TVS unveiled three custom one-of-one TVS X electric scooters, which draw inspiration from Karnataka’s rich heritage, ranging from the architecture of Hampi, the former capital of the Vijayanagara empire, to Channapatna’s traditional craft and the grandeur of Mysuru’s royalty. Designed by Manoviraj Khosla, a celebrity fashion designer, each TVS X was treated as a moving canvas that blends design, form, and storytelling.

These scooters were auctioned to collectors with proceeds directed to a non-profit organisation that works with artisan communities across Karnataka, ‘A Hundred Hands’, founded by Mala Dhawan, reinforcing the initiative’s focus on supporting sustainable livelihoods while preserving traditional craft practices.

Rather than competing primarily on technical specifications, TVS decided to position the TVS X as a cultural expression, a strategy that also helps build a distinct buyer community around the product.

The post TVS Motors Unveils Three One-of-One TVS X’s 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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Electric scooters are rapidly becoming the default choice for urban transportation, but only a handful of manufacturers are ready to rethink and experiment, going out of their way — the TVS Orbiter is exactly that. With its futuristic design and neat proportions, it shows how TVS has interpreted the ‘city scooter’ for the masses. My first tryst with the Orbiter was at TVS’ Hosur facility, where I had a number of laps around their test track and simulated courses, which depicted everyday scenarios in cities and towns. But to be honest, unless you ride a two-wheeler in the real world, it is very hard to tell what it is going to be like on a regular basis. So when the opportunity came to check it out in our home base of Pune, I was excited at the prospect of assessing its real-world capabilities. 

The Orbiter is designed to encourage people to ride two-wheelers with approachable dimensions, or attract daily commuters who need an easy and efficient way to get around town without breaking a sweat or their bank. The design is certainly quirky, as it attracts a lot of attention when you stop at a traffic light. But its electric nature is not known by all, and that’s where people come and ask me which scooter it is, and whether it is petrol or electric. TVS’s choice of colours ensures that buyers get what they want for themselves – subtle or eye-catching; the neon sunburst colour in this case screams for attention. The rest of the package is, as I mentioned before, is made to be approachable for all. In fact, I have picked the keys of the Orbiter just so I could happily commute to work and otherwise forget about filling up the tank and worry about getting stuck in traffic. ​

The Orbiter comes with two riding modes – Eco and City. As the name suggests, the ‘Eco’ mode aims to extract the max range per charge by softening the throttle input with a restricted top of 45kmph; it is good enough to get you to your workplace and those short-distance grocery runs. But the ‘City’ mode opens up the restricted top speed to 68kmph and changes the way the twisting force is delivered to the rear wheel. And all this happens with just the touch of a dedicated ‘Mode’ button, and you feel the difference, like literally. As it was in my case, I chose to keep it in the City mode and took advantage of the brisk acceleration to keep my office commutes engaging, while the top speed was okay for most scenarios.

​Handling is genuinely a major plus for the Orbiter, especially with the unconventional 14/12-inch wheel combination, and the kerb weight of 112 kg makes it easy to steer it into the desired direction. Then comes the comfort, thanks to the supple suspension and the cushy flat seat ensure you and the pillion are not moving around much on the seat. Bumps, potholes and undulations are an easy affair for this electric scooter. TVS has given the Orbiter drum brakes with combined braking, and they do a decent job of bringing the Orbiter to a halt. The LED headlamp is bright, and the simple cruise control function allows you to roll effortlessly when you have less traffic; no rocket science, just plain and simple. Last but not the least is the impressive charging time of slightly over four hours with its supplied 650W charger when plugged to a regular 15 amp socket, making sure you are ready to go. While TVS claims a range of 158 km, I have been able to extract 115 km in Eco mode and 99 km in City mode.

Should you buy the Orbiter? Why not? With an ex-showroom price of ₹99,900, which is approximately ₹5,000 higher than the base variant of TVS’s iQube electric scooter. However, the Orbiter brings a quirky design and approachable ergonomics, which should be able to attract those who want something different for their daily usage.

The post  TVS Orbiter Review first appeared on Turbocharged.

Some places make you feel alive, some touch your soul, besides the experience which stays with you for a lifetime. This year, I travelled to Rann of Kutch, Gujarat to experience Rann Utsav 2.0, with which TVS Motor Company aims to blend the culture of the region with the excitement of motorcycling.

