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The world of motorcycles is a fascinating one. There are so many kinds of it that there’s one to suit everyone’s need, yet, motorcyclists can’t have enough. In this world, there’s one motorcycle manufacturer that firmly holds its own – Harley-Davidson. Over the years, even the mighty HD has dared to cross boundaries and experimented with different kinds of formats. However, the Harley-Davidson Breakout is a stark reminder of their strengths and absolute mastery of the cruiser motorcycle format. But before we dig into how the motorcycle is on different parameters, it is important to understand what it is in the first place.<h2>Harley-Davidson Breakout Review: What is it? </h2>Loosely, a cruiser motorcycle. You won’t be wrong if you call it so, but if you want to be specific, it is a chopper. And this distinction is of utmost importance for you to truly understand the Breakout and judge it fairly. You see, the best way to judge a bike is to start with its intent. Adventure motorcycles are meant to take the path less travelled, sportbikes are to chase the ten-tenths around a racetrack and cruisers, in the larger sense, are meant to munch miles with ease, highways being their preferred playing ground. Choppers, on the other hand, have one purpose – to make an impression. So, if I were to sum up the Breakout based on things like cornering abilities, touring capabilities and so on, it would be unfair on the motorcycle.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-6-1747466775630.webp" alt="Harley-Davidson Breakout" style="width: 100%; height: auto;">
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 The rise of choppers and the popularity of the Harley-Davidson culture go almost hand-in-hand. A huge fat rear tyre, rigid frame and a long raked out front end is the quintessential image of an American Badass on two wheels. Of course, this format takes us into the world of fat wheel custom choppers and eye-watering prices, but that’s a story for a different day. This is the early 2000s we are talking about, and towards the end of the decade, Harley would come out with the Rocker C – their take on what a chopper should be like, practically inventing the ‘factory chopper’ genre. It came with a funky rider seat which could be folded out to ‘unwrap’ the rear seat! Surely, not many would remember that, but it’s worth looking up.It was good, but it was Harley’s second attempt that gave us one of the most popular fat wheel factory choppers of all time – the Breakout. Fast forward to today, and the Breakout sticks to that design theme and continues the legacy.<h2>Harley-Davidson Breakout Review:&nbsp;Great Story, but how is it today?</h2>Let’s start with the fat rear tyre, perhaps the biggest draw of this motorcycle. It’s a full 240-section unit, wider than even the fanciest cars or SUVs you can think of! Next is the insane 1,923cc, 45-degree V-Twin air- and oil-cooled engine! In full display with exquisite attention to detail, no less. Add to that a slim front-end design, a massive 34-degree rake, shotgun exhausts, a 2.3-metre length and over 300kg of weight (in running order) – you get the idea. Thankfully, it has a decently sized 18.9-litre fuel tank – unlike the puny tanks in custom choppers. It’s a motorcycle that will appeal to the purists in every sense.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-11-1747466790380.webp" alt="Harley davidson breakout " style="width: 100%; height: auto;">
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 At a standstill, it looks like a million dollars. But when on the move, it is every bit a typical Harley – butter smooth drivetrain, oodles of torque at the slightest twist of the throttle and that addictive, dominating riding stance that makes you feel like the king of the road. For perspective, it makes a mind-bending 168Nm of torque, and surprisingly, Harley even quotes the horsepower numbers for this one at 100bhp. You sit with your feet stretched out with a little bit of reach to the almost flat handlebar. Its rip-it-and-grip-it ride experience is equal parts intimidating and utterly, utterly addictive. The almost 1.7-metre-long wheelbase and the fat rubber means the motorcycle is slow to turn, and u-turns will have to be planned well in advance. But a bike that gives a lack of confidence it is not, and the ride quality is surprisingly good!<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-12-1747466794737.webp" alt="Harley-Davidson Breakout Seat" style="width: 100%; height: auto;"></div><div style="width: 100%; height: auto;" class="post-image">The clever bit done by Harley is that the monoshock rear suspension is hidden under the seat, giving the motorcycle a hard tail look. I have to be honest, this Softail chassis has been around since the late 2010s, but still is every bit modern and always leaves me surprised with just how it copes even on poorly surfaced roads. It’s no ADV, obviously, but way more capable than you would expect from a motorcycle of this appearance. The only thing that was a bit bothersome was the protruding air intake. As good as it looks, it comes in the way of using the rear brake. Speaking of which, on the safety tech front, you have Anti-Lock Brakes (ABS) and Traction Control System (TCS)… and that’s all. I love it!</div>
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-14-1747466804890.webp" alt="Harley-Davidson Breakout Speedometer" style="width: 100%; height: auto;">
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 On the features front, you have a minuscule 2.14 inch (yes, you read that right) LCD instrument cluster which gives you bare-minimum information at a time, but the complete set so long as you are willing to toggle through the menu set.<h2>Harley-Davidson Breakout Review: Verdict</h2>And well, that’s about it. The motorcycle is fairly simple and a refreshing throwback to what motorcycles are all about – the experience, the image and the personality that comes with it. Let’s face it, the experience of motorcycling is subjective and very thematic too, if I may say so. Off-road riders, enduro riders, supermoto riders, track riders, long-distance haulers… the list can go on. If you judge the Breakout based on its specifications, features and brochures,&nbsp; you’ll be committing a grave mistake. But if you kick it old school and go for a test ride, that is when you will appreciate what the motorcycle has to offer.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/05/Harley-davidson-breakout-5-1747466765962.webp" alt="Harley-Davidson Breakout Rear" style="width: 100%; height: auto;">
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 It has everything that you would want from a bike like this. An engine called Milwaukee-Eight 117, massive displacement of 1,923cc (litre-class cylinders, almost), an air intake called ‘Heavy Breather’ and tyres that are called ‘Scorchers.’ It even has the eye-watering price tag and an unmistakable road presence! The motorcycle may not do a lot of things and could be seen as ‘too simple,’ perhaps. But it leaves you with a lasting memory. So, let’s play some Rock n’ Roll and take in the view with bikes like these while we can, before the ugly ADVs take over completely. Motorcycling is subjective, remember?[tabs]

[tab title="Harley-Davidson Breakout"]

Engine: 1,923cc V-twin, air- and oil-cooled

Transmission: 6-Speed

Power: 100bhp 

Torque:&nbsp;168Nm

Fuel: Petrol
 
Price: ₹30.99 Lakh (ex-showroom)

X-Factor:&nbsp;As good as it gets if you love chopper-style motorcycles.

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			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Road Presence, Refinement 

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			Cons 
			• Pricey, Low Ground Clearance 
			</td>
		</tr>
	</tbody>
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Harley-Davidson Breakout Review: Fantastic, But Set Your Expectations Right

There’s nothing quite like the Harley-Davidson Breakout that says you’ve ‘arrived.’ It's every bit a factory chopper motorcycle - a raked out front end, long, low, a fat rear tyre and a price tag that separates you from the rest.

