Ever since I first rode the Ntorq 150, I was impressed by the balance it strikes between sporty performance and everyday comfort. In fact, it feels like it could genuinely be the only scooter in a household – practical enough for daily commutes yet engaging enough for enthusiastic riders.

On paper, however, the Ntorq 150 misses out on some of the headline features its rivals boast of. The Yamaha Aerox popularised the sporty 150cc scooter formula with its underbone chassis, 14-inch wheels and liquid-cooled engine, and other rivals like the Hero Xoom 160 and Aprilia SR 175 also rely on a similar set up with larger wheels and a stiffer suspension setup. In comparison, the TVS sticks to a more conventional scooter layout with a usable floorboard, 12-inch wheels and no liquid-cooling.

That 12-inch wheel setup is a bit of a double-edged sword. If the manufacturer gets the chassis and suspension balance right, the smaller wheels don’t really feel like a compromise. But if the setup is even slightly off, the blame immediately shifts to the wheel size, especially since larger wheels are naturally associated with better stability and composure. Thankfully, TVS has nailed the balance here. The Ntorq 150 feels planted at speed, confidence-inspiring around corners, and is backed by a suspension setup that remains impressively pliant over bad roads.

Our long-termer arrived with 2,845km already on the odometer, and we’ve since added close to 200km more. So far, it has held up fairly well, although there are a few areas that already show wear.

The TFT display still feels premium and remains one of the highlights of this top-end variant. The graphics are crisp, and the colours pop nicely. However, the switchgear already feels slightly spongy and occasionally requires an extra press to confirm an input, while the TFT screen itself has picked up visible scratches. Also missing are instantaneous and average fuel-efficiency readouts, which feels like an odd omission on such an information-rich display.

Our scooter comes finished in a fluorescent colour scheme, which certainly stands out, although more muted shades would likely appeal to mature buyers too. Another small ergonomic issue comes from the front apron extensions, which can occasionally foul against your knees while getting off the scooter if you are not mindful – something taller riders, including my 6ft frame, are more likely to notice.

Despite missing out on some flashy hardware on paper, the Ntorq 150’s balance of ride quality, handling and everyday usability has genuinely impressed us so far. 

With the Mumbai rains around the corner, the coming months of this long-term test should reveal how well the scooter continues to hold up in harsher conditions.

Our first impression of the new Hero-built Harley-Davidson X440 T, when we rode it in Goa, was that it carried forward the platform’s signature strengths while ironing out most of the glaring issues that plagued the original X440. However, to see how the bike fares outside usual road test parameters and handles typical daily life, the X440 T has now entered the Autocar long-term fleet, and we’ve been told it’s going to be with us for a full year – what joy!

However, there was a small hiccup in our initial days with the X440 T. Our bike was running an older version of the display software, which didn’t allow us to switch the traction control off. We returned the bike to Harley-Davidson, and the company was able to find a fix, so now the bike runs as it was intended. The good news is that this isn’t an issue that’s ever going to happen to customer bikes, because that version of the software was only on the early lot of bikes allocated for the media, a Harley spokesperson assures us. 

As of writing this piece, I’ve only been able to use the baby Harley to commute to work (a short 12km round trip daily) for a week or so through Mumbai’s pockmarked roads, and I’m yet to drain a single tank of fuel. But even so, despite the far-from-ideal conditions, the X440 T has slowly grown on me. That’s primarily because of two reasons, and both have to do with the rider’s comfort. 

Plush suspension needs to be a must-have on your vehicle if you are a Mumbai resident, because most of our roads are in a constant state of disrepair. The X440 T’s shocks, I’m happy to report, keep you cushioned from the worst bumps Mumbai’s roads throw at you, but they still have a composed edge, which means the bike doesn’t wallow when changing direction at faster speeds. 

Another facet that allows me to simply shrug off bad roads is the neutral riding position. My arms and legs are exactly where I’d like them to be, and this – I suspect – will be a nice position even for longer durations in the saddle. 