After a long day of travelling, starting from Pune, I reached Bhuj city in Gujarat. But the journey was far from over as I had to take a two-hour bus ride to Dhordo village. For the uninitiated, Dhordo is also known as the gateway to the Rann of Kutch white salt desert. Not only this, Dhordo is also globally recognised as the ‘Best Tourism Village’ by the UN World Tourism Organization and is famous for hosting the annual Rann Utsav.

Upon reaching my assigned tent, I was treated to authentic Gujarati food for dinner and called it a night. The next day went as planned, as TVS organised an experiential tour to ‘Gandhi Nu Gaon’, which translates to Gandhi’s Village. In 2001, a horrific earthquake that occurred in Bhuj levelled more than 60 percent of the area, resulting in the loss of many lives and houses, affecting the lives of people in the region. However, the government, along with a few organisations and NGOs, took the initiative to build it back to its former glory.

But what I was about to see was eye-opening. Gandhi Nu Gaon is a model village with only 35 families residing in it. The people of the village and the region are originally from the Marwad region of Rajasthan, who migrated to the Kutch region about 600 years ago. Hence, the culture is a mix of both Marwadi and Gujarati, bringing in the best of both worlds. After a brief interaction with the Sarpanch (head of the village), I took a tour around the village, saw the women working on local garments while the men worked on handmade wooden articles. It was truly mesmerising to witness how raw materials turned into beautiful pieces of art. From the mud and glass work on the houses to the handmade souvenirs, everything seemed surreal, especially for a city person like me. The village also has a school where children come to study. Away from the city and its complexities of living, village life seemed peaceful.

The next destination was the motorsports arena, which again required a bus ride back. After a brief introduction from the TVS team, I found myself gathered around the stunt arena where two professional stunt riders on their souped-up Apaches performed some amazing stunts. From there, I moved to the Ronin Drift-R arena where riders were sliding their rear wheels out on the oval track, putting their skills to test on the flat track, besides a tough obstacle course designed to test the capabilities of the Apache RTX, the first adventure tourer motorcycle from the homegrown manufacturer. But the dust hadn’t settled yet as I was about to witness some gravity-defying jumps and backflips at the FMX arena. With jumps over 40 feet in height, it sometimes made me wonder if gravity ceases to exist for people who have adrenaline shots for breakfast.

As the sun started getting closer to the horizon, it was time for the main event where TVS was about to unveil some special motorcycles. The Rann of Kutch edition motorcycles unveiled at the event drew serious inspiration from the region, amalgamating its landscape, culture and art forms. The Apache lineup and the Ronin were specially prepared. From the blues of the skies to the colours of sunset and the barren salt desert, every motorcycle seemed to exude the region’s beauty. However, these motorcycles were more cosmetic in nature, with no changes to the mechanicals. TVS does not plan to produce these motorcycles on a larger scale, and hence there was no price announcement either.

With the high heat of the desert, days became excruciating, but nights were the stark opposite, with temperatures dropping quickly enough to enjoy a good night’s sleep. But that wasn’t the case for me, as I was part of the morning batch riding to Dholavira, the road to which is also known as the ‘Road to Heaven’. And so it was, as a huge fleet of Apaches, Ronins and RTXs rode in the dark towards the horizon, which slowly shifted colours to mark the arrival of the sun. By the time I reached my destination, daybreak had already happened, with the sun, more like an orange blob in the sky, popping its head out like a small child playing hide and seek. Mesmerising is the least I could say, with flocks of flamingos (native to the region) flying across the skies. After around 15 minutes of staring at the sky, taking pictures and soaking in the calmness, I headed to a resort for the morning fuel.

The Road to Heaven is arrow-straight, and it gave me the opportunity to test my ride for the day, the Apache RTR 310. With a clear view of the road ahead, I took the chance to whack the throttle wide open and worked the gearbox without the clutch, thanks to the bi-directional quickshifter on the BTO unit I was riding. The Apache RTR 310 is a very capable machine with a host of electronics and adjustable suspension on the built-to-order variant. Apart from the slightly buzzy engine, the motorcycle exhibits superior handling and gives you the confidence to push harder. I was doing triple-digit speeds, fast enough to kill enough bugs and mosquitoes, for which my helmet ended up being the graveyard. After about 200 km of riding back and forth, I can say the Apache RTR 310 is a capable motorcycle that can handle both spirited corner riding and long tours with a mate.

