The Google Pixel Buds Pro 2 come encased in a pebble shaped capsule made of high-grade plastic. The case offers two-way charging. The buds have a unique design profile for a snug fit. I am not sure if it’s just my ear profile, but I did have trouble with the fit, especially the sealing for ANC even after trying out the three spare silicone ear tip sizes. The twist-to-adjust stabiliser is a cool touch though and while they ensured the earbuds stay put, my ears did start to hurt after a while. My colleagues liked the fit so maybe it’s a ‘just me’ problem.

The premium experience goes beyond build quality. The warning chimes feel polished while the swipe gestures to increase volume are a nice touch. That said, the Buds app is not available on Apple’s app store. While you can pair and use the buds with an iPhone, you can’t configure the buds, check charge levels, fiddle with the sound settings or find them with an iPhone. That’s quite a big miss as it limits the earbud’s full functionality to only Android users.

The default sound profile is flat with punchy bass resulting in an auditory experience that’s as good as it gets for wireless earbuds and the ANC works well, especially in loud areas like airports. The battery on the buds lasts a day with moderate use with the case lasting close to two-three days. Overall, these are fantastic buds to have if you rock Android phones.

Google Pixel Buds Pro 2 Specifications
Processor: Tensor A1 Audio: Custom-designed 11 mm dynamic speaker driver
Noise cancellation: Active Noise Cancellation with Silent SealTM 2.0, Transparency mode,
Active in-ear pressure relief, Conversation Detection
Battery: 12 hours (eight hours with ANC)
Price: ₹22,900 | store.google.com

The post Google Pixel Buds Pro 2 Review first appeared on Turbocharged.

The Crossfire 500 XC is the more adventurous scrambler version in the lineup and comes dressed for trail riding. It looks unique thanks to the boxy fuel tank and flat seat. The 500 XC manages to stand apart with its functional yet aesthetic design updates like the well-integrated headlamp cover and visor, adjustable levers, metal sump guard, and tank grips etched with the Union Jack.

We also liked the attention to detail evident in the headlamp LED DRLs which display the four directions and the handlebar grips that have the name Brixton on them. It makes the Crossfire 500 feel a lot more premium than its engine capacity would suggest. That said there are places where it misses the plot. Like the switchgear which, while robust, feels dated.

The Crossfire comes with important kit like tubeless spoke wheels and adjustable suspension which should be useful in the rough stuff. Other de-facto features include all-LED lighting and a tiny inverted LCD display which, despite its size, shows relevant information clearly on the go. It does not get ride-by-wire or ride modes which we think is a miss.

Power comes from a 486cc parallel-twin motor that delivers 48PS and 43Nm. More impressive is the 195kg weight that’s low for a parallel twin adventure motorcycle. For context, the Honda NX500 weighs 196kg. The motor is an enthusiastic one that offers an energetic midrange performance. Given our limited time with the motorcycle, we cannot comment on the tractability. That said, the throttle response at low revs isn’t as smooth as the competition though once you get revs past 2,000rpm, the power delivery smoothens out. It also misses out on traction control but given the linear performance, we do not think that will be an issue.

The Crossfire is an accessible motorcycle despite its tall 835mm seat, thanks to it being narrow at the front. The upright riding position coupled with the high-set handlebar should make it comfortable even during stand-up riding. It gets premium suspension, tyre and brake kit in the form of fully adjustable KYB upside-down forks, semi-adjustable monoshock, 19-inch front and 17-inch rear Pirelli Scorpion Rally STR tyres, and J. Juan brakes. The suspension travel is better than its closest competitor, the Royal Enfield Bear 650, but not really suited for hardcore offroading.

Our test motorcycle ran a firm setup but given our limited ride, it remains to be seen how much you can fine-tune the suspension for off-road use. What we found out was that the Crossfire is an enthusiastic handler with an eager front end despite running a larger 19-inch front wheel. It brakes well too, the 320mm front and 240mm rear disc offer a linear but strong bite. It however misses out on switchable ABS which is surprising as its ADV cousin, the Crossfire 500 Storr gets it. The Crossfire 500 XC feels nimble for a 500cc parallel-twin scrambler and that should make it accessible to most riders.

