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      New Hero Destini 125 First-Ride Review – Head Over Heart Decision!

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      New Hero Destini 125 First-Ride ReviewThe new Hero Destini 125 is better equipped to take on rivals like Yamaha Fascino, Honda Activa 125, TVS Jupiter 125 and Suzuki Access
      After dominating the motorcycle market for a very long time, Hero MotoCorp is taking greater strides in scooter market. The company has a phase-wise plan to launch more premium scooters in the future. But for mainstream scooter buyers, Hero has unveiled the new Destini 125, which will directly take on 125cc offerings from Honda, Suzuki, TVS and Yamaha.
      We have ridden the new Destini 125 around Goa, where Hero MotoCorp arranged a media ride event. After riding it in the city, winding hilly roads, narrow highways and other conditions along with experiencing all the perks and misses, here is what we think about the new Hero Destini 125.
      [embedded content]
      New Hero Destini 125 First-Ride Review
      First impressions of the new Hero Destini 125 were positive if we take the broader scheme of things. If Hero MotoCorp wants to increase its market share in India’s scooter segment, new Destini 125 is likely to play a crucial role. We say this because Hero might establish an attractive price point, drawing more customers in.
      For context, Hero Destini Prime (previous gen) is the most affordable 125cc scooter in India by quite some margin. We expect a similar strategy with new Destini 125 as well. Add to it, all the new design elements and features, Hero Destini 125 might expand Hero’s market share in India’s highly competitive scooter segment.
      New Hero Destini 125 First-Ride Review
      There are 5 colours on offer, depending on the variant – Eternal White, Regal Black, Majestique Magenta, Cosmic Blue and Groovy Red. Hero MotorCorp assigned us Majestique Magenta colour. It does stand out from usual colours, owing to its radiant appeal. If you ask me, Regal Black looks the best, especially with the copper chrome elements. Speaking of, only Eternal White and Regal Black get copper chrome.
      The new design Hero is going for, leans towards making it a neo-retro offering. We say this because of the way new Destini 125 looks from the side and the way headlight housing and front apron have been carved. With this radical new styling, there is a sense of newness, which buyers in this segment might appreciate.
      New Hero Destini 125 First-Ride Review
      New elements
      There is a new LED headlight setup with H-shaped LED DRL signature. This is a projector headlight setup, which is first-in-segment and should offer excellent visibility. Hero claims that this new headlight is 3X better than what it used to offer before. Interestingly, the projector inside headlight housing is for the high beam, while low beam is taken care of by a reflector setup.
      Front apron gets an H-shaped design appeal too and integrates chrome elements and turn indicators in an interesting way. Front fender is metallic and so are the large side body panels. Hero has tastefully integrated chrome elements in ORVMs, front apron, near floorboard, badges and the rear for some visual bling. Personally, this chrome bling takes the overall appeal of this scooter a little on the feminine side.
      New Hero Destini 125 First-Ride Review
      The seat is long and top-spec ZX+ trim gets a dual-tone seat cover too. There is a neatly integrated pillion back support, which a lot of users will appreciate. From the rear, I felt like design is a tad convoluting and busy, especially with its split appeal for tail light and turn indicators. Instead, the company could have easily integrated turn indicators near or inside the LED tail lights. Alloy wheels are new and they get a dual-tone finish, for a stylish appearance.
      Notably, turn indicators are still halogen, for cost-effectiveness, whereas tail lights are LEDs with an H-shape signature. Another interesting aspect of new Destini 125 is the easy maintenance. We found the oil level dipstick to be conveniently accessible and so was the air box. I am an automobile engineer and I appreciate what Hero MotoCorp has done here. If I owned this machine, I would tend to do the periodic oil changes by myself, establishing a stronger connection with my machine.
      New Hero Destini 125 Maintenance
      Practicality, Features and Ergonomics
      New Hero Destini 125 has a large under-seat storage and it even accommodated my full-size track-spec XL-sized helmet. But I couldn’t close the seat while doing so. But it went in, which I can’t say about scooters in this segment. Half-faced helmets should not be an issue at all. For convenience, there is an LED light here.
      Floorboard is large and flat, allowing you to carry some larger items. There is a strong hook near the floorboard to hang stuff. Behind the front apron, Destini 125 has a glove box where we can stash a 500ml water bottle along with a smartphone. This is also convenient, as the USB Type-A charging port is very close to this glovebox.
      New Hero Destini 125 Storage
      Key is a regular type and it unlocks the boot and fuel filler cap along with ignition at the same place. Speaking of fuel filler caps, it is an external type with Hero MotoCorp’s Destini 125 for that added convenience. The rear pillion backrest also doubles up as a grab rail as well. Hero has improved switchgear on the new Destini 125 and they look very fancy and operate well. Some of these switches are backlit as well.
      I am a 6’ tall individual (182 cm) and I found the rider’s triangle to be neutral and comfortable. After riding the scooter around Goa, I didn’t find any fatigue in my shoulders and back. Nor did I find any weird quirks about the overall seating position. Even sitting on the pillion seat was a comfortable experience and the slight step in seat for pillion allows for a comfortable knee angle too.
      New Hero Destini 125 Switchgear
      Where features are concerned, new Hero Destini 125 gets a fully digital reverse-LCD instrument cluster. It was surprisingly legible even with my sunglasses on. It incorporates a crisp font and boasts Bluetooth connectivity with app support for the smartphone. What is appreciated, is the turn-by-turn navigation. There is self-cancelling winkers after 15 seconds, among other notable features.
      Powertrain and Riding Dynamics
      Hero Destini 125 continues to be powered by a 124.6cc single-cylinder air-cooled engine that boasts best-in-segment (125cc family scooter) power figure of 9 bhp at 7,000 RPM and 10.4 Nm of torque at 5,500 RPM. This is a refined engine that promises 59 km/l of mileage (fuel efficiency) and is backed by a switchable i3S stop/start feature.
      New Hero Destini 125 Rider’s Triangle
      Where performance is concerned, new Hero Destini 125 offers decent acceleration and picks up pace in a respectable manner. Power delivery is not urged, which is perfectly fine for a practical 125cc family scooter. Destini 125 has 12-inch wheels at both ends and there is a fatter 100-section rear tyre now, for added stability.
      New Hero Destini 125 offers great stability and emerges as an agile and peppy scooter for daily use. While turning the scooter on corners, it offers decent confidence. Suspension is cushy and absorbs a great deal of road imperfections. It is not a corner carving track machine. But for intended audience, it is perfectly set up for comfort and practicality. The only fly in the ointment is the braking. Despite having a disc brake and Bybre calipers, new Destini 125 lacked stopping power.
      New Hero Destini 125 On Bad Roads
      Conclusion
      In the limited time we had with new Destini 125, the scooter impressed us a lot with just how friendly it is. The suspension and seat offers excellent comfort. Underseat storage and flat floorboard are very accommodating. The powertrain is smooth and Hero claims 59 km/l of mileage (fuel efficiency). Hero has worked on exceeding features expected in this segment. There is an easy maintenance approach as well.
      All these make the new Hero Destini 125 a head-over-heart decision. Something you would need, but not want to buy from your heart. We say this because the scooter is impressive, but not attractive enough to establish an emotional connect. Sure, design is subjective and there will be a large chunk of audience that will consider the new Destini 125 as pretty. Personally, I think Hero MotoCorp could have made the design more subtle to establish a more appealing first impression and make me want to buy this scooter.
      New Hero Destini 125 Rear
      While we were riding it around Goa, it did not garner any attention from the general consensus. I did not see a single person who gave this scooter a second look of admiration or stopped to take a picture. That just didn’t happen. We also think Hero should have offered sleeker LED turn indicators and a smart key for a keyless experience. While new Hero Destini 125 does not strike a stylish first impression, it impresses the users with its sheer sensibility and (expected) price-wise competitiveness. More

