The OG Royal Enfield Himalayan is back, sort of, with the Himalayan 440. Reincarnated with (almost) the same design and underpinnings as before, the 440 is looking to also fix the shortcomings of its predecessor with a more powerful engine and an additional gear for better highway duties. If you’re confused about buying one, or which Himalayan is right for you, let us help.
1. How is the Himalayan 440 different from the Scram 440?
The differences mainly come down to the tyres and suspension. The Scram 440, being a road-oriented motorcycle, has alloy wheels in its top variant and a 19-inch front wheel. The Himalayan, being an off-roader ADV, sticks to wire-spoked wheels for the added robustness during off-roading and has a 21-inch front wheel. The front suspension on the Scram 440 has a 190mm travel, whereas the Himalayan has an additional 10mm travel. Both motorcycles stick to 180mm travel on the rear wheel.
The other differences are mainly in the colours and the lack of a windscreen on the Scram 440. It also gets a slightly different instrument cluster and does not get the tripper navigation pod as standard, like the Himalayan does. Do note that the Scram 440’s base variant – Trail – also sticks to wire-spoked wheels, just like the Himalayan.
2. Does the Himalayan 440 get a slipper clutch?
No, it does not. Royal Enfield has given it to most of the 350s, both the 450s, and all the 650s as standard. This leaves out the Bullet 350, Himalayan 440 and Scram 440 as the Royal Enfields without a slipper clutch.
3. What features does the Himalayan 440 get?
Dual-channel ABS with the ability to turn off the rear ABS is the only rider aid on offer. The Himalayan 440 also gets the tripper navigation pod as standard.
4. Does the Himalayan 440 get tubeless wheels?
No, it does not. Wire-spoked wheels with tube tyres are the only option, and at the moment, Royal Enfield does not offer tubeless-spoked wheels or alloys, even as accessories. It also hasn’t confirmed if the Himalayan 450’s tubeless-spoked wheels could be retrofitted to the Himalayan 440.
5. How’s the LED headlight? Any better than the Himalayan 450?
No, it is the exact same unit. If anything, it is a downgrade compared to the halogen headlight that was available on the Himalayan 411. So if you’re planning a lot of night rides, budget for aux lights.
6. Why are the Himalayan 440 and 450 priced so far apart?
Because they’re completely different motorcycles, despite what the name might suggest. The engine, frame and suspension setups are all completely different between them. The Himalayan 440 is RE’s affordable ADV, with a Rs 2.29 lakh price (ex-showroom, Chennai). It’s lean on the feature set and sticks to a platform that’s effectively ten years old now. But, again, it’s not the feature list the OG Himalayan was known for, and it’s certainly not the reason why it’s been rejuvenated.
The Himalayan 450, on the other hand, is a lot more modern and powerful. It is physically larger but lighter, and almost a lakh more expensive than the 440, with a starting price of Rs 3.08 lakh (ex-showroom, Chennai).
7. Is the suspension adjustable on the Himalayan 440?
No, it’s not, and the answer is common to both Himalayans. Both get adjustable preload for the rear linkage monoshock (completely different units, mind you), but that’s about it. The front suspension isn’t adjustable in any way on either motorcycle.
8. I am planning to tour on my motorcycle. Which Himalayan should I get?
Either one should be great. The 450 is a lot more expensive, but it offers a much more modern package, more power and torque, and is markedly more comfy and spacious. If you get one of the top variants, you also get tubeless rims as standard, with the other variants offering them as an optional upgrade. So, the Himalayan 450 lets you have the convenience of tubeless tyres without compromising on the retro looks.
However, if you prefer to spend the price difference between the two motorcycles on fuel to ride more (Rs 79,000 can buy a lot of petrol!), the 440 should handle touring very well too, especially with the new sixth gear. Just remember to stay on top of your tyre health (because of the tube tyres) and expect to stop for fuel more often because of the smaller 15-litre tank.
9. Will the Himalayan 440 be hassle-free to own?
Reliability concerns with the Himalayan were legitimate when the motorcycle first launched in 2016. However, Royal Enfield has come a long way since then, so we do not expect the Himalayan 440 to be unreliable; especially since the Scram 440 has stayed trouble-free after an engine-related recall in the initial delays. So, assuming you stay on top of your maintenance, you have no reason to expect any trouble from the motorcycle.
In the first half of 2026, BMW sold nearly 2,400 EVs in India, with the entry-level iX1 and flagship i7 accounting for the bulk of those volumes. Now, BMW has introduced an all-new electric long-wheelbase sedan to bridge the sizable gap between the two. Meet the BMW i5 eDrive35L, the electric counterpart to the 5 Series sedan.
The i5 nameplate isn’t new to India. BMW launched the imported, performance-focused i5 M60 here back in 2024. However, that was a niche offering. This new version is expected to appeal to a much wider audience. Being locally assembled, the i5 eDrive35L is priced at Rs 79.60 lakh, commanding a premium of Rs 3 lakh over its petrol-powered sibling. In this review, we find out what it’s like to live with.
BMW i5 LWB Exterior Design and Engineering – 8/10
An ‘i’ badge on the grille along with its green number plate differentiate it from its petrol sibling
Compared to the international version, this i5’s wheelbase has been stretched by 110mm to 3,105mm, while overall length now stands at 5,175mm. Interestingly, the 5 Series is larger than its chief rival, the Mercedes-Benz E-Class, in every dimension.