We were quite eager to&nbsp;get our hands on this bike since it was first teased at&nbsp;<a href="https://www.autox.com/news/bike-news/eicma-2024-top-india-bound-motorcycles-to-watch-out-for-118832/">EICMA</a>. The <a href="https://www.autox.com/reviews/bike-reviews/ktm-390-adventure-review-first-ride-107195/">old 390 Adventure</a> was a blast, don't get me wrong, but it had its quirks, especially when pushed off-road. After spending six months commuting on the Royal Enfield Himalayan, I was curious to see how this new KTM stacked up. Well, we recently had the opportunity to thoroughly ride and test it, and let me tell you that it's a significant leap forward. This isn't just a refresh; it's a full-fledged evolution.<div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2025/02/1740405360146-iso3-KTM-390-Adventure-Web-5.webp" alt="KTM 390 Adventure Web 5.jpg" style="width: 100%; height: auto;">
 </div>
 <h2>KTM 390 Adventure First Ride Review: Design and Quality </h2>Let's talk about the design first. It's definitely going to spark debate, but personally, I like it. That rugged rally-inspired Dakar vibe works in its favour. The tall windscreen and short front fender look the part, though I did notice a bit of wind noise from the Indian-spec number plate mount while riding, but it's a minor niggle.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/kawasaki-klx-230-review-more-capable-than-hero-xpulse-200-and-re-himalayan-450-118831/">Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?</a>KTM has tackled some key issues. The 21-inch front and
17-inch rear spoke wheels with tubeless Apollo Tramplr tyres are a huge plus.
The WP Apex suspension is another standout upgrade, offering a noticeably more
compliant and capable ride. An India-specific tweak – the offset rear monoshock
– lowers the seat height to 830mm in the Adventure variant and 825mm in the
Adventure X. On top of that, ground clearance has been increased to a solid
237mm, addressing a major concern from the previous model.<img src="https://images.autox.com/uploads/2025/02/1740405472650-uxpi-KTM-390-Adventure-Web-13.webp" alt="KTM 390 Adventure Web 13.jpg" style="width: 100%; height: auto;">
 The pigmented body panels are a nice touch, promising better scratch resistance since they're painted during the moulding process itself. And the standard kit – knuckle guards, engine guard, and bash plate – is quite useful for off-road scrapes. The forged foot levers feel solid, and you can remove the rubber inserts for better grip while riding&nbsp;in the dirt. My only gripe? The flimsy all-plastic knuckle guards&nbsp;–&nbsp;they would have been much better with metal reinforcements.&nbsp;<img src="https://images.autox.com/uploads/2025/02/1740405792534-0shu-KTM-390-Adventure-Web-7.webp" alt="KTM 390 Adventure Web 7.jpg" style="width: 100%; height: auto;">The new bespoke ADV tubular trellis subframe – KTM claims
that it’s 10% more rigid – feels solid and enhances the bike’s overall
stability. Despite the weight dropping to 183kgs, the 14.5-litre fuel tank
remains unchanged. The overall fit and finish are excellent, offering a premium
feel throughout. The 5-inch bonded TFT screen, borrowed from the new 390 Duke,
is crisp, clear, and easily readable even in bright sunlight. <h2>KTM 390 Adventure First Ride Review: Ergonomics and Features </h2>The riding position is comfortable and upright – perfect for
long days in the saddle. The new KTM 390 Adventure feels large when you're off
it but seems to shrink around you once you get on and start moving. The
controls are intuitive, and the switchgear is easy to reach. Cruise control is
a welcome addition for highway stints, and the ride modes – Rain, Street, and
Off-Road – are simple to toggle through. A big plus is that ride mode settings
remain unchanged even after switching off the ignition – a thoughtful touch
indeed!
Phone connectivity and navigation feel slick, and the
voice-activated calling is a nice convenience. Unlike the Duke 390, which can
only receive calls, the 390 Adventure allows you to make calls directly from
the bike. Finally, the electronics suite – which includes cornering ABS,
switchable cornering traction control, Quickshifter+, and customizable ride
modes – works seamlessly to enhance both safety and performance.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-in-depth-review-the-flying-sherpa-115536/">Royal Enfield Himalayan Review: The Flying Sherpa!</a><img src="https://images.autox.com/uploads/2025/02/1740405914040-dchb-KTM-390-Adventure-Web-1.webp" alt="KTM 390 Adventure Web 1.jpg" style="width: 100%; height: auto;"><h2>KTM 390 Adventure First Ride Review: Performance and Handling </h2>Now, let’s get to the good stuff – how it rides. The LC4c
399cc single-cylinder liquid-cooled engine is noticeably smoother, thanks to
the 5mm offset crank. It delivers better low-end grunt than the previous model
but still loves to be revved. Peak power kicks in 1,000rpm sooner, making it
more accessible.
That said, there’s still a noticeable lag before the bike
starts moving. I noticed that it stalled a couple of times when
setting off from a standstill off-road, but far less frequently than the old
bike.<img src="https://images.autox.com/uploads/2025/02/1740405943424-ag92-KTM-390-Adventure-Web-15.webp" alt="KTM 390 Adventure Web 15.jpg" style="width: 100%; height: auto;">Acceleration is brisk, with 0 – 60 km/h achieved in 2.6
seconds and 0 – 100 km/h in 6.2 seconds – both quicker than the previous
generation model. The improved mid-range power is quite evident, delivering
faster 30 – 70 km/h roll-on acceleration.
Cruise control, which activates above 20 km/h, performs well
on the highway, especially when paired with Quickshifter+, making for a smooth
and hassle-free touring experience.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">2024 Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>The bike’s heat management has improved, thanks to the
curved radiator and reprofiled shrouds that divert hot air away from the rider
– a definite and noticeable upgrade. The underbelly exhaust, with its claimed
400mm water-wading capacity, handles water crossings with ease, even when the
water level reaches the engine guards.<img src="https://images.autox.com/uploads/2025/02/1740406032170-z2yg-KTM-390-Adventure-Web-3.webp" alt="KTM 390 Adventure Web 3.jpg" style="width: 100%; height: auto;">The WP Apex suspension has received a significant upgrade,
offering a much more compliant ride, as it effortlessly absorbs bumps and rough
terrain. The adjustable open-cartridge system provides 30 steps of compression
and rebound adjustment at the front, 20 steps at the rear, and 10 steps of
preload adjustment at the rear, allowing for fine-tuning across various riding
conditions.
While the increased suspension travel is a welcome
improvement, I did notice the front forks bottoming out a couple of times
during intense off-road testing – enough to throw me off the line slightly. That
said, it’s a fair trade-off for the bike’s sharp on-road dynamics and a huge
improvement over the previous model’s overly stiff setup, which was a common
complaint.<img src="https://images.autox.com/uploads/2025/02/1740406059851-vvw3-KTM-390-Adventure-Web-4.webp" alt="KTM 390 Adventure Web 4.jpg" style="width: 100%; height: auto;">
 Off-road, the bike feels light, balanced, and predictable in
technical sections. Compared to the Himalayan, it’s noticeably sharper and more
responsive. The Apollo Tramplr tyres performed decently across varied on- and
off-road conditions. However, since we didn’t lower the tyre pressure when
going off-road, the front end lacked a bit of bite.
The brakes – a 320mm floating disc with a twin-piston calliper
up front and a 240mm rear disc with a single-piston calliper – are strong and
provide good feedback.Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-vs-triumph-scrambler-400x-115920/">2024 Royal Enfield Himalayan vs Triumph Scrambler 400X: Which is Better for Everyday Adventure?</a><h2>KTM 390 Adventure First Ride Review: Verdict </h2>So, is the new KTM 390 Adventure worth the hype? Absolutely.
It’s a complete and far more refined package. The improvements in engine
smoothness, suspension compliance, and overall capability are substantial. It
still retains the fun, hooligan character we love, but now it’s more versatile
and capable than ever.<img src="https://images.autox.com/uploads/2025/02/1740406224156-l0fz-KTM-390-Adventure-Web-6.webp" alt="KTM 390 Adventure Web 6.jpg" style="width: 100%; height: auto;">For
someone like me, who loves venturing off the beaten path, this bike is a
serious contender. It’s fun, capable, and feels right. While I’m still eager to
do a proper back-to-back comparison with its rivals, my initial impressions are
overwhelmingly positive. This is a true adventure bike that delivers on its
promises.

KTM 390 Adventure First Ride Review: It's Everything You Wanted, And More!

The wait is over. The 2025 KTM 390 Adventure is here, and it's a game-changer. We rode it, pushing it to its limits, and here's our honest take.

Ather introduced their revolutionary Magic Twist regenerative braking system with the 450 Apex, a limited edition model. Then they brought traction control with the Rizta and now, you get the best of both worlds with the updated 450X…and also the new Apex. I got a chance to test out the Magic Twist and the updated traction control system on the new scooter at a go-kart track and even on some off-road patches. So, how good is the 450X now?

<iframe allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen="" frameborder="0" height="315" referrerpolicy="strict-origin-when-cross-origin" src="https://www.youtube.com/embed/n1zqFDNCeAE?si=8D0u5vi9QkL4qFhH" title="YouTube video player" width="560"></iframe>

<h2>2025 Ather 450X Review: New Modes and Regen</h2>

The first thing I want to highlight is the multi-level traction control system. While the Rizta had a simpler on-and-off toggle, the new 450 scooters get multiple levels — Rain, Road and Rally. You can also completely switch it off if you want. As one would expect, the traction control system is the most active when you select Rain while Road is meant for daily usage.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/honda-activa-e-qc-1-bookings-commence-in-india-119454/">Honda Activa e, QC 1 Bookings Commence in India</a>

In the Rally mode, the traction control is a lot more lenient and it allows you to kick up some dirt. We tested the modes on some loose sand and it worked really well. There is an appreciable difference when testing the scooter in extreme conditions. While the 450X, does not really need a traction control system, it is good to see it nonetheless.

<img alt="2025 Ather 450X Off Road" src="/uploads/2025/01/2025-Ather-450X-off-road.jpg" style="width: 1280px; height: 720px;" />

The 450X still gets the same 8.4bhp motor that is capable of producing 26Nm. It is still just as fun to ride and just as responsive too. Ather has introduced a new set of tyres from MRF&nbsp;with the updated scooters. These tyres have been developed specially for the 450 and are meant to offer more range while not compromising grip. And I must say, that I hardly noticed any issue with the grip from the new rubber. Combined with the new regen braking, this setup is claimed to substantially increase the real-world range of the scooter. As per Ather, the TruRange of the 3.7kWh model has gone up from 105km to 130km. That is a healthy boost and we will be eager to test it out when we have the scooter for a longer time.

<img alt="2025 Ather 450X Tyres" src="/uploads/2025/01/2025-Ather-450X-tyres.jpg" style="width: 1280px; height: 720px;" />

What I do feel is a missed opportunity is that there is still no ABS. I think adding ABS over traction control would have been more useful. I did find myself locking the brakes a couple of times when on the track. While you may argue that people ride more gently on the road, let me remind you that the conditions out there can be rather unpredictable. Also, now that the 450X supports traction control modes and regen levels along with ride modes, I think that Ather should display them on the screen as well. This would help the rider in knowing what levels of various settings the scooter is in, rather than having to dig deep into menus.

<h2>2025 Ather 450X Review: Colour Options and UI Updates</h2>

Ather has not changed any aspect of the scooter’s design so it remains the same as before. There are, however, two new colour options available now - Hyper Sand and Stealth Blue. I particularly like the Hyper Sand colour options as it has a nice finish and looks rather refreshing. As a bonus, if you get this colour option, you will not have to worry about the scooter looking dirty because of the shade.

<img alt="2025 Ather 450X Screen" src="/uploads/2025/01/2025-Ather-450X-screen.jpg" style="width: 1280px; height: 720px;" />

The new 450 scooters also get Atherstack 6 as part of the software suite. The instrument cluster is the same touch unit and is packed with features. However, the response is still lethargic when you use the map screen. There are noticeable stutters while you pan around. I also noticed that while most of the interface operation is smooth, there are the occasional hiccups and moments when the screen does not react as quickly.

<h2>2025 Ather 450X Review: Is it better?</h2>

Altogether, the 450X remains a smart and fast scooter that is more feature-rich than ever before. I feel the Magic Twist is a great addition and one that will find a lot of daily use. The traction control might be less useful but is a good safety feature still.

