In the world of riding, we often overlook and take for granted the fact that our tyres are the only two points of contact between us and the tarmac. When that contact becomes inconsistent, safety is compromised. But what exactly causes that dreaded shimmy? From the simple physics of balance to the complex geometry of suspension, here are the most common reasons you have a wobble.

Wheel Imbalance: The Silent Culprit

By far the most common reason for a wobble—especially one that only appears at specific speeds (usually between 80 km/h and 120 km/h)—is an unbalanced wheel.

No tyre or rim is perfectly symmetrical in weight. Even a tiny heavy spot of just a few grams can create significant centrifugal force when spinning at high speeds. This force pulls the wheel outward, causing a vertical or lateral hop.

• The Fix: Technicians use a balancing machine to spin the wheel and identify the “light” spots, then clip or stick small lead or zinc weights to the rim to equalise the distribution.
• Pro Tip: If you’ve recently lost a “sticky weight” after hitting a pothole or pressure washing your wheels, that’s likely your culprit.

Flat Spots and Tyre Deformation

Tyres are made of rubber, wire, and fabric. Over time, or under stress, these materials can lose their shape.

• Flat Spotting: If a vehicle sits for a long period (weeks or months), the weight of the bike compresses the bottom of the tyre, creating a flat spot. While some flat spots disappear once the tyres warm up, permanent ones will cause a permanent wobble.
• Incorrect air pressure: Although less likely, but running wrong air pressure on the tyres, especially critically low pressure can also deform your tyre.

Bent or Buckled Rims

Our roads are rarely perfect. Hitting a deep pothole or clipping a kerb at speed can easily bend a metal rim. Even if the bend is too small to see with the naked eye, it can cause a “runout” issue—where the wheel is no longer a perfect circle.

• Alloy vs. Steel: Alloy rims are more prone to cracking or bending under high impact, while steel rims might simply dent. A bent rim will cause a wobble that usually gets worse the faster you go. For a steel rim its an easy repair, and minor depts on the alloys can also be heated and softly hit back to shape. A fresh wheel balance also can compensate for this issue to an extent.

Uneven Tyre Wear (The Cupping Effect)

If your suspension is worn out, your tyre doesn’t stay firmly pressed against the road. Instead, it “bounces” as you drive. This creates “cupping” or “scalloping”—where chunks of the tread wear down more than others.

Once a tyre is cupped, it is no longer smooth. As these high and low spots hit the road, they create a vibration that feels remarkably like a mechanical wobble.

Other reasons could be due to uneven wheel alignment on the axle or flat spots made on the same area due to very hard braking.

Loose or Worn Wheel Bearings

The wheel bearing is what allows your wheel to spin freely with minimal friction. When a bearing begins to fail, it develops “play” or “slack.” This allows the entire wheel assembly to tilt or wobble on its axis.

• The Tell-Tale Sign: A worn bearing often comes with a low-frequency humming or growling noise that changes pitch when you turn the vehicle. If you can “jiggle” your wheel while the bike is jacked up, your bearings are toast.

Warped Brake Discs (Rotors)

Does your wobble only happen when you hit the brakes? If so, it isn’t a tyre issue—it’s a braking issue.

When brake discs get excessively hot and then cool rapidly (like hitting a puddle after heavy braking), they can warp. When you apply the brakes, the pads grip an uneven surface, sending a vibration back through the steering system and the pedals.

Sometimes the “tyre wobble” isn’t actually coming from the tyre, but from the components holding it in place.

• Bent axle
• Forks misaligned

Summary Table: Diagnosing the Shake

Why You Shouldn’t Ignore It

A tyre wobble is never something that “fixes itself.” In fact, ignoring a wobble usually leads to a very expensive domino effect:

1. Accelerated Tyre Wear: A wobbling tyre will scrub its tread off in a fraction of its usual lifespan.
2. Suspension Damage: The constant vibration puts immense stress on your shocks, struts, and bushings.
3. Safety Risk: In extreme cases, a wobble can lead to a “tank slapper” on a bike or a total loss of steering control in a car, especially during emergency manoeuvres.

If you feel a wobble, the first port of call should always be a professional tyre shop for a Wheel Balance and Alignment check. It is the cheapest and most common fix. If the balance is fine, have a mechanic inspect your wheel bearings and steering linkage.

Keeping your wheels spinning true isn’t just about a smooth ride—it’s about ensuring that those few inches of rubber stay exactly where they belong: firmly planted on the road.

This article Most Common Reasons for a Bike Wobble was first published on Motorcycle News, Reviews and Knowledge Base.

It wasn’t just a gathering; it was a massive statement of intent for the brand, proving that the Suzuki riding community in India is more vibrant and connected than ever.

The Burgman Breaks the Records

The star of the show was undoubtedly the Suzuki Burgman. The brand managed to bag two major records during the festival:

• Largest Gathering of a Single Scooter Model: A whopping 390 Suzuki Burgman owners lined up their scooters in one place, setting a new benchmark for community size.
• Maximum Deliveries in a Day: In a frantic but impressive display of sales power, 175 new Suzuki Burgman scooters were handed over to their lucky new owners right there at the event.

According to Deepak Mutreja, the Vice President of Sales and Marketing at SMIPL, these records are a proud moment for the team and a direct reflection of the trust Indian riders have in the Suzuki brand.

New Launches and International Flavours

The festival wasn’t just about looking back at existing successes. Suzuki used the massive crowd to facilitate a customer-led launch of the New Suzuki Burgman Street. Giving the fans the power to unveil the new model certainly went down well with the attendees.

For those dreaming of bigger engines, Suzuki also showcased the globally famous Suzuki Burgman 400. It gave the Mumbai crowd a rare up-close look at the brand’s international maxi-scooter engineering and its long-standing legacy.

Also at the Show

Suzuki turned the Mulund venue into a full-blown carnival. Aside from the records, the Suzuki Matsuri highlights included:

• Riding Zones: Fans got to test their mettle on the New Burgman Street, the Access ABS, the all-electric e-Access, and the adventure-ready V-Strom SX.
• Entertainment: The day was packed with professional stunt shows, a massive Suzuki Parade, and live performances by Khaanzadi and DJ Lady Barot.
• Festival Vibes: For those who wanted a break from the engines, there were tattoo booths, graffiti walls, merchandise stalls, and even cosplay artists wandering about.

This article Suzuki Matsuri Mumbai 2026: Records Broken as Burgman Fans Take Over was first published on Motorcycle News, Reviews and Knowledge Base.

A Celebration of Independence and Speed

The bike made its grand debut at the United States Grand Prix on 27 March 2026. It wears a spectacular “Stars and Stripes” livery, specifically designed to celebrate the 250th anniversary of the signing of the US Declaration of Independence (4 July 1776).

But while the paint job is a nod to history, the technology underneath is purely from the future. The Aprilia X 250TH holds the title of being the first and only motorcycle in the world available to the public equipped with carbon-carbon brakes. These are the exact same stopping systems used in the top-tier MotoGP class, offering a braking feel previously reserved for the likes of Marco Bezzecchi and Jorge Martín.

MotoGP Tech for the Lucky Few

This machine is more than just a collector’s item; it’s a bridge between a production bike and a racing prototype. Aprilia’s “X” series has become legendary for this exact reason.

• U.S. Market: 25 units are earmarked for the States at an MSRP of $150,000. (Rs 1.4 Cr)
• Rest of World: Only 5 units will be available for other markets (like Europe) for €115,000 + VAT. (Rs 1.2 Cr)

Key Performance Specs:

• Braking Excellence: The carbon-carbon brake setup delivers a level of performance that mirrors the Aprilia RS-GP prototype.
• Aerodynamics: The bike features the very latest generation of MotoGP-derived seat wings, ensuring maximum stability and downforce at high speeds.
• Exclusivity: As the sixth generation of the “X” project, it follows in the footsteps of icons like the RSV4 X (2019), Tuono X (2020), and the RSV4 X ex3ma (2024).

The “X” Factor: A Growing Legacy

The massive media buzz and social media frenzy surrounding the launch at COTA (Circuit of the Americas) made it clear that the Aprilia X 250TH was going to be a hit. According to Massimo Rivola, CEO of Aprilia Racing, these bikes are “jewels” designed for riders who want the closest possible experience to riding a genuine MotoGP bike.

Since the project started in 2019, Aprilia has used the “X” designation to push the absolute limits of what a customer can actually buy. With this sixth successful sell-out, the brand has firmly established itself as the king of high-performance, limited-edition exotica.

The Aprilia X Timeline:

While the 30 lucky owners are likely tucked away in their garages celebrating, the rest of the world will have to wait and see what Aprilia’s racing department cooks up for the seventh generation. One thing is for sure: you’ll need to be quick on the “buy” button when it arrives!

This article Aprilia X 250TH Sold Out: Limited Edition Carbon-Brake Beauty Hits Record Success was first published on Motorcycle News, Reviews and Knowledge Base.

Extreme Range and Rapid Performance

The headline feature here is the massive 6.5 kWh battery. According to Simple Energy, this powerhouse delivers an IDC range of 400 km on a single charge. To put that into perspective, you could almost ride from Bengaluru to Chennai without stopping for a top-up. But lets be real here, IDC range is just for marketing, a 400 km IDC range would translate to close about 280-300 kms of real word range with normal use. But that number is also quite huge and worth about 10 days of 30 km daily ride before needing a charge, which is crazy good!

But the Simple Ultra performance isn’t just about endurance; it’s got some serious muscle, too:

• Acceleration: It blurs from 0 to 40 kmph in just 2.77 seconds.
• Top Speed: It hits a respectable 115 kmph.
• Rider Tech: To keep all that power in check, it comes equipped with four-level traction control and a seven-inch rider’s console.

Part of a Growing Gen 2 Portfolio

Simple Energy has been incredibly busy lately. The Ultra joins an expanding line-up that was refreshed earlier this year:

• Simple One Gen 2: Available in two variants with ranges of 236 km and 265 km, starting from INR 1,94,999.
• Simple OneS Gen 2: Offers a 190 km range for INR 1,74,999.

According to the founder and CEO, Suhas Rajkumar, the Ultra was “engineered with intent” for those who refuse to compromise on distance or speed.

Pan-India Network Expansion

Buying and servicing these high-performance scooters is getting much easier. Simple Energy currently boasts nearly 70 touchpoints across the country, including major hubs like Delhi, Mumbai, Bengaluru, Chennai, and Goa.

The brand isn’t stopping there, though. They’ve confirmed they are heading to Nagpur, Ranchi, and Bhubaneshwar in the coming months to further strengthen their reach.

Is the Simple Ultra Worth the Price?

At INR 2,34,999, it sits at the premium end of the market, but the 400 km IDC range is currently in a league of its own. For long-distance daily commuters or those who simply hate charging every night, the Ultra offers a unique proposition and most importantly peace of mind.

We are still waiting of official numbers on the weight of the scooter and the charging times. But we are expecting around 6 hours 30 mins for 0 to 80% and a kerb weight of 130 kg.

The Simple Ultra is available for immediate purchase and test rides right now. You can pop into a physical Simple Store or head over to www.simpleenergy.in to book yours online. With deliveries already underway as of 17 April 2026, the wait for “extreme range” is finally over.

This article ‘Simple Ultra’ Electric Scooter launched with 400km Range was first published on Motorcycle News, Reviews and Knowledge Base.

Power and Performance: The 150cc Heart

Underneath those sharp fairings, the 2026 Honda CBR150R stays true to its refined racing DNA. It’s powered by a liquid-cooled, single-cylinder 149.2cc DOHC engine that packs a punch for its size.

Key Performance Stats:

• Maximum Power: 16 HP (12.0 kW) at 9,000 rpm.
• Peak Torque: 13.7 Nm at 7,000 rpm.
• Transmission: A slick 6-speed manual gearbox equipped with an assist and slipper clutch

Chassis and Handling Dynamics

Weighing in at just 137 kg (kerb weight), the CBR150R is designed to be flickable and easy to manage. The bike features a Diamond (Truss) frame and sits on a 788 mm seat height, making it accessible for a wide range of riders. Suspension duties are handled by inverted telescopic front forks (USD forks) and a Pro-Link monoshock at the rear, ensuring the bike stays planted through the corners.

Braking and Safety:

• ABS as Standard: The 2026 CBR150R specs include a hydraulic single disc at both the front and rear, supported by Anti-lock Braking System (ABS) for extra confidence in the wet.
• Wheels: It rolls on 17-inch alloy wheels with a 100/80 front tyre and a meaty 130/70 rear tyre.

It’s fully Euro-compliant and comes with a 12-litre fuel tank, which should give you plenty of range given Honda’s reputation for fuel efficiency.

• Lighting: It’s an all-LED affair, with twin LED headlights and a sharp LED taillight that mimics the look of its bigger brother, the CBR1000RR-R.
• Cockpit: You get a fully digital instrument panel that provides all the essential info at a glance, including a gear position indicator.
• Styling: The Stealth Black colourway features a mix of matte and gloss textures, giving it a high-end, “collector’s” feel without the six-figure price tag.

The India launch question

Well, honestly, even I have not idea why Honda India is not launching this motorcycle in India. With its competition like the R15 and RC doing quite well, its quite surprising that even after all these years the CBR 150R and its bigger siblings are not making its way to India. Last we heard it was a cost of manufacturing thing, but that was 10 years ago. Hopefully the company wakes up to the current market scenario.

2026 Honda CBR150R image gallery

This article 2026 Honda CBR150R Malaysia Launch: Stealth Black Edition Price and Specs was first published on Motorcycle News, Reviews and Knowledge Base.

If you’ve been keeping track, the last time these bikes saw a proper ground-up update was way back in 2019. Since then, we’ve mostly seen minor tweaks to meet BS6 and OBD-2B emissions standards, along with some fresh paint jobs earlier this year. But this upcoming refresh promises to be much more than just a new set of stickers.

What’s Changing for the New Gixxer Duo?

The next-generation Suzuki Gixxer 155 and 250 models are expected to take a leaf out of the book of their bigger siblings, the Suzuki GSX-8S and 8R. Here is what we can expect from the 2026 Suzuki Gixxer update:

• Fresh Design Language: Expect a much sharper, more aggressive look that aligns with Suzuki’s global design DNA.
• Tech Upgrades: The old consoles are likely making way for a modern TFT screen, complete with enhanced Bluetooth connectivity features.
• Rider Aids: We might see additional electronic aids to keep the bikes competitive against tech-heavy rivals. Traction Control and Dual Channel ABS is the bare minimum.
• Mechanical Revisions: While the core engines are solid, Suzuki is expected to introduce some mechanical refinements to sharpen the performance.

Learning from the Scooter Squad

Suzuki has already shown its hand with its recent 2026 scooter launches, giving us a hint of the tech they have available. For instance:

• The 2026 Suzuki Access 125 now features single-channel ABS on top trims and a 4.2-inch colour TFT display.
• The new Suzuki Burgman has gained keyless ignition, a redesigned headlight inspired by the Burgman 400, and a retuned engine with an extra 0.4 Nm of torque for better low-end grunt.

It’s highly likely that this level of tech—especially the TFT displays and connectivity—will migrate over to the new Gixxer line-up.

Suzuki knows it can’t afford to rest on its laurels. The Gixxer 155 has to fend off the incredibly popular TVS Apache RTR 160 4V, which is constantly getting “bang-for-the-buck” upgrades.

Meanwhile, the Gixxer 250 is facing some serious heat from the likes of the KTM 250 Duke, the Hero Xtreme 250R, and the Pulsar models. To stay relevant, Suzuki will need to price these new models aggressively as well, even with the added tech.

While prices for the updated Suzuki Gixxer range are expected to climb slightly, the premium shouldn’t be too steep if Suzuki wants to keep its market share. For fans of the brand, the wait until late 2026 might feel like a long one, but if the “mini GSX-8” styling and new tech packages come to fruition, it’ll be well worth it.

This article Updated Suzuki Gixxer 155 and 250 Launch Set for Late 2026 was first published on Motorcycle News, Reviews and Knowledge Base.

Why the Price Bump?

