<p>The X looks quite like the Creon concept that TVS showcased some years ago</p><ul><li>The X’s 11kW motor enables a 105kmph</li><li>TVS has priced it at Rs 2,49,990 (ex-showroom)</li><li>Rivals for the X include the likes of the <a href="https://www.drivio.in/ather-energy/ather-450x" target="_blank" rel="noopener noreferrer">Ather 450X</a> and the <a href="https://www.drivio.in/ola-electric/ola-s1" target="_blank" rel="noopener noreferrer">Ola S1 Pro&nbsp;</a></li></ul><p>Earlier last month was when TVS blew the market away by launching the X electric scooter. It was not only priced at an incredible Rs 2.50 lakh, ex-showroom, but it also packed a hell lot of tech. In fact, some of its technology was stuff that we’ve never seen on a two-wheeler before, not even on litre-class motorcycles, bikes that are considered to be tech-laden.&nbsp;</p><p>So that obviously piqued our interest and built up to a lot of hype as we went into the first ride. Did the scooter actually live up to it though, or was it not able to? Let’s find out:&nbsp;</p><h2>TVS X: Design & Features</h2><p>The TVS X electric scooter stands out with its sleek and aerodynamic design, embodying a "lean, mean, clean" look. This unique silhouette sets it apart from other scooters in the Indian market. Its rear design, featuring an exposed sub-frame and a single-sided swingarm, gives it a motorcycle-like appearance.</p><p>One of its key features is a 10.2-inch TFT touchscreen that can be tilted for better visibility. This screen offers extensive customization options. The scooter is equipped with the TVS NavPro navigation system, which includes EV-specific routing algorithms to find charging stations. The console also comes with widgets, themes, video playback, and games for added functionality.</p><p>Safety is a priority with the TVS X electric scooter, thanks to the TVS Smart Xhield system, offering crash alerts and dedicated assistance. Additionally, it provides a generous 19-litre underseat storage and a split seat setup for added convenience.</p><h2>TVS X: Motor & Range</h2><figure class="table"><table><thead><tr><th><strong>Specifications &nbsp;</strong></th><th><strong>TVS X</strong></th></tr><tr><th>Motor</th><th>11kW (Continuous)&nbsp;</th></tr><tr><th>Top Speed</th><th>105kmph</th></tr><tr><th>Battery</th><th>4.44kWh</th></tr><tr><th>Range</th><th>140km</th></tr></thead></table></figure><p>The 'TVS Xleton platform boasts a cast aluminum alloy twin-spar frame, designed to increase stiffness and durability. Notably, it introduces a unique ram air-cooled motor, a first in its segment, which enhances sustained performance through passive cooling. This frame offers exceptional torsional stiffness, more than twice that of standard underbone frames, and vertical stiffness over four times greater, leading to improved agility and steering precision.</p><p>The placement of the battery between the frame's spars ensures a low center of gravity for optimal stability. Powering the TVS X electric scooter is a Permanent Magnet Synchronous Motor (PMSM) with an in-house controller. It delivers a peak power of 11 kW and a rated power of 7 kW, enabling rapid acceleration from 0-40 kmph in just 2.6 seconds and reaching a top speed of 105 kmph. The scooter offers three riding modes: "Xtealth," "Xtride," and "Xonic," each complemented by multi-level regen modes for versatile performance.</p><h2>TVS X: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>TVS X</strong></th></tr><tr><th>Front Suspension</th><th>Telescopic Fork</th></tr><tr><th>Rear Suspension</th><th>Monoshock</th></tr><tr><th>Front Tyre</th><th>100/80-12</th></tr><tr><th>Rear Tyre</th><th>110/80-12</th></tr><tr><th>Front brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th></tr></thead></table></figure><p>The TVS X handles brilliantly well and this is when it really shows. The scooter has a slightly stiffer fork than what you’d see on your average family-oriented electric scooter. And while it still does absorb the city bumps and speed breakers rather well, it really shines in the corners.&nbsp;</p><p>The stiffer suspension coupled with its relatively long wheelbase makes it absolutely stable in the corners. Even if you enter a bit too hot, the X remains very stable and planted and even if you’ve to make corrections mid corners, the X soaks everything up. Even the mid-corner bumps and undulations are taken care of surprisingly well. All in all, its handling is definitely the X’s major talking point.&nbsp;</p><h2>TVS X: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>TVS X</strong></th></tr><tr><th>Seat height</th><th>770mm</th></tr><tr><th>Ground clearance</th><th>175mm</th></tr><tr><th>Kerb weight</th><th>NA</th></tr></thead></table></figure><p>Thankfully though, the X’s sporty package doesn’t come at the cost of practicality. Its 770mm seat height is extremely approachable for riders of different shapes and sizes and even the 175mm ground clearance is more than enough to take on our bad roads.&nbsp;</p><p>We took it over the worst bumpers and speed breakers that the city had to offer and it still held its own against those. Yes, it doesn’t feel as plush as something like a TVS iQube but it feels comfortable enough without feeling too jarring or stiff.&nbsp;</p><h2>TVS X: Price</h2><figure class="table"><table><thead><tr><th><strong>Model</strong></th><th><strong>Price (ex-showroom)</strong></th></tr><tr><th>TVS X</th><th>Rs 2,49,990&nbsp;</th></tr></thead></table></figure><p>TVS has priced the X at a staggering Rs 2.50 lakh, ex-showroom and that does mean that the scooter will, at the end of the day, be a rather niche product.&nbsp;</p><h2>Verdict</h2><p>The TVS X electric scooter is definitely a fun one, but its price will remind you that it is a niche product at the end of the day. It’ll find its way to very specific buyers, but the ones that do buy it, know that they’ve something that’s very different from every other two-wheeler out in the market. And that will definitely give them a sense of pride, a sense of value for their money.&nbsp;</p>

We recently rode the TVS X electric scooter to find if it truly deserves the badge of the most premium electric scooter. Here’s how that went: 

TVS X Electric Scooter Review: India’s Most Premium E-scooter?

 TVS recently launched the X, an electric scooter that despite being priced at a high premium, packs some things that we’ve never seen on any two-wheeler ever. So with that, does it actually deserve the tag of being India’s most premium electric scooter? Or does it fail on that front? We rode the scooter and here’s what we thought: 

TVS X Electric Scooter First Ride Review

Ola S1 Pro vs Ola S1 Air vs Ola S1X: Which Is The Ola Electric Scooter To Go For? 

<p><i>Of the three, the new Ola S1 Pro stands out in terms of almost everything</i></p><ul><li>The S1 Pro Gen 2 is the brand’s new flagship scooter so Ola’s thrown everything at them&nbsp;</li><li>The S1X, meanwhile, is the brand’s entry-level lineup meant to rival the likes of the Honda Activa 6G</li><li>Those looking for something between the S1 Pro and the S1X can have a look at the S1 Air</li></ul><p>Ola’s S1 lineup went through an overhaul recently and there are now three electric scooters in it: S1 Pro Gen 2, the top-of-the-line one, the S1 Air, the middle one and the S1X, the most affordable one meant to compete with ICE scooters like the Honda Activa 6G and the TVS Jupiter. Now while that has added variety to the market, it could also confuse those looking for an Ola electric scooter.&nbsp;</p><p>If you’re one of them, don’t worry. For here we’ve compared all of them to see which is the one you should go for. Here’s a quick lowdown on the same:&nbsp;</p><h2>Ola S1 Pro vs Ola S1 Air vs Ola S1X: Design & Features</h2><p>The Ola S1X stands out in the S1 lineup due to its sleeker appearance, mainly because of its smaller headlight cowl. However, the design of the apron and side panels closely resembles the standard S1 model. Notably, it features a telescopic fork and blacked-out steel wheels for a distinctive look.</p><p>When it comes to features, the Ola S1X offers a range of options, including multiple riding modes, a reverse mode, side stand alert, an LCD instrument cluster, Bluetooth connectivity with navigation, and even cruise control, among other features. It's important to note that the availability of these features may vary depending on the specific variant you choose.&nbsp;</p><p>The Ola S1 Air takes a practical approach in its design, targeting daily commuters. It features a level floorboard and sleek black body cladding, along with a single-piece pillion grab rail and robust steel wheels, as opposed to alloy wheels seen in other models. Unlike the flashier aesthetics of its premium counterparts in the S1 range, the S1 Air opts for a more understated and approachable look.</p><h2>Ola S1 Pro vs Ola S1 Air vs Ola S1X: Motor & Range</h2><figure class="table"><table><thead><tr><th><strong>Specifications &nbsp;</strong></th><th><strong>Ola S1 Pro&nbsp;</strong></th><th><strong>Ola S1 Air</strong></th><th><strong>Ola S1X</strong></th></tr><tr><th>Motor</th><th>8.5kW</th><th>4.5kW</th><th>2.7kW</th></tr><tr><th>Top Speed</th><th>116kmph</th><th>90kmph</th><th>85/90kmph</th></tr><tr><th>Battery</th><th>4kWh</th><th>2.98kWh</th><th>2/3kWh</th></tr><tr><th>Range</th><th>170km (Eco Mode)</th><th>125km (Eco Mode)</th><th>85km/125km</th></tr></thead></table></figure><p>The Ola S1X features a hub motor with a continuous power output of 2.7kW and a peak power of 6kW across all three variants. In terms of top speed, the S1X and S1X+ models are limited to 90kmph, while the 2kWh variant of the S1X has a slightly lower top speed at 85kmph.</p><p>All three variants come with three riding modes: Eco, Normal, and Sports. When it comes to acceleration, the S1X and S1X+ can reach 0-60kmph in 5.5 seconds, whereas the 2kWh variant achieves this in 7.9 seconds.</p><p>The motor is paired with a 3kWh lithium-ion battery pack in the S1X and S1X+ models. As for the 2kWh variant of the S1X, it is equipped with a 2kWh battery pack. Charging any of these variants from 0 to 100 percent using the home charger takes approximately 7.4 hours.</p><p>Powering the Ola S1 Air is an electric hub motor with a rated power output of 2.7kW and an impressive peak power of 4.5kW. This motor is supplied by a 3kWh battery pack, which provides the electric scooter with an official range of up to 125km on a single charge and a top speed of around 90 kmph.</p><p>One notable aspect worth mentioning is a slight delay in response between twisting the throttle and the scooter's initiation of forward motion, especially when attempting passing maneuvers. Interestingly, during swift deceleration, a distinct characteristic becomes evident, where the scooter maintains some degree of acceleration even after releasing the throttle.</p><p>Ola has fine-tuned its riding settings to provide the most exhilarating riding experience on the S1 Pro. The scooter delivers a sense of speed and liveliness, particularly in Hyper mode, but it also maintains a respectable pace in Sport and Normal modes. With the integration of Moves 2 software, the scooter shaves nearly a second off its time to reach 60kmph compared to previous versions.</p><p>Furthermore, there's a more balanced distribution of torque across all riding modes, ensuring optimal performance and reaching the top speed in each mode. While the throttle response has improved slightly, there remains potential for further enhancements in this area.</p><h2>Ola S1 Pro vs Ola S1 Air vs Ola S1X: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Ola S1 Pro&nbsp;</strong></th><th><strong>Ola S1 Air</strong></th><th><strong>Ola S1X</strong></th></tr><tr><th>Front Suspension</th><th>Telescopic Fork</th><th>Telescopic Fork</th><th>Telescopic Fork</th></tr><tr><th>Rear Suspension</th><th>Monoshock</th><th>Dual Shock Absorbers&nbsp;</th><th>Dual Shock Absorbers&nbsp;</th></tr><tr><th>Front Tyre</th><th>110/70-12</th><th>110/70-12</th><th>110/70-12</th></tr><tr><th>Rear Tyre</th><th>110/70-12</th><th>110/70-12</th><th>110/70-12</th></tr><tr><th>Front brake</th><th>Disc Brake</th><th>Drum Brakes</th><th>Drum Brakes</th></tr><tr><th>Rear brake</th><th>Disc Brake</th><th>Drum Brakes</th><th>Drum Brakes</th></tr></thead></table></figure><p>The front suspension of the Ola S1 Pro generally does a commendable job of absorbing small bumps and handling uneven surfaces effectively.</p><p>However, its performance falls short when confronted with larger obstacles, resulting in a somewhat uncomfortable and harsh ride. You might feel the impact in your wrists and back when encountering substantial bumps. On a positive note, when navigating corners with the Ola S1 Pro, the suspension, robust tubular chassis, and large 12-inch tyres collectively instill a sense of confidence and stability, enhancing the overall riding experience.</p><h2>Ola S1 Pro vs Ola S1 Air vs Ola S1X: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Ola S1 Pro&nbsp;</strong></th><th><strong>Ola S1 Air</strong></th><th><strong>Ola S1X</strong></th></tr><tr><th>Wheelbase</th><th>1359mm</th><th>1359mm</th><th>1359mm</th></tr><tr><th>Seat height</th><th>792mm</th><th>792mm</th><th>792mm</th></tr><tr><th>Ground clearance</th><th>165mm</th><th>165mm</th><th>165mm</th></tr><tr><th>Kerb weight</th><th>125kg</th><th>108kg</th><th>108kg</th></tr></thead></table></figure><p>Weighing in at 108kg, the S1 Air sheds a notable 13kg compared to its counterpart, the S1 Pro. This difference is immediately apparent in its performance. The scooter exhibits enhanced agility when changing directions, and maneuvering it around corners feels notably more effortless. The decision to use a smaller battery pack has effectively eliminated the perceived heftiness that was associated with the S1 Pro in the case of the S1 Air.</p><p>The weight of the Ola S1 Pro becomes most noticeable during city riding. In comparison to models like the Ather 450X or TVS iQube, the scooter's longer wheelbase and slightly reduced agility become evident. While it's not a significant concern, you can feel the weight of the scooter when navigating in tight parking spaces.</p><h2>Ola S1 Pro vs Ola S1 Air vs Ola S1X: Price</h2><figure class="table"><table><thead><tr><th><strong>Scooter</strong></th><th><strong>Ola S1 Pro</strong></th><th><strong>Ola S1 Air</strong></th><th><strong>Ola S1X</strong></th></tr><tr><th>Price</th><th>Rs 1,47,499</th><th>Rs 1,19,999</th><th>Rs 89,999</th></tr></thead></table></figure><p>Ola has priced the three scooters linewise. The S1X, being the most affordable one, is priced at Rs 89,999, to even go up against the likes of the Honda Activa 6G and the TVS Jupiter. The S1 Air, meanwhile, carries a price tag of Rs 1.20 lakh, meaning it rivals scooters like the standard TVS iQube.&nbsp;</p><p>Those looking for an extremely premium experience can opt for the Ola S1 Pro, which, at Rs 1.47 lakh, rivals scooters like the Ather 450X and the River Indie.&nbsp;</p><h2>Verdict&nbsp;</h2><p>As we said in our earlier comparison reviews as well, the Ola S1 Pro and the S1 Air have some issues that Ola must sort out as soon as possible, especially things like the throttle calibration. If not done so, it can be risky for riders.&nbsp;</p><p>Those looking for the S1X though, can go ahead if they want to. Yet, this is also only if they strictly want an Ola. If not, we’d advise them to go for the TVS iQube standard variant or even petrol alternatives like the Honda Activa 6G or the TVS Jupiter.&nbsp;</p>

