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    Hero Xpulse 210 First Ride Review – From Good To Better

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    Hero Xpulse 210 First Ride ReviewEver since Hero MotoCorp was coined after the split with Honda, the company has been a stalwart in the off-road genre. The torch of the mighty Impulse was taken over by Xpulse 200 and has received multiple updates after it was first launched. Now, Hero has just launched Xpulse 210, which is the most advanced and the most tech-loaded iteration of Xpulse brand yet.
    We got to sample this motorcycle at the national media drive event in Udaipur, Rajasthan, organised by Hero MotoCorp. After riding Xpulse 210 across varied terrains and off-road sessions, here’s what we think about Hero MotoCorp’s latest off-roader.
    Hero Xpulse 210 First Ride Review – Design & Appearance
    World’s largest motorcycle manufacturer, Hero MotoCorp, launched Xpulse 210 at the prestigious Auto Expo 2025. There are two variants of Xpulse 210 conveniently named Base & Top. Prices start from Rs 1.76 lakh (Ex-sh) for Base and Top costs Rs 1.86 lakh (Ex-sh). Top is the feature-loaded variant that gets all the bells and whistles.
    Hero Xpulse 210 Design
    There are four colours on offer with Xpulse 210 – Wild Red and Glacier White colourways with Base and Azure Blue and Alpine Silver colourways with Top. At the media drive event, Hero provided Rushlane an Xpulse 210 in Alpine Silver colourway. While it looks nice, I personally think Glacier White should be offered with Top variant for that clean aesthetic.
    Hero Xpulse 210 Design
    The company had showcased a more off-road version of Xpulse 210 at Auto Expo 2025, which will launch later. There’s a good probability that it will be launched only with Base variant. When compared to Xpulse 200, Xpulse 210 looks like an entirely different motorcycle, while still rocking that quintessential enduro bike look.
    Hero Xpulse 210 Muscular Fuel Tank
    Xpulse 210 looks a lot more muscular and beefy than Xpulse 200 4V, which is a good thing. It has significantly better road presence and the primary contributor towards this effect is the new fuel tank. It is taller and a lot wider thanks to the new tank shrouds. It almost looks like there is a semi fairing with Xpulse 210, which is not the case.
    Hero Xpulse 210 Lighting
    There’s a new front windshield which is taller and works quite well deflecting wind off riders even at highway speeds. Seat is a single-piece unit which is scooped out to offer a lower seat height and pillion area gets a slight step. The knuckle guards look better on Xpulse 210 and handlebar gets revised switchgear, especially with Top variant.
    Hero Xpulse 210 Design
    Rear section is a lot sharper in design with Xpulse 210 and exhaust is now set a little higher than on Xpulse 200. There’s LED lighting all around with Xpulse 210 in the form of LED headlights, LED tail lights and LED turn indicators. Sturdy rear luggage rack, revised front beak, and the 4.2-inch TFT instrument cluster are notable elements.
    Hero Xpulse 210 Engine
    Specs & Hardware
    An untrained eye might think that Xpulse 210 is just an Xpulse 200 4V with the heart of Karizma XMR 210. That is not the case as Xpulse 210 is a completely different animal altogether. It is positioned on a different chassis featuring revised geometry and dynamics. Comparing the Base variant of Xpulse 200 4V with Xpulse 210, we can see that the newer bike is 32 mm longer and 10 mm wider.
    Hero Xpulse 210 Exhaust
    It also features a 19 mm longer wheelbase and seat height with standard variants (non Pro) is also increased by 5 mm. Ground clearance is the same 220 mm with standard versions of Xpulse 200 and Xpulse 210. Weight has gone up with Xpulse 210 as well and top-spec Top variant weighs in at 170 kg now. The 21-inch front and 18-inch rear wire-spoke wheels are a tried and tested combination. There are disc brakes at both ends and for the first time, Xpulse 210 got dual-channel ABS.
    Hero Xpulse 210 Tyres
    Xpulse 210 features the same 210cc engine as Karizma XMR 210, but is worked on to suit the character of Xpulse 210. For the very first time, an Xpulse is packing a liquid-cooled engine, a DOHC head, a slip and assist clutch, a 6-speed gearbox, dual-channel ABS which is switchable to unlock some fun and a TFT instrument cluster, among others. This TFT cluster is the most sophisticated Hero ever offered in its portfolio and it features music control, app connectivity and turn by turn navigation.
    Hero Xpulse 210 Brakes
    The 210cc single-cylinder liquid-cooled DOHC 4V/cylinder engine on Xpulse is tuned to develop a peak power of 24.6 PS at 9,250 RPM and 20.7 Nm of peak torque at 7,250 RPM and is mated to a slip and assist clutch along with a 6-speed gearbox. This is the most powerful Xpulse yet and gets the most sought-after 6-speed gearbox for effortless highway cruising at triple digit speeds.
    Hero Xpulse 210 Suspension
    Ergonomics & Dynamics
    Xpulse 210 does an excellent job in containing the heat and dissipating it away from the rider as well. Rider is seated high and gets a commanding seating posture. I am a 182 cm tall individual and I could easily flat foot on both sides without any issues. Rider’s triangle is very relaxed and it did not induce any fatigue while seated on the pillion seat or standing. The footpegs are slightly forward set and offer a lot of comfort for highway rides.
    Hero Xpulse 210 Footpegs
    When standing and riding, Xpulse 210 offers optimum leverage for riders to grip it between their thighs. Xpulse 210 handles these speeds like a champ without breaking a sweat. This engine is tuned to achieve an optimum balance between tractability and effortless power delivery. Maintaining speeds of around 120 km/h on the highway is no problemo for Xpulse 210, thanks to the new engine and the added 6th gear. This motor does not hiccup even if you short shift and keep it at a higher gear than what is necessary.
    Hero Xpulse 210 Ergonomics
    There are far less vibrations on this engine, especially when compared to the one seen on Xtreme 250R. So, in a way, we kinda welcome Hero’s move to offer this 210cc engine on Xpulse 210 which is more suited for intended long distance touring. There are multiple luggage mounting provisions and there is a metal bash plate to protect the bike’s underbelly.
    Hero Xpulse 210 Switchgear
    Acceleration is quite brisk and Xpulse 210 gains speeds quite effortlessly. The revised geometry and the upgraded suspension setup ensures that Xpulse 210 is the best handling off-roader / enduro motorcycle Hero has ever launched. It is surprisingly agile and takes on corners with great ease, offering a great deal of confidence to riders, encouraging them to carry higher speeds into corners. Braking is quite sure-footed as well and is par for the performance ceiling that this motorcycle offers.
    Hero Xpulse 210 TFT Cluster Screen
    The bike that can do it all?
    Around Rs 2 lakh OTR is a compelling proposition for a one motorcycle that does it all. Xpulse 200 was the closest motorcycle to this concept, which was limited by highway cruising capability. Xpulse 210 fixes that and brings multiple new features and technology to the off-road genre at prices that rival brands are not even trying.
    Hero Xpulse 210 TFT Cluster Screen
    It looks better, rides better, performs significantly better, brakes better, packs better technology and meets all the requirements to be the only bike in your garage at around Rs 2 lakh (OTR) price point. However, that’s not the whole story. If there is one motorcycle that the OEM has continually updated and still kept loyalists wanting for more, it has to be Hero’s Xpulse.
    Hero Xpulse 210 USB Port
    Ever since it was first introduced, Hero has updated it multiple times. First, we got BS6 update, then we got the 4V update and then we got MY23 Xpulse 200 4V with updated switchgear and it introduced a Pro variant which offered factory-fitted Rally Kit contents for affordable prices.
    Hero Xpulse 210
    Despite the periodic updates, Hero didn’t quite capture the market and Xpulse brand never took off smashing sales charts. With the Xpulse 210, the same commotion exists as many prospective buyers might crave Hero’s new 250cc engine (debuted on Xtreme 250R) on this motorcycle or wish for the more off-road friendly Rally variant to be a available at launch. Instead of thinking what this bike could have been, we have to look at what it currently is.
    Hero Xpulse 210 LED Turn Indicators
    What it is, is the jack of all trades. It does everything right and there is not a single element which is missing or wrong on this motorcycle. Hero MotoCorp has hit it out of the park with Xpulse 210 where packaging is concerned. It could be the finest motorcycle around the Rs 2 lakh OTR mark that does it all – City commutes, Highway cruising and Off-roading.
    Hero Xpulse 210 Wire-spoke Wheels
    Hero Xpulse 210 is a lot more premium than what Xpulse 200 could have ever dreamt of and has significantly improved in terms of performance and dynamics. After finessing it with multiple iterations and updates, Hero MotoCorp has finally cracked the formula and this can easily be that one motorcycle around Rs 2 lakh OTR price point that can do it all. More

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      Hero Xtreme 250R First Ride Review – Your Next Quarter-Liter Street Fighter?

