In these past few months, we have seen a huge influx of options in the sub-500cc category. If you’re looking to buy a parallel-twin sportbike, the options are plenty but what about naked motorcycles? Then, the Yamaha MT-03 is your only option apart from the QJ Motor SRK400. And the fact that the MT-03 gets the same engine as the R3 which has been praised for its excellent power delivery and refinement in the past, helps its case further. So, after riding it at the Buddh International Circuit in December last year, we decided to spend some time with it in our backyard to see if it is good enough to justify its hefty price tag.

It may be a 321cc motorcycle, but the MT-03 commands a healthy road presence. In fact, one of my neighbours confused it for a 600cc motorcycle. This is mainly down to the aggressive face and the muscular fuel tank flanked by faux air intakes which give it a burly stance. Then there’s the sharp tail section and simple exhaust which looks clean. Get in the saddle, and you’d appreciate the low 780mm seat height which makes it an accessible motorcycle for shorter riders as well. The fuel tank provides the perfect recess to slot in your knee and grab the fuel tank. The handlebar and footpegs are set to offer a slighty sporty rider’s triangle. Combined with the roomy seat which offers comfortable cushioning, I didn’t mind spending long hours in the saddle. The only annoying bit was the placement of the horn and turn indicator switches which have been interchanged and I wasn’t completely used to it even after spending more than four days with the motorcycle. 

In terms of features, you have all-LED lighting and a simple but well-laid-out LCD that showcases all the required information. Unfortunately, the MT-03 misses out on a modern TFT display, adjustable levers or even a slipper clutch. It may be an entry-level motorcycle in more matured markets, but here in India, it costs above five lakh rupees on-road. So the absence of these features does stick out a bit. What’s impressive is the build quality. Be it the plastic covering for the fuel tank or the aluminium footpegs, everything feels built to last and exude a solid feeling. 

In the end, it is the riding experience of a motorcycle that matters the most and the MT-03 scores high in this regard. Major credit for this goes to its smooth, refined and sufficiently powerful 321cc parallel twin engine. The power delivery is linear which means you do not have to constantly work the gears in the city. Out on the highway, you can easily cruise between 100-120kmph. Redlining the engine feels very rewarding and so does downshifting as the exhaust produces subtle pops and bangs every time you go down a gear, making for a very engaging riding experience. The 6-speed gearbox is slick but the clutch does feel heavy to operate especially in bumper-to-bumper traffic scenarios. Speaking of heat management, the engine doesn’t heat up a lot, but you can feel slight warmth on your legs in slow-moving traffic.

The MT-03 also shares its underpinnings with the R3 and that means it is loads of fun to ride in the twisties. It rides with a certain poise and stability that makes it a very approachable motorcycle for beginner riders. At the same time, it doesn’t shy away from attacking corners at high speeds in the hands of an experienced rider. The steering is quick to respond while attacking a set of curves and the suspension setup feels rock solid as it doesn’t lose composure even through mid-corner bumps. The ride quality in the city feels plush and overall the MT-03 feels like an excellent motorcycle for daily commutes. Braking, handled by 298mm and 220mm discs at the front and rear, respectively, is again impressive with the front brake offering good initial bite and impressive stopping power. The ABS never feels intrusive and that could also be because of the grippy Dunlop rubber.

Overall, the MT-03 is a brilliant machine for someone looking to own their first sub-500cc motorcycle that can easily take on the daily grind. It is also a capable touring motorcycle. The engine refinement and comfortable ergonomics are its strong suit. And it can even be a fierce track tool in the right hands. However, here comes the ‘but’ – the price! At Rs 4.59 lakh ex-showroom the Yamaha MT-03 is significantly more expensive than the competition which look more modern, are feature-packed and offer more performance at a lower price point. At this price point, it is hard to recommend the MT-03 despite its superior all-round capabilities.

The post Yamaha MT-03: Road Test Review first appeared on Turbocharged.

First things first, it isn’t just the performance envelope that’s being pushed here. As Ben rightly pointed out, the Diavel V4 even pushes the design envelope. It looks larger, beefier and more menacing, but is identifiable as a Diavel instantly. The lines have gotten softer and the bike looks bulkier than before, but still has that raw appeal we’ve all liked about the Diavel. That said, I feel the Diavel 1260 looked sharper and more aggressive, something I liked a lot. Ducati perhaps wanted the Diavel V4 to appeal to an even wider audience, which explains the more rounded lines for the headlamp and the air intakes flanking it. But yes, there’s no denying the Diavel is still a proper poser and turns heads with its sheer size and distinctive design. A lot of its appeal comes from elements like that ultra-fat 240-section rear tyre, massive rear alloy wheel mounted onto a single-sided swingarm and those unique, quad exhaust tips that sit unlike we’ve seen on any production motorcycle. Heck, that’s not all – take a look at the tail lamps. 