The Brixton Crossfire 500 XC is priced at Rs 5.19 lakh ex-showroom, placing it in the middle of the 650cc adventure motorcycle segment. However, its main competitor will be the recently launched Royal Enfield Bear 650 which, like the bikemaker’s other 650cc motorcycles, is a segment disruptor owing to the low pricing (Rs 3.40 lakh in this case). Sure, the Crossfire is 21kg lighter and has better kit, but the Bear’s pricing and overall brand acceptance are hard to beat. That said, the Brixton Crossfire’s USP is its niche positioning. Will it succeed? Only time and the Indian customer can tell.

The post Brixton Crossfire 500 XC: First Ride Review first appeared on Turbocharged.

That is my take on the VLF Tennis electric scooter. An authentic Italian scooter with EV sensibilities brought to India by Kolhapur-based automotive brand Motohaus. From the looks of it, the VLF Tennis is as Italian as pizza. However, does it have the practicality to survive the tough Indian landscape and even tougher Indian customers?

When it comes to automotive design, you gotta hand it over to the Italians. The VLF has those quintessential design lines and proportions. A slim apron, sharp headlamp, swooping tail, floating seat. It does remind me of the Lambretta, especially with the long front fender, square headlamp, and longish side panels – an ode to the iconic scooter perhaps? Then there are the little bits, like the LED DLRs that surround exposed LED projector bulbs, the floating instrument console that looks like a glass slab, or the unique industrial-looking grab rail.

The Tennis feels like a concept electric scooter come to life. Its concept-like styling does bring forth one issue though – its tiny seat. The seat length might be fine for slim Italians but not for two average Indian individuals. That said, the seat is plenty wide and at 780mm accommodating for average-height riders as well. The battery pack too takes up significant underseat storage space which, given the scooter’s compact dimensions, isn’t that much to begin with.

Features-wise, VLF have kept it simple. The switchgear is straightforward and easy to use and the 5-inch colour-TFT instrument console has a clean and premium-looking layout. It is easy to read but could do with a brighter screen. A cool feature is the start switch that hides a slot for the key. It gets all-LED lighting, Bluetooth connectivity, three riding modes and a removable battery but that is about it.

Overseas, the Tennis is available with two electric motor configurations but in India, we get the smaller 1.5kW motor configuration which delivers a peak power of 2.1kW. Performance is enthusiastic though, which can partly be attributed to the scooter’s 88kg weight which makes it one of the lightest electric scooters around. While top speed is capped at 65kmph, the scooter feels energetic up to 40kmph. It gets three ride modes – Eco, Comfort and Sport. While Sport mode is the most enthusiastic, Comfort mode is not that far behind with the tradeoff being a slight reduction in top speed.

It gets a 2.5kW removable battery pack which helps offer a claimed range of around 130km. There is no fast charging on offer though the claimed charging time is just three hours. The charger is inconveniently placed under the seat in a narrow slot between the seat hinge and battery pack and accessing it will require navigating around the battery cable. Why not have it somewhere on the external bodywork where it is easily accessible? While the performance is fine, I do wish for more and hope the Tennis with the larger 4kW motor is launched here as the handling surely can back it up.

The handling is another big draw for the electric scooter. The compact dimensions along with some clever engineering mean this is one fun scooter to ride. The Tennis sits on a tubular frame with telescopic forks and a cantilever-style monoshock besides 12-inch wheels shod with 100-section front and 110-section rear tyres. The suspension is on the firmer side and aids the scooter’s sporty handling. It is quite flickable and should be a hoot to ride in city traffic. For braking, it gets disc brakes on both ends.

