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      in Electric Cars

      MG M9 Electric MPV Rear Seat Experience – The Game Of Thrones!

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      MG M9 Rear Seat ReviewIn India, many OEMs have boarded the luxury MPV train with stark examples being the now discontinued Mercedes-Benz V-Class, Kia Carnival, Toyota Vellfire and Lexus LM. There’s a new challenger in this segment, one that comes with electrifying performance and promises over the top luxury.
      MG M9 Rear Seat Review
      Of course, we’re talking about the new MG M9 electric luxury MPV, which is the maiden vehicle to be offered through MG Select dealerships and experience centres by JSW MG Motor India. We experienced the MG M9 in Goa at the national media drive and in this post, we will only express about the rear seat experience and our opinions as to just how luxurious MG M9’s rear seats are.
      MG M9 Rear Seat Review
      MG M9 Electric MPV Rear Seat Experience
      You must be familiar with a popular show on HBO called Game Of Thrones. While this is a fictional and mythological fantasy TV show, there is a Game Of Thrones happening in the automotive world. One where the elite executives are slowly transgressing from full-size sedans to luxurious MPVs for that ultimate comfort and relaxation.
      MG M9 Rear Seat Review
      MG M9 electric MPV aims to offer the best possible experience to these chauffeur-driven elites, who are already spoiled with a few options. Where rear-seat experience is concerned, we MG M9 offers a nice blend of space and comfort, along with exquisite luxury, over the top technology, equipment, features and creature comforts.
      MG M9 Rear Seat Review
      Rear seat experience of MG M9 starts with the powered sliding rear doors which can be triggered by request sensors on the handle or the key. Helping you to climb inside are a robust built-in step on door sill and a long grab handle. M9 is a tall vehicle and scooting into the seat after hopping in is like a cakewalk.
      MG M9 Rear Seat Review
      Feature Fest
      Once on M9’s rear seat, one can’t help but notice the amount of vehicular controls that can be accessed from here. Some of these include rear auto climate control with dedicated blower, front and rear panoramic sunroof with an electric blind, rear theatre lights, electrically sliding doors, front passenger seat with the help of electric Boss Mode and more.
      MG M9 Rear Seat Review
      These individual rear thrones are stupendously comfortable with all the support and plushness one could ask for. Both rear occupants get dedicated window blinds and these windows can go all the way down as well. Occupants are spoiled with a rear panoramic sunroof, dedicated AC vents and infotainment screens that get smartphone linking, music and AUX in along with a host of Android apps including Google Chrome and Youtube.
      MG M9 Rear Seat Review
      The outer-end armrest gets a sliding function and below it, we have a retractable cupholder that can accommodate multiple bottle diameters. Inner-end armrest can be opened to reveal a tissue paper dispenser and a dedicated stowaway for these tissues along with Type-A and Type-C USB posts. To access 3rd row seats, one can just walk between 2nd row seats and 3rd row occupants get dedicated Type-A ports, AC vents and other amenities.
      MG M9 Rear Seat Review
      A King’s Throne
      2nd row seats are easily the most important ones here and they are electrically operated, heated (3 levels), cooled (3 levels) and even offer 8 massage functions including Pulse, Wave, Walk, Single, Comfort, Butterfly, Waist and Snake. These massaging functions come in handy during the commute back home after a long day of work.
      MG M9 Rear Seat Review – Extend Mode
      All seat settings and most vehicular settings are crammed into a dedicated display present below the sliding armrest of both 2nd row seats. Using this screen, 2nd row captain chairs can be electrically operated to the full extent to move it front, back, sides and recline along with lumbar support, headrest position and the position of powered calf support which can be extended too.
      MG M9 Rear Seat Review – Sleep Mode
      If you don’t want to fiddle with individual seat settings, there is a memory function too, which is just convenient. MG has also crammed in Extend function that automatically brings it to a relaxed position and there is even a Sleep Comfort button that will recline and allow you to sleep as well. The same screen controls front passenger window, both rear windows, front sunroof, rear sunroof, rear auto climate control and a host of other vehicular functions.
      MG M9 Rear Seat Review – 3rd Row
      Then comes the Scenario Centre that bundles seat ventilation, seat position, window and sunroof positions into four scenarios. These are Summer Cool, Winter Warm, Rest Moment and Fresh & Comfort. All these scenarios are completely customisable and with the press of one scenario, it will adjust all set parameters on its own, which is a smart feature.
      MG M9 Rear Seat Review
      Plush Luxury
      2nd row experience on MG M9 electric luxury MPV is not just limited to features, gizmos and comfort factor. MG has taken care of luxury too. The company is using soft leather on the seats and a mix of Alcantara thrown in for good measure. The same treatment extends to rear door pads as well.
      MG M9 Rear Seat Review – Boss Mode
      There’s soft touch plastics almost everywhere, complemented by gloss Black elements and brushed Aluminium elements. MG has worked on sound insulation of M9 from outside elements. When moving, there’s almost nothing that filters through M9’s well insulated cabin. Wind noise, tyre noise and road noise are very well contained.
      MG M9 Rear Seat Review
      All in all, MG M9 offers one of the best rear-seat experiences in the luxury MPV business and it all depends on MG M9’s pricing, which is still under wraps. We will say, MG M9’s Game for the Throne is quite strong. We would encourage prospective buyers to test the MG M9 before considering any imported luxury vehicle in India.
      MG M9 Rear Seat Review More

