If you want the curb appeal of a maxi-scooter with the practicality and efficiency of a family scooter, it’s likely that the Suzuki Burgman Street is at or near the top of your shopping list. In the eight years it’s been on sale, the Burgman has become a regular fixture on our roads, and for good reason – it’s stylish, practical, fuel efficient and reliable. Recently, the Burgman was given a substantial update, and Suzuki went through each and every aspect of the scooter with a fine-tooth comb. 

Design and Features - 9/10

Revamped design is much smarter, top model has a few feel-good features

The most obvious way to tell apart the latest-gen Burgman is its revamped styling. To our eyes, this more angular design language brings in a welcome touch of sophistication compared to the older model. The new headlight, in particular, looks really neat and provides decent illumination for city duties. By contrast, the new tail-lamp isn’t as pleasing to look at for some, but others seem to like it. Nevertheless, this design was necessitated by the new external fuel filler lid, something also seen on the latest-gen Access. 

In addition to revamping the design, Suzuki has also endowed the Burgman with more features in its latest avatar. A 12-inch rear wheel is standard across all variants now, and the variants with the new design also have a larger 24.6-litre underseat storage area. This is the same capacity as the Access, and Suzuki was able to achieve this on the Burgman despite its larger rear wheel via cleverly redesigning the crankcase bracket and moving the monoshock’s pivot point upward and further back. 

On the topic of storage, the Burgman continues to have two cubbies on its front apron – one open and the other enclosed. The enclosed cubby has a convenient USB charger and is a rather deep one, being able to accommodate two full-size smartphones. Suzuki has also reworked this compartment’s flap, and it now feels more premium than the older model’s rather plasticky unit. 

Since we have the top variant of the Burgman, there are some exclusive features like a very convenient keyless ignition system and a bright and logically laid-out TFT display with the usual Bluetooth-enabled navigation and notification alerts. The base variant is mechanically and visually identical (save for the bronze touches) but uses a simpler LCD screen and a straightforward mechanical key, and is Rs 12,000 more affordable than this TFT model. 

However, some features like silent start and stop/start tech are still not found on the latest-gen Burgman, and you have to opt for the mid-spec EX variant based on the older platform for those, which is quite strange. What is stranger still is that no variant of the Burgman comes with a single-channel ABS, but the top two variants of the Access are equipped with it.

Performance and Fuel Economy - 9/10

Has the propensity to be very fuel efficient if you ride gently

Unlike the design and features front, Suzuki’s changes to the mechanical side of things are much more nuanced, although they’re significant in their own right. Instead of chasing higher peak output numbers, the company has been very pragmatic and moved the Burgman’s peak output lower down the rev band. Suzuki has also managed to shave off half a kilo from the frame’s weight and improve its torsional rigidity by 25 percent.

None of these changes really have a landmark change on the riding experience, in truth, but that’s certainly not a bad thing because the Burgman has always set a very high baseline as a city runabout. Like with the Access, the humble 124cc engine remains the star of the show on the Burgman. At any speed between 10-90kph on the dash, this motor remains butter- smooth, and the overall powertrain is one of the most refined and silent units in the business. 

Suzuki’s scooters are also known for their frugal nature, and the Burgman continues to build upon that reputation. In our tests, we got upwards of 53kpl when ridden in a gentle fashion, which is commendable. But even if you choose to ride spiritedly, efficiency doesn’t take too big a hit. The beauty of the powerplant is that you seldom have to wring its neck to make quick progress. Small to medium openings of the accelerator will comfortably and quickly ensure you surge past city traffic, and you’ll rarely need to twist the throttle to the stop. 

Ride and Handling - 8/10

It’s wonderfully agile, but ride can feel a tad firm

While the engine and its excellent fuel efficiency are sure to make a good first impression, the Burgman’s ride quality will not immediately wow you – you’ll have to spend more time with the scooter to fully appreciate this aspect. Unlike traditional family scooters – think Activa, Jupiter and Access – the Burgman’s ride initially feels a little firmer than you’d expect, especially over the smaller bumps you’ll encounter at an alarming frequency on Mumbai’s roads. However, once you start hitting bigger bumps – which Mumbai’s roads are also very conveniently littered with – the composure of the more taut suspension shines through. The larger 12-inch wheel also helps round off the bigger bumps, and at faster speeds, it ensures the scooter also stays fairly planted. 

While it may offer maxi- scooter-inspired styling, it still very much has the light and agile characteristics of a regular scooter. This makes it easy in heavy city traffic but typically light and flighty-feeling at quick highway speeds. That said, most people are likely to use the Burgman to bop around town for shorter distances at slower speeds. And in these situations, even though it is heavier, has a longer wheelbase and a larger rear wheel than the Access, it feels wonderfully light on its feet. It has a tight turning radius, and the high-set handlebar doesn’t foul the knees of taller riders when making tight u-turns. 

That accessibility is largely down to the low 775mm perch, which ensures most people can get both feet flat on the ground. However, for taller people, it’s this very attribute that proves to be troublesome, especially if you travel longer distances every day. Over time, taller riders will feel more discomfort in their hips, although this is an issue that should have an easy and inexpensive fix in the form of a taller aftermarket seat. Stretching your legs out on the forward part of the front apron in typical Burgman fashion helps alleviate this issue to some extent, but because of this more laidback position, if you encounter a bump, the shock goes straight to your spine – not a pleasant experience.

Price and Verdict (Overall Rating) - 9/10

Polished urban runabout leaves very little room for complaint.

To sum up, just like Suzuki did with the latest-gen Access, the experience that the newest Burgman Street gives you is largely the same as the older model, but it seems more polished and refined in every area. While the features and variants break-up within the line-up isn’t exactly straightforward, and the lack of ABS is a missed opportunity, the fact remains that the Burgman is an accomplished and well-rounded product. 

If you want a family scooter that doesn’t conform to homogeneity and blends into the crowd like the more mainstream options – think Activa, Access and Jupiter – but want to stick with a reputed brand, the Burgman remains a compelling alternative. In fact, the new model has already started cropping up on the road, which shows that the changes Suzuki has implemented are resonating with prospective buyers.
 