According to Bipul Chandra, the Managing Director of Ducati India, the brand is feeling the pinch of the current economic climate. Between general inflation and the rising cost of commodities, operational expenses have climbed.

The company is introducing this Ducati model price increase to offset those costs while ensuring they don’t lose that high-end, premium “Bologna” magic that riders expect from the brand.

A Massive Year for New Ducati Launches

Despite the price hike, 2026 is looking like a bumper year for Ducati fans in India. The brand is on a bit of a product offensive, and there’s plenty to get excited about:

• Already Landed: In March 2026, Ducati officially entered the dirt world by launching the Desmo450 MX.
• Coming This Month: The ultra-rare and highly collectible Panigale V4 Lamborghini is set to arrive in India in April 2026.
• The “V2” Refresh: Riders can look forward to the all-new Monster V2, Hypermotard V2, and the rugged DesertX V2.
• Flagship Updates: Expect the new Multistrada V4 Rally and special Corse Editions for both the Panigale V4 and Streetfighter V4 ranges before the year is out.
• The Unicorn: The Superleggera V4 Centenario is also making its way to Indian shores in tiny numbers—though don’t get your hopes up, as every single unit is already pre-booked.

Expanding the After-Sales Net

It’s not just about selling bikes, though. Ducati is also working on making life easier for current owners. They’ve recently inaugurated “Service-Only Workshops” in Goa and Ahmedabad. These are the first of their kind for the brand in India. Even though they don’t sell bikes, they are fully authorised facilities with Ducati-trained technicians, offering the same level of care you’d find at a full Ducati 3S dealership.

This article Ducati India Price Hike from June 1st 2026 was first published on Motorcycle News, Reviews and Knowledge Base.

Conceived and hand-built in Schiranna, Varese, the F3 R remains the benchmark for those who want racing heritage and “uncompromising engineering” rather than a mass-produced, off-the-shelf commuter.

Strategic Pricing in a Changing Market

The SuperSport category is currently having a bit of an identity crisis. The old-school, high-revving 600cc fours are being replaced by a new breed of middleweights that focus on “headline pricing.” Often, these bikes look cheap on paper, but you have to pay extra to get the electronics or premium performance parts.

MV Agusta is taking a different path. They’ve set the MV Agusta F3 R price at a very deliberate €16,000 in Italy( approx Rs 17.58L). Instead of hiding features behind “activation fees” or higher variants, they are offering a fully loaded, high-spec machine that sits right in the heart of the new middleweight sportbike price range.

The Most Powerful Three-Cylinder SuperSport

Underneath that gorgeous Italian fairing is the heart of a champion. The 147 HP three-cylinder engine is widely considered a masterpiece of the segment. It’s fully Euro 5+ compliant, but don’t let the emissions standards fool you—it still delivers that screaming, unmistakable triple-cylinder soundtrack.

Technical Highlights:

• Counter-Rotating Crankshaft: A trick straight from MotoGP that cancels out the gyroscopic effect of the wheels, making the bike incredibly flickable and stable mid-corner.
• Low-End Grunt, High-End Screamer: Torque is available the moment you twist the grip, but the power keeps building all the way to the redline.
• Single-Sided Swingarm: A signature MV Agusta design that isn’t just for show—it’s a piece of structural art that aids rear-end dynamics.

Fully Loaded from Day One

Perhaps the most refreshing thing about the 2026 MV Agusta F3 R is that it comes “all-in.” While rivals are moving toward modular specs, MV Agusta delivers the F3 R as a fully equipped motorcycle right out of the crate. There are no hidden costs to unlock its potential.

The Electronics Suite Includes:

• 6-Axis IMU: Managing four distinct riding modes (Rain, Sport, Race, and Custom).
• Rider Aids: 8-level Traction Control, Front Lift Control (Wheelie Control), Launch Control, and Cruise Control.
• Cornering ABS: Features a specific Race mode and Rear Wheel Lift-Up Mitigation (RLM) to keep things tidy under heavy braking.
• 5.5” TFT Display: Fully compatible with the MV Ride App for navigation and bike setup via your smartphone.

MV has also introduced a new 9-disc slipper clutch with torque assist. Combined with their slick quick-shifter, it reduces the effort needed at the lever by a massive 50% compared to the older models.

No Compromises

The MV Agusta F3 R is a bold response to the “budget-friendly” trend in the sportbike world. By keeping all the high-end hardware and software as standard and adjusting the MSRP to €16,000, MV Agusta has made a very compelling case for itself.

It’s a machine for the rider who wants an authentic, high-performance SuperSport that is ready to hunt superbikes the second it leaves the showroom floor. No activation fees, no optional extras—just pure, unadulterated Italian performance.

This article 2026 MV Agusta F3 R: The 147 HP Italian Icon Gets a Strategic New Price Tag was first published on Motorcycle News, Reviews and Knowledge Base.

A Leaner, Meaner Aesthetic

One of the most noticeable changes is the trimmed rear length. By shortening the back end, Yamaha’s R&D team has given the Fascino 125 Hybrid a more agile and trendier look. This isn’t just about vanity, though; the shorter frame makes weaving through city traffic and tight parking spots a doddle.

The rear design has been reimagined with a newly leaner sculpted tail section. It features redesigned taillights and indicators, including a distinctive V-iconic taillight design that gives the scooter a premium, balanced profile. From the new decals to the refined body lines, the entire look was conceptualised in India based on direct customer feedback.

Celebrating a Massive Milestone

The timing for this update couldn’t be better. Yamaha is currently celebrating a massive 1.5 million production milestone for the Fascino. Since its debut as a 110cc model in 2015, the bike has seen a steady evolution:

• 2019: Jumped to a BS6-compliant 125cc Fuel Injection engine.
• 2021: Became Yamaha’s first hybrid scooter with Smart Motor Generator (SMG) tech.
• 2025: Introduced Enhanced Power Assist and a fancy Colour TFT screen.
• 2026: The current design evolution brings a more refined, unisex appeal to the streets.

Performance Meets Smart Tech

Under the stylish bodywork, the Yamaha Fascino 125 Fi Hybrid is powered by the reliable Blue Core Hybrid engine. This 125cc air-cooled, 4-stroke SOHC unit is E20 fuel compatible and packed with tech to make life easier:

• Enhanced Power Assist: Delivers stronger acceleration when pulling away or climbing inclines.
• Smart Features: Includes Silent Start, a Stop & Start System (SSS), and a side-stand engine cut-off for safety.
• Storage & Comfort: You get a decent 21-litre under-seat storage bay and telescopic suspension for a smooth ride.
• Connectivity: The premium Fascino S variant boasts a Colour TFT Instrument Cluster with turn-by-turn navigation and an “Answer Back” function to help you find your bike in a crowded car park.

Variants, Colours, and Pricing

The updated Fascino 125 Fi Hybrid price starts at a competitive INR 76,500 (ex-showroom, Delhi). It’s available across all Yamaha showrooms, including the high-end Blue Square outlets.

With an overall length now trimmed to 1780 mm, the new Fascino is more manoeuvrable than ever. Whether it’s the matte finishes of the S variant or the vibrant metallic hues of the Drum version, Yamaha’s latest hybrid scooter is clearly aiming to be the most stylish commuter on Indian roads this year.

2026 Yamaha Fascino 125 Fi Hybrid image gallery

This article Updated 2026 Yamaha Fascino 125 Fi Hybrid launched was first published on Motorcycle News, Reviews and Knowledge Base.

So, yes, the first thing to say is that the Cramster Flux boots actually did last the entire year. I did touring, some off basic off the road stuff, a lot of walking and everything still holds up. The zippers are still functional, the sole has barely worn and with my sweaty feet it’s not yet stinky. There are just some expected wrinkle marks around the bend points. However I have not yet used this in the rain, so I will reserve my comments on that for when I actually do.

So, pretty much everything that I mentioned and expected from the first impressions are true. But then there are a few quirks that I noticed.

First of all, it still remains to be CE rated. I guess if they do, the price for these will go up drastically.

Second, the actual gear lever protection patch on the Cramster Flux boots are in the wrong position. When you use it for a long ride, you can clearly see that all the rub marks are slightly above where the patch is. That probably needs some work from the Cramster(Rynox) guys.

Thirdly, while doing some off road trail riding with the Ultraviolette X-47 couple of weeks back, I dropped the bike and it landed right on my foot. Two things, one, my foot survived unscathed (well almost) and that brings me to the second, it showed probably one of the weak spots on the Cramster Flux boots. The pointy bit below the foot pegs, the feelers basically, those were properly pushing on my little toe and boy did it hurt! The whole bikes weight was focused on that point and in turn on my toe for a good 30 seconds before the guys lifted it off me.

The front protective TPU toe cap which is supposed to help in this case seems to be a bit smaller than required. But yeah, nothing broke, neither my toe nor the boot. No puncture marks on it as well.

Overall it still is a good pair of boots especially for the price it is on offer, ideally just for touring. Would I have liked it to have better protection? Sure I do. But think of it this way, at this price point its better than those sneakers and those trekking boots a lot of the guys pass off as protective riding boots.

This article CRAMSTER FLUX Boots Long Term Review was first published on Motorcycle News, Reviews and Knowledge Base.

Built by the mad scientists at KTM in Austria, this isn’t just another pretty face in the showroom. It’s the most extreme version of their Hypernaked philosophy, designed for people who think “too much power” is just a starting point. Here is why the new KTM 1390 Super Duke RR is currently the king of the Naked performance hierarchy.

Shedding Weight to Gain Power

To understand the performance specs of this machine, you have to look at the diet it went on. The engineers managed to strip away 11 kilograms compared to the standard KTM 1390 Super Duke R. That might not sound like much on paper, but in the world of Hypernaked motorcycles, it transforms the bike’s dynamics.

With a stiffer chassis and a massive reduction in mass, the Beast RR is sharper and more agile whether it’s carving through a B-road or hunting for apexes on a racetrack. It’s essentially a high-performance street bike with the soul of a racer.

MotoGP Tech for the Road

The KTM R&D team didn’t hold back on the material choices. They loaded the bike with carbon-fibre components to save weight and give it that aggressive, race-inspired look. But the real magic is in the hardware:

• Suspension: It features WP PRO COMPONENTS derived straight from MotoGP, offering race-level adjustability.
• Wheels & Tyres: It rolls on ultra-lightweight forged wheels wrapped in Michelin Power GP Hypersport tyres.
• Brakes: Serious stopping power is provided by Brembo HyPure Sport front brake calipers.

Firepower and the LC8 V-Twin

At the heart of the 2026 KTM 1390 Super Duke RR sits the latest generation 1350 cc LC8 V-twin engine. This powerhouse pumps out a massive 193 PS and 145 Nm of torque.

KTM has its CAMSHIFT technology, which makes the fuel combustion way more efficient across the entire rev range. And just so everyone within a mile radius knows you’ve arrived, it comes stock with a titanium Akrapovič Slip-On exhaust. It’s got the bark to match the bite.

The Smartest Beast on the Block

The hardware is impressive, but the 2026 KTM 1390 Super Duke RR electronics package is what really sets it apart. It’s the most complete tech suite ever put on a street KTM, with the full TECH PACK features unlocked as standard.

Key Tech Highlights:

• 8.8” Touchscreen TFT: A massive, crisp display to manage all your settings.
• Track Mode: Includes an all-new laptimer and telemetry stats for the data nerds.
• Beast Mode: A brand-new function designed to extract maximum ferocity from the LC8 engine.
• Aero Upgrades: Subtle winglets around the tank increase downforce, keeping that front wheel on the ground when you twist the throttle.

Only 350 Units Available

This isn’t just a special edition with a fancy sticker kit; it’s a no-compromise Hypernaked machine built to bully superbikes. With a new headlight design and a unique colour scheme, it’s going to stand out in any paddock.

However, if you want one, you’ll need to be quick. The 2026 KTM 1390 Super Duke RR is a strictly limited-edition motorcycle, with only 350 units being produced globally. It’s expected to land at KTM dealers in late April or May.

2026 KTM 1390 Super Duke RR image gallery

This article 2026 KTM 1390 Super Duke RR – Limited-Edition Hypernaked Brutality was first published on Motorcycle News, Reviews and Knowledge Base.

The Iconic Bonnie Silhouette in a Smaller Package

From the recent spy shot, it’s clear that Triumph isn’t messing with a winning formula. The bike carries that unmistakable Bonneville DNA. We’re talking about a classic teardrop-shaped fuel tank, a rounded LED headlight, and those signature chunky mudguards. Even the switchgear looks new and not shared between the other 400s.

One of the coolest details spotted is the peashooter exhaust, which looks every bit as premium as its bigger brothers, the T100 and T120. To keep that vintage vibe going, the test mule was seen with gaiters on the telescopic front forks and twin rear shock absorbers—a stark contrast to the USD forks found on the Speed 400. It also looks like it’ll roll on wire-spoke wheels, further cementing its status as a pure modern-classic. It could even be tubeless, similar to the way the 390 Adventure tubeless spokes have been made.

Engine and Performance: A 350cc Twist?

Now, here’s where the numbers get interesting or should we say confusing. While it’s being dubbed the Bonneville 400, at least the Indian version will be the slightly downsized 349cc liquid-cooled engine. Why? To sit in a more tax-friendly bracket and compete head-on with the 350cc crowd.

If it shares the heart of the latest 2026 Speed 400, we could be looking at roughly 36.4 bhp at 8,000rpm and 32 Nm of torque at 7,000rpm. That’s plenty of poke for city zipping and comfortable weekend cruises. However I wish they give Bonneville 400 a bit more torque and that too not in a lazy way as that on the T4.

Tech and Hardware

Despite the retro looks, Triumph isn’t leaving us in the dark ages. The spotted bike featured a new single-pod digital instrument console, something not yet seen on the entire Triumph 400 range. We’re expecting bits like smartphone connectivity and perhaps even turn-by-turn navigation to be tucked away in there. For safety, you’ve got disc brakes at both ends, and you can bet your bottom dollar it’ll come with dual-channel ABS as standard and Traction Control as well.

Launch Timeline and Expected Price

So, when can you get your hands on one? Experts are pointing towards a June/July 2026 launch. As for the damage to your wallet, the expected price is hovering around the ₹2.2 lakh mark (ex-showroom).

It’s a bold move from Triumph. By bringing the Triumph Bonneville 400 to India, they aren’t just selling a motorcycle; they’re offering that premium British heritage at a price point that makes a lot of sense for the daily commuter. Watch this space—this could be the most refined retro roadster we’ve seen yet!

Photo via PoweDrift

This article Triumph Bonneville 400 Spotted – Looks promising was first published on Motorcycle News, Reviews and Knowledge Base.

This article Yamaha FZ Rave HD wallpaper image gallery was first published on Motorcycle News, Reviews and Knowledge Base.

If you’re looking for a dependable city commuter that doesn’t look like a boring “workhorse” here is everything you need to know about the new Yamaha FZ Rave.

Design & Styling: What’s New?

The most significant update on the FZ Rave is its front-end design. Yamaha has ditched the older FZ-S V3 face for a sharper, FZ25-inspired LED projector headlamp. This gives the bike a much more “big-bike” presence on the road.

• LED Signature: New LED DRLs flank the main projector unit.
• Colour Schemes: Available in unique “Rave” specific colours, Matte Titan and Matte Black.
• Build: It retains the muscular fuel tank and the signature wide rear tire (140-section), which continues to be a fan favorite for its stability and “macho” look. Misses out on the tank integrated indicators though.

Engine & Performance

Under the skin, Yamaha has stuck with its tried-and-tested 149cc, air-cooled, 2-valve engine. It isn’t a performance monster, but it’s arguably the smoothest engine in its class.

The Verdict on Performance: It excels in stop-and-go traffic. The low-end torque is punchy, making overtakes easy without constant downshifting. It sounds good too. However, it feels strained beyond 85 km/h.

Mileage & Real-World Range

For many Indian buyers, this is the “make or break” section. The FZ Rave continues the Yamaha tradition of being incredibly fuel-efficient.