As for styling, this generation of the 5 Series has been around since 2024 and much like most modern BMW designs, it’s something that grows on you with time. That said, there’s no denying that it’s a polarising design. The numerous cuts, heavy surfacing and intricate detailing make it look busy and excessive to some eyes.
Gets large 20-inch alloys which look far more proportionate than the 18-inch wheels initially available with the 530Li.
Differentiating the i5 from its petrol-powered counterpart are an ‘i’ logo on the grille and larger 20-inch alloy wheels. The latter look far more proportionate than the 18-inch wheels initially offered on the 530Li. At the rear, the only distinguishing elements are the i5 and eDrive35L badges, apart from the obvious giveaway – the green number plate.
BMW i5 LWB Interior Space and Comfort – 9/10
Dash is dominated by BMW’s twin curved screens, a flat-bottomed steering wheel and generous ambient lighting.
Step inside and the dashboard is dominated by BMW’s twin curved-screen setup, complemented by a flat-bottomed steering wheel, generous ambient lighting, and a tasteful mix of open-pore wood trim and silver inlays. The crystalline drive selector, rotary infotainment controller and volume roller on the centre console add a welcome sense of occasion.
Those familiar with older 5 Series models will quickly notice the absence of the manually adjustable thigh support for the front seats. That aside, the seats themselves are exceptionally comfortable and supportive, and they also feature ventilation.
The seats are exceptionally comfortable and supportive, and they also feature ventilation.
Being the long-wheelbase version, the i5 benefits from an additional 4.3 inches of wheelbase compared to the international model, resulting in noticeably more rear legroom. Sure, the floor sits higher than in the ICE version, but this remains a very comfortable place to be for chauffeur-driven buyers. The rear bench is well contoured and, with just two occupants, delivers a genuinely luxurious experience. Some may find the pillows a little excessive, and they aren’t quite as comfortable as the integrated units in the E-Class. Speaking of which, unlike the Mercedes, the i5’s rear seat doesn’t recline, and there are arguably too few indulgent touches to truly cater to chauffeur-driven buyers.
A bit knees-up, but the rear seat feels luxurious; however, there are too few amenities for chauffeur-driven buyers.
The middle seat is considerably less accommodating. The raised seat base compromises headroom, the backrest is firm, and the tall central tunnel further detracts from comfort for a third passenger.
Boot space is rated at 500 litres, which is broadly similar to the ICE 5 Series. However, while the spare wheel is neatly tucked beneath the boot floor in the petrol version, it sits on the boot floor in the i5, significantly compromising usable luggage space.
The spare wheel sits on the boot floor, significantly compromising usable luggage space.
BMW i5 LWB Features and Safety – 8/10
The i5 eDrive35L comes generously equipped. Highlights include 20-inch alloy wheels, adaptive LED headlamps, powered and ventilated front seats, four-zone climate control, wireless charging pads for both front and rear occupants, a panoramic fixed glass roof, ambient lighting and a powered boot lid.
Audiophiles will particularly appreciate the superb 17-speaker, 655W Bowers & Wilkins audio system.
The curved touchscreen and digital instrument cluster look suitably futuristic, although the user experience isn’t the most intuitive due to the number of menus and sub-menus. On the plus side, the 360-degree camera offers excellent clarity. Audiophiles will particularly appreciate the superb 17-speaker, 655W Bowers & Wilkins audio system.
The i5 also gets a comprehensive suite of driver assistance features, including adaptive cruise control, lane-keeping assist and autonomous emergency braking.
Its fixed panoramic glass roof has unique embedded LED lighting.
However, there are a few omissions that chauffeur-driven buyers may find difficult to overlook. A head-up display is absent, while smaller but genuinely useful features such as rear window sunshades, reclining rear seats, soft-close doors, a boss mode for the front passenger seat and rear-seat audio controls are all missing.
BMW i5 LWB Performance and Refinement – 8/10
The rear-wheel-drive i5 eDrive35L uses a single electric motor producing 272hp and 410Nm, figures that are remarkably similar to the mild-hybrid 530Li. However, the way it delivers its performance is entirely different. With peak torque available instantly, responses are smooth, effortless and distinctly EV-like. There are multiple drive modes on offer, each altering throttle response. Sport sharpens reactions noticeably, while Efficient is the most relaxed and efficiency-focused setting.
Retains a 50:50 weight distribution and RWD layout, but it has lost the sharpness and precision of earlier generations of the 5 Series.
BMW claims a 0-100kph time of 6.7 seconds, although our best run yielded 6.99 seconds. Interestingly, the 530Li is marginally quicker, recording 6.45 seconds for the same sprint, and it is also slightly faster in our 20-80kph and 40-100kph acceleration tests.
The i5’s top speed is rated at 195kph, although acceleration begins to taper off noticeably beyond 100kph. In short, acceleration isn’t neck-snappingly quick, but there’s more than enough performance to keep things entertaining within legal limits.
Boost function unlocks the motor’s full potential for 10 seconds. If your’re already in Sport mode, it barely makes any difference.
The i5 also offers multiple regenerative braking settings, including Adaptive, High, Mid and Low. Of these, Adaptive stands out for its excellent calibration, intelligently varying regeneration and coasting based on traffic and road conditions. There’s also a dedicated one-pedal ‘B’ mode, selectable via the drive selector. It delivers regeneration comparable to the High setting but, unlike it, can bring the car to a complete stop without requiring any brake pedal input.