 Ola currently has three electric scooters in its lineup, the S1 Pro, S1 Air and the S1X. If you’re confused between the three, here’s which one you should get: 

Ola S1 Pro vs Ola S1 Air vs Ola S1X: Which One To Buy?

Earlier this year, Ola gave us three new electric scooters, the S1X, S1 Air and the top-of-the-line S1X. Those really looking for an electric scooter in this space could be confused as to which one of the three they should go for. If you’re one of the confused, fret not! For here we’ve compared all three of them for you to decide which one to go for: 

2023 Bullet 350 vs 2023 Classic 350: Specifications Compared

<p><i>On paper, both bikes sound very similar to each other&nbsp;</i></p><ul><li>Both bikes sport Royal Enfield’s famed J-series engine</li><li>The 349cc engine makes 20.4PS and 27Nm, while being mated to a 5-speed gearbox</li><li>In terms of looks, both bikes are extremely similar</li></ul><p>Now that the new-gen <a href="https://www.drivio.in/royal-enfield/bullet-350" target="_blank" rel="noopener noreferrer">Royal Enfield Bullet 350</a> is here, it raised a lot of questions in our mind as to how different the bike actually is from the other Royal Enfield retro roadster, the Classic 350. Because both bikes look very similar and have the same engine, this question is very valid. So to find out exactly the same, we put both of them against each other and here’s how that went:&nbsp;</p><h2>2023 Bullet 350 vs 2023 Classic 350: Design & Features</h2><p>The Bullet 350 features a single-seat arrangement, differing from the Classic 350's split-seat design. In terms of aesthetics, the Bullet 350 boasts a boxier rear fender, a departure from the Classic 350's circular rear fender. Notably, the Bullet 350's airbox adopts a rectangular shape, in contrast to the Classic 350's oval-shaped unit.&nbsp;</p><p>Adding a touch of elegance, the Bullet 350 showcases chrome embellishments with 3D badging, except for the base Bullet variant. Despite the distinct seat configurations, both motorcycles share a uniform seat height of 805mm. These unique design elements set the Bullet 350 apart in terms of visual appeal and styling.</p><p>The <a href="https://www.drivio.in/royal-enfield/classic-350" target="_blank" rel="noopener noreferrer">Royal Enfield Classic 350</a> retains its iconic vintage look, paying homage to its rich heritage. However, it successfully combines this timeless appeal with modern design refinements and technological advancements. The headlight, for instance, now features a clear lens encased within a redesigned housing.&nbsp;</p><p>Upon closer examination, one can appreciate the comprehensive makeover that extends to the tank, fenders, and side panels. These subtle yet impactful updates ensure that the Classic 350 retains its classic charm while embracing contemporary design and technology.</p><p>The bike's retro charm is exemplified by its classic design elements. A round headlight encased in gleaming chrome harks back to a bygone era, evoking a sense of nostalgia. The presence of the iconic "tiger lamps," hand-painted pinstripes adorning the fuel tank, and a contoured single-piece seat all contribute to its timeless allure. Additionally, a robust metal grab handle and a prominent long chrome exhaust further enhance its classic appeal.</p><p>However, it's worth noting that individuals seeking a more contemporary design might not find this aesthetic to their liking. One noteworthy point of concern is the reliability of the fuel gauge, which has the potential to create trust issues between the Bullet 350 and its rider. It has been known to provide inaccurate readings, which can be a source of frustration for riders who rely on precise fuel level information.</p><h2>2023 Bullet 350 vs 2023 Classic 350: Engine & Specs</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Royal Enfield Classic 350</strong></th></tr><tr><th>Engine</th><th>349cc engine</th><th>349cc engine</th></tr><tr><th>Maximum Power</th><th>20.2PS</th><th>20.2PS</th></tr><tr><th>Maximum Torque</th><th>27Nm</th><th>27Nm</th></tr><tr><th>Transmission</th><th>5-speed</th><th>5-speed</th></tr></thead></table></figure><p>While the Royal Enfield Classic isn't renowned for achieving high speeds, it truly shines in the speed range of 80 to 90kmph, where the engine operates smoothly and harmoniously. Interestingly, it exhibits a greater sense of comfort in this speed range compared to its older counterpart at 60kmph.&nbsp;</p><p>While it may lack the distinctive "thump" of the previous cast iron engine, the new engine delivers a delightful, deep sound that holds significant appeal, especially at lower to moderate revolutions. This characteristic makes it a unique and engaging choice for riders who appreciate a more mellow yet satisfying engine note.</p><p>For many riders, a standout feature of the Bullet 350 is its neutral handling characteristics. Despite its retro aesthetics, the new J-series platform incorporates a robust chassis that instills a high level of confidence when maneuvering the bike through corners. The chassis exhibits impressive stiffness, ensuring a planted feel even during spirited riding. What's particularly noteworthy is how the bike maintains a neutral and almost indifferent demeanor when pushed to its limits. This aspect of the bike is truly commendable and is sure to be appreciated by riders seeking a responsive and predictable handling experience.</p><h2>2023 Bullet 350 vs 2023 Classic 350: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Royal Enfield Classic 350</strong></th></tr><tr><th>Front suspension</th><th>41mm Telescopic Fork</th><th>41mm Telescopic Fork</th></tr><tr><th>Rear suspension</th><th>Twin Shocks</th><th>Twin Shocks</th></tr><tr><th>Front tyre</th><th>100/90-19</th><th>100/90-19</th></tr><tr><th>Rear tyre</th><th>120/80-18</th><th>120/80-18</th></tr><tr><th>Front brake</th><th>300mm Disc</th><th>300mm Disc</th></tr><tr><th>Rear brake</th><th>270mm Disc/ 153mm Drum</th><th>270mm Disc/ 153mm Drum</th></tr><tr><th>ABS</th><th>Single Channel</th><th>Single Channel</th></tr></thead></table></figure><p>The Royal Enfield Classic 350 exhibits remarkable stability and composure, even when faced with challenging road conditions characterized by varying terrains and uneven surfaces. It maintains its self-assured demeanor and doesn't waver or lose control, ensuring a confident ride.&nbsp;</p><p>What's truly commendable is its inclusive design, tailored to accommodate riders of all heights and body shapes. Whether you stand tall or are of shorter stature, the Classic 350 is meticulously engineered to offer a consistently comfortable and effortless riding experience, making it a versatile choice for riders with diverse preferences.</p><p>The new Bullet 350 introduces significant improvements in its suspension setup. It features larger 41mm forks, maintaining a 130mm travel, ensuring enhanced front-end performance. Furthermore, the rear shock absorbers now offer 10mm longer travel, a key factor in improving overall comfort, particularly when carrying a passenger or luggage. Additionally, the ground clearance has been raised, making the bike better equipped to handle rough and challenging road conditions.</p><p>However, what the spec sheets fail to convey is the exceptional ride quality delivered by the 2023 Royal Enfield Bullet 350. It provides a nearly sofa-like level of comfort. To put it to the test, we took the Bullet 350 through a gauntlet of some of the city's toughest and most formidable speed breakers.</p><p>Astonishingly, even after navigating these obstacles, the Bullet 350 remained composed and unshaken, akin to a tall adventure bike equipped with ample ground clearance. The motorcycle effortlessly tackled rough roads, ensuring both the rider and passenger enjoyed a ride characterized by absolute comfort.</p><h2>2023 Bullet 350 vs 2023 Classic 350: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Royal Enfield Classic 350</strong></th></tr><tr><th>Wheelbase</th><th>1390mm</th><th>1390mm</th></tr><tr><th>Ground clearance</th><th>170mm</th><th>170mm</th></tr><tr><th>Kerb weight</th><th>195kg</th><th>195kg</th></tr><tr><th>Fuel tank capacity</th><th>13-litres</th><th>13-litres</th></tr><tr><th>Seat height</th><th>805mm</th><th>805mm</th></tr></thead></table></figure><p>The weight of the new Bullet remains consistent with its predecessor, maintaining a similar overall mass. Notably, any weight-saving modifications are offset by the inclusion of more robust suspension components, ensuring a balanced approach that enhances the motorcycle's stability and ride quality.</p><h2>2023 Bullet 350 vs 2023 Classic 350: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Royal Enfield Classic 350</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 1.8 lakh onwards</th><th>Rs 1.92 lakh onwards</th></tr></thead></table></figure><p>Royal Enfield has priced the Bullet 350 at a fantastic Rs 1.80 lakh onwards, ex-showroom Delhi. Now that might seem a whole lot more affordable than the Classic, but this is for the base trims. As you move up the ladder, this difference in the prices keeps on getting shorter.&nbsp;</p><p>In fact, for the middle trim of both bikes, the price gap is actually a shade under Rs 5,000; that’s it! And that does make deciding between the two very hard indeed.&nbsp;</p><h2>Verdict</h2><p>So yeah, both the 2023 Bullet 350 and the Classic 350 are really awfully similar to one another in terms of almost everything. Those looking to make a choice between the two solely on paper, would have a very hard time doing so.&nbsp;</p><p>But then it all boils down to what sort of a look you want from your retro roadster. If you like the Bullet 350’s looks, we’d advise you to go for it. If you’re a fan of the Classic 350’s looks, that’s the one you should go for. Because in all other terms, especially the riding feel and dynamics, both bikes are really the exact same. And given that they’re based on the same platform and pack the exact same hardware, it only makes sense.</p>

Now that the 2023 Royal Enfield Bullet 350 is here, let’s see how the retro roadster stacks up against its rival from RE, the new-gen Classic 350: 

2023 Royal Enfield Bullet 350 vs 2023 Classic 350: Which Retro RE To Go For? 

Royal Enfield recently launched the Bullet 350, its most popular retro roadster, in its most modern avatar ever. And that makes us think why one would even go for it over the Classic 350 now. And to find out exactly the same, we put both bikes together. Here’s how that went: 

