Check bike &amp; scooter reviews on new and upcoming models. Get details on performance, handling, mileage for two-wheelers including electric bikes scooters.

<p>
The off-road motorcycle scene in India is gaining serious momentum. For KTM enthusiasts, the 390 Adventure has been the default choice. Yet, for those craving serious dirt capabilities, extensive aftermarket modifications became the norm. Was KTM paying attention? It appears so. Enter the 390 Enduro R – a machine that promises better off-road performance while retaining the trusted 390 platform. So, is this the factory-built solution riders have been waiting for? We took it to the trails at Pro Dirt Adventure Park to find out.</p>

<h2>KTM 390 Enduro R Design &amp; Styling: Serious Off-Road Intent</h2>

<p>First impressions matter, and the Enduro R certainly makes a strong one. While it shares its underpinnings with the 390 Adventure, its stance is noticeably more aggressive and purpose-built. The vibrant KTM orange colour screams performance, and the bike looks broader and tougher  – visually more rugged than the 390 Adventure.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744278025044-sv8w-4-(1)-(1).webp" alt="KTM 390 Enduro R" style="width: 100%; height: auto;">
      </div>
    <p>The key change here is the sharp, minimalist LED headlight assembly, which is inspired by KTM’s hardcore EXC enduro bikes, quickening the pulse of any enthusiast. The 43mm WP Apex front forks and a matching monoshock at the rear signal serious off-road intent. Smart touches like pigmented body panels (designed to resist scratches), along with standard handguards, crash protection, and an engine bash plate, underscore its ready-for-anything character.</p><p>Beneath the skin, KTM India has made some interesting calls. The Enduro R retains the same suspension components as the 390 Adventure, offering 200mm of travel at the front and 205mm at the rear – shorter than the international model’s 230mm, which significantly lowers the seat height, making it more practical for our market.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Stand-View-1747313164247.webp" alt="KTM 390 Enduro R-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The most consequential upgrade is the new wheelset – a 21-inch front and 18-inch rear spoked rim combo, replacing the Adventure’s 17-inch rear setup. These are shod with Mitas Enduro Trail E07+ tyres – 90-section front and a fatter 140-section rear. This setup, along with revised suspension tuning, has raised the ground clearance to an impressive 253mm (up from the Adventure’s 237mm). To ensure a slimmer profile, the fuel tank has been downsized to 9 litres from the Adventure’s 14.5 – while it affects the range, it also reduces the kerb weight to 177kg (5kg lighter than the Adventure), enhancing its handling capabilities.</p>

    
  
    
  


<h2>KTM 390 Enduro R Ergonomics &amp; Features</h2>

<p>The new Enduro R strikes a thoughtful balance between functional tech and minimalist design. It features all the essential off-road hardware, which includes dual-channel ABS with an off-road mode, traction control, and selectable Street and Off-road ride modes – notably, there’s no Rain mode as found on the 390 Adventure.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Speedometer-1747313158262.webp" alt="KTM 390 Enduro R-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The updated switchgear feels tactile and intuitive, and there is a dedicated button to disable rear ABS on the fly, making transitions to dirt riding quick and seamless. The smaller TFT display is sharp, legible, and easy to navigate, offering smartphone connectivity and clear ride mode indicators. Within Off-road mode, riders can customise their experience by disabling traction control and even the quickshifter.</p><p>Swinging a leg over the Enduro R immediately reveals its intent. At 860mm, the seat height is 30mm taller than the 390 Adventure’s, which may pose a challenge for shorter riders, especially in tricky situations. It’s worth noting that the international version sits even higher at 890mm, adding an even bigger hurdle for less-experienced riders to climb (pun intended).</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Motion1-1747313212204.webp" alt="KTM 390 Enduro R-Motion1.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The pillion grab rails, while practical, extend upward rather prominently and can snag a leg during mounting. That said, once seated, the bike feels purpose-built. The long, firm seat offers excellent support and ample fore-aft movement – crucial for managing traction off-road. The centrally-mounted footpegs and wide handlebars form a confident and comfortable rider triangle, ideal for both seated cruising and aggressive stand-up riding. One minor drawback, inherited from the Adventure, is the tendency of the plastic side panels to get scuffed over time, especially with off-road boots.</p>

    
  
    
  


<h2>KTM 390 Enduro R Engine Performance &amp; Off-Road Capability</h2>

<p>At its core, the 390 Enduro R retains the familiar 399cc LC4c engine, producing the same 46bhp and 39Nm of torque as the 390 Adventure. However, revised engine mapping and a shorter final drive ratio (14/48 vs 14/46) result in a noticeable difference.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/KTM_Enduro_R_Engine_Review_autoX-1764747862703.webp" alt="KTM_Enduro_R_Engine_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Given its reduced weight, the Enduro R feels livelier and more urgent, delivering an extra dose of punch. It remains a rev-happy motor, offering strong performance through the mid-range and top-end. That said, riders navigating tight, technical terrain may still crave a bit more low-end grunt. This is an engine that demands rider engagement, rewarding active, energetic inputs. The six-speed gearbox is well-spaced and shifts cleanly, with first and second gears proving particularly useful for both city commuting and trail riding. Despite a smaller 285mm front disc (down from 320mm on the Adventure), braking performance is strong.</p><p>Where the 390 Enduro R truly earns its stripes is off the beaten path. The revised suspension tuning makes an immediate impression. It’s far more compliant than that of the 390 Adventure – it soaks up bumps, ruts, and undulations with a newfound composure. That familiar issue of front-end bottoming on sharp hits and heavy landings has been largely resolved.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/KTM_Enduro_R_Suspension_Review_autoX-1764747890741.webp" alt="KTM_Enduro_R_Suspension_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The bike now settles quickly and confidently, encouraging riders to carry more speed through demanding terrain. However, with the 18-inch rear wheel and 205mm of travel, the rear end tends to bottom out with harder hits. Impressively, this newfound off-road capability doesn’t come at the cost of on-road performance. Thanks to its Duke-derived chassis, the Enduro R remains agile and engaging on the tarmac, carving corners with a sharpness few dual-purpose bikes in India can match.</p>

    
  
    
  


    
  
    
  
<h2>KTM 390 Enduro R Verdict: Should You Buy One?</h2>

<p>Overall, the 390 Enduro R stands out as the most capable off-road machine in KTM India’s 390 lineup. With its reduced weight, revised gearing, properly tuned and adjustable suspension, and the all-important 21/18 spoked wheel setup, it’s a machine that truly shines once the road ends. It thoughtfully addresses many of the standard Adventure’s shortcomings for serious off-road use. That said, in its stock trim, it’s neither a hardcore enduro weapon nor a proper tourer. The smaller fuel tank, high-strung engine character (for some), and tall seat height clearly define its niche. This is a bike best suited for enthusiasts who blend spirited road riding with challenging weekend trail adventures, or, perhaps, for dirt riders looking for a versatile road-legal second bike.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/KTM-390-Enduro-R-Motion-1747313152284.webp" alt="KTM 390 Enduro R-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Against its chief rival, the Royal Enfield Himalayan 450, the Enduro R offers a sharper, more performance-focused alternative, albeit at a higher price. It’s not just a modified Adventure – it’s a thoughtfully created, factory-built response to what KTM fans have long been asking for. And the best part? KTM India has confirmed that the full-blown international-spec Enduro R will also join the lineup, giving riders the option of a no-compromise package straight from the showroom.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>KTM 390 Enduro R </strong>"]</p>

<p><strong>Engine:</strong> 399cc Single-cylinder </p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 46bhp </p>

<p><strong>Torque:</strong> 39Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹3.36 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>No other motorcycle at this price point offers such a compelling blend of on- and off-road versatility as the 390 Enduro R.</em></p>

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	<tbody>
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			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Design, suspension, handling.</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Pricey, weak bottom-end</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


KTM 390 Enduro R First Ride Review - R-eality Check

KTM fans have long desired a more serious off-road machine based on the 390 platform. The Enduro R promises to deliver just that. But does it live up to the hype?