If the ignition isn’t on, you’d be searching for a stop lamp. Because it’s integrated into the underside in the form of a set of LEDs that come on in a very distinctive and unique manner. So whenever you spot a Diavel V4 ahead of you, there’s no way on planet Earth you’ll mistake it for anything else given that rear end! The instrument cluster is the same full-colour TFT display as its siblings and has the same interface too, reminding of the Diavel V4’s superbike roots. Hey, this is a Ducati after all, no? The instrument cluster and slightly confusing number of switches at either end of the handlebar let you do a lot. There’s superbike-rivalling electronics here and you get to choose from riding modes like Sport, Touring, Urban and Wet and you can customise everything you want to about them – engine maps, traction control levels, wheelie control levels, ABS and more. This is a top of the line Ducati after all, so you better not question why does a Diavel V4 need multiple wheelie control levels. 

Do not forget, it’s a 170PS motorcycle – 168PS to be precise – that makes its peak torque of 126Nm (higher than most 200PS superbikes!) at a mere 7,500rpm (not a dizzying 13,000rpm like them superbikes). Every electronic aid has been engineered keeping in mind what the bike is capable of, and helps you when you’re trying to ride it hard. The 1,158cc V4 engine is arguably the piece de resistance here and an engineering marvel. It started life on the ferociously quick Panigale V4 a few years ago before taking the form of the ‘V4 Granturismo’ for the Multistrada V4. The motor is in the same state of tune here to say so, but the outputs I mentioned above are stomach churning, especially on a motorcycle that’s not meant for scorching racetracks! It’s sheer madness, because unlike superbikes, the Diavel V4’s midrange punch hits you smack in the face, especially in Sport mode. Before you realise it, you will be doing triple digit speeds because 0-100kmph comes up in just about 3 seconds. 200kmph is easy-peasy. And then you’re out of road. 

The engine is butter smooth as you would expect, whether you’re pottering at 40kmph in traffic or blasting across a highway at 200kmph. It’s a fantastic mile muncher and you even get a bigger, 20-litre fuel tank now. I rode the bike from Mumbai to Pune and only used a shade less than half a tank of gas, which is reassuring for long distance touring. On the other hand, like other Ducatis, the Diavel V4 also despises traffic, slow speeds and engine revs below the 3,000rpm mark. The engine tends to heat up a fair bit in stop and go traffic and the clutch, which is a hydraulic unit here, gets affected too. But these are aspects you would expect from a high performance, 1,200cc engine with four cylinders. Cylinder deactivation works like a charm – be it at idle or at low riding speeds and in fact besides its own siblings, the Diavel V4 is one of the motorcycles on the planet that gets this technology. And with so much torque, pulling massive wheelies is extremely easy. Provided you’re willing to dial down the electronics and crack the throttle open. Give it the beans and the Diavel V4 is more than willing to rear its head, but the action does call for a lot of caution. 

I’ve never been able to wrap my head around Ducati’s wheelie control as it intrudes with my style of power wheelies so I prefer turning it off entirely, and what really helps when pulling those wheelies is the fuelling which is extremely crisp. It makes for precise throttle responses so you know exactly how much power is going to the rear wheel, even with the smallest of throttle openings. Overall, the engine is one of the Diavel V4’s biggest highlights thus and the star of its show, though there certainly is more to this motorcycle. This is a Ducati and it handles like a Ducati should. And that’s despite the V4 trading the 1260’s fancy Ohlins suspension for a new setup from Marzocchi/Sachs. A lot of credit also goes to the new aluminium monocoque chassis, besides the reduced kerb weight. What also helps is the fact that the wheelbase, rake and trail are all lower now, making for sharper steering geometry. The 240-section rear tyre affects agility when changing direction quickly though, especially around chicanes. The Brembo Stylema brakes do a brilliant job and make sure the Diavel V4 slows down quickly, in a progressive manner. On the other hand, the Diavel V4 also impresses with its ride quality as it soaks up undulations rather well. I have to say, after the Multistrada V4 with its semi-active Skyhook suspension, the Diavel V4 is my next favourite Ducati on the ride quality front. 