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      Tata Harrier EV Quad Day Experience : Off Road, Technology Demo, Details

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      Tata Harrier EV Quad Day ExperienceTata Motors has been upping their EV game in Indian market and Harrier EV is the pinnacle of that journey. This is their flagship electric SUV and it packs features and technology that rivals don’t offer. Also, it packs mechanical equipment that frankly can be termed a revolution in the Indian electric car segment.
      The company organised a Quad Day event at Buddh International Circuit in Greater Noida for the media to showcase the latest and greatest features, technology and off-road prowess of Harrier EV. The Harrier EV Quad Day event was split between four zones – Precision Zone, Off-road Zone, Performance Zone and Tech Zone. Let’s go through them one by one.
      Harrier EV Coordinated Slaloms
      Precision Zone
      At the precision zone, Tata Motors showed-off a few stunts with Harrier EV including some slaloms, reverse slaloms, J-turns and more. The coordinated slaloms where expert stunt drivers were driving in both forward and reverse while maintaining optimum space was quite notable.
      Harrier EV Pulling WhAP 8X8
      That said, the notable stunt Harrier EV performed was pulling the WhAP 8X8 combat vehicle from Tata Advanced Systems that weighed more than 11 times as that of Harrier EV. Tata Motors demonstrated Harrier EV’s acceleration with table cloth stunt too, on which glasses containing fluids were placed and there were no spills even after Harrier EV pulled the tablecloth away.
      Off-road Zone
      Harrier EV is being advertised as an electric off-roader as it comes with RWD as standard in single-motor variants and QWD (Quad Wheel Drive) with dual motor variants, allowing for four-wheel traction to tackle tricky stuff. With 504 Nm total system torque, Harrier EV has more than enough grunt to handle off-road challenges.
      Because it has QWD (AWD) setup, the company has given it an updated Terrain Response system with more Terrain Modes than what we see in Harrier ICE. This is where the handshake between software and hardware is tested to its full extent. Tata Motors had multiple off-road challenges strategically laid out to test the capabilities of Harrier EV. So, we did just that.
      Harrier EV Rock Bed
      1. Rock Bed
      Tata Motors had organized a rock bed for Harrier EV to cross. The pit was filled with rocks and small boulders on which Harrier EV had to cross. This is where Tata’s new Terrain Response Modes come into action as I chose Rock Crawl Mode. In this mode user does not even have to give throttle inputs and Harrier EV will soldier on at 6 km/h speed with utmost precision making this rather daunting task look like a cake walk.
      Harrier EV Axle Twister
      2. Axle Twister
      In the axle twister challenge, Harrier EV’s Rock Crawl mode was disabled as it needs more throttle inputs from user owing to its tricky nature. This challenge tests the wheel articulation of an off-roader, putting stress on its front and rear independent suspension and chassis, while vehicle’s ability to maintain traction. Even with one wheel in the air, Harrier EV cleverly puts down power and gets moving with relative ease.
      Harrier EV Incline & Decline
      3. Incline & Decline
      What’s an off-road experience if the classic incline & decline is not in it. At the Harrier EV Quad Day event, there was one. A big one at that, with an incline angle of 34° and a decline angle of 35°. We put Harrier EV in Mud & Ruts Mode to tackle this steep incline. Dual motor QWD setup comes into its own here and pulls on with little fuss. All-wheel disc brakes are quite strong, assisting us with the steep decline.
      Harrier EV See-Saw
      Special mention to Harrier EV’s 540° camera that stitches underbody camera feed into the 360° camera feed, offering a Transparent Mode where you can see what’s happening below the vehicle during off-roading. This is great when you’re trying to position Harrier EV’s wheels where you want them to.
      Harrier EV Sand Pit
      4. Sand Pit
      While sand pits could prove a nightmare for 2WD vehicles, it was not at all a problem for Harrier EV and its improved Terrain Response Modes. To tackle this sand pit, we slotted Harrier EV into Sand Mode and it might make light work of this sand pit, clearing it with utmost ease and zero fuss.
      Harrier EV Side Incline
      5. Side Incline
      Going through side incline challenge, we put Harrier EV in Rock Crawl Mode again where you don’t need to give throttle inputs as the SUV maintains 6 km/h speed on its own. This side incline was rather steep too, but did not unphase Harrier EV in any way possible.
      Harrier EV Camel Hump
      6. Camel Hump
      Camel hump is a technical off-road challenge designed to test an off-roader’s approach angle, departure angle and breakover angle. In Harrier EV’s case, it has 25.3° approach angle, 26.4° departure angle and 16.6° breakover angle. Also, camel hump started with a see-saw which was quite challenging to get right the first time. This tests ground clearance of an off-roader too and Harrier EV’s 200mm+ true ground clearance was not an issue here. For an EV with batteries in the floor, that is reassuring.
      Harrier EV Mud & Ruts
      7. Mud & Ruts
