Yamaha’s entry into the electric scooter space in India comes in the form of the EC-06, and it takes a rather practical yet premium approach. Built in collaboration with Bengaluru-based startup River, the EC-06 is positioned as a serious everyday commuter with a strong focus on usability, range and comfort.

In terms of design, the EC-06 leans towards a clean and purposeful aesthetic rather than trying too hard to stand out. It carries a distinct Yamaha identity, but with a more subtle approach compared to something like the Aerox. The styling is neat, with well-integrated panels and a balanced stance. The overall fit and finish, along with the proportions, give it a premium feel. It’s a scooter that looks modern and functional, which should appeal to buyers looking for something subtle yet well put together.

Powering the EC-06 is a 4kWh battery pack paired with an IPMSM motor that produces 6.7kW of peak power and 26Nm of torque. Yamaha claims an IDC range of 169km, which puts it among the more usable electric scooters for daily commuting. Charging times stand at 8 hours for 0–80 per cent and 10 hours for a full charge. The top speed is rated at 79 kmph, which feels adequate for most urban scenarios.

Feature-wise, the EC-06 comes equipped with LED lighting, multiple riding modes (Eco, Standard and Power), LCD instrument cluster and connectivity via the Y-Connect app. It also gets practical touches like 24.5 litres of underseat storage and a good build quality with IP67-rated motor and battery protection, making it suitable for varied urban conditions.

In terms of hardware, the EC-06 rides on 14-inch wheels with 110/80 front and 120/70 rear tyres. Suspension duties are handled by telescopic front forks and twin rear shocks.Braking is managed by 200mm discs at both ends, supported by a unified braking system. While the setup performs well, one would expect at least single-channel ABS at its price point of ₹1.68 lakh (ex-showroom).

On the road, the EC-06 feels easy and approachable. Eco mode is best suited for extracting maximum range, keeping performance in check, while switching to Power mode livens things up. The scooter feels quick enough for city use and makes everyday riding engaging without being overwhelming. The suspension setup does a good job of soaking up regular road undulations and remains composed even when ridden a bit enthusiastically. 

Comfort is another strong point. The seat is wide and accommodating, making longer commutes less tiring. The riding ergonomics are neutral and practical, well with its purpose as a daily commuter. Braking performance is good, although, as mentioned earlier, the absence of ABS is something buyers in this segment might want to have.

So, where does the EC-06 stand? It positions itself as a premium electric scooter built for serious, everyday commuting. It may not be the most performance-focused offering, but it delivers where it matters – range, comfort and usability. In terms of competition, it goes up against rivals like the Ather 450X, Ola S1 Pro and TVS iQube ST, all of which offer a similar mix of performance and practicality in the premium electric scooter segment. Overall, the EC-06 feels like a well-rounded package for those looking to transition to electric without compromising on everyday usability. 

The post 2026 Yamaha EC-06 – First Ride Review first appeared on Turbocharged.

The design is largely the same as the previous Orbiter (now renamed Orbiter V2), with an 845mm flat-foam seat, a 290mm straight-line footboard, and 34-litre underseat storage. With an ample amount of space and a comfortable riding posture, the TVS Orbiter aims to be a good daily commuter.

In terms of features, TVS has carried over most of them from the Orbiter V2 to the Orbiter V1, like the coloured LCD cluster with turn-by-turn navigation, incoming call display, and personalised alerts, safety alerts, anti-theft, and geo-fencing. It also gets connected app features, OTA updates, hill-hold, cruise control, and parking assist. Dual ride modes are also available: Eco and Power, with regenerative braking for improved efficiency. Customers who prefer TVS Orbiter V1 without BaaS can purchase it at ₹84,500 ex-showroom, making it ₹15,000 more affordable than the Orbiter V2.

TVS has introduced Battery as a Service across its EV portfolio to reduce the upfront cost of ownership. Now the range starts with ₹49,000 with BaaS for the Orbiter V1. Monthly plans for the service start at ₹862 per month with an extended warranty of up to five years/70,000 kilometres. TVS offers unlimited usage throughout the BaaS tenure of choice.