<p>
The Chang International Circuit is F-A-S-T. Long straights, hard acceleration zones, and harder braking points – all stitched together with some truly terrifying high-speed corners. Common sense would suggest it’s not exactly the ideal playground for first-timers on a top-dog, litre-class superbike. But when it’s about Ducati, there’s always some room for surprise. Which is why they flew me to this MotoGP track to get my first taste of the 2025 Panigale V4 S.</p>

<h2>2025 Ducati Panigale V4 S: What’s New and Why It Matters</h2>

<p>Now, this is a big deal. This is about the brand-new Panigale V4 – the flagship from Bologna. As you’d expect, Ducati has been shouting from the rooftops that this is the best-ever, fastest-ever, and most forward-looking Panigale, ever. A manufacturer hyping its latest product? Business as usual, or are they actually telling the truth?</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141659627-vsrg-Ducati-Panigale-V4-S-side-profile.webp" alt="Ducati Panigale V4 S-side-profile.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>Well, after spending a full day on it, lapping a racetrack under the sweltering Buriram sun, we think we have the answer. The new Panigale V4 is fan-effing-tastic!</p><p>Now, of course, a whole lot of fine-tuning and fresh changes have gone into this 7G Panigale. But let’s start with the familiar. The 2025 version is still propelled by the same 1,103cc V4 engine. It’s still blazingly red. And it’s still very desirable. Some might complain the design has softened, but it grows on you with time. Two minutes, to be precise. That’s how long it took me to fall for it.</p><h2>Ducati Panigale V4 S Engine, Frame and Suspension Updates Explained</h2><p>Let’s move to the finer details. The frame is all-new, and so is the dual-sided swingarm, which replaces the gorgeous single-sided unit of the outgoing model. Why the change? Because it’s all about form following function here. The new swingarm reduces lateral stiffness by a whopping 37%. It’s a similar story with the front frame – it claims to bring lateral rigidity down by an impressive 40%.</p>
    

    
  
    
  




<p>There are also new electronics, an updated Öhlins semi-electronic suspension setup, a beefed-up braking package, and more. Now, I could go on and type out the entire brochure for you, but I’m pretty sure I’d run out of space on these pages. So, let’s cut to the chase and talk about what really matters: the riding experience.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141569427-9mcu-Ducati-Panigale-V4-S-2.webp" alt="Ducati Panigale V4 S-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>If you’ve ridden the original Panigale V4, especially the first-gen from 2017, you’ll remember what an assassin it was. Relentless. Rigid. Unforgiving. It was hot-blooded and temperamental, like a heavyweight boxer dialled up to 11. A lethal weapon that wouldn’t hesitate to chew you up and spit you out for the slightest mistake.</p><h2>How the 2025 Panigale V4 S Rides on Track</h2>

    
  
    
  


<p>Ducati realised the problem quickly, which is why the later versions of the Panigale V4 became a bit less feverish and a little more friendly. But, as they say, a leopard doesn’t change its spots – the red mist never fully cleared from the Panigale’s head. Well, that was until now. The new Panigale V4 is a complete rethink. It’s no longer out for your blood the moment you twist the throttle. Instead, this one gently holds your hand, calms your nerves, and then blows your pants off – same, same, but very different.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141550068-wqj2-Ducati-Panigale-V4-S-Motion.webp" alt="Ducati Panigale V4 S-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>It is noticeably friendlier to ride – something that was clear from the very first lap. It feels lighter, roomier, and far less physically demanding. At 213bhp, the V4 motor still produces more or less the same power, but these 2025-spec horses are far more accessible.</p>

<p>For instance, the throttle no longer feels like you’re cracking open the lid of a nuclear reactor. The response is sharp but measured, and not barking mad. Make no mistake, the acceleration is still mind-tinglingly brutish, and a slight twist of the wrist will still leave you breathless – just not in a suicidal way.</p>

<p>And those long straights? The Panigale eats them up like Pac-Man. The acceleration is jaw-dropping. But before you can even pick your jaw off the floor, you’re hard on the brakes, and down it goes again on the floor – the stopping power from the new Brembo Hypure brakes are simply sensational.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141575618-c30a-Ducati-Panigale-V4-S-3.webp" alt="Ducati Panigale V4 S-3.jpg" style="width: 100%; height: auto;">
      </div>
    

<p>What’s more, you now get Race eCBS – a linked braking system that automatically engages the rear brake for trail braking when you grab the front lever. The result? Tighter lines into apexes and a sense that, just maybe, you’re the second coming of Marc Márquez.</p>

<p>And last but not least, the handling and electronics. While the old Panigale needed to be muscled into corners at high speeds, this one flows with you, like an extension of your body. You can hurl it into a bend without a second thought, and it’ll rocket out the other side, gripping the tarmac like a leech. Honestly, it feels more like a middleweight than a full-fat litre-class machine.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747141542250-9h1j-Ducati-Panigale-V4-S-Speedometer.webp" alt="Ducati Panigale V4 S-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Adding to that sense of confidence is its suite of stellar electronics, including the new DVO (Ducati Vehicle Observer), which constantly tweaks wheelie control and traction control in real time. Not only does it keep you from launching yourself into space but also helps you post faster lap times.</p>

<h2>2025 Ducati Panigale V4 S Verdict: Should You Buy One?</h2>

<p>As far as I’m concerned, the Panigale V4 S is faultless. It’s blisteringly fast and drop-dead gorgeous, and now it’s also friendlier and more welcoming than ever. Regardless of your skill level, it’s a motorcycle that urges you to push harder, without punishing your body or bruising your ego. The only downside? That price tag. At ₹36.5 lakh (ex-showroom), it demands a heck of a lot of money. But, then, in return, you also get a heck of a lot of bike.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Ducati_Panigale_V4_S_First_Ride_Review_Chang_Circuit_autoX-1764048271090.webp" alt="Ducati_Panigale_V4_S_First_Ride_Review_Chang_Circuit_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p>




<p>[tabs]</p>

<p>[tab title="<strong>Ducati Panigale V4 S</strong>"]</p>

<p><strong>Engine:</strong> 1,103cc V4</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 213bhp </p>

<p><strong>Torque:</strong> 121Nm</p>

<p><strong>Fuel:</strong> Petrol</p>
 
<p><strong>Price:</strong> ₹36.5 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Not just the best superbike of the present era, but perhaps an all-time great!</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Handling, performance, electronics</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Costs a bomb!</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ducati Panigale V4 S First Ride Review - Top Dog

The Chang International Circuit is fast and unforgiving, but that’s exactly where Ducati sent us to sample the new Panigale V4 S — and discover just how different it really is.

<p>
    Hero MotoCorp seems to be on a roll, turning its concepts from EICMA 2024 into reality. Hot on the heels of the Xoom 160 comes the Xtreme 250R. It is touted as the quickest machine in its class. With its bold, aggressive styling, it certainly grabs attention, but does its performance back it up?</p>

<h2>Hero Xtreme 250R Design &amp; Styling: Italian Flair?</h2>

<p>Let’s talk design first – well, because, frankly, it’s impossible to ignore. While the styling is a bit polarising, personally, I’m quite taken by its sharp, aggressive lines. During our ride in Udaipur, it drew plenty of attention – some admiring, others possibly bewildered. There’s a clear hint of Italian streetfighter flair here, particularly in the pointed front end housing the LED projector headlamp, the muscular tank shrouds flanking the sculpted fuel tank, and the stubby, minimalist tail section. Viewed head-on, it has a bit of a Ducati-esque appearance.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140520727-tzvl-Hero-Xtreme-250R-Stand-View.webp" alt="Hero Xtreme 250R-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Hero’s design team has clearly gone the extra mile, delivering a look that feels both premium and purposeful. The 17-inch diamond-cut alloy wheels complement the overall design very well, especially in the striking colour scheme you see on these pages. That said, it’s not without its flaws. For instance, the integrated saree guard and front number plate holder feels bulky and detracts from its otherwise sleek profile – while the bike looks cleaner without it, it’s neither legal nor practical.</p>







<h2>Hero Xtreme 250R Features &amp; Tech: Tech Savvy?</h2>

<p>For its segment, the Xtreme 250R is reasonably equipped. A standout feature is the Class-D LED projector headlamp, which has proven quite effective in previous models like the Xpulse 200 4V. LED indicators are standard, and the emergency stop signal – which activates the hazard light during hard braking – is a thoughtful safety addition. The bike also features switchable dual-channel ABS with two selectable modes – Road and Race – offering added flexibility.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140413745-yl8r-Hero-Xtreme-250R-Speedometer.webp" alt="Hero Xtreme 250R-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>For instrumentation, the Xtreme 250R comes with an easy-to-read, negative LCD panel with Bluetooth connectivity for alerts and navigation. While it does the job well, it lacks the premium feel of the TFT displays found on some key rivals, such as the KTM 250 Duke. At this price point, a TFT display would have significantly enhanced its appeal.</p>







<h2>Hero Xtreme 250R Comfort &amp; Ergonomics: Comfort Zone?</h2>

<p>Ergonomically, the Xtreme 250R is quite accessible. Its wide handlebar and 806mm seat height provide a comfortable, upright riding posture, which is good for city riding and should be manageable for most riders. The seat is well-contoured, offering decent comfort. The bike is also good in terms of practicality – its 167mm of ground clearance is quite sufficient for uneven or broken roads.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/Hero_Xtreme_250R_First_Ride_Review_autoX-1764048175762.webp" alt="Hero_Xtreme_250R_First_Ride_Review_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>That said, the neutral footpeg position and upright stance make it a bit challenging to fully tuck in or grip the bike during more spirited riding. While it’s great for daily commuting, it slightly detracts from the aggressive riding experience. On the upside, the wide handlebars offer excellent leverage, making quick steering inputs fairly easy.</p>