<img alt="2025 Ather 450X Riding" src="/uploads/2025/01/2025-Ather-450X-riding.jpg" style="width: 1280px; height: 720px;" />

As for the pricing, it has gone up ever so slightly by Rs 6,400 for the base 450X and Rs 2,000 for the 450X with the bigger 3.7kWh battery pack.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/updated-ather-450s-450x-450-apex-launched-in-india-prices-start-at-rs-130-lakh-119474/">Updated Ather 450S, 450X, 450 Apex Launched in India; Prices Start at Rs 1.30 Lakh</a>

Similarly, the 450 Apex has also seen a mere increase of Rs 5,001 on the effective ex-showroom price in Bengaluru. And Ather is throwing in the Halo helmet with the Apex to make it more lucrative. Altogether, despite the price hike, the scooters remain smart and safe options to pick if you are looking for an EV in this segment. 
&nbsp;

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[tabs]

[tab title="2025 Ather 450X"]

Motor: Permanent Magnet AC

Battery: 3.7kWh

Power: 8.4BHP

Torque: 26NM

Price: ₹1.87 Lakh (Ex-showroom Bengaluru)

X-Factor:&nbsp;The most fun and feature-rich e-scooter

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			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Quick

			•&nbsp; Smart Design

			•&nbsp;&nbsp;Magic Twist!
			</td>
			<td>
			Cons 
			• Laggy UI

			•&nbsp;Range
			</td>
		</tr>
	</tbody>
</table>

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2025 Ather 450X Review: The e-scooter for Rallying?

Ather is not sitting on its laurels and is taking every opportunity to make its 450 range as robust and high-tech as possible.

With offroad-biased motorcycles getting popular day-by-day, manufacturers are ‘scrambling’ to introduce their own contenders to the mix. However, you may ask, “what is a scrambler, anyway?” Well, before dirtbikes, ADVs and dual-sport motorcycles, enthusiasts had been converting their road-biased machines with minimal bodywork, knobby tyres, raised suspension and jacked-up fenders to suit offroad racing. The segment gained momentum in the 1950s and 1960s, with brands like <a href="https://www.autox.com/new-bikes/triumph/">Triumph</a> and <a href="https://www.autox.com/new-bikes/royal-enfield/">Royal Enfield</a> taking multiple victories in competitive racing.&nbsp;

https://www.youtube.com/watch?v=4P88PX5H1Q4&amp;t=304s

With that, let me introduce you to Eddie Mulder and the Big Bear Run. In 1960, a 16-year old kid from Lancaster, California lined up at the start of one of the most grueling events of its time with 750 other riders vying for top honours. Overcoming initial setbacks, which included missing footpegs, ‘fast Eddie’ crossed the finish line first on his 500cc, single-cylinder Royal Enfield. Paying homage to the man and his machine, the company has introduced an offroad biased iteration of its 650cc platform, called the Bear 650. However, while it looks and feels like a scrambler, it is completely different from what I expected. Let me explain.

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Design and Dimensions</h2>

Before I start telling you about what is different about the Bear 650 over Interceptor, let me touch upon the similarities. As claimed by Royal Enfield, the Bear 650 only shares the engine, main frame, fuel tank and parts of its braking system with the motorcycle it is based on. In terms of its design, Royal Enfield has done a good job of giving the bike a new identity. One thing which all journalists at the first ride event unanimously agreed upon was that it looked fantastic!&nbsp;

<img alt="RE Bear 650 Web 9" height="720" src="/uploads/2024/11/RE-Bear-650-web-9.jpg" width="1280" />

In total, there are five vivid colour options that you can choose from - Boardwalk White, Golden Shadow, Wild Honey, Petrol Green and Two Four Nine. The last variation offers a white and teal green colour pallette with Eddie Mulder’s 249 race-winning number emblazoned on the side fairing. We had the Golden Shadow edition to ride during the event and not only was it a crowd favourite, but it is the only option to feature gold USD forks up front. I wish this was the case with the other variations as well. However, despite this one drawback, the rest of the colour options look equally funky and retro.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-speed-t4-review-better-deal-than-speed-400-118543/">Triumph Speed T4 Review: Better Deal Than Speed 400?</a>

<img alt="RE Bear 650 Web 11" height="720" src="/uploads/2024/11/RE-Bear-650-web-11.jpg" width="1280" />

In terms of dimensions, the Bear 650 is larger than the Interceptor in every aspect. It is 20mm wider, 93mm taller and 61mm longer. And thanks to an increased rake angle 26.1 degrees, the wheelbase has increased by a total of 62mm. So, whilst the Bear 650 might not look that big compared to the Interceptor, it does get the necessary changes for the purpose it is built for. Speaking of purpose, the ground clearance has gone up by 10mm and with that, the seat height is also taller by 25mm. One thing I did expect more of was weight savings. The Bear 650 has lost just 2kg over the Interceptor, while the new exhaust is 7kg lighter. With the gains from added components and reinforced chassis, it is practically on par with the machine it is based on.

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Ergonomics and Features</h2>

As I mentioned previously, the Bear 650 is not only taller than the Interceptor but it also gets a taller seat height. Along with that, Royal Enfield has also fitted the new scrambler with a taller handlebar. As a result, what you end up getting is a more upright sitting-down riding position and also a pretty decent standing-up position for your offroad excursions. My height stands at 5’6 feet and despite not being able to flat-foot both legs, the Bear 650 had the right body positioning for better control while riding.

<img alt="RE Bear 650 Web 5" height="720" src="/uploads/2024/11/RE-Bear-650-web-5.jpg" width="1280" />

When it comes to features, the Bear 650 is the among the most loaded motorcycles within the company’s entire lineup. The stand outs have to be all-LED lighting, 4-inch TFT Tripper Dash with phone connectivity and Google Maps navigation, USB 2.0 charging port and switchable dual-channel ABS. However, one change I would have liked for Royal Enfield to make was the joystick which controls the layout and functionality of the Tripper Dash. Like the Himalayan, it worked well enough but it does feel a tad fiddly when you wish to control it on the move.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-guerrilla-450-street-warfare-118062/">Royal Enfield Guerrilla 450 Review: Himalayan for the Streets</a>

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Ride and Handling</h2>

Now we get to the part which you all might have been waiting for eagerly. Let’s see what all the differences and upgraded components have to offer in terms of functionality. To start with, let me get specifications out of the way before I talk about performance. The Bear 650 features the same 648cc, parallel-twin motor but, with a higher state of tune. You see, Royal Enfield has decided to ditch the twin exhaust-outlet setup and chose to go with a new 2-into-1 configuration instead. This, along with a new tune has brought the total output for the Bear 650 up to 47bhp and 56.5Nm of torque. The main changes here over the Interceptor 650 is the fact that peak power output comes in slightly earlier, along with an increase of 4.2Nm of torque. Over that, the revised tuning ensures that the increased torque output is spread across evenly throughout the rev range, in order to ensure a more tractable riding experience. Moving along, Royal Enfield has also revised the final drive ratio, in order to compensate for the larger alloy wheels and tyre combination.

<img alt="RE Bear 650 Web 3" height="720" src="/uploads/2024/11/RE-Bear-650-web-3.jpg" width="1280" />

As soon as we started riding the motorcycle, what was immediately apparent was that Royal Enfield has not messed with the unit’s grunty character. In fact, the Bear 650 felt a tad more lively and snappier than its siblings. But, not overtly so. Unless you ride the Interceptor and Bear 650 back-to-back, it is hard to tell them apart until you really start pushing them. And pushing it we did once we got to the Californian canyons. There, the performance from the Bear 650 really seemed to come into its own. You have a lovely spread of performance in the low- and mid-range rpms, with the engine only starting to give up steam past the 6,000rpm mark. However, by that time, you definitely will be pushing past the speed or your riding limits. The engine was so tractable that 4th gear pulls from as low as 20km/h, all the way up to 120km/h were an absolute breeze and riding the Bear (I love saying that) in this manner became second nature. One clear difference over the Interceptor was that the Bear was a tad more eager to keep going at higher rpms. However, the one downside of all this added performance was erratic fueling at the mid-rpms which made throttle transitions rather jerky. This was fine when wanting to whack open the throttle out of a corner on the road but quite sketchy when we got the loose gravel and sandy sections of our test route.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/2024-husqvarna-svartpilen-401-review-ktm-390-duke-in-swedes-clothing-116083/">2024 Husqvarna Svartpilen 401 Review: KTM 390 Duke in Swede's Clothing?</a>

<img alt="RE Bear 650 Web 6" height="720" src="/uploads/2024/11/RE-Bear-650-web-6.jpg" width="1280" />

While performance from the engine was fun and tractable, the handling of the Bear 650 feels like a mixed bag. In order to compensate for the purpose and abuse that this motorcycle might be put through, Royal Enfield hasn’t just given us USD forks and called it a day. Instead, what you also get is a reinforced main and sub frame, along with stiffened, long-travel rear twin shock absorbers. In my opinion, with the changes made to the motorcycle, the Bear 650 is undoubtedly the best handling road bike that RE has ever made. My only gripe being that it might have become a little overly stiff for everyday road usage. Our tests were mostly concentrated on onroad routes and similar to the powertrain, it really came alive in the canyons. We had police-assisted, closed-off road sections for shoot purposes and throwing the Bear into a corner at triple-digit speeds never bothered it one bit. In fact, slower riders in the group easily managed to keep pace and that was also quite a testament. However, as good as it was to ride on smooth roads, it came to bite back when the going got rough. The front-end always felt nervous through the rutted section and what didn’t help was the fact there was no optimum amount of give in the suspension to build confidence when you started pushing the motorcycle. The front suspension travel of 130mm travel and 115mm at the rear worked well over rough terrains at slower speeds but it was easy to find its limits just when things started to get fun.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-ducati-desertx-off-road-comparison-review-ultimate-adv-bike-vs-rider-challenge-117774/">Royal Enfield Himalayan &amp; Ducati DesertX Off Road Comparison Review: Ultimate ADV Bike vs Rider Challenge</a>

<h2>Royal Enfield Bear 650 First Ride Review:&nbsp;Verdict</h2>

So, how do we sum up the Bear 650 whilst figuring out its hierarchy within the 650 lineup? To start with design, it is definitely the best looking 650cc from RE till date, in my opinion. The designers have done a fantastic job of taking the best bits from its sibling but doing more than enough for onlookers to tell them apart. It even has the coolest colour options within the range. Then we get to the performance and handling. As I mentioned previously, it is the best road bike with an RE badge to date but does end up making compromises in the form of comfort and compliance. Over that, the main purpose of a Scrambler is to be equally comfortable offroad but just doesn’t quite cut it in its stock form. However, the good thing is that it is easier and cheaper to dial back on stiffness post-purchase rather than investing more into a softer setup to handle as well as this bike does. With a starting price of Rs 3.39 lakh (ex-showroom), the Bear does justify the Rs 30k hike over the Interceptor but, for those who want a better on-road handling motorcycle compared to anything else in the 650 range.

