The Kinetic DX brings back a name most people remember, but this time it is taking a step into the electric world. And to be fair, it’s not just bringing in nostalgia. It actually tries to be a sensible, everyday scooter with enough tech and usability. On paper, you get a claimed range of 116km, a 4.8kW hub motor, and a pretty loaded feature list. So it is clearly aiming to be more of a practical city companion than something exciting or sporty.

The design is probably the first thing that will get your attention. It is quite close to the old Kinetic Honda DX shape with that boxy stance and upright proportions. You do get modern touches like LED lighting and those DRLs, but the overall look is still very retro. Some people will like that old-school look, others might find it a bit too dated compared to the sharper, more futuristic scooters out there. That said, it works well from a usability standpoint. The floorboard is wide, the seating looks comfortable, and the 37-litre underseat storage is genuinely useful in day to day life.

Where the DX+ really tries to stand out is with its features. It gets a big 8.8-inch touchscreen that handles Bluetooth, navigation, and even has built-in speakers. The connected tech is quite elaborate too, with features like geo-fencing, tracking, ride statistics, and anti-theft alerts. Then there are the practical features like cruise control, reverse mode, hill hold, and keyless start. One feature that actually makes a difference is the onboard charging cable. You don’t have to carry a charger around, which just makes life easier when you need to plug in somewhere.

Underneath, it’s a simple setup. The 2.6kWh LFP battery is said to be more stable and durable, especially in Indian conditions. The 4.8kW hub motor pushes it to a claimed 90kmph, which is more than enough for city use and the occasional longer stretch. Suspension is handled by telescopic forks at the front and adjustable units at the rear, and braking is a front disc with a rear drum. Nothing fancy, but seems to be reliable and easy to live with.

You get multiple ride modes like Range, Power, and Turbo, so you can switch things around depending on whether you want efficiency or a bit more performance. It’s not going to feel as sharp or engaging as scooters with mid-mounted motors, but that’s not really the point here. It’s meant to be simple, comfortable, and stress-free. Features like hill hold and reverse mode just add to that convenience in tight city situations.

In the end, the Kinetic DX+ feels like a scooter that knows exactly what it wants to be. It’s not chasing performance numbers or trying to look ultra futuristic. Instead, it focuses on practicality, ease of use, and a bit of character through its design. Yes, the competition is strong and the brand still has to prove itself again in this space, but as a no-nonsense daily electric scooter with a slightly different personality, the DX+ actually makes a solid case for itself.

The post Kinetic DX+ First Ride Review first appeared on Turbocharged.

The Triumph Scrambler 400 X has always been one of the most characterful motorcycles in the entry-level premium segment. Now, it gets a significant update that isn’t immediately visible but that changes its positioning in the Indian market. The main change is the shift to the new 350cc engine, developed specifically for India, which allows the bike to benefit from the lower 18 percent tax bracket. While the badge still reads 400, what you are really getting is the same motorcycle. The question is – does this change the experience or makes it even better for the buyers?

At the first glance, nothing has changed, and that’s actually a good thing. The Scrambler 400 X continues to be one of the best-looking motorcycles in my opinion,and borrows heavily from larger Triumph scramblers like the 900 and 1200. The proportions are spot on, and the stance remains tall while the motorcycle looks purposeful.

You still get the same signature elements like the round LED headlamp with DRL, sculpted tank with knee recesses, metal side panels and that beautiful upswept twin-barrel exhaust. The hand guards, bash plate, and dual-purpose tyres complete the rugged scrambler look while giving it a visual appeal.

Fit and finish continue to be a strong point. The paint quality, switchgear, and metal parts and even the welds, all feel properly premium – something that creates a clear distinction from most bikes in this price bracket. Feature-wise, it remains fairly simple but functional. You get a semi-digital instrument cluster, ride-by-wire, traction control, dual-channel ABS, Off-Road ABS and a USB charging port. Everything you need is there and works seamlessly

The biggest talking point is the new 350cc engine. This motor is essentially a reworked version of the earlier 398cc unit, downsized to fit under 350cc. This strategic move allows Triumph to take advantage of India’s GST structure for motorcycles, where bikes below 350cc attract 18 percent tax instead of the significantly higher rate for motorcycles above 350cc. This has a direct impact on pricing, making the Scrambler more accessible. Most importantly, this 350cc platform is exclusive to India. However, the export markets will continue to get it with the original 398cc engine.

