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2025 Yezdi Adventure First Ride Review When the GST 2.0 reforms were announced earlier this month, I had the Yezdi Adventure media review sample with me. My first ride review of this motorcycle was supposed to lean heavily on the design as I believe this is the best-looking mainstream off-road motorcycle on sale in India […] More
TVS Orbiter EV First Ride Review After launching the popular iQube for mainstream market, TVS Motor has just introduced a new weapon. It is a slightly different product than iQube, offering a different ethos and experience to buyers. It still adheres to the family format scooter design, but has a rather handsome and minimalist design […] More
Hero Xoom 160 First Ride ReviewScooters are ubiquitous in India owing to their versatility. For starters, they are designed to be unisex, practical with a lot of storage, versatile and sensible. Hero MotoCorp has just launched its flagship scooter in India in the form of Xoom 160. For the Indian audience, Xoom 160 is not unisex and practical as it is the brand’s first non step-through scooter.
So, versatility is lower with Xoom 160 and one would think that it might not have a lot of takers. However, what Xoom 160 has working in its favour is desirability. We experienced Xoom 160 for around half a day in Pune city across multiple road surfaces and this is what we think about Hero’s first maxi-style and India’s first ADV-styled scooter.
Hero Xoom 160 Colours
Hero Xoom 160 First Ride Review
If you are wondering who the Xoom 160’s target demographic is, its people like me. I am a big guy and I love it when my scooter doesn’t look comically small under me. Xoom 160 doesn’t. I am in need of a motorcycle’s performance in a scooter format with underseat storage. Xoom 160 delivers. I need my scooter to be unique and not look generic. Xoom 160 stands out. I need something built to take on bad Indian roads and perform well on occasional highway rides. Xoom 160 fills the boots.
Hero Xoom 160
Hero MotoCorp is asking Rs 1,48,500 (Ex-sh) for Xoom 160 which undercuts its immediate rival, the Yamaha Aerox 155, by a margin of just a couple of thousand rupees. There are four colour options with Aerox 155 – Matte Rainforest Green, Canyon Red, Summit White and Matte Volcanic Grey. It has to be noted that Matte Rainforest Grey is the launch colour and Matte Volcanic Grey somewhat looks like Combat Edition colourway offered with other Hero products. Deliveries of Xoom 160 will start this month.
Hero Xoom 160
Design & Aesthetics
Where design is concerned, Hero Xoom 160 is a grand slam dunk. I think this is the best-looking mainstream Indian scooter on sale today. It grabs a lot of eyeballs and the general consensus would unanimously agree that Xoom 160 is a ruggedly handsome machine. Hero is offering chunky side guards, a taller windscreen and a rear luggage rack with top box, among others, to make it even more rugged.
Hero Xoom 160 Accessorised
We get a maxi-style bodywork which offers wind protection on high speeds. There’s a dual chamber LED headlight setup, a sleek LED tail light signature along with halogen turn indicators. As standard, there’s a decently-sized tinted windscreen, 14-inch alloy wheels, sporty bodywork, a central spine housing a 7L fuel tank, a chunky exhaust, integrated rear grab rails, aluminium swingarm and more.
Hero Xoom 160
The single-piece seat is large in size, which is accommodating for most body sizes at both rider’s and pillion’s ends. Because it is built as a maxi-scooter with long distance touring in mind, Hero has given Xoom 160 a wide handlebar (for scooter standards) and a versatile footrest area offering riders both centre-set foot position for city riding and then a forward-set and inclined foot position for highway rides. Seating position is upright and comfortable.
Hero Xoom 160
Features & Components
While the design of Hero Xoom 160 is sensational, features and functionalities are nothing to write home about. Sure, there are some features to boast about including the smart key fob with keyless go. It worked reliably and it will make everyday rides hasslefree. The keyfob even has buttons to release under-seat storage and then there are headlight button and a beep which will help in finding it in a parking spot.
Hero Xoom 160 Smart Key
Under-seat storage is around 22L and I was expecting more because the fuel tank has been moved towards floorboard. It did not accommodate my XL sized ADV-style full-face helmet, which is something I was hoping it would. There’s a LED boot light, which is nice. We get a fully-digital instrument cluster, same as Xpulse 200 and Xoom 125, which supports Bluetooth connectivity with turn-by-turn navigation.
Hero Xoom 160 Block Pattern Tyres, Aluminium Swingarm
There’s a parking brake, i3S engine stop / start feature and a single-channel ABS system working on front disc brake, while rear still gets a drum brake setup. We get a small glove box at the front with a USB Type-A port. 14-inch wheel design on Xoom 160 is similar to Xoom 125, tyres are not. For starters, Xoom 160 gets block-pattern tyres and they are much thicker. Xoom 125’s rear tyre (120-section) is Xoom 160’s front tyre and Xoom 160’s rear tyre is 140-section like on a sporty motorcycle.
Hero Xoom 160 Wide Handlebar
ADV-Like Ride & Handling
Suspension is handled by 31mm front telescopic forks and rear twin shock-absorbers with generous amount of suspension travel. In typical Hero MotoCorp fashion, Xoom 160 gets the suspension setup right and Xoom 160 does not shatter your spine like its immediate rival does. Xoom 160 is very pleasant to ride around the city and on bad roads. The 14-inch alloys along with thick black-pattern tyres also boast rough road ability and some off-road ability too.
Hero Xoom 160
The floor board shape allows for an inclined forward-set foot area, which is comfortable on long hauls. Handling is quite sorted too. The larger 14-inch wheels are slightly slow to steer, but not significantly worse than 12-inch wheels. The ADV scooter has commendable handling characteristics, allowing you to carry higher speeds in corners. Braking is handled by front disc and rear drum config with single-channel ABS. Breaking performance was respectable as well.
Hero Xoom 160
Performance
The main highlight of Xoom 160 apart from its brutish handsomeness is its powertrain. It comes with a new 156cc single-cylinder SOHC 4V/cyl liquid-cooled engine which is capable of generating 14.6 bhp at 8,000 RPM and 14 Nm at 6,500 RPM, mated to a CVT gearbox. One thing you would notice immediately is how refined the new engine on Xoom 160 is at both idling speeds and on higher RPMs.
Hero Xoom 160
One thing that caught me off-guard was the really long throttle. Like, really long. Much longer than the already long throttle on Xoom 125. To pull throttle all the way, one has to do hand gymnastics. The chunky exhaust lets out an appealing and bass-y exhaust note, which is likely to appeal to most buyers. Hero claims a 0-60 km/h sprint in 6.5 seconds and a 0-100m sprint on a 15-degree incline in 15.5 seconds.
Hero Xoom 160
Because of the 142 kg kerb weight, straight line stability is excellent at highway speeds. It does cross 100 km/h with ease and is more than happy to hold speeds for longer. I was sceptical about the 142 kg weight, but Xoom 160 masks its heft quite nicely. It didn’t feel overtly heavy even while moving it around in the parking lot. The smooth engine ensures less fatigue and no tingling sensation on your wrists. I could see myself willing to go long distances on Xoom 160.