Royal Enfield Bear 650 First Ride Review: Offroad Machine or Overdressed Interceptor?

Introducing a new dual-sport option to the 650 lineup, Royal Enfield has launched the new Bear 650 at a starting price of Rs 3.39 lakh (ex-showroom). We're in California to give this scrambler a proper test of mettle.

Look up at the sky and chances are that you will see an aeroplane fly by. Staring in wonder, you might think that it takes a lot to get you airborne and waft you across the blue sky. Of course, that is true but not always. The first ever manned plane by the Wright Brothers had a mere 12bhp engine powering it. It is a far cry from the big and complex engines of today. But it did not stop man from reaching for the heavens and feeling alive. This just shows that you do not always need the biggest tech to achieve the best results. It is a balance between power, physics and grit. With the recent onslaught of ADVs in the market that are capable but also usually big and burly, people have a perception that they are the best tool for off-road excursions. However, Kawasaki hopes to break the convention with the KLX 230, a lightweight, low-capacity dual-sport. We got to ride it on an off-road track and see how well it handles and if it can give you that flying feeling.

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<h2>Kawasaki KLX 230 Review: Design and Build</h2>

The KLX is a simple but well-built machine. Surprisingly, the fit and finish of the machine is really good. I did not find any areas that struck out as bad. Yes, the cables just below the instrument cluster could have been routed a little better but it is no deal breaker. You get an LED headlamp but the turn indicators and the tail lamp are halogen. I am not too impressed by the indicator design but the rest of the slim and purpose-built bodywork looks good. It has a bit of a retro charm to it, thanks to the square-ish headlamp unit.

<img alt="Kawasaki KLX 230 Front Three Quarter" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-front-three-quarter.jpg" width="1280" />

I do prefer the Lime Green of our test unit but I also realise that it might be too loud for some. Those customers can opt for the more subtle Battle Gray colour. Something that novice riders might struggle with is the height of the bike. It has a seat height of 880mm but that is common for dirt bikes like these. Since the frame is very narrow, reaching the ground is relatively easier. The plus point of this height is the ample ground clearance of 265mm.

<img alt="Kawasaki KLX 230 Instrument Cluster" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-instrument-cluster.jpg" width="1280" />

Kawasaki has also given a fully digital instrument cluster to the KLX, complete with Bluetooth connectivity. Although the design and readouts are basic, I think it gets the job done. I just wish that it perhaps could come with a gear position indicator since there seems to be space for it on the console. The main idea behind a machine like the KLX 230 is to keep things simple and light and that Kawasaki has managed to do very well.

<h2>Kawasaki KLX 230 Review: Ride Experience</h2>

Let’s talk about the 233cc, single-cylinder, air-cooled engine powering the KLX. It produces a respectable 17.8bhp and 18.3Nm. Given the light kerb weight of 139kg, this small engine has no trouble zooming on dirt and propelling the bike a dozen feet in the air after you hit a ramp. What is even more surprising is the refinement and linear power delivery. I was expecting the engine to be gruff and the throttle to be janky but that was not the case at all. You can feed the KLX measured inputs and it also won’t leave you buzzing after a couple of sessions either. Even the 6-speed gearbox was easy to shift whether I was seated on the seat or standing on the pegs.

<img alt="Kawasaki KLX 230 Engine" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-engine.jpg" width="1280" />

The ergonomics of the machine add to how well you can control this machine. Since you sit high up and the handlebar is not too tall or wide, it is very easy to muscle the bike around a corner or keep it pointing in a specific direction even though the ground underneath you is giving way under the pressure of combustion-powered motoring. Its feather-light kerb weight of 139kg adds to the convenience. The long travel suspension (240mm front and 250mm rear) is great at soaking in all kinds of shocks and providing a stable landing after a jump.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/kawasaki-klx-230-vs-hero-xpulse-200-4v-spec-comparison-whats-different-118730/">Kawasaki KLX 230 vs Hero Xpulse 200 4V Spec Comparison: What's Different?</a>

You get petal disc brakes on both ends with dual-channel ABS. But the real highlight is that you can switch off the ABS for both wheels at the press of a button on the right side of the handlebar. This is ideal considering what this machine is meant to do. The dual-purpose MRF tyres fared much better on sand and gravel than I was expecting. Since you will use this bike on the streets, you would need tyres that are somewhat capable of handling tarmac as well as helping you hunt down trails. So, while not as good as knobby tyres, I still feel like the units you get here are as good as it gets. You do not slide unnecessarily when you jam the rear brakes. Although, the front did feel a bit more willing to buck when turning and using the front brakes.

<h2>Kawasaki KLX 230 Review: Final Thoughts</h2>

When looking at the KLX 230, buyers will have to understand that even though it is road-legal, it does not mean that it is a one-stop solution for all your needs. It is meant for people who want to pursue serious off-roading and is more suited for off-road courses than it is for daily commutes. The fact that you do not need to have a trailer to transport it to the dirt track is an added bonus.

<img alt="Kawasaki KLX 230 Jump" height="720" src="/uploads/2024/11/Kawasaki-KLX-230-jump.jpg" width="1280" />

So, maybe this won’t convince every Xpulse customer to make the jump but then, the vanity of this machine lies in its exclusivity. At least that is what I believe. And it definitely shows that motorcycles cannot be limited to the spec sheet. The numbers on paper do not even begin to tell the story the KLX carves in the wild!

Also Read:&nbsp;2024 <a href="https://www.autox.com/reviews/bike-reviews/2024-yezdi-adventure-first-ride-review-better-than-the-himalayan-117960/">Yezdi Adventure First Ride Review: Better Than The Himalayan?</a>

The KLX 230 will be sold as a CKD so the prices are going to be better than existing dirt bikes from the company but still a bit on the higher side. We expect it to be under Rs 3 lakh (ex-showroom) and that would give it a fighting chance. Higher sales numbers might encourage Kawasaki to produce the bike here in India and reduce the costs further. No matter how you look at it, I believe that Kawasaki has a capable machine in their hands, one that has loads of potential for delivering high giggles per hour. This is a machine I loved more with every lap spent riding it. 
&nbsp;

&nbsp;

[tabs]

[tab title="Kawasaki KLX 230"]

Engine:233cc, single-cylinder, air-cooled, SOHC

Transmission:6-Speed, return

Power:17.8bhp @ 8000rpm

Torque:18.3Nm @ 6400 rpm

Price:TBA

X-Factor:&nbsp;The closest thing to a road-legal dirt bike in India.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Lightweight

			•&nbsp; Refined Engine

			•&nbsp; Suspension setup
			</td>
			<td>
			Cons 
			• Seat height
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Kawasaki KLX 230 Review: More Capable Than Hero Xpulse 200 and RE Himalayan 450?

In a market full of capable but cumbersome ADVs, what does a nimble, low-capacity dual-sport machine bring?

If you follow the motorcycle market, you’ve likely noticed a paradigm shift in the ADV segment. Until recently, most middle-weight ADVs in the market were more suited for touring than for true off-roading. While there were models like the <a href="https://www.autox.com/new-bikes/bmw/r-1300-gs/">BMW GS</a> and <a href="https://www.autox.com/new-bikes/triumph/tiger-900/">Triumph Tiger</a>, there were no Japanese options. Furthermore, there was nothing around the ₹10 lakh mark. Suddenly, things changed, with Honda launching the <a href="https://www.autox.com/new-bikes/honda/xl750-transalp/">XL750 Transalp</a> and Suzuki introducing the V-Strom 800DE. But are they any good? Well, let’s focus on Suzuki today and put the V-Strom to the test. Honestly, I for one can’t wait to see if it can do more than just look cool on city streets. So, let’s put on the gloves and start riding.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/royal-enfield-himalayan-ducati-desertx-off-road-comparison-review-ultimate-adv-bike-vs-rider-challenge-117774/">Royal Enfield Himalayan &amp; Ducati DesertX Off Road Comparison Review: Ultimate ADV Bike vs Rider Challenge</a>

<h2>Suzuki V-Strom 800 DE First Ride Review: City &amp; Highway Performance</h2>

My first experience with this Japanese ADV began on a ride home from the office during peak traffic. In those slow-speed scenarios that define a typical commute, it felt somewhat lacking. It had the necessary grunt to get moving but felt a bit tame in the mid-range. However, once I hit the open roads, I realised that this engine likes to stretch its legs before unleashing its performance. As you twist the throttle, climb up the gears, and watch the revs and speed build, you’ll come to appreciate how broad and well-spaced its power band is. In traffic, I was merely scratching the surface of its capabilities – the real thrill begins when the engine is done stretching its muscles and the needle passes the 4,000rpm mark.

<img alt="Suzuki V Strom 800DE Motion" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Motion.jpg" width="1280" />

The motorcycle is powered by a 776cc parallel-twin engine with a 270-degree crank, delivering 84bhp and 78Nm of torque. It is a versatile setup and allows you to choose between three ride modes – Active, Basic, and Comfort (A, B, and C). Additionally, there are four levels of traction control to suit your experience or needs – Mode 1, Mode 2, Mode 3, and Gravel mode. There is also the option to turn off the traction control entirely. Furthermore, you can select the level of ABS intervention and even choose to completely disable the rear ABS.