If I were to nit-pick, I would have liked a sharper design but apart from that, there’s nothing to really complain about overall. Because it may not look like it given the bulky design, but the Diavel V4 is a motorcycle that can give many superbikes a run for their money with its performance and handling. And like most other Ducatis, the Diavel has gotten more expensive as the V4 retails at Rs 25 lakh ex-showroom. You could argue that’s a lot of money, but to that, I’d like to tell you, the Diavel V4 will surprise you with not just its poser value, but also its credentials as a Ducati. 

The post 2024 Ducati Diavel V4: First Ride Review first appeared on Turbocharged.

TVS is no stranger to groundbreaking scooters. Take the Ntorq for example, it disrupted the rules of how a 125cc scooter should be, bringing many firsts in the segment. Likewise, the TVS X promises to change the electric scooter game. Like the Ntorq, does it have what it takes to be a game-changer?

In a world of interesting-looking electric scooters, the TVS X looks like no other in the Indian market. The sporty styling, slim headlamp and exposed frame handlebar – all are segment-disrupting design elements. If the design feels familiar, it is because the TVS X is derived from its Creon electric scooter concept showcased at the 2018 Auto Expo. It is quite impressive how TVS has managed to carry over the lines of the concept scooter in production form. Unlike conventional scooters the X does not get a floorboard but a central spine that also houses the battery pack. The X not only looks futuristic from all angles, but it also impresses with its premium paintjob, fit and finish levels and high-quality switches.

Like the design, the X packs in premium features as well. The 10.25-inch colour TFT instrument console is vastly customisable and hosts a ton of features. It can be tilt adjusted and features a lot of information like inbuilt navigation, personalised profiles, customisable widgets, Alexa integration, voice assistance and even the ability to watch YouTube videos! The screen in fact feels like a vast ecosystem in itself. That said, we would have liked the interface to be quicker.

The scooter does not have a physical key but a digital one which allows you to unlock it via a smartwatch or smartphone app. In terms of features and technology the X surpasses its rivals and more impressively, did not throw up any glitches during the time we spent with the electric scooter.

Besides the design and features, a significant highlight of the X is its electric powertrain which delivers upto 11kW of peak power (7kW continuous power) and 40Nm of torque. That allows for a claimed 0-40kmph time of 2.6 seconds though top speed is limited to 105kmph.

We rode the TVS X on the bikemaker’s Hosur test track. The X gets three riding modes (Xtealth, Xride and Xonic) which can be switched on the go. While the electric scooter exhibits linear but strong power delivery in the slower modes, the Xonic mode is the most exciting as the scooter surges ahead with even the smallest throttle inputs. Acceleration is relentless till 80kmph and thereafter tapers down. It will cross 100kmph with ease though.

Thanks to a 4.4kWh battery pack the X offers a claimed range of 140km. The battery also supports fast charging and with the optional 3kW fast charger can be charged from 0 to 50 percent in 50 minutes. With the regular 950-watt charger, TVS claims the scooter can be charged from 0-80 percent in 3 hours 40 minutes. TVS is in the process of setting up its fast charging ecosystem but you can charge your scooter at select third-party chargers which show up on the TVS app. The X also gets five levels of regen with the fifth being the strongest, even stronger than that on the iQube.

The TVS X sits on an all-new platform that consists of an aluminium twin-spar frame and a trellis sub-frame. It even gets maxi-scooter-like underpinnings like an offset rear monoshock, chunky 12-inch wheels and ABS which is a segment first.

On the TVS track, the scooter not just impressed with its high-speed stability but its composure in corners as well. The high-mounted battery pack means you do feel the scooter’s weight high up while moving it around at crawling to slow speeds but on the go, the scooter impresses with its balance and poise. Given that we rode the scooter on a smooth track, we would reserve comments on the ride quality to when we test it in the real world. Another impressive aspect of the chassis is the braking setup with disc brakes on both ends. The brakes offer a strong bite and the single-channel ABS offers the least intrusion.

To sum it up, the TVS X is one impressive electric scooter, and even more impressive when you consider the fact that it is wholly developed and built by an Indian manufacturer. In terms of performance, design and features, the TVS X is a cut above everything else and so is the price.

The TVS X is priced at Rs 2.5 lakh ex-showroom making it the most expensive electric scooter on sale in India. The high pricing will be a tough sell in the competitive EV segment where customers prioritise pricing above all else. Will the audience accept the X, only time will tell. What the TVS X does though is open the doors for sportier electric scooters.

The post TVS X: First Ride Review first appeared on Turbocharged.