      After all these challenges, it was finally time to get Harrier EV dirty in mud and ruts. It was wet, it was slushy and quite tricky, especially with Harrier EV’s H/T tyres. However, Harrier EV didn’t break a sweat here and with steady throttle inputs, it easily cleared this challenging section with composure and negligible wheel spins.
      Harrier EV Stairs Climb
      8. Stairs Climb
      Last challenge at the Off-road Zone was the good ol’ stairs climb, which is no big deal for Harrier EV after experiencing all these obstacles. However, the climb down through a sheet metal ramp was the most challenging bit, especially with H/T tyres that just cleared mud & ruts. With utmost caution, we cleared this section too and were impressed with Harrier EV’s braking and traction.
      Harrier EV Jump & Water wading
      Tata Motors had arranged for a few stunts at the Off-road Zone where Harrier EV made a few jumps while another Harrier EV was water wading. Speaking of water wading, we were not allowed to do it as part of our Off-road experience. Only experts from Tata Motors did it.
      Harrier EV Chassis Strength
      There was a 1.5 tonnes shipping container placed on a Harrier EV BIW (Body in White) to demonstrate chassis integrity and strength of Harrier EV’s pillars as well. Also demonstrating chassis integrity was crane hang which suspended a Harrier EV BIW on a sky hook while an entire Harrier EV (with powertrain and every other component) was strapped to this BIW.
      Performance Zone
      The most extensive part of Harrier EV Quad Day event was Off-road Zone and Tata even allowed media personnel to do these technical off-road challenges. Same can’t be said about Performance Zone and Tech Zone. For starters, we were not allowed to drive Harrier EV during Performance Zone on the race track at Buddh International Circuit.
      Harrier EV Hot Laps
      An expert from Tata Motors drove Harrier EV on the race track and showcased acceleration, performance and handling. At the race track, Tata showcased Harrier EV’s acceleration which is claimed to be around 6.3 seconds to reach 100 km/h from a standstill with Boost Mode. We also saw braking performance of Harrier EV, which was quite impressive considering the 2.3 tonnes+ kerb weight of QWD variants.
      For its size and weight, Harrier EV handles quite well too as the heavy batteries are at the floor, taking the centre of gravity low. We asked whether Tata Motors did a timed lap of Buddh International Circuit with Harrier EV like they did with Altroz Racer at CoASTT High Performance Centre in Coimbatore. And the answer is ‘no’.
      Tech Zone
      Finally, we experienced Tech Zone where Tata Motors had curated an experience to demonstrate Harrier EV’s technological advancements. Again, we were not allowed to drive in this zone and we could only experience while Tata personnel demonstrated these features to us.
      Harrier EV Auto Emergency Braking
      ADAS features
      We started off with ADAS features with Harrier EV’s adaptive cruise control feature where it detects the speed of leading vehicle and maintains a safe distance from it. With a mannequin placed on the road, Tata showcased AEB (Auto Emergency Braking) as well where Harrier EV came to a grinding halt before hitting said mannequin.
      However, Harrier EV applied brakes at the very last moment and the distance between Harrier EV and mannequin was quite short. Tata mentions that it is deliberate as their ADAS systems are trained to adapt to Indian road conditions and will not dominate the driving experience by being intrusive from far away.
      Dead-end Assist
      Another impressive feature Harrier EV has which was demonstrated at the Tech Zone was dead end assist. When you meet a dead end, say in a market, Harrier EV can get out of that dead end as it remembers last 50 m distance traversed and it will crawl out of that 50 m distance on its own without any inputs from driver. We have to try this in the real world to judge it properly.
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      Self Parking
      Party piece of Tata’s Tech Zone was self parking that the company is introducing for the very first time in Harrier EV. It can be activated from the inside when the vehicle detects an empty space and user selects that space from its infotainment screen. It will automatically park itself while doing steering maneuvers and giving throttle and brake inputs on its own. Parking was quite impressive and it was right in the middle of a properly marked parking space.
      Users can just select parking space on the screen and get out and walk away, while Harrier EV will park itself and Tata personnel demonstrated this as well and it worked. There are a few nuances to this as Harrier EV will cut off this self park feature if it detects a person around the vehicle and it happened while we were experiencing it. Also, parking space has to be properly marked for it to work, something we will have to test in real world.
      Summon Mode
      The new circular key allows users to manually summon Harrier EV from its parked space. Cameras and sensors will be working at all times to detect obstacles along with people or animals. It is definitely convenient in parking spaces and it is quite a flex to show off as well.
      There are quite a lot of other features on the new Tata Harrier EV, but these are all the experiences Tata Motors had curated for us at the Harrier EV Quad Day. Tata Motors has launched Harrier EV for a starting price of Rs 21.5 lakh (Ex-sh) and prices of all variants are yet to be revealed. It directly takes on Mahindra’s XEV 9e among others. More

