its full potential, one needs to develop a certain level of skill set. Hence, amateur riders would find it easier if they upgrade to Scram 411 which presents itself as a more likeable alternative to Himalayan. More

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      Tork Kratos R Electric Motorcycle – First Ride Review

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      Tork Kratos R ReviewTork Kratos and Kratos R are meant for consumers looking for a premium offering in the electric mobility spaceAfter being in development for years, Tork Motors finally launched its much ambitious electric motorcycle named Kratos last month. The Pune-based EV manufacturer has introduced two variants of the battery-powered motorcycle- standard and a slightly more powerful R trim. We recently got an opportunity to test the latter and check how it performs in the real world.Will it be able to create a niche for itself amongst the plethora of other two-wheelers cropping up in the market in recent times even though most of the offerings in the current two-wheeler space are scooters? Will it be able to challenge conventional IC engine motorcycles which are still going strong? Let us answer these and a few more questions through our first ride impression.Tork Kratos Review – Design & QualityBased on the pre-production Tork T6X prototype, Kratos is claiming to be the first indigenously developed electric motorcycle in India. This essentially means that everything in the motorcycle, barring the battery cells, including the electric motor, battery pack and its casing, running gear, electronics, etc., have been designed, conceptualised and manufactured in India.Starting with its design, Kratos doesn’t stray too far from the T6X prototype although there are substantial differences to tell them apart. For starters, it gets a V-shaped headlamp cluster but the LED internals inside Kratos give the electric bike a Transformers-like appearance. The curves and edges along the body panels give the motorcycle a sharp look.Tork Kratos R ReviewFurther, a raised tail section along with split-style seats and split grab rails lend it a much-needed sportiness to its closet. While the muscular tank accentuates its aggressive nature, the bulkiness of the huge electric motor placed underneath takes some sheen off the otherwise beautiful-looking Kratos. Overall, Kratos is one handsome motorcycle that is bound to catch enough attention.However, that doesn’t necessarily translate to the bike’s fit and finish. Quality of switchgear, mirrors and even the instrument console were found to be substandard at best and could do well with some improvements. While quality of brake levers aren’t bad, metallic finish levers instead of plastic units would do justice to this premium offering. The bike also misses out on a proper metallic crash guard or a belly pan which could prevent scraping the battery pack.Tork Kratos Review – ErgonomicsFootpegs on Kratos are slightly rear-set which translates to a slightly committed yet comfortable riding stance thanks to a taller handlebar. The seat itself is very well cushioned with the right amount of padding. The pillion seat also looks decently spacious enough although we couldn’t test it with a pillion behind. An accessible saddle of 785mm would make this motorcycle comfortable for riders of most heights.Tork Kratos R ReviewTork Kratos Review – FeaturesBeing a premium offering, Tork has loaded Kratos, especially the top-spec Kratos R, with very impressive equipment. It gets a digital instrument console that displays a wide range of information but has some visibility issues under direct sunlight and needs a serious upgrade. Apart from the three ride modes, you get reverse mode to pull yourself out of a tricky parking space.The faux fuel tank gets some space to store one’s knick-knacks but isn’t big enough to store even a half-face helmet. It also gets a USB charger inside the storage. The biggest highlights from its feature list are the connectivity options that offer remote functionalities such as geo-fencing, find my vehicle, motor walk assist, track mode via Bluetooth, crash alert, etc.Tork Kratos ReviewUnfortunately, we weren’t able to test any of them since our test bike was a pre-production model with a Beta version of the software sans all the features mentioned above. Other notable features on offer include in-built navigation, all-LED illumination, regenerative braking, hazard lights, OTA updates, Active throttle control, smart charge analysis, guide me home headlights and more.Tork Kratos Review – Ride & HandlingTork has been clear since the initial phase of its development that this bike will offer a