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      Hero Xtreme 250R First Ride ReviewFor the first time, Hero MotoCorp has entered the sporty and premium quarter-liter motorcycle segment. We’re talking about the company’s new Xtreme 250R which was launched in India at the grand stage of Auto Expo 2025. The company recently hosted a media drive event in Udaipur, Rajasthan. We sampled Xtreme 250R for around 200 km across multiple riding scenarios and here’s what we think about Hero’s first 250cc motorcycle.
      Hero Xtreme 250R First Ride Review
      Where pricing is concerned, Hero Xtreme 250R costs Rs 1.8 lakh (Ex-sh) for one fully loaded variant with all the bells and whistles. Hero is offering three colours with Xtreme 250R – Firestorm Red, Stealth Black and Neon Shooting Star. Hero MotorCorp provided Rushlane with Neon Shooting Star colour, which grew on me quite a lot.
      Hero Xtreme 250R
      However, Firestorm Red is the launch colour and is probably the best looker of this bunch. Where design is concerned, Xtreme 250R has a lot going on, which might prove busy for some. Especially with the multi-layered appeal with different colourways and all the cuts and creases. However, it somehow looks cohesive on this motorcycle and it looks rather nice.
      Most of the muscle is concentrated around its fuel tank. It looks chiseled and edgy, while the tank shrouds makes Xtreme 250R look a lot bigger than it is. Front section has a hunkered down execution seen with the positioning of its fuel tank and headlight. It gets USD telescopic front forks. These USD forks are 41mm units and lend an appeal similar to triceps of a predator.
      Hero Xtreme 250R Design
      Apart from the mass-forward design, rear section is quite appealing to look at as well. Xtreme 250R gets a split stepped seat and it aligns with the angle of its exhaust end can. Headlights, tail lights along with DRLs and turn indicators are all LEDs. Both front and rear disc brakes are at the exhaust side, making it the most photogenic angle.
      Hero Xtreme 250R First Ride Review
      Switchgear offers extensive controls to operate the new digital instrument cluster and cycle through various menus and functions. I consider Xtreme 250R to be one of the best-looking mainstream street fighter motorcycles sold in India. Speaking of, Xtreme 250R locks horns with other quarter-litre street fighters like KTM 250 Duke, Suzuki Gixxer 250 and Husqvarna Vitpilen 250. Xtreme 250R undercuts them all in terms of pricing.
      Hero Xtreme 250R Design
      Specs & Ergonomics
      Xtreme 250R is the first motorcycle from Hero MotoCorp to feature the new 249cc single-cylinder liquid-cooled engine with a DOHC 4V/cyl head. This is the most powerful Hero MotoCorp product launched yet, generating 30 bhp of peak power at 9,250 RPM and 25 Nm of peak torque at 7,250 RPM.
      Hero Xtreme 250R Engine
      This engine is mated to a slip and assist clutch along with a 6-speed gearbox. This engine is supposedly 20-25% more powerful and 10-14% more torquey than rivals. The liquid cooling setup works quite well in dissipating the heat away from rider. The fan does kick in frequently, but engine temperature reading on the new digital instrument cluster did not go above half of its threshold.
      Hero Xtreme 250R
      Ergonomics on Xtreme 250R are sporty, yet comfortable. Handlebar position commanded a slight lean for a tall guy like myself (182 cm). I could easily flat foot at both sides as seat heigh is manageable at 806 mm. This riding posture did not induce any fatigue in me even after riding it for a long time. ORVMs are decently wide and offer a great view of everything behind.
      Hero Xtreme 250R
      Fuel tank offered a great leverage for me to lock my thighs and grip the motorcycle. Seat cushioning is slightly on the firmer side, which created some discomfort after a long ride time on the saddle. While the step for the pillion is slightly on the higher side, it should provide better comfort for a longer period on the saddle when compared to flat seats that command a knees up position for pillions.
      Hero Xtreme 250R Suspension
      Dynamics & Performance
      When on the move, Xtreme 250R masks its weight quite beautifully and feels very agile. For context, Xtreme 250R weighs 167.7 kg and is quite manageable while maneuvering in parking spaces or other situations. The 17-inch alloy wheels are wrapped with 110-section front tyre and 150-section rear tyre, helping to put down all that power.
      Hero Xtreme 250R
      Hero MotoCorp is promising 3.2s 0-60 km/h sprint and an 8.5s 0-100 km/h sprint with Xtreme 250R. It accelerates with a lot of vigour. 100 km/h comes up in 4th gear and then it screams towards the red line. Acceleration is fitting for a premium and sporty 250cc quarter-litre street fighter motorcycle, achieving quick progress to cut into city traffic.
      Hero Xtreme 250R
      The best aspect of Xtreme 250R’s dynamics is its handling. It is sharp and agile and feels very precise. The motorcycle allows rider to carry quite some speed into the corners and provides optimum confidence and composure at the same time. Wide handlebar also provides great leverage while cornering and the bike doesn’t resist the rider to take it slow. Sharp handling does take a toll on rider comfort as the overall ride is quite firm. But nothing spine shattering, in any way.
      Hero Xtreme 250R Seat
      The seat is spacious and accommodating, offering rider space to move around and lock on to the motorcycle. Footpegs positioning is quite neutral as well. Hero’s new 250cc engine is quite smooth across most operating speeds. However, vibrations do creep in at higher engine speeds and they can be particularly felt on handlebar, footpegs and fuel tank. Nothing major, but a tingling buzz.
      Hero Xtreme 250R
      Braking is one department where I would like some improvements. For starters, Hero is offering a 320 mm front and 230 mm rear disc rotors, mated with dual channel ABS. Despite the motorcycle having dual-channel ABS, the rear wheel locked up on multiple occasions. This ABS system gets Road and Race ABS modes that rider can cycle between that is optimized for both racing and stunts.
      Hero Xtreme 250R Instrument Cluster
      The instrument cluster gets automatic brightness adjustment based on an ambient light sensor. The same light sensor is used for automatic headlight features as well. This display is legible across multiple lighting scenarios. The trip computer is quite advanced showing twin trip metres along with stats for top speed, 0-60 km/h and 0-100 km/h sprints.
      Hero Xtreme 250R Instrument Cluster
      It also shows fuel efficiency, service due, date & time, menu for ABS modes, average speed and time consumed. There’s Bluetooth connectivity with Hero App integration allowing advanced functionalities like music control, notification alerts, smartphone stats and turn-by-turn navigation.
      Hero Xtreme 250R Switchgear
      Some Reservations & Conclusion
      1. Hero MotoCorp could have implemented dual horn with Xtreme 250R2. The fully digital instrument cluster is the same one seen on Karizma XMR 210 and this system does not look as posh and sophisticated as the one seen on Xpulse 210.3. Braking performance of this machine should be more sure footed.4. Fuel tank is only 11.5L and a larger capacity could have been better.5. Seat could have been more plush for better comfort.
      Hero Xtreme 250R Pegs
      These reservations are more of a nitpick and there are no deal breakers with Hero Xtreme 250R. The pricing of Xtreme 250R might go lower if the company decides to sell it via E-commerce platforms like Flipkart. At those lower prices, Hero Xtreme 250R makes a lot more sense than it already does.
      Hero Xtreme 250R
      It is by far the most appealing motorcycle Hero has designed and it also features the new 250cc engine, which is smooth and performant. It looks like Xtreme 250R has all the ingredients of a great quarter-liter street fighter. We would encourage all discerning buyers to test ride this motorcycle before zeroing in on its rivals. More

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      Hero Xoom 125 First Ride Review – Sporty and Comfy!