• ARAI Claimed Mileage: 56 kmpl
• Real-World Mileage: Expect 45–48 kmpl in city conditions and up to 50 kmpl on steady highway cruises.
• Fuel Tank Capacity: 13 Litres, offering a realistic range of over 600 km on a full tank.

Ride Quality & Handling

At just 136 kg (Kerb Weight), the FZ Rave is one of the lightest bikes in its segment. This makes it incredibly flickable in traffic. Add to it the typical Yamaha DNA that has been infused, its a breeze to ride.

• Suspension: Telescopic forks at the front and a 7-step adjustable monocross suspension at the rear. While it is good for a city bike, we feel it could have been a bit for softer overall.
• Braking: It features Dual Disc brakes (282mm front / 220mm rear) with Single-Channel ABS. The braking is progressive and you always stop on time. A little bit more feel from the rear brake would have added more confidence.
• Ground Clearance: 165 mm, which is sufficient for most speed breakers even with a pillion on board.

Frequently Asked Questions (FAQs)

What is the price of the Yamaha FZ Rave?

The Yamaha FZ Rave is priced at approximately ₹1,20,100 (Ex-Showroom, Delhi). On-road prices typically vary between ₹1.40 Lakh to ₹1.50 Lakh depending on your city and insurance.

What is the top speed of the FZ Rave?

I got an indicated top speed of around 105 km/h, though the bike is most comfortable cruising between 80–85 km/h.

Does it have Bluetooth connectivity?

Yes, the FZ Rave is compatible with the Yamaha Y-Connect app via Bluetooth, allowing you to track fuel consumption, maintenance recommendations, and last parked location via your smartphone. Its an additional purchase of Rs 999/-.

FZ Rave vs. FZ-S V4: What’s the difference?

Mechanically, they are nearly identical. The FZ Rave features the FZ25-style projector headlamp and specific “Rave” decals, whereas the FZ-S V4 has a different LED headlamp design and often includes Traction Control as standard. Other variants of the FZ also get the Hybrid technology for slightly better performance and mileage.

Pros & Cons

Pros:

• Ultra-smooth, refined engine.
• Excellent fuel efficiency.
• Lightweight and easy to handle for beginners.
• Fresh, aggressive front-end styling.

Cons:

• Dated LCD instrument cluster (hard to read in direct sunlight).
• Lacks the “punch” and “top speed” found in competitors like the Pulsar N160 or TVS Apache RTR 160 4V.

Is it worth buying?

If you want a bulletproof, stylish, and economical daily commuter, the Yamaha FZ Rave is a top-tier choice. However, if you are looking for high-speed thrills or “racing” DNA, you might find it a bit too conservative.

This article Yamaha FZ Rave review was first published on Motorcycle News, Reviews and Knowledge Base.

Today, the real powerhouses of the global two-wheeler market aren’t just based in Hamamatsu or Munich—they are headquartered in Pune and Hosur. Bajaj Auto and TVS Motor Company have transitioned from being regional manufacturers to becoming the silent architects of the modern motorcycling era.

The “Trojan Horse” Strategy: Partnerships with Giants

One of the most fascinating aspects of the rise of Bajaj and TVS is how they’ve integrated themselves into the DNA of “heritage” brands. Instead of trying to crush the European competition, they became indispensable to them.

Bajaj and the KTM/Triumph Connection

Bajaj’s partnership (now ownership) with KTM is arguably the most successful marriage in motorcycling history. Starting by taking a significant stake in the Austrian firm, Bajaj provided the capital and the cost efficient manufacturing scale that KTM lacked. The result? The Duke and RC series (from 125cc to 390cc) are built in India and exported globally. Every time a rider in London or Los Angeles falls in love with a small-capacity KTM, they are riding a machine birthed in Pune.

More recently, the Triumph-Bajaj partnership has yielded the Speed 400 and its 5 siblings. These bikes have democratised the Triumph brand, offering “British” prestige at a price point that was previously unthinkable, all while maintaining a level of fit and finish that has stunned Western critics.

TVS and the BMW/Norton Play

TVS followed a similar, albeit distinct, path. Their collaboration with BMW Motorrad birthed the G 310 series—BMW’s highest-selling entry-level platform. That relationship has now also moved on to the BMW F 450 GS and other motorcycles on that platform. Beyond manufacturing, TVS’s bold acquisition of the legendary British brand Norton Motorcycles showed the world that they weren’t just content being “builders” for others; they wanted a seat at the ultra-premium table.

Mastering the “Middleweight” Transition

The global market is currently experiencing a “downsizing” trend. In Europe and North America, aging demographics and rising living costs are steering new riders away from 200kg, 1,000cc monsters. They want bikes that are light, fuel-efficient, and stylish—the “Middleweight” segment (250cc to 500cc).

This is the playground Bajaj and TVS have spent decades perfecting. And even with the Government throwing a spanner in the works to disrupt this growth with the weird GST 2.0 rule, these companies have quickly adapted and are moving ahead full throttle. While Japanese manufacturers spent years trying to figure out how to make small bikes profitable, the Indian giants including Royal Enfield, were already producing them by the millions. They’ve mastered the art of the “Global Commuter”—a bike that is rugged enough for the dirt roads of Africa, efficient enough for the crowded streets of Southeast Asia, and sophisticated enough for the cafes of Paris.

Vertical Integration and the EV Frontier

What makes their dominance so difficult to challenge is their vertical integration. As we saw with the recent launch of the Ola S1 X+ and the Royal Enfield Flying Flea C6, the Indian ecosystem is rapidly moving toward self-sufficiency in battery tech and motor development.

TVS and Bajaj aren’t just following the electric trend; they are funding it. TVS has invested heavily in Ultraviolette Automotive, an EV startup pushing the boundaries of performance, while Bajaj has revived the Chetak brand as a premium electric sub-brand. By controlling the supply chain—from the software to the cells—they are insulating themselves from the volatility that has hampered traditional Western manufacturers. Other manufacturers like Hero have also put their money in start-ups like Ather Energy. Royal Enfield started a an all new vertical for electrics called the Flying Flea. All these two wheelers are now also being exported outside India.

The Ripple Effect: Why Everyone Else is Following

The success of Bajaj and TVS has sent shockwaves through the industry, forcing other global brands to adopt the “Indian Blueprint.” They’ve realised that if you want to survive in the next decade, you need an Indian partner.

• Harley-Davidson & Hero MotoCorp: After struggling to find a footing in India for years, the American icon finally swallowed its pride and partnered with Hero. The result? The X440, a bike that has given Harley its first real volume-seller in the region and a template for low-displacement global bikes.
• QJ Motor & Benelli: Much like the Indian model, Chinese giants like Qianjiang (QJ Motor) have bought or partnered with European brands (Benelli, MV Agusta) to gain design “soul” while providing the manufacturing muscle.
• The Japanese Response: Even the “Big Four”—Honda, Yamaha, Suzuki, and Kawasaki—who once looked down on Indian manufacturing, are now setting up massive export hubs in India. They are increasingly designing bikes in India for the world, rather than the other way around.

The Soft Power of “Made in India”

There was a time when “Made in India” carried a stigma of being “cheap but basic.” That era is officially over. When you look at the switchgear on a new Triumph 400 or the TFT display on a TVS Apache RR 310, the quality often rivals or exceeds that of bikes costing twice as much.

The Indian giants have cracked the code of Value-Per-Pound. They provide lean-sensitive ABS and Traction Control, ride-by-wire throttles, and slipper clutches on bikes that cost less than a second-hand car. This aggressive feature-loading has forced the big international brands to wake up and re-evaluate their entry-level offerings.

The Future is East

The dominance of Bajaj and TVS isn’t loud. You won’t see them shouting about “Grand Prix” heritage every five minutes and giving MotoGP liveries to 125 cc scooters. Instead, their conquest is measured in shipping containers and market share.

Whether it’s a Bajaj-built Pulsar dominating the streets of Colombia or a TVS-built BMW carving through the Alps, the fingerprints of these two companies are everywhere. They have successfully combined Western branding with Indian manufacturing prowess, creating a hybrid model that is effectively bulletproof.

As we move further into 2026, one thing is clear: the world isn’t just riding more bikes; it’s riding more Indian bikes. And at this rate, the “silent” part of their domination is about to get very loud indeed.

This article How Bajaj and TVS Are Rewriting the Global Two-Wheeler Rulebook was first published on Motorcycle News, Reviews and Knowledge Base.

Sold across several Asian markets like Thailand and the Philippines, the Click 125 is a far cry from the conservative styling of the Activa. While Honda hasn’t officially confirmed a launch yet, filing this patent suggests they’re at least protecting the intellectual property—or better yet, prepping a sporty rival to take on the likes of the TVS Ntorq and Hero Xoom 125.

Sporty Design and 14-inch Wheels

The standout feature of the Honda Click 125 is undoubtedly its wheels. Unlike the standard 10 or 12-inch wheels we usually see, this scoot rides on 14-inch alloy wheels. This puts it in the same league as the Aprilia SR 125, offering better high-speed stability and a “big bike” feel.

The styling is sharp and aggressive, featuring:

• An all-LED lighting setup with a mean-looking apron-mounted headlamp.
• A sporty dual-tone colour scheme and bold graphics.
• A single-piece stepped seat and a sturdy rear grab rail for the pillion.

Punchy Liquid-Cooled Performance

While most 125cc scooters in India stick to air-cooling to save costs, the Click 125 features a 125cc single-cylinder, liquid-cooled engine. This is a more sophisticated bit of kit that should handle heat much better during spirited rides.

The numbers are quite impressive for the segment:

• Maximum Power: 11 PS @ 8500 rpm
• Peak Torque: 11 Nm @ 5000 rpm
• Kerb Weight: A featherweight 111 kg
• Claimed Mileage: 49.3 kmpl
• Ground clearance: 131 mm

With a 5.5-litre fuel tank, Honda reckons you can squeeze out about 250 km of range before needing to find a petrol station.

Daily Practicality and Hardware

Despite the sporty looks, it hasn’t forgotten the “scooter” part of its job. You get 18 litres of under-seat storage, plus handy pockets in the front apron that include a USB Type-C port for charging your phone on the move.

For the oily bits, it uses telescopic front forks and a rear monoshock. Stopping power is handled by front and rear disc brakes, supported by Honda’s signature Combi Brake System (CBS). One potential sticking point for Indian riders is the 131 mm ground clearance, which is a bit low for our speed bumps, though Honda would likely tweak this for a local launch.

Price and Competition

In the Philippines, the Honda Click 125 price starts at PHP 82,400, which is roughly ₹1.28 lakh. If it lands here at that price point, it would be a premium offering, sitting comfortably above the Activa 125 and Dio 125.

Whether this is just Honda protecting its designs or a sign of an imminent new Honda 125cc scooter launch, it’s clear the brand is looking to inject a bit of excitement into its lineup. If the Click 125 does arrive, it’ll certainly give the “sport-scooter” segment something to think about.

This article Honda Click 125 Design Patent Filed: Could This Be the Activa’s Sporty Sibling? was first published on Motorcycle News, Reviews and Knowledge Base.

While the event was technically there to celebrate the launch of the updated 2026 Burgman Street, it was the big sibling that stole the limelight. Here is the lowdown on what went down and whether we should start saving our pennies.

What is the Burgman 400 exactly?

For those not in the loop, the Burgman 400 is Suzuki’s mid-sized “Executive Athlete.” It’s a far cry from the 125cc commuter version we’re used to seeing on the school run. This is a full-blown touring machine designed to eat up motorways while keeping the rider in total luxury.

• The Engine: It’s powered by a 400cc, liquid-cooled, single-cylinder engine paired with a smooth CVT automatic transmission.
• Performance: It’s built for that effortless “twist-and-go” power, making it just as capable of a long-distance tour as it is a city commute. With about 31 PS and 36 Nm of torque, you always have plenty of power on demand.
• The Tech: It comes packed with safety gear, including a Traction Control System (STCS), dual-channel ABS, and triple disc brakes.

Hardware and Creature Comforts

The Burgman 400 doesn’t just look the part; it’s got the specs to back it up. It rolls on a 15-inch front wheel for better high-speed stability and features a link-type rear suspension with adjustable preload—something you definitely won’t find on your average scoot.

Inside the cockpit, there’s a semi-digital instrument cluster with classic analog dials, a charging socket for your gadgets, and enough under-seat storage to swallow a fair bit of gear. It also boasts dual LED headlamps that give it a sharp, aggressive “brow” look.

The Million-Rupee Question: Will it Launch?

Suzuki hasn’t officially said “yes” yet, but showcasing it at a customer-centric event like Matsuri is a classic way for a brand to gauge real-world interest.

If it does make the jump to Indian showrooms, it won’t be cheap. Globally, it’s priced at around $8,799 (roughly ₹7.3 lakh). By the time you factor in import taxes and duties and also the extra GST on 350cc and above 2 wheelers, it could easily sit in the ₹10 lakh+ bracket. That would place it squarely in the sights of the BMW C400 GT, which currently retails for about ₹10.83 lakh.

Why Now?

The timing is interesting. Suzuki just launched the 2026 Burgman Street (priced between ₹1.02 lakh and ₹1.13 lakh), which features a design heavily inspired by this 400cc beast. With the Indian market showing a growing appetite for premium touring bikes and high-capacity scooters, the Burgman 400 could finally find its niche as the ultimate executive commuter. Or the Burgman 400 was just showcased to increase the perceived value of the new Burgman Street, you know, lineage, legacy and what not. Either ways we will know soon enough.

This article Suzuki Burgman 400 Showcased in India: Is a Launch Finally on the Cards? was first published on Motorcycle News, Reviews and Knowledge Base.

Price and Availability

If you’re looking to grab a bargain, you’ll need to move fast. Ola has launched the S1 X+ 5.2 kWh at an introductory price of ₹1,29,999. However, this special offer is only valid until 15th April 2026.

Massive Range and Top-Tier Performance

The headline figure here is undoubtedly the distance this thing can cover. Thanks to that 5.2 kWh battery pack, the new S1 X+ boasts a massive 320 km IDC range. That’s a serious amount of road for a scooter designed for the everyday commuter.

But it’s not just about going the distance; it’s got some decent poke, too. The scooter is powered by an 11 kW mid-drive motor with an integrated MCU, allowing it to hit a top speed of 125 km/h. To make sure all that speed is easy to manage, Ola has equipped the bike with Brake-by-Wire technology and a front disc brake for sharper stopping power.

The Power of the 4680 Bharat Cell

The real story here is what’s happening under the floorboards. The S1 X+ 5.2 kWh is powered by Ola’s indigenously developed 4680 Bharat Cells. This move highlights the brand’s “vertical integration” strategy—basically, they’re making the cells, engineering the battery packs, and building the vehicles all under one roof.

According to an Ola Electric spokesperson, this approach allows them to take the high-end technology found in their premium products and scale it down for a much wider audience, making high-performance EVs accessible to more people than ever before.

A Growing Electric Portfolio

This new arrival joins an increasingly crowded stable of Ola Gen 3 S1 scooters and Roadster X motorcycles. For those keeping track, the current lineup looks like this:

• Premium S1 Gen 3: S1 Pro+ (5.2 kWh and 4 kWh) and the S1 Pro (4 kWh and 3 kWh).
• Mass Market Gen 3: The existing S1 X+ (4 kWh) and the standard S1 X (available in 2 kWh, 3 kWh, and 4 kWh).
• Motorcycles: The Roadster X+ (4.5 kWh and 9.1 kWh) and the Roadster X (2.5 kWh, 3.5 kWh, and 4.5 kWh).

By launching the Ola S1 X+ 5.2 kWh with Bharat Cells, the manufacturer is clearly aiming to bridge the gap between “commuter” and “high-performance,” proving that you don’t have to sacrifice range just because you’re shopping in the mass-market segment.

This article New Ola S1 X+ 5.2 kWh Launched with 320 km range was first published on Motorcycle News, Reviews and Knowledge Base.

This guide covers every critical area of maintenance, from engine fluids to tyres, brakes, and suspension, and shows how we can help you access premium Harley parts online and custom motorcycle parts for upgrades and replacements.