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      New TVS Jupiter First Ride Review – Aim For The Throne!

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      New TVS JupiterWith Honda Activa, Hero Destini and Suzuki Access as the main rivals, New TVS Jupiter 110 comes with a radical new design and more features
      TVS Motor has been one of the leading scooter manufacturers in India for a very long time. The company has been selling the Jupiter to masses and has had great success. However, the success quotient can always be taken a notch above and that’s exactly what TVS is doing with its best-seller, Jupiter.
      In August 2024, we get a new Jupiter 110 which will replace the outgoing model. This update was quite a surprise, considering Jupiter sales were booming as ever. TVS has updated its golden goose nonetheless and we got to sample it at the company’s premises in Hosur, Tamil Nadu. Here’s what we think about the New TVS Jupiter.
      2024 TVS Jupiter
      New TVS Jupiter First Ride Review – What’s New?
      When the first official teaser broke covers, I was expecting TVS to launch an updated Apache RR 310 with the same attributes that Apache RTR 310 got. An update to Jupiter scooter was surprising, considering Jupiter is second best-selling scooter in India and has been holding that position for a very long time.
      But TVS seems to be aiming to dethrone Honda Activa, which is currently India’s best-selling scooter. TVS has outdone their already winning formula and has made New Jupiter vastly more appealing than before. The company has launched New Jupiter for a starting price of Rs 73,700 (Ex-sh), which is competitive, considering rivals.
      TVS Jupiter – All variants pricing
      For the price, TVS is offering a lot of features and will take Jupiter legacy to a new level. Even though I initially felt like Jupiter didn’t need an update, the new model makes its predecessor look obsolete, in terms of design. We’re looking at Jupiter’s evolved ethos where TVS is bringing excitement into family scooter genre.
      In that regard, we get a new design, which looks a lot more mature than it did before. We get a new fascia with a much sleeker LED reflector headlight. Top models get connected LED DRLs in the apron with seamless LED turn indicators integrated into them. Rear LED tail lights get a similar effect as well, lending a modern appeal.
      New TVS Jupiter
      Side silhouette is still adhering to a family scooter genre. However, TVS is modernizing for crisper details and sharper lines than before. The Dawn Blue Matte colour is the one TVS provided us at the media drive event and it looks very good. There are 4 variants and accordingly, TVS offers Galactic Copper Matte, Starlight Blue Gloss, Lunar White Gloss, Titanium Grey Matte and Meteor Red Gloss colour options.
      New platform, new engine
      The New TVS Jupiter 110 is positioned on a new lighter chassis with Body Balance Technology 2.0. There is a new powertrain for Jupiter too, which is a derivative of Jupiter 125’s engine block. 2024 Jupiter gets a 113.3 cc unit, replacing the older 109.7cc unit. This engine is coupled to ‘iGO’ micro-hybrid tech with electric assist.
      2024 TVS Jupiter Side
      Peak power is 8 bhp, but peak torque varies from 9.2 Nm without iGO assist and 9.8 Nm with iGO assist. Peak performance is achieved at lower RPMs with the new J110 engine as opposed to its predecessor. Acceleration is on par with rivals and proves to be peppy in daily rides. iGO assistance helps achieve responsive roll-on acceleration. TVS quotes improved fuel-efficiency too. Around 7% to 8% improvement.
      For the first time, TVS is offering petal disc brakes at the front with TVS Jupiter 110. Petal design helps in better heat dissipation as there is more surface area along the edges. Breaking performance was stronger in comparison to its predecessor. We would reserve our thorough opinions before experiencing the scooter in real-world testing.
      TVS Jupiter Lighting
      We even experienced the Body Balance Technology 2.0 on New TVS Jupiter and it inspired a lot of confidence. Stability is excellent and has good cornering abilities, as we experienced the same on TVS’ test track inside their facility in Hosur, Tamil Nadu. Overall handling characteristics are composed with a hint of sportiness and the 12-inch wheels play a part here.
      Space and Features
      Rider ergonomics was balanced. I am a 6 feet (182 cm) tall individual and I didn’t face any issues. Seat is long and offers a lot of room to move around. Because of my height, I sat closer to mid point of this seat and there was still acceptable room for a slim pillion behind me.
      New Jupiter
      TVS has offered an accommodating floorboard with New Jupiter. I can imagine carrying a gas cylinder on this scooter. There’s a handy glove box behind the front apron and it can take a water bottle too. It also acts as a nice compartment to keep a smartphone when it is being charged via the USB Type-A port onboard.
      There is a retractable hook as well, to hang grocery bags or something of that sort. Adding to convenience is a front fuel filler cap, as the fuel tank is positioned in scooter’s floorboard. Because fuel tank is moved away from under-seat area, it liberates a lot of storage. TVS demonstrates this storage space by stowing two half-face helmets.
      2024 TVS Jupiter Storage
      TVS offers an extensive range of features to come off as well-equipped. In this pursuit, TVS has done a great job as New Jupiter is quite feature-loaded. For starters, it gets a fully digital colour LCD instrument cluster with Bluetooth connectivity and voice-assist function including TVS’ proprietary SmartXonnect system.
      Bluetooth connectivity ensures notification alerts from smartphone along with turn-by-turn navigation system. With the help of TVS SmartXonnect system, users can unlock a host of connected features like “Find Me” and a host of rider stats. We wished this display was a little brighter, especially under direct sunlight.
      2024 TVS Jupiter Instrument Cluster
      New TVS Jupiter also gets a hazard light feature. There is an emergency panic braking alert system where turn indicators flash automatically during sudden braking situations, notifying other road users. Turn indicators reset themselves after some time, which is halfway there to self-cancelling indicators.
      Conclusion
      New TVS Jupiter has matured a lot and has evolved into a new product that aligns itself with changing customer buying trends. Performance is not exactly exhilarating, but New Jupiter exudes confidence and a sense of security while riding. It does everything it is supposed to do and one can’t ask for anything more.
      New Jupiter
      Sure, a smart key with keyless entry would have been nice to see with the new generation of Jupiter. Rival scooter offers this feature and takes the convenience quotient to a new level. TVS might consider offering a keyless solution in the future, depending on demand. Other than that, New TVS Jupiter comes with significantly improved mechanicals in a stylish new avatar and exciting new colours. More

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      Tata Curvv EV First Drive Review – Style Quotient, Redefined!