Tennis’s appeal lies in its cool design and niche positioning. However, unlike other stratospherically priced niche electric scooters, at Rs 1.30 lakh ex-showroom, this one is quite attainable. Sure, there is room for improvement like more performance and a longer seat. Will it find takers? Only time can tell. But if the Aprilia SR series of scooters could garner a following, why not this? The bottom line is, if you are in the market for a fun electric scooter, the VLF Tennis is your most affordable ticket to exclusivity and individualism.

The post VLF Tennis: First Ride Review first appeared on Turbocharged.

The British carmaker recently launched the third-generation Countryman in India that too in EV guise. Brought in via the CBU route, the mid-size SUV is priced bang in the middle of other sizeable EV competitors like the BMW iX1, Hyundai Ioniq5, Mercedes-Benz EQA and both the Volvo XC40 Recharge and C40 Recharge. While the Mini Countryman Electric does have the upper hand in individualism here, does the EV powertrain enhance the niche SUV’s practicality or take away from it?

Despite moving away from the traditional ICE powertrain the Countryman Electric is still instantly recognisable as a Mini. Dimension-wise it has grown and now makes the Mini nomenclature feel like an oxymoron, being larger than the Hyundai Creta. For 2024, the Countryman gets a complete redesign with a new face that’s less conspicuous and more leaning towards an urban look.

There is a hint of ruggedness in the design owing to the optional 19-inch wheels (17-inch as standard), front and rear skid plates and black cladding all around. British influence can be seen in the LED tail lamp that lights up in the shape of the Union Jack. What’s more interesting is the use of copper accents instead of traditional chrome or brushed silver, which make it look more niche and premium.

It’s even more impressive on the inside with a cabin that not only stands apart from the competition but, in my opinion, is the coolest one of the lot. The dashboard is wrapped in a recycled knitted blue fabric that changes to brown on the door pads. The interiors too get copper accents along with unique touches like vertical door handles, slim AC vents with integrated metal knobs to control and direct airflow, a fabric third spoke on the steering wheel, a stacked centre console and a cute-looking storage box between the front seats.

Of course, Mini-specific bits are retained, like the toggle switches for the gear and mode selectors and the circular 9.4-inch colour OLED touchscreen centre console. It highly impresses with its brightness and sharp display besides having eight unique themes (called moods) and cool animations. Other features include a panoramic sunroof, wireless smartphone charging, wireless Apple CarPlay and Android Auto and a crisp-sounding Harman Kardon audio setup. A fresh feature that the kids will love is the personal digital assistant, an animated dog called Spike and an app called ‘Let’s Celebrate’ which is a short, animated video featuring Spike and showing different facets of the Mini.
Kids aside, parents will appreciate the space inside. There is plenty of headroom, knee room and shoulder room for five personnel. It gets lots of storage inside the cabin besides which the boot is large too, offering 460-litres of space. Surprisingly though, there is no frunk as the space is taken up by the electric motor upfront.

The Countryman Electric shares its EV platform with the BMW iX1. However, unlike the iX1’s dual-motor AWD layout, it gets a single-motor front-wheel-drive layout. Mini does offer a dual-motor setup for the Countryman Electric abroad. Power outputs are a modest-for-its-segment 204PS and 250Nm. Claimed 0-100kmph acceleration time is 8.6 seconds while top speed is 170kmph. The Countryman Electric is quick where it matters though — at city speeds, thanks to instantaneous torque at idling speeds which makes traffic getaways swift and effortless. You can control regen levels too, via the paddles on the steering wheel.

Of course, it’s foolhardy to expect aural pleasure from an electric vehicle but the Countryman Electric gets synthesized sounds replete with pops and bangs which make the drive experience all the more lively. While it is not as powerful as its competitors, the Countryman Electric is fairly quick, just not as quick as a JCW. Is it as fun to drive as a Mini? Yes, it is!

It handles like a Mini too. It features a lively front end complemented by a quick and communicative steering wheel. The Countryman handles like a Mini should, like a go-kart albeit an oversized one. While the ride quality is on the firmer side, it retains the sophistication of a luxury SUV and keeps you insulated from road judders. It also has ample ground clearance to scale the worst of our speed breakers without scraping – the small joys of platform sharing.