Also Read:&nbsp;<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/">BMW R 1300 GS Review: The Big Daddy of ADVs has a Change of Heart</a>

<img alt="Suzuki V Strom 800DE Engine" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Engine.jpg" width="1280" />

On the road, I chose to stick with Active ride mode, which also provides the snappiest throttle response. The bike also features a bi-directional quick-shifter for swift gear shifts, which works rather well, although downshifting can be a bit notchy at low speeds. The engine itself is remarkably smooth – there are hardly any vibrations, thanks in part to a double balancer shaft. Even at high revs, the engine never feels stressed – unless you are doing silly triple-digit speeds – and delivers progressive acceleration. All this ensures a sense of predictability as you continue to wind the throttle.&nbsp;

<h2>Suzuki V-Strom 800 DE First Ride Review: Handling &amp; Off-Road</h2>

In terms of handling, the V-Strom continues to impress. Suzuki has designed a motorcycle with an extremely balanced chassis – in fact, it’s so brilliant that you can navigate bumper-to-bumper traffic while standing on the pegs. On twisty roads, it feels nimble and agile. The rear suspension may feel a bit soft while aggressively attacking a corner, but it remains manageable and won’t overwhelm you.

<img alt="Suzuki V Strom 800DE Motion3" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Motion3.jpg" width="1280" />

While its on-road performance and handling are commendable, it really excels off the beaten path. Despite its weight, its chassis balance and suspension components inspire confidence as soon as you venture off-road. The suspension hardware includes adjustable telescopic Showa forks up front and a linked mono-shock with a remote preload adjuster at the back.

<img alt="Suzuki V Strom 800DE Front Three Quarter" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-front-three-quarter.jpg" width="1280" />

In off-road settings, the Active or A mode can be quite twitchy on tight trails or technical off-road sections. Here, the Comfort (C) mode works best, allowing you to unleash power gently and maintain traction, unless you intentionally want to slide. For those who enjoy sliding, the Gravel (G) traction allows for a certain amount of slippage before regaining control to prevent any mishaps. The suspension setup is a bit hard for the tarmac but ideal for off-roading. It feels pliant and prevents bottoming out, regardless of how hard you push it.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/triumph-tiger-sport-660-vs-moto-morini-x-cape-650x-112710/">Triumph Tiger Sport 660 vs Moto Morini X-Cape 650X: Beauty and the Beast</a>

The bike is equipped with Dunlop Trailmax Mixtour tyres as standard, which perform well across various conditions. They offer decent feedback and enough traction regardless of whether you are riding on gravel beds, loose surfaces, or mud, allowing you to always be in control while having fun. The ground clearance of the bike is also quite impressive. During the test, I was able to tackle tall obstacles without scraping the crash guard.

<h2>Suzuki V-Strom 800 DE First Ride Review: Design, Features and Ergonomics</h2>

Regardless of how good a bike rides, it won’t find a lot of buyers if it doesn’t appeal to customers in terms of aesthetics. And when you consider the 800DE’s segment and price, aesthetics becomes even more crucial. In simple terms, it must look like a million bucks, which it definitely does. From its eye-catching livery options to the classic Dakar-style front fairing, the V-Strom 800DE looks like it’s ready for adventure even while stationary. During my time with the bike, a lot of people would come to me and ask me where I was coming from and heading to, and all I could reply was, ‘office’. In my opinion, this is a handsome motorcycle. The gold rims, enduro styling, loud paint scheme, and seat design all come together rather beautifully. While the rear overhang might be a bit excessive for a completely sleek design, that’s more of a personal preference.

<img alt="Suzuki V Strom 800DE Headlight" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Headlight.jpg" width="1280" />

In terms of features, the biggest highlight is the crisp 5-inch colour TFT display, which is well laid out and quite easy to navigate through menus and change settings, even while riding. The traction control, ABS, and ride modes are selectable on the go. Since long-distance touring is its primary function, it features a height-adjustable windscreen, all-LED lighting, and a USB charging port. However, surprisingly it misses out on cruise control and tubeless rims, which are quite significant for adventure enthusiasts. Even adjusting the windscreen requires unbolting, adjusting, and re-tightening the bolts, which can be a bit cumbersome. So, it’s not without its share of shortcomings.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/suzuki-v-strom-250-sx-vs-royal-enfield-himalayan-scram-411-comparison-review-113592/">Suzuki V-Strom 250 SX vs Royal Enfield Scram 411 Comparison: An Identity Crisis!</a>

<img alt="Suzuki V Strom 800DE Speedometer" height="720" src="/uploads/2024/08/Suzuki-V-Strom-800DE-Speedometer.jpg" width="1280" />

Now, let’s talk about ergonomics. If you’re wondering whether riders under six feet would be comfortable on this motorcycle, let me clear any doubts. At 5’6”, I found the motorcycle manageable for my height and frame. The handlebars are at the right height, comfortably reachable in a seated position, and even feel natural when standing for off-road riding. The V-Strom 800DE feels a bit wide near the waist, where the seat meets the tank, but this shouldn’t be an issue for experienced riders. However, I found the footpegs to be a bit narrow and the handguards a bit too flimsy for hardcore off-road use.

<h2>Suzuki V-Strom 800 DE First Ride Review: Is It Worth It?</h2>

Alright, what’s the final word on the new Suzuki V-Strom 800DE? Firstly, it looks fantastic, and if road presence is what you seek, the ₹10 lakh asking price is worth every penny. Beyond its good looks, it performs well both on and off-road and offers a decent amount of creature comforts for adventure touring. However, it does have its fair share of drawbacks, but I believe it makes up for them in other areas. Its biggest selling point is its versatility – it can tour all day, covering hundreds of kilometres, and with a few tweaks, it can transform into an off-road machine without hesitation. It’s easy to ride, instils confidence in all situations, and helps build your skills for handling bigger bikes in the future. For me, this feisty machine has definitely made it onto my short list of must-have motorcycles.

 
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It has an extremely well-balanced chassis On twisty roads, it feels nimble and agile.

At 5’6”, I found the motorcycle manageable for my height and frame

[tabs]

[tab title="Suzuki V-Strom 800DE "]

Engine: 776cc / liquid-cooled / two-cylinder

Transmission: 6-Speed

Power: 84bhp

Torque: 78Nm

Price: ₹10.30 lakh (Ex-Showroom, Delhi)

X-Factor:&nbsp;The Suzuki V-Strom 800DE is an ideal companion for those who want a long-distance tourer with added off-road capability.

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	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Design, Price, &amp; Off-Road Ability
			</td>
			<td>
			Cons 
			• Weight and Missing Key Features
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Suzuki V-Strom 800 DE First Ride Review: All The Bike You'll Ever Need?

There is a new breed of ADVs gaining popularity, one that includes the new Suzuki V-Strom 800DE. The rugged new V-Strom not only promises great highway performance but also the capability to tackle the great outdoors. But does it deliver?

When <a href="https://www.autox.com/new-bikes/triumph/">Triumph</a> launched their first 400cc bikes, the <a href="https://www.autox.com/new-bikes/triumph/speed-400/">Speed 400</a> and the <a href="https://www.autox.com/new-bikes/triumph/scrambler-400x/">Scrambler 400X</a>, people were not exactly sure how this premium brand would fare in the segment. I too was in the same boat. However, having had the pleasure of riding both motorcycles last year, I could not stop gushing over them and recommending them to my friends. The Speed 400 came first and I was genuinely excited by a motorcycle in a long while. So, just a few days before penning this article, I was at a Triumph launch event where they introduced another machine in the same segment, the Speed T4. It is not a variant of the Speed 400, but rather a new avatar which shares a lot of components and aesthetics of the former. Once again, I was a little apprehensive about what Triumph was offering and so I got onto the saddle with a lot of questions that needed answering.&nbsp;

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<h2>Triumph Speed T4 Review: Design and styling</h2>

The T4 looks nearly identical to the Speed 400 which can both be a good and a bad thing. You see, I for one, really liked how the Speed looked and I really like the T4 too. It has the same proportions for the most part and the same design language. The headlamp, instrument cluster and tail lamp are the same. The difference can be seen in the graphics on the tank and the side. Also, Triumph has gone for a blacked-out finish for the frame, handlebar, exhaust and some other parts. The only thing I did not like is how the rear tyre is slimmer and that can kind of ruin the look from behind. The upside of the new tyres is that the ground clearance has gone up to 170 mm which is always welcome. You do not get an aluminium handlebar, rather it is steel and the mirrors too, are conventional ones but they do provide good visibility. Overall, the weight has gone up to 180kg which is not a big jump and not something you will notice.

<img alt="Triumph Speed T4 front design" src="/uploads/2024/09/Triumph-T4-web-4.jpg" style="width: 1280px; height: 720px;" />

Now, Triumph wants the T4 to dig into the classic motorcycle segment. The trouble is, that one of the attributes that people in that segment look out for is a certain design scheme. Low-slung, retro and heavy-looking machinery to invoke a sense of nostalgia. And you do not get those qualities with the T4. So, I doubt that Triumph will be able to lure any customers in the segment based on the looks. The aforementioned blacked-out parts are also somewhat in contrast to the shiny and chrome-heavy cruisers that are on sale. And the slimmer rear tyre makes the bike look a bit scrawny in comparison to the bulky bikes it wants to take on.

<img alt="Triumph Speed T4 rear design" height="720" src="/uploads/2024/09/Triumph-T4-web-3.jpg" width="1280" />

Despite all the changes, I am happy to report that the quality levels are almost as good as we have come to expect of Triumph which gets a thumbs up from my side. Yes, there are still a few weld marks and gaps visible in the frame section below the seat but most of the visible surfaces look good.