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      Tata Curvv EV First Drive ReviewJust-launched Tata Curvv EV directly takes on MG ZS EV and Mahindra XUV400 along with upcoming Maruti eVX and Hyundai Creta EVThe time is between 2010 and 2014. That is when I lived in Belagavi (then Belgaum), Karnataka. People across my home owned a BMW X6, world’s first Coupe SUV. Initially, I thought the Coupe SUV genre was hideous. But I saw that X6 for the next three years and it grew on me so much that I now adore Coupe SUVs.During that time, Coupe SUV genre was limited to only luxury cars and I never imagined that it would somehow hit the mainstream market. Fast forwarding to August 2024, Tata Motors has made Coupe SUV genre mainstream with Curvv and Curvv EV and even I can afford one today. What a time to be alive, eh? After briefly driving Tata Curvv EV in Udaipur, Rajasthan, here’s what we think about it.Tata Curvv EV – DesignTata Curvv EV First Drive Review – Striking Exterior!One look at Tata Curvv EV in person is enough to make the majority of people fall in love with it. Of course, there will be people who may find coupe SUV genre weird. If you ask me, I loved the design, owing to my affinity to Coupe SUVs. As we drove the Curvv EV around Udaipur, it grabbed a lot of eyeballs. In many instances, smitten bystanders approached us and enquired about this gorgeous machine.Fusing Harrier and Safari inspired exterior design with Curvv has worked wonders. The slim connected LED DRLs, LED projector headlights with LED cornering fog lights, the electrically operated front charging flap, 18-inch alloy wheels with aero inserts, connected LED tail lights, stylish roof spoiler, a panoramic sunroof and other exterior design highlights look nice. PIÈCE DE RÉSISTANCE is obviously the sloping coupe roofline.Tata Curvv EV – Sloping Coupe RooflineTata Curvv EV doors shut on top of the door sills. My Renault Captur has the same design and I appreciate it when a carmaker takes the extra effort. None of the current C-Segment compact SUVs have this feature. Another extra effort by Tata Motors is painting the plastic body cladding. Every single rival gets unpainted body cladding and they turn into a hideous whitish-gray shade in no time when standing under the sun. While cladding on Curvv and Curvv EV will remain black as they get gloss black paint.Other exterior design highlights on Curvv EV include flush door handles with welcome light and an electrically operated tailgate with gesture controls. Both are segment first features. Tata provided Rushlane with the new Virtual Sunrise colour and Black contrasting roof. Other colour offered to media was Pure Grey, which looks a lot like Nardo Grey offered on a few premium cars.Tata Curvv EV – Sloping Coupe RooflineMostly similar interiors as Nexon EVWhile Tata does a great job of masking the Nexon EV’s exteriors with Curvv EV, the same can’t be said about Curvv EV’s interiors. Except for a few features like 4-spoke steering wheel from Harrier and Safari, panoramic sunroof, electrically adjustable driver’s seat and more extensive ambient lighting, there is nothing new with Curvv EV over a Nexon EV. Space at the front and rear is almost identical to that of Nexon’s too.There is a larger boot with Tata Curvv EV with 500L of space that can be expanded to 973L by folding the 60:40 split rear seats. There is also a 11.6L frunk (front trunk) which is perfect to stowe away the portable charger. All in all, one can surmise Curvv is a Nexon with a larger boot, when it comes to interior updates and passenger space on offer. That might not be a bad thing if you don’t care a lot about rear seat occupants and features and space revolving around their comfort.Tata Curvv EV – InteriorsWe say this because the two-step recline function for rear seats is very minimal and barely makes a difference in overall comfort. Curvv EV offers similar knee room for rear passengers as Nexon and Tata Motors skipped rear sun shades as well. There are only two headrests in 2nd row and it would be a squeeze to fit three adults abreast. Even at the front, interior cabin width is not enough and full-size adults will graze their shoulders and elbows.The leatherette cladding on dashboard was not padded, while elbow pads on all four doors, were. This is a weird omission, in my opinion. How much can a sheet of foam cost and how much more time would it take in the assembly line? My 2010 Tata Indica Vista has around 60% more soft-touch plastics than the Curvv. There is no dual-zone climate control on Curvv EV. But that is perfectly fine given that the rivals’ implementation of dual-zone climate control makes less sense, anyway.Tata Curvv EV – InteriorsFeatures and equipmentAt 12.3-inches, Curvv EV’s free-standing infotainment screen is largest-in-segment (on paper), and it is slick to use and comes with a plethora of features. It gets wireless Android Auto and Apple CarPlay, iRA connected features, Arcade.ev apps including music streaming (Spotify) and video streaming (Amazon Prime) and a lot more. The 10.2-inch instrument screen is top-tier too, offering multiple layouts, music info, full-screen navigation, ADAS system monitoring and many other attributes.Tata Curvv EV SpecsBoth front seats are ventilated with three fan levels. The steering wheel from Harrier and Safari lends an upmarket appeal and