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Under the plan, VinFast will be speeding up its global e-scooter expansion, focusing on the initial key markets as these countries have exhibited a strong demand for urban mobility, demographics and an increasing demand for sustainable mobility.

On the product front, VinFast plans to introduce battery-swappable e-scooters , some of which include the VinFast Flazz, VinFast Evo, VinFast Feliz II and VinFast Viper, along with additional models in the course of time. Each product will be adapted to local usage conditions and consumer preferences of the local market.

VinFast targets to achieve over hundreds of retail outlets in these markets by 2027, with the expansion designed to be flexible and operationally efficient, including dealer networks, workshops and financial solutions. VinFast will also collaborate with V-Green (VinFast’s charging infrastructure arm) to expand charging and battery swapping stations.

The post VinFast Announces Global Expansion Strategy for Electric Scooters first appeared on Turbocharged.

Electric two-wheelers offer the ease of use, while helping you save money in the long run when compared to fuel-costs. In our country two-wheeled EVs are quite popular right now and you are going to see at least a few whenever you go out of your house these days. Bengaluru based Numeros Motors is poised to capitalise on this by launching its second electric two-wheeler offering, the n-first, and we have ridden it to find out more about it.

At first glance, the Numeros n-first comes across as a slim and unintimidating scooter, something that instantly puts new riders at ease. Its sleek profile makes it easy to handle, and the light kerb weight of 112kg (117kg for the top n-first i-max+ variant we rode) adds to the friendly nature.

Up front, it gets a neat round LED headlamp. LEDs continue with turn indicators, and even LED tail lamp. The front apron has two vents on either side, giving it a bit of character. The flat and spacious footboard lets you adjust your footing comfortably, while the colourful side panels contrast nicely with the black bodywork. The ‘n’ logo on both sides breaks the monotony, making it look interesting.

The split seat feels wide and supportive, and the rear section features an integrated grab rail made of steel tubing, practical for tying down luggage if needed. The overall design does seem to draw some inspiration from the TVS XL100, though of course, this one’s fully electric. The small LCD display is simple and easy to read, and there’s even a smartphone holder placed just below the dash, though it only supports horizontal mounting. Additionally, Numeros has added a small combination lock on the grab rail which can come in handy, should you decide to lock any of your belongings.

One of the standout features of the Numeros n-first is its 16-inch alloy wheels, suspended by telescopic forks at the front and twin shock absorbers at the rear with preload adjustability. The underseat storage is occupied by the removable battery pack, while the mid-mounted motor drives the rear wheel through a chain final drive. Braking duties are handled by drum brakes with a combined braking system for added safety.

The scooter is offered with two battery options – a 2.5kWh pack on the lower variants and a larger 3kWh pack on the n-first i-max+. Numeros claims a range of 91km and 109km respectively. Power output stands at 1.8kW and 2.5kW depending on the variant, with torque rated at 34Nm across the board. Capped top speed varies between 55kmph and 70kmph depending on the trim you select. The supplied 480W charger takes around six hours to charge the smaller battery, while the bigger one takes a couple of hours more. Fit and finish levels are satisfactory with some rough edges here and there but that is would be nitpicking, considering the price—more on this later.

As soon as you swing your leg over the n-first, the ergonomics feel natural and upright with the hands not having to stretch too far to reach the handlebars. You are seated comfortably, courtesy the wide seats which are fairly plush.  The switchgear is well within your reach too. The top variant comes with an additional Sport riding mode, apart from the Normal and Eco modes which are present on the lower variants. Normal and Eco mode, (which can be toggled with a dedicated mode button on the right switch cube) , as you would expect, tones down the response in favor of conserving the battery, however we kept it on the Sport mode from the start and enjoyed the quick acceleration of the electric powertrain. The handling is neutral, thanks to the 16-inch wheels and a wheelbase of 1,341mm makes direction changes very easy. The generous turning radius means you can navigate tight turns with ease. The slim profile adds to its skills of negotiating city traffic. We rode the n-first in Bengaluru, a city which has gained quite a reputation for its infamous traffic. Keeping up with respectable speeds in the city is easy and you will find yourself doing 40-50kmph easily. Braking is adequate from the drum brakes, and with the CBS in place, it feels reasonably confident. Last but not least, the tyres, which are on the slimmer side, did not disappoint and there is enough grip in the dry. Upon releasing the throttle, the Regen sign lights up which should help you add some range back, However, in the Sport mode, the battery seems to drop rather quickly, but we feel it should deliver a day’s worth of charge nonetheless. 