<h2>Triumph Speed T4 Review: Engine &amp; Gearbox</h2>

<img alt="Triumph Speed T4 engine" src="/uploads/2024/09/Triumph-T4-web-6.jpg" style="width: 1280px; height: 720px;" />

One of the major changes in the T4 is the engine. Yes, you are getting the same 398cc, single-cylinder, TR series unit but Triumph has reworked the internals and mapping. As a result, the T4 produces 9bhp and 1.5Nm less, compared to the Speed 400. As for the tuning, Triumph has made it so that the maximum amount of torque is delivered early on. The company claims that you get 85% of the torque at 2500 rpm. The idea is to make an easy-going motorcycle that can be used for city and highway cruising. This actually works out very well in the favour of the T4. The abundance of torque low down masks the lack of punch that it has compared to the Speed 400. I did notice a bit more resistance from the engine and the acceleration dip after 80km/h was more than the you see on the original 400. However, the T4 can cruise comfortably at 100km/h. It even runs a few hundred rpm less at that speed but there is no appreciable difference in the vibrations. It feels very much like the Speed 400 in that regard. Despite the drop in power and torque figures, it is way higher than the cruisers it is competing against. You will have no problem going through city traffic even with a pillion on board.

Also Read:&nbsp;<a href="https://www.autox.com/news/bike-news/triumph-speed-t4-vs-jawa-42-fj-spec-comparison-whats-different-118457/">Triumph Speed T4 vs Jawa 42 FJ Spec Comparison: What's Different?</a>

The 6-speed gearbox retains the slip and assist clutch and is just as good and crisp to shift. An upside of the torquey engine is supposed to be fewer gear shifts but I did not find a huge difference between the Speed 400 and this in that aspect. In fact, while going up the gears, I found the gearing to be quite short. But once I was up to the third or fourth gear, the bike felt rather happy to stay in those gears even when I dipped down to 30-35km/h.&nbsp;

<h2>Triumph Speed T4 Review: Other Changes</h2>

An upside of the new tune and reduced power figure is a claimed 10% increase in fuel efficiency but in my limited running, I was not able to verify the same. Triumph claims a figure of 30km/l but I observed a figure of 26. I suspect that more relaxed riding would inch you closer to the claimed figure. But that is still a 10% increase in efficiency for a 22% reduction in power and I am not convinced it is a great tradeoff. Regardless, I do not think that efficiency alone is going to make a significant impact on your buying decision since the difference is very small.&nbsp;

<img alt="Triumph Speed T4 Wheelie" src="/uploads/2024/09/Triumph-T4-web-8.jpg" style="width: 1280px; height: 720px;" />

You are no longer getting ride by wire but that is something you do not notice in everyday riding. Triumph has calibrated things well enough that if I did not tell you about the change and asked you to ride the bike, you would not have noticed the difference. A bigger omission is the lack of traction control (TC). Now, I do not see the need of TC in a bike that produces less than 40bhp but some people, who are not as experienced might beg to differ. Triumph has made some changes to the airbox and throttle body in order to give the T4 a more bass-heavy sound. It does sound a bit more deep and you notice that when the bike is idling or trundling at lower speeds.&nbsp;

<h2>Triumph Speed T4 Review: Ride &amp; handling</h2>

Another significant visual and functional change in the T4 is the replacement of USD front forks with conventional telescopic units. These are still beefy 43mm units and I actually liked how they performed. They are better at absorbing the harsh bumps often encountered on city roads and can take more beating and not unsettle the bike. However, the rear suspension did not get the same memo because it is hard as hell! So, if you go over potholes at medium to high speeds, let's just say your bottom would not be too chuffed about the experience. Triumph told us that they had retuned the rear suspension for the T4 but it looks like there still is room for improvement. Things did not improve even with a pillion on board. As for the handling, I did not notice a major change despite the bike having a slightly longer wheelbase and different front suspension. It is still nimble and can scythe through traffic.

<img alt="Triumph Speed T4 rear tyre" src="/uploads/2024/09/Triumph-T4-web-10.jpg" style="width: 1280px; height: 720px;" />

Coming to the tyres, you get MRF rubber at both ends and the rear is a 140-section tyre, as compared to the 150 on the Speed. Also, these are not radial tyres. Thankfully, in city riding, these tyres do not feel too bad. And since they are bias tyres, they should last a little bit longer too. The front and rear disc brake size remains the same too and they are aided by dual-channel ABS. The change is in the calliper and brake pads. You get floating calipers with organice brake pads, instead of sintered pads. However, on the road, the braking performance is still good. The front brake has a sharp initial bite but the rear lacks the same stopping power. While you can rely on the front to bring you to a halt in time, I cannot say the same for the rear.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/hero-mavrick-440-vs-tvs-apache-rtr-310-comparison-review-which-is-the-best-premium-indian-motorcycle-117780/">Hero Mavrick 440 vs TVS Apache RTR 310 Comparison Review: Which Is The Best Premium Indian Motorcycle?</a>

<h2>Triumph Speed T4 Review: Verdict</h2>

Priced at Rs 2.17 lakh (ex-showroom), the new Speed T4 is Rs 23,000 less than the new MY25 Speed 400. Now, on paper, you are sacrificing a lot of little things here and there for a mere 10-11% savings. However, the T4 in itself is a really solid bike. Its major problem is the existence of the Speed 400 which does everything better for not a lot more. If it were up to me, I would just pick the 400. The T4 reminds me of the Trident 660 which had a somewhat similar problem back in the day - a good motorcycle in isolation but the moment you introduce other Triumph offerings, things do not look so bright. And if I were in the market for a comfy cruiser with a certain aesthetic, I would just go with the more conventional options rather than a neo-retro machine like the T4. Had the T4 been priced more aggressively, Triumph would have made a great case for it. In the end, I think Triumph is a victim of their own success and perhaps that is not such a bad problem to have.

&nbsp;

[tabs]

[tab title="Triumph Speed T4"]

Engine: 398.15cc / liquid-cooled / single-cylinder

Transmission: 6-Speed

Power: 30.6BHP @ 7000RPM

Torque: 36NM @ 5000RPM

Price: ₹2.17 Lakh (Ex-Showroom)

X-Factor:&nbsp;A fun and laid-back motorcycle great for the city.

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Smart looks

			•&nbsp; Torque delivery

			•&nbsp; Gearbox
			</td>
			<td>
			Cons 
			• Stiff suspension

			•&nbsp; Vibrations persist
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Triumph Speed T4 Review: Better Deal Than Speed 400?

Triumph launched its third motorcycle in the 400cc lineup and it happened to be the most affordable one yet. But is it as good as the products before?

Launched back in 2018, the <a href="https://www.autox.com/new-bikes/tvs/">TVS</a> Apache has steadily gained fame and respect among enthusiasts. It may not have been the fastest or sharpest track weapon out there but it certainly was a value for money appeal when it comes to performance. Since then, TVS has been slowly chipping away at the seams, trying to give us the perfect 300cc, single-cylinder, super-sport motorcycle. This time, with the aim of making it even sportier than before, TVS has launched a new mid-life facelift for the <a href="https://www.autox.com/new-bikes/tvs/apache-rr-310/">TVS Apache RR 310</a>, which brings in subtle changes spread across different aspects. This includes styling, features, suspension and engine upgrades. In order to help us gauge what these changes have done for the Apache RR 310, TVS has invited us down to India’s latest race track, the CoASTT High Performance Centre.

https://www.youtube.com/watch?v=I1RNxkQivYk&amp;t=312s

<h2>2024 TVS Apache RR 310 First Ride Review: Design and Features</h2>

The design of the Apache RR 310 is a bit of a sensitive topic, akin to the debate you might have about the Porsche 911. A bit far fetched but stick with me here. While some criticise it for remaining untouched since its inception, fans of the motorcycle argue not to fix what isn't broken. In my opinion, I agree with the fan boys on this one. The Apache RR 310 may be getting long in the tooth but only compared to itself. It still looks fresh and the new design updates only add to the sporty appeal.

<img alt="Apache RR 310 Stand View " src="/uploads/2024/09/Apache-rr-310-web-8.jpg" style="width: 1280px; height: 720px;" />

First and foremost, you now have a new colour option called Bomber Gray. While I was a bit hesitant seeing the bike on paper, it certainly grew on me when I saw it in person. To add to that, you also have a newly designed Apache livery splattered across the side which certainly sets off the entire tone.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/hero-mavrick-440-vs-tvs-apache-rtr-310-comparison-review-which-is-the-best-premium-indian-motorcycle-117780/">Hero Mavrick 440 vs TVS Apache RTR 310 Comparison Review: Which Is The Best Premium Indian Motorcycle?</a>

Moving forward (literally), the new Apache also gets winglets on either side. These TVS claims, add three kilograms of downforce and help the bike to gain better traction. Finally, the last styling addition to the new Apache RR 310 is a clear clutch cover with the clutch spring retainer finished red, too.

<img alt="Apache RR 310 Headlight" src="/uploads/2024/09/Apache-rr-310-web-2.jpg" style="width: 1280px; height: 720px;" />

Over the styling updates, the 2024 RR 310 adds a new electronics suite for safety and comfort, too. Similar to the package we got with the RTR 310, its faired sibling offers the Race Tuned Dynamic Stability Control feature with a 6-axis IMU. This brings in the addition of Cruise Control, Cornering ABS, Cornering Traction Control, Wheelie Control and Rear-Wheel Lift Off Control. I'll touch upon these features when I tell you how it performs. So, to sum up, you get a good-look but familiar looking motorcycle with styling tweaks which, if nothing, will definitely raise interest among the true enthusiasts.