<h2>Hero Xtreme 250R Performance &amp; Handling: Go vs Show?</h2>

<p>Now, let’s talk about the heart of the matter: performance and handling. The Xtreme 250R is powered by a relatively new 250cc liquid-cooled single-cylinder engine, which is essentially a stroked version of the 210cc unit from the Karizma. Hero claims outputs of 29.5bhp at 9,250rpm and 25Nm of torque at 7,250rpm. With a 12:1 compression ratio and that peak power figure, it’s clear that it is a top-end focused motor – and that’s exactly how it feels on the road.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140407759-h0ch-Hero-Xtreme-250R-Engine.webp" alt="Hero Xtreme 250R-Engine.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p>

<p>That’s not to say that it’s completely gutless lower down. There’s a healthy, usable mid-range, which makes city commuting and overtaking quite easy. But to truly tap into its performance, you really need to wring its neck and keep the revs high. It thrives when pushed, which makes it quite engaging around twisty roads.</p><p>However, this high-revving nature comes at a cost. Vibrations creep in as the revs climb, particularly through the handlebars and footpegs. During the test, while riding spiritedly, I often found myself short-shifting out of mechanical sympathy, hesitant to constantly wring it out. If you prefer an engine you can thrash, this might not be it. </p>

<p>Hero claims that the Xtreme 250R is the fastest in its class (0 – 60 km/h and 0 – 100 km/h). While it’s yet to be verified with proper testing equipment, my seat-of-the-pants impressions suggest that it’s a brisk and eager performer, especially once you’re past the mid-range.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140375658-awoj-Hero-Xtreme-250R-Motion.webp" alt="Hero Xtreme 250R-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Where the Xtreme 250R truly shines is in terms of handling. The chassis feels taut and communicative, giving the bike a light, nimble character. Whether you’re weaving through city traffic or carving up a twisty mountain road, it responds eagerly to inputs and holds its line with reassuring confidence. The suspension strikes a commendable balance – it’s firm enough for sporty riding and yet compliant enough to handle rough roads.</p>

<h2>Hero Xtreme 250R Verdict: Should You Buy This New 250cc Streetfighter?</h2>

<p>The Hero Xtreme 250R is a strong contender in the 250cc segment. With its sharp styling, agile handling, and decent feature list, it offers a well-rounded package for riders seeking a sporty yet practical machine. The engine offers solid performance, especially in the top end, though it’s not the smoothest engine out there. Still, it is an agile, sporty streetfighter, which is also comfortable enough for daily use.</p>

<p>While the LCD screen feels a bit dated compared to what some of its rivals offer, the overall package, especially the bike’s dynamic ability, is quite compelling. So, if you prefer sharp aesthetics, agile handling, and an engine that rewards spirited riding, the Xtreme 250R is well worth considering.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/05/1747140442039-ilcw-Hero-Xtreme-250R-1.webp" alt="Hero Xtreme 250R-1.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p>




<p>[tabs]</p>

<p>[tab title="<strong>Hero Xtreme 250R </strong>"]</p>

<p><strong>Engine:</strong> 249cc Single-cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 29.5bhp </p>

<p><strong>Torque:</strong> 25Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹1.80 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>With design and performance to rival the best in its class and a price tag closer to the segment below, the Xtreme 250R is an exceptional value proposition.</em></p>

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            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design, price &amp; handling</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Vibrations, weak bottom-end</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Hero Xtreme 250R First Ride Review - Xtreme 'Nuff?

Hero’s sharply styled Xtreme 250R promises class-leading performance and standout streetfighter attitude, but does it truly deliver where it matters most?

<p>
The Ultraviolette F77 Mach 2 is easily one of the coolest electric motorcycles in India. However, its aggressive riding position can feel a bit too committed, making city commutes and long rides uncomfortable for some riders. Enter the new SuperStreet – it’s designed for those who prefer a more upright riding posture. To put it to the test, we travelled to Ultraviolette’s base, where we rode the F77 SuperStreet both on a go-kart track and on public roads. The idea was to find out how it handles, and whether it is the revelation that Ultraviolette promises.</p>

    
  
    
  
<h2>Ultraviolette F77 SuperStreet Design &amp; Battery Specs</h2>

<p>You might be wondering why the F77 SuperStreet looks almost identical to the F77 Mach 2. Well, according to the company, the design was already so good that they saw no reason to make any changes. So, the hardware is pretty much the same, with just a few small tweaks. The Recon variant we tested comes with the same 10.3kWh battery, giving you an IDC-certified range of 323km, along with 40 horsepower and 100Nm of torque. It can go from zero to 60km/h in just 2.8 seconds and hit the 100km/h mark in another 4.9 seconds, making the Recon variant about 0.1 seconds faster than the standard one. However, both versions have a top speed of 155km/h, just like the F77 Mach 2.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/02/1740138849152-8ijx-Ultraviolette-F77-SuperStreet-Recon-Speedometer.webp" alt="Ultraviolette F77 SuperStreet Recon-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The SuperStreet also offers three ride modes – Glide, Combat, and Ballistic – paired to a 10-level regenerative braking system, which is optional in the standard version. Another cool feature it shares with the Mach 2 is the Dynamic Stability Control (DSC), which effectively uses the regenerative braking system in conjunction with the ABS, ensuring optimal stability and control, especially in challenging riding conditions. It prevents wheel lockup by dynamically adjusting braking force while slowing down using regenerative braking.</p>

    
  
    
  


<h2>Ultraviolette F77 SuperStreet vs Mach 2: Key Changes Explained</h2>

<p>One of the biggest updates is the handlebar – the bike gets a wider, single-piece unit instead of the old clip-on bars. To fit this new handlebar on the SuperStreet version, the company added a riser and tweaked the triple clamp. Although the seat and footpeg positions haven’t changed, this new setup straightens the riding posture by about 25 degrees. So, you end up sitting pretty upright, just like you do on a typical streetfighter.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/02/1740138833540-05li-Ultraviolette-F77-SuperStreet-Recon-front-three-quarter.webp" alt="Ultraviolette F77 SuperStreet Recon-front-three-quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>And that change really makes a world of difference. In fact, I really like the comfortable riding position of the F77 SuperStreet. The upright riding position feels great, and those wider handlebars give you better control, especially when navigating city traffic. Surprisingly, it doesn’t lose much on the track, either. But is that really all it takes to call it a solid street bike?</p>

    
  
<h2>Ultraviolette F77 SuperStreet City Riding Experience</h2>

<p>The F77 SuperStreet has the same mechanical setup as the Mach 2. The brakes are great, but the suspension feels a bit too stiff for my weight, which is about 50kgs. That said, heavier riders might not face the same issue. You can also tweak the preload at both the front and rear. What really stands out, though, is the weight. It tips the scales at over 200 kilos, which makes it a lot heavier than most ICE street bikes that perform similarly. For lighter riders, just lifting it off the stand can be a task, and manoeuvring it through city traffic definitely isn’t as easy as riding a 160 – 170kgs ICE sports bike.</p>

<h2>Ultraviolette F77 SuperStreet Comfort &amp; Touring Ability</h2>

<p>
I also found the seat to be a bit stiff, which could be a problem on longer rides. However, if you can swap it out for something more comfortable, I think the F77 SuperStreet could be a solid touring companion.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/02/1740138839983-hkx9-Ultraviolette-F77-SuperStreet-Recon-Stand-View.webp" alt="Ultraviolette F77 SuperStreet Recon-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>
Out on the open road, the weight of the bike isn’t really an issue. Plus, it’s also packed with some cool touring-friendly features, like three riding modes, 10 levels of regenerative braking, four levels of traction control, and dual-mode, dual-channel ABS to ensure that you ride the way you desire. Sure, you might miss out on a sweet exhaust growl, but the smooth, vibration-free ride, especially at speeds up to 155km/h, more than makes up for it. Plus, the money you save on fuel means that you’ll have more to spend on fun stuff during your trip.</p>







<p>[tabs]</p>

<p>[tab title="<strong>Ultraviolette F77 SuperStreet Recon</strong>"]</p>

<p><strong>Engine:</strong> Permanent Magnet AC Motor </p>

<p><strong>Transmission:</strong> 10.3kWh</p>

<p><strong>Power:</strong> 40.2bhp </p>

<p><strong>Torque:</strong> 100Nm</p>
 
<p><strong>Fuel:</strong> Electric</p> 

<p><strong>Price:</strong> ₹3.99 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>The F77 SuperStreet is now a step closer to EV perfection</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Comfortable riding position &amp; acceleration </p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Weight &amp; stiff suspension </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


Ultraviolette F77 SuperStreet First Ride Review - Street Smart

The F77 SuperStreet may look similar to the Mach 2, but Ultraviolette claims it offers a completely different riding experience. We ride it to find out!