feels nice to grip. Illuminated logo on steering ups the cabin ambience and the touch and toggle-buttons feel intuitive to use and control the instrument screen. There is a brand new key fob with Curvv EV that feels a lot more premium than other key fobs from Tata. It has lock, unlock, headlights and boot open functions.Tata Curvv EV – BootThere’s a wireless charging pad, keyless entry, push-button start, cruise control, auto-dimming IRVM, cooled glovebox, a banging audio system from JBL, front and rear armrests, height adjustable seatbelts, leatherette seat upholstery, LED lighting for the front and rear individual LED reading lights, a parcel tray on boot area, two hidden storage compartments in boot, a boot light and many other features. Doors don’t open 90-degrees wide, but the aperture was wide enough.Where safety is concerned, Tata Curvv EV comes equipped with 6 airbags as standard. Other safety features are an electronic parking brake with auto-hold, ABS, EBD, BA, TCS, ESP, auto headlights, rain-sensing wipers, 360-degree camera, blind spot assist, all-four disc brakes, TPMS, Level-2 ADAS suite, and a lot more. Chances of Tata Curvv EV scoring 5 Stars in Bharat NCAP is close to 100%, which can’t be said about its immediate rivals. Tata has also given Curvv EV AWAS, which plays a subtle music to warn road users and bystanders when driving under 20 km/h. We would have liked it if AWAS didn’t play when car was standing still in parking mode when power is left on. Say, to run climate control or music in traffic.Tata Curvv EV – Digital ClusterPerformance and handlingGetting the basics out of the way, Tata Curvv EV is underpinned by Acti.ev platform that we also experienced in Punch EV. The chassis integrity and dynamics is very good. While Curvv EV feels a lot closer to Nexon EV in terms of space and comfort, powertrain is a different story. Curvv EV gets two battery pack options, 45 kWh (claimed range 502 km) and 55 kWh (claimed range 585 km). For context, Tata Nexon EV gets 30 kWh and 40.5 kWh battery options.Smaller 45 kWh battery variant gets a 148 bhp and 215 Nm electric motor and a 502 km claimed range. The one we drove in Udaipur was the top-spec 55 kWh battery variant which had a 165 bhp electric motor. Interestingly, the torque still remains the same 215 Nm as lower-tier variants. Tata claims 0-100 km/h sprint of 8.6 seconds with higher-spec variants.Tata Curvv EV – Alloy WheelsHowever, we felt that there could have been more torque in higher-spec variant for more ferocious acceleration. There may be a Curvv EV Racer with more performance later on. Maybe the same reason why there is no all-black Curvv EV at launch as it will get a Dark Edition soon. In our testing, we achieved a 0-100 km/h run in under 9 seconds. Braking performance might have been slightly more progressive.[embedded content]There are three drive modes – Eco, City and Sport with meaningful difference in performance. There are four regen modes as well, 0 to L3, controlled by the paddles behind the steering wheel. Charging time has been reduced with Curvv EV and Tata claims 10-80% SOC in 40 minutes with a 70 kW DC charger. The 7.2 kW AC home charger will juice up the 55 kWh variant from 10-100% in 7.9 hours. Because of the short period we had with the car, we couldn’t put the 585 km range to test.Tata Curvv EV – Coupe SUVCurvv EV suspension has been setup to be slightly on the softer side. So, dynamically, it can’t be as sharp as, say, Punch EV, based on the same platform. But the ride quality is really great, despite Curvv EV riding on 18-inch alloys with 55-profile tyres. Tata Motors usually gets the suspension right for Indian road conditions and Curvv EV is no different. Maybe slightly taller profile tyres would have made Curvv EV more immune to Indian bad roads.ConclusionBased on the brief drive we embarked in Udaipur, we liked the Curvv EV for what it is. What it is, is a stylish coupe SUV that looks stunning and stands out from the crowd. Design and style is the primary USP of Tata Curvv EV. In that regard, Curvv EV doesn’t disappoint. If you are looking at Curvv EV as a larger Nexon with bigger boot, more performance and larger battery for a greater range, Curvv EV is perfect. Except for a few omissions, it even has a lot of equipment and features on offer, some of which are segment first. Think, a dynamic car for a nuclear family.Tata Curvv EV – Coupe SUVBut if you are expecting it to have space and comfort of a C-Segment SUV, it disappoints. Interiors don’t feel expansive enough like the rivals do. That’s because it is a lot closer to Nexon EV than it is to the upcoming Harrier EV. Also, there are a few glaring omissions with Tata Curvv EV. Even at Rs 22 lakh (Ex-sh), Curvv EV lacks telescopic adjustment for steering wheel, soft-touch dashboard, rear sun shades, all-four one-touch up/down windows, vanity lights for front passengers, a hydraulic strut for bonnet and a few more.Other than a few criticisms we have, Tata Motors has done a commendable job in bringing the Coupe SUV genre to the masses. The packaging of features and creature comforts can always be improved later. We would like to see an even more performance-oriented Curvv EV Racer in the future and probably even a dual-motor AWD version. Like we mentioned before, Curvv EV is a brilliant offering from Tata Motors for what it is. More