On paper, the engine now produces slightly lower power than before 37PS and 32Nm, but the character remains largely intact. It feels torquey, linear, and approachable. The hardware remains unchanged, and that’s a big win. You still get USD front forks and a monoshock at the rear. The 19-inch front wheel and 17-inch rear setup with dual-purpose tyres, combined with 195mm ground clearance and long-travel suspension, make it genuinely capable on broken roads and mild trails. Braking duties are handled by disc brakes at both ends with dual-channel ABS, and the setup offers good bite and progression.

Riding the Scrambler 400 X and it immediately feels familiar. The tall seat height, wide handlebar, and upright riding posture give it a comfortable stance. It feels like a proper scrambler. The new 350cc engine doesn’t alter the riding experience. If anything, it feels slightly more relaxed and tractable. The low-end torque is strong, making city riding effortless. You can easily cruise through traffic without constantly having to work the gearbox. On the highway, it continues to feel comfortable at cruising speeds of 100-110kmph, although the slight drop in power is noticeable if you really start pushing it. Where the Scrambler truly shines is in its suspension setup. It absorbs bad roads exceptionally well, making it comfortable. You can handle broken tarmac, potholes, and even light off-road sections with confidence. 

The Scrambler 400 X offers excellent stability and confidence, especially on uneven surfaces. While it might not be a motorcycle that is made to carve corners, it does make you feel confident enough to lean a little more, every time you come across a curve. Overall, it remains a motorcycle that hasn’t changed its characteristics but continues to deliver a great riding experience, every time you take it for a spin. 

The updated Triumph Scrambler 400 X with the new 350cc engine is not an evolution. By downsizing the engine to 350cc, Triumph has made the motorcycle more accessible without compromising on the hardware, ride quality and feel. With the new engine, the entire 400 range is now competitively priced. Yes, there is a slight drop in performance on paper, but in the real world, the difference is marginal, especially for a new buyer who has not ridden the motorcycle with the 398cc engine.

What you still get is a premium-looking, well-built, and versatile motorcycle that can handle city commutes, highway rides, and occasional off-road trails with ease. Most importantly, the fact that this 350cc platform is India-specific shows how seriously Triumph is taking this market. Priced at ₹2.59 lakh ex-showroom, the Scrambler 400 X is a serious contender if you are choosing a motorcycle in the 350cc segment but do not want to give up on the premium experience, good performance and of course, the Triumph badge. 

The post 2026 Triumph Scrambler 400 X Review first appeared on Turbocharged.

As only the second motorcycle to be powered by Royal Enfield’s Sherpa 450 engine, the
Guerrilla 450 has turned out to be a very interesting model in Royal Enfield’s line-up of retro-
styled motorcycles. It’s had a lot going for it right from the start, be it the engine performance,
the sportier dynamics as compared to most of its single-cylinder engine powered siblings, or
even the neo-retro styling. Effectively the Guerrilla 450 has always been a bit of a rebel, and has
tried to stand out, especially with its scrambler-esque stance. And to expand the line-up, Royal
Enfield has just launched the Guerrilla 450 Apex, a sportier version of the motorcycle that being
pegged as more of a streetbike.

The changes to the motorcycle are minimal, but Royal Enfield tells us these are changes that
improve the overall riding experience. But before we talk about the mechanical changes, let’s
look at the cosmetic ones. The first thing you’ll notice is the new paint job which looks quite
nice, as Royal Enfield has added more colours to the list of options, along with some interesting
looking decals. There’s a really good looking shade of red as well, which has the Guerrilla 450
look very similar to one of the previous generation Ducati Monsters, especially with the rear
seat cowl. You get a tiny fly screen at the front to have the bike look more aggressive, besides
the pillion seat cowl, which is part of standard equipment on the Apex.