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      Hero Xoom 125 First Ride ReviewThere are scooters and then there are sporty premium 125cc scooters. Hero MotoCorp is targeting the latter with Xoom 125, which was launched at Auto Expo 2025. Media drive event was held recently in Delhi. We experienced the scooter in Delhi across multiple road conditions and here is what we think about Hero’s new sporty 125cc scooter.
      Hero Xoom 125 First Ride Review
      At the media drive event held in New Delhi, Hero MotoCorp provided Rushlane a Xoom 125 ZX trim in Matte Storme Grey shade. With the Xoom 125, Hero MotoCorp aims to carve out a significant chunk of 125cc scooter segment sales, which currently accounts for around half of total scooter sales.
      Hero Xoom 125
      Xoom 125 is the middle child in company’s Xoom family of sporty scooters, slotted above Xoom 110 and below Xoom 160. Xoom 125 comes off as the most complete package in the 125cc segment and has great potential to make a big splash in this segment. All this while achieving price competitiveness over every single one of its rivals.
      Speaking of pricing, Hero has priced Xoom 125 from Rs 86,900 for VX trim and Rs 92,900 for ZX trim. VX trim is offered in two colours – Metallic Turbo Blue and Matte Storm Grey. ZX trim adds two more colours to the palette – Inferno Red and Matte Neon Lime. Personally, I think Matte Neon Lime looks the sportiest and is an eye candy.
      Hero Xoom 125
      Design & Appearance
      When we’re talking about Hero Xoom 125, we have to start from design. This is easily on of the best looking 125cc scooters on sale in India. The company has based Xoom 125 design on other Xoom scooters in the family, inspired by the flight of a Falcon. Company’s presentations suggest Xoom 125 is aimed at individuals who has achieved something big and want to showcase their lifestyle affiliations.
      Hero Xoom 125
      Xoom 125 fits into this projection with its Falcon inspired sharp and edgy design. At the front, we get a handsome fascia with Falcon LED DRL signature. This is the first scooter in this segment to come equipped with LED projector headlights. Handlebar cowl gets sequential LED turn indicators, which is first-in-segment, lending a premium appeal.
      Hero Xoom 125
      These swipe-style LED turn indicators are present at the back too. Even though we quite liked them, these can easily go unnoticed to untrained eyes as the surface area is quite small. LED tail lights are LEDs too and are of split type. Split grab rails look chunky and lend a muscular appeal. Rear tyre is 120-section in width, which is widest in segment and fills the wheel arches quite nicely.
      Hero Xoom 125 Wheels
      Side profile is probably the best angle of Xoom 125. Especially its exhaust side where the dual tone machining for alloy wheels is also visible. Also, Xoom 125 has a single sided mono-shock suspension at the rear, which is at the left, making its exhaust side very photogenic. I just wished front disc brake was also at the exhaust side.
      Hero Xoom 125 External Fuel Filler Cap With Buzzer
      Features & Functionalities
      Where functionalities are concerned, Xoom 125 is a sorted product. It has a flat floor board for practicality, unlike its big brother Xoom 160. The under-seat storage is around 17L and it gets an LED light for illumination on ZX trim, which is a nice touch. I couldn’t fit my beefy XL sized full face helmet here, but Hero did demonstrate a smaller full face helmet and it fits just fine.
      Hero Xoom 125 LED Projector Headlight
      Considering Xoom 125 is a city scooter, riders are likely to be using lighter and smaller helmets anyways. There are two storage options at the front behind front apron for practicality and convenience. Left side storage space has a USB Type-A port which is not exactly fixed. Floor board is flat and is just accommodating enough for my large feet wearing UK 10 size boots.
      Hero Xoom 125 Utility
      Seat is a single piece and is a stepped unit. The rear step ensures pillion is not very knees up, but it creates a certain discomfort for taller riders like myself (182 cm tall) as I prefer to sit slightly behind the average rider’s spot. That’s because my knees would touch the handlebar when I’m executing lock to lock turns.
      Hero Xoom 125 Boot Space
      The switchgear is new and Hero is giving an illuminated engine start button. Above it is the i3S switch and left switchgear include horn, turn indicators and headlight controls. There’s no hazard light function on this scooter either, which is perfectly fine for this segment. Hero has implemented a buzzer into its external fuel filler cap that beeps at the rider if they forget to leave filler cap open and start ignition or engine, which is a welcome safety feature.
      Hero Xoom 125 Features
      The instrument cluster on Xoom 125 is well executed. It is the same LCD cluster with White backlight, which stays legible even under peak sunlight. We have seen this unit do duty in other Hero MotoCorp family products. This cluster also has Bluetooth connectivity and gets turn-by-turn navigation as well, which some rivals still miss out on, in the sporty 125cc scooter segment.
      Hero Xoom 125 Ride & Dynamics
      Dynamics and Performance
      Hero Xoom 125 is powered by the same 124.6cc single cylinder air cooled engine which also powers Destini 125, which we experienced at the media drive in Goa last year. Xoom 125 gets a more powerful tune as it generates 9.8 bhp of peak power and 10.4 Nm of peak torque. In contrast, Destini 125 topped out at 9 bhp and 10.4 Nm. This engine also gets Hero MotoCorp’s proprietary i3S start/stop feature to increase fuel efficiency.
      Hero Xoom 125 Engine
      As per an internal testing, Hero MotoCorp claims that Xoom 125 is the fastest 125cc scooter on sale in India. The company is promising a 0-60 km/h sprint in 7.6 seconds as well. In real life conditions, Xoom 125 feels peppy and accelerates with quite a gust. We couldn’t find longer stretches of road in the heart of Delhi city to test the max ceiling of performance. It could probably teach triple digit speeds on the highway.
      Hero Xoom 125 Ride & Dynamics
      However, the performance is not as spritely as we would have hoped. That’s because Hero Xoom 125 weighs up to 121 kg. For context, some of its rivals weigh under 100 kg too. Xoom 125 does not feel heavy or cumbersome while riding or even when moving around, say, in a parking lot. However, it could have been lighter. One positive about this weight is that it makes the scooter feel really planted on the road and makes suspension act more supple. The 120-section rear tyre is also a contributor to this secure and dynamic ride.
      Hero Xoom 125 Lighting
      Some Reservations & Conclusion
      While Hero Xoom 125 gets everything one might need and more, there are a few elements that a prospective rider might want, to make their ownership experience even more special. Primary among these is the keyless function which is gaining more popularity and acceptance in the premium scooter segment. Tall riders would have liked a flat seat option for more comfort, at least as an accessory.
      Hero Xoom 125 External Switchgear
      The main gripe is that we wished Hero MotoCorp somehow shelved around 10 kgs off Xoom 125, which would have extracted even more performance from this already potent platform. Other than that, Xoom 125 packs everything a sporty premium 125cc scooter should offer and more, while undercutting every single one of its rivals. It looks good and the 14-inch wheels lend it excellent dynamics. Comparing Apples to Apples, only the Aprilia SR 125 is Xoom 125’s equivalent rival and it costs Rs 38,000 more. More

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      BattRE Storie Electric Scooter Test Ride Review

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      BattRE Storie Electric ScooterElectric scooters initially struggled to gain traction due to their plastic build, toy-like feel, and awkward designs. However, brands like Bajaj and TVS raised expectations by offering better build quality and feature-loaded EVs. This shift has forced brands like Ampere and Okinawa, along with newer players, to carve their own niche. Enter BattRE Storie, a retro-classic styled electric scooter that positions itself between the mass-market and premium e-scooters in India. But does it bring anything new to the table?
      Design & Build – Retro Charm with Modern Touches
      At first glance, the BattRE Storie doesn’t scream for attention, but its Vespa-inspired styling makes it instantly inviting. The metal body panels give it a more premium appeal compared to its plastic-bodied rivals, though a closer look reveals differences in build quality.
      BattRE Storie Electric Scooter
      Key design highlights:
      – Round headlamp with integrated LED DRL– Cartoonish front indicators mounted on the apron– Wrap-around rear indicators & sleek LED tail lamp– Minimal yet stylish grab rail
      BattRE Storie Electric Scooter
      While the footboard offers ample space, the under-seat storage is compromised by the 3.1kWh swappable battery, leaving limited room for daily essentials. A full-face helmet won’t fit, but smaller bags and groceries will.
      Battery & Charging
      The BattRE Storie uses a CAN-enabled 3.1kWh lithium-ion battery, which takes 5 hours to fully charge. Charging is convenient with an external port, so you don’t have to remove the battery every time. However, if you do swap it out, a portable charger can directly charge a spare battery as well.
      BattRE Storie Electric Scooter
      Performance & Ride Quality – Built for City Use
      Powering the Storie is a 2kW hub motor from LUCAS TVS, offering a top speed of 65 kmph. The three ride modes (Eco, Power, and Sport) show only a minor difference in acceleration, with Sport mode being the most responsive. The company claims 132 km IDC range, and our real-world mixed riding conditions delivered close to that. There’s also a reverse mode, activated by a dedicated switch—an appreciated touch.
      BattRE Storie Electric Scooter
      Handling is smooth on well-paved roads, but the stiff suspension makes bumpy roads less enjoyable. The 10-inch wheels struggle on potholes, and braking performance, while adequate, could have been better with a front disc. The regen braking is non-adjustable, which can feel intrusive, especially on an underpowered 2kW motor.
      Tech & Features – Simple & Functional
      The LCD display presents vital information in a clean, easy-to-read layout. Other notable features include:
      BattRE Storie Electric Scooter
      – Keyless Start– Side Stand Cut-off– Anti-theft Alarm
      The Storie is available in 11 eye-catching colours, including Gunmetal Black, Midnight Black, Cosmic Blue, Ice Blue, Starlight Blue, Canary Red, Pearl White, Hunter Green, and more.
      BattRE Storie Electric Scooter
      Verdict – Should You Consider the BattRE Storie?
      At Rs 1,14,999 (ex-showroom, Delhi), the BattRE Storie isn’t the best in class, but it doesn’t try to be. It’s a simple, no-nonsense EV with retro styling, a sturdy metal body, and a decent real-world range. If braking performance and ride comfort on bad roads are deal-breakers, this may not be your pick. However, if you want an easy-to-ride, and practical electric scooter with the convenience of a swappable battery, the Storie is worth a test ride. More