Hero Xoom 160
Some Reservations
When Hero showcased Xoom 160 at 2023 EICMA Show, I was quite interested in this scooter. The launch price, however, is Rs 1,48,500 (Ex-sh), which I would be more than willing to pay if the company loaded it with features and equipment that much more affordable Hero products get. Our reservations with Xoom 160 are:
1. Cornering lights feature on Xoom 110 was gimmicky for a scooter of its class, but it would have made sense on a touring machine like Xoom 160.2. Xoom 125 gets swiping LED turn indicators, which are far more premium than Xoom 160’s halogen bulbs.3. Xoom 125 gets projector headlights, while Xoom 160 is reflector only.4. Hero Glamour X, a budget commuter, gets cruise control. But the Xoom 160, a touring machine, misses out on it despite the premium pricing.5. There’s no hazard light function on Xoom 160, which the Glamour X gets.6. A budget commuter like Glamour X gets Type-C USB port, while premium flagship scooter like Xoom 160 still gets Type-A USB port.7. Hero offers a modern colour LCD instrument cluster with Glamour X for just Rs 89,999, but Xoom 160 gets the much older cluster.8. An ADV scooter like Xoom 160 should have come with knuckle guards, but it doesn’t, even as an accessory.9. Like every other Hero MotoCorp ICE product I reviewed and Xoom 125 I own, I couldn’t get the app to connect with the cluster for Bluetooth and navigation features.10. Just like Mavrick 440, Xpulse 200 Pro and Vida VX2, I had issues with Xoom 160’s ORVM where it would flop around on its own.
Hero Xoom 160
With the equipment it has now, Xoom 160 should have launched in 2023 and it would have been okay. But it is launched in 2025 when rival brands have upped the game in features and equipment. Hero MotoCorp could have made a significantly better version of Xoom 160 with parts and components already lying around in the company’s parts bin, taking features from already launched products.
Hero Xoom 160
Should You Buy One?
Hero MotoCorp is known to offer exceptional VFM propositions by significantly undercutting rivals. I recently purchased a Xoom 125 at a price point where rival brands were selling base variants of 110cc scooters (OTR, Karnataka). This VFM ethos I saw in Xoom 125, is missing in Xoom 160. Hero should have either crammed everything they can in Xoom 160 for the price, or priced it more competitively. Sadly, neither is the case.
Hero Xoom 160
That said, I would still consider the Xoom 160 as it offers an experience that no other mainstream scooter in India currently offers. I think this would be the perfect scooter for tall riders like myself who need a motorcycle’s performance with an under-seat storage and an ADV’s bad road ability (mostly). Even the powertrain is significantly more refined than its just launched rival. In my books, Xoom 160 is a proud notch in Hero MotoCorp’s premium lineup belt and it should be high up your shortlist. More
TVS Ntorq 150 First Ride ReviewTVS has launhed the new Ntorq 150. It is TVS’ most ambitious ICE scooter launch to date. We experienced it at TVS’ Hosur facility in Tamil Nadu for around a day. We got to know about the features and equipment it has to offer and how it performs on straight lines and on the curves at TVS’ handling track. As a package, TVS Ntorq 150 has a lot going for it and let’s unpack everything.
TVS Ntorq 150 Colours
TVS Ntorq 150 First Ride Review
Ntorq 125 was already a fan favourite and it is hailed as the creator of sporty scooter genre. Now, TVS is upping the game with Ntorq 150 and it is much more of what Ntorq 125 ever aimed to be. TVS is asking Rs 1.19 lakh for base variant and Rs 1.29 lakh for top-spec TFT variant of Ntorq 150 (Ex-sh). There are four colour variants – Turbo Blue, Stealth Silver, Racing Red and Nitro Green.
TVS Ntorq 150 First Ride Review
Design inspiration for Ntorq 150 is Graphite Concept on which Ntorq 125 was also based. There’s a lot going on with the design of Ntorq 150 and it is not at all subtle. Instead of writing a thousand words about its design, I’ll let pictures do the talking. There’s just too much design to explain in words. I just wished it was a little subtler. I’m sure a lot of people out there would love the design of this scooter, though. It is subjective.
TVS Ntorq 150 First Ride Review
This scooter’s notable design elements are quad-projector LED headlight setup, new stylish LED DRLs on the scooter’s apron that double up as turn indicators, new T insignia on LED tail lights, painted 12-inch alloy wheels, aero winglets at the front to add downforce, a stubby exhaust, split grab rails, street-style handlebar, 5-inch TFT instrument cluster, fancy switchgear and more.
TVS Ntorq 150 First Ride Review
Unlike the rumours, Ntorq 150 continues to be a step-through scooter, unlike its rivals like Yamaha Aerox 155 and Hero Xoom 160. So, it has a flat floorboard and all the practicality it brings with it. To make good use of space, TVS has added a glove compartment and a retractable hook. Underseat storage is 22L and it has a USB Type-A port, but it seems to be missing a boot light. It has enough space to accommodate half-face and smaller full-face helmets only.
TVS Ntorq 150 First Ride Review
Components & Equipment
Biggest surprise with TVS Ntorq 150 is that this sporty scooter still continues with 12-inch wheels at both ends wrapped with 100-section front and 110-section rear Remora tyres. When asked about it, the company explained that larger wheels come with larger diameter for tyres and it would not have allowed them to achieve the higher top speed they were trying to achieve as larger tyres get less rotational cycles.
TVS Ntorq 150 First Ride Review
Another conscious choice with Ntorq 150 is the shorter wheelbase of 1,285 mm, which is the same as Ntorq 125. This is a decision I welcome with open arms as it allows impeccable handling characteristics (more on it later). Other than that, TVS Ntorq 150 comes with telescopic front forks, single-sided mono-shock rear suspension, disc brake at the front (petal type) with single-channel ABS, rear drum setup with parking brake feature and more.
TVS Ntorq 150 First Ride Review
For the first time on an ICE TVS scooter, we get a 5-inch TFT instrument cluster which is loaded to the brim with features. This is easily the most feature-loaded ICE scooter on sale in India, hands down. Not a single rival can even come close to the level of equipment TVS Ntorq 150 is offering. It even has a 4G eSIM embedded in it for a host of connected telematics features. This screen has day and night themes along with adaptive brightness.
TVS Ntorq 150 First Ride Review
Notable features include top-speed recorder, 0-60 km/h timer, Alexa integration, smartwatch integration (Android & Apple), crash alert, live vehicle tracking, last parked location, sports and weather updates, social media notifications and more. With a stable Bluetooth connection, music control, call and SMS alerts, accept and reject calls along with turn-by-turn navigation features are available.
TVS Ntorq 150 First Ride Review
To control this TFT display and its plethora of functions, Ntorq 150 comes with improved switchgear with 4-way navigation buttons on the left. Also, both brake levers are adjustable for reach, aiding comfort. These buttons also allow rider to cycle between Ride Modes. There are two of them – Street and Race. Street Mode aims at increased fuel efficiency as it comes with engine start / start feature, while Race Mode unlocks TVS’ iGO Assist feature.