Braking performance itself is strong, although keen drivers may wish for a little more feel from the pedal. The transition between regenerative and mechanical braking leaves it feeling somewhat numb.
BMW i5 LWB Range and Efficiency – 6/10
BMW claims the i5’s 81.6kWh battery (net capacity is 76.3kWh) can deliver a range of up to 669km, a figure that appears rather optimistic. In our real-world range tests, the i5 eDrive35L returned an average efficiency of 5.06km/kWh, translating to an estimated range of 386km. It’s worth noting that the car was driven in its most efficiency-focused ‘Efficient’ mode throughout the test, with regenerative braking set to Adaptive.
We also connected the battery to a 60kW DC fast charger, where it took 47 minutes to charge from 20-80 percent state of charge. BMW additionally supplies a complimentary AC wallbox charger along with installation.
BMW i5 LWB Ride Comfort and Handling – 8/10
Ground clearance has been increased by 18mm compared to the international version; hence, it clears most speedbreakers easily.
With every successive generation, the 5 Series has become softer and more comfort-focused, and the i5 is arguably the most luxurious iteration yet. Despite riding on larger 20-inch wheels with lower-profile tyres than the petrol-powered 530Li, ride quality is seriously impressive. The i5 feels plush and remarkably absorbent over typical urban roads. Notably, it also benefits from rear air suspension, a feature absent on the 530Li.
In addition to the extended wheelbase, BMW has increased ground clearance by 18mm compared to the global standard-wheelbase model. The result is a luxury sedan that’s far better suited to Indian conditions. Even with four occupants on board, the i5 clears most speed breakers without drama. As a luxury car, then, it unquestionably gets the fundamentals right.
With a plush ride and increased ground clearance, the i5 is far better suited to Indian conditions.
However, the softer suspension setup and increased ground clearance have diluted some of the driver-focused character that defined earlier generations of the 5 Series. While it retains a near-perfect 50:50 weight distribution and rear-wheel-drive layout, there’s no escaping the fact that, in prioritising comfort and practicality, BMW has sacrificed a measure of the sharpness and precision that once made the 5 Series a benchmark for driving enthusiasts.
BMW i5 LWB Price and Verdict – 8/10
At Rs 79.60 lakh, the locally assembled i5 LWB has all the ingredients to become BMW India’s next EV success story alongside the iX1. With the i5 eDrive35L, BMW continues its successful long-wheelbase formula, maximising cabin space while building upon the strengths of the petrol-powered 5 Series, with which it shares much of its cabin, equipment and overall character. Buyers can also opt for extended warranty and prepaid maintenance packages of up to 10 years, in addition to the standard eight-year battery warranty.
Generous cabin space, comfy seats, a plush ride, and effortless performance make the i5 eDrive35L a compelling electric luxury sedan
That said, much like its petrol-powered sibling, some of the traditional 5 Series driving feel has been diluted. It also misses a few feel-good features, particularly those aimed at rear-seat occupants. More importantly, the spare wheel’s placement on the boot floor significantly compromises luggage-carrying ability.
So, is it worth paying the Rs 3 lakh premium over the petrol-powered 5 Series? The answer largely depends on your usage. The i5 eDrive35L makes sense for buyers registering it under a company name, thanks to the higher depreciation benefits available for EVs. It also suits those who cover significant distances and can take advantage of lower running costs. Generous cabin space, comfortable seats, a plush ride, respectable range and effortless performance make the i5 eDrive35L a compelling electric luxury sedan for buyers shopping in this segment.
This is the story of a 1,50,000km-old Mahindra Scorpio Getaway that has lived the life it was designed for.
My name is Ouseph Chacko, and I am part-owner of this Getaway because it is my company car. As a partner of an off-road motorcycle school and adventure touring company, I can tell you that if we didn’t have the Getaway from when we started out, it would have taken us a lot longer to get here. We would have been a fair bit lighter of wallet too.
To tell this story properly, I need to rewind a bit – pickup trucks by their very nature are designed to be versatile, and that’s the story of this Getaway. Back in 2016, my business partner Rish was big into long-distance cycling, kayaking and camping tours and needed a vehicle that could accommodate his expensive cycles, carry a couple of kayaks and have the ability to lug around enough gear to make camping, glamping.
The Getaway offered power steering, power windows, power mirrors, air conditioning, front seat armrests and a rear defogger! It also had the electronic shift-on-the-fly four-wheel-drive system and was the most powerful pickup truck on offer.
First things first
While the Getaway looked as lifestyle as could be for pickup trucks back then, it still looked more BRO than Special Forces (no disrespect to the BRO but you get the picture), it needed upgrades.
Who needs drones when you have a roof carrier?
To ensure Rish got stuck further down the trail, a Lamda cable-operated locking differential found its way into the rear axle, while the front axle got manual locking hubs (the factory-fitted auto-locking hubs were prone to breaking under heavy load). The engine was left untouched, but to allow adequate wheel arch clearance for the planned high-profile fat tyres, a two-inch body-lift kit was installed. When you lift it, you need to stance it, and so, the vanilla factory wheels made way for off-road -30 off-set steel wheels and faux wheel arch extensions that muscled up the looks but also let us squeeze in fatter tyres without alerting the RTO.