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      Hero Mavrick 440 1000 Km Review – Surprisingly Underrated Package!

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      Hero Mavrick 440 1000 Km Review After experiencing Hero Mavrick 440 for over 1,000 km, we think it is very underrated and deserves a lot more attention Ever since the Mavrick 440 was launched, Hero MotorCorp had a big bike for the first time. This is a brand-engineered product between Hero MotoCorp and Harley-Davidson and […] More

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      Mahindra XEV 9e First Drive Review – Mid-Size SUV With Bonkers Performance!

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      Mahindra XEV 9e First Drive ReviewWith 286 PS of peak power and 380 Nm of peak torque and RWD architecture, Mahindra XEV 9e offers unmatched performance among mid-size SUVs
      At their Unlimit India event held in Chennai, Mahindra launched two new Electric Origin SUVs. Called BE 6e and XEV 9e, these electric SUVs are poised to revolutionise the Indian automotive market and make a much bigger splash in many global markets than Mahindra did before. Being the bigger of the two, XEV 9e holds more potential to appeal to more premium buyers who need a style statement and performance to match.
      The proposition of an XEV 9e is very straightforward. Currently, it is a one-of-a-kind offering with no real competition until Tata Harrier EV and Safari EV arrive. XEV 9e doesn’t follow the generic FWD monocoque high-riding SUV formula but offers RWD excitement. Mahindra provided Rushlane with an XEV 9e at the ‘Unlimit India’ event for a first-drive review. After driving it in the city, on the highway and on Mahindra’s curated tracks at MSPT (Mahindra SUV Proving Tracks), here’s what we think about this SUV.
      Mahindra XEV 9e First Drive Review
      Starting with the price, Mahindra XEV 9e base Pack 1 costs Rs 21.9 lakh (Ex-sh) and it is a mid-size electric SUV. Mahindra provided us with top-spec trim in Desert Myst and Tango Red shades. Of all the colours, I think Stealth Black looks the best on XEV 9e, highlighting its sporty credentials and sophisticated personality. If the smaller BE 6e is inspired by a fighter jet, XEV 9e is inspired by a private jet with more sophistication.
      We can see that in its exterior design. XEV 9e doesn’t look wild like BE 6e does. There’s grace in its design, that establishes a commanding road presence. We get a closed-off grill at the front, flanked by vertically arranged LED projector headlights accompanied by and commanding connected LED DRLs. There’s no aerodynamic front spoiler on XEV 9e like there was on BE 6e. Muscular creases on bonnet define car’s personality further.
      Mahindra XEV 9e
      At the sides, we can see the lovely coupe profile with sloping roofline merging in a flat end. Mahindra has given XEV 9e the same ORVMs as XUV700. Front door handle is flush and pop-out type, while rear door handle is nothing fancy, but positioned at the pillar. Chunky body claddings painted in gloss black along with chrome window belt line highlight the sporty character. Wheels are massive and could go up to 20-inches in size.
      Mahindra XEV 9e
      At the rear, we can see the illuminated Electric Origin SUV logo, a conventional (relatively) roof spoiler, a shark fin antenna, connected LED tail lights and a sporty bumper painted in gloss black with a chrome strip. Rear tailgate is electrically operated and front bonnet is hydraulically assisted to reveal a sizeable frunk (front trunk). Putting numbers on XEV 9e’s size, it measures 4,790 mm in length, 1,905 mm in width, 1,690 mm in width and has a 2,775 mm long wheelbase. Trunk space is 663L and frunk space is 150L.
      Mahindra XEV 9e Frunk
      Business-Class Interiors
      While BE 6e’s interiors looked like a fighter jet, XEV 9e’s interiors were less sporty and more sophisticated looking. Like that of a business-class jet. If you look closely, you will realise that XEV 9e’s interiors are very closely related to the interiors of an XUV700 under the skin, which is not a bad thing. Here, Mahindra has given new soft-touch finishes and touches to make it appear more premium and sophisticated, which it does.
      Steering wheel is unique to XEV 9e and is not the same unit as seen in BE 6e. While the shape is unique, its functionalities match that of BE 6e. There are tactile buttons and toggles along with dedicated + and – toggles for regen control. Centre console on XEV 9e is reminiscent of XUV700, except for the new and fancier gear selector. The main difference is the unmistakable and attention-grabbing triple 10.2-inch screen layout.
      Mahindra XEV 9e Dashboard
      Mahindra calls it 110 cm wide Cinemascope setup. These displays are crisp in resolution and are run by 6th Gen Adrenox UI and MAIA (Mahindra Artificial Intelligence Architecture) powered by Qualcomm SnapDragon chipset. Centre infotainment screen supports wireless Android Auto and Apple CarPlay while instrument screen for driver shows a host of information including a large-format navigation module and blind-spot assistance module when turn indicators are activated.
      Mahindra XEV 9e Interior Camera
      Presence of a third screen is the most interesting aspect in this entire setup and it aims to offer a dedicated display for front passengers. This screen is capable of streaming videos and even video calls with the built-in camera inside XEV 9e. Mahindra calls this camera EyeDentity and it is primarily used to monitor driver fatigue and send alerts. For rear passengers, there is no dedicated entertainment package.
      Mahindra XEV 9e Interiors
      However, Mahindra does offer a docking facility for tablets behind the front seats as a BYOD (Bring Your Own Device) approach. When docked, the rear devices can be synced to car’s UI and get a unified experience. Dedicated entertainment package would have been nice, but we can appreciate Mahindra’s efforts to achieve price-wise competitiveness. Driver seat is powered and has a memory function with buttons elegantly placed on door. Seats are large and accommodating, but they’re sporty and bolster your body in place like BE 6e’s seats do.
      Mahindra XEV 9e Interiors
      Rear seat occupants get a lot of space as the wheelbase is 2,770 mm long. Seats here recline for added comfort and there is genuine support for optimum comfort. Floor is flat and we even have Boss Mode for the rear master seat. Boss Mode adjustments are manual, though, and not electric. We felt like the headroom was sufficient too, for a car with a sloping Coupe roofline. There are three individual headrests and a centre armrest along with fast-charging capable Type-C ports, a manual sun shade and a wireless charging pad.
      Mahindra XEV 9e Interiors
      When we’re talking about a Mahindra, there won’t be a deficit of features. XEV 9e is Mahindra’s flagship Electric Origin SUV and the features list goes on and on. Notable features are 360-degree camera, NFC key card, driverless self-parking feature, remote parking, ventilated front seats, cooled glovebox, LED interior lighting, multi-zone automatic climate control, auto-dimming IRVM, air purifier with PM 2.5 air filter, 1400W 16-speaker Harman Kardon setup with Dolby Atmos, tuned by music industry stalwarts like A R Rehman, slidable sun blinds with vanity mirrors and lights, among others.
      Mahindra XEV 9e Interiors
      The Harman Kardon system had excellent sound output, but very heavy on base, overpowering the mids. Nothing you can’t fix in equalizer. XEV 9e also features an Infinity Roof (a fixed glass roof) with a powered sunblind which is synced with the car’s 16 million colour ambient lighting. Mahindra’s new VisionX HUD system shows vital information like navigation, ADAS-related infographics, vehicle speed, traffic sign recognition data, cruise control data and music.
      Mahindra XEV 9e Interiors
      Exhilarating Performance & Plush Ride
      Mahindra XEV 9e is now a benchmark in performance within the mid-size SUV segment. There is nothing out there to match XEV 9e in outright performance in any sense of the imagination. That is courtesy of a large battery pack that goes up till 79 kWh in capacity. This large battery powers an electric motor with 285 PS of peak power and 380 Nm of peak torque ensures instantaneous acceleration sprinting to 100 km/h from standstill in just 6.8 seconds and has a top speed of 202 km/h.
      Mahindra XEV 9e Boot
      This electric motor is positioned at the rear for best driving feel. No generic FWD nonsense here, thanks to the born electric INGLO platform where Mahindra engineers seem to have had complete freedom. Because of the motor at the rear, there’s no torque steering and it feels like a proper SUV. The heavy batteries ensure a low centre of gravity and a supple ride. As demonstrated by the ‘Great Indian Wine Glass Challenge’ by Mahindra, XEV 9e has an incredibly cushy ride that almost feels like you’re driving on a magic carpet.
      Mahindra XEV 9e
      That’s thanks to rear independent suspension along with semi-active dampers, first-in-segment. XEV 9e has a noticeably more comfortable ride quality than BE 6e, which is set up at a sportier setting. This means body roll is very evident on XEV 9e, something which is not in BE 6e’s equation. XEV 9e handles Indian roads like a champ. It absorbs bumps, potholes and bad patches very effortlessly. It is an incredible feat considering XEV 9e can be specced up with up to 20-inch alloy wheels.
      Mahindra XEV 9e
      Braking setup consists of all-wheel disc brakes along with Mahindra’s new Brake-by-Wire technology for lowest reaction time. Result of all this is excellent stopping power from XEV 9e with good initial bite and progression. Mahindra quotes a range of up to 656 km on a single charge (ARAI Certified) and even quotes a 780 km figure from an in-house test. In real life, Mahindra promises the XEV 9e will do 500+ km on a single charge with AC on.
      Mahindra XEV 9e
      XEV 9e has three driving modes – Range, Everyday and Race, altering performance, feedback and even top speed. For example, top speed maxes out at 162 km/h in Everyday Mode and can reach 202 km/h in Race Mode. There’s adjustable regen modes that even allow for one pedal driving, which rival brands are yet to implement. Because of the variable gear ratios in steering, turning radius of XEV 9e was impressive as well, considering its size. DC fast charging is supported and can go up to 175kW quoting 20% to 80% in 20 minutes, if you can find a 175 kW charger in India. There’s unlimited battery warranty too, but only for the first owner.
      Safety-wise, there is no reason for concerns as the badge on this vehicle says Mahindra. XEV 9e comes equipped with up to 7 airbags and is highly likely to score a stellar 5 star crash safety rating at any of the NCAP agencies across the world. There’s a Level 2+ ADAS suite with 5 radars and 1 camera, acting as a guardian angel, protecting the occupants. Mahindra also demonstrated the structural integrity of INGLO platform batteries by performing crush test, immersion test, fire test and even a drop test.
      Mahindra XEV 9e
      Some Reservations and Conclusion
      1. Just like on BE 6e, XEV 9e’s HUD goes out of sight when you take the seat height all the way down to a sporty feel.2. The tiny rear windscreen situation in XEV 9e is even worse than BE 6e as this vehicle has a centre headrest for 2nd row bench.3. We wished the doors went over the running boards to prevent soiling of the occupant’s clothes during ingress and egress.4. There’s a missed opportunity here as Mahindra could have made it a compelling 2nd-row vehicle by offering features like electrically operated Boss Mode, rear seat ventilation among others.5. The third display on the dashboard can stream videos which could prove a distraction for driver. Mahindra could have implemented a dimming function when viewing from a certain angle to prevent driver distractions. This tech is more than a decade old already.
      Mahindra XEV 9e
      Concluding Mahindra XEV 9e review is slightly trickier, only because the BE 6e exists. XEV 9e aims to be a more sophisticated and larger offering than BE 6e with a much larger boot and frunk. The premium quotient is higher on XEV 9e, no doubt. But for owner/drivers, BE 6e appears as a far more exciting alternative as it packs a sporty edge. We say this because Mahindra could have worked more on curating rear-seat experience for it to be a chauffeur-driven vehicle.
      XEV 9e emerges as a status symbol that sets it apart from other mid-size SUVs out there, while costing more or less the same OTR. At the same time, it offers unmatched performance and an exciting package. If you’re not smitten by BE 6e or find BE 6e’s design polarising, you should go right ahead and buy the XEV 9e. Because there’s nothing like it in the mid-size SUV segment with similar overall packaging. More