Coming to the ride quality, the suspension is set up to deliver a comfortable ride though bumps, potholes, and undulations that you encounter in the city. But, fret not because the suspension holds up well even with a pillion, ensuring comfort for both. The 159mm ground clearance felt adequate for day-to-day commuting and negotiating speed breakers. The motor has a certain whine to it when accelerating, which is very common with electric vehicles. The chain final drive is silent, but how it will perform in the long run is yet to be seen. Overall, the ride quality is something you would not complain about. 

The question remains who is the n-first for. It could be the kid who has just been admitted to college or someone who wants a simple electric two-wheeler at home for running errands, or perhaps someone who is looking to save some money on their daily commute to work. The prices start at ₹64,999 for the n-first base variant and go up to ₹84,999 for the n-first i-max+ variant (introductory price for first 1,000 customers), making it quite an affordable option for someone looking for a budget-friendly electric scooter. That said, we would love to use it as a daily commuter to learn more about, and if Numeros were to offer us that option, the answer would be a hearty “Yes!”

The post 2025 Numeros n-first First Ride Review first appeared on Turbocharged.

At first look, the Numeros n-first looks more like a crossover between a scooter and a motorcycle, thanks to its 16-inch alloy wheels, which should also translate to better stability while riding. The electric scooter has slim proportions and will remind you of the ICE-powered TVS XL100. The front apron houses a round LED headlight. The rider instrument console is an LCD unit that also features connectivity in the higher variants. The footboard is flat and spacious, while the split seat looks quite roomy.

The electric motor on the n-first is a permanent magnet-type which draws power from a 2.5kWh battery pack (3kWh for the top variant) and produces a peak power output of 1.8kW (2.5kW for the top variant) and a peak torque output of 34Nm. The IDC range for the top variant is 109km, while the lower variants have a claimed range of 91km. Charging from 0-100 percent takes about 4-5 hours with the 480-watt charger, and adds a couple of hours more for the top variant with the larger-capacity battery pack.

As mentioned before, the n-first gets 16-inch wheels, which are suspended on telescopic forks on the front and twin shocks at the rear. Drum brakes on both ends bring it to a stop. Additionally, there is a built-in mobile phone mount, which should come in handy. Numeros has also given the n-first a chain final drive. The scooter has a top speed restricted to 55kmph for the lower variants and 70kmph for the top variant. It also gets ride modes –Eco, Normal, and Sport, along with reverse parking assist. With the company’s mobile application, you can get service, RSA and vehicle information like last parked location, live location, trip statistics, geofencing, theft/tow alert, and vehicle immobilisation alerts.

The post Numeros n-first launched at ₹64,999 first appeared on Turbocharged.

Spread over an area of 130 square metres (1,400 square feet), the facility has been designed to provide the customers with product demos and a seamless booking experience through a touchscreen interface. The Kinetic Lab facility in Dhanori, Pune, will take care of the service and maintenance of the scooters. 

The Kinetic electric scooter is a reinterpretation of the original Kinetic DX, which blends practicality and the nostalgic design with modern features and tech. The line-up consists of two variants, the DX and the ZX, and apart from the usual, the top trim comes with a few cool features such as a retractable charging cable, a numpad-enabled ignition and even remote deployable footrests. On this variant, you also get app connectivity via the Telekinetic app, which gives out real-time ride data, geo-fencing, voice alerts, along with Bluetooth connectivity for music and calls. 