TVS Ntorq 150 First Ride Review
Performance & Dynamics
Main highlight of TVS Ntorq 150 is its new beating heart. This is a 149.7 cc single-cylinder SOHC 3V/cyl air cooled unit that is capable of generating 13 bhp of peak power at 7,000 RPM and 14.2 Nm of peak torque at 5,500 RPM. In typical Ntorq fashion, exhaust note has a lot of bass, but the overall vibrations could have been better. Especially at idling, we found that there were more than acceptable levels of vibration and harshness.
TVS Ntorq 150 First Ride Review
These vibrations do smoothen out once you get going, though. There’s a lot of grunt from this engine and it is eager to rev higher. TVS claims a 0-60 km/h sprint in 6.3 seconds and a top speed of 104 km/h top speed. At TVS’ Hosur track, we could only manage to get it till 99 km/h (speedo indicated). Major contributor to this performance is its weight, or the lack thereof. Ntorq 150 only weighs 115 kg, which is less than a few 125cc scooters on sale in India today.
TVS Ntorq 150 First Ride Review
While the design of Ntorq 150 is subjective, everyone can objectively and unanimously agree that it has excellent ride dynamics. Sure, we only rode it around TVS’ testing facility in Hosur and not on public roads, but we can’t ignore the fact that Ntorq 150 is a fantastic handler. I’m not much of a corner carver, but I ended up pushing this scooter around corners more than I would generally have. I even scraped the scooter’s exhaust and side body panels multiple times while cornering.
TVS Ntorq 150 First Ride Review
That is because Ntorq 150 instills that confidence in me to push harder and carry more speed than I normally would. The chassis is very communicative and steering provides excellent feedback. All this from 110-section front and 120-section rear tyres wrapped on 12-inch is rather commendable. This setup makes me curious as to how it would handle on a 14-inch wheel wrapped with 140-section tyres.
TVS Ntorq 150 First Ride Review
Braking setup is impressive too as it gets traction control and single-channel ABS. Front brakes have a sharp bite, which is more than average for this segment and front wheel did not lock even during deliberate panic braking.
TVS Ntorq 150 First Ride Review
Some Reservations & Conclusion
As it stands, TVS Ntorq 150 is the most feature-loaded and equipped ICE scooter India has ever seen. However, it does miss a few features here and there that could have made it down-right perfect. These include:
TVS Ntorq 150 First Ride Review
1. Keyless Go – This is one feature missing in Ntorq 150 which makes its presence known.2. Self-canceling Indicators – It is baffling that this industry is actively omitting self-canceling turn indicators in their vehicles, which used to be offered in the past with vehicles half the price.3. Knuckle Guards – This sporty scooter deserves to get knuckle guards as standard, but it doesn’t.4. We wish TVS had moved fuel tank in the floorboard like on Jupiter to carve out cavernous under-seat storage.5. While TVS says 12-inch wheels were a conscious choice, we think 14-inch wheels will be better for Indian roads. (Opinion of a person who owns scooters with 10-inch, 12-inch and 14-inch wheels).
TVS Ntorq 150 First Ride Review
These reservations can easily be termed as nitpicking as TVS Ntorq 150 literally is the best-equipped ICE scooter ever sold in India. My biggest reservation with Ntorq 150 is that I wished it had a little subtler design than what it flaunts. Keeping my subjective opinions aside, Ntorq 150 should be your obvious choice if you’re in the market for an aggressive-looking scooter with the best equipment on offer in India.
TVS Ntorq 150 First Ride Review More
Hero Glamour X 125 First Ride ReviewIndia’s leading motorcycle manufacturer, Hero MotoCorp is set to rewrite the script of the country’s budget commuter motorcycle segment. The company promised to deliver “Most Futuristic 125cc” offering and launched Glamour X 125 in the country for a starting price of Rs 89,999 (Ex-sh). After riding this Glamour X 125 in Jaipur for around a day, this is what we think about it.
Hero Glamour X 125 First Ride Review
Where pricing is concerned, Glamour X is positioned above the rest of Hero’s 125cc motorcycles other than Xtreme 125R. The base variant of standard Glamour undercuts Glamour X by around Rs 3k, while base variant of Super Splendor undercuts Glamour X by around Rs 1k. Glamour XTEC is slightly pricier than Glamour X.
Hero Glamour X Design
The top-spec Disc variant of Glamour X is priced at Rs 99,999 (Ex-sh), which is around Rs 5k to 8k pricier than Super Splendor, Glamour and Glamour XTEC. For the extra price, Glamour X delivers an upmarket design along with extra features and technology which is never heard of in the 125cc motorcycles that cost more than twice the price of Glamour X.
Disc variant gets all bells and whistles including the LED tail lights, LED turn indicators, Panic Braking feature, fully digital LCD instrument cluster with advanced Bluetooth features and improved switchgear with Glamour X’s pièce de résistance, the Cruise Control feature. LED headlight setup is common between both variants.
Hero Glamour X Design
Design-wise, Glamour X has a muscular fuel tank with extended tank shrouds, a tall windscreen over the stylish LED headlight setup, striking LED DRLs, a belly pan under the engine compartment, a smart-looking single-piece seat, single-piece rear pillion grab rail, stylish LED tail lights, sleek LED turn indicators and attractive dual-tone graphics all around. Alloy wheel design is quite interesting too.
One can spruce up the design of Glamour X with official accessories. Some of them are quite useful including tank knee pads, pillion backrest, rear tyre hugger, knuckle guards, engine guards and a belly pan. Interestingly, Hero offers a shorter windscreen as an accessory, while taller windscreen comes as standard, which was a ‘huh’ moment for me when I first saw it.
Hero Glamour X Design
Added Features
Now that appearances are out of the way, we can dig into the juiciest part of this Glamour X, which is its features list. Starting with its fully digital LCD instrument cluster, it is a similar unit as Xtreme 250R and it shows quite a lot of information for a 125cc motorcycle class. There’s even a gear position indicator that also advises upshifts and downshifts depending on the speed and gear you are in.
Hero Glamour X Instrument Cluster
Speedo, tacho, twin trip computers, distance to empty, avg fuel efficiency, date, time, i3S on/off, Ride Modes and Bluetooth connectivity are some of the notable features of this cluster. This cluster also gets an ambient light sensor that can adjust brightness based on lighting conditions. Bluetooth connection with a smartphone enables notifications and turn-by-turn navigation. First in any Hero product, we have a USB Type-C port. On left switchgear, two buttons operate cluster menus, while the third Mode button cycles through Eco, Road and Power riding modes.