A canopy was added to cover the pickup bed, custom bicycle mounts were welded onto the floor of the bed, a roof-mounted tent, a side awning, solar panels on the roof, an AC-to-DC converter to run devices off the solar panels, a roof carrier, a snorkel, the legendary Warn M8000 winch, metal off-road bumpers, nine auxiliary lamps. Kitchen sink? Pah! There was no space left!
Life has other plans
The snorkel allows some river crossing, but the Brahmaputra had to be crossed on this raft.
For reasons beyond the scope of this story, the Getaway spent most of its first two years parked up with no place to go. It preened, posed, went for the occasional camping trip and lent itself to all the mall crawler memes you can think of.
Then came August 2018. The skies over Kerala opened up. Rivers breached banks, houses were flooded up to the first floor in some places, and parts of middle Kerala were unreachable unless you had a boat or a vehicle with a snorkel. The official rescue teams quickly found themselves overwhelmed, so the Getaway, along with all of Kerala’s 4×4 community, stepped in to assist. The need of the hour was clean bedsheets, towels, underwear, drinking water, easy-to-reheat food and a way to get these supplies to people stranded in homes surrounded by flood waters or cut off by landslides. We loaded the Getaway’s pickup bed to the sky and drove through bonnet-deep water for about three days, handing out generously donated essentials. We stopped only when the rains subsided and when one of the people we thought needed help asked if we were carrying blue underwear. His favourite colour apparently!
Extremely useful as a backup car for our business because it can carry a mechanic, medic, tools, medical kit and motorcycles, with room to spare.
Soon after the rains subsided, the Motor Vehicles Department in Kerala started a serious clampdown run on modified vehicles, and we figured it was time to strip the Getaway of everything but the essentials. The School Of Dirt – our off-road motorcycling school – was in full swing by then, and the Getaway was the backup car because it could carry a mechanic, medic and two broken motorcycles at a go. We kept the winch, the snorkel and the mud-terrain tyres. We added new features like the comprehensive tool kit for off-road trail fixes and an exhaustive medical kit for when things go wrong far from a hospital. This thing can carry a lot!
We’ve had a few heart-in-mouth moments, but the Getaway always got us home safe.
The next eight years were when the Getaway really pulled its own weight in gold. Most notably, the two 8,000km Kottayam-to-Kohima round trips, mostly with a 250kg Tiger 1200 strapped to its back, and about 1,10,000km criss-crossing South India with us and paraphernalia in it. It has been our hotel room and our home away from home when the adventure motorcycle thrill started booming. More than anything, it has been as reliable as a hammer and didn’t need much more than a full tank of diesel and some duct tape to get to the next destination.
Wear and tear on big bikes is expensive. Getaway helps mitigate that expense.
We figured a long time ago that using its ‘certified’ 600kg payload capacity to carry a motorcycle is a huge cost saving for a startup business. Ever since all nice and fast things became sin goods in the eyes of the government, carrying the bike to the start of the trip and using it only at the event became a much more economical proposition than riding it all the way. An example? A proper load- and speed-rated rear tyre on the Tiger 1200 costs Rs 25,000, and with the way I ride the bike, I obliterate that poor tyre in just 3,500km. That and the expensive mechanical wear and tear on these big bikes ultimately meant it was cheaper to load the bike on the back of the Getaway and transport it to the event.
Spare a thought
This being a Mahindra and based largely on the Scorpio, parts are available everywhere in India, and mechanics know their way around the Getaway’s Scorpio bloodline despite the pickup’s rarity. We run the car on a preventive maintenance schedule because we really work it hard, and no matter what, it gets fresh air, oil and diesel filters every 5,000km. The engine and transmission oil get changed at the same time, the leaf springs at the back are realigned and reshaped every 15,000km and the torsion bar front suspension gets re-adjusted every time we notice it starting to sag. We don’t have a bed liner for the pickup bed, so once a year, we check it in to a paint spa for a fresh coat to prevent rusting from all the scratches. That’s it.
Easily repaired because it shares a lot of parts with the Scorpio.
The engine has never needed an overhaul, and it is helpful that the bomb-proof 2.6 CRDe engine will run on anything that resembles diesel. The weak link in the mechanical package is the clutch – if you’re not reasonably careful every time you start off on a slope, it’ll vaporise fast. Still, the clutch pack along with the clutch release bearing works out to something like Rs 6,000, so apart from the inconvenience of being stranded, it really doesn’t hurt the wallet.
Also, because of our carelessness, we’ve chewed through three rear differentials in the course of the last decade (sometimes the cable-operated Lamda differential doesn’t fully disengage thanks to a corroded cable, and if you are not careful, you end up driving with a partially locked differential on the road). The rear differential turned out to be one of the most expensive spares on the Getaway, working out to around Rs 40,000 a pop, and even that is not too bad considering a broken tail-lamp on a Hilux will set you back Rs 30,000. We’ve since discarded the locking differential and keep fingers crossed that the winch will yank us out when the time comes. Also, don’t break the rear windshield – it is harder to source than a Ferrari 250 GTO!
With a full load, the Getaway still runs around 10 kilometres for every litre of diesel consumed, and that, along with its 60-litre fuel tank, gives it a useful range of 600km.
1,50,000km of highways and trails, and it is still going strong!