The Kinetic DX is priced at ₹1.11 lakh while the ZX is priced at 1.17 lakh ex-showroom. The DX model is available in silver and black, while the ZX is available in red, blue, white, and silver and black. The scooters come with an unprecedented nine-year/1 lakh kilometre warranty.

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The entry-level TVS Orbiter is built with accessibility in mind, being straightforward, beginner-friendly, and offers a practical range

 With each passing month, electric scooters are gaining popularity at a rapid pace, not because they tend to keep your fuel bills in check, but because they are easy to ride, maintain and come with overall less hassle than an ICE car, scooter or motorcycle. There are plenty of options from major manufacturers in the EV market for all types of buyers; however, TVS did not have one in the entry-level electric scooter segment. That was until the Orbiter arrived on the scene. It is the third product of its electric scooter range, and hopes to take the entry-level segment head-on with the TVS Orbiter; however, is it capable enough to challenge the market leaders? We find out.

TVS’ Orbiter is based on simplicity, so everyone, including the non-tech-savvy folks, can approach it without any hesitation. The boxy design, practical features, and compact dimensions give it a very simple yet quirky look that will surely make the onlookers curious.

On the front, the LED headlamp looks utterly simple, but the small windscreen adds some visual volume to it. Tucked between the top and lower panel is the LED light bar, which houses the DRL and the turn indicators. Look at the Orbiter from the side, and you notice the quirky nature of the design. The dimensions look like they were drawn up using precise geometric instruments, which lends an eye-pleasing, symmetric look. However, the eagle-eyed among you would notice something is off with the wheels, and you would be absolutely correct. The front features a 14-inch wheel, again with a geometric pattern, and the rear is a 12-inch one with a hub motor. At the rear, everything has been kept simple, a tad too simple for my liking, as the tail lamp and turn indicators are incorporated into the LED lightbar just like on the front. 

For practicality, there is a large enough footboard that allows carrying everyday items with ease without any compromise on the space for your feet. Another practical feature is the long seat, 845mm to be precise, which is wide enough and cushioned quite well for comfort even on slightly longer city runs. The 34-litre underseat storage is abundant on the Orrbiter as it can easily accommodate two half-face helmets with some room to spare for knick-knacks.

Talking of more practicality, TVS has equipped the Orbiter with a 5.5-inch colour LCD console that has the usual suspects like Bluetooth connectivity, turn-by-turn navigation, and distance-to-empty. The TVS SmartXonnect app also gives you access to geo-fencing, time-fencing, crash alert, and tow alert, among others. There is something called park assist, which is nothing but a term TVS uses for reverse mode. It also gets an open storage compartment beside the key slot and a USB Type-A port for charging your smartphone on the go. The fit and finish of everything on the Orbiter is pretty good; however, it is not as good as its elder sibling, the iQube.

The BLDC hub-mounted motor delivers its peak 2.5kW of power from the 3.1kWh battery pack, which is claimed to give a range of 158km. With two modes – Eco and City, which alter the power delivery, with the top speed being capped at 68kmph. Moreover, the 650W supplied charger is claimed to charge the scooter from zero to 80 percent in four hours and 10 minutes. Braking duties are handled by drum brakes with combined braking for safety.

I rode the Orbiter at TVS’ Hosur facility, and there were quite a few things that stood out for me. First was the 3.1kWh battery pack, which TVS claims is good enough for 158km; however, we couldn’t test the claim as we spent limited time with the scooter at the test track. However, the 2.5kW power from the BLDC hub-mounted motor was something that I was able to test. It linearly delivered the power as soon as I twisted the throttle. The motor does not get any fancy launch or boost mode, just a simple eco and city mode, which alters the power delivery depending on the mode you are in. The eco mode would reduce your range anxiety by limiting the power and speed, whereas the city mode gives you access to full power. TVS tried to simulate various city scenarios within the test track at Hosur, where the Orbiter performed well; however, real-world conditions are quite unpredictable. So we will need to ride it in a city to assess it better. 