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      Yamaha Aerox 155 Version S 500km Review – Performance Meets Practicality!

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      Yamaha Aerox Version S ReviewOwing to its unique blend of performance, excitement and practicality, Yamaha Aerox 155 Version S is the best mainstream enthusiast scooter in IndiaIn many scenarios, scooters emerge as the more preferred means of transport in the city. They’re unisex in their approach and have a step-through floorboard for added practicality. For folks who are used to underseat storage, scooters are irreplaceable. But scooters lack in performance to satisfy the enthusiast who craves for a little more oomph.Yamaha is catering to this particular niche with Aerox 155. This scooter has been on sale for some time and recently got an update in April 2024 in the form of a new top-spec variant called Aerox 155 Version S with a Smart Key. Yamaha India provided Rushlane with Aerox 155 Version S for a short review. Here’s what we think about it after riding it for around 500 km.Yamaha Aerox Version S ReviewYamaha Aerox 155 Version SFor starters, Yamaha Aerox 155 is a performance-oriented sporty scooter with a non-step-through floorboard. Yamaha calls it a “Maxi Scooter”, even though it has less fairing than a typical Maxi Scooter would. India has a fair share of Maxi Scooters like Suzuki Burgman Street 125 and Aprilia SXR 160. But Yamaha Aerox 155 has performance like none of the mainstream scooters on sale in India, including Aprilia SXR 160 and especially, the Suzuki Burgman Street 125.The new Aerox 155 Version S is offered in two colours only – Racing Blue and Silver. Both colours command a price tag of Rs 1,51,200 (Ex-sh, Delhi). Regular non Version S Aerox 155 without Smart Key starts from Rs 1,47,900 (Ex-sh, Delhi). The price feels slightly high for what is a scooter. But, this is no ordinary scooter. For context, you can buy a Hero Xpulse 200 4V Pro with fully adjustable suspension and turn-by-turn navigation for Rs 1.55 lakh (Ex-sh).Yamaha Aerox Version S ReviewFor what it is, Yamaha Aerox 155 is a commendable motorcycle as it is the first ever of its kind for Indian mainstream market. It is a global design with a tunnel in the floorboard where the 5.5L fuel tank is. It is one of the, if not, the best looking scooters on sale in the mainstream market. The twin LED headlights lend a feel of a large scooter and so does the overall design. The central tunnel, sharp stepped seat and overall edgy design completes that unique sporty look.Practicality and FeaturesThe main highlight of Aerox 155 is that it combines a motorcycle’s performance with a scooter’s underseat storage. Underseat space is enormous and we could fit a XL size full face helmet as well. Yay! There is a small storage behind the front apron where users can keep their smartphone to charge. Sadly, Yamaha still offers a 12V socket as a charging solution. Buyers who are buying a niche premium and pricey product like Aerox 155 Version S would have wanted a USB Type-C socket. Also, it would have been nice if this glovebox was lockable.Yamaha Aerox Version S BootWith the new Version S, Aerox 155 gets an all new Smart Key with features like Answer Back, Unlock and Immobilizer. There is a significant convenience advantage offered by scooters with Smart Keys and Aerox 155 Version S is no different. Answer Back feature is handy when you are trying to locate the scooter in a parking lot as it beeps and flashes for you when activated. User can just chuck the keys in the pocket or a bag and forget about it and keyless system works flawlessly without a single issue.Yamaha Aerox Version S Smart KeyThere is a fully digital instrument cluster with two tachometers, for some reason. One of them could have been something different like a fuel-efficiency meter like Honda does with their cars. This instrument cluster is negative LCD and is not legible in direct sunlight. If you wear sunglasses like I do, legibility leaves the chat almost completely. It features connectivity with a dedicated smartphone app showing many stats and other info, including last parked location. But there is no turn-by-turn navigation on offer, which is unacceptable at this price point.Yamaha Aerox Version S Dim Instrument ScreenOther notable elements include fancy brake levers, fancy footpegs, a side-stand engine cut-off feature, engine start/stop feature, hazard light feature among others. On a vehicle priced at a premium, we sorely missed a few features like LED turn indicators, a parking brake (brake lock), illuminated switchgear, self-canceling turn indicators and turn-by-turn navigation.Yamaha Aerox Version S Side ProfilePerformance and RideThat said, there are a few aspects about Aerox 155 that blurs the price tag and makes the purchase feel worth it. They are performance and handling. This is where Aerox 155 Version S shines bright. With the same 155cc single-cylinder DOHC 4V liquid-cooled engine with VVA (Variable Valve Actuation) as YZF-R15, it is easily the most performant mainstream scooter ever sold in India. This engine has 14.75 bhp of peak power at 8,000 RPM and 13.9 Nm at 6,500 RPM, mated to a CVT gearbox.Yamaha Aerox 155 EnginePerformance is brisk and you can zip around the traffic easily with enough gust on tap. Acceleration is addictive and maintaining 100 km/h on highways on Aerox 155 feels like second nature. Even though the fairing is not as pronounced as a typical Maxi Scooter, it still does a decent job in deflecting wind. Ride is very sporty too and Aerox has very impressive cornering capabilities for a scooter. Large 14-inch wheels wrapped with fat 110-section front and 140-section rear tyres further aid in handling and straight-line stability.Yamaha Aerox 155 Fuel FillerRear suspension is on the stiffer side, but we did ride the scooter with slightly less air at the back, to counteract some of the stiffness. Braking at the front was decent with good bite and progression, backed by single-channel ABS. Rear drum brake setup, however, felt inadequate. Riding position is slightly committed, for a sporty feel. I am a 6 ft (182cm) tall individual and I faced some ergonomic issues with Aerox 155. Because of my tall legs, I tend to sit in the middle of a scooter’s seat and I couldn’t do that with Aerox owing to the stepped seat. People of normal height might not face any issues like I did.Yamaha Aerox 155 FasciaConclusionAll-in-all, we wished Aerox 155 Version S came with a few features that 2W vehicles priced way less, are offering. We also wish Yamaha had offered a rear disc brake with dual-channel ABS system for the price. Upcoming Hero Xoom 160 will be a fitting rival to Aerox and will also achieve significant price advantage. However, Yamaha Aerox 155 Version S is the most performant mainstream scooter on offer today. For enthusiasts who are looking for motorcycle performance with scooter’s practicality, we would easily recommend Yamaha Aerox 155 owing to its sporty ride and zippy performance and to stand out among the sea of conventional scooters. More

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      Bajaj Freedom 125 First Ride Review – The Dawn Of CNG Motorcycles