Nearly two years after Classic Legends brought the reborn BSA brand back to India, the company has introduced a second model. The Scrambler 650 is based on the same Gold Star 650 platform, with some notable changes to make it live up to its name.

Mechanically, the bike moves from an 18-inch front to a more scrambler-esque 19. It also gets a new rear subframe to enable its unique stance and seat shape. Classic Legends responded to our query on main chassis geometry changes by stating that the main chassis has been altered, but it did not specify how so. We’re also told that there is a longer swingarm.

The effect of these changes is that the weight has gone up to 220 kilos when fully fuelled (The 208kg on the website is dry weight). Seat height also climbs from 783mm on the Gold Star to 820mm here, and this is also because the suspension travel has gone up by around 20mm at both ends.

Scrambler 650 Design and Quality - 7/10

There are quite a few visual changes over the Gold Star as well. The rear section is more modern and minimal looking, the front tyre is chunkier, the side panels get oval plates bolted to them and the exhaust is a more upswept unit as well. While the bike looks smart from some angles, the front end is a bit jarring. The combination of a small headlamp that sits above the number plate, that sits above a raised fender, that sits above a conventional mud guard, looks too busy and cluttered. Finish and quality levels are reasonable on their own, but the BSA doesn’t match the material quality and attention to detail you will find in similar bikes from Royal Enfield. 

BSA Scrambler 650 Performance - 8/10

The 652cc single-cylinder engine is a highlight, and it offers a very similar experience to the Gold Star. If you love torquey engines, nothing made in India gets better than this. The 650 thumper pulls with gusto from as low as 3,000rpm, and it offers the kind of effortless low- to mid-range shove that even RE’s 650 twin cannot match. It’s quite quick as well, and our tests revealed a 6.3s 0-100kph time, which is on par with the new 350cc KTM Duke.

Even so, this is a bike that much prefers being ridden at a sedate pace, and while you can rev it out, there are plenty of vibrations to deal with when you do. The five-speed gearbox is nicely spaced out, but this bike does feel more stressed at highway speeds than its competition. 

BSA Scrambler 650 Position and Comfort - 7/10

The seating position is quite comfortable and commanding, but taller riders will have liked lower footpegs, while shorter folks will find that this is a rather tall, wide and heavy bike to manage at low speeds. With 138mm/127mm of front and rear suspension travel, it is by no means an earnest off-roader. However, the ergos are not bad, ground clearance is decent, and the 19-inch front wheel encourages you to enjoy exploring light trails. You can find the limits quickly, but as long as you’re not asking too much of it, the BSA Scrambler will make you smile.

Scrambler 650 Ride and Handling - 7/10

The same goes for on-road manners. Its rear shocks are no longer as bouncy as the Gold Star, and the bike definitely feels more composed in the corners. However, the suspension shows its limitations if you ride through bad patches of road at speed, and you’re better off treating it like a road bike than an ADV in these situations.

Scrambler 650 Features and Safety - 6/10

Classic Legends has given the bike traction control, but the rear tyre spins up quite dramatically even when the system is seemingly activated. This isn’t really problematic in normal conditions, but it may not perform well enough in unexpected low-grip situations. Strangely, the system also seems to be activated when the TC light on the display is glowing, and deactivated when the TC light is not illuminated. This is opposite to how it is on every other bike we have experienced. 

Scrambler 650 Price and Verdict - 7/10

The BSA Scrambler 650 is priced between Rs 3.25 lakh and Rs 3.41 lakh (ex-showroom), which makes it as much as Rs 50,000 more affordable than the comparable RE Bear 650. However, it remains quite a niche motorcycle and will mostly appeal to those who particularly crave the unique characteristics of its engine.
 

Classic Legends has comprehensively updated the Yezdi Scrambler for 2026. Priced just Rs 5,000 more than before, the motorcycle now gets revised styling, an updated engine, reduced weight, and an electronics package featuring traction control, three riding modes and switchable ABS.

2026 Yezdi Scrambler Design and Quality - 7/10

It now gets a redesigned fuel tank similar to the one seen on the updated Yezdi Roadster, along with side panels featuring racing-style number boards and a ribbed seat. Combined with the updated engine casing, the motorcycle looks fresher than before. In fact, this is arguably the best-looking version of the Yezdi Scrambler yet. That said, while the styling works well, the motorcycle still feels slightly compact for a Scrambler.

2026 Yezdi Scrambler Performance - 8/10

Classic Legends says the revised 334cc motor is lighter, features improved NVH optimisation through increased structural stiffness, and gets an upgraded cooling system with a redesigned radiator. Additionally, the shift from the earlier dual-exhaust setup to a single exhaust has helped shave nearly 10kg off the motorcycle’s overall weight. 

The improvements are evident from the moment you get moving. The engine produces 30hp and 30Nm, which is marginally more than the previous version, but the riding experience feels noticeably better. Bottom-end performance is impressive, and the motorcycle feels smooth and responsive while riding through city traffic. The gearing is short, so you do need to work through the gearbox while building speed, but once on the move, the engine feels tractable and relaxed. It can comfortably pull from 25kph in fourth gear without any fuss.

Mid-range performance is also potent, but vibrations creep in past 6,000rpm. Performance starts tapering off towards the top end, which encourages you to stay within the motor’s sweet spot at 5,500rpm. At those speeds, the Scrambler feels happiest and most comfortable while cruising. Overall, this is easily the nicest and most refined Yezdi engine yet.

2026 Yezdi Scrambler Position and Comfort - 6/10

The riding position is quite unique. The wide and raised handlebar keeps you upright and comfortable, but the lower half of the ergonomics feels slightly cramped. The seat height of 813mm feels approachable and easy to manage. At 5’7”, I could fit comfortably, although taller riders will find their knees positioned higher than ideal and experience some pressure on the tailbone. While it handles city runs well, the comfort over longer distances is not the best. 