<img alt="Apache RR 310 Speedometer" src="/uploads/2024/09/Apache-rr-310-web-5.jpg" style="width: 1280px; height: 720px;" />

<h2>2024&nbsp;TVS Apache RR 310 First Ride Review: Performance and Handling</h2>

To start with, the new RR now gets a revised 312.2cc engine which makes 38PS @ 9,800rpm and 29Nm @ 7,900rpm. How TVS has managed to achieve these gains is with multiple revisions to its internals. This includes a 13 percent increase in airbox volume, complemented by a revised snorkel length and larger throttle body. Over that, you have 10 percent lighter, forged pistons, improved piston rings and optimized valve timing. The result of all this mumbo-jumbo is a motorcycle that isn't wildly different but it definitely did feel a lot more tractable across the rev band and in each gear.

<img alt="Apache RR 310 performance and handling test" src="/uploads/2024/09/Apache-rr-310-web-1.jpg" style="width: 1280px; height: 720px;" />

TVS not only claims faster 0-60kmph and 0-100kmph acceleration times but faster roll-on acceleration, too. For me, around the fast and flowing CoASTT race track, the motorcycle felt more rev happy and I could maintain higher gears through corners which, I feel, would have required a downshift in the outgoing model. One thing was for sure, I was having fun and lots of it.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/aprilia-rs-457-review-the-hype-is-real-115878/">Aprilia RS 457 Review: The Hype is Real!&nbsp;</a>

It might just be a 300cc unit but it was coming alive around a racetrack meant for high engine-capacity four-wheelers. The only niggle is the vibrations which still plague this motorcycle.

<img alt="Apache RR 310 performance and handling test" src="/uploads/2024/09/Apache-rr-310-web-9.jpg" style="width: 1280px; height: 720px;" />

To add to the handling package, TVS is now offering a Dynamic Kit which brings in adjustable suspension to the mix. However, if you ask whether the winglets make a difference with dynamics? I really couldn't tell, but through a fast triple left-handed section of the track I was able to carry speeds up to 160kmph while upshifting through 4th, 5th and 6th gear. It remained stable and never got out of shape. However, while it's light, agile and predictable on a brilliantly paved road, it remains to be seen how it tackles the real-world issues.

<h2>2024&nbsp;TVS Apache RR 310 First Ride Review: Verdict</h2>

Despite the small list of changes which you get with the 2024 TVS Apache RR 310, it definitely feels upgraded. Especially, if you go for the top-of-the-line variant in Bomber Gray. If you were in the market for a 300cc sportbike and you had your eye on the Apache RR 310, you should definitely be glad you waited.

2024 TVS Apache RR 310 First Ride Review: Gives You Wings?

The 2024 TVS Apache RR310 has been updated (yet again) bringing a host of styling and mechanical upgrades to spruce up the entire package. Have they made it better or are they just gimmicks? There’s only one way to find out!

Introduced in 2018, the Hero Destini has always aimed to compete with established players like the <a href="https://www.autox.com/new-bikes/honda/activa-125/">Honda Activa</a> and <a href="https://www.autox.com/new-bikes/tvs/jupiter/">TVS Jupiter</a>. The updated Destini 125 is a radical departure from its previous iteration, promising to inject a new lease of life into the brand. So, after six years on the market, does the new <a href="https://www.autox.com/new-bikes/hero/destini-125/">2024 Destini 125</a>&nbsp;have what it takes to take down the segment leaders? We head to Goa to find out.&nbsp; 
 
https://www.youtube.com/watch?v=n1Z5dCaT-gg

<h2>Hero Destini 125 Xtec First Ride Review: Design and Dimensions</h2>

The biggest change in the new Destini 125 Xtec is its design. Hero's idea was to modernise the scooter, and the new model's styling reflects that vision. At the front lies a two-tier light setup with the H-pattern LED DRLs and projector headlamps housed in a trapezoidal cluster, with halogen indicators positioned below.

<img alt="Hero Destini 125 Xtec" src="/uploads/2024/09/Hero-Destini-2.jpg" style="width: 1280px; height: 720px;" />

One of the key highlights of its design is the generous use of chrome from front to back. While the base VX and ZX variants get standard chrome, the top-end versions feature copper chrome elements. The side profile is rather understated, but the rear profile might spark mixed opinions. It features a similar two-tier structure with LED tail lights and halogen indicators, but the design is more prominent. Overall, I think that the design has been improved,&nbsp;but it may take some time to grow on you. While the new Jupiter immediately impresses with its looks, the Destini is more likely to be an acquired taste.&nbsp;&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/ather-rizta-first-ride-review-the-most-comfortable-ather-yet-117201/">Ather Rizta First Ride Review: Their Most Comfortable Electric Scooter Yet!</a>

However, it's not just the styling that has improved; the new Destini has also grown in size. It now has a wheelbase of 1,302mm&nbsp;– it's longer than the outgoing model by 57mm. Furthermore, it has replaced the 90-section front/rear tyre and 10-inch alloy wheel setup with a 100-section rear tyre and 12-inch diamond-cut alloy wheels. This has also increased the ground clearance by 7mm, bringing it to 162mm.&nbsp;

<h2>Hero Destini 125 Xtec First Ride Review: Ergonomics, Features and Practicality&nbsp;</h2>

Another area of improvement is the scooter's ergonomics. Thanks to the increased wheelbase, the seat is now longer at 785mm. This allows the rider to sit closer to the front wheel, which adds to the scooter's overall performance. This also allows for a more upright riding position, which together with&nbsp;a stiffer seat,&nbsp;ensures comfort during long rides. While the ground clearance has increased by 7mm, the seat height has decreased by 8mm to 770mm. As someone who is not particularly tall, I appreciate the lower seating position compared to the previous model and find the overall riding posture quite comfortable.

<img alt="Hero Destini 125 Xtec Seat" src="/uploads/2024/09/Hero-Destini-5.jpg" style="width: 1280px; height: 720px;" />

Another key area of improvement is the features on offer. You now get a new digital infotainment system with a negative LCD display. While the information is well organised, our tests revealed that the display can be difficult to read under direct sunlight due to glare. However, it does feature mobile connectivity and turn-by-turn navigation features.&nbsp;With the new cluster, you also get a new, and rather good-looking, switchgear panel on both sides. You now ALSO get auto-cancel indicators and an illuminated start-stop switch. Additionally, the Destini continues to feature a USB charging port, too.

<img alt="Hero Destini 125 Xtec Speedometer" src="/uploads/2024/09/Hero-Destini-4.jpg" style="width: 1280px; height: 720px;" /> 
In terms of practicality, the new Destini 125 Xtec features a 19-litre under-seat storage, but it's only large enough to accommodate a half-face helmet. In fact, during our test, I stored a small day pack, and there was hardly any space left. I think it's a bit of a letdown, especially given the space offered by its rivals.&nbsp;

<img alt="Destini 125 Xtec Storage Space" src="/uploads/2024/09/Hero-Destini-8.jpg" style="width: 1280px; height: 720px;" />

An interesting practical update is the repositioned 2-litre water bottle holder, now conveniently located right below the USB port, which was previously under the seat. While the general storage is adequate, I found the footwell area slightly cramped. My 10.5-size feet fit just right, with no extra space for luggage when using the provided hook.&nbsp;

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/suzuki-avenis-125-vs-tvs-ntorq-125-comparison-111003/">Suzuki Avenis 125 vs TVS Ntorq 125: Comparison</a>

<h2>Hero Destini 125 Xtec First Ride Review: Performance and Handling</h2>

Before diving into its performance, let's cover the mechanical specs. The Destini 125 Xtec is powered by a 125cc single-cylinder air-cooled fuel-injected engine, which produces 9bhp and 10.4Nm of peak torque. In terms of performance, the highlight of the Destini is its usability in the city. The scooter gets off the line calmly but reveals its true potential only beyond the 2,000 – 3000rpm mark, before tapering off again in the upper half of the rev band.

<img alt="Hero Destini 125 Xtec Rear Wheel" src="/uploads/2024/09/Hero-Destini-6.jpg" style="width: 1280px; height: 720px;" />

While it's not exceptional in performance, you will never have any complaints during everyday usage. It has enough pulling power, which becomes evident when you twist the throttle. It may not thrill you in the traditional sense, but it has enough power to overtake slow and medium-speed vehicles.

Also Read:&nbsp;<a href="https://www.autox.com/reviews/bike-reviews/tvs-ntorq-vs-yamaha-ray-zr-125-comparison-108508/">TVS NTorq vs Yamaha Ray ZR 125: Comparison</a>

As for mileage, Hero claims 59km/l, but during our tests&nbsp;in Goa&nbsp;– which involved a mix of small and large roads&nbsp;– the scooter didn't lose even a bar even after an entire day of shooting. My only gripe is that the start-stop system is a bit too eager and switches off the vehicle even before coming to a full halt.

<img alt="Hero Destini 125 Xtec Start Stop Button" src="/uploads/2024/09/Hero-Destini-3.jpg" style="width: 1280px; height: 720px;" />

In terms of handling, the Hero Destini offers a familiar but improved experience. It feels light and agile, making it well-suited for everyday use. Moreover, the increase in alloy wheel size and tyre dimensions has positively impacted handling, comfort, and stability. Thanks to the 12-inch alloys, the Destini seems a tad more sure-footed while attacking corners, and while the outgoing model struggled on bad roads, the 2024 model smooths out road imperfections&nbsp;to a noticeable degree. The larger wheelbase and wider tyres enhance stability and predictability at higher speeds. Overall, the Destini seems well-engineered to handle various road conditions effectively.&nbsp;

<img alt="Hero Destini 125 Xtec Rear" src="/uploads/2024/09/Hero-Destini-1.jpg" style="width: 1280px; height: 720px;" />

<h2>Hero Destini 125 Xtec First Ride Review: Verdict</h2>

With the launch of the new TVS Jupiter and the ever-present competition from the Honda Activa, updates to the Destini were certainly expected. The question, however, is whether Hero has done enough to make the 2024 Destini Xtec stand out from the competition. Well, I'm afraid not. However, that's not to say it doesn't have what it takes to stand toe-to-toe with them. The scooter has a bold new design, ample features, practicality to match its competitors, and enough performance to ensure smooth everyday usability. That said, a comprehensive long-term evaluation will be necessary to determine which scooter is the best in the 110-125cc scooter segment.