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      MG Windsor Pro First Drive Review – Icing On The Cake

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      MG Windsor Pro First Drive ReviewWithin India’s electric car segment, there are multiple players. Some are former dominators but have lost major market share and some are on their journey to be the country’s best-selling electric car brand. JSW MG Motor India falls in the latter category and has found great success with Windsor EV, which is already India’s best-selling electric car.
      Improving on their offering further, MG has just launched Windsor EV Pro, which is a, well, a Pro version of Windsor EV. We experienced this vehicle as part of the national media drive organised by MG Motor. While it is vastly familiar, Windsor EV Pro addresses some of the shortcomings that media and buyers expressed with Windsor. After driving this vehicle across Assam and Meghalaya, here’s what we think about this new EV.
      MG Windsor Pro
      MG Windsor Pro First Drive Review
      We should start with the pricing, as they have been announced already. MG’s introductory prices have ended as the first 8,000 bookings came well within a day. MG Windsor Pro has been priced at Rs 18.1 lakh (Ex-sh) without BaaS pricing and Rs 13.09 lakh + Rs 4.5 per km with BaaS pricing with battery as a rental service.
      MG Windsor Pro
      There are three new colours with Windsor Pro – Celadon Blue, Glaze Red and Aurora Silver. Of these three, Glaze Red is likely to garner a lot of bookings as it looked quite eye-candy. Windsor Pro gets a new design for the 18-inch alloy wheels that looks like it could be lighter than what is offered with Windsor. Another change with Windsor Pro is an ADAS badge in Red highlights.
      MG Windsor Pro
      Design changes
      Where design is concerned, those are the only changes and Windsor Pro continues to smite buyers with its premium flair and roomy silhouette. It is still the same size too. The only other exterior change is that it now gets an electrically operated tailgate which ups the premium quotient providing access to its massive boot. Other than this, it is virtually identical to Windsor, which you might already be familiar with.
      MG Windsor Pro
      Even on the inside, there are no real changes other than the fact that it now gets Black and Ivory dual-tone upholstery. Even though Ivory upholstery is hard to keep clean, it is a welcome change as it makes the cabin look and feel roomier and adds a flair of sophistication too. The new Ivory shade and Windsor’s Infinity View glass roof transforms lend an airy feel.
      MG Windsor Pro
      Other features continue to be the same on the inside, which is not a bad thing. The 2,700 mm long wheelbase carves out a lot of room for all occupants and rear seats still recline up to 135 degrees for a lounge-like experience. This cabin is ergonomic and it is well thought out. It gets soft-touch plastics, a floating centre console with storage and premium touches for AC vent knobs, power window switches and many more.
      MG Windsor Pro
      The 15.6-inch free-standing infotainment screen is still slick to use and controls almost all the vehicular functions including headlights, ventilated seat controls and a lot more. Once you get used to it, the circular pod controls on steering wheel, infotainment screen and instrument cluster all feel like second nature and the learning curve is not that steep.
      MG Windsor Pro
      Added Pro Features