The following night was even more interesting as I went stargazing, possible only in places away from cities and pollution. The open skies and blanket of stars seemed to sing nature’s lullabies in my ears. The following morning, as I headed back to my city, I couldn’t help but wonder about the place and how it exists. The landscape, the people, the sounds, the art and culture, and the feeling I came back with. It took me a day off work for my body to recover from all the travelling, but my mind still makes excuses to wander off to those vast landscapes every time I scrolled through my phone gallery, full of frozen moments I wish I could go back to. Looking forward to 3.0.

The post TVS Rann Utsav 2.0 – Celebrating Design, Culture and Motorcycling first appeared on Turbocharged.

When TVS launched the Ntorq 150 last year, I had the opportunity to ride it on the test track at TVS’ Hosur facility. However, with the superior conditions on the track, it is challenging to gauge how the scooter will perform on everyday outings, especially in the city. So, when TVS sent over the Ntorq 150 to our office in Pune, I could not resist testing it out in the real world. So, how did it perform? Read on to discover what I observed.​

The first thing that the Ntorq 150 gets is the eyeballs, curious onlookers checking it out to figure out what they are looking at. I had people pull up to me at traffic lights and ask if it was the Ntorq 125 with a new design, especially with the Nitro Green colour. The sporty design is eye-catching to say the least, especially for the Gen Z riders, who are looking for a sporty scooter. The front-end features exposed handlebar, which is quite a unique feature in the segment. In fact, the front fascia has a minimal design with the quad projector head lamps taking centre stage on the front apron, and the LED lights inside them are extremely bright, ensuring the road ahead is ‘LIT’ at night time. And in my opinion, it is the best scooter head lamp out there!

Talking of brightness, the high-resolution colour TFT console is very legible, especially under direct sunlight. All the necessary rider information, like the speedometer, tachometer, and fuel gauge are present at all times and the trip meters can be accessed via the directional buttons on the left switchcube, besides the basics, connected features like turn-by-turn navigation and the ability to take calls and play music on the go can also be accessed from here. The scooter comes to life with no noise as the integrated starter-generator makes it quiet when you use your right thumb. But once the engine is alive, the exhaust has a deep note to it and sounds quite spirited, especially when you work your wring the throttle.

After riding the Ntorq 150 for a couple of days in Pune city traffic, I noticed it to be quite engaging, especially to weave through the thick of traffic. And the seat cushioning is comfortable as it strikes the right balance between being firm and soft, which makes it apt for longer commutes. The well contoured seat, which is 765mm long and has a height of 770mm, can also accommodate two adults without any fuss. The rider triangle too, has a nice balance where you don’t have to stretch your hands far to reach the handlebars, and the spacious footboard helps you find a comfortable position based on your height. You get two ride modes  – Street and Race, which alter the power delivery and it is not just a few letters changing on the TFT display; I was actually able to notice this change clearly. However, we are TURBOCHARGED, and I kept the Ntorq 150 in Race mode for most of the time, and also switched off the traction control, which let me have some fun, and I promise I was being responsible.

​While TVS had already given the Ntorq 125 a sporty riding character, they made sure that the Ntorq 150 only elevates it. The power delivery is linear without any sudden surges and the motor quickly climbs through the rev range. The acceleration is brisk and gets you off the line quickly, making quick overtakes just as easy as twisting the throttle. However, what really shines through is the handling. In fact, the scooter is quite eager to turn into corners and it does so with gusto despite riding on 12-inch wheels. Even while in traffic, the Ntorq 150 can navigate from one lane to another without breaking a sweat thanks to its small, 1,285mm wheelbase and the 115kg kerb weight. In the corners, I was simply pointing the front end towards the apex and it simply followed my command to the ‘T’. But the very suspension setup that gives it great handling and corner craving ability also hinders its ride quality.