However, one thing I have not been gelling with on the H-D is its bar-end mirrors. They give you an okay view of what’s behind, but filtering through dense traffic – pretty much impossible to avoid in Mumbai – demands a little too much caution because of these mirrors. Some experimentation with installing the standard X440 brake and clutch lever mounts with the slot to hold conventional mirrors should be able to solve this problem, I’m confident. 

So far, while the X440 T has been confined to Mumbai city, I’m itching to embark on a weekend getaway, and I’m going to make sure this happens sooner rather than later!

In my last report, I said that I find the Scrambler XC to be best billed as a city bike, but ironically, that’s where my motorcycle has spent the least time so far. Instead, as was always intended, I have been spending most of my time with the bike out on highways and even on off-road trails, although admittedly, it is neither an outright tourer nor an off-road machine.

My only real gripe with the Scrambler XC is its short gearing, as it uses a 14-tooth front sprocket as opposed to the 15-tooth setup on the Speed 400. Out on the highway, cruising at an indicated 100kph with the rev counter clocking about 6,000rpm, the bike already feels like it’s at the edge of its sweet spot. Pull harder, and the engine will reward you with more poke, but it doesn’t feel relaxed doing so. In fact, when the needle is ticking at 100kph, you’re actually doing 90kph, as there’s a good 10kph speedo error. 

A little higher cruising speed of about 110-120kph would have just been so much nicer, especially when you are covering long distances. I have read several online reports of Scrambler owners switching to a 15-tooth setup (and it’s really inexpensive) for a more relaxed, higher cruising speed, and that’s something I am really keen on experimenting with on my bike. 

That aside, what I really enjoy out on the open road is the rider’s triangle. For my 5’ 8’’ frame, the reach to the handlebar is just perfect, and the upright and commanding seating means I can comfortably spend about 3 hours straight on the saddle without needing a rest stop. The seat, too, is well padded and spacious, and the suspension does a good enough job of soaking up the rough patches, although it does sometimes get unsettled by sharp bumps at high speeds. Wind protection, even with the standard-fit flyscreen, is far from ideal, so in effect, about 100kph is what feels the most natural and comfortable for the bike out on the highway.

What I also enjoy about the motorcycle is its handling. When the highway eventually leads to your favourite set of twisty roads, it’s thoroughly enjoyable, as it’s quite flickable through the bends. Rowing through the gears, you can really enjoy that mid-range grunt of the engine. The only limitations, as have already been widely reported, are the brakes and tyres. The stock braking setup doesn’t inspire the most confidence, so I am waiting for the current set to wear out before I shift to the Speed’s sintered pads. 

As for fuel efficiency, I have been averaging a decent 27kpl, and I have definitely not been riding gently. This gives me a reasonable range of about 300-320km from the 13-litre fuel tank, although if you are easier on the throttle and cruise at high double-digit speeds, you could possibly go even further. More on my off-road adventures in the next report, so stay tuned. 

Our Ather Rizta Z  2.9 joined the Autocar long-term fleet in October 2024 and has covered over 5,500km since. In that time – and across 1.5 years in the fleet – it has largely been a dependable, drama-free electric scooter. 

Reliability has mostly been solid. An early software glitch forced the scooter into limp mode and took over a month to resolve. While issues are rare, turnaround time at the service centre remains an area of concern. In fact, even a minor repair required escalation to secure an appointment. This repair included replacing a broken mirror and a chipped brake lever, both totalling roughly Rs 1,700.

Our primary concern with the Rizta has less to do with the scooter itself and is more service-oriented. For example, during an earlier visit, the scooter was returned to us with some scratches and a slightly bent handlebar – something that hasn’t been rectified since, although it hasn’t affected rideability. A better service experience and more touchpoints would go a long way.

But back to the good points – the Rizta has aged well over the past 18 months. The seat cushioning hasn’t sagged, and there are no squeaks or rattles from the panels; although they are slightly faded. A feature that deserves special mention is MagicTwist – regenerative braking in Ather speak – that activates once you twist the accelerator in the opposite direction – quite intuitive and great to use in the city.