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      Bajaj Freedom 125 First Ride ReviewMost notable attribute about the Bajaj Freedom 125 CNG motorcycle is its incredible mileage (fuel efficiency) claiming up to 102 km/kgBajaj is rewriting the books of automotive history by launching the Freedom 125 in India. With huge export ambitions, Freedom 125 CNG will be remembered in history as the one that started it all. The first, the pratham, la primera, o primeiro, la premiere. Bajaj had provided Rushlane with a review sample for a short time. This is what we think about the world’s first CNG motorcycle.Bajaj Freedom 125 First Ride ReviewFor a motorcycle like this, everything depends on pricing. So, let’s start with that. Bajaj Freedom 125 CNG starts from Rs 95,000 for base variant and goes till Rs 1.10 lakh (Ex-sh). It is to be noted that Bajaj is matching the base price with other premium sporty 125cc motorcycles. This is commendable move, considering CNG bike has added costs and complexities to account for. The base variant would appeal a lot to fleet operators, while top variant would appeal to individual buyers.Bajaj Freedom 125 First Ride ReviewBajaj decided not to offer a drab-looking motorcycle as their first CNG offering. Even if you take away the CNG wow factor, Freedom 125 is still a handsome looking motorcycle and a standalone quality. We get an exposed trellis frame, beefy tank shrouds, muscular front fork covers, stylish alloy wheels, attractive lighting elements, swanky colours, and a really long seat. Knuckle guards would have made the bike even more attractive.Bajaj Freedom 125Features-wise, Bajaj has offered a fully digital negative LCD instrument cluster that is equipped with Bluetooth connectivity. LED headlights, LED tail lights, side-stand engine cut-off, USB charging socket and sturdy hooks for practicality are some of the notable features. All these features make Freedom 125 feature loaded, practical and versatile, apart from being fuel efficient.Bajaj Freedom 125 First Ride ReviewEngine, Specs and MileageMain highlight of Bajaj Freedom 125 is its brand new CNG+Petrol bi-fuel capable engine. This is a brand new 124.58cc single-cylinder Bi-fuel unit from Bajaj capable of running on both petrol and CNG with up to 102 km/kg mileage from CNG and 67 km/l from Petrol. Bajaj could fit this CNG tank under the seat because of this engine’s sloper design of this engine. This whole CNG setup, however, weighs a lot and contributes significantly to the bike’s 147.8 kg kerb weight.CNG tank alone weighs 16 kg and holds 2 kg worth of CNG gas. This CNG tank is protected by the bike’s trellis frame. Because of this whole setup, Bajaj repositioned air box into the fuel tank area, hence pushing a small 2L fuel tank towards the right. According to Bajaj, total range from this system is 330 km, which is not bad for a commuter. Rider can toggle between CNG and petrol modes easily with the flick of a switch on left switchgear.Bajaj Freedom 125 First Ride ReviewThere is a noticeable performance gap between CNG and Petrol. In crude words, Petrol is like a “Sport” mode, while CNG is “Eco”. When compared to other 125cc motorcycles, Bajaj Freedom 125’s performance is a cut below. The 147.8 kg kerb weight slows it down further. Performance metrics are 9.37 bhp and 9.7 Nm. Acceleration is fairly brisk, but overtakes need planning. For a motorcycle geared towards fuel efficiency, performance is perfectly acceptable. We experienced a few false neutrals with the bike’s 5-speed gearbox. Clocking more kilometres may smoothen things out.We did a thorough mileage run on this motorcycle. But the pressure at CNG filling station was not enough refill consistently. So, our mileage test yielded 85 km/kg when run on CNG, which varies with Bajaj’s 102 km/kg number. We might do a proper 100% to 0% mileage run for a more accurate reading in the future. Even at 85 km/kg, Bajaj Freedom 125 easily has the least running costs of any motorcycle in India, owing to the lower price for CNG fuel.Bajaj Freedom 125 First Ride ReviewRide, Handling and ComfortBajaj Auto Has taken special care when it comes to comfort on Freedom 125. The seat is probably the longest in the world and has acres of space. Seat height is 825 mm and was perfectly fine for me (182 cm tall individual) and I could even flat foot without any issues. Rider ergonomics was alright. The bike commanded a slight lean towards the handlebar, but not stress inducing for city commutes in any way. Which is the primary intended use for this bike.Bajaj Freedom 125The bike felt sure-footed while riding in the city or brisker runs on the highway. Freedom 125 doesn’t lose composure when tackling bad patches of road and does a good job of handling road irregularities. There were a few thunks here and there from front suspension. During our short period with this motorcycle, we didn’t feel the suspension setup to be unnerving or worrisome. Braking power was adequate for the segment and intended speeds of Freedom 125.Bajaj Freedom 125 First Ride ReviewConclusionBajaj has put a lot of effort into Freedom 125 CNG motorcycle and it shows. It looks premium and unique, but still matches the base price of its 125cc premium rivals, despite packing additional CNG equipment. In our time with Bajaj Freedom CNG, we faced a few engine related niggles. However, none of these are expected to translate to the production model that buyers will get their hands on.Bajaj Freedom 125We felt like Bajaj could have added an engine stop/start system to eke out even better mileage out of its first-ever CNG motorcycle. We also felt Bajaj could have added an engine kill switch and navigation feature bundled with Bluetooth connectivity. Bajaj needs to come up with more methods to propogate the safety aspects of this motorcycle to nudge buyers. Because safety was one of the concerns a lot of people had with this motorcycle.Bajaj Freedom 125 First Ride ReviewThat said, Bajaj Freedom 125 didn’t have a single deal breaker that would prove to be off-putting for target demographic. In that regard, we think Bajaj has a winner on their hands in the form of Freedom 125. The future of CNG motorcycles is here and we liked it more than we thought we would.[embedded content] More

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      BGauss RUV350 First Look – Is This Your Next Electric Scooter?

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      BGauss RUV350 First RideLargest alloy wheels among any electric scooters, metal body and sturdy underpinnings are the main attributes that BGauss RUV350 promisesIndian electric scooter startup, BGauss, unveiled the new RUV350. Aimed to take on varied Indian terrains and road conditions, RUV350 aims to provide a unique experience to buyers. We can’t express our opinions, nor state facts or specs of RUV350. So, here’s a first look at this electric scooter.BGauss RUV350 First Look – Design and appealIn the sea of electric scooters on sale in India, establishing a distinct identity is often a task. A lasting impression, if you may. Some OEMs throw every single feature that they can cram in their scooter, some load their scooters with gimmicks and some offer the most utility. BGauss is not taking any of these routes.BGauss RUV350 DesignInstead, BGauss is aiming to offer sturdy and robust electric scooters with RUV350. It seems to be promising the largest alloy wheels and a steady stance among any electric scooter in India. Design and overall silhouette look like it is building on their existing D15 electric scooter.BGauss RUV350 Storage SpaceHeadlights and DRLs are at the usual position on the handlebar, instead of being integrated into scooter’s apron. Rear suspension is single-sided, while front isn’t. Stitching on seat cover, contrasting wheel colours (Grey, Orange and Yellow) along with exterior dual-tone colours with graphics are notable exterior attributes.[embedded content]What does RUV mean?According to BGauss, RUV350 is India’s first RUV. So, what is an RUV, to begin with? RUV abbreviates to Rider’s Utility Vehicle and looks like it is in keeping with the utility RUV350 is promising to customers. RUV350 packs BGauss’ new In-Wheel Hyperdrive motor that replaces D15’s rear hub motor.BGauss RUV350 Hyperdrive MotorThe main highlights of this electric scooter, as touted by the company, are largest (among electric scooters) alloy wheels with tubeless tyres, under seat storage to accommodate at least a half-face helmet, metallic body panels, a fully digital non-touch instrument cluster with a multitude of features, drive modes, reverse mode, and more. There are thoughtful touches too, like the concealed charging cable storage under the floorboard, storage behind the front apron, etc.BGauss RUV350 DashboardAs revealed by the company, BGauss RUV350 is a completely made-in-India product. “A to Z, an Indian product”, as stated by Founder and MD of BGauss and Director of RR Global, Hemant Kabra. BG BGauss is a venture of RR Global Group which is among India’s leading electrical and electronic component manufacturers and vendors. The company commenced operations in 2020, based out of Chakan, near Pune, Maharashtra.BGauss RUV350 Concealed Charger StorageBGauss has sold around 45K vehicles since they commenced production and is among the top 10 electric scooter manufacturers in India. RUV350, their latest launch, embodies all the R&D the company has been carrying out in the recent past. This particular scooter boasts multiple patents too, as it incorporates many new technologies, as per BGauss. More

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      2025 BMW M4 CS: Progress Is a Fickle Thing