Another benefit of platform sharing is the range. It gets a larger 66.5kWh battery pack. Also, unlike the BMW iX1, the Mini runs a single-motor setup which further extends the claimed WLTP range of 462km. You can realistically expect a range of around 420km. Besides supporting home charging, the Countryman EV supports DC charging up to 130kW which allows for a 10 to 80 percent charging time of just 28 minutes.

The Mini Countryman Electric comes to India via the CBU route yet it’s quite well-priced at `54.90 lakh onwards ex-showroom. However, while it is practical, most of the competition offers more value in terms of space, comfort and performance. What sets the Mini apart is emotional value. It endears itself to you and goes beyond being a mere mode of transportation. It is for people who love alternative bands, the idea of standing apart from the (elite) crowd. As a brand the Mini has this rare ability to combine luxury with emotions, to tug at your heartstrings and the Countryman EV does too.

The post Mini Countryman Electric: First Drive Review first appeared on Turbocharged.

Styling and dimensions:
The Kylaq is the third SUV in Skoda India’s portfolio and as such, has the distinctive design language that’s seen in the Kushaq and Kodiaq. It gets a clean design with a bold imposing front end that’s dominated by a familiar yet slimmer grille. It features a different headlamp assembly than the Kushaq which has a vertically stacked setup with the headlamp positioned above and the fog lamp/cornering lamp positioned below. The Kylaq gets a more compact setup with a DRL strip positioned above the headlamp assembly that has the fog lamp/cornering lamp stacked together. The bumpers feature a two-tone finish with a spoiler lip positioned at the bottom. It gets thick cladding on the sides which with the chunky 17-inch machine-cut alloys offer a butch look. The tail lamps are all-new and are connected with a black plastic strip carrying the new Skoda lettermark logo, the first Skoda in India to do so.

The Kylaq sits on the same MQB-A0-IN platform that underpins the larger Kushaq (and Slavia). It is quite compact compared to the Kushaq, its 3,995mm length sitting just below the sub-4 metre mark and being 230mm shorter than its SUV sibling. The wheelbase (2,566mm) though is just 85mm shorter than the Kushaq, ensuring there’s not much compromise on cabin space. The cabin has ample space for both rows and while the rear passengers have ample knee room, placing three passengers on the rear seat is going to be a squeeze. In terms of storage, it gets a bottle holder for each door, a cooled glovebox, cup holders and a storage space with a wireless charging pad fore of the gear lever.

The boot space, at 446 litres, is the largest in the sub-compact SUV segment. The back of the rear seat has a clever slot to hold the rear parcel shelf which helps maximise boot space. Overall, the Kylaq looks larger than its dimensions suggest and feels as premium as the rest of the Skoda lineup.

Interior and features:
The cabin feels familiar with a dashboard layout, touch-screen climate control and two-spoke steering wheel similar to the Kushaq. The dash though gets a unique bamboo-infused fabric finish. The seats get leatherette covers while the driver and co-driver seats both get six-way height adjustment and ventilation as well.

It shares a host of features with the Kushaq, like the 8-inch digital instrument console and 10-inch touchscreen infotainment system which runs an updated operating system. It gets features such as keyless entry, wireless charging, ambient lighting, sunroof, wireless Apple CarPlay and Android Auto and more.

In terms of safety, the Kylaq gets more than 25 safety features on the lower variants and up to 35 features on the top models. It gets six airbags, ABS, EBD, ESP and an electronic differential besides safety features shared with the Kushaq, like multi-collision braking and disc brake wiping. Given that the Kylaq also sits on Skoda’s advanced MQB-A0-IN platform, Skoda is confident that the Kylaq should score a full five stars in GNCAP and Bharat NCAP safety tests.