Riding on the track made me realise that the chassis of the Orbiter is simple and well-balanced with just the right amount of flex, which allowed me to push it hard into the corners without breaking a sweat. The front telescopic forks and the twin rear shocks worked like clockwork with enough damping to absorb the few undulations the test track had on offer. As for the tyres, the Eurogrip Etorq rubber at both ends was grippy on the track; however, with a limited top speed, and my limited time with the Orbiter,  I was unable to test their grip to the limit. Braking is provided by the humble drum brakes at both ends, and TVS is equipping the Orbiter with combined braking, which adds a bit of safety into the mix. 

Overall, the TVS Orbiter is a no-frills electric scooter made for the city. It has all the typical traits required for the job, like space, practicality, basic features, connectivity, enough power, smooth acceleration, neutral handling, good suspension, comfortable ride quality, and two special features like cruise control and hill-hold assist, which are practical and add more value to the entire package. It is light too, at just 112kg, which makes it easy to handle. At a price tag of ₹99,990 ex-showroom, the Orbiter is one of the smartest choices you can make for a city-focused electric scooter, which can be used by almost any family member without any hassles. So, this festive season, you have one more scooter to check out before making that buying decision.

The post 2025 TVS Orbiter First Ride Review first appeared on Turbocharged.

Words Abhishek Pandey | Photography Saidatta Naik

The electric two wheeler market in India has grown tremendously in the past few years and every two wheeler manufacturer has been eyeing on grabbing a piece of the pie. Almost all major legacy players have an electric scooter offering in their portfolio and the japanese marque Suzuki is the latest to enter the segment with the e-Access. We first glimpsed the e-Access at the Bharat Mobility Show earlier this year, and now we finally get to put it through its paces,on a go-kart track at the outskirts of Bangalore. The Access 125 has earned a solid reputation over the years, but can its electric sibling live up to the name? Let us find out. 

The Suzuki e-Access carries a typically Japanese design, look at it for long and you might even get a very retro-esq vibe from the way the scooter looks. The simple flowing lines lends it a very mature look, although some might even think it to be boring. The sharp nose with the sleek headlight on the handlebar cowl and a vertical DRL sitting just under it seems simple yet attractive. The front panel houses a small cubby hole, good enough for a phone or a small bottle with a lit USB Type-A charger placed just next to it. Instead of a key slot, there is a knob which allows for turning the scooter on, opening the seat and also the charging socket lid. The side houses two different panels with minimal lines with one housed above the taillight the other below it with indicators positioned at either ends keeping it clean and minimal. 

e-Access is a comfortable scooter but taller riders might find the seating position a bit cramped, especially since the handlebar tends to brush against one’s knees during tighter turns. Although it is not a dealbreaker in any way,  one can stretch one’s legs forward onto the apron just like on the Burgman Street, which helps the rider triangle become a bit better and makes for a more relaxed posture. With 160mm of ground clearance and a 765mm seat height, the e-Access should be pretty easy to ride and manage for riders of any height. 

On the features front, the e-Access checks most of the expected boxes, three riding modes (Eco, Ride A, and Ride B), a USB charging port, and smartphone connectivity through a 4.2-inch TFT dash that gives you access to the usual suite of smart features. But there’s one thoughtful touch that really stood out: the seat stays propped up exactly where you leave it, unassisted. It’s a small but genuinely helpful detail, especially when your hands are full. That said, what’s under the seat is a bit of a letdown. The storage space is limited to just 17 litres, about half of what some rivals offer. In fact, even the latest petrol-powered Access gives you a larger underseat space. And for a scooter that’s meant to be practical, that feels like a real missed opportunity from Suzuki.

Powering the e-Access is a 3.07kWh LFP battery paired with a motor that produces 5.57PS and 15Nm of torque. Suzuki claims the IDC to be 95km on a full charge, based on the AIS 039 (ARAI) test cycle. But what really stood out is how well the throttle has been calibrated. The response stays consistent across most of the battery’s charge, from a full 100 percent right down to 10 percent, which isn’t something you often see in this segment. As for the riding experience, the numbers don’t promise fireworks, and true to form, the e-Access delivers a calm, measured performance that fits its commuter-friendly persona perfectly. Talking about charging, Suzuki includes a compact 600-watt portable charger that takes about 6 hours and 20 minutes for a full top-up. The brand also plans to install DC fast chargers at all its dealerships within the year, which will cut charging time down to just 2 hours and 12 minutes.