The Getaway doesn’t seem to lose much on resale value either. Back in 2016, Rish bought it for Rs 11 lakh and some spare change (on road!). Because every other new lifestyle pickup truck in the market is considerably more expensive, I think people are coming around to the sweet spot of utility, value and comfort that the Getaway hits. It is a reasonably simple vehicle with zero electronics (no ABS even!) and so lends itself to hard work and easy fixes happily. Still, well-maintained Getaways are few and far between and their owners (like us) are loathe to let them go. The ones you find on used-car portals are bad. Trust me, I’ve looked.
What next?
No one is more excited about the launch of the Getaway’s replacement than I am. The new Lifestyler (weird name) looks very cool, and the more powerful engines will definitely make fully loaded cross-country trips effortless. The expected base price is positively tasty, and I hope it will come with maintenance costs to match.
It does seem a bit too fancy, though, and I worry about the interiors that are no longer the hose-down kind. I hope Mahindra will offer a more pared-down version that will allow people like me to use it with dirty boots and greasy gloves guilt-free. In the mountaineering world, when someone successfully summits a peak, you ask, “Who’s your sherpa” The Getaway has been The School Of Dirt’s unfailing sherpa. The Lifestyler has its work cut out.
The Simple Wave is an interesting proposition in the increasingly crowded electric scooter space. Its rounded, smooth looks certainly grab attention and, as we found out, it is comfortable, spacious and offers brisk performance. There’s plenty to like here, so let’s dive right in.
Simple Wave Design and quality – 8/10
Looks unique and features many chassis changes over the One
Design is subjective, of course, but the Wave looks good to my eyes with its smooth, rounded edges and distinctive silhouette. It’s got a good level of finish too, and the brighter colour options – red and blue – help it stand out. Simple has designed the Wave as a more accessible, family-oriented scooter, without making it look or feel built down to a cost.
It has a quirky design and surely stands out, especially in the brighter colour options.
Compared to the sporty Simple One, the Wave’s chassis is quite different. The rear subframe has been reworked to accommodate the bigger boot and twin shocks (which replace the One’s monoshock). The Wave also uses a simpler, more cost-effective tubular swingarm instead of the cast unit on the One.
Lockable and weatherproof 4L“Pill” storage cubbies are a thoughtful touch, RH cubby is an accessory.
Simple Wave Ergonomics and comfort – 9/10
Offers a supple ride and ample space for two people
The differences only get more pronounced once you sit on the Wave. Its seat is long, wide and will easily accommodate two full-size adults, while its relatively low 775mm seat height makes it friendly for shorter riders.
That low seat height is no accident either; Simple took feedback from customers who had the One and incorporated it into the Wave. This is why the Wave also has a lower handlebar to make it more approachable for shorter and female riders. This has a trade-off, however. Taller riders will find the handlebar fouls their knees during tight, lock-to-lock U-turns.
Riding position is spot-on and ride comfort too is excellent.
Other than that, the Wave is rather sorted ergonomically. Ride comfort is excellent for a scooter, and that isn’t a surprise given that the Simple One itself was quite comfortable. The Wave builds on that with a composed and plush ride that suits its intended role.
Depending on the variant, the Wave weighs between 121-128kg with the 3.7kWh TFT variant provided to us sitting roughly in the middle of that range (124.5kg). We found the Wave handled predictably, without any unwelcome surprises, feeling stable and sure-footed without compromising agility expected of a scooter.
Spacious, well-paded seat can comfortably seat 2 full-size adults.
Simple Wave Performance and range – 9/10
Performance is more than sufficient, Eco mode truly usable
Like the One, the Wave offers really brisk performance, but still feels approachable enough for everyday use. The 3.7 version gets three riding modes – Eco, Ride and Sport – and both Ride and Sport offer more than enough performance for everyday use, which isn’t really a surprise. In Ride the top speed is 75kph, whereas Sport takes it up to 90kph (speedo-indicated, not actual).
The real surprise, however, is Eco mode. Yes, it feels duller than the other two modes, but it isn’t crippled in the way Eco modes on other EVs. The Wave can still get up to around 50-55kph quite respectably and overtake traffic, making Eco genuinely usable even on faster roads or in a big city.
It handles predictably and surefootedly in all scenarios.
Given that the Wave uses the same motor as the OneS making 6.4kW and 52Nm, this performance is no surprise. However, on the Wave, the motor drives the rear wheel via a chain drive, not a belt as seen on the One models.. While a chain will be more maintenance-intensive than a belt, replacing it should be more affordable. Simple has worked to reduce powertrain noise with measures such as a rubber-damped sprocket, but there is still some motor noise. However, it’s much quieter than an Ather Rizta or 450, although far from dead silent like an Ather Konarc or TVS iQube.
Another welcome change to the One is the throttle response. Unlike the older One models we tested, where the scooter could continue accelerating briefly after the throttle was closed, the Wave’s accelerator behaves much more intuitively. It also gets traction control, although the throttle calibration is so smooth, you’re unlikely to need it in dry conditions but it will be a useful safety net in the wet.
Fast 750W charger is standard on all variants.
Powering the Wave are four battery packs, depending on the variant you choose: 2.2kWh, 2.7kWh, 3.7kWh and 5kWh. The IDC ranges Simple claims are 110km, 132km, 171km and 243km, respectively. The first two use LFP (Lithium Ferrous Phosphate) chemistry, while the larger batteries use NCA (Nickel Cobalt Aluminium) cells.