Why Regular Maintenance is Crucial

Regular maintenance is not optional; it’s essential for the safety and performance of your Harley. Every Harley-Davidson bike part is designed to work in harmony, and neglecting any single component can lead to premature wear, reduced performance, or mechanical failure. By keeping up with scheduled maintenance, you ensure your motorcycle performs at its best and lasts longer.

Routine maintenance also prevents unexpected breakdowns. Replacing worn-out parts or inspecting components like brakes, tyres, and suspension regularly can save you from costly repairs and downtime. Additionally, a well-maintained bike runs more efficiently, offering smoother acceleration and better fuel economy. Investing in quality Harley-Davidson motorcycle parts ensures each replacement or upgrade maintains the integrity of your bike.

Maintenance also improves the riding experience. A Harley that is in top condition handles better, responds more predictably, and feels more comfortable on long journeys. Trusted suppliers provide reliable Harley parts online, ensuring your maintenance upgrades meet the highest standards of performance and durability.

How Often Should You Service Your Bike?

The frequency of Harley-Davidson maintenance depends on mileage, riding style, and environmental conditions. Light riders may be able to stretch service intervals, while daily commuters or long-distance riders need more frequent checks. Engine oil and fluids typically require replacement every 3,000–5,000 miles, while brake inspections should occur every 5,000 miles or sooner if performance issues arise.

Other critical inspections include tyres, suspension, and electrical systems. Tire condition should be checked every 2,000 miles or before long trips to ensure proper tread depth and inflation. Suspension components such as shocks and forks need regular inspection to avoid handling problems. Brakes, air filters, and controls must also be checked frequently to maintain safety and ride quality.

Consulting your Harley-Davidson parts catalogue for model-specific recommendations ensures accurate service intervals. High-quality aftermarket Harley parts are also available to replace worn components when performing maintenance, providing riders with options for performance upgrades while keeping their bike safe and reliable.

Essential Fluids & Lubrication for Harley-Davidson

Fluids and lubrication are the lifeblood of your Harley. Engine oil, transmission fluid, and primary chaincase oil reduce friction, prevent wear, and help keep your bike running smoothly. Engine oil should be replaced regularly based on mileage and environmental conditions, while transmission and primary drive fluids require periodic replacement for optimal performance.

Brake fluid is another critical element. Over time, brake fluid can absorb moisture, reducing braking efficiency. Regular flushing and replacement are necessary for safe braking performance. Additionally, pivot points, cables, and other moving components require proper lubrication to prevent wear and corrosion.

Using high-quality lubricants complements aftermarket Harley parts and OEM replacements. Quality products from trusted sources ensure your Harley-Davidson bike parts last longer and operate efficiently, giving you a safer and more enjoyable riding experience.

Harley-Davidson Tire Maintenance: How to Inspect & Replace

Tires are one of the most important safety components on your Harley. Maintaining proper tyre pressure, tread depth, and alignment directly affects handling, braking, and fuel efficiency. Regularly inspect tyres for signs of wear, cracking, or punctures, and replace damaged tyres immediately.

In addition to safety, tyre maintenance impacts ride comfort. Uneven wear or low air pressure can cause vibrations and poor handling, making long rides uncomfortable and potentially dangerous. Always consult the manufacturer’s recommended PSI and consider seasonal changes that may affect tyre performance.

For riders seeking performance and style upgrades, we offer a variety of custom Harley-Davidson wheels designed to enhance both aesthetics and handling. Paired with quality tyres, these wheels can elevate your Harley’s performance while giving it a personalised look.

Brake System Maintenance

The braking system is essential for safety, making regular maintenance non-negotiable. Inspect brake pads, discs, and callipers for wear or damage. Brake fluid should be flushed and replaced according to manufacturer specifications, and lines must be checked for leaks or corrosion.

High-quality Harley-Davidson motorcycle parts improve brake performance. Upgraded pads, rotors, or callipers from trusted sources can enhance stopping power and reliability. Testing brakes during regular rides is also critical to ensure proper function.

Neglecting brake maintenance not only reduces performance but can also pose a serious safety risk. Investing in durable aftermarket Harley parts or OEM components ensures your braking system remains dependable under all conditions.

Air Cleaner Maintenance

Air cleaners protect your engine by preventing dust, dirt, and debris from entering combustion chambers. Dirty or clogged filters can reduce engine efficiency, decrease fuel economy, and cause long-term damage to critical components.

Maintenance involves cleaning reusable filters or replacing disposable ones based on manufacturer recommendations. Inspecting the housing for cracks or leaks is also necessary to prevent unfiltered air from entering the engine.

Aftermarket air filters are often designed to improve airflow and boost engine performance. Using quality Harley-Davidson motorcycle parts from reliable suppliers that ensure both longevity and performance gains.

Harley Bikes Body Parts Maintenance

The body of your Harley is more than just a visual statement; it protects critical components from damage and corrosion. Regularly clean and wax fenders, panels, and fuel tanks to prevent rust and fading. Inspect for dents, scratches, or cracks that could compromise structural integrity.

Tighten all fasteners, and replace worn or missing bolts and screws. This prevents rattling, maintains proper alignment, and ensures that accessories are securely mounted. Regular maintenance of body components not only improves aesthetics but also ensures safe riding conditions.

Exhaust Maintenance

A well-maintained exhaust improves engine performance, reduces noise pollution, and prevents harmful emissions. Regularly inspect your exhaust system for leaks, rust, or loose mounting hardware. Clean chrome and metal surfaces with appropriate cleaners to prevent corrosion.

Upgrading to high-performance aftermarket Harley parts for your exhaust can enhance sound, throttle response, and overall aesthetics. Ensuring proper maintenance and installation keeps your Harley running efficiently while maintaining legal compliance with noise and emissions regulations.

Floorboard & Controls Services

Floorboards, foot pegs, and control mechanisms need regular attention for safety and comfort. Inspect all components for loose bolts, worn surfaces, and damage. Lubricate pivot points, linkages, and levers to prevent stiffness or malfunction.

Replacing worn rubber pads or grips improves both rider comfort and control. Proper maintenance of these parts ensures smooth operation, reducing fatigue during long rides. High-quality Harley-Davidson bike parts enhance longevity and reliability.

Handlebar Maintenance Services

Handlebars and control systems are critical for rider comfort, handling, and safety. Regular inspections should include checking for cracks, bends, rust, and the proper functioning of switches, levers, and grips.

Replacing worn or damaged components with Harley-Davidson motorcycle accessories improves ergonomics and ride control. Well-maintained handlebars contribute to a more responsive and enjoyable riding experience, especially on long trips or challenging roads.

Suspension Maintenance

Suspension components like shocks and forks directly affect ride quality and handling. Regular inspections are necessary to check for leaks, worn bushings, or inadequate damping. Replace worn parts to maintain a smooth and stable ride.

Upgraded suspension systems, available through Rotation Wheels, can enhance handling performance, reduce fatigue on long rides, and improve overall safety. Regular maintenance ensures consistent ride quality and prevents further damage to other Harley-Davidson parts.

Harley-Davidson Accessories Maintenance

Your Harley-Davidson motorcycle accessories, including lighting, saddlebags, and electronic components, require attention to ensure functionality and longevity. Inspect electrical connections, clean surfaces, and replace worn or broken parts.

Regular care keeps accessories safe and reliable while maintaining the aesthetic appeal of your bike. Using high-quality accessories from trusted suppliers, such as Rotation Wheels, ensures your bike stays stylish and functional.

Common Harley-Davidson Maintenance Mistakes

Even experienced riders can make maintenance mistakes that reduce performance and safety. Common errors include skipping inspections, using low-quality parts, ignoring fluid changes, and overlooking minor wear and tear.

Avoiding these mistakes helps prevent unexpected breakdowns, costly repairs, and safety hazards. Always follow manufacturer guidelines and invest in quality Harley-Davidson motorcycle parts and accessories for replacements or upgrades.

Harley-Davidson Maintenance Upgrades: Explore Rotation Wheels

Upgrading your bike during maintenance improves performance, style, and durability. Rotation Wheels offers premium options for:

• Custom Harley-Davidson Wheels 
• Harley-Davidson Parts 
• Custom Motorcycle Parts

Investing in quality parts and accessories ensures long-term reliability, better handling, and enhanced aesthetics. From performance upgrades to custom styling, we provide options to maintain and elevate your Harley.

FAQs – Harley-Davidson Maintenance Guide

Q1: How often should I replace engine oil?
A: Every 3,000–5,000 miles, depending on riding style and environmental conditions.

Q2: Can aftermarket parts be used for maintenance?
A: Yes, provided they are high-quality and compatible with your model.

Q3: How do I know if my brakes need servicing?
A: Look for reduced performance, squealing, or uneven pad wear.

Q4: How often should tyres be checked?
A: Every 2,000 miles or before long trips to ensure safety and optimal handling.

Q5: Where can I find a reliable Harley-Davidson parts catalogue?
A: Trusted suppliers like Rotation Wheels offer detailed catalogues for all models.

Conclusion

Regular maintenance of your Harley-Davidson is essential for safety, reliability, and performance. Proper care of Harley-Davidson bike parts, tyres, brakes, suspension, and accessories ensures smooth rides and prevents costly repairs. Using trusted sources for Harley parts online, including Rotation Wheels, guarantees high-quality components that fit and perform perfectly.

From upgrading your exhaust with aftermarket Harley parts to exploring custom Harley-Davidson wheels or custom motorcycle parts, a well-maintained Harley will always deliver the performance, safety, and iconic style riders expect. Following this guide ensures you never overlook critical parts and enjoy a dependable, personalised riding experience.

This article Harley-Davidson Maintenance Guide: Parts You Should Never Ignore was first published on Motorcycle News, Reviews and Knowledge Base.

Designed for the 80:20 Lifestyle

Reise has pitched the tourRad tyres as an 80:20 road-biased option. In plain English, that means they are built primarily for smooth road touring but have enough “teeth” to handle occasional off-road trails without breaking a sweat.

The tourRad price range is quite competitive, starting from Rs. 3,099 and climbing up to Rs. 6,999, depending on which size or construction you need for your rig.

The Techy Bit: Tread and Construction

So, what makes these tyres tick? Reise has gone with a block-pattern tread featuring wider grooves. This isn’t just for looks; it’s designed to dig in for better traction on loose surfaces and help clear water quickly when the weather turns sour.

• Stability: Large cross-over centre blocks help the bike stay planted in a straight line.
• Cornering: Wider lateral blocks give you that extra bit of confidence when you’re leaning into a bend.
• Contact Patch: Thanks to a dual radii profile, the tyre maintains a consistent “footprint” whether you’re riding bolt upright on a motorway or tipping it into a hairpin.

Under the surface, the construction is equally robust. The rear tyres are radial units, while the front tyres feature a reinforced structure. They’ve even packed in a zero-degree steel belt for high-speed stability and a stiff carcass to keep the handling sharp. Plus, the high silica content in the compound ensures you get decent grip in both wet and dry conditions, along with more even wear over those long miles.

Available Sizes for Adventure Bikes

The Reise tourRad adventure touring tyres come in a healthy variety of sizes to fit most popular adventure and touring motorcycles currently on the market:

• Front Sizes: 100/90-19, 90/90-21, and 110/70-17
• Rear Sizes: 130/80R17, 140/80R17, 150/60R17, and 150/70R17

Whether you’re rocking a lightweight tourer or a full-sized ADV, there’s a good chance the tourRad range has a fitment for you. It looks like Reise is serious about giving touring enthusiasts a solid, budget-friendly alternative for their next big trip.

This article Reise tourRad Adventure Touring Tyres Launched: Prices, Sizes, and Features was first published on Motorcycle News, Reviews and Knowledge Base.

What’s New with the Design?

The new Black Gold Bajaj Pulsar 150 features a deep black base finish contrasted with striking golden accents. You’ll spot these gold touches across the headlight cowl, the fuel tank, the tail section, and even the engine cowl. To top it off, the wheel rims get matching golden pinstriping, making the whole bike look a bit more “executive” than your standard commuter.

This new shade joins the existing five colours, bringing more variety to a bike that was already refreshed with a new look back in December 2025.

Engine and Performance Specs

Underneath that shiny new paint, the bike is still the dependable workhorse riders know and love. It continues to be powered by the tried-and-tested 149.5cc air-cooled engine.

In terms of the heavy lifting, the Pulsar 150 engine specifications remain at:

• Maximum Power: 14 PS @ 8500 rpm
• Peak Torque: 13.25Nm @ 6500 rpm
• Transmission: 5-speed gearbox

Variants and Pricing Breakdown

Bajaj is making sure no one feels left out, as the Black Gold colour is available across all three versions of the bike. Here’s how the Bajaj Pulsar 150 price (ex-showroom, Delhi) looks for each variant:

1. Single Disc: Rs. 1.10 lakh
2. Single Disc UG: Rs. 1.13 lakh
3. Twin Disc (Top-end): Rs. 1.17 lakh

Hardware and Cycle Parts

While they look similar, there are some hardware differences depending on which wallet-friendly version is chosen.

The Single Disc and Single Disc UG models come fitted with 31mm telescopic forks and twin shock absorbers. They roll on 17-inch alloy wheels with an 80-section tyre at the front and a 100-section at the rear. For stopping power, they use a 260mm front disc and a 130mm drum at the back.

The top-of-the-line Twin Disc variant beefs things up a bit. It gets chunkier 37mm telescopic forks and wider rubber for better grip (90-section front/120-section rear). It also swaps the drum for a 230mm rear disc brake to go along with a larger 280mm front disc. It also gets split seats, small changes to the front mud guard and slightly lower/sportier set clip on handle bars.

It’s clear that Bajaj is keen on keeping the Pulsar 150 relevant in 2026. Whether you’re after the entry-level Single Disc or the more robust Twin Disc, that new gold-on-black look certainly makes a statement on the road.

This article Bajaj Pulsar 150 New Colour Scheme: Black Gold was first published on Motorcycle News, Reviews and Knowledge Base.

Surprisingly, they’ve kept the “400 X” branding, but the heart of the bike is now a leaner, high-revving 350. Here is how it feels on the road.

The Engine: What’s Changed?

The engineering team didn’t just slap on a new cylinder; they shortened the stroke (down to 56.1mm) while keeping the wide 89mm bore. This makes the engine “over-square,” allowing it to rev more freely than before.

• The Output: It now produces 37 PS at 8,500 rpm and 32 Nm of torque at 7,000 rpm. This is a drop of about 3 PS and 5 Nm from the original 400cc unit.
• Refinement: This is the biggest “hidden” win. The smaller displacement and optimized balancer shaft have significantly reduced the vibrations that used to creep into the pegs and handlebars at high revs on the old 400. It feels noticeably smoother at highway speeds. However it has not completely been eliminated it, you will notice it at RPMs above 5000.

Ride & Performance

• City Slugging: I was expecting a loss in low-end grunt, but has Triumph has aggressively re-tuned the fuelling. In city traffic, the bike still feels peppy and tractable. You can still hold a higher gear at low speeds without the engine lugging. There has also been no change in sprocket sizes.
• Highway Cruising: While it still reaches a top speed of 144 km/h, the 0–100 km/h sprint is now roughly 8.8 seconds (up from 7.4s). It’s slightly more relaxed and takes a beat longer to execute high-speed overtakes.
• Off-Road: The “Scrambler” DNA remains untouched. With the 19-inch front wheel, 150mm suspension travel, and switchable rear ABS, it still handles gravel trails and broken roads with better composure than almost anything in its price bracket.
• You really feel the difference from the earlier 400, only if you ride it back to back. As a standalone new motorcycle of 350 cc, it does its job well.
• One place that you will miss the torque coming on in earlier is out on a trail. With the TC off this one takes a little bit more revs to step out the rear.
• Surprisingly no change in the front braking, I expected Triumph to give a slightly sharper feel at the front as it was one of the most complained bits on the previous model.

Build & Ergonomics

The bike remains physically identical to the 400cc version, which is a good thing.