<p>
    TVS has finally stepped into the most competitive and fastest-growing motorcycle segment in India – adventure touring. With the all-new Apache RTX, the company isn’t merely testing the waters; it’s staging a full-scale assault on a battlefield ruled by heavyweights like the Royal Enfield Himalayan 450 and the Triumph Scrambler 400X.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/track-test/autox-awards-2024-royal-enfield-himalayan-450-performance-quality-and-value-for-money-ranked-118960/" target="_blank">Royal Enfield Himalayan 450 Performance, Quality and Value for Money Ranked</a></p><p>So, expectations, naturally, are immense – after all, the Apache name has a history of racing performance both on and off the tarmac. The RTX seems to be ready for the battle, with an impressive spec sheet, and a clear intent to challenge the class leaders. But as we discovered on the winding, weather-beaten roads of Himachal, designing a capable ADV is one thing, but building one that can dethrone established, character-rich icons, is quite another.</p>





<h2>TVS Apache RTX Design, Features &amp; Ergonomics</h2>

<p>The Apache RTX’s strongest weapon is, without doubt, its design. Here, TVS has absolutely nailed the brief. The bike exudes European sophistication and substantial road presence. In a segment where looking the part is half the war won, the RTX arrives fully armed. The front end commands attention with its high-mounted fender and sharp, twin-pod Class D LED headlamps, echoing design cues from premium adventure bikes like the Triumph Tiger. Some may call it derivative, but the execution feels cohesive and confident – in simple terms, it works. It has a big-bike aura that belies its price tag, further amplified by the muscular 12.5-litre fuel tank with crisp, modern lines flowing neatly into a slim, rally-style tail section.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Fuel-Tank-1763015501374.webp" alt="TVS Apache RTX-Fuel-Tank.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The good news is that the RTX’s striking design doesn’t come at the cost of approachability. On paper, the 835mm seat height sounds daunting, especially for the average Indian rider, but TVS has sculpted the tank junction and the thin inseam brilliantly. At 5’6”, I could get both toes down comfortably enough to inspire confidence, whether navigating traffic or tackling tricky, uneven terrain. The riding triangle feels spot-on – upright, relaxed, and commanding. The bars fall naturally to hand, and the peg position strikes a comfortable middle ground for long rides. Stand-up ergonomics are equally natural, with the tank easy to grip between the knees, though taller riders may wish for slightly higher handlebars for a comfortable reach on technical off-road stretches.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/exclusive-stories/tvs-apache-rr-310-arrc-ride---mandalika-monster-121963/" target="_blank">TVS Apache RR 310 ARRC Ride - Mandalika Monster</a></p><p>It’s in terms of features, however, that the RTX truly throws down the gauntlet to its rivals. TVS has packed it to the brim, arguably creating the most feature-rich motorcycle in its class. The 5-inch colour TFT cluster takes centre stage, with a crisp, intuitive layout that automatically switches between day and night modes.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-start-stop-switch-1763015513953.webp" alt="TVS Apache RTX-start-stop-switch.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>It offers full connectivity with map mirroring, call alerts, and music control – functions that are genuinely useful for a touring machine. The map mirroring function is powered by Google Maps, and I was particularly impressed by its seamless pairing and lag-free interface. But that’s not the end of it. The RTX also gets cruise control, all-LED lighting, adjustable levers, a bi-directional quickshifter, and, crucially, switchable dual-channel ABS.</p>













<h2>TVS Apache RTX Engine Performance</h2>

<p>Powering the RTX is a new 299cc liquid-cooled DOHC single-cylinder engine, which produces a healthy 35.5bhp and 28.5Nm of torque. The engine is tractable, with a perfectly linear power delivery. In simpler terms, it’s predictable and, unfortunately, flat.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Engine-Close-Up-1763015493994.webp" alt="TVS Apache RTX-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>This is where the RTX stumbles. The powertrain is, without a doubt, the bike's most significant compromise. For all its visual aggression and high-tech promises, it lacks the low-end grunt that’s critical for an adventure tourer – the kind that’s needed to pull it out of tough situations. The power surge hits post 4,000rpm, forcing you to work the six-speed gearbox incessantly to stay in the meat of the powerband.</p>







<p>Beyond the numbers, the engine simply lacks character. It’s functional but not fun – a mere tool to get the job done. It’s Clark Kent dressed as Superman without any abilities – all the right looks, none of the mettle. It doesn’t like to be pushed hard, but if you do it anyway, vibrations begin to creep in at higher RPM, moving from the pegs to the bars, gradually eroding the calm composure you expect on long rides and, inducing fatigue sooner than you’d like.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Motion-1763015485169.webp" alt="TVS Apache RTX-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>This fundamental character flaw is compounded by the 6-speed gearbox – despite featuring a bi-directional quickshifter, first and second gears feel a bit too short. This is impractical for both slow-speed off-roading and stop-and-go city traffic – you find yourself constantly shifting between first and third.</p>

<h2>TVS Apache RTX Ride &amp; Handling Review</h2>

<p>Where the engine disappoints, the chassis and suspension redeem some of the RTX's performance credentials. This is the bike’s saving grace, and arguably its strongest dynamic attribute, proving that TVS’s racing DNA and engineering finesse remain very much intact. Built around a sturdy steel trellis frame paired with a lightweight aluminium swingarm (a premium touch for this class), the RTX’s foundations are rock-solid. Suspension duties are handled by 41mm upside-down forks up front and a monoshock at the rear, each offering a generous 180mm of travel.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Motion3-1763015534452.webp" alt="TVS Apache RTX-Motion3.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The best word to describe this setup? Balanced. TVS has nailed the tuning. It’s firm enough to encourage spirited riding on the road, letting you carve corners with precision and confidence, with no trace of the vague wallow that afflicts many adventure bikes. Yet, when the road disappears, it becomes surprisingly compliant, sailing over gravel and broken tarmac without unsettling the rider or transmitting harsh jolts through the spine. The composure it maintains over rough terrain belies its price point.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-f-450-gs-production-model-revealed-at-eicma-2025-with-new-420cc-twin-cylinder-engine-122091/" target="_blank">BMW F 450 GS Production Model Revealed at EICMA 2025</a></p><p>Complementing this chassis brilliance is a well-judged wheel setup – 19-inch at the front, and 17-inch at the rear, shod with 110/80 and 150/70 section tyres, respectively. It’s the perfect compromise – stable and sure-footed off-road, yet agile and responsive on tarmac. Combine that with its manageable 180kgs kerb weight, and you get a bike that feels planted, flickable, and, crucially, not a burden to lift if you drop it on the trail.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Motion2-1763015522313.webp" alt="TVS Apache RTX-Motion2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Unfortunately, the near-perfect dynamics were somewhat marred by teething issues on our pre-production test units. My particular bike suffered from inconsistent fuelling at low speeds and low RPM, resulting in a jerky, unpredictable throttle response. This made it difficult to fully test its capability in technical off-road situations where smooth throttle input is paramount. The gear indicator of my test unit also seemed confused, often displaying first gear even after multiple upshifts – a small but annoying glitch that detracts from the otherwise premium tech package. But rest assured, TVS has promised that these issues will be taken care of before the production version hits showrooms.</p>





<h2>TVS Apache RTX Review Verdict: Strengths, Weaknesses &amp; Rivals</h2>

<p>So, where does the TVS Apache RTX stand? It is, without doubt, a versatile motorcycle and a solid addition to the ADV segment. In many ways, it’s a frustratingly good package. TVS has nailed the hard parts – it looks superb, has a feature list that outclasses its rivals, and is equipped with a beautifully balanced suspension setup that makes it genuinely capable and comfortable across varied terrains. It’s a bike that feels equally at home commuting in the city as it does tackling slow, technical trails.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-scrambler-400x-first-ride-review-does-it-have-the-x-factor-to-makes-it-special-115075/" target="_blank">Triumph Scrambler 400X First Ride Review</a></p>

<p>Yet, for all its strengths, it’s ultimately held back by an average powertrain, and in this segment, average just doesn’t cut it. Winning this battle requires more than just good impressions. And that’s where the RTX struggles. Its rivals are valued because of their engines – the Himalayan for its torquey, tractable, and character-rich ‘Sherpa’ 450, and the Scrambler 400X for its refined, punchy, and surprisingly soulful 400cc single. Against these two, the RTX’s engine feels uninspiring, unrefined, and poorly geared, putting it at a significant disadvantage.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/TVS-Apache-RTX-Taillight-1763015548393.webp" alt="TVS Apache RTX-Taillight.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>TVS has built an exceptional foundation – one that deserves more soul. If the company can address the pre-production issues and, in a future update, add some much-needed low-end grunt and fix the gearing (like it managed with the 310 series), it could have a genuine segment leader. For now, though, the Apache RTX remains a deeply impressive first attempt, but its climb to the top of the adventure-touring mountain is still a steep one.
</p>



<p>[tabs]</p>

<p>[tab title="<strong>TVS RTX 300 Adventure</strong>"]</p>

<p><strong>Engine:</strong> 299cc / Single-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 35.5bhp</p>

<p><strong>Torque:</strong> 28.5Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹2.29 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>A versatile and stylish all-rounder that feels equally at home commuting, cruising long distances, and tackling light off-road trails.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Design, features, suspension</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Engine lacks character &amp; grunt</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

TVS Apache RTX First Ride Review - Uphill Battle

Killer looks, a brilliant chassis, and a loaded feature list – but does the Apache RTX have what it takes to be the new segment leader?