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      Although it cost a whopping $140,895 and was too hardcore overall to qualify as a daily driver, the dramatically dynamic, ultra-sharp-handling, and wildly dressed-up BMW M4 CSL (limited to 1000 units) sold out instantly after its 2022 reveal. Almost exactly two years later, BMW just launched the equally eye-catching M4 CS, priced at $124,675. Despite the extensive carbon-fiber treatment, trademark quad headlights with yellow lenses, a choice of drop-dead gorgeous satin black or golden forged-alloy wheels, and acres of contrasting black go-faster accents, the CS is actually not nearly as extreme in character and execution as its forerunner. After all, it features four proper seats instead of two solitary racing buckets; a commendably compliant chassis setup instead of a lowered, ultra-firm, track-focused suspension; and all the expected luxury equipment instead of a no-frills full-noise cabin. Both models share the brand’s iconic top-of-the-line twin-turbo 3.0-liter straight-six rated at an identical 543 horsepower and 479 pound-feet of torque. But thanks to its standard all-wheel drive, the M4 CS beats the no-longer-available rear-wheel-drive M4 CSL to 60 mph; BMW quotes a 3.2-second time versus 3.6 for the CSL, but considering the mechanically similar M3 CS sedan did the deed in 2.7 seconds, we reckon BMW’s estimates are rather conservative. To carve out the CS’s extra performance, the M power brokers dialed up the maximum boost pressure to 30.5 psi, which duly increased output by 20 horsepower. In a parallel move, the engineers took out more than 70 pounds of weight. Means to this end include a lighter exhaust with a titanium silencer, redesigned low-carb wheels, a carbon-fiber hood, various slimline splitters and spoilers, four yawning grille-less nasal air intakes, and a decontented center console.We drove the M4 CS on the Salzburgring circuit in Austria, a two-hour drive from Munich. Mixed weather ruled out the Michelin Pilot Cup 2 R track-oriented tires, which are a factory option. Instead, our Riviera Blue companion for the day was shod with Pilot Sport 4S summer rubber, size 275/35ZR-19 up front and 285/30ZR-20 in the back. A little over 2.6 miles long, the Salzburgring is essentially a pair of fast straights capped by a set of slower curves on the approach to the start-finish line and the tricky high-speed 90-degree Nockstein Corner at the western perimeter. Constantly changing radii and several elevation changes make this ‘Ring more challenging than the straightforward layout suggests. Sven Esch, driver of our pace car and senior vehicle dynamics engineer of the M4 CS, knows this natural proving ground inside out. He calls out his instructions: “No 2WD, please. Feel free to dial in Track mode and MDM, but do not switch off DSC.” Aye, aye, sir!The M4 CS is fitted with thinly padded one-size-fits-some bucket seats as standard equipment. Their cushioning effect is negligible, but together with the three-point seatbelts they keep even extra-large frames firmly in place during hard braking or ten-tenths turn-in maneuvers. The steering wheel, unnecessarily squared off at the bottom, boasts a red straight-ahead marker but is almost too thickly rimmed for standard-size paws. The eight-speed transmission knows three operating modes: Auto, Sport, and Manual. We opt for the latter and select the fastest of three shift velocities, which is rapid and punchy but not nearly as wham-bang brutal as the flat-out second-to-third Sport+ whiplash in a 911 GT3. Which is exactly the point: The M4 CS will never scare you like the CSL, which loved to live its life on a razor’s edge in the wet and could still be snappy and short-tempered in the dry. Even the long back straight is not long enough to reach the claimed 188-mph top speed. We saw an indicated 144 mph before dropping the (extra-cost) carbon-ceramic anchors, which start making a difference after the second or third stint with the crowd on the pit wall still cheering. The brakes, the springs, the dampers, and the anti-roll bars all were tuned specifically for the CS. Track mode further speeds up the throttle response, sends an extra smidgen of torque to the rear wheels, delays stability control interference by a fraction of a second, and flexes the chassis muscles at the limit more energetically. One’s favorite dynamic profiles can be stored and summoned via two fire-red steering-wheel buttons labeled M1 and M2. M1 could, for instance, lock all systems in Sport or Sport+ with DSC off, while M2 may serve as a low-grip default setting with the full safety net in place at all times. Unlike Porsche, BMW M even lets the driver tweak the key dynamic man-machine interfaces, namely steering response and brake action. Although the difference between Comfort or Sport is relatively subtle, we would prefer a stable feedback under all driving conditions. It is in this context worth mentioning that BMW steering has over time gradually lost some of that deeply reassuring connectivity and total haptic immersion that peaked in the legendary E46 M3. Even in a sharp-handling and commendably involving sports coupe like the M4 CS, electric actuation and electronic control has to an extent traded crispness and sparkle for reduced effort and enhanced safety.Having said that, the M division’s latest effort still is a highly emotional piece. Hit the red starter button, watch the digital displays pop into life one after the other, listen to the exhaust at idle, then blip the throttle and compare the sound to the selected drive mode. Too subtle? Hit the exhaust button, dial in Sport+, then check again. That’s better. Now, pull the gear-lever into Drive and take off. What’s next, Herr Esch—another qualification lap or a long run? Although the vocal inline-six redlines at 7200 rpm, the torque curve plateaus from 2750 to 5950 rpm, warranting plenty of midrange grunt. The shift lights on top of the speedometer and the tach instantly reflect every change of rhythm, but unfortunately the instruments retain silly square bracket graphics rather than more readable old-fashioned round dials. Although BMW removed the center armrest without asking for permission, at least the iDrive controller survived as a comforting fixture for touchscreen haters.More on the BMW M4Two five-lap runs and some bonus track time doesn’t sound like nearly enough to evaluate a new car, but then the M4 CS is in essence a familiar quantity spruced up with a few fresh talents. Although it looks like a facelifted CSL, its road manners, ride comfort, performance, and equipment are more like an M4 Competition xDrive’s with a twist. Trouble is, that twist will cost you an extra $35,200, which is a lot of bread even if the production run will end, as rumored, after only one year and 2000 units, thereby likely bolstering the resale value. But right here and now, a base model M4 with standard seats and a wider choice of options seems like the more compelling bet. Feel free to save even more by opting for the 503-hp $84,375 rear-wheel-drive version, or secure a future classic in the shape of the 473-hp M4 manual priced at $80,275. Although the CS is the perfect 10 that beats the rest of the range on merit and appeal, that wafer-thin dynamic advantage comes at an uncool premium.SpecificationsSpecifications
      2025 BMW M4 CSVehicle Type: front-engine, all-wheel-drive, 4-passenger, 2-door coupe
      PRICE
      Base: $124,675
      ENGINE
      twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2993 cm3Power: 543 hp @ 6250 rpmTorque: 479 lb-ft @ 2750 rpm
      TRANSMISSION
      8-speed automatic
      DIMENSIONS
      Wheelbase: 112.5 inLength: 189.0 inWidth: 75.5 inHeight: 55.1 inTrunk Volume: 16 ft3Curb Weight (C/D est): 3850 lb
      PERFORMANCE (C/D EST)
      60 mph: 2.7 sec100 mph: 6.4 sec1/4-Mile: 10.7 secTop Speed: 188 mph
      EPA FUEL ECONOMY (C/D EST)
      Combined/City/Highway: 18/16/22 mpgAlthough I was born the only son of an ornithologist and a postal clerk, it was clear from the beginning that birdwatching and stamp collecting were not my thing. Had I known that God wanted me to grow to 6’8″, I also would have ruled out anything to do with cars, which are to blame for a couple of slipped discs, a torn ligament, and that stupid stooped posture behind the wheel. While working as a keeper in the Aberdeen Zoo, smuggling cheap cigarettes from Yugoslavia to Germany, and an embarrassing interlude with an amateur drama group also failed to yield fulfillment, driving and writing about cars became a much better option. And it still is now, many years later, as I approach my 70th birthday. I love every aspect of my job except long-haul travel on lousy airlines, and I hope it shows. More