• Commanding Stance: The 835mm seat height gives you a great view over traffic, though shorter riders might still find it a bit of a stretch.
• Premium Finish: The gold-anodized USD forks, powder-coated engine casings, and “TR Series” engine badge maintain that “baby 1200” aesthetic that makes Triumph stand out.
• The Catch: To save costs alongside the engine change, Triumph has removed the engine immobilizer. You’ll need to be a bit more vigilant about security.

The Good

• Price Drop: The switch to 18% GST (down from 40% for >350cc) has shaved about ₹11,000 off the sticker price, making it approximately ₹2.59 Lakh (ex-showroom).
• Better NVH: It’s a smoother, more refined engine than the original 400.
• Agility: At 185kg, it remains easy to manhandle in the dirt or through tight gaps.
• There is a slight bump in fuel efficiency of about 3-5 kmpl.

The Bad

• Paper Figures: If you’re a spec-sheet warrior, the drop in power and torque might hurt your soul.
• Top-End Punch: It feels a bit breathless compared to the 400cc version when pushed past 110 km/h.

If you loved the Scrambler 400 X for its looks, suspension, and premium feel, the new 350cc version gives you 95% of the performance for less money and with better refinement. It’s less of a “downgrade” and more of a “strategic optimization” for the Indian market. Also it feels like a downgrade only if you compare it with the 400cc version. From a new 350cc motorcycle point of view, it does everything quite well.

This article Triumph Scrambler 400X (350cc engine) review was first published on Motorcycle News, Reviews and Knowledge Base.

Design & Build: “Retro-Futurism” Done Right

The C6 is striking. It draws heavy inspiration from the original 125cc “Flying Flea” used by paratroopers in WWII, but the execution is purely modern. It’s different, it invokes curiosity and definitely a head turner.

• The Exoskeleton: Instead of a traditional frame, it uses a forged aluminum exoskeleton. It’s light, stiff, and looks expensive.
• The Girder Fork: This is the visual centrepiece. While most modern bikes use telescopic forks, the C6 uses a forged aluminium girder setup. It’s mesmerizing to watch the linkages work while you ride not just for you but for anybody looking this way.
• Lightweight Philosophy: At just 124kg, it is incredibly light for an EV.
• The battery case: The battery is housed in a magnesium case with the cooling fins shaped like a work of art. A first for an Indian production bike—to shave every possible gram.

Performance: Punchy & Silent

Don’t let the “125cc-equivalent” label fool you. Because it’s electric, the torque is instantaneous.

• The Stats: The motor produces 15.4kW (approx. 21hp) and 60Nm of torque.
• Acceleration: It zips from 0–60 km/h in 3.7 seconds. In “Sport” mode, it’s a genuine “stoplight grand prix” winner, leaving most 200cc-300cc petrol bikes behind in the first 50 meters.
• It has 5 ride modes – City, Rain, Highway, Sport, and a customizable Custom mode.
• Each mode just varies the levels of throttle response, ABS levels, Traction control levels, Regen etc.
• You have cruise control too.
• Top Speed: It tops out at 115 km/h. It gets there comfortably, though it feels happiest cruising between 70–85 km/h.
• Refinement: There’s no vibration. Just a high-pitched electric whine that sounds more like a mini turbine than a motorcycle.

Overall from a performance point of view, the instant torque available makes it a fun bike in the city, point and squirt and you are almost always ahead of the rest.

Handling & Ride Quality

This is one place I had my doubts, because, at the end of the day there is a reason why Girder forks were replaced with telescopic ones. But boy was a I surprised. The front felt light and agile and it soaked up bumps just like any other city positioned motorcycle would. The added bonus to see the movement across the varied terrain was a bonus entertainment for me.

• Agility: Because it’s so skinny and light, you can flick it into corners and wiggle between traffic with zero effort. It surprisingly handles some spirited riding quite well.
• Suspension: The girder fork has a unique feel—there’s very little “brake dive” compared to standard forks. It’s tuned on the firmer side, so while it handles great on smooth tarmac, sharp potholes will definitely make their presence known though.
• The Seat: At 823mm, it’s a bit tall but very slim. On one side that means that shorter riders would can also flat foot easily, but on the other side, the seat is not the most comfortable.
• The braking also was on point and predictable. With both the front and rear braking on the handlebars, things felt more in control in city conditions. Was lovely to see that the sport riding mode also reduces the ABS and TC intervention and allow for “fun feels” from the rear tyre, if you know what I mean.
• I also loved the Bybre brake levers, they felt quite premium and I hope to see that on other motorcycles soon.

Range & Tech

• Real-World Range: RE claims 154 km (IDC), but expect 80–100 km if you’re riding normally in the city. If you stay in Sport mode and pin the throttle, that will drop to about 70-75 km.
• Charging: It takes about 2 hours and 16 minutes for a full charge (0–100%). Approximately 1% per minute till 80%.
• Regen is available but it starts to work only after that charge comes below 80%.
• The Dash: A beautiful 3.5-inch round touchscreen TFT. It’s packed with Google Maps navigation and phone connectivity.
• Wireless and USB charger below the tank cover.
• Lean angle sensitive Dual Channel ABS and Traction Control.

Things that could have better

• Suspensions could have been a bit more softer considering the Indian road conditions.
• Better switch gear – it needs to have a more confidence inspiring clicky feel or feedback.
• Comfortable seats – At least the rider sear should have been made more comfortable.
• Not a pillion friendly motorcycle – Pillion seat almost seems like an after thought.
• Not able to grip tank with knees – especially a problem during hard braking and you slide forward.

The review verdict on the Flying Flea C6

The Flying Flea C6 is one of those motorcycles that you buy to make a statement. Can it be used for the daily commute? Of course you can! But I do not see it being an outright commuter, but more of a fashion/style commuter for a select few who want to make a statement. Riding this through the daily chaos and grid in our cities almost feels like a crime.

The price point also drives this point further. At ₹2.79 Lakh (ex-showroom), it’s a premium offering. (Though the “Battery-as-a-Service” option drops the entry price to ₹1.99 Lakh).

This article Flying Flea C6 review (Royal Enfield electric bike) was first published on Motorcycle News, Reviews and Knowledge Base.

Familiar Punch with a Torque Boost

Under the tank, the 2026 model retains the tried-and-tested 178.6cc single-cylinder, air-cooled engine. While the core heart is familiar, it’s been updated to meet the latest emission norms and play nicely with E20 fuel.

• Power: 17 PS @ 8,500 rpm (unchanged).
• Torque: 15 Nm @ 6,500 rpm (a subtle but welcome 0.8 Nm increase).
• Gearbox: A smooth 5-speed unit handles the shifts.

The bike still offers that “goldilocks zone” performance—more grunt than a 150cc but easier to handle in the city than the bigger 220cc or 250cc twins.

Modern Tech Meets Classic Styling

Bajaj hasn’t messed with the iconic silhouette, but they have given it lighting and tech upgrade similar to the what the 150 is now.

• LED Everything: The 2026 Pulsar 180 now features a full LED headlamp and LED turn indicators, moving away from the old halogen setup.
• Digital Cockpit: It gets a new LCD instrument cluster equipped with Bluetooth connectivity. You can now get call and SMS alerts directly on your dash, though it still misses out on turn-by-turn navigation.
• Convenience: A USB Type-A charging port is now standard, so you won’t run out of juice on long city commutes.

The Build: Sturdy and Reliable

The underpinnings remain “if it ain’t broke, don’t fix it.” The bike continues to use 37mm telescopic front forks and twin gas-charged shocks at the rear.

• Brakes: You get a 280mm front disc and a 230mm rear disc, supported by single-channel ABS.
• Tyres: It rolls on 17-inch alloys with a 90-section front and a chunky 120-section rear tubeless tyre.
• Capacity: A generous 15-litre fuel tank paired with a kerb weight of 156 kg makes it a stable highway companion.

Colours and Availability

To keep it looking fresh, Bajaj is offering the Pulsar 180 in five colour options:

1. Black Blue
2. Black Gold (the standout choice for a premium feel)
3. Black Grey
4. Black Red
5. White

Every colour features sporty new graphics and a carbon-fibre-like finish on the front mudguard. One major change to note is the move to a single-piece seat, replacing the old split-seat setup, though the sporty split grab rails remain.

At ₹1,22,490, the 2026 Bajaj Pulsar 180 undercuts rivals like the TVS Apache RTR 180 and the Honda Hornet 2.0. It’s a straightforward, no-nonsense sporty commuter that brings back a beloved nameplate for a new generation.

This article 2026 Bajaj Pulsar 180 Launched: Price, Specs, and Top Highlights of the Iconic Comeback was first published on Motorcycle News, Reviews and Knowledge Base.

Today, the 350cc to 500cc segment is the fastest-growing “mid-size” category in the world. The companies that are catering to this segment either directly or indirectly are primarily Indian. Yet, India’s fiscal policy remains anchored to an era that no longer exists. Currently, motorcycles are treated as luxury goods and how is luxury defined? By your cubic capacity!

If the idea was to tax “powerful” motorcycles, which in some twisted way can be attributed as luxury, then like in mature markets, the Tax should have been on Horsepower rather than on cubic capacity. You currently have motorcycles in India with 650cc twin cylinders producing 47 PS and also have 350cc singles producing 40 PS. The “cubic capacity” argument literally falls apart here.

The 350cc cap will now send most manufacturers down a rabbit hole trying to squeeze out the most power from a 300-350 and the Indian market will end up with engines of similar character, all peaky and high revving and missing the real usable bit – torque.

The manufacturers will also need to have separate models for India and the global market. This, at a time when the global markets are now more receptive of the 350 – 500 cc category. A space, we as a country had just started shining in. Imagine a scenario where the Royal Enfield Himalayan 450 ends up being a more affordable buy abroad than in India, in a country with a free trade agreement or some other arrangement.

There is a powerful, logical argument to be made that the 18% GST bracket should be extended to all motorcycles and scooters up to 500cc. This shift isn’t just about making “big bikes” cheaper; it’s about safety, global competitiveness for our companies, and acknowledging the changing definition of essential mobility in a modern economy.

The “Luxury” Fallacy: Redefining the 350cc-500cc Segment

The primary justification for keeping two-wheelers above 350cc in the 40% GST bracket is that they are “sin goods” or luxury items. While this might hold water for a ₹20 lakh superbike, it is a gross mischaracterization of a 400cc motorcycle in 2026.

• The Middle-Class Aspiration: For a significant portion of India’s workforce, a 400cc bike is not a weekend toy; it is a primary mode of transport that offers the durability needed for long-distance commuting and touring.
• Infrastructure Evolution: As India’s highway network expands, the need for vehicles capable of maintaining 80-100 km/h safely and effortlessly has increased. A 100cc bike is pushed to its absolute mechanical limit at these speeds, whereas a 450cc engine operates within its comfort zone, offering better stability, safety and longevity.

By capping the “affordable” tax bracket at 350cc, the government inadvertently penalizes riders who are looking for better performance and safety for their daily transit.

Safety is Not a Luxury

Perhaps the most compelling reason to lower the tax on engines up to 500cc is the inherent safety benefits that come with higher-displacement machines. In the world of motorcycling, power is often a safety feature.

The Power Reserve Factor

When a rider needs to overtake a long trailer on a single-lane highway, a 150cc bike often lacks the “punch” to complete the maneuver quickly, leaving the rider exposed in the opposite lane for longer. A 400cc or 500cc engine provides the necessary torque to exit dangerous situations swiftly.

Superior Hardware

Manufacturers typically bundle better safety tech with larger engines. By making the 350cc-500cc segment more affordable through an 18% GST rate, the government would be incentivizing the adoption of:

• Dual-Channel ABS: Standard on almost all 400cc+ bikes, but often skipped on budget 125cc models.
• Traction Control: Increasingly common in the mid-size segment.
• Better Braking Systems: Larger discs and multi-piston calipers that significantly reduce stopping distances.

Taxing these safety-heavy machines at the same rate as demerit goods like tobacco is a policy contradiction that ignores the goal of reducing road fatalities.

Boosting the “Make in India” Global Hub

India is already the world’s largest manufacturer of two-wheelers. However, the global market is shifting toward the 400cc-500cc “Goldilocks” zone. European and American riders are moving away from heavy, expensive liter-class bikes in favor of agile, mid-capacity machines.

Creating Economies of Scale

If the domestic tax rate for the 350cc-500cc segment is slashed to 18%, domestic demand will skyrocket. This internal volume allows Indian manufacturers (and foreign players with Indian plants) to achieve massive economies of scale.

“When the home market is strong, the export product becomes cheaper and more competitive.”

By keeping taxes high on this specific displacement, we are effectively stifling the very segment that has the most potential for global export dominance. We are forcing manufacturers to focus on “India-specific” low-capacity engines rather than “Global-standard” mid-capacity engines.

The Environmental Paradox: Efficiency vs. Emissions

There is a common misconception that larger engines are significantly “dirtier.” In the era of BS6 Phase 2 (OBD-2) emissions norms, this gap has narrowed significantly.

A modern 400cc liquid-cooled engine is an engineering marvel. Because it doesn’t have to work as hard as a 150cc engine to maintain cruising speeds, its real-world thermal efficiency is remarkably high. Furthermore, by moving the threshold to 500cc, the government would encourage manufacturers to invest in higher-quality materials, different engine configurations and more efficient cooling systems that are cost-prohibitive under a 40% tax regime.

Lowering the GST would also bridge the price gap between internal combustion engine (ICE) bikes and high-performance electric two-wheelers, creating a more competitive market that drives innovation across both powertrains.

Economic Stimulus and the “Revenue Neutral” Argument

Sceptics argue that moving from 40% to 18% GST would result in a massive loss for the exchequer. However, the Laffer Curve suggests otherwise.

In the automotive sector, demand is highly elastic. A 10% reduction in the total price of a ₹3 lakh motorcycle (achieved by dropping GST by 10%) could lead to a 25-30% increase in sales volume.

• Ancillary Growth: More bike sales mean more revenue from registration fees, road tax, insurance GST, and after-sales service.
• Employment: Increased demand leads to more jobs in manufacturing, dealership networks, and the custom aftermarket industry.

The “lost” revenue from the 10% GST cut is often recovered—and then some—through the sheer volume of transactions and the health of the surrounding ecosystem.

Aligning with Modern Displacement Standards

The 350cc limit feels arbitrary because it is. Historically, it was likely influenced by the dominance of a single brand in the Indian market. However, the global “A2” license category in Europe—a massive market for exports—caps at 35kW (roughly 47 bhp), which usually equates to engines in the 400cc to 500cc range.

By aligning our tax structure with the 500cc threshold, India synchronizes its internal economy with international standards. This allows a manufacturer to build a single “Global 500” platform that is equally viable for a rider in Pune and a touring enthusiast in Paris.

A Vision for the Future

The 2 wheeler is the backbone of Indian mobility, the Indian motorcycle industry is quite literally powering the global motorcycling industry in more ways than one. It is the vehicle that takes the student to college, the entrepreneur to their first shop, and the worker to the office/factory. To treat any motorcycle below 500cc as a “luxury” is to ignore the reality of Indian roads and the aspirations of the Indian people.

Moving to an 18% GST rate for motorcycles up to 500cc would be a landmark move. It would:

1. Make safer, higher-quality vehicles accessible to the masses.
2. Solidify India’s position as the global manufacturing hub for mid-size bikes.
3. Provide an economic stimulus to the automotive sector.
4. Modernize a tax code that hasn’t kept pace with technological advancement.

It is time to stop viewing the 400cc rider as a “big spender” and start seeing them for what they are: a vital participant in a modern, fast-moving economy who deserves a vehicle that is safe, efficient, and fairly taxed. The road to a larger economy is paved with many things—and a more affordable, more powerful two-wheeler market should certainly be one of them.

This article The Case for a 500cc Threshold: Why India’s Two-Wheeler GST Structure Needs a Tune-Up was first published on Motorcycle News, Reviews and Knowledge Base.

At the same time, ease should not lead to rushed decisions. A digital process may be simple on the surface, but the policy document still needs careful reading. The right approach is to use the convenience of online purchase while giving proper attention to the parts that shape your cover.