<p>
    When you’re an eight-year-old kid obsessed with motorcycles, all you dream of is owning a superbike one day. There are no in-betweens and nothing else will do – or so you tell yourself. However, once you become an adult and have enough cash in the coffers to buy a full-blown litre-class ballerina, you quickly come to realise that while you still have the enthusiasm of an eight-year-old, you might not necessarily have the body or flexibility to ride a fully-faired crotch rocket. And that, kids, is precisely why naked motorcycles exist – to keep your childlike excitement alive without crushing your spine into smithereens.</p>

<p>More often than not, though, a naked version of a superbike doesn’t possess all the madness of its fully clothed sibling – the whole experience is dialled down to make it more friendly. That's not the case with the new Ducati Streetfighter V4 S, though, we're told. It is essentially a Panigale V4 minus the slippery bodywork and racy clip-ons, says its maker. It is the closest-to-Panigale version. And to prove their point, Ducati flew us to Andalucia Circuit in Spain, slapped some slick tyres on the new Streetfighter V4 S, and let us go full send for a whole day.</p>

    
  
    
  
<h2>Ducati Streetfighter V4 S Design: Dressed to the nines</h2>

<p>The 2025 Streetfighter V4 S doesn’t look all that 'new'. That's not necessarily a bad thing because it’s still very red, still very naked, and still very hot. That said, it does incorporate some visual refinements.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744785223489-y84d-Ducati-Streetfighter-V4-Stand-View.webp" alt="Ducati Streetfighter V4-Stand-View.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The panels are now sharper; the front-end looks softer and curvier; the single-sided swingarm has been replaced by a hollow dual-side swingarm – something that the internet can’t stop raging about – but if you ask me, it’s not an eyesore. Plus, it has a functional purpose – it reduces the lateral stiffness by a whopping 43%. Benefits? More flex, more agility, better feedback, and superior mechanical grip (more on this later). Other small but significant changes include a handlebar that’s pulled back by 10mm without disturbing the rider’s triangle, a seat that’s two inches thicker than the Panigale’s, and footpegs that are now 10mm inwards on each side – not only do they allow for better clearance while leaning but also help you hold on to the bike tighter. There’s also a new 6.9-inch TFT display, which controls the updated suite of electronics packed into this beast.</p>

<h2>Ducati Streetfighter V4 S Engine: Gentle Juggernaut</h2>

<p>At its heart is the same 1,103cc Desmosedici Stradale V4 engine as earlier. But thanks to its Panigale-derived variable intake system, it now produces six more horses, taking the total power output to 211bhp. Couple this with a naked body that weighs 189kg (V4 S), and what you end up with is a hyper motorcycle, and then some. Thankfully, to rein in all that firepower, the Streetfighter is equipped with the latest and greatest electronics, some of which have come directly from Ducati Corse's MotoGP wing.</p>

    
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/04/1744785294260-1w1h-Ducati-Streetfighter-V4-Engine-Close-Up.webp" alt="Ducati Streetfighter V4-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
    </div>
  
<p>There are four riding modes – Race, Sport, Road, and Wet – and four power modes – Full, High, Medium, and Low. So, you get all of the 211 horses in all modes except Low, which limits the power output to 158bhp. The main difference between the other three modes lies in the engine mapping and power delivery. To put it simply, Medium is mental; High is borderline bonkers, and Full is downright ballistic. On this occasion, we had access only to Sport and Race modes with Medium power mode – perhaps Ducati didn’t want a bunch of journalists to launch themselves into orbit while tackling the tight and super technical layout of the Andalucia circuit. Good call!</p>

<p>On the track, even when the engine was not running at its full potential, the acceleration was simply brutal. It pulls harder and harder with each gear shift. The longer you hold off shifting, the blurrier your surroundings get. It’s ultimately a test of your courage because this engine simply refuses to let up, even on the longest of straights. The Streetfighter V4 S' appetite to eat straights is simply mind-blowing, and that’s putting it mildly. What's more, the initial burst of acceleration here is even stronger than the Panigale because the Streetfighter’s first and second gears are shorter. Plus, it also has a shorter final drive ratio (15/42 vs 16/41 on the Panigale). In other words, the Streetfighter V4 S devours straights with the same ferocity with which an Italian devours a Negroni. And the aftereffects are just as heady, if not more. It’s the kind of performance that can melt your grey matter.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744785390232-5lth-Ducati-Streetfighter-V4-Brake.webp" alt="Ducati Streetfighter V4-Brake.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>What stood out the most in terms of performance, though, was how crisp and progressive the throttle response has now become compared to the previous Streetfighter’s, which was snappy and violent on the slightest touch. Of course, that’s not to say this V4 has been neutered – it’s still a wild child. It’s just that it now unleashes its true nature only when you poke it. And when you do, trust me, you could end up wetting your leathers! The top end is gnarly, so much so that I often found myself short-shifting for the most part of the test ride. Your best friend in these circumstances is Ducati’s expansive electronics package, which now includes DVO (Ducati Vehicle Observer), which uses 70 sensors to measure 70 different physical parameters and alter the intervention levels of systems like traction control and wheelie control in real-time. Think of it as a fusion of black magic and engineering.</p>

    
  
    
  


<p>The only place where the electronics aids don’t seem to work is when you’re hammering down a straight. At anything over 200km/h, the g-forces, along with the windblast that you’re subjected to during full-bore acceleration, can literally hurt your arms and chest. That said, the bike remains glued to the road even at these speeds, thanks to those new winglets, which provide up to 45kg of downforce until 280km/h. That said, on those long straights, you can’t help but miss the Panigale’s fairing and wind protection. On the upside, the Streetfighter gets the same Brembo Hypure brakes as the Panigale, so bringing it to a halt is a much tidier affair.</p>

    
  
    <div style="width: 100%; height: auto;" class="post-image">
      <img src="https://images.autox.com/uploads/2025/04/1744785399419-vg08-Ducati-Streetfighter-V4-Rear-Suspension-Close-Up.webp" alt="Ducati Streetfighter V4-Rear-Suspension-Close-Up.jpg" style="width: 100%; height: auto;">
    </div>
  
<p>On the handling front, the Streetfighter V4 S is as close to a Panigale as a naked bike can get. It features the same front aluminium frame and suspension hardware, which, on the V4 S we tested, comprises the top-of-the-shelf semi-electronic Ohlins NIX 30 (front) and TTX36 (rear) with Smart EC3 software. Now, while the suspension components are the same as that of the Panigale, the calibration is slightly different for obvious reasons. Other changes include a longer wheelbase (1,496mm vs 1,485mm), a half-a-degree steeper rake (24.5°), and a 1mm increase in trail (99mm). Now, while I still haven’t got my hands on the new Panigale V4, I can tell you with full conviction that the Streetfighter V4 S handles every bit as brilliantly as a superbike! But, unlike a superbike, it doesn’t leave you battered and bruised after a track day. Truth be told, it feels much easier to ride than its predecessor. Riding the old Streetfighter fast on the track felt like a cage fight, but this one feels more like a high-speed rollercoaster ride. It goes exactly where you want as if it can read your mind. To give you some perspective, I spent the first three sessions (out of six) just figuring out what is essentially a maze of a ciruit that's Andalucia. I couldn’t focus on the bike, but all I remember is that it was forgiving to my abrupt inputs and last-minute corrections. As I found out in the next three sessions, this thing isn’t just about being faster on paper – it’s about making that performance accessible to everyone, and not just to top-tier God-level riders.</p>

<p>The handling? Let’s just say that it’s telepathic. The front end is taut and offers impressive feedback. Whether it’s mid-corner adjustments, tightening the line, and chucking it from one corner to another, you can do it all without breaking a sweat. It feels more like a middleweight than a hypernaked, to be honest. And the DVO, along with the raft of electronics, lets you do your own silly thing and mess around without letting things go south. If I have one criticism, it's that the quick-shifter wasn't seamless all the time, and that takes away some confidence, especially when you're travelling at warp-speed.</p>