<p><i>In terms of hardware and power, the Karizma definitely comes out on top</i></p><ul><li>Unfortunately, the Xtreme even stands behind with a 5-speed gearbox</li><li>The Hero Karizma is Hero’s first ever bike with a 6-speed gearbox</li><li>Even the 210cc liquid-cooled engine is a first for a Hero bike</li></ul><p>While the<a href="https://www.drivio.in/hero/hero-karizma-xmr" target="_blank" rel="noopener noreferrer"> Hero Karizma XMR</a> faces tough competition from the outside, it also faces the same from Hero’s own stable, in the form of the <a href="https://www.drivio.in/hero/xtreme-200s-4v" target="_blank" rel="noopener noreferrer">Xtreme 200S 4V</a>. Is it something that the Karizma should actually be worried about, or is it miles ahead of the Xtreme? Let’s find out:&nbsp;</p><h2>Hero Karizma XMR vs Hero Xtreme 200S 4V: Design & Features</h2><p>The new Hero Karizma XMR is a modern twist on the classic Karizma, and it comes with some important changes that give it a fresh appearance. Instead of the old bikini fairing, it now features a sleek fully-covered design.</p><p>One of the standout features is the inclusion of two projector LED headlights within this full covering. Even though it looks covered up, it still maintains its sport-tourer style with slightly raised handlebars. Interestingly, the XMR's style is more similar to the <a href="https://www.drivio.in/bajaj/pulsar-rs200" target="_blank" rel="noopener noreferrer">Bajaj Pulsar RS200</a> than the aggressive super sport look of the <a href="https://www.drivio.in/ktm/rc-200" target="_blank" rel="noopener noreferrer">KTM RC 200</a>.</p><p>This motorcycle also comes with an LCD dashboard that can connect to your phone via Bluetooth and offer turn-by-turn directions. The buttons and switches on the handlebars have a premium look and feel, and there's an illuminated touch that enhances its visual appeal. The dual LED projector headlights and H-shaped LED daytime running lights not only add to its aesthetics but also improve visibility on the road.</p><p>In contrast, the Xtreme 200S presents a new and clean design characterized by sleek lines and minimalistic decals. Hero has chosen a subtle approach to graphics, giving the bike a clean and attractive appearance. The well-proportioned front section design of the bike contributes to its overall visual balance, avoiding an overly bulky look.</p><p>The contemporary LED headlight on the Xtreme 200S adds a touch of sophistication to its design. Hero has effectively crafted a motorcycle that not only has an impressive appearance but also exhibits precision in its design, showcasing excellence in the Xtreme 200S' overall aesthetic.</p><h2>Hero Karizma XMR vs Hero Xtreme 200S 4V: Engines</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Karizma XMR 210</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Engine</th><th>210cc liquid-cooled engine</th><th>199.6cc single-cylinder air-cooled 4-valve SOHC</th></tr><tr><th>Maximum power</th><th>25.5PS</th><th>19.17PS</th></tr><tr><th>Maximum torque</th><th>20.4Nm</th><th>17.35Nm</th></tr><tr><th>Transmission</th><th>6-speed</th><th>5-speed</th></tr></thead></table></figure><p>The Hero's latest flagship motorcycle is powered by an innovative 210cc DOHC 4-valve liquid-cooled single-cylinder engine. It's worth noting that this marks Hero's debut in the realm of liquid-cooled engines.</p><p>Delivering an impressive performance of 25.5PS at 9,250rpm and 20.4Nm at 7,250rpm, the XMR stands out in terms of power when compared to its rivals, the KTM RC 200 and the Bajaj Pulsar RS200. This power is effectively transmitted through a 6-speed gearbox, which also benefits from a slipper and assist clutch for smoother operation.</p><p>The Xtreme 200S shares a multitude of core components with its sibling, the Xtreme 200R. It makes use of the same frame, suspension, gearbox, wheels, and tyres. Its power source is a 199cc engine that delivers around 19.17PS of power and 17.35Nm of torque, resulting in an exceptionally smooth and jerk-free riding experience. The five-speed gearbox seamlessly complements the engine, ensuring effortless gear changes and an overall enhanced riding experience.</p><p>Furthermore, the suspension setup mirrors that of the Xtreme 200R, featuring telescopic forks at the front and a customizable shock absorber at the rear, providing riders the flexibility to make adjustments for enhanced comfort. The Xtreme 200S, being the more laidback bike of the two, is definitely the more comfortable of the two as well. So if comfort is something that’s at the top of your priority list, you might want to consider the Xtreme 200S 4V.&nbsp;</p><h2>Hero Karizma XMR vs Hero Xtreme 200S 4V: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Karizma XMR 210</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Front suspension</th><th>Telescopic Fork</th><th>37mm telescopic fork</th></tr><tr><th>Rear suspension</th><th>Monoshock</th><th>Gas-charged monoshock&nbsp;</th></tr><tr><th>Front tyre</th><th>100/80-17</th><th>100/80-17</th></tr><tr><th>Rear tyre</th><th>140/70-17</th><th>130/70-17</th></tr><tr><th>Front brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>ABS</th><th>Dual-channel</th><th>Single-channel</th></tr></thead></table></figure><p>The suspension system of the Karizma XMR is composed of a telescopic fork at the front and a gas-charged monoshock at the rear, offering a 6-step preload adjustment. Notably, it differs from the Hero <a href="https://www.drivio.in/hero/xtreme-160r" target="_blank" rel="noopener noreferrer">Xtreme 160R 4V</a>, which features upside-down (USD) forks. However, it's important to mention that the absence of USD forks in the XMR doesn't seem to impact its performance negatively as the telescopic forks do the job effectively.</p><p>One distinctive feature to highlight is Hero's cost-saving choice of using a box-section swingarm in the XMR. This decision becomes noteworthy when compared to the Xtreme 160R 4V, which boasts USD forks, representing a departure from the XMR's design philosophy.</p><p>On the flip side, the Xtreme 200S follows a different path. Unlike the distinct frames and suspension setups found in the XPulse models, it embraces the fundamental structure and suspension components of the 200R. Consequently, it sports a comparable frame and suspension arrangement, which includes 37mm telescopic forks at the front and a distinctive rear monoshock with adjustable stiffness levels.</p><h2>Hero Karizma XMR vs Hero Xtreme 200S 4V: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Hero Karizma XMR</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Length</th><th>2068mm</th><th>2222mm</th></tr><tr><th>Height</th><th>1110mm</th><th>1258mm</th></tr><tr><th>Width</th><th>760mm</th><th>850mm</th></tr><tr><th>Wheelbase</th><th>1351mm</th><th>1410mm</th></tr><tr><th>Seat height</th><th>810mm</th><th>825mm</th></tr><tr><th>Ground clearance</th><th>160mm</th><th>220mm</th></tr><tr><th>Kerb weight</th><th>163.5kg</th><th>149kg</th></tr><tr><th>Fuel tank capacity</th><th>11-litres</th><th>13-litres</th></tr></thead></table></figure><p>Based on the specifications, the Hero Karizma seems light when you look at the numbers, and this lightweight feeling carries over to the actual riding experience. Whether you're weaving through city streets or taking on twisty mountain roads, the bike exhibits agility and stability. Nevertheless, it's important to mention that the front suspension is tuned more for city riding and tends to be on the softer side. If you really push the bike to its maximum capabilities, you'll be reminded that it's not designed as a dedicated supersport machine.</p><p>The Xtreme 200S comes equipped with a braking system consisting of a 276mm front disc and a 220mm rear disc, delivering ample stopping power.&nbsp;</p><h2>Hero Karizma XMR vs Hero Xtreme 200S 4V: Price</h2><figure class="table"><table><thead><tr><th rowspan="2"><p>&nbsp;</p><p>Prices</p></th><th><strong>Hero Karizma XMR</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Rs 1,72,900</th><th>Rs 1,41,250</th></tr></thead></table></figure><p>Hero has priced the Xtreme 200S 4V at Rs 1.41 lakh, ex-showroom, and notably, it doesn't come with dual-channel ABS. Surprisingly, this means that even though the Karizma XMR sounds a whole lot more expensive on paper, it does pack a lot more punch than the Xtreme 200S and is able to justify the premium in its own way.&nbsp;</p><p>At Rs 1,72,900, the Karizma XMR is priced very well to take on its chief rivals though.&nbsp;</p><h2>Verdict</h2><p>Hero's choice to venture into the 150-200cc segment, rather than the larger 400-500cc category, represents a strategic decision aimed at striking a balance between affordability and exhilarating performance. This strategy not only appeals to budget-conscious riders but also positions Hero to potentially compete with the dominant player in this segment, the Yamaha R15.</p><p>In summary, the revival of the legendary Karizma with the XMR 210 model heralds an exciting new chapter. There's a palpable sense of anticipation to experience this rejuvenated icon, and Hero's approach to reimagining the Karizma deserves commendation. More importantly, the Karizma XMR strikes the perfect balance between being exciting enough for experienced riders, while being easy going enough for newer ones.&nbsp;</p><p>So the Karizma XMR still stands out as the all rounder bike that it once was. But if your needs with a bike are going to be restricted simply to commuting, you could get yourself the Xtreme 200S 4V. It’s not a bad bike, it’s just that it’s made for the city, and not really for long distance touring or sustaining triple digit speeds. So if you’re on a budget with your primary wants focused towards commuting, the Xtreme surely makes for a good-looking commuter.&nbsp;</p>

Now that the Hero Karizma XMR is here, what of the Hero Xtreme 200S 4V, Hero’s other 200cc faired motorcycle? Let’s find out: 

Hero Karizma XMR vs Hero Xtreme 200S 4V: Battle Of The 200s!

The legendary Hero Karizma XMR made a smashing comeback some weeks ago and we found the bike to be quite impressive to ride as well. But now that it’s here, what exactly happens to Hero's other 200cc faired bike, the Xtreme 200S 4V? And more importantly, which one of the two comes out on top? Let’s find that out: 

Hero Karizma XMR vs Hero Xtreme 200S 4V

2024 KTM 390 Duke First Ride Review: Madness On 2-wheels

<p><i>The updated 399cc engine makes a bit more power and torque than before</i></p><ul><li>But more importantly, 80 percent of its power and torque is available from as low as 5,000 rpm</li><li>In terms of design, the new 390 Duke is multiple notches above the previous one</li><li>The bike has stayed as mad as it was while being a lot more practical and usable&nbsp;</li></ul><p>A decade ago, KTM made a significant impact on the Indian motorcycle market with the introduction of the 390 Duke. This bike offered outstanding performance, agile handling, and excellent value for money. In 2017, we witnessed the arrival of the Gen-2 Duke, which, while an improvement, didn't quite redefine the game.</p><p>However, this third-generation iteration of the Duke holds the promise of being the game-changer we've all been anticipating. To determine just how much of an evolution this new Duke represents, we need to delve into some crucial questions.</p><h2>2024 KTM 390 Duke: Design & Features</h2><p>One of the most significant areas of discussion is what you're currently looking at – the design. KTM's designs have always been a matter of personal taste, and this latest Duke continues that tradition. Drawing inspiration from the Super Duke, it features larger and sharper tank extensions along with an unconventional headlight design. To be candid, it looks considerably better in person than it does in photographs. During our brief time with the motorcycle, the design actually grew on us quite a bit.</p><h2>2024 KTM 390 Duke: Engine</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Engine</th><th>399cc engine</th></tr><tr><th>Maximum Power</th><th>46PS</th></tr><tr><th>Maximum Torque</th><th>39Nm</th></tr><tr><th>Transmission</th><th>6-speed</th></tr></thead></table></figure><p>KTM hasn't merely added superficial enhancements; they've made substantial changes to the core of this motorcycle, starting with its engine. The headline news is the increase in displacement, going from 373cc to 399cc. This modification has resulted in a boost in power and torque, with an increase of 2.5PS and 2Nm, bringing the figures to 46PS and 39Nm. What's even more exciting is that these peak figures now kick in earlier than before, making the bike's performance even more accessible.</p><h2>2024 KTM 390 Duke: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Front suspension</th><th>Inverted Fork</th></tr><tr><th>Rear suspension</th><th>Monoshock</th></tr><tr><th>Front tyre</th><th>110/70-17</th></tr><tr><th>Rear tyre</th><th>150/60-17</th></tr><tr><th>Front brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th></tr><tr><th>ABS</th><th>Dual-channel</th></tr></thead></table></figure><p>In the handling department, the new 390 Duke continues to embody the signature fun-to-ride character that Dukes are known for. It feels natural and easy to handle, offering a seamless connection between the rider and the bike. Your legs can easily latch onto it, and the body position feels incredibly intuitive. The bike is quick to respond to steering inputs but maintains a reassuring sense of stability, even during aggressive cornering.</p><h2>2024 KTM 390 Duke: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Wheelbase</th><th>1354mm</th></tr><tr><th>Ground clearance</th><th>183mm</th></tr><tr><th>Kerb weight</th><th>163kg&nbsp;</th></tr><tr><th>Fuel tank capacity</th><th>15-litres</th></tr><tr><th>Seat height</th><th>800mm</th></tr></thead></table></figure><p>While maintaining its exceptional handling characteristics, this new Duke has significantly improved its ride quality, especially when traversing our often challenging road conditions. Some might even describe it as approaching plushness. It does an impressive job of smoothing out sharp bumps and addressing smaller imperfections, all while maintaining its overall composure.</p><p>In terms of adjustability, you have the ability to fine-tune the suspension to your preferences. Up front, you can adjust compression and rebound, while at the rear, you have options for preload and rebound. Although the adjustment windows are not extensive, with only 5 clicks available for all damping settings, they still offer enough flexibility to noticeably alter the bike's feel without compromising its stability or safety. This allows riders to customize the suspension setup to their weight and riding style, enhancing the overall riding experience.</p><h2>2024 KTM 390 Duke: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 3,10,520&nbsp;</th></tr></thead></table></figure><p>KTM has priced the new 390 Duke at a very competitive Rs 3.10 lakh, ex-showroom. That means it’s just Rs 13,045 more than before.&nbsp;</p><h2>Verdict</h2><p>The first two generations of the 390 Duke were undoubtedly impressive, but they often came across as somewhat single-minded and rough around the edges. Although the second generation made notable strides in addressing these issues, this latest version manages to retain all the beloved Duke attributes while making significant improvements in rounding out those rough edges.</p><p>This <a href="https://www.drivio.in/ktm/2024-ktm-390-duke" target="_blank" rel="noopener noreferrer">2024 KTM 390 Duke</a> remains a thrilling motorcycle with a strong hooligan streak, perfectly suited for those who love to ride aggressively. However, it also brings substantial enhancements in terms of ride quality, making it less finicky at low speeds and low RPMs. The seat height is now more accessible, and ground clearance has increased significantly from 151mm to 183mm, making it better equipped for exploring various terrains – something 390 Duke owners often enjoy.</p><p>While you might have some reservations about its appearance when you approach it each morning, as soon as you're onboard and in motion, the 2024 KTM 390 Duke proves to be an absolute riot, delivering a blend of fun and practicality that's hard to beat.</p>