2026 Yezdi Scrambler Features and Safety - 6/10

The electronics package is one of the biggest additions to the new Scrambler, although it also feels like the least polished part of the motorcycle. The three riding modes (Road, Rain, and Off-Road) alter throttle response, traction control intervention, and ABS settings. Off-Road mode additionally disables rear-wheel ABS. While the system itself works decently, especially the traction control in Road mode, the overall user experience is not great. Changing modes requires a long press, and there were multiple instances where the mode simply refused to change, even when riding under 30kph. In its current state, the rider aids feel more like added complexity than meaningful enhancements to the riding experience. 

We also had an issue with the side-stand sensor remaining active after the stand was folded up, preventing the bike from starting. This is something that will become frustrating in everyday usage.

2026 Yezdi Scrambler Ride and Handling - 8/10

Classic Legends has also revised the chassis setup while retaining the same wheelbase and steering geometry. The subframe has been updated as well, and despite a kerb weight of 186kg, it feels really light, making it an easy and accessible motorcycle to manage.

The suspension is also retuned with revised spring and damping rates to improve comfort and ride quality. It now handles rough patches and undulations with far better composure. However, this largely applies at lower speeds, and the setup still feels harsh when you hit bumps above 70-80kph. Off-road, the bike is capable enough to get through trails, but again, not at a very high pace, and it’s not going to be happy doing anything hardcore. Braking performance is adequate for the level of performance on offer, although the ABS intervention under hard braking can be excessive. 

2026 Yezdi Scrambler Price and Verdict - 7/10

Overall, the bike is a significant improvement over its predecessor. It feels more sorted, more refined, and easier to live with on a daily basis. The main flaws are the unpolished electronics package and that comfort for longer durations at higher speeds is not great. Starting at Rs 2 lakh (ex-showroom, Delhi), it substantially undercuts rivals like the Triumph Scrambler 400 X and the Royal Enfield Scram 440, making it an attractive option for buyers on a budget.

The Royal Enfield Bullet nameplate has been in continuous production for nearly a century, which is a staggering statistic in today’s fast-paced times, where humanity can’t hop from one trend to the next fast enough! Throughout the Bullet’s history, there have been multiple different iterations with various cubic capacities, and the one we have with us today is the largest one yet – the new Bullet 650 Twin. While the Bullet 650 is technically an all-new bike, is it realistically any different from its siblings in terms of its riding experience? 

Bullet 650 Design and Quality - 9/10

On no machine is design as important as on a neo-retro model, and the Bullet 650’s pleasing looks live up to the expectations people will have from a bike bearing this badge. Quality, too, is very nice all over, and all the touch points have a tactile, solid feel to them, enhancing the sense of being on a premium, well-built machine.

While the Bullet 650 looks very similar to the Classic 650, Royal Enfield has given it some trademark visual touches to differentiate the two. The stepped single-piece seat, tubular grab rail, boxy rear fender and hand-painted pinstripes all help you identify the Bullet among the myriad of Royal Enfield’s 650cc range. Two colours are available here, black and blue, and if given a choice, I’d definitely have the latter.

What’s very odd here is that you don’t get the trademark Bullet tail-lamp, and instead, Royal Enfield has simply shoehorned the same unit as the Classic 650. This was a mistake the company made with the Bullet 350 as well, one that was subsequently partially corrected by offering the rectangular lamp as an accessory, and it’s surprising to see the same thing repeated on the 650. On a bike with so much emphasis on heritage and design, this would’ve gone some way to better differentiate the two bikes, which are already so very similar to begin with!

This might be a personal feeling, but I also think RE should’ve stuck to halogen units for the pilot lamps and headlight on a bike that leans so heavily on nostalgia for its very existence. Firstly, because this standard-issue Royal Enfield LED headlight is – at best – a rather average unit. Secondly, because it would’ve suited the classic design brief much better. The reason I bring this up is because I am the happy custodian of a 1975 Bullet 350, and for someone steeped in the model’s heritage, these points matter more than to the average person.

Another nitpick I have is that Royal Enfield should’ve equipped the Bullet 650 – like the 350cc model does – with a heel shifter. On a relaxed bike like this, this seems like an avoidable omission. 

Bullet 650 Position and Comfort - 7/10

The Bullet 650 seats you in a really natural, upright and neutral riding position, with pros and cons similar to the Classic 650 – albeit with a few nuanced differences. Firstly, I much prefer this stepped, single-piece seat on the Bullet to the split-seat setup of the Classic when it comes to seating comfort; you could easily spend long hours in the saddle without feeling too much fatigue. Secondly, the Bullet’s handlebar positions your hands in a more normal manner than the Classic 650’s, which kinks them in a weird way.

Overall, the seating comfort is good, but despite its low 800mm seat height, the wide engine splays your legs out a fair bit. At 5ft 11in, I was just about able to get both my feet flat on the ground, and shorter riders will have to be mindful of this.

Bullet 650 Performance and Fuel Economy - 8/10

Royal Enfield has democratised owning a twin-cylinder motorcycle today, and while this 648cc motor has been around for the better part of a decade, it’s still a treat to use. It has a lovely – if slightly muted – soundtrack, a lovely mid-range surge of torque, and feels refined with just a characterful pulse through all touch points. With a 0-100kph sprint achieved in under 7 seconds in our tests, the Bullet 650 has more than enough performance for most use cases, and you can easily sustain 100-120kph on the highway in top gear.  

There is some warmth to be felt on your calves at lower speeds, wading through traffic, but we tested the bike in the middle of a torrid Indian summer. This is sure to have an effect on an engine that primarily relies on cool air to maintain its temperature. In all honesty, there’s no troublesome heat here, and with an engine of this size, you need to accept this if you are eyeing this bike.

On the topic of fuel economy, depending on how you ride, you should see a real-world efficiency of 25kpl. If you are really mindful with your right hand, you may even see a number closer to 30kpl. Paired with a 14.8-litre fuel tank, you should be able to comfortably do over 350km on a single tankful. 

Bullet 650 Ride and Handling - 7/10

What will be a rather tough thing to make your peace with is the Bullet 650’s sheer size – 243 kilos makes for a heavy bike, and in almost every scenario, you feel it. It’s a non-issue at anything over 10kph, and the generous turning radius means you can filter through traffic without too much fuss. On the move, this is a stable and planted machine and makes for a good highway cruiser.