Because TVS engineers have gone with a firmer setup for the Ntroq 150, which is great for handling but it takes away the comfort you might expect from a scooter. The firm suspension gives the road undulations a direct line to your posterior, which can be uncomfortable on our roads. I like when the suspension is communicative, but in this case, it could have been a bit softer considering our road conditions. Lastly, the ABS-equipped front brake offers good bite and feedback as it dials the numbers on the speedometer back.

​So, after living with the TVS Ntorq 150 for a week, in Pune city, I can attest that it is a serious contender for your money if you are looking for a scooter that craves corners, looks sporty and is convenient. But also consider that it comes with a firm suspension setup that hampers the ride quality. But overall, it is really a scooter that will slap a smile on your face, at least I had one throughout the week. But at ₹1.18 lakh ex-showroom, for the TFT variant, I would definitely say that it does provide good value for money and TVS’ excellent after-sales service is always there in case things go south. However, just keep the aforementioned points while making your decision because the competition too has some interesting bits to offer.

The post TVS Ntorq 150 Review first appeared on Turbocharged.

Like every year, TVS opens doors to rookies and professionals alike, securing their chance in racing while emphasising on-track learning, race discipline, and safety standards in racing. The TVS One Make Championship follows a track-first approach, which emphasises safety. The riders train and compete on race-tuned TVS Apache motorcycles and are provided with high-quality safety gear, including Alpinestars airbag jackets, FIM-certified helmets and FIM-spec racing suits. The race-tuned motorcycles can also be adjusted specifically for the rider, ensuring optimal performance.

Since the inception of the TVS India One Make Championship in 1994, over 3,000 riders have been trained and prepared for racing across different categories.  Not only this, the TVS Women’s One Make Championship is an exclusive platform that has trained over 500 women riders since its debut in 2016. The winners receive TVS’s support and logistics for their future racing endeavours, thus supporting advancement in their racing career.

The post Petronas TVS India One Make Championship 2026 Training and Selection Announced first appeared on Turbocharged.

TVS has always impressed with its Apache series right from 2005 when the first one came out, and today in 2025, as the series completes two decades of existence, the RTR 310, the biggest naked Apache, gets a bunch of updates and a slightly lower sticker price. But how do these updates affect the RTR 310? Well, we rode it recently and here is what it feels like.

In 2023, we got the first Apache RTR that featured the biggest engine in the TVS lineup, the 312.2cc liquid-cooled single-cylinder engine. This engine sits in a beautiful trellis frame with an aluminium subframe, elevating its aesthetics to a new level in the segment. The RTR 310 looked bold and aggressive from any angle, and the features and tech were the cherry on top. For 2025, the Apache RTR 310 retains much of its styling from before, albeit with a few more features added to the mix. TVS has equipped the already well-spec RTR 310 with new knuckle guards with an aluminium frame, a transparent clutch cover that adds visual appeal, and sequential turn signals. Apart from these changes, the RTR 310 also gets new and updated tech like recalibrated throttle, a new rear sprocket that comes straight off the RR 310, Drag Torque Control, launch control and keyless ignition and handlebar lock, which is a first in the country.

The Apache RTR 310 already comes with an array of tech and features, including a bi-directional quick shifter, a 5-inch TFT display, and a host of rider aids. But it is only upon riding the bike that you realise how well every tech and rider-assist features come together to deliver a ride experience that goes as follows. We rode the top-spec bike with keyless ignition, and frankly, every motorcycle in the country should come with this feature, as it is far more convenient. Another eye-catching visual on the RTR 310 is the transparent clutch cover that shows the intricate beauty of the clutch, a treat for people who love machines. The engine’s exhaust note is sweet but nothing to write home about; however, the moment I slotted the engine into first gear and wrung the throttle on an empty stretch of road, it simply took off perfectly. I was aiming to test the launch control, and boy, does it work well.