The 2024 KTM 390 Duke is arguably one of the most exciting bikes and now that it’s here, your question would obviously be how it is to ride? Let’s find out: 

2024 KTM 390 Duke First Ride Review: As Good As Ever!

The KTM 390 Duke caused quite a disruption in the Indian motorcycling industry a decade ago when it was first launched. While it packed a punch, it was also priced very well and it was fantastic value for money. And now that it’s gotten a comprehensive overhaul, how has that changed this pocket-rocket? Let’s find out: 

<p><i>Where this Apache really stands out is in the looks department</i></p><ul><li>Its 312cc engine makes 35.6PS and 28.7Nm</li><li>Underpinnings include a bright, golden-coloured inverted fork along with a mono shock&nbsp;</li><li>In terms of its TFT console, it packs many world-first features</li></ul><p>The 300-400cc motorcycle scene has been buzzing this year with exciting additions like the <a href="https://www.drivio.in/triumph/triumph-speed-400" target="_blank" rel="noopener noreferrer">Triumph Speed 400</a> and <a href="https://www.drivio.in/harley-davidson/x440" target="_blank" rel="noopener noreferrer">Harley-Davidson X440</a> in the neo-retro category. But there's more to come in the cutting-edge category. TVS has introduced the <a href="https://www.drivio.in/tvs/tvs-apache-rtr-310" target="_blank" rel="noopener noreferrer">Apache RTR 310</a>, a naked counterpart to the Apache RR310 sport bike. Unlike a simple fairing removal and handlebar swap, TVS has gone the extra mile to make this bike stand out:&nbsp;</p><h2>TVS Apache RTR 310: Design & Features</h2><p>When it comes to the tech side, it sports a 5-inch TFT instrument console with connectivity options for your smartphone, helmet communication device, and GoPro. You'll also find features like music control, voice assist, incoming call alerts, SMS alerts, and the ability to store up to 3 documents such as your registration certificate and driver's license. Turn-by-turn navigation with What3words is also included.</p><p>One standout feature is the climate-controlled seats, offering both heating and cooling for added comfort. TVS offers three customizable kit options for the Apache RTR 310:</p><ol><li><strong>Dynamic Kit (Rs 18,000)</strong>: Includes adjustable front and rear suspension, a tyre pressure monitoring system, and a brass-coated chain.</li><li><strong>Dynamic Pro Kit (Rs 22,000)</strong>: Offers Race Tuned Dynamic Stability Control, cornering ABS, cornering traction control, wheelie control, slope-dependent control, rear lift-off control, cornering cruise control, and the climate-controlled seat.</li><li><strong>Colour Kit (Rs 10,000):</strong> Provides the Sepang Blue color option, inspired by TVS' 40-year racing heritage, alongside the blue, white, and red color options.</li></ol><h2>TVS Apache RTR 310: Engine</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>TVS Apache RTR 310</strong></th></tr><tr><th>Engine</th><th>312cc engine</th></tr><tr><th>Maximum Power</th><th>35.6PS</th></tr><tr><th>Maximum Torque</th><th>28.7Nm</th></tr><tr><th>Transmission</th><th>6-speed</th></tr></thead></table></figure><p>Equipped with the Dynamic Kit, our bike allowed us to experience the RTR 310 with adjustable suspension at both ends, which also includes a TPMS and a brass-coated chain. Thailand's well-maintained roads mean we'll hold off on delivering a final verdict on ride quality for now. However, the bike handled the minor rough patches we encountered reasonably well. It maintained its composure but hinted at a bit of underlying firmness, resulting in a slightly fidgety and busy ride on an uneven concrete road stretch.</p><h2>TVS Apache RTR 310: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>TVS Apache RTR 310</strong></th></tr><tr><th>Front suspension</th><th>Inverted Fork</th></tr><tr><th>Rear suspension</th><th>Monoshock</th></tr><tr><th>Front tyre</th><th>110/70-R17</th></tr><tr><th>Rear tyre</th><th>150/60-R17</th></tr><tr><th>Front brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th></tr><tr><th>ABS</th><th>Dual-channel</th></tr></thead></table></figure><p>When it comes to handling, the new RTR from TVS embodies the brand's signature traits – it's light, natural, predictable, and easy to maneuver. This makes it an excellent choice for a road sport bike, and it feels right at home when attacking winding roads on weekends.</p><p>We also took it for a spin on the track, and while it provided a reasonable amount of fun, it's not the kind of bike that thrives under extreme pressure. The Michelin Road 5 tyres offer impressive grip, but you'll eventually run out of cornering clearance, especially if you're a taller rider who needs to move around on the bike.</p><h2>TVS Apache RTR 310: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>TVS Apache RTR 310</strong></th></tr><tr><th>Wheelbase</th><th>NA</th></tr><tr><th>Ground clearance</th><th>180mm</th></tr><tr><th>Kerb weight</th><th>169kg</th></tr><tr><th>Fuel tank capacity</th><th>11-litres</th></tr><tr><th>Seat height</th><th>800mm</th></tr></thead></table></figure><p>In terms of performance, the engine offers a well-distributed power delivery. It's tractable at lower revs, gradually building into a satisfying mid-range, and maintaining strong performance all the way to the top end. The shorter gearing contributes to a nimble feel in city traffic. TVS has made adjustments to the mapping, intake, and exhaust, resulting in slightly increased power and torque. Notably, the exhaust now produces a deeper and more pleasant sound compared to the RR310, which had a somewhat harsher note.</p><h2>TVS Apache RTR 310: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>TVS Apache RTR 310</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 2.43 lakh onwards&nbsp;</th></tr></thead></table></figure><p>Prices for the Apache RTR 310 begin from Rs 2.43 lakh onwards, ex-showroom Delhi.&nbsp;</p><h2>Verdict</h2><p>With the Apache RTR 310, TVS is aiming for a broader audience with its 310cc platform. It incorporates several elements we appreciate from the RR310 and adds a plethora of new features. However, it also inherits some inherent drawbacks. After seven years, it seems like TVS and BMW might need to consider moving beyond this engine, as it's beginning to lag behind the competition in terms of power and refinement.</p><p>If you were considering this bike as your go-to machine for long-distance journeys and versatile riding, it does have certain limitations in this aspect. However, if you're in the market for an attractive and thrilling city bike packed with features and capable of delivering a fun ride on winding roads, the RTR is well-suited for that purpose. It even offers some unique features and bragging rights to sweeten the deal. It will be intriguing to see how TVS responds to the competition, especially in the face of the Austrian charge on the horizon.</p>

We recently rode the TVS Apache RTR 310 and found out some things that made it quite a likeable motorcycle. Here’s its first ride review: 

TVS Apache RTR 310 Review: The Best TVS Apache Till Date? 

The TVS Apache RR 310 is a good bike but it has its fair share of issues to deal with. So when TVS launched a naked version of the same, the Apache RTR 310, all of us obviously sat up and took notice. Especially because this one sounds like a lot more than just the RR 310 without the fairing. Is it really so though? Let’s find out: 