Why Buying Online Feels Simple

The online route appeals to riders because it removes much of the delay that often comes with offline paperwork. It can make comparison and purchase more manageable.

When you buy a policy online, you can usually:

• View different policy types in one place
• Check the basic features before making a payment
• Review add-ons, if available
• Renew an existing policy without too much back and forth
• Access policy documents digitally for later use

This ease can save time, but it should be treated as a starting point rather than the whole decision.

Understand What Type of Cover You Are Buying

Before you focus on price or convenience, it is important to know what kind of policy you are selecting. Many riders move too quickly through this step and only read the details after purchase.

A few points deserve attention here:

• Whether the plan is only third-party bike insurance
• Whether it also includes own damage cover
• Whether it is a broader package policy
• Whether the protection matches your riding and usage pattern
• Whether optional covers are available under the plan

Third-party bike insurance may meet a legal requirement, but that does not mean it answers every rider’s concern. The policy type should be read in line with what you expect from your cover.

Read the Policy Wording With Care

This is the part many people skip when buying Bike Insurance Online. The purchase journey may feel smooth, but the wording of the policy is what actually tells you how the cover works.

Take time to review:

• What is included in the cover
• What is excluded under the policy
• What conditions apply to claims
• Whether accessories or modifications are treated separately
• How deductibles or depreciation may affect payouts, where relevant

Reading these terms may help you avoid assumptions. A policy that looks suitable in a summary box may feel different once you read the actual wording.

Check Add-Ons Only if They Make Sense

Online purchase journeys often make add-ons easy to select. That convenience can be useful, but it can also lead to unnecessary choices if you add covers without checking relevance.

Before selecting optional covers, think about:

• How often do you use the bike
• Where the vehicle is parked
• The road conditions you deal with regularly
• Whether you need roadside support
• Whether you want wider protection beyond the base policy

The better approach is to choose only those options that fit your actual usage. More add-ons do not always mean a better decision.

Compare More Than Just The Premium

A low premium may look attractive during an online purchase, but it should not be the only reason for choosing a plan. Insurance value depends on what the policy offers and how clearly the terms are laid out.

When comparing policies online, look at:

• The scope of cover
• The exclusions section
• Claim-related conditions
• Add-on availability
• Renewal and policy servicing process

This is especially important when deciding between third party bike insurance and broader forms of cover. The right choice may depend less on the first price shown and more on what protection you may want over the policy period.

Review Your Details Before Payment

The final stage of online purchase may take only a short time, but it deserves close attention. Small errors in policy details can create avoidable issues later.

Check the following before you complete payment:

• Vehicle registration details
• Policy start and end dates
• Type of policy selected
• Nominee and personal details, where required
• Declared information entered during the proposal stage

When buying bike insurance online, convenience is strongest at the final step. That is also the point where careful review matters most.

Conclusion

Buying bike insurance online can make the process faster, smoother and easier to manage. It gives you the freedom to compare options, review policy types and complete the purchase without much delay.

What still needs attention is the reading part. You should look closely at the policy type, inclusions, exclusions, add-ons and entered details before making the final choice. When convenience is balanced with careful reading, bike insurance online becomes not just easy to buy, but easier to choose with confidence.

This article Buying Bike Insurance Online: What Makes it Simple And What Needs Attention was first published on Motorcycle News, Reviews and Knowledge Base.

The Price Tag: Two Ways to Buy

Flying Flea is introducing a flexible ownership model to make the jump to electric a bit easier on the wallet:

• Full Purchase: ₹2.79 Lakh (ex-showroom).
• Battery-as-a-Service (BaaS): ₹1.99 Lakh, allowing riders to pay for the battery separately and lower the upfront cost.

Initially, the rollout will follow a phased, city-by-city approach, starting with the Bengaluru hub before heading to other major metros.

Artistry Meets “Wizardry”

The FF.C6 is a gorgeous homage to the original 1940s “Flying Flea” used by frontline troops, but it’s packed with what the team calls “rider-first wizardry.”

• The Girder Fork: It’s currently the only bike on the market featuring a precision-engineered forged aluminium Girder fork, giving it a silhouette that stands out in a sea of standard commuters.
• Lightweight Build: Weighing in at just 124 kg, it’s a featherweight that’s easy to flick through traffic.
• Smart Design: It features a true-round touchscreen TFT display, a removable pillion setup, and adjustable foot pegs to suit different riding styles.

Chemistry and Performance: Small Battery, Big Punch

Don’t let the retro looks fool you; the “chemistry” under the tank is pure 2026 performance engineering.

• The Motor: Delivers a peak power of 15.4 kW @ 3,500 RPM and a massive 400 Nm of wheel torque (60 Nm at the motor).
• Speed: It’ll hit a top speed of 115 km/h, making it more than capable of handling “City+” duties like ring roads and urban flyovers.
• The Battery: A 3.91 kWh lithium-ion pack encased in magnesium alloy. It charges at roughly 1% per minute, meaning you can go from 20% to 80% in just over 60 minutes using a standard 16 Amp wall outlet.

High-Tech Safety and Connectivity

Royal Enfield has gone all-out on the software side, ensuring the FF.C6 is one of the smartest bikes on the road.

• Stability: It comes with lean-angle sensing ABS and traction control, features usually reserved for much larger superbikes.
• Convenience: You get cruise control, voice assist, and a “joystick-controlled” interface on the handlebars.
• Security: The bike features live location sharing, a tip-over alert, and remote monitoring via WiFi, Bluetooth, and 4G.
• Personalised Charging: You can even choose your charging speed—Rapid, Standard, or Trickle—to help preserve your battery’s long-term health.

A 125th-Year Milestone

B. Govindarajan, CEO of Royal Enfield, states explained that Flying Flea isn’t just about specs; it’s about creating a new category of urban mobility that feels “alive” to the rider. Backed by 200+ engineers and 45+ patents, the FF.C6 has already bagged a Red Dot Design Award before even hitting the streets.

This article Royal Enfield’s Flying Flea C6 Launches in Bengaluru – Prices start from ₹1.99 Lakh (Battery-as-a-Service)  was first published on Motorcycle News, Reviews and Knowledge Base.

Following some serious time in the R&D lab and a good listen to rider feedback, Kawasaki has tweaked the Electronic Control Unit (ECU). The result? These bikes are now smoother, faster at switching modes, and easier to ride in “Sport” settings.

The 60 km/h Switch: No More Slowing Down

The most significant upgrade for the 2026 models is how they handle the jump between petrol and electric.

• The Old Way: Previously, if you wanted to manually switch from Full EV mode to Hybrid mode (or vice versa) while moving, you had to be crawling along at under 25 km/h.
• The New Way: Thanks to the ECU update, you can now flick between modes at speeds up to 60 km/h.

This is a game-changer for urban riders. It means as you cross the “virtual boundary” into a city’s zero-emissions zone, you can transition from the 451cc gasoline engine to silent electric power at a normal traffic pace, without having to drop your speed and hold up the cars behind you.

Sport Mode: Now with Full “Auto” Convenience

Kawasaki’s hybrid transmission is already a bit of a marvel, but they’ve added a new layer of polish to the Sport Mode.

• Before: Sport Mode was strictly a “Manual Transmission” (MT) affair. You had to use the shift paddles on the left handlebar to click through the six speeds yourself.
• Now: You can now select an Automatic Transmission (AT) setting specifically for Sport Mode.

This means you get all the aggressive, high-performance mapping of the sport setting—perfect for those “liter-bike” style launches using e-boost—but the bike handles the gear changes for you. It’s the perfect refinement for riders who want the thrill of Sport Mode without the constant thumb-work in stop-start traffic.

Eco-Friendly and Ready to Ride

Despite the tech upgrades, the core of these machines remains the same eco-conscious powerhouse. You still get that unique 451cc parallel-twin engine paired with a traction motor and a 48V lithium-ion battery that charges as you ride—so there’s no need to hunt for a plug.

Quick Specs Reminder:

• Power: Up to 69 PS with e-boost.
• Modes: EV, Eco-Hybrid, and Sport-Hybrid.
• Tech: Walk Mode (with reverse), ALPF (Automatic Launch Position Finder), and a full-colour TFT dash.

The updated 2026 Kawasaki hybrids are already arriving at select dealerships in the UK soon. As far as we can understand there is no plans of these ever coming to India.

This article Smart Tech Just Got Smarter: Kawasaki’s 2026 Ninja 7 and Z7 Hybrids Get a Massive Usability Boost was first published on Motorcycle News, Reviews and Knowledge Base.

The GST 2.0 Puzzle: Why Isn’t It Cheaper?

You’d be forgiven for scratching your head at that price. Under the new GST 2.0 rules, bikes under 350cc attract an 18% tax, while anything above that is slapped with a whopping 40%. So, why the tiny saving?

Well, it turns out Bajaj was playing the long game. When the tax hike first hit in September 2025, Bajaj actually absorbed the extra cost themselves instead of passing it on to the customers. Now that they’ve downsized the engine to qualify for the 18% bracket, they’ve simply adjusted the price to reflect where it was “supposed” to be. Essentially, the bike stays at its aggressive, value-for-money price point without Bajaj having to take a hit on every sale. Confusing for us, but pretty straight forward and opportunistic for them.

Same Face, New Heart: The 350cc Specs

While the bike looks identical to the NS400Z—and will likely even keep the “400” branding in most markets—the internals have been reworked. The engine displacement now sits at 349.13cc, down from the previous 373cc.

The Performance Breakdown:

• Power Output: 40.6 PS @ 9,000 rpm (0.6 PS up at +200 peak rev)
• Peak Torque: 33.2 Nm @ 7,500 rpm (Down by 1.8 Nm at +1000 peak rev)
• The Engineering: Bajaj kept the 89mm bore but shortened the stroke to 56.1mm from 60 mm.

On the road, this means the bike should feel just as punchy, but with a slightly more rev-happy nature. It still features a six-speed gearbox, a slip and assist clutch, and a liquid-cooled, single-cylinder setup.

What Stays the Same?

If it ain’t broke, don’t fix it. Apart from the engine block losing its “373.27cc” embossing, the rest of the bike remains unchanged:

• Hardware: The same beefy USD forks, rear monoshock, and dual-channel ABS.
• Tech: The full-digital console with Bluetooth connectivity and navigation.
• Design: The aggressive street-naked styling, LED lighting, and muscular fuel tank.

Dominar 350 vs. Pulsar NS350Z

While the Pulsar only saw a ₹400 drop, its touring cousin—the Dominar 350—is reportedly getting a much bigger price cut of ₹37,000, bringing it down to ₹2.03 lakh. It seems Bajaj is repositioning their entire “big bike” fleet to dominate the sub-₹2.5 lakh segment.

This article New Bajaj Pulsar NS350Z Price out – no huge difference was first published on Motorcycle News, Reviews and Knowledge Base.

Why Two Sizes? The GST 2.0 Factor

The main driver behind this shift is the GST 2.0 reform. In the current tax climate, motorcycles with engines over 350cc are slapped with a hefty 40% GST. However, those that sit at 350cc or below enjoy a much friendlier 18% tax rate.

While brands like Triumph have shifted their entire Indian 400cc portfolio to the 350cc platform, KTM is playing it differently. They know their riders is a more mixed bag: some want the absolute pinnacle of sub-500cc performance (the 390s), while others want that KTM “edge” at a more accessible price (the 350s).

The Price Gap: Savings of up to ₹50,000

By selling both ranges side-by-side, KTM is creating a clear “Good vs. Better” hierarchy in their showrooms.

• The 390 Range: After recent hikes, the KTM 390 Duke now retails at ₹3.39 lakh, and the 390 Adventure X sits at ₹3.43 lakh (ex-showroom).
• The 350 Range: The upcoming KTM 350 Duke and 350 Adventure range are expected to launch later this month with a price tag under ₹3 lakh. We suspect though that only the Adventure X variant will come with the 350 engine.

This creates a massive price gap of ₹40,000 to ₹50,000, making the 350s a serious value-for-money proposition for urban riders and casual tourers.

Performance: What’s Under the Tank?

The new 350cc motor is essentially a downsized version of the 399cc LC4c engine.

• State of Tune: While the Triumph 350s are tuned for a relaxed ride, expect KTM to keep things spicy. We’re anticipating more aggressive throttle mapping and a higher power output than the 40 PS seen in the Triumphs. A little worried about the torque numbers, as on the Triumphs we saw a massive 5 Nm of drop.

The Lineup: Duke, Adventure, and More

KTM isn’t just stopping at one bike. The dual-engine approach will apply to:

1. The Duke Series: Both the 350 Duke and 390 Duke will be sold simultaneously.
2. The Adventure Series: The 350cc model is expected to replace the “Adventure X” role as the accessible entry point, while the high-spec 390 Adventure R remains for the hardcore explorers.
3. The Enduro R: There are even whispers of an India-specific 350 Enduro R launching alongside the international-spec 390 version.

Interestingly, the RC 390 is unlikely to get a 350cc sibling for now, as it still uses the older 373cc platform and remains a niche, track-focused tool. Long term, the word on the street is that the very soon the entire 390 range will be replaced by 490 Twins, thus having the 350s at a lower price bracket a huge advantage to avoid overlap. First look of these is expected at the EICMA 2026.

This article Upcoming KTM 350 Range to Co-Exist with the 390 Lineup was first published on Motorcycle News, Reviews and Knowledge Base.

Hayabusa Approved: The Suzuki Validation

The headline news here is that the Steel Brace SP-01 hasn’t just been “tested”—it’s been officially certified by Suzuki for use on its flagship machines. This includes the legendary Suzuki Hayabusa, the Katana, and the GSX-8R.

Being OEM-certified for a bike that pushes nearly 200 HP and 300 kmph is no small feat. It proves that MRF has moved well beyond making tyres for commuters and is now a serious player in the world of high-speed stability and performance.

Performance Specs: Zero-Degree Steel and Speed

So, what is actually under the rubber? MRF has used a zero-degree steel radial belt construction, which is the gold standard for high-performance tyres because it maintains its shape even under extreme centrifugal force.

Key Features of the SP-01:

• Speed Rating: These are Z-rated tyres, meaning they are safe for speeds up to 299 kmph (and W-rated for the smaller sizes up to 270 kmph).
• Single Compound Design: Unlike some dual-compound rivals, MRF opted for a high-performance single compound.
• Durability: Internal testing claims these offer 15% longer tyre life than the Bridgestone S23, which comes standard on the Hayabusa.
• Consistent Wear: MRF promises that the performance won’t suddenly drop off as the tyre gets thinner, ensuring a predictable feel throughout its life.

Pricing: A Massive “Made in India” Advantage

The most exciting part of this launch is the pricing. By manufacturing these in India, MRF has managed to undercut the imported competition significantly.

• The Hayabusa Set: A front and rear combo for the Hayabusa is priced at ₹34,000.
• Smaller Sizes: For sub-500cc bikes like the KTM 390 Duke, TVS Apache RR 310, and Triumph Speed 400, individual tyre prices range from roughly ₹6,680 to ₹7,985.

These tyres are also compatible with a wide range of popular performance bikes including the Aprilia RS 457, Kawasaki Ninja 400, and the Bajaj Dominar 400.

Availability

The MRF Steel Brace SP-01 range starts with rear sizes like 160/70 ZR17 and goes up to the beefy 190/55 ZR17. While they are rolling out to select MRF dealers in major cities first, you can also buy them directly from the MRF website.

This article MRF Launches Steel Brace Superbike Tyres in India was first published on Motorcycle News, Reviews and Knowledge Base.

With the official spec sheet now out in the open, here’s a look at what this electric Royal Enfield is bringing to the table.

Lightweight Chassis and That Girder Fork

The first thing everyone notices about the Flying Flea C6 is the front end. It features a forged aluminium girder fork, a massive nod to 1930s and 40s motorcycle design. But don’t let the old-school looks fool you; it’s paired with a lightweight forged aluminium frame and a magnesium battery case to keep the weight down and the “flea” agility up.