      Main addition in terms of technology is not V2L (Vehicle to Load) or V2V (Vehicle to Vehicle), but it is the Level-2 ADAS suite. This was one of the main feedbacks with the Windsor EV, which MG has worked on rather quickly. MG, as a brand, is known for its advances in ADAS suite in Indian car market and democratising it for the masses.
      MG Windsor Pro
      Now, Windsor Pro has autonomous features like auto emergency braking, lane keep assist, adaptive cruise control, auto high beam assist and many others. We tried them out during our time with this vehicle on the highways and city roads and they work as advertised. Lane keep assist is not for twisty hill station roads as we had in Assam and Meghalaya, but should work very reliably on regular roads with an added safety net.
      MG Windsor Pro
      A larger 52.9 kWh battery pack powers Windsor Pro, which is 39.2% larger than Windsor’s 38 kWh battery pack. With the larger battery pack, MG is claiming a 449 km range on a single charge, which is 35.64% more range than Windsor’s 331 km promised range. Higher range should act as a deterrent for range anxiety and eHUB by MG app has emerged as a key aspect in EV transitions.
      MG Windsor Pro
      Performance & Dynamics
      When we started the journey in the morning, our Windsor Pro review unit had 99% charge and it was indicating 400+ km of range on a single charge. At the end of our journey, Windsor Pro’s battery SOC was at 44% and it was still showing a 187 km range left. In our experience, we found it quite close to reality and one could expect around 400 km of real-world range with MG Windsor Pro if driven sanely.
      MG Windsor Pro
      Speaking of driving, there haven’t been any changes in the performance department. It continues to be powered by a sole 134 bhp and 200 Nm electric motor, driving front wheels only. There are multiple drive modes and Sport unlocks all the performance. 0-100 km/h spring can be done in around 10 seconds and instant acceleration is quite addictive. Regen braking is very effective as well and one can adjust regen level as per their liking.
      MG Windsor Pro
      Dynamically, Windsor Pro remains more or less the same as Windsor EV. The hilly roads we took in Assam and Meghalaya tempted us to push this vehicle harder around corners. But we realised that corner carving is not Windsor Pro’s forte and it is not designed for spirited driving either. For intended use, Windsor Pro rides and handles quite well. We just wished bump absorption was a little better as it can get slightly unsettling once the speeds go up.
      MG Windsor Pro
      Conclusion
      We just wished there were more features added with Windsor Pro, which was not the case. Primary of these is a rear washer and wiper, which continues to be a baffling omission. We didn’t feel the need for it when we drove Windsor in Gurgaon last year. We missed rear wiper a lot in Assam and Meghalaya where it rains cats and dogs. The other feature we expected was rear ventilated seats, which definitely sounds like a Pro feature to have in a market like India.
      MG Windsor Pro
      Other than these, Windsor Pro is a significant step up from Windsor and can easily emerge as a phenomenon and probably even make JSW MG Motor India, the country’s best-selling electric car manufacturer. It has a lot of things going for it and a larger battery promising higher range along with an added safety net from Level-2 ADAS suite is the icing on the cake. More

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      2025 Suzuki Access Road Test Review – The One To Get?