But as I settled for a calmer ride, I was pleasantly surprised to see how well the new throttle calibration works. The fuelling has improved quite a bit, and the response is no longer snappy because the communication between the ride-by-wire system and the throttle valve is stronger, making it linear and smooth. The throttle feel, however, is not a 100 percent, because at times I felt a lag when I suddenly wrung the throttle to overtake a vehicle. But the power and torque are delivered urgently, despite the laggy feel. However, what impressed me the most was the sweet handling. In terms of handling and ride quality, everything remains the same, and I absolutely love it. The RTR 310 craves corners, and thanks to the grippy Michelin Road 5 tyres, you can flick it from side to side with utmost confidence. The brakes are good; however, the lever feel could have been better to support the superb bite it provides. TVS has also lowered the price of the Apache RTR 310, making it accessible to more people. The updated RTR 310 now starts from ₹2.21 lakh ex-showroom for the base variant and goes up to ₹2.93 lakh for the fully loaded top-spec BTO variant in Sepang Blue. These prices make the RTR 310 a good value-for-money motorcycle thanks to its tech and features. So, if you are in the market for a streetfighter styled motorcycle that provides segment-leading features and the attractive customisation options, then the TVS Apache RTR 310 makes for a solid contender for your hard-earned buck.

The post 2025 TVS Apache RTR 310 Review first appeared on Turbocharged.

In keeping with its positioning, the Apache RTX makes a brilliant first impression. Understandably, its design draws inspiration from larger and higher capacity adventure touring motorcycles, and the headlamp and fairing even remind me of the Triumph Tiger’s. The fairing looks substantial, the windscreen looks nice and effectively, the front end looks very good, giving the impression of the Apache RTX being a larger capacity motorcycle than it is, besides which is also feels premium. Fit-finish levels and quality of plastics is top-notch too.

The long wheelbase and substantial fairing have the RTX look rather large from the sides, while the fuel tank design and stepped seat, with the RTX insignia on it, add to the bike’s appeal. The exhaust is a ‘double-barrel’ unit, while the trellis subframe sits exposed under the seat. The RTX uses a 19-inch front wheel and a 17-inch rear, and while I was a little surprised at TVS not offering wire-spoked wheels even as an option, I was told by the engineering head that the alloy wheels used on the RTX have been engineered and tested to take on extreme torture. 

The instrument cluster display is a 5.0-inch colour TFT unit and offers lots of information in a neat and legible manner. The display changes appearance as per the riding mode selected, or when mirroring navigation from the TVS app, but what does not change across themes is how neatly information is displayed. This is easily among the best displays on an Indian motorcycle currently, with its bright colours, crisp resolution and neat arrangement of information.

Rider aids include four riding modes including Urban, Rain, Tour and Rally, besides which you can also switch traction control and rear ABS off. You also get Bluetooth connectivity along with a segment-first feature in the form of navigation mirroring via the TVS app. Then there’s cruise control, an all-LED, Class-D headlamp with beam control, besides adjustable clutch and brake levers, a bi-directional quickshifter and more. TVS has thus ensured the RTX is equipped with lots of features, but while most of them are useful, not all are must-haves, which means you could go in the for base or mid-variants and not feel like you’ve missed out on a few things.

The all-new 300cc liquid-cooled single-cylinder engine puts out 36PS, produced at 9,000rpm and 28.5Nm produced at 7,000rpm. While the numbers are par for the course, I would have liked the new engine to offer closer to 40PS and above 30Nm. That said, TVS Motor has tuned the engine well and initial grunt and midrange performance are impressive. The engine pulls in a linear manner, a performance trait that’s vital to adventure tourers, besides which ratios for the 6-speed gearbox feel perfect, given the bike’s positioning as an adventure tourer.

The bi-directional quickshifter works well and is quite addictive in fact, so overall, TVS has got the powertrain right. That said, higher power and torque figures would have certainly helped offering a sprightlier feel and effectively, make the RTX more fun to ride. We didn’t quite get a chance to have the bike stretch its legs on open roads as we largely rode in the hills, but the Apache RTX should be good for cruising at 100-110kmph all day, given the engine’s performance and refinement both.

The bike’s trellis frame may look like the one on the Apache RR 310 and RTR 310, but this is an all-new frame. And along with the 41mm upside down forks (adjustable for compression and rebound), and an adjustable monoshock, the chassis offers a confident feel on tarmac and off it too. The front end also offers good feedback on tarmac, despite the 19-inch front wheel. Ground clearance stands at 200mm, and the overall setup does feel pretty inviting. 