For a bike that weighs as much as the Bullet does, it also handles decently well, and you can have some fun in the twisty bits, as long as you are mindful of the laws of physics. Braking power is more than sufficient here, and this is one of those bikes where using both the front and rear brakes together will yield the best results.

However, when pushing the bike around in a garage and going over loose surfaces where traction is at a premium, you are acutely aware of its weight and need to plan your movements carefully. Propping it up on the centre stand is a task demanding a fair bit of strength.

By this point, you’ve probably understood that the Bullet 650 and its sibling, the Classic 650, are rather similar machines. That’s because the Bullet shares all of its mechanicals with the Classic, but there’s a small and unexpected improvement in its ride comfort. In recent years, we’ve lamented the stiff rear suspension on most new Royal Enfields, and while the Bullet continues in that vein, its thickly padded seat makes all the difference. 

You genuinely notice the shock from road imperfections to a smaller degree, and while it’s not a day and night difference, it’s definitely a tangible one. Between the Classic 650, Shotgun 650, Super Meteor 650 and Bullet 650 – all of which are based around the same engine and chassis architecture – this is certainly the most comfortable bike, and that counts for something. 

Bullet 650 Features and Safety - 7/10

Unlike most modern bikes, the Bullet 650 is an honest machine with no pretence about it, which is a breath of fresh air in today’s times! The feature list includes a slip/assist clutch, a digi-analogue dash that shows you everything you need to know, dual-channel ABS and the Tripper TFT pod, which can show you turn-by-turn navigation information when hooked up to your smartphone.

One feature that is sorely missed is the ability to fit tubeless tyres. This issue is exacerbated here as there’s only a tiny gap between the rear axle nut and the exhaust pipe; you will have to first remove the muffler to take the rim off and fix the puncture. Fixing a puncture on a tubed tyre is a time-consuming and labour-intensive task in itself, and the added complexity here doesn’t make it any easier for the Bullet. This is even before you factor in that you’ll have to push this 243kg behemoth to the nearest tyre repair shop!

Bullet 650 Price and Verdict - 7/10

To sum up, the Royal Enfield Bullet 650 is going to be a heart-over-head purchase and will likely attract a niche audience – in the Indian market at least – owing to its size, specific compromises and price. At Rs 3.65 lakh for both its colours (ex-showroom, Chennai), this is the most affordable machine based on this chassis architecture and also the most comfortable. However, the biggest problem here is that the Bullet just feels too similar to the Shotgun 650 and Classic 650 to ride, and it doesn’t have a unique identity.

That said, there is genuine promise within the Bullet 650, and if RE can perhaps endow it with some sense of uniqueness and make a tubeless tyre solution available sooner rather than later, this has the potential to be a properly impressive modern classic – pun definitely intended!

As entry-level Bluetooth helmet communicators go, the X2 makes a strong case for itself, albeit not without compromises. But first, the good parts: starting with the price. At a sub-Rs 4,000 price point, this BluArmor-manufactured device offers good value for riders who want a helmet communicator but don’t need one with an intercom feature. 

Battery life is respectable, too. My daily 2-hour commute sees me lose an average of 20 percent charge with music playing at the loudest setting, which roughly translates to 10 hours of usage per charge cycle. It’s not exactly close to the claimed 16-hour battery life, but it’s far from being a deal-breaker. Charging from 0-100 percent takes approximately 1.5-2 hours, but the charging port placement is a bit inconvenient. 

Then come the cons. Firstly, the quality of the speakers isn’t the best, with bass all but absent, although vocal clarity (mid and higher frequencies) is clear enough for what the hardware offers. Mic quality, on the other hand, is excellent, with zero wind noise filtering through, as confirmed by multiple peers at the receiving end of my calls. 

The control unit and battery are separate elements. RE recommends that the battery pack be installed inside the helmet, something that simply doesn’t work easily in a well-padded helmet and also feels like a safety issue in the event of an accident. I ended up mounting the battery at the back of the helmet on the outside and have faced no issues with my choice to deviate from what the manufacturer recommends so far. Nevertheless, the installation process is pretty straightforward on a helmet designed for such systems, but can be tedious on a regular mass-market helmet. 

Overall, with price in sharp focus, the Motowave X2 is a great entry point into the world of Bluetooth helmet communicators. With an IP67 rating, a simple 3-button interface that’s easy to get used to, a stable Bluetooth 5.3 connection and respectable battery life, it’s an easy-to-recommend product for first-time users.

Where: store.royalenfield.com

Price: Rs 3,990

Sagar Juneja

It’s a brave and difficult move to completely reimagine a troubled yet beloved century-old brand, but that is exactly what TVS has done with Norton. I was in the room when the bike was first shown to the world late last year, and I recall sharing the surprised and rather reserved response that was expressed by many in attendance. After all, the reborn Nortons were nothing like anything we expected, and instead of leaning on the past legacy, the new models leapt firmly into the future.

Norton Manx R design and quality - 9/10

A clean, minimal and beautiful design with some refined touches

In the months that have followed, I’ve really grown to like the way the Manx R looks in images online, and this was cemented after having spent a day with the bike. This is a clean, suave and genuinely beautiful motorcycle. The more you absorb it in person, the more you’ll notice the subtle yet sophisticated surface treatments, and the tail-lamp is a unique design signature. The lack of aggressive aero elements and appendages is a breath of fresh air in 2026 and a reminder that Norton isn’t chasing lap times with this bike.

Norton Manx R engine and performance - 10/10

An awesomely torque-rich riding experience with a great sound

Instead, the aim is to create a high-end, high-performance luxury product. The performance side of that is addressed by a 1,200cc 72-degree V4 engine that shares its base architecture with the previous Norton V4SV but little else. Peak power is 206hp at 11,500rpm, although it’s the torque that really grabs headlines with 130Nm at 9,000rpm. Not only is that the highest figure in the class, but both max power and torque come in a good 2,000-3,000rpm lower than the competition. In fact, this engine is already pushing 100Nm at just 5,000rpm.