Hero Destini 125 Xtec First Ride Review: New Flavour But Same Taste?

Hero has given the Destini 125 a thorough update with improved styling, features and mechanical. The question is, is it now up to the mark to take the fight straight to the Honda Activa? We find out

First off, let’s clear a couple of things – it’s not called the Gorilla, and contrary to popular belief, it’s not a Scrambler either. This is the brand-new Royal Enfield Guerrilla 450 – one that draws inspiration from warfare and not armpit-scratching apes. Additionally, it happens to be a roadster – which, if you are not familiar with motorcycle terminology, is a motorcycle that’s meant to be ridden strictly on the tarmac.

So, we got at least two things straightened out about this new RE. But there is more to uncover. What’s the purpose of the Guerrilla? Where does it fit in RE’s product line-up? Who is the target audience? Why is it not a Scrambler? And, most importantly, does it feel unique in the way it rides and handles? Well, we spent a full day riding the new Guerrilla 450 on some fantastic roads in Catalonia, Spain, to find out.

Also read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-guerrilla-450-launched-in-india-prices-start-at-rs-239-lakh-117782/">Royal Enfield Guerrilla 450 Launched in India</a>

<h2>Himalayan for the Hooligan</h2>

The Guerrilla 450 may share its platform with the <a href="https://www.autox.com/new-bikes/royal-enfield/himalayan-450/">Himalayan 450</a>, but according to RE, it’s not an afterthought. RE told us that the roadster was, in fact, developed parallelly with the ADV. If RE is to be believed, the two motorcycles do not share much in common, except the Sherpa 450cc engine and a few more bits and bolts.

<img alt="Royal Enfield Guerrilla 450 Stand View" src="/uploads/2024/08/Royal-Enfield-Guerrilla-450-Stand-View.jpg" style="width: 1280px; height: 720px;" />

At first glance, the Guerrilla bears no resemblance to the Himalayan. It’s more tightly packaged and features a 70mm shorter wheelbase and a 4-degree steeper rake angle. Also, it’s much lower to the ground – 780mm seat height vs 825mm of the Himalayan – and comes with a shortened trail, along with 61mm less ground clearance (169mm) compared to its ADV counterpart. It even features a different frame – the front section is similar, but the roadster gets a new headstock and a new rear subframe. There are no USD forks here, either – it gets conventional forks featuring retro-styled black fork gators. The bike rolls on smaller 17-inch alloy wheels on both ends. Its chunky set of rubber – 120 / 70 (front) and 160 / 60 (rear) – adds to its beefed-up aesthetics.

The round LED headlamp gives the Guerrilla a quintessential neo-retro look. The tank is smaller (11 litres vs 17 litres), and the rider triangle is more aggressive – the bars are wide and pulled back, while the foot pegs are slightly rear set. Coming to the colour options, there are some funky ones on offer, including Yellow Ribbon – the one you see on these pages. &nbsp;There are three more dual-tone options, namely, the Playa Black, Gold Dip, and Brava Blue, all of which are quite bold and striking. For those who prefer a subtler look, there is the single-tone Smoke Silver, although that’s only offered in the base version, which means that if you opt for this colour, you’ll miss out on the 4-inch fully digital instrument cluster. Instead, you’ll get an analogue dial, like the one offered with the Meteor 350, along with the option to pair it with a tripper navigation pod. In terms of features, you get dual-channel ABS, two riding modes, and a USB Type-C port as standard. There’s no traction control on offer, and the ABS is non-switchable. The quality and fit-and-finish levels are satisfactory, and the bike looks and feels premium.

https://www.youtube.com/watch?v=eCoWKuLvb0k&amp;t=5s

<h2>Hot &amp; Bothered</h2>

We kicked off our ride from the heart of Barcelona and climbed our way through picturesque vineyards in the Catalan countryside, riding on silky-smooth roads surrounded by stunning scenery.

Our 150km ride began at the crack of dawn. As we thumbed the starter on our test Guerrillas, the Sherpa 450cc engine came to life with a familiar growl. &nbsp;However, as soon as we hit the streets, it became evident that RE had tuned this engine differently for the Guerrilla. The throttle response is more urgent, and there’s more poke at low- and mid-range. It's quite snappy.

<img alt="Royal Enfield Guerrilla 450 Engine Close Up" src="/uploads/2024/08/Royal-Enfield-Guerrilla-450-Engine-Close-Up.jpg" style="width: 1280px; height: 720px;" />

While the Himalayan takes its own sweet time to warm up before unleashing the Sherpa’s torque, the Guerrilla seems raring to go right from 2,000 rpm. It’s a bit hot-tempered that way. RE says that this has been done to make the motorcycle better suited for streets, which makes sense.

The engine’s power output and torque remain unchanged, i.e., 39.5bhp and 40Nm. While we didn’t get the chance to push the Guerrilla to its limits, it felt comfortable at triple-digit speeds. Just like the Himalayan, the Guerrilla has its fair share of vibrations, but they become noticeable around 5,000rpm. Below that, it’s quite refined. That said, the engine loves to be revved, and it’s hard to keep it below the vibe zone. The exhaust note is fruity, which encourages you to rev the engine higher than needed.

The bike comes with a 6-speed transmission, along with a slip and assist clutch. The shifts are clean and precise, and the clutch action is light, which is great for city riding. Interestingly, the Guerrilla features a smaller rear sprocket – 45 teeth as opposed to the ADV’s 47 teeth. According to Royal Enfield, it doesn’t make any real difference in the overall gear ratio, as the Guerrilla’s smaller wheel compensates for the difference.

Let’s talk about the most important aspect of the bike – the ride and handling. Now, this is where the Guerrilla sets itself apart, not just from the Himalayan but also from every other <a href="https://www.autox.com/new-bikes/royal-enfield/">RE motorcycle on the market</a>.

<img alt="Royal Enfield Guerrilla 450 Review" src="/uploads/2024/08/Royal-Enfield-Guerrilla-450-Motion.jpg" style="width: 1280px; height: 720px;" />

As I mentioned previously, the Guerrilla is a more compact motorcycle with sharper geometry. This becomes immediately apparent as soon as you start throwing this roadster around bends. The steering is sharper than any RE I have ever ridden and the turn-in is quick. What stands out the most is how planted and confident the front end feels while cornering. It’s a machine with impressively sporty handling – on par with the best in its segment. And when you combine these traits with its torque-rich engine, you’ve got a motorcycle that’s fun to ride in any situation.

As for the ride quality, the Guerrilla’s suspension is tuned to offer a sporty ride, which means that it’s firm. On the spotless Spanish roads, this wasn’t a problem, but I suspect that it can be a bit too stiff for the bumpy and bad roads of our country. Also, while riding through long and sweeping corners, I noticed that the bike felt a bit twitchy and quite reactive to light throttle inputs or mid-corner corrections. While the stock Ceat tyres offer decent performance, I feel a stickier set of rubber with a rounder profile will help boost the rider’s confidence and improve its corner stability.

Also read:&nbsp;<a href="https://www.autox.com/news/bike-news/royal-enfield-guerrilla-450-analogue-dash-flash-variants-explained-which-one-should-you-buy-117802/">Royal Enfield Guerrilla 450 Analogue, Dash, Flash Variants Explained</a>

<h2>Verdict</h2>

According to RE, the Guerrilla sits somewhere between the <a href="https://www.autox.com/new-bikes/triumph/speed-400/">Triumph Speed 400</a> &amp; <a href="https://www.autox.com/new-bikes/ktm/390-duke/">KTM 390 Duke</a>. The rationale is that it’s not as relaxed as the <a href="https://www.autox.com/new-bikes/triumph/">Triumph</a>, yet not as extreme as the <a href="https://www.autox.com/new-bikes/ktm/">KTM</a>. To be fair, that’s exactly how it feels, and its pricing also reflects its middle-ground positioning.

<img alt="Royal Enfield Guerrilla 450 Side Profile " src="/uploads/2024/08/Royal-Enfield-Guerrilla-450-side-profile-dynamic.jpg" style="width: 1280px; height: 720px;" />

My first impressions of Guerrilla are, in fact, quite positive. It’s definitely not a half-baked roadster. Sure, this category isn’t exactly RE’s forte, but it’s quite evident that they have put everything but the kitchen sink into its development. &nbsp;It’s more or less like the <a href="https://www.autox.com/new-bikes/royal-enfield/hunter-350/">Hunter 350</a>, but everything here is more sophisticated and refined, including the riding experience. And, most importantly, like the Hunter or any other RE motorcycle out there, it retains the essence of the Royal Enfield brand. And since this formula has consistently worked for RE offerings, it’s likely to work just as well for the Guerrilla.

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Engine: 452cc / Single-Cylinder

Transmission: 6-Speed

Power: 39.5bhp @ 8,000rpm

Torque: 40Nm @ 5,500rpm

Price: ₹2.39 Lakh – 2.54 Lakh (Ex-Showroom)

X-Factor:&nbsp;A modern, sporty, &amp; stylish roadster infused with classic RE flavours.

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			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			•&nbsp; Styling, Engine Performance, Handling
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			Cons 
			• Firm Ride
			</td>
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Royal Enfield Guerrilla 450 Review: Himalayan for the Streets

The Guerrilla 450 hits the roadster scene with all guns blazing. So, what does it nail, and where does it fall short? We find out…

Bike Reviews