Powertrain and underpinnings:
The Kylaq will be offered only with the 1.0-litre TSI petrol powertrains also seen in the Kushaq and Slavia. The 999cc mill offers 115PS and 178Nm which makes the Kylaq one of the most powerful SUVs in its class while also being the quickest given a claimed 0-100kmph acceleration time of 10.5 seconds.
Besides sharing its platform, the Kylaq also shares its suspension setup with the Kushaq. It runs a comparably softer state of tune which should offer a more absorbent ride. In terms of braking, the Kylaq gets front discs and rear drum brakes setup.

Pricing and rivals:
While Skoda has not received the entire price list for the Kylaq, prices for the sub-compact SUV will start at Rs 7.89 lakh ex-showroom. While that’s closer to the higher end of the sub-compact SUV pricing spectrum, it undercuts sub-compact SUVs such as the Kia Sonet, Hyundai Venue and Tata Nexon. The Skoda Kylaq will go up against the Mahindra 3XO, Maruti Suzuki Brezza, Nissan Magnite and Renault Kiger as well.

It looks like Skoda has researched the sub-compact market well and has quite a strong product with the Kylaq. The Kylaq plays on Skoda’s strengths like tough build quality, premium feel and features and powerful engines while also coming at a competitive price point. Skoda’s new sub-compact SUV looks set to be a gamechanger for the Czech carmaker and help it reach its vision to be a European bestseller.

The post Skoda Kylaq: First Look Review first appeared on Turbocharged.

When it comes to styling, family scooters prefer to be conservative or in the case of electric family scooters, moderately conservative. The Ampere Nexus sticks with convention, with its clean lines and large body panels. Underneath though, is clever engineering in the form of vents where air is channeled from behind the front wheel through the bodywork before exiting through vents below the tail lamp. This airflow helps cool the battery and motor. No gimmicks here. Just plain ol’ engineering. It gets a premium-looking LED headlamp with LED DRLs, and flush-fitting LED turn indicators on the front apron.

The Nexus focuses on space management. It gets a 712mm long seat that is one of the largest in its class besides being accessible with its low 765mm height. While it has a large 235mm floorboard that can hold a gas cylinder, we wished for more underseat storage space – while the 24-litre storage bin is deep, it could do with more width. It also has a bottle holder on the front apron.

We liked the flush-fitting pillion footpegs that are easy to open, and close with a satisfying click. Quality-wise, the Nexus impresses with its fit and finish levels and paint job but the quality of plastics in some places could be better. For example, the plastic flap covering the charging port and retractable storage hook on the front apron feels flimsy to operate.

While the Nexus does not break new ground in terms of features, it comes with important ones like all-LED lighting and a 7-inch colour TFT instrument console. The console has a clean layout with responsive touch input. The screen offers Bluetooth and Wifi connectivity with the Ampere app enabling turn-by-turn navigation and music controls from the switchgear. The Piano-styled switchgear though isn’t as intuitive and takes time to figure out, especially on the go.

Power comes from a 4kW mid-mounted electric motor that sends power to the rear wheel via a belt drive. The scooter is powerful enough to keep you entertained but more importantly, with 16 degrees of gradeability, it can climb up most inclines you’d encounter in the city, with a full load. The Nexus gets three riding modes – Eco, City and Power – besides Limp Home and reverse modes. Performance is brisk in City and Power mode with the scooter accelerating quickly to 40kmph with performance tapering off only post 60kmph. Claimed top speed is 93kmph which is quite good for a family electric scooter.

It gets a 3kWh Lithium Iron Phosphate battery that is claimed to be 1.3 times safer than conventional Lithium Ion battery packs besides being denser as well. Claimed range is 136km and we managed to eke out 100km while mostly riding in City and Power modes. Claimed charging time of 3.3 hours is impressive as well.

The Ampere Nexus gets a robust frame that claims to be four times stronger than its competitors. It gets robust suspension components as well, consisting of telescopic forks and dual shock absorbers. While the 12-inch wheels help tackle potholes and speed breakers, the suspension is a tad soft for our liking. It does feel top-heavy as well but is easy to ride.