<h2>Ducati Streetfighter V4 S: Verdict</h2>

<p>Regardless of how fast you think you are, a 200+bhp superbike will always be an overkill – even Marc Marquez uses a Panigale V2 these days for training, you know. So, you could say that having a street naked with almost identical power and zero wind protection is asking for even more trouble. Well, I'd say that was the case with the previous Streetfighter, but not for this one! And that’s because the new version is two bikes rolled into one – a docile middleweight and a fire-spitting hypernaked. Depending on your mood, it can change characters at just a flick of a button. Now that’s a winning combo!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/04/1744785339621-wl9f-Ducati-Streetfighter-V4-Rear-Three-Quarter.webp" alt="Ducati Streetfighter V4-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Sure, it’s expensive, and sure, you’ll run out of roads and even racetracks long before you ever reach its full potential. But even then, it’s well worth having one in your life – if for nothing else, then to keep that little child in you grinning from ear to ear. It’s a big boy toy in the truest sense – unapologetic, outrageous, and intoxicating.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>Ducati Streetfighter V4 S</strong>"]</p>

<p><strong>Engine:</strong> 1,103cc V4</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 211bhp </p>

<p><strong>Torque:</strong> 120Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹32.38&nbsp;Lakh (Ex-showroom)</p>

<p><strong>X-Factor:&nbsp;</strong><em>A hyper-naked that can go from a middleweight roadster to a full-on race bike within a blink of an eye!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Performance, Handling, Electronics</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Pricey!</p>

            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

2025 Ducati Streetfighter V4 S Review:  More Hyper, More Naked!

It may still be an unfathomable 200+bhp missile, but Ducati says that the Streetfighter V4 S now has a gentler side. Shivank heads to Andalucia to find out.

<p>
When you think of adventure motorcycles, one image instantly comes to mind – a BMW GS. For years, the big boxer-twin has reigned as the undisputed king of the class. But now, things have changed. The all-new R 1300 GS has arrived, and it’s sharper, lighter, and distinctly more road-focussed than ever before.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1300-gs-review-the-big-daddy-of-advs-has-a-change-of-heart-117434/" target="_blank">BMW R 1300 GS Review: The Big Daddy of ADVs Has a Change of Heart</a></p>

<p>So, the question is – in its pursuit of on-road perfection, has it sacrificed the rugged, go-anywhere spirit that made the GS name legendary? Ironically, the answer might be sitting right next to it. The F 900 GS Adventure, a middleweight by designation, seems to have inherited the very soul of the old R 1250 GS.</p><p>But this isn’t a straightforward comparison of which bike is better. It’s an exploration of two philosophies wearing the same iconic badge. And the only way to do it was to take both machines off-road and push them to their limits. And that’s precisely what we did.</p>

      
    
      
    


<h2>Boxer Punch vs. Parallel Prowess</h2>

<p>At the heart of these two machines lie two very different personalities. The R 1300 GS comes with an all-new 1300cc ShiftCam boxer engine – a powerhouse producing 145bhp and 149Nm of torque. The best way to describe its power delivery is as a force of nature – a gut-punch of acceleration that demands you keep up. In contrast, the F 900 GS Adventure’s 895cc parallel-twin feels far more playful. With 103bhp and 93Nm on tap, its power delivery is linear and exploitable – even if you stay in the same gear, you feel you can get more out of it.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-vs-BMW-R-1300-GS-1-1760433232766.webp" alt="BMW F 900 GS Adventure vs BMW R 1300 GS-1.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/bmw-r-1250-gs-pro-review-first-ride-106687/" target="_blank">BMW R 1250 GS Pro First Ride Review</a></p><p>While both are deceptively fast on the highway, their personalities diverge in how they gain speed. The 1300 is an effortlessly potent continent-crosser. You can engage top gear and ride it all day. The 900, with its 270-degree crank, feels more engaging and visceral; it’s an engine that begs you to wring its neck and keep it in the power band, especially on open trails. In terms of refinement, it’s a trade-off. The 1300’s boxer is smoother at high RPMs, but you feel its characteristic vibrations at a standstill. The 900, on the other hand, is calmer at idle but sends a few tingles through the mirrors and bars when cruising.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS--(4)-1760433160336.webp" alt="BMW R 1300 GS- (4).jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>And for those who crave a bit of drama, the 900’s stock exhaust note is surprisingly more characterful, with pops and bangs on the overrun that the more clinical 1300, even with its factory Akrapovič option, can’t match.</p>

      
    
      
    


<h2>The Magic Carpet Trade-Off</h2>

<p>For years, the big GS was famed for its ‘magic carpet ride.’ In a surprising turn of events, it’s now the F 900 GSA that has inherited this trait.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/2019-bmw-f-850-gs-adventure-review-first-ride-106080/?" target="_blank">BMW F 850 GS Adventure Review: First Ride</a></p><p>Whether you’re seated or standing on the pegs, the GSA simply glides over rough terrain, its long-travel suspension insulating you from whatever lurks beneath. The R 1300 GS, with its new anti-dive Telelever Evo front and Paralever rear setup, has become a sharper, more clinical machine. It feels stiffer and more connected to the surface – a quality that makes it a phenomenal tarmac tool, but it also means that you feel more imperfections.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-Motion2-1760433202410.webp" alt="BMW F 900 GS Adventure-Motion2.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Where the 1300 truly shines is in its newfound agility. It tips into corners with an ease that belies its size and is surprisingly adept at manoeuvring through city traffic. The 900 GSA, with its 21-inch front wheel and higher centre of gravity, feels more playful on technical trails but demands more muscle around corners. It’s a classic trade-off – the 1300 offers better precision on the road, while the 900 delivers forgiving, playful composure on the trail.</p>

      
    
      
    


<h2>The Weighting Game</h2>

<p>Here’s where the R 1300 GS pulls off its greatest magic trick. With a kerb weight of just 237kgs, it’s 12kgs lighter than the old R 1250 GS and a full 9kgs lighter than the supposedly smaller F 900 GSA, which tips the scale at 246kgs. Combine that with a lower 850mm seat height, and the big GS suddenly becomes shockingly approachable. You sit in the 1300, not on it; it feels compact and far less intimidating to manage at low speeds or in a parking lot.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-Motion-1760433192519.webp" alt="BMW F 900 GS Adventure-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The F 900 GSA, true to the spirit of the old 1250, is every bit the behemoth. Its 875mm seat height and broad, muscular fuel tank give you a towering, SUV-like perch to look down on the world. For taller riders, this stance is magnificent, but on uneven ground, it can be a handful when you come to a stop.</p><p>Both offer a comfortable, upright riding posture, but the R 1300 GS is undeniably the easier and more confidence-inspiring machine for a wider range of riders. A rare twist, then, where the bigger bike feels more manageable than its middleweight sibling.</p>

      
    
      
    


<h2>Wizardry vs. Wisdom</h2>

<p>When it comes to technology, the R 1300 GS seems to be in an entirely different ballgame. With features such as radar-based adaptive cruise control, forward collision warning, and a highly sophisticated semi-active suspension system, it’s a rolling showcase of electronic wizardry. But that brilliance comes at the cost of simplicity. Adjusting the windscreen or switching traction control modes often requires a deep dive into its labyrinthine menu system.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS-Speedometer-1760433169492.webp" alt="BMW R 1300 GS-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The F 900 GSA, on the other hand, embodies a simpler wisdom. Key functions are just a touch away – a dedicated button to disable traction control on the fly, and a manual lever for quick windscreen adjustment. Out on the trail, this accessibility is invaluable; you can tweak settings without ever taking your eyes off the terrain. And for riders who prefer remote, off-beat adventures – far from the nearest service centre – the 900’s straightforward, more accessible electronics offer a greater sense of reassurance.</p>

      
    
      
    


<h2>So, Which GS is Right for You?</h2>

<p>In the end, this comparison revealed a fascinating truth: the F 900 GS Adventure has become the spiritual successor to the R 1250 GS. It carries the same rugged build, magic-carpet ride, and commanding presence that defined the big GS for a generation. It’s the playful, off-road-focussed choice for the rider who enjoys when the going gets tough.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-F-900-GS-Adventure-vs-BMW-R-1300-GS-2-1760433179415.webp" alt="BMW F 900 GS Adventure vs BMW R 1300 GS-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The R 1300 GS, on the other hand, has evolved into something altogether new. It’s a supremely capable, deceptively easy-to-ride, and technologically advanced touring machine that excels on the tarmac. This is the bike for the rider who wants to cross continents in a day with unmatched comfort and surprising agility.</p>

<p>BMW hasn’t merely updated its line-up; it has artfully split the GS spirit into two distinct yet brilliant machines, ensuring that regardless of your definition of adventure, there’s a GS with your name on it.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/BMW-R-1300-GS-Motion2-1760433143407.webp" alt="BMW R 1300 GS-Motion2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>




<p>[tabs]</p>

<p>[tab title="<strong>BMW R 1300 GS</strong>"]</p>

<p><strong>Engine:</strong> 1300cc Boxer-Twin</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 145bhp </p>

<p><strong>Torque:</strong> 149Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

 <p><strong>Price:</strong> ₹22 Lakh (Ex-showroom) </p>

<p><strong>X-Factor:&nbsp;</strong><em>Sophisticated and shockingly agile on-road tourer, combining cutting-edge tech and continent-crossing capability.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Performance, agility, approachability, technology</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Stiff ride, complex instrument cluster</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[tab title="<strong>BMW F 900 GS Adventure</strong>"]</p>

<p><strong>Engine:</strong> 895cc Twin-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 103bhp </p>

<p><strong>Torque:</strong> 93Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

 <p><strong>Price:</strong> ₹16.14 Lakh (Ex-showroom) </p>

<p><strong>X-Factor:&nbsp;</strong><em>The F 900 GSA is the spiritual successor to the legendary R 1250 GS, perfect for riders who want a rugged, continent-crossing tourer with a playful off-road soul.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Ride quality, off-road dynamics, simplicity</p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Weight, bulk, high-RPM vibrations</p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW F 900 GS Adventure vs R 1300 GS Comparison - Identity Crisis

One is the spritual successor to a legend, the other is a radical step into the future. But which GS is the right adventure tourer for you?