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      2025 Suzuki Access Road Test ReviewIndia’s 125cc scooter segment is a rather interesting one. It sits above the 110cc scooters, offering a little more performance and bringing more premium features. Suzuki is among the leaders in this segment as the company operates three offerings – Access, Burgman Street 125 and Avenis 125.
      Access is by far the most popular in Suzuki’s scooter lineup and is the primary volume generator for the brand. So, when the company launches a major update to Access, it is a big deal and it has even emerged as India’s 3rd highest-selling scooter. After experiencing the new 2025 Suzuki Access in and around Pune city, this is what we think about this scooter.
      2025 Suzuki Access
      2025 Suzuki Access Review
      Within the family 125cc scooters, Suzuki Access is a prominent name. It was among the first 125cc scooters in India, launched in 2007. Close to two decades in its life cycle, Access has had multiple updates and the latest 2025 Suzuki Access is the most technologically advanced iteration of this scooter yet. Dropping 125 from its name, Suzuki has simplified the naming too.
      Suzuki launched it at the Auto Expo 2025 earlier this month at a starting price of Rs 81,700 (Ex-sh). There are three variants on offer – Standard Edition, Special Edition and Ride Connect Edition. Standard Edition gets drum brakes, steel wheels and single-tone colours. Special Edition brings dual tone colours, steel wheels and a front disc brake.
      2025 Suzuki Access
      It is the Ride Connect Edition which offers all bells and whistles like alloy wheels, disc brakes and even a connected instrument cluster with Bluetooth connectivity and Navigation. This is the variant we sampled in Pune city which was finished in a lovely Metallic Mat Stellar Blue. Even though the launch colour was Solid Ice Green, I liked Pearl Grace White and Metallic Mat Stellar Blue colours more.
      Design & Appearance
      Where design is concerned, the new 2025 Suzuki Access does not deviate much away from its family scooter silhouette. It looks very much like an Access, just brought up to date with modern styling cues and in-keeping with current trends. In that regard, we can see Access has gotten much sleeker and looks more athletic than it did before.
      2025 Suzuki Access
      We can see headlights have sleekened a lot and look sharper now. Front apron gets re-profiled styling with smaller turn indicators. There’s a U-shaped LED DRL on front apron which is a new addition. Behind this apron, we now get dual glove compartments along with USB charging port, a hook and a conventional keyhole which also operates fuel filler and underseat storage.
      2025 Suzuki Access
      The fuel filler cap is now concealed beneath a plastic flap for a much cleaner aesthetic. There is a new re-designed tail light as well. Side profile is vastly carried over. We get circular reflectors now positioned near glove boxes behind front apron. The top two variants get chrome circular ORVMs that look rather nice, offering a retro vibe to this scooter.
      2025 Suzuki Access
      Also new are the footpegs, which are of metallic type now that look a lot more premium than before. Top variants get brown seat upholstery which contrasts on the dark blue shade on our particular unit. Even though it doesn’t look like it, 2025 Access packs a new chassis underneath and it has had changes to its powertrain as well.
      Specs & Powertrain
      Speaking of powertrain, Suzuki has updated some core components like crankshaft, camshaft and even the crankcase on this scooter with 2025 model. These changes were done to upgrade this engine and align it with stricter BS6 OBD2B emission norms along with Euro 5 emission norms. Because of these changes, there is variance in performance metrics.
      2025 Suzuki Access
      This 124cc engine now makes 8.31 bhp of peak power at 6,500 RPM and 10.2 Nm of peak torque at 5,000 RPM. So, power has gone down slightly, while torque has seen a minor boost, when compared to its predecessor. This is still a relatively simple engine as it is an air-cooled single-cylinder SOHC 2V/cyl unit, mated to a CVT and a one-way clutch which ensures quiter starts than before.
      2025 Suzuki Access
      This is a smooth and refined powertrain without much vibrations if you’re riding under 90 km/h speed (speedo indicated). Post which, there is a mild buzz. Considering the intended application of this scooter, it is perfectly acceptable as prospective owners are not likely to push it that hard all that often. The 5.3L fuel tank will ensure less frequent fuel stops as Suzuki Access can eke out around 50 km/l of fuel efficiency, depending on the riding style.
      2025 Suzuki Access
      Ride & Ergonomics
      Acceleration is brisk and it has enough grunt to manage quick overtakes in the city. The new chassis feels almost similar to its predecessor, offering decent maneuverability. Suzuki is offering 90-section tyres at both ends. Wheel size is 12-inch at the front and 10-inch at the rear. We wished Suzuki offered 12-inches at both ends for better stability and bump absorption.
      2025 Suzuki Access