Under the skin, the e-Access uses an underbone frame that cleverly integrates the aluminium battery casing as a stressed member. Suspension duties are handled by a telescopic fork up front and a swingarm-mounted monoshock at the rear. Since our ride was limited to a go-kart track, we’ll save real-world ride and handling impressions for when we test it in Pune.

On track, the e-Access behaved just as you’d expect from a family-focused scooter, predictable, easy to ride, and agile without ever feeling nervous. It’s not the sharpest in the segment, nor does it try to be. Over a few rumble strips, the rear felt a bit quick to rebound, but riding it in the real world would be different. Braking duties are taken care of by a front disc and rear drum, which in eveyway felt adequate. 

So the e-Access is practical, thoughtfully engineered and carries good build quality. So yeah it ticks almost all the right boxes. But what would determine if it would woo cutomers or not is how Suzuki prices the e-Access. Real-world range and ride comfort are still question marks and can only be determined once we ride it outside the track. Pricing should be out soon, but to take on the likes of  Ather, TVS, and Bajaj, Suzuki will need the pricing to be really competitive. 

The post 2025 Suzuki e-Access First Ride Review first appeared on Turbocharged.

Words: Abhishek Pandey
Photography: Saidatta Naik

The Indian electric scooter market has grown tremendously over the past half decade. The two-wheeler sphere has seen many new startups and legacy manufacturers come up with new electric scooters and motorcycles, across price brackets. Ampere, owned by Greaves Electric Mobility, has been quite active on the front too, and has launched a range of scooters over the past couple of years particularly. Its Magnus has just received an update in the form of the Magnus Neo, which replaces the erstwhile Magnus EX and promises to offer longer range and more features at a relatively affordable price. We spent some time with the new scooter to assess these claims.

Family scooters are a fairly simple setup usually, with their focus being more towards utility than anything else. And with that said, the Magnus Neo carries a conventional scooter look. It gets an LED headlamp integrated into the handlebar cowl, while the dual-tone front apron houses the turn indicators. The Magnus Neo uses a halogen tail lamp at the rear, coupled with LED indicators, making for a simple-looking rear end. 

The Magnus Neo may be a compact scooter, but doesn’t feel cramped. I am 5 feet, 9 inches tall and found the seating position quite comfortable. Even taller riders should not have an issue. The scooter’s build quality is pretty decent, though the plastics could have been better. The floorboard is set slightly high, but is roomy enough to accommodate a small bag along with your feet without feeling cluttered. Underseat storage measures a modest 22 litres, and is LED-lit for convenience. While it won’t accommodate a full-face helmet, it’ll manage a half-face lid or a few small essentials, enough for quick grocery runs or short rides on your everyday commutes in city.

Equipment levels are pretty basic, the instrument cluster is the same as the previous model and displays basic information. However, reading the display is a bit confusing as the battery reading is displayed in the form of a counter with six blocks displaying high to low, while the battery percentage is displayed in a small manner and takes time to locate. There are telltale lights which include the side stand indicator, ready, overheat and high beam. The ride modes are displayed in numbers such as 1 (low) and 2 (high) instead of names or symbols, which gets a bit confusing. 

The Magnus Neo is powered by a 2.3kWh lithium iron phosphate battery. The claimed IDC range is 118km and we managed a rather impressive 85km on a single charge, switching between low and high power modes. The motor offers 3.6PS of peak power and has a claimed top speed of 65kmph. During our test runs we were only able to attain 55kmph, which is not too bad for a scooter meant for short commuters though the scooter could certainly do with offering a more torquier feel. 