There’s plenty of cool engine tech as well, including titanium intake valves, independently controllable throttle bodies for the front and rear cylinder banks and rear-cylinder deactivation when the bike is below 5kph in heavy traffic. Despite no pretensions of being a race bike, it has a cassette-style gearbox that makes for easier maintenance should the need ever arise.

Norton claims a unique ‘phased pulse’ firing order, and the result is a great-sounding engine. It’s got a growl, bark and roar that sounds closer to the Aprilia RSV4 than the Ducati Panigale V4, and it is pleasingly loud for a motorcycle compliant with Euro 5+ norms. The soundtrack is a big part of what makes this such a special engine, but you can also feel the motor rumble through the motorcycle, which only adds to the experience. Despite this, there are no upsetting or intrusive vibrations, and we had no issues with buzzy hands or feet.

The engine was probably my favourite part of the bike. Age and experience have taught me that torque is where the effortless fun’s at, and the Norton’s rideability is noticeably a step above track-obsessed rivals. The fact that you never have to rev it over 11,000rpm on track makes it easier to exploit the performance, and I enjoyed that. Throttle response was smooth and predictable, even in the more aggressive modes. While a couple of folks mentioned issues of unexpected neutrals, I found the gearbox to be without fault and the up/down quickshifter a treat to use.

Out on the road, the mid-range was just fabulous, and the motor pulls with conviction from as low as 4,000rpm. The absolute bottom end below 2,000rpm is a little grumpy and definitely not as smooth as a Japanese inline-four, so I suspect it won’t be as mellow as a 10R to ride at a slow pace in the city. However, the three-hour road ride suggested that it’s a far more usable thing than a (literal) fire-breathing Panigale and perhaps even the S 1000 RR. Norton also claims best-in-class heat management, and while there was definitely some heat to be felt, it never got nasty. Still, the real test of this lies in India.

Norton Manx R handling and chassis - 8/10

Thoroughly track capable, but it’s a bit on the heavy side

The chassis is a rather unique die-cast aluminium setup. It is cast in India in five separate pieces, which are welded together at Norton’s Solihull facility in the UK and then CNC machined for all the bodywork and mechanical connection points. The engine is also assembled in India, and other locally sourced components include the TFT display, headlamps and even the carbon-fibre body panels.

Norton’s obsessive drive to make this a beautiful object of desire can be seen in things such as the flush-fitting bodywork with no visible external fasteners, a gorgeous single-sided swingarm and even a fully keyless system operated via the unusually beautiful aluminium switchgear. The effect of all this is lovely, but there’s a price to pay, and that’s weight. The base model weighs nearly 220 kilos, while the Signature version with the carbon-fibre wheels and bodywork that we rode is still at around 210 kilos fully fuelled.

That’s over ten kilos more than a Panigale V4, but Norton keeps reminding us that this is not another high-strung track special and that the Manx is designed to be more of an all-round, real-world usable superbike. Even so, it’s an absolute belter on track, as we learned at the Monteblanco Circuit outside Seville.

The first session was a little awkward and uncomfortable, which I chalk up more to the fact that I’d just jumped onto a completely unfamiliar bike for the first time at a circuit I’d never been to on a fairly chilly morning. Still, the bike felt like a little more work than many of us would have expected, and Brian Gillen, Norton’s highly accomplished CTO, suggested we shift the electronically controlled Marzocchi suspension from Track mode to Road mode. He explained that Track mode was designed to work when the bike was being pushed to the limit, which none of us were doing at that point.

This worked wonders, with the bike feeling a lot more fluid and more willing to hold a line. While the weight was slightly noticeable in quick left-to-right chicanes, the Brembo Hypure brakes were superb and showed absolutely no signs of stress in our two sessions on track. The bike also impressed with how well it hooked up and drove out of the corners on the Supercorsa SP V4 tyres.

The Manx comes with a proper suite of electronics as standard, including the usual suspects like multiple riding modes, cornering ABS, wheelie control and multi-level traction control, but it also has features such as hill-hold, launch control and slide control.

Norton Manx R features - 8/10

Excellent electronics but not the most adjustability, and TFT interface could be further refined

The electronic systems work very well, but they aren’t quite as minutely adjustable as those on some other bikes in the class. The same goes for the semi-active Marzocchi suspension – it works very well in its preset modes, but you can’t individually set how the damping behaves or put it in a fixed mode. Again, Norton tells us this is to keep the bike more straightforward for the target customer, who isn’t likely to be a lap-time-obsessed track fiend.

Out on the street, the suspension is pleasantly pliant (within reason), and it absorbed the few small bumps and potholes we encountered without any fuss or nastiness. In fact, the chassis composure in general is very good, whether you land a small wheelie on track with the steering not 100 percent straight or hit an unexpected bump on the street. That instils a lot of confidence when pushing this bike hard, even when you consider that it has the shortest wheelbase in the class.

The riding position is well-judged for the most part, but I’d have liked a longer seat and found the seat’s upward curve constantly pushing me forward, which did get tiring. The low windscreen looks good, but you’d be better off with the accessory tall screen that was installed on the bikes we rode on the track.

Another concern is that the 14.5-litre fuel tank is too small for a bike this powerful, and you’ll be filling it very often. The lack of a fuel gauge compounds this issue, and it’s something we hope Norton can incorporate with a future update.

The 8-inch TFT touchscreen is good to look at, but we noticed it was very slow to boot up and a little glitchy when we tried accessing the internal menus via the switchgear. We also noticed a couple of glitches with the riding modes, and these electronics are an area where Norton still has some work to do.

Norton Manx R price and verdict - 8/10

A thoroughly modern and desirable superbike, but it can be very expensive

Aside from that, I think TVS and Norton have succeeded in their quest to produce a high-end, high-performance luxury motorcycle. The Manx is gorgeous to look at, truly special to ride and rather unique in the 2026 superbike market. This in itself is a great accomplishment for both companies.