Hero Glamour X Switchgear – Cruise Control
Cruise Control
This is a baffling feature that is expected to shake the market and make the world stand up and take notice of Hero Glamour X. From what we saw, it has worked. From initial spy shots to the actual launch, Glamour X has created and maintained tremendous buzz and it surprisingly delivers. For cruise control to work, Hero MotoCorp is offering ride by wire technology and this electronic throttle body still retains a kick starter, combination of these is a world’s first.
Using cruise control is fairly simple and is operated by the toggle on right switchgear. Base speed for cruise control to work is 30 km/h and it will maintain set speeds reliably until a manual override from user in the form of clutch, brake and throttle activation. After manual override, one flick of cruise control toggle re-activates and resumes previously set speed seamlessly. So, cruise control is not a gimmick on this motorcycle if users really want to make use of it.
Hero Glamour X Wheels
Ride & Dynamics
Other than the added features, Glamour X is a commuter offering through and through, as signified by its cycle parts. It continues to get 30mm RSU telescopic front forks, and 5-step preload adjustable rear twin shock absorbers. Front disc brake is optional, while rear drum brake is standard. Alloy wheels are 18-inchers at both ends, wrapped with 80/100-18 front and 100/80-18 rear tubeless tyres. All these are mounted on a Diamond-type frame.
Hero Glamour X Tyres & Brakes
Wheelbase is 1,267 mm, seat height is 790 mm and ground clearance is 170 mm. Depending on variant, kerb weight is between 125.5 kg to 127 kg. Handlebar is wide and footpegs are forward set, offering a relaxed riding posture. Swinging the leg over Glamour X’s saddle is relatively easy for both rider and pillion.
Hero Glamour X Powertrain
Glamour X shares the 124.7cc single-cylinder air-cooled engine with Xtreme 125R. This powerplant is capable of delivering 11.4 bhp of peak power at 8250 RPM and 10.5 Nm of peak torque at 6500 RPM, mated to a 5-speed gearbox that comes with a heel-and-toe shifter, common among commuter motorcycles.
Hero Glamour X Suspension
Performance is brisk and is on par with other 125cc budget commuters on sale in India. On the highway, I could even manage to strike 100 km/h indicated speed reading on the instrument cluster in 5th gear. Ride quality is balanced in typical Hero fashion and it offers a comfortable commuter to users. It handles like a commuter running on skinny tyres, which is par for this segment. Also par for this segment is braking performance.
Hero Glamour X Design
Some Reservations
While Hero Glamour X is a great overall package with a lot of potential to shake the entire world’s commuter segment, there is room for improvement.
1. If we divide Glamour X’s design into four quarter, the top right quarter is downright sporty and attractive along with radiating an upmarket feel. Top left quarter looks like a premium commuter. However, bottom quarters are nothing to write home about. Maybe fatter tyres would have helped the cause significantly.
Hero Glamour X Design
2. We didn’t touch on the Bluetooth features in depth because just like every other Hero product we reviewed (except for Vida scooters), we could not connect our smartphone with this system. I personally own a Xoom 125 and I am not able to get this app working even as an owner.
Conclusion
Other than these two grievances, Hero Glamour X 125 comes off as a compelling product. Overall fit and finish is par for this segment and it bears quite a few upmarket features and first-in-the-world technologies that work as advertised. Especially the Cruise Control feature which could reshape the whole commuter motorcycle landscape.
Hero Glamour X Features
Glamour X is such a compelling product, it makes standard Glamour and Glamour XTEC obsolete and might even eat into the pie of Super Splendor. It has great potential to shake up the 125cc commuter segment as it aims to be an aspiring vehicle for many commuters to own.
Hero Glamour X Design More
MG Cyberster First Drive ReviewThe second premium offering from MG Select dealerships is Cyberster, which is launched in India for an introductory starting price of Rs 74.99 lakh (Ex-sh). Rs 72.49 (Ex-sh) if you had pre-booked this vehicle. With Cyberster’s pricing, MG seems to have hit a homerun. We say this because there’s not a single 2-Door sportscar in India (or probably even the world) that offers this much performance and this much sauce at this price point.
MG Cyberster Track Experience At Buddh International Circuit
The next most affordable vehicle in India with scissor doors costs Rs 6 fricking Crore rupees (Ex-sh). The next most affordable sportscar in India that can sprint from 0-100 km/h in 3.2s costs around Rs 2.8 Cr (Ex-sh). MG Cyberster is basically making supercar performance accessible at luxury car price. So, is the just launched MG Cyberster “Too Good To Be True” or is it “Too Good and True”? We experienced Cyberster at Buddh International Circuit F1 race track in Greater Noida to tell you just that.
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MG Cyberster First Drive Review – Design
Starting with the way it looks, MG Cyberster is an achingly pretty car encapsulating the charm of bygone MG B Roadster. It turns heads no matter where you are and has a lot of “take out your smartphone and pap me” appeal. Especially when the electric scissor doors are up, makes it look sensational and an absolute style statement radiating its aura to visible range. The Red soft-top on Andes Grey and Modern Beige colours look particularly lovely. Long story short, it looks enchanting.
MG Cyberster Design
Coming to what makes this vehicle enchanting, we have a long sweeping bonnet, a stylish bumper with Active Aero, expressive Storm-eye LED projector headlight setup with integrated LED DRLs, lovely 20-inch alloy wheels that creates an interesting pattern when moving, swooping and curvaceous side body profiling, Kammback tail design, rear bumper with a diffuser and interesting arrow-shaped LED connected tail light signature.
MG Cyberster Scissor Doors, Convertible Roof
While the overall aesthetics is head-turning, one might find that the rear tail lights are a tad over-designed, which does not match the rest of Cyberster’s otherwise lovely design. But it may grow on you. The soft-top roof is made of durable fabric which is weather resistant and the mechanism takes just around 10 seconds to go up or down and functions as advertised at speeds up to 50 km/h.
MG Cyberster Design
Supercar-like Interiors
Press the electric Scissor door release button and it opens into a futuristic cabin. Interiors of MG Cyberster take a lot of pages from supercars around the world. It does not look and feel like a Rs 75 lakh (Ex-sh) vehicle at all. It is just as plush and tech-loaded as a multi-crore supercar. We particularly liked the Y-shaped leather seats which had suede-finish inlays. These seats are electrically adjustable with controls on the doors.
MG Cyberster Interiors
Once seated, you are greeted by a proper driver-oriented supercar-like cockpit with a triple screen setup that falls in driver’s peripheral vision at all times. Driver and co-passenger areas are separated with a physical barrier which also houses grab handle for passenger to grab during spirited drives. These seats hug you tightly and hold you in place and a centre armrest offers comfort. Centre console has a couple of cupholders if you fancy hot or cold beverages.
MG Cyberster Interiors
Centre console also houses a 7-inch portrait-style control screen with finer HVAC controls and there is a row of quick buttons with haptic feedback for HVAC controls as well. Next to this screen, we can see a digital shifter that will take some time getting used to. Below, we can see three intuitively placed physical switches for both the doors and the convertible roof. Almost everything you feel in this cabin is soft-touch and lends a plush feel, complimented by metallic inlays.