TVS Apache RTR 310: First Ride Review

2023 Royal Enfield Bullet 350 Compared To Its Rivals

<p><i>The </i><a href="https://www.drivio.in/yezdi/roadster" target="_blank" rel="noopener noreferrer"><i>Yezdi Roadster</i></a><i> stands out with its liquid-cooled powerful engine</i></p><ul><li>If you want something that really stands out in a crowd with its funky design, the TVS Ronin could stand out for you</li><li>The Yezdi Roadster’s design too, is a bit polarizing with its raked-out front but streetfighter-like ergonomics</li><li>The Bullet stands out as the most traditional-looking Roadster of the lot</li></ul><p><a href="https://www.drivio.in/royal-enfield/bullet-350" target="_blank" rel="noopener noreferrer">Royal Enfield Bullet 350</a> has gone unrivalled in its segment for quite some time over the years. Competitors have come and gone, but no one’s been able to match the macho appeal and the charisma it has had. But now that Royal Enfield has modernized the Bullet 350, in its J-series avatar, is it the same as before, or do any of its competitors now pull ahead? Let's find out:&nbsp;</p><h2>2023 Royal Enfield Bullet 350 vs Rivals: Design & Features</h2><p>The Royal Enfield Bullet 350 maintains its classic design throughout the years, providing riders with a comfortable riding position. Its timeless appearance evokes nostalgia for vintage British motorcycles, making it a favorite among retro enthusiasts.</p><p>The bike's retro charm is enhanced by a round headlight surrounded by shiny chrome, reminiscent of the past. It features iconic "tiger lamps," hand-painted pinstripes on the fuel tank, and a smoothly contoured single-seat, all adding to its allure. Additionally, a robust metal grab handle and a prominent long chrome exhaust contribute to its classic appeal.</p><p>However, it's worth noting that if someone is seeking a more modern design, they may not be a fan of the Bullet 350's classic look. Moreover, the bike's fuel gauge is known to be somewhat unreliable, occasionally displaying incorrect readings.</p><p>The Ronin stands out with its larger appearance, mainly attributed to its taller and wider fuel tank, as well as its unique shape. It features a thicker upside-down front suspension fork and a wider seat. On the contrary, the Hunter opts for a lower and slimmer profile, making it particularly appealing to newer or smaller riders seeking added confidence. However, loyal Royal Enfield enthusiasts might not favor its more compact dimensions.</p><p>While the Ronin appears larger, it showcases some distinctive design elements, such as an oversized chain cover that resembles a belt-drive system typically found on cruiser motorcycles. From a different perspective, this excess size becomes apparent. It's important to note that despite its blocky-pattern tyres, the Ronin doesn't excel in off-road capabilities. Nevertheless, it offers adjustable levers, stylish mirrors, eye-catching LED indicators, and an attractive LED strip brake lamp, adding to its overall appeal.</p><h2>2023 Royal Enfield Bullet 350 vs Rivals: Engines</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Honda H’ness CB350</strong></th><th><strong>TVS Ronin</strong></th><th><strong>Yezdi Roadster</strong></th></tr><tr><th>Engine</th><th>349cc engine</th><th>348.36cc engine</th><th>225.9cc engine</th><th>334cc engine</th></tr><tr><th>Maximum Power</th><th>20.4PS</th><th>21.07PS</th><th>20.4PS</th><th>29.7PS</th></tr><tr><th>Maximum Torque</th><th>27Nm</th><th>30Nm</th><th>19.93Nm</th><th>29Nm</th></tr><tr><th>Transmission</th><th>5-speed</th><th>5-speed</th><th>5-speed</th><th>6-speed</th></tr></thead></table></figure><p>When comparing the Bullet with the Meteor, it's clear that the Bullet offers a more relaxed riding experience. The newer model comes with improvements, including a crisper throttle response. Notably, it now comfortably cruises at speeds of 95-100 km/h, a significant upgrade from its previous 80 km/h limit. This enhancement results in improved roll-on acceleration from 30 to 50 km/h, making overtaking more confident.</p><p>While the differences in city riding are subtle, they become more pronounced on highways. Some riders may prefer a lighter clutch, and those accustomed to clutch less shifts will notice smoother gear transitions when shifting conventionally.</p><p>What many riders will appreciate is the bike's neutral handling. Despite being a retro bike, the new J-series platform is built on a robust chassis, which makes maneuvering the bike from one corner to another a confident endeavor. The chassis feels stiff and planted even during spirited rides, and the bike exhibits a neutral and almost indifferent behavior when pushed to its limits. This aspect of the bike is truly admirable.</p><p>The Roadster's 334cc engine remains eager to rev and provides brisk acceleration. Its engaging handling adds to the overall experience. While it may not have the razor-sharp agility of a streetfighter, the flat handlebars offer ample leverage to easily maneuver the bike. Even tipping it from one side to the other becomes an enjoyable endeavor. Adding to the fun factor is the smooth 6-speed gearbox and a clutch that's notably light to operate.</p><h2>2023 Royal Enfield Bullet 350 vs Rivals: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Honda H’ness CB350</strong></th><th><strong>TVS Ronin</strong></th><th><strong>Yezdi Roadster</strong></th></tr><tr><th>Front suspension</th><th>41mm Telescopic Fork</th><th>Telescopic Fork</th><th>Inverted fork</th><th>Telescopic Fork</th></tr><tr><th>Rear suspension</th><th>Twin Shocks</th><th>Twin Hydraulic Shocks</th><th>Monoshock</th><th>Twin Shocks</th></tr><tr><th>Front tyre</th><th>100/90-19</th><th>100/90-19</th><th>110/70-17</th><th>100/90-18</th></tr><tr><th>Rear tyre</th><th>120/80-18</th><th>130/70-18</th><th>130/70-17</th><th>130/80-17</th></tr><tr><th>Front brake</th><th>300mm Disc</th><th>310mm Disc Brake</th><th>300mm disc</th><th>320mm Disc</th></tr><tr><th>Rear brake</th><th>270mm Disc/ 153mm Drum</th><th>240mm Disc Brake</th><th>240mm disc</th><th>240mm Disc</th></tr><tr><th>ABS</th><th>Single Channel</th><th>Yes</th><th>Dual-channel is optional</th><th>Dual-channel</th></tr></thead></table></figure><p>The new Bullet 350 boasts larger 41mm forks, maintaining a 130mm travel distance. The rear shock absorbers have been improved with 10mm longer travel, enhancing overall comfort, especially when riding with a passenger or carrying luggage. Additionally, the ground clearance has been increased to tackle rough roads with ease.</p><p>However, what you won't find on the spec sheets is the exceptional ride quality that the 2023 Royal Enfield Bullet 350 offers. It's almost akin to sitting on a sofa. To put it to the test, we took the Bullet 350 through some of the city's toughest and most uneven speed breakers. Remarkably, the bike handled them with the ease of a tall adventure bike that boasts ample ground clearance. It effortlessly conquered rough roads, providing absolute comfort for both the rider and the passenger.</p><h2>2023 Royal Enfield Bullet 350 vs Rivals: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Honda H’ness CB350</strong></th><th><strong>TVS Ronin</strong></th><th><strong>Yezdi Roadster</strong></th></tr><tr><th>Wheelbase</th><th>1390mm</th><th>1441mm</th><th>1357mm</th><th>1440mm</th></tr><tr><th>Ground clearance</th><th>170mm</th><th>166mm</th><th>181mm</th><th>175mm</th></tr><tr><th>Kerb weight</th><th>195kg</th><th>181kg</th><th>159kg / 160kg</th><th>184kg</th></tr><tr><th>Fuel tank capacity</th><th>13-litres</th><th>15-litres</th><th>14-litres</th><th>12.5-litres</th></tr><tr><th>Seat height</th><th>805mm</th><th>800mm</th><th>795mm</th><th>790mm</th></tr></thead></table></figure><h2>2023 Royal Enfield Bullet 350 vs Rivals: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>Royal Enfield Bullet 350</strong></th><th><strong>Honda H’ness CB350</strong></th><th><strong>TVS Ronin</strong></th><th><strong>Yezdi Roadster</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 1.8 lakh onwards</th><th>Rs 2,09,857 onwards&nbsp;</th><th>Rs 1.49 lakh onwards&nbsp;</th><th>Rs 2,06,142 onwards&nbsp;</th></tr></thead></table></figure><p>The Royal Enfield Bullet 350 offers a choice between two variants: Kick Start and Electric Start, and each comes with a range of appealing colour options to suit different preferences. For the Kick Start variants, you have classic Black, elegant Bullet Silver, and sophisticated Onyx Black as colour choices.</p><p>On the other hand, the Electric Start variants provide some excellent options as well, including the bold Jet Black, striking Regal Red, and distinguished Royal Blue. These colour choices cater to a variety of tastes and styles.</p><h2>Verdict</h2><p>The Royal Enfield Bullet 350 had been performing exceptionally well in terms of sales due to its rich history, robust build, commanding riding posture, and captivating style. However, the 2023 model took a clever approach by retaining these fantastic attributes while also addressing significant issues.</p><p>Today, there's no denying that the new Bullet 350 seamlessly blends nostalgia with modernity. If you're in search of a motorcycle that effortlessly combines classic charm with contemporary features, the Bullet 350 is undoubtedly the ideal choice for you.</p><p>The Roadster, meanwhile, has undoubtedly improved as a product, and with its starting price of Rs 2,06,142 (ex-showroom Delhi), it offers excellent value for its segment. If Yezdi can address the minor issues we mentioned earlier, the Roadster could become a more well-rounded offering.</p><p>What sets the Roadster apart is its unapologetically spirited character. While other bikes in its segment aim for a relaxed riding experience, this bike, with its flat handlebar, upright ergonomics, and lively performance, thrives on keeping the rider engaged and on their toes. This unique experience is sure to resonate with many enthusiasts.</p>

We compare the newly-launched 2023 Royal Enfield Bullet 350 to all of its chief rivals and here’s how the Bullet stacks up against all of them: 

2023 Royal Enfield Bullet 350 vs Rivals: Specifications Compared

The Royal Enfield Bullet 350 is arguably one of the most iconic bikes of all time. And now that Royal Enfield gave it the update of its life earlier this month, we were obviously curious as to how the bike stacks up now against some of its chief rivals. So if you’re wondering the same, here’s a quick lowdown on how that goes like: 

TVS Apache RTR 310 vs KTM Duke 390: Compared

<p><i>On paper, the new KTM 390 Duke wins the battle against its TVS counterpart</i></p><ul><li>The K<a href="https://www.drivio.in/ktm/390-duke" target="_blank" rel="noopener noreferrer">TM 390 Duke</a> has a larger engine and much more power and torque</li><li>Both streetfighters have very futuristic styling that really stands out in the segment</li><li>In terms of hardware, both pack adjustable suspension, but you’ll have to pay more for the Apache’s&nbsp;</li></ul><p>Now is a great time to consider buying a 300-400cc naked motorcycle in India. KTM and TVS have recently introduced their top-of-the-line streetfighter bikes for 2024, namely the KTM 390 Duke and the <a href="https://www.drivio.in/tvs/tvs-apache-rtr-310" target="_blank" rel="noopener noreferrer">TVS Apache RTR 310</a>. And if you’re confused between the two, here’s what each one packs:&nbsp;</p><h2>TVS Apache RTR 310 vs KTM 390 Duke: Design & Features</h2><p>In terms of technology, the Apache RTR 310 boasts a 5-inch TFT instrument console that offers connectivity options for your smartphone, helmet communication device, and GoPro. It also provides features such as music control, voice assistance, incoming call alerts, SMS notifications, and the ability to store up to three important documents like your registration certificate and driving license. Additionally, it includes turn-by-turn navigation with What3words integration.</p><p>A standout feature of this bike is its climate-controlled seats, which can both heat and cool for added comfort. TVS offers three customizable kit options for the Apache RTR 310:</p><ul><li><strong>Dynamic Kit (Rs 18,000):&nbsp;</strong>This kit includes adjustable front and rear suspension, a Tyre pressure monitoring system, and a brass-coated chain.</li><li><strong>Dynamic Pro Kit (Rs 22,000):</strong> The Dynamic Pro Kit takes it up a notch with features like Race Tuned Dynamic Stability Control, cornering ABS, cornering traction control, wheelie control, slope-dependent control, rear lift-off control, cornering cruise control, and, of course, the climate-controlled seat.</li><li><strong>Colour Kit (Rs 10,000):</strong> If you're interested in adding a touch of style, this kit offers the Sepang Blue colour option, inspired by TVS' 40-year racing heritage, along with the blue, white, and red colour option.</li></ul><p>One of the key talking points revolves around what's right in front of you – the design. KTM's designs have always sparked personal preferences, and this new Duke carries on that legacy. Taking cues from the Super Duke, it showcases larger and more defined tank extensions and an unconventional headlight arrangement. To be frank, it's much more appealing in person than it appears in photos. In our limited time with the motorcycle, we found ourselves appreciating the design more and more.</p><h2>TVS Apache RTR 310 vs KTM 390 Duke: Engines</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>TVS Apache RTR 310</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Engine</th><th>312cc engine</th><th>399cc engine</th></tr><tr><th>Maximum Power</th><th>35.6PS</th><th>46PS</th></tr><tr><th>Maximum Torque</th><th>28.7Nm</th><th>39Nm</th></tr><tr><th>Transmission</th><th>6-speed</th><th>6-speed</th></tr></thead></table></figure><p>With the Dynamic Kit installed, our bike provided us with the opportunity to test the RTR 310 equipped with adjustable suspension at both ends, along with a TPMS (Tyre Pressure Monitoring System) and a brass-coated chain. While we'll reserve our final judgment on ride quality for now due to the well-maintained roads in Thailand, it's worth noting that the bike handled minor rough patches quite competently. It maintained its composure but did hint at a touch of underlying firmness, which led to a somewhat jittery and active ride on an uneven stretch of concrete road.</p><p>KTM has gone beyond surface-level improvements; they've made significant alterations to the heart of this motorcycle, beginning with the engine. The big news here is the increase in displacement, moving from 373cc to 399cc. This change has led to a notable increase in power and torque, with a gain of 2.5PS and 2Nm, resulting in figures of 46PS and 39Nm. What's particularly thrilling is that these peak numbers now come into play earlier in the rev range, making the bike's performance even more readily accessible.</p><h2>TVS Apache RTR 310 vs KTM 390 Duke: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>TVS Apache RTR 310</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Front suspension</th><th>Inverted Fork</th><th>Inverted Fork</th></tr><tr><th>Rear suspension</th><th>Monoshock</th><th>Monoshock</th></tr><tr><th>Front tyre</th><th>110/70-R17</th><th>110/70-17</th></tr><tr><th>Rear tyre</th><th>150/60-R17</th><th>150/60-17</th></tr><tr><th>Front brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>ABS</th><th>Dual-channel</th><th>Dual-channel</th></tr></thead></table></figure><p>In terms of handling, the new TVS RTR embodies the brand's signature characteristics—it's lightweight, intuitive, predictable, and easy to handle. This makes it an excellent choice for a road sport bike, and it excels when tackling winding roads on weekend rides.</p><p>We also had the opportunity to take it for a spin on the track, and while it did provide a decent amount of enjoyment, it's not the type of bike that thrives under extreme pressure. The Michelin Road 5 tyres offer impressive grip, but you may eventually reach the limits of cornering clearance, especially if you're a taller rider who needs to make significant movements on the bike.</p><p>When it comes to handling, the new 390 Duke stays true to the iconic and enjoyable-to-ride nature that Dukes are renowned for. It exudes a sense of naturalness and ease of control, establishing a seamless link between the rider and the bike. Your legs find a comfortable grip, and the riding position feels intuitively right. The bike responds swiftly to steering commands while maintaining a reassuring level of stability, even during spirited cornering maneuvers.</p><h2>TVS Apache RTR 310 vs KTM 390 Duke: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>TVS Apache RTR 310</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Wheelbase</th><th>NA</th><th>1354mm</th></tr><tr><th>Ground clearance</th><th>180mm</th><th>183mm</th></tr><tr><th>Kerb weight</th><th>169kg</th><th>163kg&nbsp;</th></tr><tr><th>Fuel tank capacity</th><th>11-litres</th><th>15-litres</th></tr><tr><th>Seat height</th><th>800mm</th><th>800mm</th></tr></thead></table></figure><p>When it comes to performance, the engine delivers power in a well-balanced manner. It's responsive at lower revs, progressively building into a satisfying mid-range, and maintaining strong performance all the way to the top end. The shorter gearing adds to its agility, making it feel nimble in city traffic. TVS has fine-tuned the engine mapping, intake, and exhaust, resulting in a slight boost in power and torque. Notably, the exhaust now produces a deeper and more pleasing sound compared to the RR310, which had a somewhat harsher note.</p><p>While preserving its outstanding handling characteristics, the new Duke has made significant strides in ride quality, particularly when tackling our often challenging road conditions. Some might even describe it as approaching a plush feel. It impressively smooths out sharp bumps and addresses smaller imperfections while maintaining its overall composure.</p><h2>TVS Apache RTR 310 vs KTM 390 Duke: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>TVS Apache RTR 310</strong></th><th><strong>2024 KTM 390 Duke</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 2.43 lakh onwards&nbsp;</th><th>Rs 3,10,520&nbsp;</th></tr></thead></table></figure><p>TVS might have priced the Apache at a much more affordable price, but that’s the base variant. If you want to slap on the adjustable suspension and other kits to make it a sweeter deal, it’ll take the Apache’s price a lot closer to the 390 Duke’s.&nbsp;</p><h2>Verdict</h2><p>Now while both bikes sound quite promising, one obviously stands out, and that’s the 2024 KTM 390 Duke. The earlier versions of the KTM 390 Duke, particularly the first two generations, were undeniably impressive, but they sometimes felt a bit one-dimensional and rough around the edges. The second generation made strides in improving these aspects, and the latest <a href="https://www.drivio.in/ktm/2024-ktm-390-duke" target="_blank" rel="noopener noreferrer">2024 KTM 390 Duke</a> manages to keep the beloved Duke characteristics while significantly smoothing out those rough edges.</p><p>This 2024 model still offers the thrilling experience that Duke enthusiasts love, with a touch of hooliganism, perfect for those who enjoy aggressive riding. But it also brings substantial improvements in terms of ride quality, making it more forgiving at low speeds and low RPMs. The seat height is now more accessible, and the ground clearance has increased from 151mm to 183mm, making it better suited for various terrains, which many 390 Duke riders appreciate.</p><p>TVS is expanding its reach with the Apache RTR 310, targeting a wider audience with its 310cc platform. It takes some of the elements we admired in the<a href="https://www.drivio.in/tvs/apache-rr-310" target="_blank" rel="noopener noreferrer"> RR310</a> and introduces a slew of new features. However, it does carry over some inherent limitations. After seven years, it seems that TVS and BMW might need to consider upgrading this engine, as it's starting to fall behind the competition in terms of power and refinement. If you were eyeing this bike for long-distance rides and versatile use, it does come with certain restrictions in that regard.</p>