sporty riding experience. For some parts, this does hold true with its slightly stiff suspension setup which offers sure-footedness while on the go. However, as a side effect, you do feel firmness in the ride quality when you move across a pothole or a sharp bump.Tork Kratos ReviewWhile you do wish the ride was a tad bit more comfortable, it isn’t as harsh and unnerving as a sports bike and it’s something that one can get used to. The positioning of the battery does provide stability to the bike but it also makes it a little tricky while manoeuvring through congested traffic. This would also result in the rider putting an extra effort while leaning into a sharp corner, especially on a track.The bike rides on 17-inch front and rear wheels that are shod with MRF Zapper which provide decent enough grip. However, a thicker front tyre instead of 90/80 section would have inspired more confidence in the rider. While brakes felt adequate enough during moderate speeds, they missed out on a sharper bite required to bring a vehicle to a halt from a high speed.Tork Kratos ReviewSlamming the brake levers too hard might result in locking up the wheels which could be a recipe for disaster. Hence, at this price point, especially for the top-spec Kratos R, Tork must upgrade to an ABS setup for a safer ride experience.Performance & RangeKratos R comes with three ride modes namely- Eco, City and Sport with different levels of performance and range attached to each of them. The bike always starts on the Eco mode as default before the rider changes the mode through the switchgear. In Eco mode, performance is adequate but definitely doesn’t excite and the active throttle control (ATC) starts intruding once you reach 45 kmph.Tork Kratos ReviewWe spent most of our time in the Sport mode extracting most of the performance and in this mode, the ATC was the least intrusive. Unlike most EVs, performance in Kratos R is in line with a conventional petrol-powered two-wheeler which gradually develops power. There isn’t a mad rush of torque generally associated with EVs but the surge is felt linearly as one pulls the throttle.A top speed of 80kmph was reached on a busy highway stretch beyond which the bike felt a little wobbly. Pulling the throttle hard did take an effect on the indicated range on the console but while riding through traffic the range stayed stagnant for a long duration. This suggests that regenerative braking was working properly.Tork Kratos ReviewWe rode the top-spec Kratos which comes with a stronger 9kW motor and dishes out a peak torque of 38 Nm. Tork claims a real-world range of 120km in Eco mode which drops to around 70km in Sport mode. But since we got to ride the bike only for a short duration we aren’t able to confirm the exact range in a real-world scenario.Price & OfferingsThe two variants of the electric bike- Kratos and Kratos R are priced at Rs 1.08 lakh and Rs 1.23 lakh (both ex-showroom, Pune) that are inclusive of FAME II and state subsidies. Apart from the extra bit of performance, consumers opting for the top-spec Kratos R benefit from the free access to the charging network established (or will be established) by Tork across the various centres for two years.Tork Kratos ReviewAlso, the standard Kratos misses out on a fast-charging capability offered in the top-spec trim. While Kratos is available in a single white paint scheme, Kratos R gets three additional options in the form of blue, red and black. The Pune-based EC manufacturer is also offering a warranty for a period of 3 years or 40,000km as standard on both variants.The company will be opting for a dealership model starting with Pune and then spreading to Tier 1 metros like Delhi, Bangalore, Hyderabad, Chennai and Ahmedabad. Tork is also promising doorstep services which we are yet to receive details about. It is planning to tie with local entities to set up a widespread charging network that will be further expanded to smaller centres.Tork Kratos ReviewVerdictKratos R is able to score high on most aspects but there isn’t escaping the fact that refinement is missing in this pre-production model. The motorcycle has small yet noticeable drawbacks which can hinder one’s ownership or riding experience. However, these drawbacks aren’t that glaring as seen in some other modern EVs that have come out in the recent past.Good thing, though, that Tork has taken all feedback into account and promised to make the final production-spec model an overall better package. If you could look past the small niggles mentioned above, there is plenty to like about the motorcycle. However, it will be too soon to recommend one before all the rough edges are ironed out. More