The Rizta’s range consistency has been another impressive facet. It continues to return 103km (approx.) in Zip mode; however, one observation is a consistent 3-4 percent overnight battery drain (which translates to roughly 3-4km) when parked. Over multiple days, this compounds and is something to watch out for, especially if you’re operating within tight range margins. The range indicator itself is accurate – if it says you will make it, you will.

Five months ago, our Rizta received the touchscreen upgrade. It works well and, paired with integrated Google Maps navigation, remains an intuitive and genuinely helpful feature. However, the 5-way joystick is now redundant and cannot be used to control anything on the display anymore. Talking about the screen, it has quite a few scratches and swirl marks, which have only increased since the touchscreen update, as I’m now forced to interact using touch inputs. It would be nice if I could choose my own input method.

So, should you buy one? Yes, but keeping some things in mind. The Rizta, as a scooter, feels sorted and is genuinely easy to live with. But the ownership experience needs stronger service support and wider reach throughout the country. 18 months and 5,500km later, the Rizta has proven itself as a product, but it deserves better back-end support.

It has been quite a few months since our last report on the Transalp, and in that time, the bike has just turned one year old. I’m glad to report that there have been no issues with the bike, and it has performed very well as it approaches the 9,000km mark on the odometer.  

Most of my usage has been on long rides, and I have done several trips to places like Bhuj, Badami, Panchgani, Daman, Dapoli, Lonavala, Nashik, Ratnagiri and more. I recently had the second service done at the 7,900km mark, and it was more expensive than I expected. 

Hondas generally have a very good reputation for service costs, so I was surprised to see that the service came up to around Rs 14,000. A big contribution to this was replacing the air filter, which itself costs Rs 7,078 with GST. There was also a Rs 2,124 service charge towards this (with GST), as replacing the air filter on the Transalp is a tedious process that requires removal of the fuel side panels on both sides (and crash guards, if you have them installed). You even need to remove the TFT dash and some panels around it just to access the filter. 

In a dusty environment like ours, easier air filter access would have been much appreciated. Other service costs were more reasonable. The engine oil cost Rs 3,067 and the oil filter Rs 923, both including GST. The service charge in Mumbai was Rs 2,714; again, with GST included. Beyond this, I also replaced the rear brake pads, which cost Rs 4,612 with GST. 

The Transalp has run perfectly all this time, and regular E20 fuel does not seem to be having any negative impact on its performance. Highway performance is superb, and I get a decent fuel economy of around 22-23kpl while holding low triple-digit cruising speeds. There is no range indicator, although the fuel gauge is quite accurate, and I can cover 300-330km before the ‘low fuel’ indicator starts to blink.

The manageable size of the bike is much appreciated, and if you ever have to push it out of tricky situations, it can be done without any help. I have had one puncture so far, but it was an easy fix since I have upgraded to the Africa Twin rims – a costly upgrade, but great for peace of mind.

There are some things that can improve. In the monsoon, some rainwater gets flung off the front wheel onto your helmet and the sides of the fuel tank. The headlight throw is quite weak, and this was made worse by the headlamp grille I installed. A pair of aftermarket aux lights was a must for night riding. I also find that the rear suspension on my 2024 model feels quite basic, and I will be upgrading that soon.

While the Transalp has a few flaws in stock form, it can be upgraded to fix all these issues while remaining much more affordable than the European alternatives. So far, I have been very happy with the bike. 

Written by JIGAR GANGAR

My last few months with the Xpulse 210 have been fun to the point that I am now convinced that this was my favourite bike of 2025. Not the fastest/most exciting, not the best value, not even the best off-roader, but still my favourite, and that’s because it comes across as an honest, characterful and thoroughly enjoyable motorcycle.