Moving on to the mechanical changes, the handlebar has been lowered and moved forward, by
56mm and 57mm respectively, to alter the riding position and make it slightly more committed
as compared to the Guerrilla 450 (which continues to use the taller handlebar). This is in
keeping with the positioning of the Apex as a streetbike that’s also going to be hunting for
apexes on tarmac. We got to experience this side of the motorcycle in heaps on the narrow but
engaging corners in Meghalaya, and even on the highway towards Shillong. On another note,
the Apex continues to use the same tripper dash as the standard Guerrilla and offers turn-by-
turn navigation too, though controls for the accessing the console’s functions can still feel
slightly confusing.

There are no changes to the liquid-cooled 450cc single cylinder engine and it puts out 40PS and
40Nm like before, except for minor tweaks to throttle maps, though this does not alter the
performance or power delivery noticeably. And this means the Guerrilla 450 Apex is as much
fun to ride as before, thanks to the kind of performance and power delivery its engine offers. It
also adds a bit of character with its slight rawness, as there is a bit of vibration at slightly higher
revs, but that feels more like an inherent part of the motorcycle’s character. That said, throttle
responses and acceleration, especially in the midrange, help the motorcycle feel quite engaging
to ride.

The biggest update are the bike’s new tyres. These are from Vredestein, and are part of the
Centauro range of tyres that have been around for a while now, but we are told that the ones
on the Apex have been developed for it specifically. The standard Guerrilla on the other hand
continues to use knobbly-looking tyres, which by the way have been updated to offer better
grip too. Coming back the Vredesteins, Royal Enfield tells us these offer better grip in wet and
dry conditions both, thus affording better confidence while pushing the motorcycle around
corners. Wheel and tyre sizes have not changed though, and the Apex uses a rather fat, 120-
section tyre at the front and a 160-section at the rear, both mounted onto 17-inch wheels, and
these help in adding to the bike’s stance.

The tyres help in enhancing the bike’s handling, and as I found out around the fast bends on the
highway towards Shillong, the Apex offers lots of confidence, be it under hard braking before a
corner, or in terms of letting you lean in without having to be concerned about “how much
more grip do I have?” It’s a feeling that’s reassuring to the least, as it means you’ll be able to go
around corners faster, and thus explore more potential from the engine, before you even
ground the footpegs. The suspension setup is the same as before too and feels firm in the
interest of handling, but the bike’s sporty nature does not come at the cost of ride quality. In
fact the new Vredestein tyres seem to work better with the bike’s chassis and suspension than
the standard bike’s tyres. Effectively, along with the shorter and more forward-set handlebar,
the tyres help in turning the Guerrilla 450 into an even more impressive corner-carving
motorcycle.

So overall, the Guerrilla 450 Apex feels more playful in character, and more fun to ride, thanks
to the minimal but effective updates it has received. And with prices starting from just ₹2.5 lakh
ex-showroom, the Apex is a very interesting proposition, especially if you’re in the market for a
400cc machine that is sporty to ride.

The post 2026 Royal Enfield Guerrilla 450 First Ride Review first appeared on Turbocharged.

We know how the Yamaha Aerox has won over enthusiasts, especially with its looks and outright performance. More so because it carries the same 155cc liquid-cooled, single-cylinder VVA heart that also does duty on the R15, MT-15 and the XSR 155. However, on the Aerox, it is tuned to suit the scooter’s requirements, delivering a balance of performance and efficiency. I have ridden the Aerox myself and personally know owners who say the money is well spent, with many even going ahead and customising their Aeroxes to suit their needs.

Yamaha introduced its two electric scooters for the Indian market last year – the EC-06 and the Aerox E. While the EC-06, as we know, is developed in collaboration with Bengaluru-based electric scooter startup River, the Aerox E sparked a lot of curiosity. Considering the ICE Aerox is such a strong performer, expectations from the ‘E’ were naturally high. But is the Aerox E just an Aerox with a battery pack and electric motor? Or is it something more? Let’s find out.

