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.

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.
 

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!

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 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-inch wheel. It also gets a new rear subframe to enable its unique stance and seat shape.

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

The new Bullet 650 is the 7th model on Royal Enfield's tried and tested twin-cylinder engine platform. Dinshaw Magol takes it for a spin to see if its any different to the Classic 650 to ride.

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!

The KTM 390 Duke and Adventure now come with 349cc engines to avoid the 40 percent GST on motorcycles above 350cc.