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      in Electric Cars

      Mahindra BE 6e First Drive Review – Putting ‘Sports’ Back In SUV

      by

      Mahindra BE 6e First Drive ReviewWith BE 6e, Mahindra is offering a RWD high-performance electric SUV that looks like it was spawned out of a cyberpunk world
      Indian automotive market has always favoured budget mass-market offerings. With changing times, there is a shift in buying trends. Mahindra has sensed this perfectly and has formulated BE 6e with everything they have. 95% of vehicles launched in the mainstream market with an SUV tag follow a generic formula of being high-riding monocoque FWD offerings with little to no feeling of being sporty or an SUV.
      That’s changed with the launch of BE 6e as Mahindra is putting ‘Sports’ back in SUV. The company launched it at their Unlimit India event held in Chennai on 26th November 2024. Mahindra provided Rushlane with a BE 6e at Unlimit India event in Chennai for a first-drive review. After driving it in the city, highway and curated tracks at MSPT (Mahindra SUV Proving Track), here’s what we think about BE 6e.
      Mahindra BE 6e First Drive Review
      What is an SUV? Definition stands for Sports Utility Vehicle. If a vehicle is sporty to drive with large engines and good performance and provides utility with space and all-terrain capabilities, it is termed an SUV. In recent times, any vehicle with high ground clearance and body cladding has been slapped with an SUV tag even though they’re just jacked-up FWD normal vehicles.
      Mahindra is taking a great initiative for buyers who crave a proper SUV in traditional terms. Starting at Rs 18.9 lakh (Ex-sh), Mahindra is offering quite a lot with BE 6e. For enthusiasts, this is now the most affordable vehicle that is high on performance and is not just a jacked-up FWD hatchback. For that reason alone, Mahindra BE 6e is now my default recommendation. I hope more OEMs also ditch the generic FWD high-riding hatchback formula. It is high time.
      Mahindra BE 6e Exteriors
      At the launch, I gravitated more towards XEV 9e than BE 6e as I thought it was a more rounded and mature product. The more time I spent with BE 6e, the more it grew on me and I started to appreciate just how much thought and excitement Mahindra has put into this vehicle. Overall looks are slightly polarizing, but I loved it more than I thought I would. If Mahindra offered frameless doors with BE 6e, it would have sealed the deal for me.
      On the outside, it looks like a certain high-end cutting-edge Italian sports SUV. Especially in the Firestorm Orange shade, Mahindra provided Rushlane. It looks like nothing else on sale in India, which is a good thing to establish a unique and lasting identity. BE 6e is a wordplay for ‘Be Sexy’, denoting that this vehicle might be a means for individuals to flaunt their style and taste to the world and BE 6e delivers in that regard.
      Mahindra BE 6e Exteriors
      BE 6e is defined by a strong silhouette with a sloping roofline. It looks like it is the definition of ‘Wild’ in automotive sense. Massive C-shaped LED DRLs and matching LED tail light signature, LED headlights, LED fog lights, painted chunky body claddings and split roof spoiler are notable elements. Massive 20-inch alloy wheels wrapped with 245-section rubber were another delight that we never saw in the mainstream SUVs around 4.3m in length. Front doors get flush handles that also pop out, while rear gets door handles on pillars. The aerodynamic spoiler on the bonnet is a very cool feature too.
      Mahindra BE 6e Exteriors
      Pictures don’t justify just how wide BE 6e is in real life as it is wider than 1900 mm and has a 207 mm ground clearance. Mahindra’s exterior lighting elements can also sync in tune with music like Tesla’s Celebration Mode. Charging port is on the left rear quarter panel, which should have been at the front centre or rear centre, in my opinion. BE 6e comes with a new key fob that we have never seen with any other Mahindra vehicle before and it comes with a remote parking feature too.
      Mahindra BE 6e Dashboard
      Just like the outsides, BE 6e’s interiors look like it is out of this world. Mahindra calls it Race-Ready Cockpit and it has a pronounced split, lending a cockpit-like feel. Initially, we thought this split could cause some hampers in the in-cabin experience to what we are used to. But it doesn’t. BE 6e doesn’t have a transmission tunnel, liberating space for storage below the floating centre console. This centre console is special as it has a new touch-based start-stop button, a thruster-like gear selector and a dedicated magnetic slot for key fob.
      There’s also an i-Drive-like dial to control infotainment screen along with a centre armrest with a storage box beneath. Driver’s seat is powered and it gets memory function along with adjustable lumbar support. The main highlight of BE 6e’s seats is that they are sportscar-like and hug the occupant tightly while looking futuristic and offering excellent cushioning and support. The panel containing switches on the roof are of toggle type too, contributing to aircraft theme that Mahindra is going for in BE 6e.
      Mahindra BE 6e Interiors
      Steering wheel on BE 6e is an all-new quadrilateral one wrapped with leather and padded to perfection. It has tactile buttons and even toggles for regen control. Horn pads are easily accessible with either palm, which is how it should be in all cars. Driver’s seat can go very low and the dashboard is long, lending a sportscar vibe. Also sportscar-like are straps replacing interior door handles. Mahindra has given generous soft-touch materials on the dashboard and door pads for a plush feeling.
      Features include NFC key card, 360-degree camera, twin wireless charging pads, ventilated front seats, cooled glovebox, LED interior lighting, automatic climate control, auto-dimming IRVMs, PM 2.5 air filter, slidable sun blinds with vanity mirrors and lights, among others. Dashboard has twin free-standing 10.25-inch screens that are crisp in resolution and bright enough in all lighting conditions. There’s wireless Android Auto and Apple CarPlay too. The infotainment system is coupled with a banging 1400W 16-speaker Harman Kardon setup with Dolby Atmos, tuned by music industry stalwarts like A R Rehman and others.
      Mahindra BE 6e Interiors