I was far from being old enough to ride a motorcycle when the first generation of the KTM 390 Duke first appeared in 2013. But I had heard stories about how the motorcycle offered a brilliant price-to-performance ratio with handling that was unforeseen at the price. It was also known for its raw performance that suffered no fools. In 2017 the 390 Duke saw its first generational update which besides ironing out a few niggles, made it more refined while losing some of the raw aggression in the process, an aggression which made the first generation KTM a cult motorcycle. Now the 390 Duke gets its second generational update which brings in a larger engine, a new chassis, new tech and a lot more. But does it bring back the rawness from the first generation motorcycle which we so missed? To find out, we rode the new 390 Duke on both road and track.

KTM has always been thorough with its generational updates especially when it comes to design. The new 390 Duke carries a lot less forward from its predecessor and you could easily mistake the new Duke for another model from the Orange marque. The 2023 Duke looks bigger, almost like a middleweight streetfighter. The sharper headlamp is flanked by DRLs, which now sit as separate units. At the sides, the larger 15-litre fuel tank looks muscular and now gets larger tank extensions that further enhance the streetfighter’s aggressive stance. 

You now get an offset monoshock, and with the underbelly exhaust making a comeback with the third generation model, the 390 Duke now features an asymmetrical yet clean look. At the rear, you get an all-new tail section with a sleek tail lamp, and an extended rear fender. The quality levels all-around have gone up too, with the switchgear having a nice tactile feel to it. Overall the 390 Duke has grown in size and we feel it is one of, if not the best looking sub-500cc motorcycle out there! 

In terms of features, you now get an all-new five-inch TFT instrument console with Bluetooth connectivity and turn-by-turn navigation. It now packs in a host of electronics as well, starting with three ride modes – Rain, Street and a new Track mode which gets launch control! The power and torque is tuned down in the first mode with the ABS being in its most intrusive setting, while you get access to the full grunt in the latter two modes with lesser ABS intrusion. In addition to dual-channel ABS with a Supermoto mode, you now get cornering ABS as well. And you even have switchable traction control. All this electronic wizardry should provide an extra safety net. 

The 2023 390 Duke is powered by a larger 399cc liquid-cooled single cylinder engine that puts out 46PS and 39Nm, a bump of 2.5PS and 2Nm compared to its predecessor. It gets a larger airbox and longer stroke which has helped to improve the tractability. The streetfighter is quick to pick up speeds from as low 30kmph in third gear, making it a lot more usable in the city compared to the model it replaces. 

There’s a noticeable surge in power post 4,000rpm, and before you know you are already doing illegal speeds, with the shift light flashing on the TFT, asking you to upshift. Coupled with the slick-shifting six-speed gearbox, which gets a Quickshifter+ function, the 390 Duke continues to be a fun motorcycle to push around with a hint of raw performance like the first gen model. We managed to hit a speedo-indicated 160kmph on Bajaj Auto’s test track. The vibrations are noticeable at higher revs but we didn’t mind it much, as it makes the streetfighter’s motor feel more characterful. 

Just like its design, the chassis has been thoroughly updated too. It now sits on a steel trellis frame with an aluminium subframe and gets a new curved swingarm. The offset monoshock has allowed KTM to tightly package the motorcycle. As a result, the wheelbase is now shorter by 3mm while the ground clearance has gone up by 33mm, compared to its predecessor. The India-spec model will get a shorter 800mm seat height, while the 820mm seat might be available as an option in the future. The seat itself is firm but doesn’t feel uncomfortable at any point. You get a wide handlebar and the rear-set footpegs mean you sit in a forward-biased position. While the overall ergonomics are sorted, taller riders might feel slightly cramped in the saddle. 

What stays the same though is the brilliant agility the 390 Duke is known for. Making quick direction changes is as easy as cutting through butter with a hot knife, and it gets addictive after a point. Also helping matters is the reduced unsprung mass, thanks to the redesigned alloys which get lesser spokes to save weight. The upside-down forks are five-step adjustable for compression and rebound damping, while you get 10-step preload adjustability for the monoshock along with five-step rebound damping. In its stock settings, the suspensions do a good job of soaking up bumps with a slight underlying firmness. The braking is impressive with the 320mm front and a 240mm rear disc offering ample feel, bite and stopping power. 

With prices starting at Rs 3.11 lakh, ex-showroom, the new model is around Rs 12,000 dearer compared to its predecessor, which makes it a steal in our books, considering how much has changed on the third-generation model. To conclude, the all-new 390 Duke takes forward all the positive traits of its predecessors while bringing back the aggressive nature of the first generation model. This besides offering a premium ride experience you see on larger capacity motorcycles. Despite facing a lot more competition now, the 390 Duke continues to be one of the most value for money performance streetfighters on sale in India.

The post 2023 KTM 390 Duke: First Ride Review first appeared on Turbocharged.