The range indicator also appears to be quite trustworthy although we’ll reserve final judgement on real-world range until we can conduct a full test back in Mumbai. What is also nice is that all variants of the Wave come with a fast 750W charger which enables a pretty quick 0-80 percent claimed charging time of 3hr30min on the 3.7kWh version we were riding.
The standard warranty on the Wave is three years/30,000km, with five years/50,000km and 15 years/2 lakh km extended options also available. The price of these optional longer warranties has not been shared with us.
The Wave’s motor feeds power to the rear wheel via a chain, not a belt like on the One.
Simple Wave Features – 9/10
Massive 63L boot and Pill storage cubbies are very useful
While range without sacrificing usable performance is surely valuable on an EV, practicality is an important consideration as well. Storage is one of the Wave’s big strengths. There’s a useful front cubby, while the two “Pill” storage boxes on either side of the body panels are particularly nifty allowing you quick access to essentials you may need to reach for without having to get off the scooter. Each offers 4 litres of lockable weatherproof storage; the left one is standard, while the right is an accessory.
An undoubtedly big USP on the Wave is its cavernous 63L boot, the largest on any Indian scooter to date.
What is also an undoubtedly big USP on the Wave is its cavernous 63 litre boot, which is the largest on any Indian scooter to date. This should prove to be more than enough for everyone in the family! That being said, 63 litres is an enormous number and while this boot is undoubtedly big, I’m do find myself struggling to comprehend how it is nearly 50 percent bigger than the already cavernous 43 litre boot in the River Indie.
There’s plenty of technology too, including hill hold, drop-safe functionality, theft alerts and Bluetooth connectivity to your phone via the app. The TFT-equipped versions bring even more tech, while the brake-lock clasp is a small but useful touch.
TFT display is well laid-out and has a lot of tech but misses touch functionality.
Simple Wave Price and verdict – 8/10
Scooter has a lot of strengths but is pricey; company yet to prove itself
There isn’t a lot to dislike about the Wave as a scooter. It’s comfortable, spacious, well finished and quick enough to serve its intended purpose very well. However, for all its accomplishments, the Wave doesn’t come cheap. Sure, the Rs 1.10 lakh starting price is tempting, but as you climb the variants ladder, the Wave gets seriously expensive, topping out at Rs 1.90 lakh (ex-showroom, Bengaluru). That said, Simple is one of the few brands offering the option of a 5kWh battery in the family e-scooter space, which is commendable.
However, more than pricing, the bigger issue is that the company is yet to properly scale up its dealer network and establish an aftersales network that delivers the premium experience a buyer will expect after shelling out the money Simple is asking for. The Wave is a good product, but customers paying a premium for an electric scooter will expect not just a solid product but also dependable after-sales support.
The Wave has a lot of strengths but Simple is yet to prove itself in the market.
Ultimately, the Wave’s biggest challenge is that it comes from a start-up that has made plenty of big promises and statements over the past five years but still has a lot to prove. Its dealer network remains minuscule compared with the big players, and long-term reliability still remains unknown.
There’s a lot for Simple to do, but the good news is that the Wave is a genuinely likeable product. If the company can iron out the business side of things, the Wave has the potential to catapult Simple from just another niche start up to a much bigger player. Of course, doing so is a huge challenge and not an overnight process. Simple has a long road ahead of it, but the good news is that it finally has a convincing product to aid in that journey.
Electric two-wheelers could help dealers retain more customers even as they reduce the need for traditional servicing, according to Hero MotoCorp’s chief business officer, Ashutosh Varma.
EVs are currently complementing, rather than replacing, ICE two-wheelers, says Hero MotoCorp
EV service retention could reach 85-90 percent
Software-based services could create new revenue opportunities for dealers
EVs could improve service retention
Dealer revenue set to evolve
Speaking at a FADA conclave, Varma said the current growth of the ICE two-wheeler market suggests EVs are complementing conventional motorcycles and scooters rather than replacing them.
“The way the ICE business seems to be growing, it doesn’t seem like EVs are substituting ICE sales. It’s just like complementing ICE sales,” he said.
One of the potential benefits for dealers could be higher customer retention. Varma said average retention in the ICE business is around 60 percent, while EVs could push this considerably higher.
“In EVs it nudges us to move even further, possibly 85-90 percent,” he said.
While EVs have fewer mechanical components and generally require less routine maintenance than ICE vehicles, a higher proportion of EV owners returning to authorised workshops could help offset some of the reduction in conventional service and parts revenue.
Varma also pointed to software as another potential source of income for dealers. Manufacturers are increasingly offering modular, paid software and technology features, giving dealerships an opportunity to earn from services beyond traditional workshop jobs.
The revenue mix for dealerships is therefore likely to change as EVs become more common, rather than simply declining because vehicles need less mechanical servicing.
“The nature of revenues as you go forward will continue to evolve,” Varma said. “There are new avenues that will continue to emerge and EVs is an excellent example.”
It’s not a stretch to say that the Konarc is the most important product from Ather yet, because the company hopes this new EV will help it unlock segments and markets hitherto untouched by it. The question then is, will the Konarc live up to the lofty expectations placed on its shoulders?
Konarc Design and Quality – 9/10
Straightforward design with high quality finish
The Konarc S is offered in four classy yet inoffensive colours
Striking looks aren’t a trait family scooters are known for and Ather wanted to play it very safe with the Konarc to bring in buyers that typically shop for ‘decent-looking’ scooters. While it does look a bit plain, it will still not completely meld into the ocean of humdrum two-wheelers on the road. Further reinforcing its family scooter aspirations are a quartet of very classy, yet inoffensive colours.