Key Design Elements:

• Tyre Setup: It runs on skinny 19-inch front and 19-inch rear wheels with low rolling resistance from CEAT.
• Braking: You get disc brakes at both ends, supported by dual-channel ABS (switchable for rear).
• The Look: It’s a minimalist, “see-through” design that looks unlike anything else on the road right now.

Key specifications, Battery, Range, and Motor Performance

The battery capacity of the Flying Flea C6 is 3.91kWh.

• Range: Expect a real-world city range of around 100 km to 110 km. (154 km IDC range)
• Battery: 3.91 kWh lithium-ion pack encased in magnesium alloy
• Motor Power output: Peak output of Flying Flea C6 is 15.4 kW peak (8 kW nominal continuous) and 60 Nm.
• Speed: 0-60 kmph time is 3.7 seconds, and the top speed is 115 kmph.
• 4 riding modes: City, Rain, Highway and Sport 
• Charging: 0-100% charge in 2 hours and 16 minutes with its 2.2 kW on-board charger.
• Performance: The motor is mid-mounted and sends power to the rear wheel via a carbon belt drive, ensuring a silent, maintenance-free ride.
• 124 kg kerb weight
• 207 mm ground clearance
• 100 mm front suspension travel
• 110 mm rear suspension travel
• 823 mm seat height
• 260 mm front disc
• 220 mm rear disc
• Front and rear tyre: 90/90 19 inch

Tech and Features: Smart and Connected

Despite its minimalist look, the Flying Flea C6 is packed with more tech than your average Classic 350. It features a circular 3.5 inch TFT touch-screen console that handles everything from navigation to battery health.

• Connectivity: It comes with “Phone-as-a-Key” technology, allowing you to start the bike without a physical fob as one of the ways to unlock.
• Rider Aids: You get multiple ride modes, traction control, and even a “Reverse Mode” to help you out of tight parking spots.
• Over-the-Air (OTA): The bike will receive constant software updates to improve battery efficiency and add new features over time.

We will be riding the Flying Flea C6 later this week and will be back with our first ride impressions soon after.

This article Royal Enfield Flying Flea C6 Full Specs Revealed: Price announcement on April 10th was first published on Motorcycle News, Reviews and Knowledge Base.

For those who find the Speed 400 a bit too sporty or the Scrambler a bit too tall, this new entry-level “Bonnie” promises that timeless, laid-back silhouette that has made the Bonneville name world-famous for decades.

Spotted for the First Time: A True Mini-Bonneville

The first Triumph Bonneville 400 spy shots have been released by Youtuber MotoBob. These have revealed a bike that stays incredibly faithful to its bigger 900cc and 1200cc siblings. Unlike the sharper, modern lines of the Speed, the Bonneville 400 features a more traditional, “straight-line” aesthetic.

Key Design Elements Spotted:

• Peashooter Exhaust: One of the most iconic Bonneville features—the peashooter exhaust—has been spotted on the test mules.
• Classic Tank & Seat: A more rounded, teardrop-shaped fuel tank and a long, flat “bench” seat that looks much more comfortable for a pillion than the current 400 range.
• Wire-Spoke Wheels: To nail that retro vibe, the test bikes were seen running on spoke wheels, likely paired with tubed or tubeless-ready tyres depending on the final trim.
• Chrome Details expected: Expect a lot more “shiny bits,” including chrome mirrors, engine covers, and headlight surrounds, moving away from the blacked-out look of the Speed T4.

The 350cc Engine: The Strategic Tax Masterstroke

While the bike is part of the 400cc family, Triumph is expected to use the newly developed 350cc engine seen in the updated Speed T4. As we’ve seen recently, this move isn’t about cutting performance—it’s about beating the taxman.

By keeping the displacement at 349cc, the Bonneville 400 will fall into the 18% GST bracket rather than the 40% one.

• Power Output: Expected to be around 31 PS @ 7,000 rpm.
• Torque: Likely to sit at 32 Nm @ 5,000 rpm. The engine is being tuned for a much “lazier,” torque-heavy feel, making it perfect for relaxed Sunday cruises rather than redline-chasing sprints.

Launch Timeline and Expected Price

So, when can you get your hands on one? Triumph is reportedly aiming for an official launch in late 2026 or early 2027. It will mostly be unveiled at the EICMA 2026. With the Speed T4 starting at ₹1.95 lakh, the Triumph Bonneville 400 price is expected to sit somewhere between ₹2.10 lakh and ₹2.25 lakh (ex-showroom).

This positioning would place it directly in the crosshairs of the Royal Enfield Classic 350 and the Honda CB350, offering a more premium, “big-brand” alternative for those who want that British Bonnie look without the big price tag.

Hardware and Tech

Despite the old-school looks, the Bonneville 400 won’t be a dinosaur. Leaks suggest it will carry over the high-quality hardware Triumph is now known for in India:

• Suspension: Traditional right-side-up telescopic forks (likely with gaiters for that retro look) and twin rear shock absorbers.
• Brakes: Disc brakes at both ends with dual-channel ABS as standard along with Traction control.
• Features: An analogue-heavy instrument cluster with a small LCD for trip data, keeping the dash clean and classic.

This article Triumph Bonneville 400 Launch Details: Iconic Retro Style Meets 350cc Efficiency was first published on Motorcycle News, Reviews and Knowledge Base.

The Big Sting: KTM 390 Duke Price Hiked by ₹40,000

The street-fighting champion of the sub-500cc world, the KTM 390 Duke, has just received a massive price increase. Fans of the “Naked” category will now have to shell out an additional ₹40,000 to bring this machine home.

This hike brings the new ex-showroom price of the 390 Duke to approximately ₹3.51 lakh. While it still offers class-leading tech like the 45 PS LC4c engine, cornering ABS, launch control, and fully adjustable suspension, this jump puts it into a much more premium price bracket than before. It seems the higher GST rate, rising costs of those high-end components and manufacturing have finally reached the showroom floor.

Exploring Costs More: 390 Adventure X Price Up by ₹17,000

It isn’t just the street bikes feeling the pinch; the off-road segment has been hit too. The KTM 390 Adventure X—the simplified version of the 390 Adventure designed to be more accessible—has seen a price hike of ₹17,000.

Previously favoured by riders who wanted the raw 373cc performance and long-travel suspension without the expensive electronics, the 390 Adventure X is now edging closer to the ₹3 lakh mark. Despite the increase, it remains a formidable tourer with its 19-inch front wheel and robust build, but it’s certainly a less “budget-friendly” entry point than it was last month.

Is the Performance Still Worth the Premium?

KTM has always positioned itself as the high-performance, premium choice for Indian riders. With these latest hikes, that “premium” tag is being felt more than ever. While the 390 Duke remains the absolute benchmark for power-to-weight ratio in its class, but a ₹40,000 jump is a significant hurdle for many enthusiasts.

This article KTM 390 Duke and Adventure X See Substantial Price Hikes was first published on Motorcycle News, Reviews and Knowledge Base.

The Secret: A Tax-Saving 350cc Heart

You might be wondering how Bajaj managed such a steep discount without stripping the bike of its parts. The answer lies under the tank. Bajaj has downsized the engine displacement from 373cc to 349.13cc.

By slipping under the 350cc threshold, the Dominar 400 now qualifies for a much lower GST rate of 18%, compared to the hefty 40% tax slapped on larger engines. Despite the smaller displacement, Bajaj is keeping the ‘Dominar 400’ nameplate to ensure it doesn’t lose its “big bike” street cred—a strategy they’ve also used for their recently launched Triumph 350cc models.

Does Less CC Mean Less Power?

Surprisingly, not really. While the displacement is down by about 24cc, the performance figures have stayed remarkably steady. This was achieved by keeping the 89mm bore but shortening the stroke from 60mm to 56.1mm.

The New Specs:

• Power: 40.6 PS @ 9000 rpm (almost identical but at higher RPM)
• Torque: 33.2 Nm @ 7500 rpm (down by about 2 Nm)

Basically, you’re getting a motor that feels a bit more “rev-happy” and lively at the top end, while only losing a negligible amount of low-end pull.

What Else Has Changed?

Aside from the engine internals and the massive price cut, the rest of the bike remains the same solid touring machine we know and love. You still get:

• 43mm USD front forks and a multi-step adjustable rear monoshock.
• Twin-channel ABS
• Full LED lighting and that signature beefy stance.
• Standard touring accessories like the tall windscreen and handguards.

Is It Now the Best Value Tourer?

At ₹2.03 lakh, the Dominar 400 has just become an absolute steal. It now undercuts several smaller 250cc bikes while offering nearly double the performance. It seems Bajaj has found the ultimate sweet spot: nearly identical performance, the same premium features, but a price tag that’s significantly easier to swallow.

This article Bajaj Dominar 400 Price Slashed by ₹37,000: New 350cc Engine Makes It a Bargain was first published on Motorcycle News, Reviews and Knowledge Base.

This isn’t just a minor update; it’s a complete shift for BMW in India and a totally new motorcycle. Designed in Germany but manufactured right here in India at TVS Motor Company’s Hosur facility, the F 450 GS is the first multi-cylinder premium offering born from the long-standing BMW-TVS partnership.

Pricing and Rivals

While we’ll have to wait for the official 23 April launch for the final numbers, industry experts expect the BMW F 450 GS to be priced at upwards of ₹4.99 lakh (ex-showroom) for the base variant. Though some unofficial dealer bookings have been spotted with token amounts between ₹10,000 and ₹50,000, BMW will need to be aggressive to take on established rivals like the KTM 390 Adventure and the Royal Enfield Himalayan 450. They also need to be prepared for the “mythical” Aprilia Tuareg 457 expected to unveil late this year.

The All-New Parallel-Twin Heart

The star of the show is the newly developed 420cc liquid-cooled, parallel-twin engine. If you’re worried about it losing that “big bike” feel, the numbers should put your mind at ease.

• Power Output: 48 bhp @ 8,750 rpm
• Peak Torque: 43 Nm @ 6,750 rpm
• Gearbox: Six-speed unit with a slipper clutch and a bi-directional quickshifter as standard.

BMW has even gone the extra mile with a 135-degree firing order, which they claim gives the motor a unique, characterful exhaust note that’ll set it apart from the typical parallel-twin drones.

BMW F 450 GS specifications

Engine and Transmission

• Engine Type: Water-cooled, 2-cylinder, 4-stroke in-line with 135-degree crankshaft journal offset. 
• Displacement: 420 cc (72 mm bore x 51.6 mm stroke). 
• Compression Ratio: 13:1.
• Clutch: Multi-disc wet clutch (mechanically actuated; Easy Ride Clutch available on GS Trophy). 
• Transmission: 6-speed manual with shift assistant.

Dimensions and Weight

• Length: 2161 mm.
• Width: 869 mm.
• Wheelbase: 1465 mm.
• Kerb Weight: 178 kg. 
• Fuel Capacity: 14 Liters.

Brakes and Suspension

• Front Brake: 310 mm disc with 4-piston caliper. 
• Rear Brake: 240 mm disc with 1-piston caliper. 
• Front Suspension: 43 mm inverted telescopic fork (KYB). 
• Rear Suspension: Monoshock (KYB).

Electronics and Features

• Display: 6.5-inch color TFT with navigation and call/SMS alerts. 
• Ride Modes: Rain, Road, Enduro, and Enduro Pro (on non-Basic variants). 
• Safety: Dual-channel ABS with multiple levels and Dynamic Brake Control.
• Lighting: Quad-LED daytime running lamps (DRLs) with “X” signature. 

Design and Hardware: Mini R 1300 GS?

In terms of looks, the F 450 GS takes heavy inspiration from its flagship big brother, the BMW R 1300 GS. You get that sharp, aggressive ADV silhouette but in a much more manageable and accessible package.

Hardware Highlights:

• Suspension: Long-travel USD front forks and a rear monoshock, with adjustability depending on variant.
• Wheels: A classic ADV setup with a 19-inch front and 17-inch rear wheel, wrapped in dual-purpose rubber.
• Tech: A crisp 6.5-inch TFT colour display, LED lighting throughout, Bluetooth connectivity, and even heated grips(variant dependant).
• Safety: Cornering ABS, traction control, and dynamic brake control come part of the electronics suite.

Four Variants for Every Rider

The BMW F 450 GS is available in four distinct equipment variants: Basic, Exclusive, Sport, and GS Trophy. 

• Basic: The entry-level model featuring Cosmic Black paint, three riding modes (Road, Rain, Enduro), cornering ABS, traction control, and engine braking control. 
• Exclusive: Also in Cosmic Black, this trim adds off-road footpegs, handguards, a plastic underbody guard, an extra Enduro Pro mode with switchable rear ABS, and a standard bidirectional quickshifter. 
• Sport: Distinguished by Racing Red paint, it includes all Exclusive features plus fully adjustable KYB suspension and a sport-tuned setup. 
• GS Trophy: The top-tier variant in Racing Blue Metallic, equipped with an Easy Ride Clutch (ERC), an aluminum engine guard, a tinted rally windshield, and the full suite of electronic aids. 

This article BMW F 450 GS India Launch Confirmed: Date, Variants and Everything We Know was first published on Motorcycle News, Reviews and Knowledge Base.

The New Entry Point: Hunter 350 Base Premium

The big news for aspiring riders is the introduction of the Base Premium variant in a sleek Tarmac Black. Priced at ₹1,49,900 (ex-showroom Chennai), this model is designed to bridge the gap between the entry-level and mid-range trims, offering a much more compelling “step-up” package.

Key Upgrades for the Hunter 350 Base Premium Hunter includes:

• Alloy Wheels: Swapping out the old spoke rims for much more practical, tubeless-ready alloys.
• Refined Interface: A new digi-analog instrument cluster paired with those classy rotary switchgears.
• Enhanced Style: An updated round halogen headlamp, a sporty grab rail, and a premium stitched seat.
• Safety & Tech: It comes equipped with single-channel ABS and a slip & assist clutch for smoother gear shifts in heavy city traffic.

Bold New Shades: Mumbai Yellow and Moonshot White

For those who want their ride to be a canvas for self-expression, the Top variant (priced at ₹1,69,804) has received two culture-led colourways:

• Mumbai Yellow: This one is loud, proud, and inspired by the energy of Bollywood and the non-stop motion of the city. It’s an unmistakably urban look that pops on the street.
• Moonshot White: Taking a more “narrative” approach, this design is inspired by Orion the Hunter. It features hand-rendered celestial graphics that explore themes of duality and self-expression.

Expanding the “Hunter Tribe”

Yadvinder Singh Guleria, Chief Commercial Officer at Royal Enfield, noted that the Hunter 350 continues to resonate with a generation that values simplicity and identity. By making the Base Premium more feature-rich yet accessible, Royal Enfield is looking to expand the “Hunter tribe” beyond just the big metros and into smaller towns and rural markets across India.

This article Royal Enfield Refreshes the 2026 Hunter 350 with new variant and colour schemes was first published on Motorcycle News, Reviews and Knowledge Base.

A Global Tour: From Mexico to Madras

Running from June 2025 all the way through to March 2026, the first international season of TVS ARE GP was a proper world tour. The event hit over 20 cities across India, Mexico, Colombia, and Nepal, engaging more than 1,100 participants.

The whole thing came to a head with a grand finale at the legendary Madras International Circuit (MIC) in Chennai. It was a packed house with over 500 racing enthusiasts watching 60 finalists go head-to-head alongside 45 media riders.

Professional Training for the Everyday Rider

The core mission of the TVS ARE GP is to take passionate owners and turn them into capable racers in a safe, professional environment. Guided by TVS Racing champions, riders went through structured on-track training covering:

• Braking techniques and cornering precision.
• Racing body language and track manners.
• Race discipline to ensure safety at high speeds.

To make sure everyone had a fair shout, the competition was split into tiers. Customers raced in 160cc/180cc, 200cc, and 310cc categories. Meanwhile, the media folks had their own battles, including the first-ever Women’s category, alongside Men’s and Expert groups.