The 7-inch TFT instrument console is bright and responsive

Charging time is impressive with a full charge taking less than 3.5 hours

The 24-litre boot space is deep but could do with a wider layout

LED tail lamp looks premium, especially with the transparent plastic cover

Front disc brake offers good bite while the 12-inch wheels help improve ride quality

The Ampere Nexus is available at an introductory price of ₹1.1 lakh for the EX variant and ₹1.2 lakh for the ST variant (both prices ex-showroom). These prices are on par with the lower variants of its competitors which makes the Ampere Nexus come across as a no-nonsense, value-for-money scooter. It does have its rough edges which once ironed out, will make the Ampere Nexus a hard-to-beat family scooter.

The post Ampere Nexus first appeared on Turbocharged.

Most of that improvement is concentrated on the design. While the cosmetic updates on the Magnite might seem subtle, they do elevate the the SUV’s appearance. The grille features a black piano surround and the bumper gets a new, muscular fog lamp housing. The headlamps feature a new LED DRL signature. Interestingly the L-shaped LED DRLs on the bumper have been retained. The updates to the sides and rear are limited to new 16-inch machine-cut alloy wheels and new 3D LED tail lamp inserts which look cool. The Magnite also gets a new Sunrise Copper Orange paintjob which goes well with the updated design. Overall the Magnite looks more premium and larger than before.
Inside too the updates are minimal but help up the premium quotient. The dashboard and door pads feature a dual-tone finish while the previous silver finish on the steering wheel and gear knob surround has made way for a glossy black trim. The seats too get dual-tone leatherette covers which amp up the sporty appeal while the cushioning has been improved with better bolstering and are quite comfortable.

The digital instrument console gets a new, more understated background which is a welcome change. That said, Nissan did miss out on an opportunity to revamp its infotainment system interface which looks dated. In terms of features, the Magnite now gets four-colour ambient lighting, remote key start, automatic headlamps, auto-dimming IRVMs and type-C ports for rear passengers. This in addition to the existing 8-inch touchscreen infotainment system, 360-degree camera, wireless charging, wireless Apple Car Play and Android Auto and a 3D music system by ARKAMYS. A useful feature is the Plasma Cluster ioniser that filters the cabin air and claims to reduce the Air Quality Index from 400 to 30 in just 20 minutes. Interestingly, the Magnite still misses out on a sunroof, a hot item in most car buyers’ lists. In terms of safety, the Magnite now gets six airbags as standard besides three-point seatbelts for both rows of seats, traction control, tyre pressure monitor, hill start assist and more. Overall the Magnite is quite the feature-loaded SUV.

The Magnite continues to feature two powertrain options — a 1.0-litre naturally aspirated and a turbo-petrol motor. Of the two, it is the turbo petrol motor paired with the CVT that we are driving here. The three-cylinder engine puts out 100PS and 152Nm and impresses with its performance and refinement. The CVT gearbox is quite impressive with none of the ‘rubber band’ effect at low speeds making it quite responsive to drive in the city. This engine and gearbox combo is our powertrain pick for the Magnite.

Prices for the Nissan Magnite start at ₹8.99 lakh ex-showroom going up to ₹11.50 lakh for this top-spec Tekna+ Turbo CVT we are driving. These prices are just a nominal hike from the previous Magnite models and make the SUV an even sweeter deal than before. While the 2024 Nissan Magnite features a mild facelift, it really elevates the compact SUV’s premiumness both inside and out, bolstering its aspirational value and adding an additional layer to its VFM quotient.

The post 2024 Nissan Magnite: First Drive Review first appeared on Turbocharged.

Back to trends, currently, the premium 125cc motorcycle segment is hot news with an upward trajectory in sales with motorcycles like the TVS Raider and Hero Xtreme 125R leading the way. Bajaj has not one but two contenders here — the Pulsar 125 and Pulsar NS125. There is now a third one – the Pulsar N125, a motorcycle that not only offers a balance between the Pulsar 125 and the NS 125 but also charts a different course, towards premiumness.