<p>
    Fans of the Hitman video game series will know of Agent 47 – the cold, calm, and calculating assassin who completes his missions with clinical precision. Coincidentally, Ultraviolette’s latest motorcycle, the X-47, not only shares his numerical moniker but also his attitude. Despite its ADV-like design, Ultraviolette calls it a crossover – a single machine designed to handle the daily run through city traffic just as capably as it tackles rougher terrain. With a price lower than that of the F77 and a spec sheet promising greater versatility, the X-47 seems set to take a clean shot at its established ICE rivals.</p>





<h2>Ultraviolette X-47 Crossover Design &amp; Styling: Smart on the Eyes</h2>

<p>The X-47 is a smart-looking machine, yet it’s hard not to draw comparisons with other motorcycles when you view it from different angles. That, in a way, ties neatly into the Agent 47 analogy – after all, the iconic assassin is known for slipping into different disguises.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/Ultraviolette-X-47-alloy-wheel-1760426229646.webp" alt="Ultraviolette X-47-alloy-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>While the X-47 shares its LED headlamp with the F77, it has an additional beak just below it – a neat touch that flows smoothly into the upswept tank. There is a windscreen up front that does a commendable job of deflecting windblast at higher speeds. The ergonomics are spot-on for city riding, thanks to the higher, tube-type handlebars replacing the F77’s clip-ons and a single-piece seat that’s genuinely comfortable.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/ultraviolette-f77-review-daily-ballistics-116593/?utm_source=chatgpt.com" target="_blank">Ultraviolet F77 Road Test Review, How Practical is it for Daily Commutes?</a></p><p>However, the ergonomics begin to falter once you decide to stand on the pegs. It becomes apparent that the handlebar sits a touch too low – particularly for taller riders – making it less than ideal for extended off-road stints. The footpegs, too, feel rather narrow and don’t inspire much confidence.</p>







<h2>Ultraviolette X-47 Crossover Ride &amp; Handling: Not an ADV?</h2>

<p>Despite Ultraviolette’s insistence otherwise, the X-47 carries more than a hint of ADV DNA. It has an increased suspension travel of 170mm, and the setup is noticeably softer. When you hit a pothole, there’s no harsh jolt – the bike simply glides over imperfections with composure. The X-47 continues to run on 17-inch wheels, but the dual-purpose tyres offer noticeably better traction on loose surfaces. They won’t inspire absolute confidence on hardcore trails, but for light off-road stints, they’re adequate.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/Ultraviolette-X-47-Motion-2-1760426211730.webp" alt="Ultraviolette X-47-Motion-2.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The X-47’s ground clearance stands at 200mm – a significant jump over that of the F77.</p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/ultraviolette-f77-mach-2-first-ride-review-its-cheaper-and-better-too-117686/?utm_source=chatgpt.com" target="_blank">Ultraviolet F77 Mach 2 First Ride Review: It’s Cheaper AND Better, Too!</a></p><p>However, with the battery’s weight and the softer suspension setup, it’s still possible to bottom out. The braking setup still suffers from ABS calibration issues, but you can switch off the rear ABS – a proper ADV-like feature – which not only proves useful off-road but also adds a heavy dose of fun to the experience.</p>

<h2>Ultraviolette X-47 Crossover Motor, Battery &amp; Technology: Familiar Punch</h2>

<p>The motor and battery setup in the X-47 is largely the same as the F77. The X-47 feels instantly familiar in the way it delivers power – brisk yet measured. While its top speed is about 10km/h lower than the F77’s, its acceleration is marginally quicker according to official figures. In real-world riding, though, the difference is barely noticeable – the X-47 never feels slow.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/Ultraviolette-X-47-Engine-Close-Up-1760426223187.webp" alt="Ultraviolette X-47-Engine-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Ultraviolette has upgraded the X-47’s tech suite with a radar-based ADAS system, now standard across the range. The rear-mounted radar adds features like Rear Collision Warning, Lane Change Assist, Overtake Alert, and Blind Spot Detection — segment-first additions that give the X-47 a clear edge. Riders can also opt for front and rear cameras with an extra display above the cluster, offering a live rear view and automatic incident recording. In our short test, both systems worked seamlessly, adding a smart layer of modern sophistication to the bike.</p>

      
    
    


<h2>Ultraviolette X-47 Crossover Review Verdict: The Best UV?</h2>

<p>While the F77 is an excellent electric motorcycle, it’s a machine with a very specific focus. The X-47, on the other hand, embraces versatility. Marketed as a crossover, it adapts to a far wider range of scenarios, much like the crossovers we’ve seen in the car world. Its suspension calibration feels perfectly tuned for Indian roads, while the relaxed ergonomics make long hours in the saddle noticeably easier. With an attractive starting price of ₹2.74 lakh (ex-showroom), the X-47 makes a strong case for itself within the EV and motorcycle space.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/10/Ultraviolette-X-47-Motion-1760426216941.webp" alt="Ultraviolette X-47-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p><strong>Also Read:</strong> <a href="https://www.autox.com/reviews/bike-reviews/matter-aera-first-ride-review-121262/?utm_source=chatgpt.com" target="_blank">Matter Aera First Ride Review: Matter of Fact</a></p>




<p>[tabs]</p>

<p>[tab title="<strong>Ultraviolette X-47 </strong>"]</p>

<p><strong>Engine:</strong> 10.3kWh</p>

<p><strong>Power:</strong> 40.2bhp </p>

<p><strong>Torque:</strong> 100Nm</p>

<p><strong>Range:</strong> 323km IDC range</p>

<p><strong>Fuel:</strong> Electric</p>

<p><strong>Price:</strong> ₹3.99 Lakh Ex showroom </p>

<p><strong>X-Factor:&nbsp;</strong><em>The only electric ADV in the market!</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Smart design, comfortable ride quality, range </p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • ABS calibration, off-road ergonomics</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

Ultraviolette X-47 Crossover First Ride Review - Agent 47

Meet the Ultraviolette X-47 – a ‘Silent Assassin’ in the world of electric motorcycles, blending city-friendly agility with off-road versatility and cutting-edge tech.