Another aspect that the Konarc’s prospective customers will appreciate is its excellent finish and quality levels all across – a typical Ather trait.
Konarc Ride and Handling – 9/10
Excellent ride and seating comfort, planted and surefooted handler
One big reason Ather moved to the new EL platform is that its earlier platform was never built for outright comfort and practicality. In this application, the main focus was to maximise comfort for both rider and pillion. The use of a 14-in front wheel and suspension with 90mm/100mm (F/R) of travel are two key factors in providing lovely ride comfort here.
31L boot is deep enough to fit a premium helmet
Point the Konarc towards most bumps and it will round them off without getting unsettled while isolating you from the shock to a great extent. In the scooter space, this is one of the most comfortable options available. Ofcourse, this is still a scooter and really big bumps will filter through – don’t expect motorcycle-like comfort.
Specifications
Values
Wheelbase
1352 mm
Kerb Weight
126.5 kg
Chassis type
Monocoque Full – Steel Body Construction
Something that a typical family scooter buyer values is a centre stand and the Konarc becomes the first Ather to offer it. Like other family scooters, the Konarc’s chassis is geared towards stability and ease of use. Despite the larger 14-in wheel and long 1352mm wheelbase, it felt very straightforward to ride. Its low 770mm seat height will help shorter folks get their feet down comfortably although its wide floorboard will have an impact here.
Main stand can touch down in deep ruts
A spacious seat with a padded backrest means two full-size riders will fit comfortably on the Konarc. Another nice feature is that the front end doesn’t get flighty even with a heavy pillion onboard, despite no preload adjustability on the monoshock. The only ergonomic miss is that riders taller than 5’10 will find their knees touching the handlebar during full-lock turns.
Specifications
Values
Wheel Size
Front – 14 inch, Rear – 12 inch
Front Tyre Size
90/90-14
Rear Tyre Size
100/90-12
Brake type
Front – Disc, Rear – Drum
Front Brake Size
220 mm
Rear Brake Size
130 mm
Front Suspension Type
Telescopic Fork, 90mm travel
Rear Suspension Type
Dual Hydraulic Coil Spring, 100mm travel
Konarc Performance – 8/10
Has enough performance, new motor has very silent running
Not only is the Konarc a big leap ahead in terms of comfort, its riding experience is also well-suited to city commuting. A big part of that is down to the comfort but its new swingarm-mounted motor also contributes here. Unlike the Rizta and 450 which used a rather noisy and relatively more maintenance intensive belt final drive, this motor is whisper quiet. It also directly powers the rear wheel without a chain or belt, reducing the number of components in the powertrain.
Specifications
Values
Fuel Type/ Propulsion
Electric
Motor Type
PMSM
Max Motor Power
4.7 kW
Max Motor Torque
16 Nm
EV Battery Capacity
2.7 kWh
With 4.7kW and 16Nm of torque on tap, the Konarc’s performance is best described as sufficient, but only in the top Power mode. Here, the scooter is capable of negotiating its way through big city traffic reasonably quickly. Switching to Eco / SmartEco dulls acceleration significantly and unless you’re running out of juice or you live in a small town, this level of performance will feel out of place.
450W onboard charger integrated into motor controller means you only need to carry a small cable around
Except for the bottom 2.1, all S variants come with a front disc brake, a rear drum and CBS. This setup is capable of bringing the Konarc to a halt quickly and safely with almost no hiccups. The one concern with the combined braking system was that the front could lock up when braking on sandy, gravelly loose surfaces using the rear brake lever exclusively. Only the Z variants launching next year come with Ather’s AeBS (Advanced Electronic Braking System) which uses the regen system to shorten braking distances.
Konarc Features – 8/10
S variants are decently equipped but Z gets all the feel-good ones
And that is a good segue into the way Ather has distributed features across the S and Z. The keyless ignition system, automatic seat opening, AeBS, Magic Twist regen braking, traction control, the colour TFT display and all the smart functions enabled by it are reserved only for the Z. Common to all Konarcs is the 31L underseat storage area, which can easily swallow an imported full-face helmet with room to spare.
7-inch dash informative and legible but not full colour
What three S variants (except the most affordable one) get is the 7-in simple TFT dash with Bluetooth connectivity, hill hold assist, reverse, several app-based functions, a 450W onboard charger and Airwalk. Airwalk is basically the Konarc’s motor sending a tiny amount of power to the rear wheel when you’re pushing it around to help make your life easier – this is truly effective and makes the 129kg Konarc feel far lighter than it is when moving it around. While the S has a good number of features, when you bring pricing into the equation, it stings a little.
Same charging port for both onboard & portable chargers
Konarc Price and Verdict – 8/10
Not a cutthroat price but this is still a polished and competitive scooter
The two S variants which are on sale right now, S 125 and S 161, are priced at Rs 1.22 lakh and Rs 1.45 lakh, respectively – near identical pricing to the Rizta S. Like the Rizta, you have to pay extra for the Ather StackPro which unlocks many of the smart electronic features.
The base S 2.1 (Rs 99,999) misses out on niceties like the disc brake and backrest and comes with rudimentary tech and a basic 4.2-in display. In that sense, the Konarc isn’t really pushing the envelope when it comes to an alluring price.