The different path applies to the design as well. Unlike its other two siblings, the Pulsar N125 is a completely new, built-from-the-ground-up motorcycle that looks unlike any other Pulsar before. It gets an all-new headlamp that looks striking, besides large fuel tank shrouds. This is a narrow motorcycle and Bajaj has done a good job of masking the lack of bulk with curvy bodywork. So, you get a motorcycle that’s easy to ride and looks much larger than its dimensions suggest. Win-win!

The design gets clever touches as well, like vents on the front fender that direct airflow to the air-cooled engine for efficient cooling or the fork shrouds that hide the spindly-looking 30mm fork tubes. The dual-tone black and purple paintjob is a neat touch as well and helps make the N125 look premium. Overall, the N125 prefers to look premium rather than sporty.

Interestingly, the N125 is not as well equipped as the Raider or Xtreme 125R. It gets a simple LCD display that misses out on a tachometer and gear position indicator. However, it gets Bluetooth connectivity and impresses with its simple layout and large, legible fonts. Other features include LED headlamp and tail lamps and an Integrated Starter Generator for silent starts, which is a nice touch.

The Pulsar N125 is powered by a new 124.58cc air-cooled motor that delivers 12PS and 11Nm making it the most powerful motorcycle in the segment. The motor offers a linear power delivery with most of the performance concentrated towards the top end of the rev band. It is quick as well, aided by a low kerb weight of 125kg (that’s 19kg less than the Pulsar NS125). Bajaj claims the N125 can accelerate to 60kmph in seconds and hit a top speed of 97kmph. The N125 effortlessly gets up to speeds of 80kmph and feels quick to ride in city traffic. It is quite tractable as well, you can easily ride it in high gears around the city. Bajaj Auto claims an overall fuel efficiency of 60kmpl which with the 9.5-litre fuel tank should offer a theoretical range of 570km.

The motor’s refinement is among the best in the segment with negligible vibes at high revs. It sounds good too, with an understated bassy exhaust note that doesn’t get overwhelming. Another highlight is the light clutch action which makes the N125 quite an effortless motorcycle to ride in traffic. The 5-speed gearbox too offers positive shifts though the first gear is a tad shorter than I’d have liked.

The N125 is a narrow motorcycle with a low 795mm seat so it’s quite accessible for shorter riders. While taller riders might find issue with the seat being set low, they’ll appreciate the freedom to move about thanks to the ample kneeroom. The riding position is upright and fairly commuterish, with ample seat space for the pillion.

The N125 impresses with its nimble handling. It’s quite easy to flick around in traffic and feels surefooted while at it. Bajaj has done a good job of making the motorcycle feel stable and lightfooted at the same time, even more so when you factor in the plush ride quality. The N125 simply absorbs road undulations without bothering the rider or pillion. Interestingly, while the N125 gets a front disc as standard, it misses out on single-channel ABS. That said, the brakes work well, offering a progressive but strong bite.

The Bajaj Pulsar N125 is available in two variants — the base variant being priced at ₹ 94,707 and the top-spec one at ₹ 98,707 (both prices, ex-showroom). The N125 slightly undercuts its main rivals — the Raider and Xtreme 125R and takes a path different than its rival’s sporty ways. It offers a no-nonsense, premium ride experience, just like the Honda Shine did when it was first introduced. Will the Pulsar 125 succeed? The odds surely seem to be in its favour!

The post Bajaj Pulsar N125: First Ride Review first appeared on Turbocharged.