      First for any Mahindra car on sale ever, BE 6e features an Infinity Roof, a fixed glass roof, with a powered sunblind. This glass roof is also synced with car’s 16 million colour ambient lighting. Another first for any Mahindra PV is a built-in camera on the inside called EyeDentity. It tracks driver fatigue, but Mahindra lets you use it to take selfies and do video calls too. Behind instrument cluster, there is Mahindra’s new VisionX HUD system that shows vital information like navigation, ADAS-related infographics, vehicle speed, traffic sign recognition data, cruise control data and music. MAIA (Mahindra Artificial Intelligence Architecture) acts as the brain for 6th Gen Adrenox software powered by Qualcomm’s SnapDragon chipset for a plethora of features.
      Mahindra BE 6e Interiors
      Even though BE 6e is all about the driver’s seat, rear seats and luggage carrying capacity have not been compromised. There’s more than enough space for rear seat occupants owing to the long 2,775 mm wheelbase and they get amenities like a centre armrest, rear AC vents, Type-C charging ports and others. Luggage carrying capacity is 455L on BE 6e and it is very accommodating with thoughtful touches like 12V socket multiple lights and there’s even a space-saver spare wheel underneath.
      Mahindra BE 6e Interiors
      Performance and Dynamics
      While Mahindra BE 6e is loaded to the brim with features, performance and dynamics are by far the juiciest attributes of BE 6e. At least for me. That’s because BE 6e drives like a big cat. Precise, nimble and agile while carrying a lot of speed with excellent response. All this is thanks to BE 6e’s new underpinnings. Debuting Mahindra’s new INGLO platform, BE 6e comes with either a 59 kWh or 79 kWh battery pack option.
      79 kWh battery, coupled with the higher-spec 286 bhp electric motor with 380 Nm of instantaneous torque is what we drove. Also, this is the combination you need to feel like you own a sportscar. Yeah. We are concluding BE 6e is a sportscar for the masses and there’s a good reason for that. For starters, BE 6e sprints from a standstill to 100 km/h in just 6.7s and hits an electronically limited top speed of 202 km/h.
      Mahindra BE 6e Boot
      Because it is RWD with a motor at the back, there is no torque steering and the weight distribution while accelerating provides a lot of traction for rear wheels. Hence the performance of BE 6e doesn’t feel scary, which is a weird statement to make for a vehicle that goes from 0-100 km/h in 6.7s. The second part of sportscar relevance comes from BE 6e’s drive and dynamics. Because of the heavy batteries, centre of gravity is low and it lends incredible dynamics. It darts around corners like nobody’s business, yet stays compliant around bumps and potholes and even pull off what Mahindra called ‘Great Indian Wine Glass Challenge’.
      That’s because Mahindra has given Be 6e independent front and rear suspension with semi-active dampers that optimise the suspension setup to be sporty and plush whenever needed. The ride quality is beyond impressive, especially considering that the unit we had was riding on 20-inch wheels wrapped with low-profile tyres. Braking was sure-footed too, with all four disc brakes lending great bite and progression. Mahindra’s new Brake-By-Wire technology does its thing.
      Mahindra BE 6e Exteriors
      There are three driving modes – Range, Everyday and Race. Performance and top speed vary with selected drive mode. Good thing is that there is ample oomph even in Range Mode and the adjustable regen further allows driver to fine-tune their vehicle according to their preferences. Mahindra has implemented variable gear ratios in steering geometry that allow BE 6e to have a turning radius of under 10m, which translates to real world, allowing for tight U-turns and other manoeuvres. The 79 kWh battery pack our unit had, is rated to cover up to 682 km on a single charge, as certified by ARAI. Mahindra’s in-house testing quotes higher figures of 828 km on a single charge in favourable conditions. Mahindra promises a minimum of 500+ km on a single charge with AC on in metro cities, allowing users to charge their car once a week.
      Speaking of charging, Mahindra BE 6e is capable of DC fast charging up to 175 kW. If you can find a charging station of that calibre in India, that is. If you do, Mahindra is promising 20% to 80% SOC in just 20 minutes and the AC charging is either through a 7.2 kW or 11.2 kW charger. Both of which have to be bought separately. Mahindra is also offering a lifetime warranty for battery pack for initial buyers and it is not transferable to a second owner.
      Mahindra BE 6e Dynamic
      Where safety is concerned, Mahindra has had an excellent track record for offering safe and crashworthy vehicles. The company even demonstrated a live crash test at MSPT, Chennai. There are up to 7 airbags along with all the expected active and passive safety features. There’s Level-2+ ADAS suite with BE 6e with 5 radars and 1 camera system. Mahindra also demonstrated the structural strength and integrity of battery with a crush test, immersion test, vibration test and fire test.
      Some Reservations and Conclusion
      Even though there were no deal breakers or real issues to address, Mahindra BE 6e gave us a few opportunities to nitpick.
      1. Because it is a sporty vehicle, one would be tempted to get the seat height to lowest position. Rightfully so. But doing that will result in HUD feed going out of sight, even for a 182 cm tall individual like myself.2. For a vehicle that has replaced interior door handles with straps to save on weight and lend sportscar vibes, it has a glass roof, which is significantly heavier than spot-welding a sheet of metal.3. The IRVM is frameless and is auto-dimming. But the only thing it will show you, is rear occupant’s faces. That’s because of how small the rear windshield is. ORVMs are your only option to see what’s behind.4. There were a few rough edges inside the vehicle along with many uneven panel gaps, which we hope are not carried over to production-spec units sold to the public.5. I wished the doors went on top of car’s running boards to prevent soiling of occupant’s clothes during ingress and egress.6. We also encountered a few rattles on the inside, which we hope is not the case with production units sold to public.
      Mahindra BE 6e Dynamic
      Concluding the Mahindra BE 6e is one of the easiest things to do. In BE 6e, we finally get a RWD fun vehicle that looks unique and drives exceptionally well, appealing to enthusiasts. For conventional buyers, it offers an exceptional range and a lot of tech and features to keep occupants entertained across the journey. If you are looking to buy an electric SUV and don’t mind the radical design, we would recommend you to just go ahead and buy it. If you are looking to buy a luxury car with similar performance metrics, shortlisting and considering a BE 6e is highly recommended too. BE 6e could easily be one of India’s landmark vehicles that redefined country’s automotive landscape. More