MG Cyberster Interiors
The flat-bottom steering wheel feels nice to hold and packs controls for infotainment and instrumentation along with a dedicated dial for steering response and a Red button for Super Sport Mode. Left paddle shifter is dedicated for KERS (Regen) and right one to cycle between various modes. We kept the best for last, which is the Sci-fi digital cockpit. Centre screen is 10.25-inch for driver’s instrumentation, navigation, vehicle data, ADAS related info and others.
MG Cyberster Interiors
This is flanked by two 7-inch touchscreens where left screen controls multimedia along with smartphone connectivity (Android Auto, Apple CarPlay) and the right screen is for system controls, energy centre, user settings and 360-degree camera feed, among others. Cyberster comes with 8-speaker 320W Bose music system and AudioPilot tech that adjusts volume based on speed and noise. There’s also an artificial snarling V8-like exhaust note, if you’re into it. The only gripe I have with MG Cyberster’s interiors is that the seats are heated and not cooled.
MG Cyberster Interiors
Supercar Performance!
MG Cyberster offers a special 77 kWh battery pack with NMC battery chemistry. It is special because of how short it is at just 110 mm, which is shorter than a can of soda. On a regular EV, it doesn’t matter, but in an electric sportscar, this thin battery pack allows for a lot of room which is certainly appreciable. The company promises an MIDC-certified range of 580 km on a single charge. It supports DC fast charging of up to 144 kW, bringing down the 10-80% SOC time to just 40 minutes.
MG Cyberster Design
This battery provides juice to two electric motors rated for a combined 510 PS of peak power and 725 Nm peak torque. This allows for supercar-like performance with a 0-100 km/h sprint in just 3.2 seconds and a top speed capped at 200 km/h. Power split is rear-biased as rear motor contributes for 62% of performance and front motor 38%. There are four Drive Modes – Comfort, Custom, Sport and Super Sport.
MG Cyberster Front Splitter, Rear Diffuser
Drive & Safety
Launch Control on Cyberster is very potent, sending the car into the next dimension every time and so is its electronic differential lock and AWD traction. MG Cyberster boasts of a delicately designed chassis by F1 engineering legend Marco Fainello with a 50:50 weight distribution. Also helping with grip are the sticky Pirelli P Zero tyres and providing stopping power are Brembo callipers.
MG Cyberster Brembo Brakes, Pirelli P Zero Tyres, Side Skirts
Handling is sharp because of the 50:50 weight distribution and there is a lot of traction from the sticky Pirellis. Steering response is quite intuitive and direct and is adjustable too with three modes. Ride is pretty planted and does not include any surprising concerns. Braking is one area where we felt that it could have been better, especially with stronger initial bite than what it offers. Other than that, this is a lovely machine to go crazy on a race track.
MG Cyberster Roll Hoops
Safety is a concern with convertible cars, but MG is ensuring that there are no stones unturned. For starters, there is significant engineering in Cyberster’s A Pillars and there are sturdy roll hoops behind the seats to prevent roll-over related fatalities. Then we have 4 airbags as standard which covering front and the sides. MG has implemented a driver-monitoring camera on steering wheel and then the safety net of Level-2 ADAS ensures autonomous features like auto emergency braking, lane-keep assist and adaptive cruise control.
MG Cyberster Design
Conclusion
Sportscars and Supercars in India are not a practical solution, but a conscious choice to stand out from the mundane. It should look pretty, sprint like a Cheetah, impress your love interest sitting beside you and give you a grand entrance everywhere you go. These are not highway mile munchers in the practical sense, but for quick and glamorous city excursions and paparazzi encounters.
MG Cyberster Design
For intended purpose of a sportscar or a supercar in India, MG Cyberster absolutely delivers and is an undisputed champion in pricing. There’s nothing that comes close to Cyberster in terms of appeal, panache and flair, especially at the Rs 75 lakh (Ex-sh) price tag. With some planning, it can double up as your convertible Grand Tourer machine with its promised 580 km range, giving you best of both worlds. MG Cyberster is not “Too Good To Be True”, it is “Too Good and True”.
MG Cyberster Kammback Rear More
Kia Carens EV First Drive ReviewKia has been on the verge of captivating more of Indian automotive market. The company is approaching its goals with a multi-pronged strategy. One of the prongs is a mainstream fully electric vehicle to boost its presence in the lucrative electric car space in India. In that regard, Kia India has just launched the Carens Clavis EV, which is not only Kia’s first ever mainstream EV, it is India’s first mainstream 7-seater EV. We drove Kia Carens Clavis EV at the national media drive in Bengaluru and here’s what we think about this vehicle.
Kia Carens Clavis EV First Drive Review
With Carens Clavis EV, Kia is offering buyers a unique mobility solution which was unheard of in the country’s mainstream market. Where pricing is concerned, Kia Carens Clavis EV starts from Rs 17.99 lakh (Ex-sh) for the base HTK+ variant. Speaking of, there are three trim levels on offer – HTK+, HTX and HTX+. Bookings will start today, 22nd July 2025 and deliveries will commence soon.
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Where HTK+ is exclusively offered with a 42 kWh battery pack and HTX+ is exclusively offered with a 51.4 kWh battery pack. The mid-spec HTX trim gets both options. There are as many as six colour options to choose from – Glacier Pearl White, Gravity Gray, Aurora Black Pearl, Pewter Olive, Imperial Blue and Ivory Silver Matte.
Carens Clavis EV Design
Design & Appearance
When compared to Carens Clavis ICE, the ‘Opposites Unites’ design language on Carens Clavis EV looks almost identical. However, there are a few key design highlights that only the EV gets, to establish design distinction. These design elements include connecting LED light bar, new 17-inch alloy wheels with a geometric pattern and the addition of front fog lights.
Carens Clavis EV Design
Also exclusive to Carens Clavis EV are the front charging port and an active front flap which opens and closes as needed to optimize aerodynamic performance. Headlights are the same Triple Ice Cube design LED reflector units engulfed by a stylish LED DRL signature that also doubles as the turn indicators. Chrome type applique on lower bumper is present too, lending a sophisticated appearance.
Carens Clavis EV Design
Under Kia Carens Clavis EV’s front bonnet, is a frunk, which houses charging cable and CCS2 gun neatly encases in premium cases and the company is ensuring that you have a premium experience while using the frunk with the use of hydraulic struts that requires little to no effort to get this heavy bonnet open. Another addition with Carens Clavis EV is the V2L (inside and outside).
Carens Clavis EV Boot
Spacious Interiors
Boot space, on the other hand, is similar to what we see with Carens Clavis ICE model. Both vehicles share the same dashboard and door trims too, which is not a bad thing. We get the same 2-spoke steering wheel with audio controls on the right and instrumentation controls on the left. This steering wheel is adjustable for height and reach.