 The newly-launched TVS Apache RTR 310 goes up against the new KTM 390 Duke. Here’s how the two sub-500cc streetfighters go up against each other: 

TVS Apache RTR 310 vs KTM Duke 390: Battle Of The Streetfighters

Both the new TVS Apache RTR 310 and the 2024 KTM 390 Duke were launched very close to each other. And with them being major rivals, we thought it’d only make sense for us to put them up against each other. So here’s how the two bikes stack up against each other: 

Hero Karizma XMR vs Rivals: Specifications Compared

<p><i>The</i><a href="https://www.drivio.in/suzuki/gixxer-sf-250" target="_blank" rel="noopener noreferrer"><i> Suzuki Gixxer SF 250</i></a><i> is the most powerful of the lot</i></p><ul><li>The <a href="https://www.drivio.in/yamaha/r15-v4" target="_blank" rel="noopener noreferrer">Yamaha R15 V4</a> stands at the lower end of things in terms of capacity and power output</li><li>Hero’s Xtreme 200S 4V is the only one with a 5-speed gearbox here</li><li>The Xtreme also packs the least premium hardware&nbsp;</li></ul><p>The latest Hero Karizma XMR faces tough competition from four main rivals: the Suzuki Gixxer SF, Yamaha R15 V4, <a href="https://www.drivio.in/bajaj/pulsar-rs200" target="_blank" rel="noopener noreferrer">Bajaj Pulsar RS200</a>, and the <a href="https://www.drivio.in/hero/xtreme-200s-4v" target="_blank" rel="noopener noreferrer">Hero Xtreme 200S 4V</a>. And as has been the case over the years, this segment has been an extremely competitive one, because this is where riders usually upgrade from their 125cc motorcycles. This is where they now want to go faster and want to learn things like cornering and getting their knee down.&nbsp;</p><p>So if you are someone who’s looking for the same kind of an upgrade, here’s a quick reckoner that’ll further help you decide which bike you should go for:&nbsp;</p><h2>Hero Karizma XMR vs Rivals: Design & Features</h2><p>The <a href="https://www.drivio.in/hero/hero-karizma-xmr" target="_blank" rel="noopener noreferrer">Hero Karizma XMR</a>, a fresh reinterpretation of the classic Karizma, brings about some exciting changes that give it a brand-new appearance. It has moved away from the previous bikini fairing and now showcases a sleek, fully-faired design.</p><p>One of the most striking features is the inclusion of dual projector LED headlights integrated into this full fairing. Despite its faired look, it retains its sport-tourer identity with elevated handlebars. Interestingly, the XMR's style aligns more with the Bajaj Pulsar RS200 rather than the aggressive super sport appearance of the <a href="https://www.drivio.in/ktm/rc-200" target="_blank" rel="noopener noreferrer">KTM RC 200</a>.</p><p>This motorcycle also boasts an LCD dashboard with Bluetooth connectivity for turn-by-turn navigation. The switchgear not only looks premium but also offers a tactile feel, and there's an illuminated touch that enhances its visual appeal. The dual LED projector headlights and H-shaped LED DRLs not only enhance aesthetics but also provide improved visibility.</p><p>What stands out in this group though is the R15. The Yamaha R15 V4, including the R15M variant, draws design inspiration from the R7, which isn't available in India. The R15 V4 boasts an aerodynamic body with sharp, angular body panels, and it encourages a sporty riding posture.&nbsp;</p><p>Its bi-functional projector LED headlight exudes understated elegance, while the twin LED DRLs enhance its premium appearance. Adding to its visual appeal are the sophisticated gold-finished inverted forks, muscular fuel tank, and a split-seat arrangement. The sleek, elevated tail section features split tail panels, a somewhat flashy yet functional tire hugger, and an LED taillamp. The more premium R15M model also enjoys similar features and mechanical enhancements.</p><h2>Hero Karizma XMR vs Rivals: Engines</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Karizma XMR 210</strong></th><th><strong>Yamaha R15 V4</strong></th><th><strong>Suzuki Gixxer SF 250</strong></th><th><strong>Bajaj Pulsar RS200</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Engine</th><th>210cc liquid-cooled engine</th><th>155cc liquid-cooled engine</th><th>249cc air-cooled engine with an oil-cooler</th><th>199.5cc liquid-cooled engine</th><th>199.6cc single-cylinder air-cooled 4-valve SOHC</th></tr><tr><th>Maximum power</th><th>25.5PS</th><th>18.4PS</th><th>26.5PS</th><th>24.5PS</th><th>19.17PS</th></tr><tr><th>Maximum torque</th><th>20.4Nm</th><th>14.2Nm</th><th>22.6Nm</th><th>18.7Nm</th><th>17.35Nm</th></tr><tr><th>Transmission</th><th>6-speed</th><th>6-speed</th><th>6-speed</th><th>6-speed</th><th>5-speed</th></tr></thead></table></figure><p>The new Hero flagship motorcycle is powered by an innovative 210cc DOHC 4-valve liquid-cooled single-cylinder engine, marking Hero's debut in liquid-cooled engine technology.</p><p>This engine delivers impressive performance, producing 25.5PS at 9,250rpm and 20.4Nm of torque at 7,250rpm. Notably, these figures outshine its competitors, the KTM RC 200 and the Bajaj Pulsar RS200. The power generated by this engine is efficiently managed through a 6-speed gearbox, which also includes the advantages of a slipper and assist clutch for enhanced riding control.&nbsp;</p><p>Now while that sounds good, the bike that really stands out in this crowd is the Suzuki Gixxer SF 250. Its engine not only has the most power and torque, but it’s also the smoothest of the lot. And more importantly, it’s torquey nature means it’s a joy to use and is very effortless. You can be riding in higher gears at lower speeds and this motor will just chug along. So if you’re looking for something easy-going, nothing beats the Gixxer’s charming 249cc mill.&nbsp;</p><p>However, if excitement is what you’re after, nothing quite beats the Yamaha R15 V4. That liquid-cooled motor is exciting and with the VVA technology, it now has a much better low-end. That said, the top-end is where the fun lies. Anything after 6,000 rpm is very exciting and you’ll genuinely enjoy revving the motor out, especially because of how smooth the bike stays even when revved-out. And take it up a mountain road and you’ll see how beautifully its handling complements its engine. That said, its ergonomics are also the most cramped of the lot so taller riders might face an issue.&nbsp;</p><h2>Hero Karizma XMR vs Rivals: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Karizma XMR 210</strong></th><th><strong>Yamaha R15 V4</strong></th><th><strong>Suzuki Gixxer SF 250</strong></th><th><strong>Bajaj Pulsar RS200</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Front suspension</th><th>Telescopic Fork</th><th>USD Fork</th><th>Telescopic Fork</th><th>Telescopic Fork</th><th>37mm telescopic fork</th></tr><tr><th>Rear suspension</th><th>Monoshock</th><th>Monoshock</th><th>Monoshock</th><th>Monoshock</th><th>Gas-charged monoshock&nbsp;</th></tr><tr><th>Front tyre</th><th>100/80-17</th><th>100/80-17</th><th>110/70-17</th><th>100/80-17</th><th>100/80-17</th></tr><tr><th>Rear tyre</th><th>140/70-17</th><th>140/70-R17</th><th>150/60-17</th><th>130/70-17</th><th>130/70-17</th></tr><tr><th>Front brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th><th>Disc Brake</th></tr><tr><th>ABS</th><th>Dual-channel</th><th>Dual-channel</th><th>Dual-channel</th><th>Dual-channel</th><th>Single-channel</th></tr></thead></table></figure><p>The suspension setup of the Karizma XMR is composed of a telescopic fork in the front and a gas-charged monoshock in the rear with a 6-step preload adjustment feature. It's worth noting that the absence of upside-down (USD) forks, found in the Hero Xtreme 160R 4V, is a notable distinction. However, it's essential to mention that the telescopic forks on the XMR perform their job effectively, and the need for USD forks isn't strongly felt.</p><p>One interesting cost-saving choice made by Hero is the use of a box-section swingarm. This decision does raise questions, especially when compared to the Xtreme 160R 4V, which boasts USD forks, marking a departure from the XMR's design philosophy.</p><p>Interestingly, the bike here that has the most premium suspension componentry is the smallest one; the Yamaha R15 V4. Despite being only a 125cc bike, it gets a USD fork along with a monoshock and the superiority in it is visible the moment you take it out for a spin. Take it to the ghats and you;ll see that the chassis and the suspension have been tuned beautifully. It’s very communicative and gives the rider a lot of confidence to push it to its limits.</p><p>This is where the Hero Xtreme 200S 4V really lags behind the others. Its soft suspension and very unsophisticated mono shock simply cannot keep up with the sportiness that the others have to offer. Even the engine, being the only air-cooled one in here, simply cannot keep up with the others and its left gasping for air the moment you cross around 7,000 rpm. So if you’re looking for anything more than just a commuter, we think you should look beyond the Hero Xtreme 200S 4V.&nbsp;</p><h2>Hero Karizma XMR vs Rivals: Price & Verdict</h2><figure class="table"><table><thead><tr><th>&nbsp;</th><th><strong>Hero Karizma XMR</strong></th><th><strong>Yamaha R15 V4</strong></th><th><strong>Suzuki Gixxer SF 250</strong></th><th><strong>Bajaj Pulsar RS200</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th></tr><tr><th>Price</th><th>Rs 1,72,900</th><th>Rs 1,81,700 onwards</th><th>Rs 1,81,400 onwards</th><th>Rs 1,72,358&nbsp;</th><th>Rs 1,41,250</th></tr></thead></table></figure><p>At its introductory price, the Hero Karizma XMR comes in at a significantly lower price compared to its main rivals, the R15 and Gixxer SF 250. In fact, its pricing is so competitive that it's nearly on par with the older Bajaj Pulsar RS200. After the introductory pricing period ends, the cost will increase to Rs 1,82,900.&nbsp;</p><p>So if you’re looking for an all-rounder that’ll do everything, from commuting to touring to maybe even your track days, the Karizma XMR does stand out, like its predecessor did too. But if you’re looking for something more focused and want to hone your cornering skills on, the Yamaha R15 V4 makes a lot of sense. It’s a lot more exciting, sharp and fun to ride. That said, it’ll also demand more from the rider than the Karizma would.&nbsp;</p>

We recently rode the new Hero Karizma XMR and here’s how it fares against four of its chief rivals, the Gixxer 250, R15 V4, Pulsar RS200 and the Xtreme 200S 4V