The plush suspension irons out my irritation with the appalling state of our roads, and the comfy riding position only amplifies that. Then there’s the fizzy little engine that constantly cheers me up, not only with its crisp sound and throttle connection but also its zippy performance. Super short gearing also makes it easy to ride through crawling traffic in second and even third gear with no issues, and that flexibility again helps ease the frustrations of Indian big-city traffic. 

The downside with the short gearing is that the engine will be screaming away if you like holding triple-digit speeds on the highway. While most of my riding has been over my daily commute of 60km, I did take it out for a weekend ride to Pune, and that was another fun experience as well. Rather than forcing it into a pace it didn’t like, we settled into a cruise at the upper limit of its sweet spot – around or just below 100kph – and the Xpulse was a happy camper. 

There was plenty of room for me to be seated comfortably, even with a tail bag mounted on the back, and I like how there are plenty of mounting points for luggage. The bike’s dual-sport roots were also channeled when we arrived at the inevitable weekend traffic jam near Lonavala and found some creative ways to get around it. 

The Xpulse returned a decent 34kpl on that ride, and I get anything between 27 and 30kpl in the city, depending on how quick the pace is. Weirdly, even though this is a 13-litre tank, I never manage to get more than 10 litres into it, even when I’ve ridden well past the point that the low-fuel light blinked on.

Things I don’t like are that there’s a steady hit of hot air that your left leg needs to endure from the radiator fan. It doesn’t get burning hot, but it’s well beyond what I’d term ‘warm’, and I could see this being an issue for some. 

The Xpulse 210 has also seemingly had a fair few engine reliability issues, as shared by owners online. So far, the only problem we’ve had is that the check engine light has come on three times now. The first time, it was cleared by the workshop, whose scanner told them that it was some error thrown up by the O2 sensor. The second and third time, it went away by itself in a couple of days. This is an issue that we’ve seen in another Xpulse 210 that is owned by a colleague in our office as well. 

Aside from that, I’m continuing to enjoy life on the 210. It’s proving to be a beauty on my daily commute, was great fun off road when we compared it with the KLX a few months ago, and I enjoyed it over a semi-long-distance ride as well. Simple, capable, enjoyable and characterful – just how I like my bikes.

This bright yellow motorcycle you see here is not just special to me because it’s the first vehicle I bought with my own money, but also because it arrived right on time to count as a birthday gift as I completed 30 revolutions around the sun. Frankly, I have always been a car guy, but if there’s one motorcycle I’ve lusted for since childhood, it’s the Triumph Speed Twin. Nothing is more quintessentially motorcycle to me than one with a classic teardrop tank, round headlamps and spoked wheels. 

The fact that these Bajaj-made Triumph 400s carry the same design ethos as the larger bikes so beautifully has been very endearing to me. I have heard a few people say that these 400s have made Triumph more mainstream than necessary, but honestly, it feels quite special that I could bring home a Triumph within a reasonable budget and yet experience the quality and heritage that come along with this brand. 

Initially, I had my eyes set on the Scrambler X, but when I saw the first images of the XC with spoked wheels, I just knew this was the one I had to get. I booked one without even seeing it in the metal, so I was lucky to get one allotted right from the very first batch that arrived in Mumbai. The bright paintwork and its relative rarity at that point meant it didn’t fail to attract eyeballs, validated no less by a few thumbs up and nods of approval from fellow bikers on the road.  

Within the first 1,000km, I had already used it extensively in the city (mostly for leisurely night rides), taken it on a 300km-long highway stint, and also managed to find a few mild trails to test its off-road abilities. Since it’s my only bike at the moment, I need it to be an all-rounder. And my first impressions are that it’s a great city bike and a welcoming off-roader for someone who’s new to off-road riding, but it isn’t a great highway tourer. I will be delving into the details of these scenarios in future reports, but for now, I also want to talk about the service experience. 

The first periodic service – done at about 1,100km – cost me Rs 2,129. This included an oil filter change, engine oil change, and chain lubrication, along with washing and cleaning the bike. The service advisor also told me that I had already worn out about 50 percent of the front brake pads, although it did not warrant an immediate change. I wasn’t too surprised to learn this, because I had read online reports about other Scrambler and Speed owners experiencing premature front brake pad wear. A few hundred kilometres more, and I intend to upgrade these organic pads to sintered ones.