<p>I still remember the first time I rode the Aprilia SR 150,
almost a decade ago. Back then, I wasn’t particularly interested in scooters –
like most young riders, I only wanted to ride motorcycles. Yet the SR 150
impressed me like no other scooter at the time. With its compact proportions
and punchy performance, it made me realise that scooters could be thrilling
too. So, nine years later, when I found myself holding the keys to the SR 175
hpe – the latest in the SR series – I was really excited to don my helmet, hit
the streets, and rekindle that same spark of awe I’d felt all those years ago.</p><h2>Aprilia SR 175 Review: What’s Good?<br></h2><p>It does exactly what it’s meant to do — go fast. <em>Really</em>
fast.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/Aprilia-SR-175-WEB-5-1758541594265.webp" alt="Aprilia SR 175 Riding front right.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>The new 175cc engine packs enough punch to easily reach and
even surpass the 100 km/h mark, despite the company’s modest claim of a 95 km/h
top speed. Twist the throttle, and the scooter surges ahead with smooth yet
brisk acceleration. Even while going up flyovers, it shows no hesitation or
loss of pace. And if you’re cruising at 40 – 50 km/h and suddenly decide to
overtake, the SR 175 responds eagerly, almost as if it’s been waiting for the
command.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/tvs-ntorq-150-first-ride-review-the-best-150cc-scooter-121751/" target="_blank">TVS Ntorq 150 First Ride Review: The Best 150cc Scooter?</a></p><p>A fast scooter also needs an equally capable braking setup, and
the SR 175, thankfully, has it covered. The front disc, paired with
single-channel ABS, offers sharp, confidence-inspiring stopping power. The bite
is strong, and it helps the scooter shed speed quickly. Even the rear drum brake
impresses – it’s easily among the better ones in this segment.</p>
<p>Ride quality, too, deserves praise. Sudden potholes or
uneven stretches rarely unsettle the scooter; even at speeds north of 70 km/h,
the SR 175 maintains its composure and balance while going over potholes.</p><p>And then there’s the design – a definite head-turner. The SR
175 has a confident and composed demeanour, accentuated by its racy paint
schemes (Glossy Tech White, in our case) that draw curious glances wherever you
go. For the rider, the 5-inch TFT instrument cluster is equally satisfying – crisp,
well-laid-out, and featuring a Day / Night mode for improved visibility.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/Aprilia-SR-175-WEB-14-1758541806496.webp" alt="Aprilia SR 175 instrument cluster.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>What I particularly like is the bi-directional toggle switch
on the right handlebar – it works much like the indicator switch. You can use
it to scroll through the different readouts, and if you happen to skip past the
one you wanted, just flick it in the opposite direction to go back. A small detail,
yes, but a thoughtful one nonetheless.</p><h2>Aprilia SR 175 Review: What’s Bad? <br></h2><p>The seat.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/Aprilia-SR-175-WEB-12-1758541756255.webp" alt="Aprilia SR 175 seat.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>A real letdown! The cushion is uncomfortably firm, and you
start feeling it within 10 – 15 minutes of riding. Its shape doesn’t help
either – the aggressive forward slope makes it hard to stay seated comfortably,
while the sharp hump in the middle prevents you from sliding back. Even the
pillion will start complaining after 20 – 30 minutes on the saddle. Simply put,
this is the worst seat I’ve experienced on any two-wheeler. Aprilia seriously
needs to fix this.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/hero-xoom-160-first-ride-is-it-truly-the-super-scooter-it-claims-to-be-121697/" target="_blank">Hero Xoom 160 First Ride: Is It Truly the 'Super Scooter' It Claims to Be?</a></p><p>Combine that with a stiff suspension setup, and you have a
scooter that delivers a noticeably harsh ride. Granted, a sporty scooter is
expected to have firm suspension for sharper handling – and to its credit, the
SR 175 manages bumps and speed breakers fairly well. The problem is that it’s <em>too</em>
tightly sprung. Even on relatively smooth tarmac, you can feel every tiny
imperfection through the handlebars.</p>
<p><span>Ergonomically, there are a few missteps, too. The
short floorboard will be uncomfortable for taller riders – anyone above 5’11”.
Practicality also takes a hit: there are no storage pockets on the apron, and
while there is a bag hook, the limited gap between the apron and the seat makes
it nearly useless for larger bags. The fuel filler is tucked under the seat,
which means removing the key from the ignition to open a separate slot on the
right side – a small but annoying inconvenience. And once you lift the seat,
you’ll find that the underseat storage isn’t spacious enough to fit even a
half-face helmet.</span>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/Aprilia-SR-175-WEB-13-1758541700594.webp" alt="Aprilia SR 175 headlamp.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>The headlamp is more ornamental than functional – it barely
illuminates the road ahead. Even with the high beam engaged, visibility remains
poor, and the LED’s limited throw makes night riding on unlit roads genuinely
troublesome. During the test, I also felt that the buttons on the left handlebar were oddly placed and required a stretch to reach comfortably.</p>
<p>Handling-wise, the larger tyres make the scooter slightly
hesitant to respond to quick steering inputs. Then there are vibrations – persistent
and noticeable. You can feel a constant buzz through the floorboard and the
handlebars, which only grows more apparent the longer you ride.</p><h2>Aprilia SR 175 Review: Verdict <br></h2><p>The SR 175 absolutely nails its primary brief of being a
fast scooter – it’s fast, thrilling, and unapologetically so. Twist the
throttle, and it rockets forward like it has something to prove. The brakes
match the performance, giving you the confidence to push it hard. But when it
comes to practicality, the SR 175 starts to lose ground. A comfortable seat is
the bare minimum any scooter should offer, and Aprilia’s failure in this regard
is a flaw too glaring to be ignored. But if you can, it’s a fantastic machine
for those who chase speed and excitement. And with its pricing, the SR 175
makes a seriously tempting case for itself.</p>

Aprilia SR 175 First Ride Review: The Performance Scooter to Get?

With a bigger engine and more power than before, the Aprilia SR 175 aims to reclaim its crown as the segment’s ultimate performance scooter. But does it truly deliver?

<p>
    In the world of adventure motorcycling, few letters stir the imagination like the ‘GS’. Enter the F900 GS Adventure. Essentially, it’s a BMW F850 GSA with a revised engine and new bodywork. That said, it’s the undisputed king in terms of comfort – a continent-crossing tourer with a massive 23-litre fuel tank, excellent ergonomics, and class-leading comfort. Now, don’t mistake its touring credentials for softness. When the tarmac gives way to dirt, the F900 GS Adventure doesn’t flinch; it reveals a surprisingly aggressive and capable alter ego. So, we set out to find its limit in the only way that made sense – by throwing it straight into mud, dirt, and jumps.</p>





<h2>BMW F900 GS Adventure Off-Road Ability - When the Going Gets Rough</h2>

<p>The heart of this machine is the 895cc boxer-twin engine – a powerhouse that delivers an explosive 93Nm of torque at 6,750rpm. In Dynamic mode, it’s extremely peppy and eager to snap forward. Switch to Enduro mode, however, and all that power gets beautifully reined in, allowing for precise throttle inputs in slippery conditions. It’s this finely-tuned balance that makes the 900 GSA so effective.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/BMW-F900-GS-Speedometer-1757926734399.webp" alt="BMW F900 GS-Speedometer.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>The bike’s electronics package is brilliantly simple. A single button on the handlebar kills the Dynamic Traction Control (DTC) on the move – a godsend when the trail suddenly shifts from gravel to slick mud. My only gripe? The rear ABS can’t be disengaged unless you go for the optional Enduro Pro mode, which our test bike didn’t have.</p><p>On tight, dirt-bike-style tracks, the GSA feels impressively playful and agile, especially compared to its behemoth sibling – the R 1300 GS. You’re always aware of its 246kg of kerb weight, and it can feel a tad top-heavy in highly technical, slow-speed sections. However, open the throttle and that weight simply disappears. In fact, in deep sand and flooded crossings, its weight becomes an asset – combined with the relaxed rake angle, it helps the bike plough through with immense stability.</p>







<h2>BMW F900 GS Adventure Suspension - Is it too Soft?</h2>

<p>Yes… but in just the right way. The real star of the show here is the semi-active rear suspension – the Dynamic ESA. It works brilliantly in the background, controlling impacts to the point where no surface will catch you off-guard. I attempted quite a few jumps on this motorcycle, and never once did its weight feel uncontrollable while landing.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/BMW-F900-GS-Rear-Suspension-Close-Up-1757926740722.webp" alt="BMW F900 GS-Rear-Suspension-Close-Up.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>The ergonomics of the bike further add to this confidence. The cockpit offers a secure, almost cocooned feel, whether you’re seated or standing up.</p>








<p>I think the only aspect in which it lacks is traction – the road-biased Michelin Anakee tyres just don’t offer the grip you want when venturing off the beaten path. Thankfully, there’s an easy fix – switch to the Metzeler Karoo 4s from the F900 GS – its wheels are of the same size – and the GSA suddenly transforms into a far more aggressive adventure touring weapon.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/09/BMW-F900-GS-Motion-1757926749286.webp" alt="BMW F900 GS-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p>

<p>Yes, it’s a big bike, but it’s also an incredibly competent one. More than anything, it proves that a comfortable globetrotter can still brawl with the best of them when the road ends and the real adventure begins.
</p>




<p>[tabs]</p>

<p>[tab title="<strong>BMW F900 GS Adventure</strong>"]</p>

<p><strong>Engine:</strong> 895cc Twin-Cylinder</p>

<p><strong>Transmission:</strong> 6-Speed</p>

<p><strong>Power:</strong> 103bhp </p>

<p><strong>Torque:</strong> 93Nm</p>

<p><strong>Fuel:</strong> Petrol</p>

<p><strong>Price:</strong> ₹15.1 Lakh Ex showroom </p>

<p><strong>X-Factor:&nbsp;</strong><em>A road-biased ADV that is happy off-road, too.</em></p>

<table cellpadding="1" cellspacing="1">
    <tbody>
        <tr>
            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Torque, electronics, suspension</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Top-heavy</p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW F900 GS Adventure Review - Dirty Tux

It was built for crossing continents in comfort, but can it handle what comes when the road ends? We put the BMW F900 GS Adventure through its paces to find out.

Bike Reviews