I really like the dual tone colour theme with the neutral shade that makes the scooter feel premium and youthful. The headlamp offers a good spread but could be brighter. It’s plenty enough for city riding though. It’s the small things that make the Ather Rizta special. It has a large underseat storage space which is fantastic but what makes it special is the storage bag that lines the boot space and you can fill the boot with stuff and simply pick up the bag to carry it home, no need to transfer stuff to another bag. The flexible bag on the front apron is another special touch. It expands quite a bit and gets waterproof zippers to ensure stuff stored inside remains dry. There is also a small pocket in front of the underseat storage to store your phone or cleaning cloth. Ather designers have really thought the storage solutions through on this.

It is a quick scooter as well — for a family scooter that is. The two Zip and Smart Eco modes are easy to toggle between on the go. The Zip mode is quick enough for most situations, even with pillion riding, and easily reaches a top speed of 80kmph. It does sap the range quite a bit. While the Smart Eco is another alternative for a more economical drive, I found it to be neither here nor there — it does not impress in performance or economy. Rather why not simply have a separate City and Eco mode and let the customer choose?

While Ather claims a range of 125km, so far I have managed to eke out upto 100km with 20 percent riding done in Zip mode and 80 percent in Smart Eco mode. The regen works well and the Magic Twist is a cool feature where twisting the throttle the other way engages battery regen.
Like the 450, the Rizta impresses with its tech-packed features as well. The TFT display is not a touchscreen unit, but is easy to navigate via a four way joystick. It easily connects to the Ather app and offers information on your phone about the scooter’s charge status and location. Overall, the Rizta feels like a complete family scooter.

The post Ather Rizta: Long Term Update first appeared on Turbocharged.

The crown jewel of NATRAX is its 11.3km high speed track, the longest in Asia and fifth largest track in the world. It’s the perfect place to test out the Levitas Ultra’s high-speed manners. Our test car for the day was a BMW 5 Series shod with the new Levitas tyres. Before we begin, let me put this out. The tyres are W-rated (upto 270kmph) and Y-rated (upto 300kmph), these are speeds above what most luxury cars and SUVs sold in India are capable of. Sitting at 240kmph in the BMW, the first thing that strikes you is the minimal tyre noise. I have driven on this track at above 200kmph before and at those speeds, the wind and tyre noise are the highest. The Levitas Ultra’s tread pattern features a noise-cancelling pitch sequence, which claims to minimise tyre noise at all speeds. It does work and leads to a calm driving experience even at above 200kmph. Another highlight is the car’s stability at those speeds enhanced by the grippy tyres. These tyres offer maximum contact patch as well which improves traction, thus enhancing stability.

The improved traction helps during emergency braking as well, as we found out on the braking pad. While the tyres stopped without drama in the dry, braking on the soaking wet track turned out to be a more impressive experience. The AI-optimised grooves on the tyres are designed to prevent aquaplaning and offer exceptional grip in the wet. Braking from over 120kmph the car remained stable and came to a complete stop in a short distance.

The dynamic tack brought forth the effect of the tyres on cornering grip and steering feedback. We ran the Moose test and slalom course and found the steering to react quicker and with better feedback. The Moose test track is designed to emulate an obstruction suddenly appearing in front and you having to manoeuvre around it without losing control. The Audi A6 is a heavy car but responded precisely to steering inputs as we weaved around the cones at speed. The cornering grip offered by the tyres ensured the car was stable and we were in control at all times.

Besides its grip and feedback, I was impressed with the comfort offered by the tyres. Despite running a low profile, these seem to offer a layer of cushioning beyond the suspension. They should work well on our road conditions. They are also 5-star rated for fuel savings. The tyres are made of high-grade MFX polymer as well, ensuring durability and longevity on our roads.

The JK Tyre Levitas Ultra is available in sizes ranging from 16-inches to 20-inches with plans to expand to up to 22-inches. These tyres are already on sale with prices starting at around ₹9,000, going upto ₹18,000, making them extremely accessible alternatives to foreign-brand tyres. Overall, the new JK Tyre Levitas Ultra tyres not only perform on par with international brands but also cost a lot less making them fantastic VFM offerings.

The post JK Tyres Levitas Ultra tyres: Track Test first appeared on Turbocharged.