Carens Clavis EV Interiors
Behind this steering wheel is a 26.62-inch Dual Panoramic display comprising of a 12.3-inch infotainment screen and a 12.3-inch instrument cluster. The system supports Android Auto, Apple CarPlay and is connected to a premium Bose audio system. There are USB ports, wireless charging pad, smart infotainment and climate control Swap Screen. Same as Carens Clavis.
Carens Clavis EV Interiors
What’s different with Carens Clavis EV is the new centre console which now gets a multi-layered storage system with adjustable cup-holders on top, hidden beneath a sliding door. This is where you can find the ventilated seat controls, 360-degree camera button, parking sensor switch and others.
Carens Clavis EV Interiors
Electronic parking brake switch, however, has been shifted near the headlight levelling dial, out of driver’s peripheral view. Also moved away from centre console is the gear selector, which has been shifted to the steering column, similar to Creta Electric. Even the start button is situated on this stalk, inconveniently labelled EV instead of Start. Paddle shifters exist to control regeneration and even engage I-Pedal mode.
Carens Clavis EV Frunk
Features & Safety
Other notable features include electrically adjustable driver’s seat, auto headlight, rain-sensing wipers, a panoramic sunroof, ambient lighting, an air purifier, dedicated blower for rear occupants, roof-mounted AC vents for 2nd and 3rd rows, tray table and manually operated Boss Mode for 2nd row left passenger, front and rear armrest, one-touch tumble feature for 2nd row seats, adjustable headrests and more.
Carens Clavis EV Features
The Level-2 ADAS offered by Kia has up to 20 autonomous driving features including the likes of auto emergency braking, adaptive cruise control, lane keep assist and others. All important ADAS features are present. Adding to the safety are 6 airbags as standard, ABS, EBD, ESP, TCS, an intuitive 360-degree camera, blindspot assist on TFT cluster, 3-point seatbelts and seatbelt reminders.
Carens Clavis EV Features
Specs & Powertrains
Kia Carens Clavis EV measures 4,550 mm in length, 1,800 mm in width, 1,730 mm in height and packs a 2,780 mm long wheelbase. Ground clearance on Carens Clavis EV is 200 mm, lending it an SUV stance. Where powertrain is concerned, Kia Carens Clavis EV packs similar battery and motor options as the Hyundai Creta Electric. Lower variants get the smaller 42 kWh battery with 404 km of claimed range and higher variants pack a larger 51.4 kWh battery with 490 km of claimed range.
Carens Clavis EV
The smaller 42 kWh battery variants get a 133 bhp and 255 Nm electric motor and larger 51.4 kWh battery variants get a 169 bhp and 255 Nm electric motor. Both powertrain options get FWD layout, driving front wheels. Choosing the latter will give you quicker acceleration too, taking 8.4 seconds to sprint from 0-100 km/h.
Carens Clavis EV Features
Similar to Hyundai Creta Electric, Kia Carens Clavis EV offers up to 11 kW AC charging, which some vehicles in this price point lacks. With this 11 kW AC charger, larger 51.4 kWh battery can be charged from 10% to 100% in 4h 45m. With a 100 kW DC charger, 10% to 80% should take just 39 minutes.
Carens Clavis EV Front Seats
Ride Quality & Performance
The suspension setup on Kia Carens Clavis is set up on the softer side and the large 17-inch wheels do a good job of towering over road undulations. Combination of these two also allows for a plush ride quality with great bump absorption characteristics. Because it is setup for comfort, handling takes a back seat as there is a decent amount of body roll and vertical bob.
Carens Clavis EV Rear Seats
However, Carens Clavis EV is not advertised as a sporty product and the soft suspension is actually fitting to its target demographic. Braking performance is one area where we would have liked better initial bite. That said, the regen in i-Pedal mode is quite strong and is intuitive once you get the hang of it.
Carens Clavis EV Steering
One positive aspect of being an EV is that Carens Clavis EV packs quite a punch where performance is concerned. Acceleration is instantaneous and is quite addictive, encouraging you to go heavy on the throttle. Kia promises 8.6s 0-100 km/h sprint and it is fairly achievable in Sports Mode. Eco Mode is what you need to eke out maximum range.
Carens Clavis EV Features
Conclusion
Wrapping things up, we think concluding the Kia Carens Clavis EV is quite easy. It is the country’s only 7-seater mainstream EV and the company has identified a popular niche. Carens Clavis EV advocates itself, appealing to large families and even a smaller family that needs a larger boot than what a typical 5-seater EV would provide.
Carens Clavis EV
In that regard, Carens Clavis EV scores big and it comes with Kia’s assurance of reliability, dependability and consistent electronics. So, if you’re in the market to buy an electric SUV, Kia Carens Clavis EV is an easy recommendation for the masses even if you don’t need a 7-seater. Even in terms of pricing, Kia is matching the 5-seater electric SUVs on sale in India. Versatility is always better than not having the option at all. More
2025 TVS Apache RTR 310 First Ride ReviewThe Apache RTR 310 has always been a solid offering attracting enthusiasts who needed a taste of all the electronic rider aids offered in bigger vehicles. Even in terms of design and appearance, TVS Apache RTR 310 possessed an edge of wildness and aggression that redefined the street fighter genre.
2025 TVS Apache RTR 310 Prices
Now, TVS has deemed it worthy to update this already tempting package with more features and new colourways and graphics with MY25 version. The bike has been launched starting from Rs 2.4 lakh (Ex-sh). After experiencing this updated motorcycle on road and race track at the national media drive held in Coimbatore, this is what we think about the new 2025 TVS Apache RTR 310.
2025 Apache RTR 310 First Ride Review
2025 TVS Apache RTR 310 First Ride Review
Where pricing is concerned, TVS Motor is offering an introductory offer of Rs 10,000 that brings the starting price to Rs 2.4 lakh (Introductory, Ex-sh) for the Base variant. The Top variant has been priced at Rs 2.57 lakh (Introductory, Ex-sh). BTO Kit 1 or Dynamic Kit costs Rs 2.75 lakh (Ex-sh) and BTO Kit 2 or Dynamic Pro Kit costs Rs 2.85 lakh (Ex-sh).
2025 TVS Apache RTR 310 Colours
Where design is concerned, there are not a lot of new elements added to 2025 model. Primary additions include knuckle guards and new LED turn indicators which get sequential function now. There are four colours on offer – Arsenal Black, Fury Yellow, Fiery Red and Sepang Blue, depending on variants chosen.
2025 Apache RTR 310 First Ride Review
Fiery Red is a new colour, while other three are carried over with refreshed graphics for a more appealing look. Added knuckle guards have a sturdy metallic mount at one end and lend a muscular look and add to the overall aggression of this motorcycle. To untrained eyes, new 2025 model looks almost identical to its predecessor, which is not a bad thing as it was a handsome machine to begin with.
2025 Apache RTR 310 First Ride Review
New Features!
This is what it boil down to, with 2025 Apache RTR 310. The new features. New RTR 310 continues with its reverse-inclined 312.12cc single-cylinder liquid-cooled DOHC 4V/cyl engine that contributes to mass centralisation and overall handling characteristics. The engine is updated with a new forged aluminium piston which is stronger and lighter than before and PVC coated piston rings. Together, they ensure higher endurance than before.