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      Bounce Infinity E1 Electric Scooter – First Ride Review

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      Bounce Electric Scooter ReviewBounce Infinity E1 is surely one of the most affordable high-speed electric scooters in the market but does it have enough for people to switch from petrol to electric?The push given to electric mobility has resulted in many new electric vehicles (EVs) under new brands entering the Indian market in recent times. One such promising brand which has been able to create the right buzz is Bounce Infinity. Like Ola, Bounce has been known to provide expertise in ride-sharing mobility primarily through two-wheelers.The Bengaluru-based startup recently ventured into the EV space by unveiling its first electric scooter called E1. We recently got hold of the upcoming battery-powered scooter for a short period to check out how it performs in the rear world. We find out if the new e-scooter manages to stand out among a plethora of rivals in today’s market.Design & QualityStarting with its appearance, Bounce Infinity E1 flaunts a rather simple design that bodes well with the intention with which it has been built. It is compact and thankfully doesn’t stray too much from its petrol-powered counterparts. It gets a dual-pod LED headlamp with an integrated circular LED DRL which gives it a quirky look.Bounce Electric Scooter ReviewComplementing the headlamp cluster are twin LED indicators on the front apron which give the scooter impression of an Android on wheels. At rear, E1 gets a single-piece LED headlamp unit flanked by turn indicators with fin-like internals. However, the design isn’t that good enough to mask all its imperfections.For starters, every single body panel has been made from fibre reinforced plastic, a trade-off for metallic panels in order to reduce weight of the scooter for obvious reasons like better performance and range. This results in an extremely nimble kerb weight of 94 kilos which makes it lighter than most of its petrol-powered rivals. Bounce is offering E1 in five colour options which could be further customised with aftermarket wraps although the quality and finish of paint are not among the best.Quality of switchgear is fairly acceptable, however, the overall build quality isn’t solid. The round rearview mirrors were intended to provide retro appeal but are not very useful and wider persons may find it difficult to see what’s behind them.Bounce Electric Scooter ReviewErgonomicsErgonomics of the scooter has been kept fairly simple and intended for daily commutes. The rider sits upright with the handlebar pulled slightly inwards and plenty of space on the floorboard. The seat is very comfortable and spacious even for a pillion with the right amount of padding underneath. The scooter has been provided with feather-touch footpegs for the pillion which are a nice addition. Unfortunately, these won’t be making the cut in the production-spec model.Features on offerList of features is not too thin for a scooter at this price point. You get a standard negative LCD display which is eligible for most parts but isn’t crisp. The display reads out standard information like speed, distance covered, range left, etc. It gets two special modes namely- Reverse and Drag. The former is useful while moving the scooter from a tricky parking space.Bounce Electric Scooter ReviewWhile the latter is extremely useful in case of a tyre puncture. Underseat storage is cramped due to the big battery placed inside which leaves the consumer with only 11 litres. Only a half-face helmet can be kept inside the storage, however, depth of the luggage space may make it usable. It also gets a USB charger under the seat and two hooks for riders to fasten their belongings on the floorboard.Illumination has been kept all-LED on both ends of the scooter. While specs sheets suggest that the scooter will be loaded with connected features like remote tracking, geo-fencing, etc., we got to experience none of it since this was a pre-production model and the software is still in the Beta stage of testing.Bounce Electric Scooter ReviewRide & HandlingE1 is surprisingly a very good handler for a scooter meant for commuting purposes. The ultra-light kerb weight makes it super flickable in tight traffic. It can also lean into a corner with fair ease to a certain extent until the aftermarket side stand starts scraping. However, the suspension is a bit too firm for a commuter scooter and you feel each and every bump on the road.With very little travel on offer, the front suspension does bottom out on an average-sized pothole. The good thing, though, is that the twin rear shock absorbers are adjustable for preload which should provide some comfort. Braking provided by a 230mm front and 203mm rear discs provide a very good bite. However, grabbing the brake levers too hard might result in the rider losing control as there is no ABS to save the day.Bounce Electric Scooter ReviewPerformance & RangePowering the Bounce electric scooter is a 1.5kW BLDC hub motor mounted on the rear wheel which derives its energy from a 48 V, 39 Ah Lithium-ion battery pack. For a commuter scooter, performance is more than energetic thanks to the massive surge of torque (85 Nm) which is available from the word go. It gets two ride modes- Eco and Power and we spent most of our time pulling the throttle hard in the latter.While this did let us extract the fullest out of the emission-free powertrain, it resulted in a sharp decline of the estimated range shown on the console. The claimed top speed of 65 kmph was reached without much fuss. However, we came across a serious issue when the scooter failed to respond to the throttle inputs after a while.Bounce Electric Scooter ReviewSpeed of the scooter gradually declined in fast-moving traffic but thankfully this was a momentary glitch. The system was up and running after the brakes were applied and the scooter slowed down for a while resulting in the battery cooling down and regenerating. Coming to range, contrary to the specs sheet, the electric scooter would return around a single-charge range of 65km on Eco Mode as opposed to 85km.In Power Mode, this figure drops down to around 50-55km per charge. However, the actual range depends on various criteria, like riding style, rider’s weight, incline on roads, etc. In our limited stint, we tested the scooter through a variety of road conditions including hilly inclines, smooth straight tarmac and some rough trails as well. The E1 sailed through all conditions smoothly.Bounce Electric Scooter ReviewPrice & OfferingsBounce Infinity is offering two forms of ownership with E1- one with the battery that costs Rs 68,999 and one without the battery at a cost of Rs 45,099 (both prices are ex-showroom, Delhi). The ownership models adopted by Bounce are interesting. The company is pushing for the latter model where it could provide its expertise on battery swapping technology.These battery swapping stations will be installed at a variety of places including the local grocery store, refueling stations, shopping malls, etc. A registered consumer has to pay a fixed subscription amount on a monthly basis along with a nominal amount on every battery swap. Bounce will be installing battery swapping stations with capacities ranging from a 2-unit station to a 20-unit station across multiple locations.However, initially, these services will be available to just Tier 1 centres. On the other hand, the ones opting for the scooter with the battery pack are given a standard AC home charger but they won’t be able to enjoy the benefits of swapping. The standard home charger takes 4-5 hours to get the battery fully juiced up.VerdictBounce Infinity E1 impresses you on most parts, however, there are some glaring drawbacks that need some serious attention. The overall fit and finish definitely needs a lift and we cannot guarantee reliability of the software which we didn’t get to test. Before deliveries commence from April onwards, Bounce needs to iron out the rough edges (quite literally).We are also not yet confident of the ownership models offered by the company as there are too many tangibles involved. A simpler and more robust model would be very helpful for the consumers and the manufacturer in the long run. But that being said, Bounce is offering an electric scooter at a price much lesser than a petrol scooter.The E1 has enough to offer that would suffice the needs of most Indian commuters. If the company could sort out the niggles before the scooter reaches production, it could be a game-changer in the segment which is blooming across the market. We’ll reserve our final judgment until we get to ride the production-spec model of E1. More