      Speaking of, ride quality is slightly on the stiffer side and bump absorption is slightly uneven as the wheel sizes differ. However, it is a city scooter to be used as a daily commuter and it does that job quite well and without any hassle. Seat is long and accommodating. Ground clearance is 160 mm, which didn’t pose any issues even on tallest of speed bumps.
      2025 Suzuki Access
      Braking is quite predictable and is acceptable for a 125cc family scooter. Front disc has decent bite and stopping power. Suzuki offers a parking brake with Access, which is a handy and welcome feature. Some rivals omit the parking brake feature, but I used it more than I thought I would have.
      2025 Suzuki Access Switchgear
      Top variants of this scooter weigh 105 kg making it easy to maneuver in low speeds while parking or in city traffic. Rider ergonomics is spot on and it didn’t induce any discomfort in a 182 cm tall individual like myself. Switchgear is aptly positioned too – left gets turn indicators, horn and high beam pass, while right gets an engine kill switch and hazard light.
      2025 Suzuki Access Boot
      Usability
      Front dual glove compartments can easily accept 500ml water bottles and with 2025 Access 125, Suzuki has carved out more under-seat storage than before. 24.4L in volume, to be precise. It will not accommodate a beefy XL sized full-face helmet, but it will easily accommodate a half-face helmet or a smaller and less beefy full-face helmet.
      2025 Suzuki Access Storage
      The instrument cluster is fully digital and shows quite a lot of information. There are two buttons beside this cluster to control it and functions are quite intuitive. We can see time, speed, odometer and trip meter, fuel gauge and temperature gauge and are surrounded by tell-tale lights. This cluster supports smartphone connectivity via the proprietary Suzuki Ride Connect app.
      2025 Suzuki Access Instrument Cluster
      This app is intuitive as well and allows you to connect seamlessly with this system. Once connected, it will show call alerts, SMS alerts and even has turn-by-turn navigation which works well. Also, it has Whatsapp call and message alerts, calendar alerts and weather updates along with an auto-reply SMS feature. These features work quite well, fitting well with tech-savvy customers.
      Conclusions & Reservations
      Concluding the 2025 Suzuki Access is rather easy. It is a no-nonsense scooter that offers utmost reliability and aims to offer great value for the buck. However, we have a few reservations about this scooter as well. Some of them are major, while not classifying as deal breakers.
      2025 Suzuki Access Instrument Cluster
      1. We wished the scooter had a smart key implementation for keyless operations. Also, the physical ket that Suzuki offers is unusually long and digs into your thighs when placed in pant pockets.
      2. We wished this scooter offered better Bluetooth range and a more stable connection. That’s because the connection would drop when I placed my phone in my pant pockets even though it is just 3 feet away from this cluster.
      3. For Bluetooth to work, I had to place my phone in the front glove compartment, which is not lockable. So, I was always on the lookout that someone might nick my phone in traffic.
      4. The USB Type-A charger on Access is quite slow as my Samsung flagship phone only managed to gather around 5% of charge despite plugging it in for more than an hour.
      5. The under-seat storage could have been longer and offered more volume to keep two half-face helmets side-by-side, something that rival scooters can.
      2025 Suzuki Access Instrument Cluster
      The one to get?
      None of these reservations are deal breakers, which is a good thing. Also, most of these can be fixed in the future by Suzuki if there is enough demand for it. Even the LED headlights are quite decent, offering nice throw and spread of light. Particularly acceptable for city applications. Special mention to Suzuki Ride Connect system that allows for easy pairing and doesn’t require your number to be registered in the company’s database before using it.
      2025 Suzuki Access is a strong contender in the 125cc family scooter space and it has great potential to be an all-rounder scooter. In terms of sales, Suzuki Access is currently India’s 3rd best-selling scooters, behind Honda Activa and TVS Jupiter. It has to be noted that both those scooters have 110cc offerings in the mix as well. If you’re in the market for a 125cc family scooter, 2025 Suzuki Access should be high up in your list. More

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      Hero Xpulse 210 First Ride Review – From Good To Better

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

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

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

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      Hero Xoom 125 First Ride Review – Sporty and Comfy!

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

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      BattRE Storie Electric Scooter Test Ride Review

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