As for prices in the UK, the base model (Rs 26 lakh, converted from GBP) and the Apex variant with forged wheels and electronic suspension (Rs 32 lakh) both slot in below the equivalent Panigale in that market. However, the carbon-bejewelled Signature variant that we were riding sees a huge step up and costs the equivalent of Rs 49 lakh in the UK.

Production at Solihull should ramp up in earnest in about a month’s time, and we estimate that the first deliveries overseas should start by July or thereabouts. As for India, the local launch should happen at around the same time, and these bikes will be retailed through a brand-new dealer network. Some outlets in big cities will be exclusively Norton, but others will also retail premium TVS products.

After the smashing first impression this bike has made, we’re really looking forward to what else Norton has in store, especially the Atlas ADV twins that will be fully manufactured in India this year and could turn out to be genuine game-changers!

KTM has taken the same downsizing approach used on the 390 Duke and applied it to the 390 Adventure range as well. The result is a new 350cc version of the 390 Adventure. Just like the Duke, KTM has chosen to retain the 390 branding here too. This is now the most affordable bike in the Adventure range. Sitting above it is the 390 Adventure X with a 19/17-inch alloy wheel setup, followed by the 390 Adventure R, that gets a 21/18-inch spoked wheel setup, long travel suspension, and tubed tyres. And finally, the 390 Adventure S is the top-spec variant with a 21/17-inch tubeless spoked wheel setup. All the earlier mentioned variants continue with the previous 398.7cc engine for now. We spent a few days with the new 350cc variant to tell you how the new engine performs in the real world.

350cc KTM 390 Adventure Styling and Features - 9/10

The bike gets the same two colour schemes as the Adventure S, while the styling otherwise remains unchanged. It uses the 19/17-inch alloy wheel setup as the 390 Adventure X. The feature list has been retained too, including the TFT display and electronic aids like traction control, cruise control and a quickshifter, which are nice to have at this price point. The easiest way to identify this 350cc model on the road is by spotting the Adventure S colour schemes paired with the alloy wheel setup.

350cc KTM 390 Adventure Engine, Performance, and Mileage- 7/10

The engine changes are identical to the Duke. KTM has reduced the stroke from 64mm to 56.15mm while retaining the same bore dimensions. As a result, power output drops from 46PS and 39Nm on the earlier 399cc engine to 41.5PS and 33.5Nm on the new 350cc motor.

The Adventure’s power delivery is now smoother and more linear, with the stronger rush of acceleration arriving much later in the rev range at around 8,000rpm. For touring duties, this calmer nature suits the bike reasonably well. It feels less aggressive and easier to ride over long distances. In sixth gear at 100kph, the bike sits at around 6,000rpm. However, the downside is that you do have to rev it harder for quick overtakes or spirited riding.

For road riding this is not too problematic but if you are an avid off roader you will notice the weaker bottom end and mid range. This was already a problem on the 390 Adventure and has become more pronounced here.

Refinement is still an issue with vibrations creeping in from as low as 2,500-3,000rpm through the bars, footpegs and tank area, and they become increasingly prominent higher up in the rev range. Another thing we did notice during testing is that once the engine temperature was high, it kept stalling at low rpms in first gear.

In our tests, the Adventure managed 0-100kph in 6.82 seconds, which is about a second slower than the Adventure S we tested last year. This performance drop should not bother most touring riders too much, but the vibrations are something they will have to live with on highway journeys.

Fuel efficiency is in line with what you would expect on a 350cc motorcycle. We got around 23kpl in the city, while highway efficiency climbed to 29kpl.

350cc KTM 390 Adventure Price and Verdict - 8/10

The biggest highlight of the new 350cc Adventure is its pricing. This bike is now around Rs 62,000 more affordable than the Adventure X whose price was recently hiked to Rs 3.43 lakh (ex-showroom), thanks to the new GST regulations. And that makes a huge difference in accessibility.

As a touring motorcycle, this new version still makes a strong case for itself, perhaps even stronger thanks to the lower price. It remains well-equipped and capable enough for touring. However, if you are expecting the same excitement  that the older 390 Adventure offered, this bike will disappoint. That said, for buyers prioritising affordability over outright excitement, this new downsized Adventure makes a lot of sense.

The KTM 390 Duke was known for its loud styling, explosive mid-range performance and an aggressive nature that made it the benchmark 400cc naked bike in India. In order to avoid the 40 percent GST on motorcycles above 350cc, KTM has downsized the engine to 350cc. We spent a couple of days with the bike to find out if the legend lost its hooligan edge.

Styling and Features - 9/10

The 399cc model will still be sold alongside this new 350cc Duke and called the 390 Duke R. Visually, not much has changed with the new model. The easiest way to identify the new 350cc Duke from the original 399cc version is the black frame, replacing the orange unit seen on the 390 Duke R. Apart from that, the motorcycle remains identical. You still get the sharp and aggressive styling, TFT display, traction control, launch control, and the bi-directional quickshifter.

Engine, Performance, and Mileage - 8/10

Just like what Triumph did with its 400 range, KTM has reduced the stroke of the engine from 64mm to 56.15mm while keeping the bore unchanged. The earlier 399cc engine produced 46PS at 8,500rpm and 39Nm at 6,500rpm. The new 350cc motor now makes 41.5PS at 8,600rpm and 33.5Nm at 7,000rpm. That is a sizable drop of 4.5hp and 5.5Nm.

The big difference now is in how the power is delivered. The older 390 Duke had a strong surge in performance from around 5,500rpm, but the new bike feels noticeably more linear and calmer. The big surge in power now arrives much later, closer to 8,000rpm, which means you have to work the engine harder to extract that typically dramatic 390 performance.

That change has made the bike feel less intimidating and easier to control, but also less exciting than before. Then there is refinement. KTM singles have never really been known for smoothness, and unfortunately the downsized engine also feels quite buzzy. Vibrations can be felt through the handlebar, footpegs and even the tank area at certain points in the rev range.

With the previous engine, our two biggest complaints were a weak bottom-end and excessive vibrations. Those negatives are still present with the downsized 350cc engine, perhaps even more pronounced. In our performance tests, the new Duke managed 0-100kph in around 6.2 seconds, roughly one second slower than the earlier 399cc bike. That is still properly quick in the real world, but it no longer has the manic acceleration that made the 390 Duke iconic.