The Spoils of Victory: Massive Prizes for the Top Riders

TVS didn’t hold back when it came to rewarding the winners. The top performers walked away with some seriously “bucket-list” experiences:

This article TVS Racing Wraps Up First International Apache Racing Experience GP was first published on Motorcycle News, Reviews and Knowledge Base.

Performance: The Enhanced TR-Series Heart

At the core of the Tracker 400 is an enhanced 350cc TR-Series engine. Thanks to Triumph’s clever engineering, it delivers a punchy 40 PS at 8,750 rpm and most importantly 32 NM @ 7500 rpm. Because it sits in that sweet 350cc bracket, it also benefits from the 18% GST advantage, helping Triumph keep that premium quality at a much more accessible price point.

The engine stays true to the “Modern Classic” look with powder-coated covers and those iconic bright-machined cylinder head fins, all while delivering a spirited, high-performance ride. You can sort of say that it looks like a mix of the Scrambler 400 and the Speed 400, especially since it carries the same exhaust of the Scrambler.

Triumph Tracker 400 specifications

• 40 PS @ 8750 rpm
• 32 NM @ 7500 rpm
• 349 cc
• Rs 2.46L ex-showroom
• MRF REVZ FD1 tyres with block pattern
• 110/70 R17 front
• 150/60 R17 rear
• Top speed 154 kmph
• Slipper Clutch
• Traction Control
• 43 mm USD forks with 140 mm travel
• 805 mm seat height
• 13L tank
• 181 kg kerb
• 3 colour options – Phantom black/ Racing yellow/ Aluminium silver

Flat Track Styling and Aesthetics

The Tracker 400 stands out with an unmistakable silhouette. It’s got that aggressive, “ready-to-slide” look characterized by:

• Race-Inspired Bodywork: A boxy fuel tank with sculpted knee cut-outs, a colour-coded seat cowl, and a dedicated number board proudly displaying ‘400’.
• Paint & Graphics: Available in Racing Yellow, Phantom Black, and Aluminium Silver Gloss. The liveries feature bold Tracker lettering and racing stripes with a dramatic “mud-splatter” detail that looks fast even when parked.
• The Silhouette: A fly screen and dual-spoke cast aluminium wheels wrapped in MRF REVZ FD1 tyres complete the authentic flat track aesthetic.

Engineered for the “Twisty” Bits

Triumph says they have given the Tracker a dedicated chassis for sharper handling and a more engaged feel.

• The Stance: You get flat, wide handlebars and repositioned footpegs, putting the rider in a dominating, upright position.
• Suspension: Up front are black anodised 43mm upside-down big piston forks, while the rear features a gas monoshock RSU. Both ends offer 140mm of travel, with preload adjustment at the back for when you’ve got a pillion.
• Braking: Powerful four-piston radial callipers provide progressive stopping power, backed up by switchable ABS.

Tech That Stays Out of Sight

Triumph has been meticulous about keeping the wiring hidden to preserve that clean, timeless look. Despite the retro vibes, the tech is very much 2026:

• Rider Aids: It comes with a torque-assist clutch, switchable traction control, and a neat single-dial analogue speedo paired with a digital tachometer.
• Accessibility: With a seat height of 805 mm, it’s accessible for a wide range of riders, offering a direct and confidence-inspiring connection to the road.

The Tracker 400 seems like a fun take on this platform and targeted at the Royal Enfield Guerrilla 450. Looking forward to ride this one.

This article Triumph Launches the All-New Tracker 400 at Rs 2.42L – Specifications and all details was first published on Motorcycle News, Reviews and Knowledge Base.

The New Price List: Premium Riding from ₹1.95 Lakh

Whether you’re after the sleek lines of a roadster or the rugged charm of a scrambler, the updated price list makes the “Triumph life” a lot easier on the wallet. The price drop has a reduction of almost ₹21,500 on the on-road price on some models.

The new reduced prices are as follows (ex-showroom Delhi):

• Triumph Speed T4 — ₹1,95,000
• Triumph Speed 400 — ₹2,31,890
• Triumph Tracker 400 — ₹2,46,225
• Triumph Scrambler 400 — ₹2,59,241
• Triumph Thruxton 400 — ₹2,65,538
• Triumph Scrambler 400 XC — ₹2,89,534

Despite the price drop, Triumph insists there’s zero compromise on the engineering excellence, refinement, and signature fit and finish that have made the 400 series a massive hit with discerning riders over the last year.

Triumph 350 cc engine specifications

Gearing Up for Aggressive Growth in FY27

Triumph isn’t slowing down. With a network that already spans 230 stores across more than 200 towns nationwide, the brand is eyeing aggressive growth for the 2027 financial year.

Manik Nangia, President of Probiking at Bajaj Auto Ltd., noted that the momentum is incredibly strong. He highlighted that the 18% GST advantage allows for much more competitive pricing while keeping the spirited engine character that defines a Triumph. With one of the most engaged riding communities in the mid-capacity segment, the family is only set to get bigger.

Why the 350cc Shift Matters

The move to 350cc is a tactical masterstroke for the Indian market and how quickly the company has adapted is indeed surprising. It allows Triumph to compete head-on with local giants while offering that premium “Modern Classic” feel. The significant on-road savings mean that for many riders, a brand-new Triumph is now sitting at a price point previously occupied by much less “premium” machinery.

This article Triumph Motorcycles launches 350 range with lower prices was first published on Motorcycle News, Reviews and Knowledge Base.

Instead, the 2026 Burgman appears to be more of a minor refresh than a true generational update.

For a scooter positioned as a premium alternative to conventional 125cc models, that’s a bit disappointing.

2026 Suzuki Burgman Street Price in India

The 2026 Burgman Street comes in two distinct versions, both packed with tech but catering to different budgets. You can find them at Suzuki dealerships starting April 8, 2026.

This places it among the more feature and performance loaded scooters in the segment, competing against models like the TVS Ntorq 125, Yamaha RayZR 125, and Honda Activa 125.

At this price point, buyers naturally expect meaningful upgrades — which unfortunately are limited in this update.

The TFT Edition is a real showstopper though, featuring a fancy 4.2-inch colour screen and a keyless ignition system with an “answer-back” function—perfect for finding your bike in a crowded shopping centre car park.

What’s New in the 2026 Suzuki Burgman Street

Suzuki has added a few new features to try and keep the scooter relevant:

New TFT Display

The biggest change is the introduction like we said earlier is the TFT instrument console on the top variant.

This display offers:

• Smartphone connectivity
• Turn-by-turn navigation
• Call and message alerts
• Ride data and trip information

Keyless Ignition

The updated scooter also introduces keyless start functionality, adding convenience and a premium touch.

Updated Connectivity

The Ride Connect system now offers improved smartphone integration with additional data and alerts.

Other Updates

• Lighting: You get body-mounted split-lens LED headlights, compact LED turn signals, and an updated LED rear combination light.
• The Details: There’s a new dark smoked windscreen, a upswept muffler, and metallic-finish emblems.
• Storage: Larger 24.6-litre underseat storage compartment, now close to competition.
• Redesigned grab bar and aluminium pillion footpegs.

Performance: The Trusted SEP Engine

Under the skin, the new Burgman Street uses the proven Suzuki Eco Performance (SEP) platform, which is the same reliable heart found in the legendary Access 125. The slightly updated 124cc, 4-stroke, single-cylinder engine delivers 8.3 HP of power and 10.2 Nm of torque. Suzuki’s engineers have tuned it further specifically for stronger low-to-mid-range performance.

The Design Still Looks Good — But It’s Getting Old

When the Burgman first arrived in India, it immediately stood out because of its maxi-scooter styling inspired by larger international scooters.

Even today, it still has excellent road presence thanks to:

• A large front apron
• Long floorboard
• Wide seat
• Relaxed riding position

However, visually the new model looks almost identical to the outgoing version.

For a product that has been around since 2018, many expected a more dramatic redesign.

Why This Update Feels Underwhelming

There are several reasons why this launch has left enthusiasts wanting more.

No Engine Upgrade

Many riders expected a more powerful engine or at least performance improvements.

No Platform Changes

The chassis, suspension, and overall architecture remain unchanged.

Minimal Design Evolution

Apart from new colours and small tweaks, the styling is largely identical.

Higher Price

Despite minimal changes, the scooter now costs slightly more than before.

The Suzuki Burgman Street remains a comfortable and stylish scooter, but the 2026 update feels like a missed opportunity for Suzuki.

Instead of delivering a major evolution, the company has opted for a safe, incremental refresh that adds some technology but leaves the core of the scooter unchanged. For new buyers, the Burgman still makes sense if comfort and styling are top priorities.

But for enthusiasts who were hoping for a bold new version, this launch may feel like a let down.

This article 2026 Suzuki Burgman Street Launched — Why This Update Feels Disappointing was first published on Motorcycle News, Reviews and Knowledge Base.

The New Engine: Smaller Stroke, Same Spirit

The leaked data shows that the new displacement will sit at 349.13cc, which is about a 24cc drop from the previous version. While the bore remains at 89mm, the stroke has been shortened from 60mm to 56.1mm.

The Performance Numbers:

• Power Output: 40.6 PS @ 9,000 rpm.
• Torque: 33.2 Nm @ 7,500 rpm.

Interestingly, these peaks are hit at exactly the same revs as the old motor. You might notice a tiny bit less grunt when pulling away from the lights, but that shorter stroke should make the top-end feel a lot more lively and eager to rev.

Still a “400” in Name

Even though the engine has shrunk, looks like Bajaj isn’t planning on changing the badges. Both bikes will continue to be marketed as 400s, despite the 349cc reality.

When you compare it to the current NS400Z, the drop is minimal—only 2.4 PS and 1.8 Nm less than the current 43 PS and 35 Nm setup. However, here’s the kicker: this “new” 350cc engine actually produces 0.6 PS more than the pre-2025 Pulsar NS400Z and the current Dominar 400. That is a seriously impressive bit of engineering.

The Big Win: A Massive Price Cut?

The real reason for this engine tweak is the “Paisa” factor. By dropping the displacement below 350cc, the bikes fall into a much lower GST bracket, plummeting from 40% down to just 18%.

Because of this tax break, expectations are high that the on-road price for both the Pulsar NS400Z and the Dominar 400 could drop by as much as Rs 25,000. Bajaj seems to have found the ultimate sweet spot: keeping almost all the performance but making the bikes significantly more accessible for the average rider.

Source – Rushlane

This article New 350cc Bajaj Pulsar NS400Z and Dominar 400 Specs Leaked: Performance Meets a Smaller Tax Bill was first published on Motorcycle News, Reviews and Knowledge Base.

Why Have They Disappeared?

Before anyone panics that Honda is ditching the premium segment, it’s worth looking at their track record. This move follows a string of “blink-and-you’ll-miss-it” launches, including the CBR1000RR-R SP, Rebel 500, CB750 Hornet, and the CB1000 Hornet SP.

The flagship supersport and the Rebel 500 were discontinued shortly after their debut, and the 650 duo plus the X-ADV appear to have suffered the same fate. The reason? Limited allocations. Honda’s typical strategy for the Indian market involves bringing in a fixed number of units for their large-capacity “big bikes.” Once that specific batch is spoken for, bookings are halted, and the models vanish from the website.

The Final Price Tags

Before they were taken off the shelves, these premium machines carried some significant price tags (all prices ex-showroom, India):

• Honda CB650R (with E-Clutch): Last recorded at Rs 9.60 lakh.
• Honda CBR650R (with E-Clutch): Last recorded at Rs 10.40 lakh.
• Honda X-ADV: This unique crossover was priced at Rs 11.90 lakh before it was delisted.

What Can We Expect Next?

The good news is that “discontinued” doesn’t always mean “gone forever” in Honda-speak. Because these models are sold in batches, there is a very high chance the 650 duo will return in a subsequent allocation cycle.

While there’s no official timeline yet, we could see them popping back up on the configurator later this year or perhaps in early 2027. It simply depends on when the next shipment from Japan is green-lit for the Indian market.

This article Honda CBR650R, CB650R and X-ADV Discontinued in India (For Now!) was first published on Motorcycle News, Reviews and Knowledge Base.

The New Strategy: Limited Purchase Windows

Because demand for the bike has surged by over 5X during the recent campaign, Ola is moving away from open sales. To manage the overwhelming interest, they are transitioning to a limited purchase window model.

If you want to snag one of these units at the new price, you’ll need to be quick. Vehicles will be available in specific time-bound slots:

• First Window: Friday, April 3, 2026.
• Time: 6:00 PM to 9:00 PM.
• Availability: Limited units only.

Future windows will be announced periodically based on how fast the production line can keep up with the queue.

4680 Bharat Cell: The Secret Sauce

The reason Ola can drop the price so drastically is the 4680 Bharat Cell. Designed and manufactured entirely in India, this cell is the heart of the Roadster 9.1 kWh, which boasts an incredible range of up to 500 km.

As production at the Gigafactory ramps up toward a 6 GWh capacity, the cost of manufacturing has tumbled. An Ola Electric spokesperson mentioned that scaling the Bharat Cell has unlocked massive efficiencies, allowing them to pass those savings directly to the riders. By building a robust domestic battery ecosystem, Ola is effectively cutting out the middleman and the “import tax” on tech.

A V-Shaped Recovery for Ola

This price slash comes at a time when Ola Electric is seeing a massive resurgence in business. March 2026 was a bit of a blockbuster month for them, featuring:

• 150% Month-on-Month Growth in registrations.
• 10,117 Units registered in a single month.
• 1,000+ Daily Orders during the final week of March.

The company is reporting a “V-shaped recovery” in market share, backed up by structural tweaks to their service operations and a much-improved ownership experience for their customers.

This article Ola Electric Smashes Prices: Roadster 9.1 Gets a ₹60,000 Cut as Bharat Cell Production Soars was first published on Motorcycle News, Reviews and Knowledge Base.

After 18 years of dominating the asphalt, Honda is shifting its focus to align with its global strengths in rally, motocross, and endurance racing. For fans of dirt tracks and desert dunes, this is the news we’ve been waiting for.

A Legacy of Speed: From Circuit to Scrub

Honda hasn’t just been a bystander in the Indian racing scene. Since 2008, they’ve been the backbone of circuit racing, launching the Honda One Make Race and being a constant fixture in the Indian National Motorcycle Racing Championship (INMRC).

They’ve poured serious investment into rider development, giving Indian talent the chance to twist the throttle on the NSF250R Moto3-spec machine. Plus, they’ve helped local heroes step onto the world stage in the Asia Road Racing Championship (ARRC), the Thailand Talent Cup, and the Honda Asia Dream Cup. Now, that expertise is heading off the beaten path.

Why the Move to Off-Road?

The decision to pivot isn’t just a whim; it’s a response to what the fans want. Off-road racing, including supercross, rally, and dirt-based formats, has seen a massive surge in popularity across India. It’s high-energy, incredibly entertaining, and much more accessible for a wider range of riders.

The Strategic Shift Includes:

• Gradual Transition: Honda will be scaling back its circuit racing activities to focus on categories with the most national and global momentum.
• Rider Opportunities: The move is designed to create more spots for Indian riders in formats that are currently booming.
• Product Expansion: Perhaps the most exciting bit for the general public—HMSI is evaluating an expansion of its product lineup. This means we can expect more adventure bikes and off-road motorcycles specifically tailored for Indian riding conditions. So expect the CRFs and more soon!

Building the Future of Indian Adventure

Honda’s entry into the off-road arena is about more than just trophies; it’s about building a platform for the next generation of all-terrain enthusiasts. By focusing on rally and motocross, they are creating a direct link between their “Track to Road” (or in this case, “Dirt to Road”) philosophy.

With HMSI’s global leadership in the Dakar Rally and other world-class endurance events, bringing that “ready-for-anything” tech to the Indian market is a total game-changer. Whether it’s a new 300cc dual-sport or a mid-weight Africa Twin rival, the future of Honda adventure motorcycles in India looks incredibly bright.

This article Honda India Swaps the Tarmac for the Dirt: HMSI Announces Bold Entry into Indian Off-Road Racing was first published on Motorcycle News, Reviews and Knowledge Base.