2025 Apache RTR 310 First Ride Review
New model gets the same transparent clutch cover which we saw on updated Apache RR 310 last year. With 2025 model, TVS has added keyless functionality, which is a breath of fresh air in the premium street fighter genre. Michelin Road 5 tyres promise more traction and stability on roads and track. Biggest upgrade in features are with electronic rider aids on 2025 Apache RTR 310.
2025 Apache RTR 310 First Ride Review
The most notable addition is Launch Control, which can be turned on when Track Ride Mode is selected. When activated, rider should hold the clutch, go full throttle and release the clutch and the bike will launch with optimum traction. Also new, is Drag Torque Control, unlocked with its 6-axis IMU (Inertia Measurement Unit). This feature allows for aggressive downshifts during engine braking, preventing rear wheel slip.
2025 Apache RTR 310 First Ride Review
There are a lot of features offered as standard even with the Base variant. These include the Michelin Road 5 tyres, new knuckle guards, sequential turn indicators, transparent clutch cover, cruise control, linear traction control, drag torque control, rear wheel lift protection and more. Upgrading to the Top variant brings a bi-directional quick-shifter.
2025 Apache RTR 310 First Ride Review
BTO Pack 1 or Dynamic Kit brings TPMS (Tyre Pressure Monitoring System), adjustable front and rear suspension from KYB along with a Brass coated chain. It is BTO Kit 2 or Dynamic Pro kit that brings out all the bells and whistles including keyless ride, launch control, cornering drag torque control, cornering ABS, cornering traction control, cornering cruise control and slope dependent control, among others.
2025 Apache RTR 310 First Ride Review
Other than these, 2025 Apache RTR 310 continues with most of the features that its predecessor carried. These include LED lighting, 5-inch TFT instrument cluster with a host of information and controls, fancy switchgear, a trellis frame and aluminium rear subframe, fat tyres, premium braking components and more.
2025 Apache RTR 310 First Ride Review
Performance – Road & Track
2025 Apache RTR 310 is more of an experience upgrade than performance upgrade. That’s because this motorcycle still offers the same performance metrics that it used to offer before. It still offers 35.6 PS and 28.7 Nm in Sport, Track and SuperMoto modes and 27.1 PS and 27.3 Nm in Urban and Rain mode. So, the improved performance that we saw with 2024 Apache RR 310 is not a part of 2025 Apache RTR 310.
2025 Apache RTR 310 First Ride Review
It would have been more thrilling if TVS had infused the higher performance of updated RR 310. As things stand, 2025 Apache RTR 310 offers a similar performance as it did before. TVS had organised a track session at the CoASTT High Performance Centre in Coimbatore and a long road ride in and around Coimbatore.
2025 Apache RTR 310 First Ride Review
On the track, we only used launch control feature once at the start of our lap. It allowed us to launch this motorcycle like a missile without losing traction or the front wheel lifting off. It was a well tuned and implemented feature. Linear and cornering drag torque control worked well too and we didn’t once face any wheel slippage under aggressive downshifts on the race track.
2025 Apache RTR 310 First Ride Review
The Michelin Road 5 dual compound tyres offered excellent feel and feedback along with optimum traction, making track work breeze. This is also down to the combination of bike’s chassis agility, steering geometry, performance, extensive rider aids, impeccable braking, TVS’ extensive racing expertise and more. All these aspects give a boost in confidence to riders to tackle corners carrying higher speeds, lean more, brake late and throttle early.
2025 Apache RTR 310 First Ride Review
On the road, 2025 Apache RTR 310 offered excellent low-speed driveability and did not heat up as much in slow-moving traffic. Suspension tuning even at TVS’ prescribed settings, did a great job absorbing bumps and undulations of public roads. Suspension can be dialled up or down as per rider preference as they are fully adjustable for pre-load, rebound and compression with BTO variants.
2025 Apache RTR 310 First Ride Review
Conclusion
There’s nothing to complain about the 2025 TVS Apache RTR 310. It continues to be an excellent segue into the big bike realm if you want to experience and get well versed with all electronic rider aids offered by these expensive big bikes. In the segment this bike operates, we cannot think of another motorcycle that packs these many features and electronic rider aids at that price point, making it a VFM choice.
2025 Apache RTR 310 First Ride Review
This bike is clearly not for the ‘No Replacement For Displacement’ audience out there who are just chasing spec sheets and raw performance numbers without realising the new onslaught in rider aids. For audience who wants to experience finer features and the latest and greatest in motorcycling world at an affordable price, 2025 Apache RTR 310 makes a heck of a proposition.
2025 Apache RTR 310 First Ride Review More
Hero Vida VX2 First Ride ReviewHero MotoCorp’s onslaught into electric scooter segment has been amplified with the launch of Vida VX2. This is the first electric 2W in India to offer BaaS prices on scooter’s price tag, similar to what MG introduced with Windsor EV. This is an unprecedented move by Hero MotoCorp which is likely to propel Vida’s sales into the leaderboards.
Vida VX2 has a lot going for it and the company has immense faith in this project. This is by far the most ambitious move by Hero MotoCorp within electric scooter segment. We experienced this scooter in Bengaluru at the national media drive. After riding it for around a day, this is what we think about Vida VX2 Plus variant.
Hero Vida VX2 Design
Hero Vida VX2 First Ride Review – Attractive BaaS Prices
Rs 44,990! That’s the price Hero MotoCorp is advertising heavily with Vida VX2. To put it into perspective, Vida VX2 costs less than the most affordable new iPhone. While this could be a glaring reflection of just how ridiculously expensive Apple products can get, we can’t glance over the fact that Hero has got pricing bang on. The company has achieved it by offering Battery as a Service (BaaS).
Hero Vida VX2 Design
So, the Rs 44,490 includes pricing for base Vida VX2 Go (Ex-sh) + Rs 0.96 per km and an introductory offer. Hero has not disclosed a timeframe for this introductory offer. Once this offer ends, prices will start from Rs 59,490 (Ex-sh) + battery rental cost for the base Go variant and Rs 64,990 (Ex-sh) + battery rental cost for the top-spec Plus variant. Without BaaS, Go variant costs Rs 0.99L (Ex-sh) and Plus variant costs Rs 1.1 lakh (Ex-sh).
Hero Vida VX2 Design
Not a single rival brand offers BaaS pricing model on the vehicle, lowering upfront costs considerably. This is likely to emerge as a key turning point in Hero MotoCorp’s journey in the country’s electric scooter industry. With BaaS plans, Hero is also bundling access to their Vida DC fast charging network, which is growing as we speak.
Hero Vida VX2 Design
Design & Appearance
Where design is concerned, Hero Vida VX2 is a familiar scooter, which was showcased as Vida Z at 2024 EICMA Show. VX2 looks quite nice and a lot simpler than V2 lineup does. Design is somewhat cohesive and it doesn’t look out of place in any way. ‘We Care’ LED headlight and LED tail light signatures are familiar and so are its LED turn indicators. Body panels are minimal, especially when compared to Vida V2 lineup.