Efficiency is what you would expect with this performance and The Duke returned around 23kpl in the city and 27kpl on the highway, which are respectable numbers considering the performance on offer.

Price and Verdict - 8/10

The entire reason behind this downsizing was affordability, and on that front, KTM has nailed it. At Rs 2.77 lakh (ex-showroom), the new 350cc 390 Duke is Rs 62,000 cheaper than the Duke R, which is a massive difference. For many buyers, especially younger riders upgrading from smaller motorcycles, the trade-off in performance makes sense. The bike is now friendlier, easier to manage and less likely to get you into trouble every time you twist the throttle.

It is still fast, sharp and will be a significant step up from smaller bikes. But at the same time, it has undeniably lost some of the spice and drama that defined the 390 Duke name, especially in the mid-range. While this is still a good motorcycle, I think it should have been called the 350 Duke because the 390 Duke badge represented something legendary in the Indian performance bike scene and should have been reserved only for the true hooligan.

The 390 Adventure R was recently launched and sits between the X and the top-spec 390 Adventure. It gets an adjustable, longer-travel suspension (230mm at both ends), a larger 18-inch rear wheel and spoked wheels with tubed tyres. With this setup, it feels closer to the Enduro R in terms of behaviour compared to the standard Adventure models.

KTM 390 Adventure R Design and Quality - 8/10

The design remains largely the same as the 390 Adventure, with the only changes being new graphics, along with the chassis and handguards finished in orange. It is available in a single colour option: Ceramic White. Build quality is solid overall, but the rally tower does produce some rattling noises when riding hard off-road or over rough potholes.

390 Adventure R Performance and Refinement - 8/10

The engine produces the same power and torque figures, but with the 18-inch rear wheel and Enduro-style sprocketing, it feels slightly stronger at lower RPMs. In our tests, it was just 0.10 seconds quicker to 40kph compared to the standard Adventure, but took 6.20 seconds to reach 100kph, which is around 0.40 seconds slower. In the real world, these differences are barely noticeable, and the acceleration feels strong as it crosses the 6,000rpm mark. That said, there are noticeable vibrations at around 5000rpm through the footpegs and handlebars, which can get annoying on longer rides. The unit we tested also had a minor gearbox issue, where engaging first gear was a bit of a hassle. Apart from that, shifts are slick, and the quickshifter works well and feels intuitive to use. 

390 Adventure R Ride Comfort and Handling - 8/10

The chassis and suspension work exceptionally well to handle anything in their path. Being adjustable, the bike can be set up to suit different riders and conditions. You can carry serious pace off-road, and it performs well across a range of terrain. Be it rocks, loose dirt, or technical trails, the bike glides through it all with composure. The 60/40 Mitas E07 Enduro Trail + tyres are particularly impressive and complement the abilities of the chassis and suspension. Even on the road, they offer strong grip and confidence while cornering. Off-road, the bike is easy to control, though it does demand some experience given its 183kg weight and tall 880mm seat height. In comparison, the International-spec Enduro R weighs 177kg and has a seat height of 895mm.

The ergonomics are upright, but I would have preferred a slightly wider handlebar. I’m 5’7”, and the windscreen sits directly in my line of sight, causing buffeting at highway speeds. Off-road, I had to be conscious of the windscreen coming in contact with my helmet when trying to shift my weight forward. Standing on the pegs feels natural, and the narrow midsection allows for good grip and control on trails. However, over longer distances, the seat isn’t the most comfortable, making it less suitable for riders who want to tour long distances.

Price and Verdict - 8/10

Overall, for experienced riders, the off-road capability is seriously impressive. Priced at Rs 3.78 lakh (ex-showroom), it is currently good value, especially since it is Rs 19,000 cheaper than the 390 Adventure. Compared to the Enduro R, it also gets a larger fuel tank, making it a more practical option. The only real compromise is the lack of tubeless-compatible spoked wheels, but that is unlikely to bother serious off-road enthusiasts. 
 

The F 450 GS’s greatest triumph is that it manages to feel premium and special in a way that its 310cc predecessor never did. This bike is smaller (and a lot more affordable!) than imported BMW big bikes, but there are now clear connections to them, even though it is fully manufactured by TVS in India.

F 450 GS design and quality – 9/10

It's well made and instantly recognisable as a GS

The first connection is established the moment you spot the motorcycle, and that’s down to the strong visual influence it takes from the bigger R 1300 GS. This is a long, sleek and handsome ADV design, especially in this colour scheme, which is exclusive to the Trophy variant that we got to ride. It may not have the same presence as a 390 Adventure from some angles in terms of sheer size, but it never looks unflatteringly small either. More importantly, the bike looks and feels substantial from the rider’s point of view.

Special mention must also go to the quality and finish levels all over. This feels like an expensive bike, not just in the way everything is put together, but also in the quality of material finishes all over. The only complaint I had was that my pants seemed to have scraped tiny bits of the fuel tank stickers off where the knee meets the fuel tank. If you’re a tall rider, it's worth protecting this area with some PPF when the bike is brand new.

F 450 GS features – 8/10

Mostly very well equipped, but the feature spread across the variants could be better

BMW made a great decision to offer a large Bluetooth-compatible 6.5-inch TFT display as standard, especially since it is exactly like what you’ll find in the company’s big bike range. The same applies to the rotary jog dial and the rest of the switchgear – if you’re familiar with BMW big bikes, this will feel just like home. 

All the electronic safety features come as standard as well, including lean-sensitive ABS, traction control, dynamic brake control (which deactivates the throttle under heavy braking), and motor slip regulation. You also get three riding modes (Rain, Road and Enduro) as standard on all three variants, while the top two get an additional customisable Enduro Pro mode. 

Strangely enough, heated grips are standard, but there’s no cruise control. There are also no grab handles or luggage rack, even on the top variant – you’ll have to buy that as an optional accessory. The bi-directional quickshifter is also reserved for the top two variants, and if you want the adjustable Sport suspension, you must go for the top Trophy variant. However, if you do so, then you must take the unique Easy Ride Clutch that is standard on the Trophy. More customisability in terms of features in each variant would have been nice.