What stands out though is the scooter’s plush ride quality. The suspension is set up for comfort, and it shows in the way the Magnus Neo handles broken roads. The front telescopic forks and single rear shock absorber do a good job of taking care of bad roads and ironing out rough patches, which makes city commutes and long-ish rides an easy affair. The downside however is that the soft suspension is a bit of an issue, especially when riding over undulations at higher speeds, causing the scooter tends to wallow slightly. That said, it is quite obvious, the target audience for the scooter are family scooter buyers, and while most of them won’t quite notice this, overall dynamics could be better. Ampere is offering the Magnus Neo with a 3-year or 30,000km warranty (whichever is earlier), while the battery comes with a five year or 75,000kms warranty.

Effectively, the Magnus Neo makes sense if your daily rides are short, such as grocery runs or quick commutes to the office or college, also because the scooter does offer as friendly feel. It is a no-nonsense machine that does basics well without unnecessarily overcomplicating things. Priced at ₹79,999 ex-showroom, it offers fair value for what it brings to the table. That being said, there’s definitely room for improvement, especially in terms of features, quality and overall finish. If simplicity and budget are one’s priorities though, the Magnus Neo fits the bill without much fuss.  

The post 2025 Ampere Magnus Neo Review first appeared on Turbocharged.

At first glance, the QC1 shares its front end with the premium Activa e:, featuring the same all-LED headlamp, front fender, and upper fairing—minus the DRL. For budget-conscious buyers, this means they get a similar aesthetic as the Activa e: for less money. The differences become clear along the sides, where the QC1 sports a slimmer fairing, exposed rear footrests, and a basic twin rear suspension. Move to the back, and the simpler tail section features a small LED tail lamp and motorcycle-style tuen indicators on stalks, a clear contrast to the more premium look of the Activa e:. Overall plastic quality, especially around the dash, could have been improved.

The QC1 is powered by a 1.8kW hub-mounted BLDC motor, making it a silent and fuss-free city commuter. The power delivery is linear, and the scooter offers two riding modes. The Standard Mode delivers gradual acceleration and maxes out at 50kmph—ideal for city riding.

While the Econ Mode limits speed to 30kmph to maximize range, but the acceleration feels sluggish for fast-moving urban environments. Getting to 40kmph takes 9.4 seconds, making it one of the slower EVs in the segment. While not built for spirited riding, it’s perfectly suited for short city commutes.

The QC1, unlike the Activa e:, gets a fixed battery; the 1.5kWh lithium-ion battery is IP67 rated and doesn’t add to the overall weight of the vehicle too. The claimed range from this battery is 80km of riding. On our ride, we ended up riding 25km and had 50 percent battery left. The vehicle comes with an off-board 330W charger that can charge the battery to 80 percent in 4.5 hrs and charge it fully in 6.5 hrs.

Riding the QC1 through city streets is effortless. The telescopic front fork and 12-inch front wheel providing stability, but the hub motor, plus a smaller 10-inch rear wheel setup, make the ride bumpy on poorer roads. The rear suspension feels stiff, and our test scooter’s rear seat rattled over rough patches—something Honda needs to address. That said, agility is a strong suit. The low weight makes it easy to manoeuvre, and braking is adequate despite using drum brakes on both ends. However, a front disc option would have been a welcome addition as an option.

The QC1 comes in five colours, but Honda could have offered brighter, funkier shades to appeal to younger riders. There’s no fancy TFT display—instead, you get a simple 5-inch LCD (IP65-rated) showing essential info like riding mode, range, and side stand alert. One big plus is the 27-liter under-seat storage, which is impressive.

The QC1 is a great entry point for first-time EV buyers and those looking for a no-nonsense electric commuter. Priced at ₹ 90,000 (ex-showroom), it’s positioned well for mass appeal. However, a slightly better top speed and range—even at a slight premium—could have made it an even stronger package. That said, with Honda’s proven reliability, the QC1 has all the makings of a high-volume seller. Will it become the “Activa of EVs”? Only time will tell.

The post Honda QC1: First Ride Review first appeared on Turbocharged.