I must also make a mention of Triumph’s limited service network. A single service outlet to cater to the whole of Mumbai, including big bike owners, meant that I had to leave the bike overnight at the service centre. Not very pleasant! 

I own a Royal Enfield – words that teenage me thought I would never say. I grew up wanting fast, agile and naked motorcycles, but having ridden all new REs over the past few years, I was smitten, and I knew I’d have to own one.

Rishaad was kind enough to let me write a feature story for the Goan Classic 350 in the June 2025 issue, and it was the most memorable motorcycle I’ve tested all year. I concluded that story by saying that if I were to ever buy a second bike, I would 100 percent buy a Rave Red Goan Classic 350. And now, after months of pondering and plotting, I finally decided to pull the trigger. It joins my 2015 KTM 390 Duke, which is poles apart, but that’s what I love about them. One’s slow and heavy, while the other is sharp and light, and I love having that option depending on my mood.

Vibrant colours, coloured rims and white wall tyres mean it’s a head turner.

I’ve had it for a couple of weeks now, and it’s everything I want it to be. My family loves it, people stop and stare at it, and even the cops have stopped me just to inquire about this custom-looking Royal Enfield. I love the two-tone black and red paint scheme with white pinstripes and white wall tyres that immediately make it stand out in a crowded parking lot. And yes, I do look back at it every time I’ve parked it. That’s how I know I’ve bought the right bike. Sure, the riding position and Mumbai’s terrible roads do put my back under stress, but its superbly padded seat does alleviate that to a certain extent. But perhaps what I appreciate the most is that it’s made me a much calmer, calculated rider.

Wide and superbly padded throne takes some pain away from your back.

There are some things I’m not a fan of, however. The LED headlamp could do with more illumination, and I can’t help but think that halogens would’ve suited the Goan’s character better. The other is a common RE irritant – the mirrors come loose or change their position.

LED headlight needs better illumination; halogens would’ve looked cooler.

While they haven’t come loose on my bike yet, I’ve had to adjust the mirrors’ position time and again.

Mirrors come loose and change placement; a common RE irritant.

But once I swing my leg over it, these things seem insignificant. For now, I’m still in the honeymoon period, but expect a more objective approach in the next report – things like the fuel efficiency, service costs, and faults, if any. 

Also See: Honda Transalp XL750 long-term review, 5400km report

Our long-term Rizta is finally back after a rather extended sabbatical. It hasn’t been used for a few months since Zaran reported the issue that sent it into limp mode repeatedly and resulted in it going back to the Ather service centre once again. The problem was diagnosed to be a wiring issue resulting from a rat bite, and it has now been ironed out. In the interim that the Rizta was away, its odo has crossed the 4,000km mark.

My daily commute to the office is a 34km round trip along the Western Express Highway, an ideal testing ground for any 2-wheeler. Since I joined Autocar nearly a year ago, I’ve been doing this on a bike that isn’t exactly built for city congestion, my personal Triumph Street Triple S. So, when Dinshaw offered me the Rizta, I jumped at the chance.

This is my first experience with electric mobility, and so far, it makes great sense for daily commuting. But it’s not without its quirks. On a petrol bike, running low on juice is never a concern; a brief halt will fix it. With an EV, things aren’t as easy.

On just my third day, I had 18km of range left for a 17km ride to work. Halfway through, I realised I was cutting it too close and had to locate a charger. I easily found one en route to the office, tucked behind a bus stop.

Ather’s widespread Grid network will help if you’re running low on juice.

After waiting for my turn behind a Vida owner (since both use Ather’s open-source connector), I plugged in. Fifteen minutes later, I was up from 3km to 25km of range. Besides that early brush with range anxiety, my time with the Rizta has been trouble-free, and it has taught me to be better planned.