For the uninitiated, the Aerox E could easily pass off as a regular Aerox unless you notice the ‘E’ lettering beside the nameplate. Yamaha has kept the colour scheme simple – white with black accents and subtle touches of sky blue graphics. At the rear left, the absence of the air filter box and the presence of the mid-mounted motor are evident. On the right, the radiator is replaced with a sky blue cover, further highlighting its electric nature, along with the mode button on the right switchcube and an additional boost button on the left, placed below the horn.

The Aerox E comes with a key fob that can be kept in your pocket, allowing you to operate the scooter via a knob. This lets you switch the scooter on or off, and in the ‘open’ setting, provides access to the charging door and socket (placed in the fuel tank area). You also get a push-type open/close compartment housing a USB charging port, surrounded by a rim light so you don’t have to fumble for it in the dark.

Coming to the cycle parts, the Aerox E rides on 14-inch tyres wrapped around alloy wheels and gets telescopic front forks and twin rear shocks. Braking duties are handled by dual disc brakes, with single-channel ABS at the front adding a layer of safety. The dual-tone seat looks sporty and has a noticeable slope. The presence of a central tunnel means it isn’t a step-through, and therefore lacks a flat footboard unlike most scooters, ICE or electric. It gets all-LED lighting, although we will have to test the headlamp performance in the dark. The 5-inch TFT display looks crisp and easy to read.

Powering the Aerox E are two 1.5kWh removable battery packs, which Yamaha claims take 3 hours and 10 minutes to charge one battery, and 6 hours and 20 minutes for both. The Aerox E gets three riding modes –Eco, Standard and Power, along with traction control. There is also a reverse mode to help manoeuvre the scooter out of tight parking spaces. The motor produces a peak power of 9.4kW (12.78PS) and 48Nm. Yamaha claims a top speed of 95.5kmph in Power mode with boost enabled – more on that shortly. The TFT display also supports Bluetooth connectivity via the Y-Connect app, offering features like turn-by-turn navigation.

Riding the Aerox E has been fun, especially because it exhibits sharp handling thanks to a suspension setup tuned for spirited riding. It changes direction easily and tips into corners with confidence. However, our time with the scooter has been limited to smooth roads, so a full assessment of its city ride quality will have to wait. At low speeds, Eco mode helps maximise range, albeit with limited top speed. Switch to Power mode, and the scooter comes alive, with noticeably sharper acceleration. It builds speed quickly and can touch 90kmph with ease. Engage the boost mode, and speeds of close to 95kmph are achievable. The boost function is available across all three modes and provides an extra surge for up to 10 seconds – useful for quick getaways from a standstill. Braking performance is strong, with good bite, and the rear can be made to step out into a slide if you push it. The single-channel ABS ensures added safety in emergency situations.

While the seat is comfortable, the riding position makes you lean forward slightly, almost hunching over the handlebar. Under braking, you tend to slide forward, and taller riders will find their knees brushing against the front apron. Those with a larger build may also feel a bit cramped. That said, it remains one of the more engaging and fun-to-ride electric scooters I’ve experienced in a while.

So, should you look forward to buying the Aerox E? The answer is yes – if you’re an enthusiast looking for a sporty electric scooter. It’s not without flaws and is expected to command a premium over the EC-06, which is priced at ₹1.68 lakh (ex-showroom). Expect the Aerox E to be closer to the ₹2 lakh mark. But in terms of riding experience, it is fun, engaging, and very much an Aerox at heart!

The post 2026 Yamaha Aerox E – First Ride Review first appeared on Turbocharged.

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.

At first glance, the overall design does come across the same as before, but there are a few updates. The most noticeable ones are the new graphics with ‘Rorr’ boldly written on the dummy fuel tank. I particularly liked the lighting bolt running across the length of the motorcycle. It continues to get two dual-tone paint options, Electric red and the Voltaic Yellow you see here. Up front, the LED headlamp gets a new cowl. At the rear, it now gets a saree guard and a rear-tyre hugger. Overall, the looks are quite striking and I like the neo-retro theme of the electric motorcycle.