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      Ampere Magnus Pro Review – Finally a contemporary electric scooter! Was it so hard?

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      Should the Ampere Magnus Pro be featuring in your scooter shortlist, shoulder-to-shoulder with conventional petrol options? Here is what we think after sampling one

      Electric Scooters from the beginning have been known to be quirky. Especially in a fashion sense. I used to think the busy and flashy design of electric scooters are mostly why people thought too much to try it out. Even I decided I wouldn’t be caught dead riding a toy for a vehicle.
      Then I started finding highly futuristic looking electric two wheelers, ones that look too modern for the present age. There have been very few vehicles in the middle ground, standing shoulder to shoulder with the contemporary petrol powered vehicles. One of them, which I admire, is the Ampere Magnus Pro.
      Ampere Magnus Pro – First impressions
      Riding around on the Magnus Pro, I hardly got stopped with an inquiry by the public, at traffic lights, or wherever I parked, which is something I liked because I like to think my look-at-me-I’m-so-cool days are far behind me. Now I’m all about the business end of things, and my choices better seem mature, sophisticated and noteworthy for the right reasons.

      Still being in an era where I’m most likely to be run over on the road by a petrol/diesel vehicle, my choice of buying a scooter would have both electric and fuel-powered vehicles. It would take a lot more time for petrol vehicles to fade into the past.
      So when I draw up a list, whether I’m considering buying one for myself or for my parents, there would be Activa, Jupiter, Access, Ather and possibly some good other electric scooter with good value proposition. Having ridden the Ampere Magnus Pro recently, I can impartially say that it would make it to the list.

      Appearance
      Reasons why I would consider is firstly the fact that it looks as smart and trendy as the other vehicles in that list, so there is no compromise or overcompensation on the looks front when I pit it against the proven scooters. The colour choices are appealing and the use of matte black and chrome elements are complementary to the overall design.

      The contrast seat upholstery on Metallic Red and Bluish Pearl White coloured Magnus Pro is a concept that is generally accepted and appreciated on other scooters, which also sits well on the Magnus Pro. The seat design is as stylish as it is functional.
      Riding experience
      Secondly, it rides almost as good as a petrol scooter. The cruise comfort is splendid and the vehicle reacts way better to potholes and speed breakers than some of its direct competitors that I’ve ridden. The performance is good enough for an enthusiastic rider in a busy city, and when the road clears there’s good rush in the motor till it maxes out around 55 kmph.

      If I’m buying this scooter for my parents, I wouldn’t want any more power in it. The Low and High modes (via the red switch on the right) does a distinctive job. The other switches have good tactility, but could do with better ergonomics. The all-digital instrument display is legible and it could’ve included a trip meter.
      Braking
      The braking performance is fair and gentle, and safer than it used to be generally thanks to the mandated Combi Braking System that works well on the Ampere Magnus Pro. The scooter also has regenerative braking, which may require some fine tuning in the way it noticeably kicks in and reluctantly turns off.

      What we think of it?
      The 85 kg scooter including the removable battery, is a breeze through traffic, and a recommendable one for all who wish to test ride and start thinking about going electric. The range on paper is 75 km per charge of 5-6 hours, but as you may very well know it is dependent on rider behaviour. In short, the Ampere Magnus Pro definitely deserves a visit and a test ride by those who wish to buy a scooter, any scooter for commuting. More