The setup also makes for excellent manoeuverability as TVS Motor has managed to cap kerb weight at just 180kg. Tank capacity is 12.5 litres, which is acceptable for an adventure tourer, but I would have preferred a larger tank, to reduce the number of fuel stops needed on long rides. Seat height stands at 835mm which should make it easy even for shorter riders to swing a leg over and move the motorcycle around. The handlebar-seat-footpeg combination feels impressive too and helps in making the RTX well-suited for riding distances. On that note, the RTX also encourages you to stand on the footpegs and ride, as gripping the tank with the insides of your knees is easy.

The RTX allowed us to breeze through off-road sections, and while the engine offered enough grunt, the bike’s handling and tyres added to its confident feel further on the tricky bits. While the ride was short and we rode in a convoy to say so, with photography stops in between, the seat time did help in understanding the Apache RTX’s demeanour. Its alloy wheels may have it look more touring-oriented, but the bike is adept at tackling off-road sections and trails. On our way back we got to experience the RTX on tarmac too and again, it impressed, by holding a line around bends and allowing me to lean into corners without needing to think or calculate. It also feels very forgiving and in that sense, the  Apache RTX should entice novice riders to head out on adventures.

Overall, the Apache RTX is an interesting motorcycle, not just as an all-new ‘Apache’, but a all-new adventure tourer too. I would have wanted some more performance from the engine, but it certainly did not let me down with its overall performance and refinement. Importantly, the bike scores well on the comfort front, which is an important parameter for an adventure tourer, besides impressing in terms of dynamics. You also get a list of rider aids, which help. Prices though introductory, start from ₹ 1.99 lakh ex-showroom, which further helps in making the Apache RTX a very interesting proposition, especially for someone looking to enter the exciting world of adventure touring motorcycles.

TVS Apache RTX Launched

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

The TVS Apache RTX comes with a front beak, large LED headlight, a tall windscreen, long-travel suspension and dual-purpose tyres. It comes loaded with features like a tyre pressure monitoring system, last parked location, ride analytics and much more. Electronic rider aids include ride modes (Urban, Tour, Rain, and Rally), traction control, ride-by-wire, and a bi-directional quickshifter. It also gets a 5-inch TFT display with Bluetooth connectivity.

Powering the RTX is the all-new 299cc water and oil-cooled, single-cylinder engine that makes 36PS and 28.6Nm and puts it down via a six-speed transmission, and has a slip and assist clutch. The motorcycle comes with a split trellis frame and an aluminium swingarm. It gets 41mm upside-down forks with rebound and preload adjustability, and a monoshock that is preload adjustable. Being an ADV, the RTX has 180mm of suspension travel on both ends and rides on 19-inch front and 17-inch rear wheels shod with dual-purpose tubeless tyres. Braking is handled by 320mm front and a 240mm rear disc with dual-channel ABS. The Apache RTX has a seat height of 835mm, 200mm ground clearance, and a kerb weight of 180kg. It has a 12.5 litre fuel tank.

The TVS Apache RTX has been launched in five colours: Pearl White, Lightning Black, Metallic Blue, Tarn Bronze and Viper Green. The Apache RTX will rival the likes of ADV motorcycles like the KTM Duke 250, Yezdi Adventure, and the Suzuki V-Strom 250.

The post TVS Apache RTX launched at ₹1.99 lakh first appeared on Turbocharged.

From the images, it can be seen that it has a beak, a front fairing with a tall windshield, and split headlamps. The engine sits inside a trellis frame with a bolted rear subframe. It gets USD forks and a monoshock, and rides on 19-inch front and 17-inch rear wheels, which are cast alloy (if TVS plans to introduce a variant with wire-spoked wheels in the future like Triumph did with the Scrambler 400, we would be very interested indeed). Braking duties will be handled by disc brakes on both ends. TVS is expected to equip the RTX 300 with a host of features like a TFT dash, Bluetooth connectivity, navigation, as well as other electronic rider aids, the kind already present on the tech-laden Apache RTR 310. 

The upcoming motorcycle is expected to be priced competitively as it falls under the cut-off of 350cc, a category that has seen price reductions after the current tax reforms under GST 2.0. Upon its launch, the TVS Apache RTX 300 is going to lock horns with other adventure motorcycles in the segment, such as the KTM 250 Adventure. 

The post TVS Apache RTX 300 Launch Date Confirmed first appeared on Turbocharged.