F 450 GS engine and clutch – 8/10

The engine and clutch are both unique designs on a production bike

BMW took a different approach with the GS’s powertrain. The 135-degree crankpin offset is unique, and so is the Easy Ride Clutch. The former sounds and feels somewhere between a 270-degree parallel twin and a 180-degree unit that you’ll find in Japanese bikes. It lacks the exciting bassy depth and volume of Aprilia’s lovely 457 engine, and this motor takes a more subtle approach to the way it sounds. 

What you will surely appreciate is the superbly smooth and balanced power delivery with a solid and consistent torque spread from as low as 3,000rpm. It's a great match for this bike, even though it probably won’t make you fall in love at first blip.

There are noticeable vibrations at certain points in the rev range, but they always felt controlled enough that they didn’t become bothersome. Even at highway speeds, my memory tells me that these vibes are less intrusive than on the GS’s single-cylinder rivals. A 100kph cruise comes in at 5,500rpm in 6th, and the bike settles at 120kph at about 6,000rpm. The engine feels quite unstressed at this point, and the vibes only seem to get stronger above 8,000rpm. Nevertheless, we only had a few hours with the bike, so more time will be required to provide a conclusive word on vibrations and touring abilities.

Under normal circumstances, the engine would be the talking point here, but it's actually the Easy Ride Clutch. This is essentially a centrifugal clutch that connects the motor to the six-speed gearbox. Think of it as an automatic clutch system because you still have to change gears yourself, but the bike takes care of all the clutch work. 

The great part of this is that you can come to a standstill without having to pull in the clutch. To pull away, just open the throttle, and the clutch will engage once the engine hits 2,700rpm. Your sole responsibility is to ensure that the bike is in the right gear at all times. After all, this is a mechanical system, and it will attempt to work no matter the gear you’re in. Too much abuse will burn the clutch out, and the TFT will flash a warning at you to shift to a lower gear when necessary. It will also warn you if the clutch is getting too hot, although we never got this warning on the lightly trafficked Goan roads we were on.

The advantages of this system in jammed city traffic are fabulous, and it can also be helpful off-road because it is impossible to stall the engine. However, there is a significant downside in that the bike can roll backwards even when it is in gear and even when the engine is turned off. This means you must be careful when parking on uneven surfaces. Moreover, you can find yourself in a tricky situation if you’re on a steep off-road climb and come to a halt halfway up. A scooter-style parking brake would have addressed the former concern, and hill hold would have helped in the second scenario, but this bike offers neither feature. 

I’m keen to try the manual clutch version because the low-rpm engine response on this bike is a little more dull and mellow than I was expecting, and I think that is down to the ERC. 

F 450 GS comfort, handling and off-road – 8/10

It’s a comfortable all-rounder that can be fun on and off the road, but to a point

BMW has taken several steps to make this bike as light as possible, including using magnesium alloy for the clutch and alternator covers, which helps keep the engine below 46kg. At 178kg, the 450 GS is lighter than all its rivals, and it packs the best power-to-weight ratio in the sub-500cc ADV category.

On the move, it feels as delightfully light and nimble as you would expect, and this is a responsive, effortless handler as far as ADVs go. That said, it's not as easy and accessible as some would expect, and that’s because of the 845mm seat height. In person, it feels taller than the number suggests, thanks to a wide seat, and 5’6” tall riders will find themselves on tiptoes. BMW will sell an optional lower seat that reduces that number to 830mm, but we didn’t get to try it.  

If you can manage the seat height, you’ll find this to be a comfy riding position that's open, spacious and in line with what a capable ADV should feel like. The suspension tune reminds me of the Apache RTX, which has similar diameter and travel specs, but it does feel a little firmer here. The 450 can still eat through all manner of bad road surfaces, but it's definitely not as plush and isolating as a Himalayan, and you will get more feedback coming off the road surface. 

The upside, along with the light weight, should be a fun handling character, but we didn’t get to test this. Braking performance is well dialled, with a good mix of power and feedback from the front on-road, although I did find that the rear was a little easy to lock off-road and could do with more modulation. 

180mm of suspension travel along with a 19-inch front and alloy wheels don’t sound particularly exciting for off-road riding, but the little GS does better than you’d expect. The standing ergos give you a good connection to the motorcycle, even if there’s quite a bit of lean to the bars. The suspension soaks up bumps and landings quite well, and it's only when you hit unexpected bumps at high speeds that you feel the fork bottom out. Until then, the engine’s smooth and meaty midrange, as well as the light and balanced feel, make it a fun plaything off-road, and there’s a usable 220mm of ground clearance as well.

I would prefer the control of a manual clutch for off-road riding and some more time to evaluate how the bike responds to suspension adjustments, as well as how the Maxxis tyres react to lower air pressures. But that will have to wait for another time. Until then, I can confirm that the mini GS definitely puts a smile on your face with a good balance of road and off-road capabilities.

F 450 GS price and conclusion – 8/10

It has genuine appeal and is priced reasonably well 

I liked the GS, but didn’t immediately fall in love with it. That’s not necessarily a bad thing because some bikes that are love at first ride can become tiring to live with over time, while others that don’t instantly blow you away can end up building a solid bond over time. I believe that this bike has real potential to be the second type. 

There are some drawbacks, like the tall seat, and the ERC clutch won't be for everyone, but the 450 GS otherwise promises to be a capable and enjoyable all-rounder. And let’s not forget that it will offer owners the kind of bragging rights that none of its rivals can dream of matching.  

Introductory prices are Rs 4.70 lakh for the base model, Rs 4.90 lakh for the Exclusive and 5.30 lakh for the Trophy, and these prices are reasonable. Be aware that after-sales costs will be high, although the company is trying to alleviate this by factoring in three years of service support if you pay a slightly higher monthly EMI when taking a loan from BMW Finance.  

All things considered, this is an affordable way to get into the exclusive world of BMW, and it's a bike that finally feels like it belongs there.