 Hero Karizma XMR vs Rivals: See How It Fares Against The Competition

The new Hero Karizma XMR has four chief rivals: the Suzuki Gixxer SF, Yamaha R15 V4, Bajaj Pulsar RS200 and the Hero Xtreme 200S 4V. So if you’re wondering how the XMR, the most modern iteration of the Karizma, fares against its rivals, here’s a quick lowdown onto the same: 

<p><i>Visually, the S1 Pro gen 2 looks very similar to the previous gen scooter</i></p><ul><li>The S1 Pro gen 2 is built on the same platform we saw on the S1 Air</li><li>That means it misses out on the single-sided swingarm that the original Gen 1 had</li><li>Suspension duties are handled by a telescopic fork as well as a mono shock</li></ul><p>At the Ola S1 Air electric scooter's media ride event, we got a chance to test the new Gen 2 S1 Pro, although it was only a brief ride inside the factory grounds. And while it didn’t let us test the scooter thoroughly, it did reveal some important things about Ola’s new flagship scooter. Here’s all you need to know about it:&nbsp;</p><h2>Ola S1 Pro Gen 2: Design & Characteristics</h2><p>The Ola S1 Pro Gen 2 is built on Ola's new Gen 2 platform, which is also used for the S1 Air. This means that the Ola S1 Pro features a telescopic front fork and a flat floorboard, just like the S1 Air. However, unlike the S1 Air, which has drum brakes, the S1 Pro Gen 2 is equipped with disc brakes both at the front and rear, along with a mono shock rear suspension.</p><p>One notable change is in the rear section. The S1 Pro Gen 2 now has a conventional dual-sided swingarm, which doesn't have the same sleek appearance as the original S1 Pro. The original S1 Pro had a horizontally mounted mono shock and an exposed rear wheel on the right side, giving it a distinct look.</p><p>The storage space under the seat has shrunk by 2 liters, but it still offers a spacious 34-liter capacity. It remains wide and flat, which is a significant advantage for this scooter. The seat height has increased slightly by 5 mm, now measuring 805 mm, while the ground clearance has seen a slight reduction from 163 mm to 160 mm.</p><h2>Ola S1 Pro Gen 2: Motor & Range</h2><figure class="table"><table><thead><tr><th><strong>Specifications &nbsp;</strong></th><th><strong>Ola S1 Pro Gen 2</strong></th></tr><tr><th>Motor</th><th>5kW</th></tr><tr><th>Top Speed</th><th>120kmph</th></tr><tr><th>Battery</th><th>4kWh</th></tr><tr><th>Range</th><th>180km</th></tr></thead></table></figure><p>The redesigned motor in the S1 Pro Gen 2 has some notable changes. It now delivers a lower continuous power output of 5 kW compared to the 5.5 kW of the Gen 1 model. However, the peak power has increased significantly to 11 kW from the previous 8.5 kW. Ola claims that this boosts the top speed to 120 km/h, up from 115 km/h, and also results in slightly quicker acceleration times. The S1 Pro Gen 2 maintains its reputation as one of the fastest made-in-India scooters, and it appears to be even faster now.</p><p>The battery pack remains at 4 kWh, but Ola has improved the software to extend the range. In Eco mode, the company now claims a range of 180 km, up from 170 km, and in Normal mode, it offers 143 km, compared to the previous 135 km.</p><p>During our brief ride on the S1 Pro Gen 2, the performance was undeniably strong. While it's challenging to confirm if it's faster than the previous model without direct comparisons, the scooter exhibits impressive speed in its Hyper mode. However, it's worth noting that like the original S1 Pro from 2021, there could be thermal-based performance limitations after about 10-15 minutes of sustained fast riding, as observed during our time with the S1 Air.</p><h2>Ola S1 Pro Gen 2: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Ola S1 Pro Gen 2</strong></th></tr><tr><th>Front Suspension</th><th>Telescopic Fork</th></tr><tr><th>Rear Suspension</th><th>Monoshock</th></tr><tr><th>Front Tyre</th><th>110/70-12</th></tr><tr><th>Rear Tyre</th><th>110/70-12</th></tr><tr><th>Front brake</th><th>Disc Brake</th></tr><tr><th>Rear brake</th><th>Disc Brake</th></tr></thead></table></figure><p>It's evident that the accelerator responses on the S1 Pro Gen 2 continue to be poorly calibrated. There's a noticeable delay in the scooter's response after you apply the accelerator, and it tends to keep accelerating for about half a second even after you release the accelerator. This, combined with the immediate motor cutoff when you touch the brakes, can make it challenging to execute tight maneuvers smoothly.</p><h2>Ola S1 Pro Gen 2: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Ola S1 Pro&nbsp;</strong></th></tr><tr><th>Length</th><th>1859mm</th></tr><tr><th>Width</th><th>712mm</th></tr><tr><th>Height</th><th>1160mm</th></tr><tr><th>Wheelbase</th><th>1359mm</th></tr><tr><th>Seat height</th><th>792mm</th></tr><tr><th>Ground clearance</th><th>165mm</th></tr><tr><th>Kerb weight</th><th>125kg</th></tr></thead></table></figure><p>The weight of the Ola S1 Pro is most noticeable in slow riding conditions. The scooter's longer wheelbase contributes to it feeling slightly less agile compared to models like the Ather 450X or the TVS iQube. While it's not a major drawback, you do sense the scooter's weight when maneuvering it in cramped parking spaces.</p><h2>Ola S1 Pro Gen 2: Price & Verdict</h2><figure class="table"><table><thead><tr><th><strong>Model</strong></th><th><strong>Price &nbsp;</strong>(ex-showroom Delhi, including FAME II subsidy)</th></tr><tr><th>Ola S1 Pro</th><th>Rs 1.47 lakh&nbsp;</th></tr></thead></table></figure><p>The starting price for the Gen 2 Ola S1 Pro is now Rs 1.47 lakh, which marks an increase of approximately seven thousand rupees compared to the first-generation model. Ola has announced that deliveries will commence in mid-September.&nbsp;</p><p>We look forward to conducting a comprehensive review once we have the opportunity to thoroughly test the scooter. But till then, we’d advise you to look elsewhere if you’re looking for a premium electric scooter, because even in the short stint, the S1 Pro Gen 2 wasn’t really able to live up to our expectations.&nbsp;</p>

We recently rode the new Ola S1 Pro Gen 2 electric scooter but unfortunately, it still has some of the faults we’ve previously seen in Ola Scooters. Here’s all about it: 

Ola S1 Pro Gen 2 Review: Still very far from being fault-free 

Ola recently launched its new flagship electric scooter, the Ola S1 Pro Gen 2. So is it actually better than the previous, lower-spec ones in terms of performance and reliability? Or is the case with it similar to what we’ve seen with the other ones? Let’s find that out: 

Ola S1 Pro Gen 2: First Ride Review

Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V

<p><i>The Apache RTR 200 4V engine makes a lot of lot more power (but less torque) than the Xtreme’s</i></p><ul><li>The Apache RTR 200 4V’s 197cc engine makes a solid 20.8PS and 17.25Nm.&nbsp;<i>&nbsp;</i></li><li>Hero, meanwhile, has tuned Hero Xtreme 200S 4V’s engine to make 19.17PS and 17.35Nm.&nbsp;</li><li>The Xtreme has the super sport appeal while the Apache looks the part among streetfighter&nbsp;</li></ul><p>The <a href="https://www.drivio.in/tvs/apache-rtr-200-4v" target="_blank" rel="noopener noreferrer">TVS Apache RTR 200 4V</a> has long been the top pick among 200cc bikes in India. However, Hero has reintroduced the <a href="https://www.drivio.in/hero/xtreme-200s-4v" target="_blank" rel="noopener noreferrer">Xtreme 200S 4V </a>with a 4-valve engine. Is the Apache's dominance in danger from this new rival? Let's compare both bikes to find out!</p><h2>Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V: Design & Features</h2><p>The new Apache RTR 200 4V sports a stylish LED headlight that enhances its front-end appearance. However, the overall design of the bike remains largely unchanged.</p><p>What sets the RTR 200 4V apart are its adjustable levers, customizable suspension components, and three riding modes. It features a digital screen, similar to the <a href="https://www.drivio.in/tvs/ntorq-125" target="_blank" rel="noopener noreferrer">TVS NTorq 125</a>, which offers standard trip information, lap timers, smartphone integration for calls and texts, and even map navigation. This screen also provides data on your bike's tilt angle but only when connected to your phone.</p><p>On the other hand, the Xtreme 200S introduces a fresh and clean design with sleek lines and minimalistic decals. Hero has opted for a restrained approach to graphics, resulting in a clean and appealing look. The bike's well-balanced front section design contributes to its overall visual harmony, avoiding an oversized appearance.</p><p>The modern LED headlight on the Xtreme 200S adds a touch of sophistication to its design. Hero has succeeded in creating a bike that not only looks impressive but is also crafted with precision, showcasing excellence in the Xtreme 200S's design.</p><h2>Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V: Engine</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th><th><strong>TVS Apache RTR 200 4V</strong></th></tr><tr><th>Engine</th><th>199.6cc single-cylinder air-cooled 4-valve SOHC</th><th>197.75cc oil-cooled engine</th></tr><tr><th>Maximum Power</th><th>19.17PS</th><th>20.8PS @ 9000 rpm</th></tr><tr><th>Maximum Torque</th><th>17.35Nm</th><th>17.25Nm @ 7250 rpm</th></tr><tr><th>Transmission</th><th>5-speed</th><th>5-speed</th></tr></thead></table></figure><p>The Xtreme 200S shares many core components with the Xtreme 200R. It utilizes the same frame, suspension, gearbox, wheels, and tyres. Its power comes from a 199cc engine that delivers approximately 19.17PS of power and 17.35Nm of torque, resulting in a remarkably smooth and jerk-free ride. The five-speed gearbox complements the engine seamlessly, ensuring effortless gear changes and an overall enhanced riding experience.</p><p>The suspension setup is also similar to the Xtreme 200R, with telescopic forks at the front and a customizable shock absorber at the rear, allowing riders to make adjustments for improved comfort.</p><p>What's impressive about the upgraded RTR 200 4V is its acceleration, which is nearly a second faster to reach 100kmph compared to its BS4 predecessor. This improvement is achieved through the new engine mapping in the 'Sport' mode, which enhances lower-end power while maintaining excellent top-end performance.</p><h2>Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V: Suspension, Tyres & Brakes</h2><figure class="table"><table><thead><tr><th><strong>Specifications</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th><th><strong>TVS Apache RTR 200 4V</strong></th></tr><tr><th>Front suspension</th><th>37mm telescopic fork</th><th>Telescopic fork</th></tr><tr><th>Rear suspension</th><th>Gas-charged monoshock&nbsp;</th><th>Monoshock</th></tr><tr><th>Front tyre</th><th>100/80-17</th><th>90/90-17</th></tr><tr><th>Rear tyre</th><th>130/70-17</th><th>130/70-R17</th></tr><tr><th>Front brake</th><th>276mm petal disc</th><th>270mm disc</th></tr><tr><th>Rear brake</th><th>220mm petal disc</th><th>240mm disc</th></tr><tr><th>ABS</th><th>Single-channel</th><th>Dual-channel as optional</th></tr></thead></table></figure><p>Between the two, the Apache offers a more comfortable ride. Its adjustable suspension on both ends handles road bumps admirably. However, on concrete roads, it can get a bit bouncy, causing some bouncing on the seat. One drawback of the RTR in city riding is its seating position. While your upper body can relax, your legs might feel somewhat cramped, especially if you're taller. This can be attributed to the high-up sporty footrests.</p><p>In contrast, the Xtreme 200S takes a different approach. Instead of distinct frames and suspension configurations like the XPulse models, it adopts the fundamental structure and suspension elements of the 200R. As a result, it features a similar frame and suspension setup, including 37mm telescopic forks at the front and a unique rear mono shock with adjustable stiffness levels.</p><h2>Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V: Dimensions</h2><figure class="table"><table><thead><tr><th><strong>Dimensions</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th><th><strong>TVS Apache RTR 200 4V</strong></th></tr><tr><th>Length</th><th>2222mm</th><th>2020mm</th></tr><tr><th>Width</th><th>850mm</th><th>790mm</th></tr><tr><th>Height</th><th>1258mm</th><th>1050mm</th></tr><tr><th>Wheelbase</th><th>1410mm</th><th>1353mm</th></tr><tr><th>Ground clearance</th><th>220mm</th><th>180mm</th></tr><tr><th>Kerb weight</th><th>149kg</th><th>152kg</th></tr><tr><th>Fuel tank capacity</th><th>13-litres</th><th>12-litres</th></tr><tr><th>Seat height</th><th>825mm</th><th>800mm</th></tr></thead></table></figure><p>When it comes to cornering prowess, the Apache emerges as the clear champion. TVS has adhered to the age-old adage of "Win on Sunday, Sell on Monday" for 38 years, and the handling of the RTR 200 is a testament to this commitment.</p><p>The specially designed split-cradle frame of the Apache is engineered for racing, instilling the rider with immense confidence to tackle corners at higher speeds than its counterpart. While chasing the Pulsar on Lavasa's twisty roads, the Apache demonstrated its ability to brake later, navigate corners with agility, and maintain stability throughout.</p><p>Thanks to its grippy TVS tyres, the Apache adheres to the road like glue, ensuring no slippage even when encountering bumps mid-turn. If you decide to adjust your trajectory mid-corner, the bike responds quickly and without hesitation. That is something that inexperienced riders will love. The Apache feels very forgiving to ride and even if they enter corners too hot or with the wrong line, correcting it won’t be a big issue, something that even they will be able to do.&nbsp;</p><p>On the other hand, the Xtreme 200S boasts a braking system with a 276mm front disc and a 220mm rear disc, providing ample stopping power. Although we didn't have the chance for extensive track testing, it's worth noting that the bike features a basic ABS (anti-lock braking system) that operates on a single wheel, enhancing safety during on-road riding.</p><h2>Hero Xtreme 200S 4V vs TVS Apache RTR 200 4V: Price</h2><figure class="table"><table><thead><tr><th><strong>Price</strong></th><th><strong>Hero Xtreme 200S 4V</strong></th><th><strong>TVS Apache RTR 200 4V</strong></th></tr><tr><th>Ex-showroom Delhi</th><th>Rs 1,41,250 onwards</th><th><p>Rs 1,40,920 (Single-channel ABS)</p><p>Rs 1,45,970 (Dual-channel ABS)</p></th></tr></thead></table></figure><p>The TVS Apache RTR 200 4V is available at an approximate price of Rs 1,40,920 with the single-channel ABS version. However, we recommend considering the dual-channel ABS version, which costs about Rs 5,000 more. Safety is paramount, especially on the unpredictable roads in India.</p><p>Hero, meanwhile, has priced the Xtreme 200S 4V at Rs 1.41 lakh, ex-showroom, for which, interestingly, it doesn’t offer dual-channel ABS at all. And that means the Apache’s base variant, with single channel ABS, is actually more affordable than the Xtreme. Not by a big margin but it is what it is. Even if you do want the extra net of safety, it’s a prominent Rs 4,720 over the Xtreme.&nbsp;</p><h2>Verdict</h2><p>The TVS Apache series has consistently earned praise for its striking aesthetics, impressive performance, agility, and top-notch features. The RTR 200 4V model embodies these qualities to a remarkable extent. Furthermore, the addition of new features has further enhanced its appeal. We can confidently state that investing in the Apache RTR 200 4V provides substantial value.</p><p>While experienced riders may not notice a significant difference from the riding modes, they undoubtedly offer valuable assistance to beginners or those planning to use the bike on a racetrack. As a minor point of critique, the absence of a sixth gear slightly limits its optimal performance during highway cruising. That said, what more experienced riders will love is the engine and the way the Apache handles.&nbsp;</p><p>While inexperienced riders will find it a very engaging bike, the experienced ones will be able to extract the most out of it and will really be able to exploit the racing DNA that a lot of TVS bikes have from their many decades of racing prowess obviously. So yes, if we had to choose between the two, our preference would definitely be for the Apache.</p>