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      in Bike

      Oben Rorr EZ Is More Than Just a Commuter Bike – First Impression

      by

      Oben Rorr EZ Electric MotorcycleWe ride the new Oben Rorr EZ electric motorcycle, priced from Rs 89,999 ex-sh – Here is our first impression
      Annual motorcycle ownership costs today are about Rs 35,000 to Rs 40,000. With inflation and rising fuel prices, these costs will only increase, putting a strain on people’s budget.
      Add to that the stress of daily commuting with constant clutch press, gear shifting, heat, vibration  etc. It’s clear that conventional ICE (Internal Combustion Engine) motorcycles aren’t making life easier for their owners. This is something I could relate to as I navigated the daily grind, facing high fuel costs and the fatigue of gear shifts and vibrations.
      Oben Rorr EZ Electric Motorcycle
      Enter the Oben Rorr EZ – an electric motorcycle poised to change the game. Oben Electric, one of India’s top homegrown electric vehicle manufacturers based in Bengaluru, has launched the Rorr EZ at a starting price of Rs 89,999 (ex-showroom).
      Oben Rorr EZ Electric Motorcycle
      A Head-Turning Design
      For a price Rs 89,999, ex-sh, most would expect a basic-looking ICE commuter. But the Rorr EZ shatters that notion with its bold appearance. It looks like a 200cc motorcycle, which immediately appealed to me.
      Oben Rorr EZ Electric Motorcycle
      During my test ride, I had several moments where enthusiasts came up to ask about the bike. I couldn’t help but notice the admiring glances from passersby, captivated by the bike’s striking design.
      Oben Rorr EZ Electric Motorcycle
      Oben’s neo-retro styling, from the round LED headlight to the sleek LED indicators and muscular tank element, created a striking first impression. The battery pack positioned where an engine would traditionally be made to look balanced and modern.
      Oben Rorr EZ Electric Motorcycle
      I also found the fully digital instrument cluster both practical and stylish. The sleek rear LED taillights, stylish alloy wheels with tubeless tyres, and the comfortable seat added to its attractive profile. The choice of five vibrant colours—Electro Amber, Surge Cyan, Lumina Green, Photon White, and Flux Grey (available with 2.6 kWh variant)—ensures that there’s something for everyone.
      Oben Rorr EZ Electric Motorcycle
      What I really appreciated was the 200mm ground clearance, which gave me confidence while tackling speed bumps and rough patches on Indian roads. Despite the high ground clearance, the 810mm seat height was manageable, making it accessible and comfortable to ride.
      The EZ City Commuter
      Oben Rorr EZ is designed to minimize rider fatigue during daily commutes. It comes with a belt drive, which provides a vibration-free experience that many ICE bikes fail to offer. Knowing that the belt drive requires less maintenance and doesn’t need regular lubrication was a big plus, as it adds convenience and peace of mind.
      Oben Rorr EZ Electric Motorcycle
      The power delivery from the mid-mounted motor was impressive. It was silent, smooth, and completely vibe-free. I didn’t miss the clutch action or gear shifts at all—instead, I found myself appreciating the seamless nature of riding the Rorr EZ. Commuting through the city traffic without constant gear changes is a blessing.
      Engineered for City Life
      The proprietary ARX framework of the Oben Rorr EZ immediately felt stable and well-balanced as I navigated through city traffic. The suspension setup, with RSU telescopic front forks and a rear mono-shock, provided a comfortable and responsive ride.
      Oben Rorr EZ Electric Motorcycle
      I was especially impressed by the braking performance with ByBre disc brakes at both ends, which offered strong and reliable stopping power. The bike’s 1,433 mm wheelbase and 138-148 kg kerb weight (depending on the battery variant) made it agile and easy to manoeuvre.
      Oben Rorr EZ Electric Motorcycle
      Electrifying Performance
      One of the standout features for me was the choice of LFP battery options—2.6 kWh, 3.4 kWh, and 4.4 kWh. LFP batteries are known for their high safety standards and durability, and Oben’s use of them underscores their commitment to quality. These batteries offer 50% higher temperature resistance and twice the lifespan of conventional ones. The variant I was riding is the 3.4 kWh option, which delivers an IDC claimed range of 140 kms and a true range of 110 kms in real world conditions.
      Oben Rorr EZ Electric Motorcycle
      The ride modes—Eco, City, and Havoc—added versatility. Eco mode focused on maximizing range, which I could see being useful for long trips, while Havoc mode delivered thrilling performance for spirited rides. I found the City mode to be a balanced option, perfect for the kind of riding I do most often during commuting.
      The peak power output of 7.5 kW and 52 Nm of torque translated to quick acceleration, making weaving through city traffic a breeze. The 0-40 km/h sprint in just 3.3 seconds and a top speed of 95 km/h were impressive for a commuter electric bike. During my test ride, I even managed to touch a speed of 103 km/h downhill. The bike remained stable and predictable even at high speed.
      Oben Rorr EZ Electric Motorcycle
      Features, Charging, and Warranty
      The charging port is located inside the tank element, making it easily accessible, and there’s even a small storage area that fits your smartphone or even 1-liter water bottle.
      Oben Rorr EZ Electric Motorcycle
      Under-seat storage for the charger was another practical touch that I liked. Charging was quick, with the 4.4 kWh variant reaching 80% in 2 hours, 3.4 kWh variant in 1.5 hours and the 2.6 kWh variant in just 45 minutes.
      Oben Rorr EZ Electric Motorcycle
      The fully digital LED instrument cluster, complete with adaptive brightness, was intuitive and easy to read. The bike came well-equipped with LED lighting all around and high-quality switchgear. Connectivity features like Ride Vitals, Remote Diagnostics, and Bike Tracking provided a modern edge, while advanced safety features like the Driver Alert System (DAS), Geo-Fencing, and Battery Theft Protection gives peace of mind to owners.
      Battery and Motor Warranty
      Oben Care offers a reassuring ownership experience. The Rorr EZ comes with a 3-year/50,000 km warranty on both the battery and motor, and the Comprehensive Oben Protect extended warranty spans up to 5 years or 75,000 km. This added layer of support is a significant positive for buyers, as it underscores Oben’s confidence in their product.
      Oben Rorr EZ Electric Motorcycle
      Where it can improve
      While the Oben Rorr EZ has many positives, there are a few areas where it could improve:
      1. Firm Suspension: The suspension felt slightly on the stiffer side, making rides over bumps and potholes a bit uncomfortable at times. But the good news is that the suspension is adjustable to make it as per rider preference.
      2. Seat Length: The seat could benefit from being a bit longer to provide added comfort for pillion riders.
      3.Brake Activation on Inclines: When waiting on an incline, there’s no way to lock the bike’s brake. A lever lock system, similar to what some scooters offer, would be a helpful addition.
      Oben Rorr EZ Electric Motorcycle
      Final Thoughts
      After my first ride on the Oben Rorr EZ, I felt that this electric motorcycle is a game-changer for anyone looking to upgrade their daily commuter, whether from an ICE bike or another electric option. The sleek design, impressive performance, and thoughtful features make it stand out in the crowd.
      With Oben’s plan to open 60 showrooms and service centres in major cities, access to this electric bike will soon be easier than ever. Bookings have started at Rs 2,999, and with immediate test rides and deliveries, plus flexible financing options and EMIs from just Rs 2,200, getting an Oben Rorr EZ is more convenient than ever. If you haven’t taken it for a test ride yet, I highly recommend experiencing it firsthand. More

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      in Electric Cars

      BYD eMAX7 First Drive Review – Only MPV With Electrifying Performance!