Hop on the motorcycle, and the updated single-piece seat which gets a lower and wider pillion seat and firmer bolstering, felt like a comfortable place to be in the few hours we spent with the motorcycle. The seating posture itself is quite good, with the slightly rear-set footpegs and tall, wide handlebars offering a somewhat forward-set position for the upper body which suits the overall character of the motorcycle.

In terms of features, it continues to get all-LED lighting but now gets a bigger housing for the colour-TFT display. The ambient light sensor that helps to automatically adjust the brightness of the display depending on the light conditions, is a nifty addition. Overall, the display continues to be informative and legible thanks to the use of large fonts. You no longer get an inbuilt 15-amp charger in the dummy fuel tank. Instead, there is a 750 Watts portable charger on offer, placed in the underseat storage, which can fully top up the motorcycle in around six hours. For faster charging, Oben offers a separate 2kW wall box charger that can charge the Rorr from 0-80 percent in two hours, at an additional cost of 25k.

The fit and finish levels were one of the biggest shortcomings in the motorcycle we rode last year, but things have improved on the production-spec model. The panel gaps are consistent all around, and the touch and feel of the materials feels good as well. However, the flap to access the charging plug and storage area in the tank could have been of better quality. Currently, it feels a bit too flimsy for my liking, and I doubt if it will be able to take all the abuse it might be exposed to. 

At its heart, the Rorr continues to get a PMSM motor as earlier, but the peak power has been reduced to 8kW from 10kW, in the interest of increasing the life of the motor. That being said, it continues to get three riding modes – Eco, City and Havoc, and a 0-40kmph time of three seconds and a claimed top speed of 100kmph in the Havoc mode. The performance is still impressive with the motor offering brisk initial acceleration in all three modes. As expected, Havoc is the most fun as it effortlessly reached its claimed 100kmph top speed mark. The units we rode last year had an issue, wherein even after closing the throttle at high speeds, the motorcycle continued to accelerate for a couple of seconds. We didn’t face any such issue this time around.

The 4.4kWh LFP battery pack too is the same as before, but the IDC claimed range has gone down to 187km from 200km, so has the true range in each of the modes – 120km in Eco, 90km in City and 70km in Havoc. Most of this can be attributed to an increase in weight, which has gone up to 147kg from 130kg. Oben says this is due to the updates done to the battery to adhere to the latest AIS 156 norms for the EVs, along with other additions to the motorcycle. That being said, the display shows a fairly accurate DTE (distance to empty). We started our ride with the display showing 70km for DTE, and after riding it in the same mode for around 35km, the range dropped to 32km. 

The handling of the motorcycle complements the performance on offer as the Rorr rides absolutely stable at triple digit speeds, with the suspension comfortably absorbing small bumps we encountered on our testing route. Low speed manoeuvrability is again impressive thanks to the agile front end. The braking leaves you wanting for more, though. While it has decent stopping power from front and rear disc brakes, the former has a very vague feel that robs you off the confidence at high speed braking. There is a combi-braking system on offer and things are better when using the rear-brake lever, as it offers a more progressive feel, but press it harder and you can feel the rear-wheel locking up. Given the performance on offer, we feel ABS should be offered to give that extra net of safety.

The Oben Rorr is currently priced at an introductory price of Rs 1.49 lakh, ex-showroom, which puts it on par with most premium electric scooters and it is slightly more expensive than 150cc motorcycles in the market. At this price, the Rorr offers a no-nonsense alternative to the aforementioned vehicles that gets the job of getting you from point A to point B without any hassle. Yes, there are a few rough edges here and there, but nothing major enough to make it a deal-breaker. Most of its issues we faced last year have been ironed out and it comes across as a no-nonsense electric motorcycle.

The post Oben Rorr: First Ride Review first appeared on Turbocharged.