How does Hero’s newest 200cc bike, the Xtreme 200S 4V, go up against the loveable and revered TVS Apache RTR 200 4V? Let’s find that out:

TVS’ Apache RTR 200 4V has been ruling the 200cc charts since quite some time now. Its sharp handling, engaging performance and overall looks have made it the king in this competitive segment. But now with the advent of the Hero Xtreme 200S 4V, has that very position been challenged? Let’s find out: 

Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Has It Gotten Any Better In The New-Gen Avatar?

<p><i>The Ola S1 Pro Gen 1 was a good first attempt, but the S1 Pro Gen 2 has outdone it with an all-new powertrain, mechanical tweaks and new feature additions.</i></p><ul><li>The Ola S1 Pro now gets a revised chassis and front suspension, making it sturdier yet lighter than before.</li><li>Powering the Ola S1 Pro Gen 2 is a more powerful 11 kW motor, which gives it a higher top speed and faster 0-100 kmph timing.&nbsp;</li><li>The 4 kWh battery pack has been redesigned and re-engineered to make it lighter and achieve a higher riding range.&nbsp;</li></ul><p>Much has been talked about the Ola S1 Pro Gen 1 ever since its launch in 2021. The electric scooter is intended to “end the ICE age” with its best-in-class powertrain and features, some of which were never seen before in an affordable scooter. However, like most of the first attempts by new manufacturers, it was not entirely perfect, though it consistently outperformed all of its all-electric rivals in sales numbers.</p><p>Now, Ola Electric has bounced back with an updated version of the scooter, the S1 Pro Gen 2. With a revised chassis and a new electric motor, the Ola S1 Pro Gen 2 claims to make its original intent of replacing the ICE scooters even stronger. But first, it has to prove its betterment over its predecessor, the S1 Pro Gen 1. We compared both generations of the Ola S1 Pro to put the claims made by Ola Electric to test.</p><h2>Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Design & Features</h2><p>The new Ola S1 Pro Gen 2 retains the cutesy looks and simple but futuristic design of the Gen 1 model. It continues to have a curvy design with all-LED dual-projector headlamps with LED DRL around them, slim LED turn indicators at the lower corners of the front apron and a wraparound clear-lens LED tail lamp cluster at the back.</p><p>However, the most noteworthy change in the new S1 Pro Gen 2 is the elimination of the central hump in the floorboard, making it a flat surface like in most of the conventional scooters sold in the country. For this, Ola Electric has redesigned the monologue platform of the scooter, which has also reduced the overall weight of the S1 Pro in general. This modification of the platform, though, has decreased the under-seat storage compartment capacity by 2 litres. However, it remains the most capacious under-seat boot among all scooters on sale right now.&nbsp;</p><p>The Ola S1 Pro Gen 1 was already a generously equipped scooter, with features like a full-TFT instrument console with Bluetooth connectivity, navigation and multiple display modes, built-in speakers with audio output and party mode. The S1 Pro Gen 2 retains all these fancy features without any changes, thus continuing to offer prospective buyers a new-age scooter riding experience.</p><h2>Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Battery and motor setup</h2><figure class="table"><table><tbody><tr><td><strong>Specifications</strong></td><td><strong>Ola S1 Pro Gen 2</strong></td><td><strong>Ola S1 Pro Gen 1</strong></td></tr><tr><td>Electric motor</td><td>8.5 kW</td><td>11 kW</td></tr><tr><td>Battery capacity</td><td>4 kWh</td><td>4 kWh&nbsp;</td></tr><tr><td>Maximum riding range</td><td>195</td><td>181</td></tr><tr><td>Top speed</td><td>120</td><td>116</td></tr><tr><td>0-40 kmph timing</td><td>2.6 seconds</td><td>2.9 seconds</td></tr><tr><td>Charging time</td><td>6 hours 50 minutes</td><td>6 hours 30 minutes</td></tr></tbody></table></figure><p>There is a big change in the performance of the Ola S1 Pro with this Gen 2 update, as it is now powered by a new 11 kWh electric motor, compared to the 8.5 kW electric motor which powered the S1 Pro Gen 1. With this new, more powerful electric motor, the Ola S1 Pro Gen 2 has now a higher top speed (increased by 4 kmph) and a faster 0-40 kmph sprint timing (faster by 0.3 seconds).&nbsp;</p><p>The Ola S1 Pro continues to come packed with a 4 kWh battery pack, though it has been modified to make it lighter and more effective in its performance. The results are evident, with the S1 Pro now claiming a higher maximum riding range (increased by 14 km). However, the revised battery pack now takes 20 minutes more for a full charge from 0 to 100 per cent, which shouldn’t be a bother, considering the improvements it has brought to the table.&nbsp;</p><h2>Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Suspension, Tyres & Brakes</h2><figure class="table"><table><tbody><tr><td><strong>Specifications</strong></td><td><strong>Ola S1 Pro Gen 2</strong></td><td><strong>Ola S1 Pro Gen 1</strong></td></tr><tr><td>Front suspension</td><td>Conventional telescopic forks</td><td>Centrally-mounted single fork</td></tr><tr><td>Rear suspension</td><td>Single-sided coil spring</td><td>Single-sided coil spring</td></tr><tr><td>Front tyre</td><td>110/70-12</td><td>110/70-12</td></tr><tr><td>Rear tyres</td><td>110/70-12</td><td>110/70-12</td></tr><tr><td>Front brake</td><td>220mm disc</td><td>220mm disc</td></tr><tr><td>Rear brake</td><td>180mm disc</td><td>180mm disc</td></tr><tr><td>ABS</td><td>No</td><td>No</td></tr></tbody></table></figure><p>One of the weakest links of the Ola S1 Gen 1 was its suspension setup. The centrally-mounted front fork in it was never seen before in the market and was termed revolutionary at the time of its launch. However, unfortunately, several customers of the scooter reported issues with the front suspension breakage and reliability.</p><p>With this new Gen 2 update, Ola has updated the S1 Pro with conventional telescopic forks, which are expected to be more durable and functional for Indian roads. The Ola S1 Pro continues to get the same 110/70 R12 tyres for both front and rear 12-inch alloy wheels, which are specifically made for it by MRF. It also retains the same braking setup as before – 220mm front disc and 180mm rear disc.</p><h2>Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Dimensions</h2><figure class="table"><table><tbody><tr><td><strong>Dimensions</strong></td><td><strong>Ola S1 Pro Gen 2</strong></td><td><strong>Ola S1 Pro Gen 1</strong></td></tr><tr><td>Length</td><td>1861mm</td><td>1865mm</td></tr><tr><td>Height</td><td>1288mm</td><td>1180mm</td></tr><tr><td>Width</td><td>850mm</td><td>713mm</td></tr><tr><td>Wheelbase</td><td>1359mm</td><td>1370mm</td></tr><tr><td>Seat height</td><td>805mm</td><td>792mm</td></tr><tr><td>Ground clearance</td><td>160mm</td><td>165mm</td></tr><tr><td>Kerb weight</td><td>116 kg</td><td>121 kg</td></tr></tbody></table></figure><p>The extensive changes to the platform to make it lighter have also altered the overall dimensions of the Ola S1 Pro. The Gen 2 model is now 4mm shorter, 137mm wider and 108mm taller than the Gen 1 model while having 11mm shorter wheelbase, 5mm lesser ground clearance and 13mm taller seat height. Despite the Ola S1 Pro growing in size, it has become 5 kg lighter than the Gen 1 model, thanks to its lighter-in-weight platform and battery.&nbsp;</p><h2>Ola S1 Pro Gen 2 vs Ola S1 Pro Gen 1: Price</h2><figure class="table"><table><tbody><tr><td><strong>Ola Scooter Name</strong></td><td><strong>Price (Ex-showroom Delhi)</strong></td></tr><tr><td>Ola S1 Pro Gen 2</td><td>Rs 1,47,499</td></tr><tr><td>Ola S1 Pro Gen 1</td><td>Rs 1,38,999</td></tr></tbody></table></figure><p>The Ola S1 Pro Gen 2 has become technically advanced in almost all the parameters, and for those advancements on offer, it is commanding a premium of Rs 8,500 over the now-discontinued Gen 1 model.&nbsp;</p><h2>Verdict&nbsp;</h2><p>As a first attempt by Ola Electric, the S1 Pro Gen 1 had its fair share of niggles, but what it offered was stellar performance and equipment list never seen before in an electric scooter. Despite coming from a relatively new manufacturer and facing a few niggles, the Ola S1 Pro Gen 1 roared on the sales chart month after month.&nbsp;</p><p>With this new Gen 2 update, Ola Electric thankfully took notice of all the niggles and has tried to tone them down while upgrading the already best-in-class performance and range among all electric scooters on sale in the country. The new Ola S1 Pro Gen 2 is faster, offers more range and feels sturdier than the Gen 1 model, which makes it a perfect upgrade, justifying its Rs 8,500 premium over the Gen 1 S1 Pro.</p>

While the Ola S1 Pro Gen 1 was already the best in its game, the Gen 2 update took care of all its shortcomings and made it even better with these changes.

Here’s how much better Ola S1 Pro became with Gen 2 update.

The Ola S1 Pro Gen 1 came, saw and conquered the two-wheeler electric mobility space with its revolutionary features and performance. And now, Ola has introduced a Gen 2 update for the S1 Pro, which gets a bigger battery pack, more powerful motor, revised suspension setup and more features. All these changes make the Ola S1 Pro Gen 2 more desirable and value-for-money than the previous iteration of the scooter.

Know More & Decide Wisely