At home, it shares garage space with an Activa 125, and thanks to its cavernous 34-litre boot, the Rizta has quickly become the default errand-runner. Also helpful are the wide seat and the nifty backrest, which have earned universal praise from pillions of varied sizes.What my pillions have not appreciated as much are the footpegs – or rather, their absence. The floorboard extends rearward to form the pegs, which look neat on the sporty 450s but feel impractical here.

Pillion footpegs are small and narrow, especially for a practical scooter like this.

Shortly after Diwali, our Rizta received an OTA update that unlocked the display’s touchscreen functionality. This greatly improves the feel-good factor and will be appreciated by owners who will find an unexpected improvement in their product well after purchasing it.

EVs have advantages like gaining new features after purchase via OTA updates.

One feature that is a double-edged sword is MagicTwist. It’s incredibly useful in stop-and-go traffic, though Dinshaw cautioned me not to combine it with the rear brake, as it can overload the rear wheel and cause it to lock up, especially on some of Mumbai’s notoriously low-grip roads. That’s exactly what happened one wet evening; instinct took over, and I used both systems together. The wheel locked up momentarily, but thankfully, nothing unfortunate happened!

MagicTwist is a boon in traffic but can catch you out if used with the rear brake.

For now, the Ather is running flawlessly, and more importantly, it has slashed my monthly commuting costs drastically from over Rs 4,000 in fuel to a fraction of that – the unequivocal advantage of any EV over an ICE vehicle!

Also See: Ather Rizta long term review, 2,300km report

Ather Rizta long term review, 2,000km report

Many months after the first ride event, we’ve finally gotten our hands on an Xpulse 210 for a long-term review, and so far, I’ve been loving life with this bike. The Hero Xpulse 200 has consistently been upgraded over the years, but the 210 makes a far bigger step forward than all the previous increments combined.

This is an all-new bike, and it feels remarkably different in a good way. The engine is the first pleasant surprise, and it’s now a lot more rewarding than the old air-/oil-cooled mill. That’s down to a much peppier exhaust note, as well as an engagingly punchy power delivery. I was concerned that the Karizma-derived engine would be far too top-end focused for an ADV motorcycle, but Hero has put significant work into making it more tractable – including new cams – and the result is surprisingly effective.

The engine is responsive at lower revs and never feels like it needs to be wound up to carry a reasonably quick pace. That said, this is still an engine that loves to rev, and its short-geared nature reminds me of the KTM 200 Duke. It even runs into the rev limiter in 6th gear in a similar fashion.

Very short gearing means it’s revving quite high at highway speeds.

In that sense, I think Hero has pulled off using the smaller 210 engine here, but I still can’t help feeling like this bike could have really benefited from the bigger engine from the Xtreme 250. And that’s because the short gearing, which makes it feel so lively at lower speeds, also brings in a very high-revving feel on the highway. Anything above a sustained 90kph is accompanied by a lot of revs and noise. It can hold higher speeds than the 200, but the new 210’s ability to effortlessly cover long distances hasn’t taken a great step forward.

Left-side switches got sticky in the rain; has been addressed at service.

What I am enjoying is the new styling, along with the larger fuel tank, which also makes the bike feel more comprehensive when you sit on it. It’s more ADV in its stance, and the seating comfort has improved as well. The suspension is also superb, and the way it glides over Mumbai’s patchwork-riddled roads reminds me of the Himalayan 450.

Long-travel suspension does a great job of soaking up all road imperfections.

In fact, the comfort factor – along with the brappy engine – is why I’ve been enjoying my time on this bike so much. It has made my commutes as enjoyable as they used to be on the Himalayan, with the added benefit of carrying around 25 fewer kilos.

The new engine produces an exciting sound from the high-mount exhaust.

The bike has just come back from its first oil-change service, which cost Rs 1,346. The only issue we’ve had so far was some sticky switchgear, which was fixed during the service. It looks like we’re still in for another month or two of rain, so we’ll share how the Xpulse has fared through the monsoon in the next report, but so far, so good!