Hero Vida VX2 Colours
There’s a single-piece seat and even a pillion backrest. Floorboard is flat and can accommodate quite a lot of cargo, if necessary. There’s also a handy 5L glovebox behind the front apron which can take some items including smartphone, gloves and other paraphernalia. Vida VX2 rides on 12-inch alloy wheels on both ends, which get dual-tone machined finish. Rear swingarm is single-sided and it proudly exhibits this wheel down for the world to look at.
Hero Vida VX2 Colours
Vida VX2 gets a total of seven colours – Matte Inspired White, Matte Giallo Lime, Autumn Orange, Pearl Red, Matte Gun Metal Grey, Nexus Blue and Pearl Black. Among all these colours, Matte Gun Metal Grey is quite special as it is the only one that gets contrasting Orange highlights on floorboard.
Hero Vida VX2 Design
Switchgear looks quite nice and operates well with reassuring clicks. Left side switchgear has low beam / high beam and integrated flasher, a 4-way joystick to operate the new fully-digital TFT colour instrument cluster, an SOS button which gets its own flap so that users don’t press it accidentally, turn indicators and a horn switch.
Hero Vida VX2 Front 5L Storage
On the right hand side, we get a toggle for hazard light function, Mode selector which also doubles as a toggle to shift into Reverse Mode and then there’s a Start button / Kill Switch. Unlike Vida V2 lineup, VX2 does not get keyless go feature and gets a regular conventional key and a conventional keyhole. Boot release is integrated into this keyhole and works as expected.
Hero Vida VX2 Key
Beside this keyhole, is a Type-A USB charging port behind a flap. Above glovebox, towards the left, we can see a flap that opens up to a DC fast charging port. Home charging is done by lifting the seat and connecting charger into the AC charging port. Under-seat storage is up to 33L, which is commendable for a scooter with removable battery tech that eats up into the boot area.
Hero Vida VX2 TFT Cluster
Ergonomics & Features
Vida VX2 offers a long seat which is fairly cushioned with adequate support. Short city commutes, which is the intended use case for Vida VX2, on this scooter is a cakewalk for both rider and pillion. Rider sits upright and pillion gets decent room and positioning of footpegs is comfortable as well. Vida VX2 falls quite well into the family-style scooter genre with no surprises for users.
Hero Vida VX2 App Interface
Where features are concerned, the main highlight is its 4.3-inch TFT instrument cluster on Vida VX2 Plus variant. This is a fairly bright display that can be controlled from the 4-way joystick. This cluster is paired with a dedicated Vida app with quite a lot of functionalities. This cluster supports music control and turn-by-turn navigation. With the app, users can access detailed stats, trip analysis and a host of other details and information.
Hero Vida VX2 App Interface
Navigation can be set from the app and it will be projected on the screen. Nearest charger info is a handy feature too. Other notable features include remote immobilization, live tracking, geo fencing and a ring my scooter feature, which should come in handy in shopping mall parking lots to pinpoint the scooter. LED lighting all around, fancy switchgear, hazard light and removable battery are other notable elements.
Hero Vida VX2 Brakes, Motor
EVOOTER & BaaS
Speaking of removable batteries, they are by far the most important feature of Vida VX2. It is the fundamental element in the EVOOTER marketing term that Hero has coined for VX2. In the VX2 Plus variant we experienced, Hero is offering a 3.4 kWh battery promising a range of up to 140 km. Based on our short ride experience, one can expect a real-world range of around 100 km and depends vastly on the way it is ridden.
Hero Vida VX2 Switchgear
We say this because regeneration is not automatic. In this sense, Vida VX2 will not charge batteries under deceleration on its own. Users have to use the two-way throttle and twist it to the other side, so as to get regeneration. It allows for an unintrusive riding experience, one that is close to ICE scooters, but regen does not happen automatically. VX2 even comes to a complete halt twisting the throttle in reverse.
Hero Vida VX2 Three Methods Of Charging
Same procedure is for Reverse Mode, twisting throttle in reverse takes the scooter back with an audible beep. To access removable batteries, one has to unlock the seat from keyhole and then use same key to unlock a plastic door that covers battery area. One can remove these batteries and then charge them separately or directly plug in the same AC charger. Also, Vida DC charging is at user’s disposal too, which is unlocked for BaaS customers.
Hero Vida VX2 DC Charging
Speaking of, BaaS plans are provided by Hero FinCorp and Vidyuttech Services in 2 Year, 3 Year and 5 Year durations, with a minimum monthly charge. Once the 3 year or 5 year duration is complete, buyers will get full ownership of scooter and batteries. Depending on the variant (Go and Plus) and plan chosen (2 Year, 3 Year and 5 year), users will have to pay a monthly fee ranging between Rs 1.1K and 2.2K.
Hero Vida VX2 Design
Ride & Handling
Vida VX2 rides very similarly to other family format electric and ICE scooters. Buyers will be treated with a decently plush ride quality and the 12-inch wheels at both ends ensure reasonable bump absorption too. This is not a corner carver and should not be treated as such. Overall ride dynamics are comfortable, which is on par with this segment. With Vida Plus, one can expect around 100 km of real-world range with mixed usage.
Hero Vida VX2 Removable Battery & Boot
There are three riding modes – Eco, Ride and Sport. The latter unlocks all of its performance. Performance is brisk and the power delivery from its swingarm-mounted motor. There is no jerk in power delivery and the overall throttle transitions are quite smooth. Braking performance could have been better, especially with front disc brake. Using both brakes at once is a lot more reassuring.
Hero Vida VX2 Loose ORVM
Reservations & Conclusion
As impressive as the Vida VX2 was, there is room for growth. During our time with Vida VX2, we came across a quality control issue too. Which was in the ORVMs, where it was loose and spinning on its own across the ride, despite manually tightening it. It even fell out on its own while returning. If this is the same ORVM stalk that Hero uses with Mavrick 440 and Xpulse, it is likely to rust very soon.
Hero Vida VX2 Flimsy Battery Door
We felt that the removable battery door could have been executed better. Hero could have completely ignored this lockable battery door because it is made of plastic and a dedicated thief can get into this area with relative ease. Also, there’s always a fear of accidentally forgetting the key inside the boot and shutting the seat. I can imagine myself in this situation and it can happen to anyone.
Hero Vida VX2 AC & DC Charging
That said, Hero MotoCorp has taken a giant leap in India’s electric scooter segment with Vida VX2 and it is likely to propel Hero’s name into the leaderboards. It looks right, it rides the way it should, packs a lot of features expected in this segment and offers the flexibility of BaaS prices on both scooter and battery, which no other brand is currently doing. With sheer affordability factor, further sweetened with introductory offer makes Vida VX2 a winner in Hero’s portfolio. More