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      New BYD eMAX7 First Drive ReviewPowering a 201 bhp and 310 Nm electric motor, we have a 71.8 kWh battery on BYD eMAX7 and is capable of sprinting from 0-100 km/h in 8.6s
      There is something about people movers that has captivated many of the Asian markets, making them a popular car genre. India is no different. We have a love affair with MPVs as they appeal to large families. However, there has been just one electric MPV in India which has undergone a massive overhaul recently.
      We’re talking about BYD eMAX7, the spiritual successor of e6 electric MPV. BYD has significantly increased the appeal of this electric MPV by a massive design overhaul and updated interiors to modernize it. We drove the eMAX7 in Chennai as part of national media drive arranged by BYD India and here is what we think about the latest iteration of this electric MPV.
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      BYD eMAX7 First Drive Review
      As part of the national media drive hosted by BYD India, the company provided Rushlane with a top-spec eMAX7 Superior trim with 7-seater configuration finished in a subtle Harbour Grey shade. There are two trim levels offered with two seating configurations yielding a total of 4 variants. Pricing for eMAX7 starts from Rs 26.9 lakh (Ex-sh).
      At this price, the main MPV rivals for BYD eMAX7 are Toyota Innova Crysta, Innova Hycross and its Maruti counterpart, Invicto. Innova Hycross and Invicto are more fitting rivals than Crysta, considering the monocoque chassis and electrification in their powertrains. There is a strong case for BYD eMAX7 with fleet operators in commercial sector as well, just like Innova Hycross.
      New BYD eMAX7 First Drive
      Understated Design
      Where design is concerned, BYD eMAX7 looks a lot better than its predecessor e6. BYD calls it a dragon face design owing to their Chinese origin, but it looks more like shark face to me. Regardless, we liked the way it looks and is not flashy or in-your-face like a few rivals. eMAX7 doesn’t try to look like an SUV, lending it sophisticated appeal and understated elegance.
      Front has a sloping bonnet with a few creases for character. The bonnet is hydraulically assisted. Headlights look classy with 5 projector elements with LEDs illuminating them. LED DRLs are integrated into these headlights. A satin silver element connects these headlights and gets a BYD logo sitting proudly. There are no fog lights here, but eMAX7 gets active air curtains in the front bumper to smoothen the airflow and improve aerodynamic efficiency.
      New BYD eMAX7 First Drive
      Side profile has a strong belt line that directs one’s vision towards eMAX7’s 4,710 mm length and 2,800 mm long wheelbase. The ORVMs are aerodynamic in shape and BYD is quite proud of this design. Car’s window line is accentuated with chrome, lending a premium appeal. There is a chrome strip on the running board as well. Only fly in the ointment here are the 17-inch alloy wheels that look rather small on this vehicle. 18-inchers would have looked swanky.
      At the rear, we get a shark fin antenna, connected LED tail lights, a roof spoiler, a body-coloured bumper and chrome strips across tail light and bumper. The paint quality is commendable too. BYD opted to offer a fixed glass roof with eMAX7, which is the more logical choice amidst OEMs offering panoramic sunroofs where kids and adults end up sticking their heads and torsos out.
      New BYD eMAX7 First Drive
      Well-designed Interiors
      Being a Rs 30 lakh vehicle, one would expect a premium experience on the inside and BYD eMAX7 does not disappoint in this regard. For starters, there is a well-designed and laid-out dashboard. There are impressive soft-touch materials on all four door pads and on the centre console where driver’s and front passenger’s knees would graze. These elements are properly soft to the touch, which is not often the case with vehicles in this price range.
      New BYD eMAX7 Dashboard
      Dashboard only gets hard plastics and an interesting open-pore wood-like effect. The glovebox is damped and so are the interior grab rails. Materials used for seat upholstery are of good quality and so is the leather wrapped on steering wheel. The rockers, dials and buttons on centre console and steering wheel are of good quality too. There is a single wireless charger in eMAX7’s centre console.
      New BYD eMAX7 Rotatable Infotainment
      Seats are reasonably sized and offer good support for a full-grown adult like myself. But the seat base lacks under-thigh support in all three rows. Front seats are electrically adjustable, while rear seats are manually adjustable for sliding, reclining and folding. Steering wheel is adjustable for tilt and reach, allowing for driver to get a comfortable driving position. 2nd row seats could have offered more space, especially where width is concerned.
      When two adults sat in 2nd-row seats, our elbows grazed, which is not a good sign. I think the 7-seater variant makes very little sense as there is no shoulder room to even put a baby in the middle. Even knee room for 2nd-row occupants is nothing to write home about. Accessing third-row seats is fairly easy, but the space here is only acceptable for kids. AC vents are roof-mounted for 2nd-row and 3rd-row occupants.
      New BYD eMAX7
      Features & Creature Comforts
      Interior lighting is all LED, including the vanity lights with auto function for driver and front passenger. Glass roof is fixed and is treated to cut down on a few spectra of harmful sunlight. Sunshade is electrically operated. There are many USB ports for occupants to charge up their devices. With all the seats up, BYD eMAX7 does not have a lot of luggage space. With 3rd-row folded, there is around 580L of boot space, which can be further expanded by folding the 2nd-row seats. A missed opportunity for BYD is an absence of front storage as it looked like they could have extracted 100L of volumetric luggage space here.
      New BYD eMAX7 Semi-Storage
      The main highlight of BYD eAMX7’s interiors is that it offers a 12.8-inch rectangular display that can rotate to portrait or landscape orientations. However, many functions like Android Auto don’t work in portrait orientation. Speaking of, Android Auto and Apple CarPlay are wireless on this vehicle. The screen also controls the dual-zone Auto AC and front ventilated seat function.
      New BYD eMAX7 Steering Controls
      This screen acts as a monitor for 360-degree camera feature too and works very well on this vehicle. However, we would have liked it if BYD had a dedicated software for infotainment screen. The overall UI looked like it is from an aftermarket Android system and there even is an SD card reader under front center armrest to stream media. Steering has controls to operate an MID in the semi-digital instrument cluster.
      New BYD eMAX7 Semi-Digital Instrument Cluster
      There is an NFC key card that communicates through right ORVM. BYD eMAX7 also has ADAS suite, which does a decent job. Lane Keeping Assist was not functioning at times. Thus Auto Emergency Braking, Adaptive Cruise Control and other features needed more polish. There are six airbags on offer and disc brakes are offered on all four wheels along with ABS, EBD, TCS, ESP and more.
      New BYD eMAX7
      Performance and Dynamics
      Being an electric vehicle is probably BYD eMAX7’s biggest strength. We say this because the performance is genuinely exhilarating with instant torque available at 0 RPM. The 71.8 kWh battery pack promises a range of 530 km on a single charge. This battery had 99% SOC when we received the car with 347 km on the odometer. After driving 152.8 km, SOC dropped to 41% with 500km on the odometer.
      New BYD eMAX7
      We used 58% of battery (41.644 kWh) to drive 152.8 km. So, we got 3.66 km/kWh efficiency with 263 km of range from a single charge. However, in real-life situations, one can expect BYD eMAX7 to return around 5 km/kWh and 360 km range, with normal driving styles in Eco Mode. Speaking of, there are three driving modes – Eco, Normal and Sport, with a reasonable distinction between them. A 201 bhp 8-in-1 electric motor with 310 Nm of instant torque sips juice from this battery. It pulls cleanly and BYD quotes acceleration figures of 8.6 seconds.
      New BYD eMAX7
      The heavy battery allows for a composed ride with impressive stability at higher speeds. The suspension setup is commendable and does a very good job of absorbing the road undulations and imperfections. It doesn’t feel robust but comes very close. Another notable attribute of eMAX7 is its NVH, or the lack thereof. Cabin insulation is excellent with little to no wind noise from A-Pillars and ORVMs and minimal tyre noise from wheel wells.
      Speaking of tyres, BYD is equipping eMAX7 with 225/55-R17 tyres from a brand called Giti Tires and it loses traction relatively easily. We would have liked stickier tyres with more grip, especially considering the acceleration it has. The 55% profile is also slightly concerning for Indian road conditions. Dynamically, BYD eMAX7 has a lot of body roll, decent steering feedback and some nose-diving under braking. The stopping power is impressive with good initial bite and progression.
      New BYD eMAX7
      Conclusion
      Considering eMAX7 is a fully imported CBU, BYD has got the pricing right, making the locally manufactured rivals look like they’re “not aggressively priced” at all. We say this because the top-spec locally manufactured Innova Hycross with a tiny battery and negligible pure-EV range costs Rs 31 lakh (Ex-sh).
      In comparison, top-spec BYD eMAX Superior 7S costs Rs 29.9 lakh (Ex-sh) offering a 71.8 kWh battery, 530 km range on a single charge and a 201 bhp electric motor that can sprint to 100 km/h in a claimed 8.6 seconds. So, one should just ignore the Toyota Innova Hycross in favour of BYD eMAX7. Right?
      New BYD eMAX7 Key
      The answer to this question is not as easy as it sounds. BYD eMAX7 doesn’t have usable boot with 3rd-row up and it lacks cabin width for that “Seth Ji” feeling. The lack of an auto-dimming IRVM is a deal-breaker, according to me. Something that BYD should consider fixing in an update. Also, there is a lot of space under the bonnet, which BYD could have used for a front trunk. But there is isn’t one.
      New BYD eMAX7 Door Paddings
      For small family with occasional need of 3rd-row and the owner/buyer wants exhilarating performance with a feature rich, premium and tech-savvy cabin, Yes. eMAX7 is an easy recommendation. However, if the buyer wants a good chauffeur-driven experience or needs genuine space to seat up to 8 people and have usable boot with 3rd-row up, the answer is no. But we recommend prospective buyers to keep BYD eMAX7 in the wishlist and take a test drive.
      New BYD eMAX7 More