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      2024 Ford F-150 Raptor R Piles More on Top

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      “There aren’t a lot of situations that 720 horsepower can’t solve.”It didn’t take long in the desert outside Palm Springs, California, for this line from the 2024 Ford F-150 Raptor R’s development team to ring true. Staring down a sandy dune several stories tall, our goal was to claw our way up the mountainside, rip a big fat drift, and meander back down. Some members of our cohort didn’t give the throttle the commitment it needed on the way up, but as the truck’s vertical progress began to slow, the relative silence gave way to a supercharged eight-cylinder aural assault, as all 720 horsepower and 640 pound-feet of torque went to work putting the Raptor R back on its intended course.On paper, the changes to the 2024 Raptor R seem mild. A new hood gave Ford engineers the airflow needed for them to extract 20 extra horsepower from the R’s supercharged 5.2-liter V-8 and flatten the engine’s torque curve a bit. New Fox Dual Live Valve shocks allow for control of both compression and rebound (only compression was adjustable previously). Combined with a control unit loaded with the Blue Oval’s in-house algorithms, Ford claims this more advanced suspension setup will expand on-road comfort and off-road capability in equal measure. To see how these changes enhance the Raptor R’s off-road prowess, we went through a series of different dirt-tinged scenarios. While we did spend a bit of time on the road, our 37-inch BFGoodrich K02 all-terrain tires were aired down (27 to 29 psi up front, 23 psi out back) for better desert-running grip, so we can’t speak much to how the truck would operate normally during daily use. But don’t worry, it sure as hell gets up to the speed limit in no time, and the truck’s gigantic footprint means 90 mph feels a lot closer to 40 than it should. Our first adventure led us to an off-road course meant to mimic desert racing. Pushing past 70 mph on gravel on a slight uphill stretch is not for the faint of heart; even with the BFGoodrich tires providing immense amounts of grip, the Raptor R’s front end lightens, and the body becomes subject to the lateral whimsy of the rocky path underfoot. A light drag on the brakes straightened the body in time for us to give the left pedal a much stronger hug, and the tires once again dug in as we dove into the first turn and powered out. The immense amount of suspension travel dispatched a series of gnarly-looking whoops with less drama than expected. Throughout, the Raptor R remained eminently composed—we were never left searching for grip from either axle—and only encouraged us to go faster in search of bump stops we never found.Following our best efforts to shake our bones to goop, we headed over to an autocross of sorts that Ford built on a dry lakebed, which gave us a chance to toss up some big brown rooster tails and cake the nearby terrain in dust. In the Raptor R’s Baja mode, the stability-control system permitted a lurid amount of yaw, allowing us to slap the 10-speed automatic transmission into manual mode, heave the front end into a corner and apply power to send it sideways. It drifted with ease—as anything with 720 horsepower should.Before being sent up a multi-story dune, we had some proper mountain crawling to knock out. Swapping to Off-Road mode changes the powertrain’s behavior, focusing more on low-speed, low-rpm crawling than high-speed, high-rpm whoop-demolishing. This change in throttle mapping made it easy to move forward at whatever pace was comfortable, using the front camera’s feed on the standard 12.0-inch touchscreen to place the tires atop rocks that could otherwise slash some sidewalls if they weren’t surmounted correctly. Ford wasn’t about to put us into a situation that only a Chinook could solve, but it wasn’t exactly mini golf either; still, the Raptor R ate that steep, rocky trail for lunch, without even so much as a glance at 4LO.Naturally, it wouldn’t be a Raptor R drive without a jump, and Ford happily obliged. There wasn’t much hang time, but no matter what angle the Raptor R actually left the sandy ramp—hitting highway speeds in the desert will cause an awful lot of unintended juking and yawing—the truck plopped back down to terra firma (terra firm-ish, we suppose) with a satisfying lack of metal-on-metal noise, and a small bit of countersteer kept the nose pointed in the right direction.More Raptor ReviewsThe Ford F-150 Raptor R already exists in the upper echelon of off-road-truck capability, and the small adjustments made to the pickup for 2024 give the pilot the confidence to add pace and get up to even more hoony shenanigans. Dearborn will want more than a pound of flesh for the privilege though—while the six-cylinder Raptor starts at a mildly sensible $80,325, upgrading to the Raptor R requires another $31,925, and with a couple other options, our example’s window sticker reached an eye-watering $113,935. But considering the Ram 1500 TRX’s replacement and the Raptor’s closest competitor, the Ram 1500 RHO, is only offered with six cylinders of motivation, this muscled-up Ford is the only V-8 dune-demolisher in town.SpecificationsSpecifications
      2024 Ford F-150 Raptor RVehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup
      PRICE
      Base: Raptor R, $112,250
      ENGINE
      supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, port fuel injectionDisplacement: 315 in3, 5163 cm3Power: 720 hp @ 6650 rpmTorque: 640 lb-ft @ 4300 rpm
      TRANSMISSION
      10-speed automatic
      DIMENSIONS
      Wheelbase: 145.4 inLength: 232.6 inWidth: 87.0 inHeight: 80.6 inCurb Weight (C/D est): 6050 lb
      PERFORMANCE (C/D EST)
      60 mph: 3.5 sec100 mph: 9.0 sec1/4-Mile: 11.9 secTop Speed: 112 mph
      EPA FUEL ECONOMY
      Combined/City/Highway: 12/10/15 mpgCars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree. More