Variant
Price (ex-showroom)
Konarc S 100
Rs 1 lakh
Konarc S 125
Rs 1.22 lakh
Konarc S 161
Rs 1.45 lakh
However, as a scooter, the Konarc is a well-thought out product that nails comfort, promises enough performance, predictable range and lower maintenance costs. Ather claims a 10,000km / 1 year service interval and lower service charges owing to fewer parts and quicker turnaround times.
It may not have made as stellar an impression as it could have with more aggressive pricing, but nonetheless the Konarc definitely has what it takes to elevate Ather to a higher echelon in the market.
Ather has launched the Konarc electric scooter in India at its Annual community day, with prices starting at Rs 1 lakh (ex-showroom, Bengaluru). It is available in three variants – S 100, S 125 and S 161 – with the numbers corresponding to their respective IDC range figures. A 200km version is also in the pipeline, while a feature-loaded Z variant with a 125km IDC range will also join the line-up.
New AEBS braking system and MagicKey boot access headline the technology package.
100mm rear suspension travel and a 1,352mm wheelbase are aimed at improving ride comfort and stability.
Up to 200km IDC range, 31-litre boot and 1.35kW combined charging add to its practicality.
Ather Konarc is based on the EL-platform
The Konarc is aimed at delivering improved ride comfort and stability, with 90mm of front and 100mm of rear suspension travel. It has a 1,352mm wheelbase, the longest of any Ather scooter, along with a 14-inch front wheel and 12-inch rear wheel. The S 100 gets drum brakes at both ends, while the S 125 and S 161 get a 220mm front disc and 130mm rear drum.
Ather Konarc Battery and range information
The S 100 gets a 2.1kWh battery and produces 4kW and 16Nm, while the S 125 and S 161 use 2.7kWh and 3.5kWh batteries, respectively, and produce 4.7kW and 16Nm. All three have a claimed top speed of 70kph. While their TrueRange figures are 80km, 100km and 130km, respectively.
The Konarc comes with a 450W onboard charger as standard. Ather says this can be combined with a 900W off-board charger, giving a total charging capacity of 1.35kW. The claimed home charging time from 0-80 percent with the standard charger is 4 hours for the S 100, 4hr 30min for the S 125 and 5hr 40min for the S 161. With the combined charger, these times fall to two hours, 2hr 25min and 3hr 10min, respectively. The charging speed is claimed at 13km in 10 minutes for the S 100 and 15km in 10 minutes for the S 125 and S 161.
Ather described EL as a scalable platform capable of underpinning different scooter formats while sharing major components. Developed using 26 lakh kilometres of field data, it features a new chassis, powertrain and electronics architecture. Ather says reducing the component count could make assembly 15 percent faster and periodic servicing up to twice as quick. The company also demonstrated the platform’s serviceability on stage, with trained technicians dismantling and reassembling the Konarc’s battery and motor in around three minutes, highlighting the potential to significantly reduce workshop time for major component replacement jobs.
The Konarc offers 31 litres of underseat storage, along with an 18W USB Type-C port and an underseat lamp. The S 100 gets a 4.2-inch DeepView display, while the higher variants get a 7-inch DeepView display. Other features include Park Assist reverse, which uses the motor to help manoeuvre the scooter backwards, and AutoHold, which holds the scooter stationary when stopped.
Ather Konarc features
The Konarc Z gets some of Ather’s more significant new technology, including Advanced Electronic Braking System (AEBS). The system uses electronic control to improve braking performance, with Ather saying it reduces stopping distances and minimises rear-wheel lock-ups. It is intended to offer greater braking control, particularly during hard braking.
The Z also gets MagicKey, which allows the rider to unlock the scooter’s boot through the Ather app rather than using a physical key. On the Konarc Z 161, MagicKey works with the boot’s AutoPop function, allowing the boot to open automatically.
Other Z-specific technology includes Google Maps and WhatsApp on the dashboard, while cricket scores can also be displayed when the scooter is stationary. The Konarc gets Ather Connect with features such as theft and tow alerts, ride statistics, Find My Scooter and remote charging-status monitoring. OTA updates are also supported.
The Konarc uses a PMSM motor with IP67 protection, while its battery is also IP67-rated and housed in an aluminium casing. The S 100 weighs 126.5kg, while the S 161 weighs 129kg.
Ather Konarc Price and warranty details
The Konarc also introduces longer service intervals, with periodic maintenance scheduled once every 10,000km or one year, whichever comes first. The Konarc S 100 is priced at Rs 1 lakh, while the S 125 costs Rs 1.22 lakh and the S 161 is priced at Rs 1.45 lakh. Ather has also revealed Konarc Z variants with 125km and 161km IDC range figures, although their prices are yet to be announce
The VW Tayron R-Line is back in the Autocar India garage, and we’ve been running it for some weeks now. First things first, I switch off the Automatic Emergency Braking (AEB) as a matter of habit. The thing is, every time you turn on the car, the system defaults to AEB being active; it doesn’t remember that you last turned it off. This can be rather annoying, but like with most CBUs, which this VW Tayron R-Line is, it follows the homologation requirements of Europe, or what is called GSR 870. That means, for safety reasons, it is mandated to have the AEB on by default every time you begin driving the car.
AEB triggers inadvertently in traffic.
Now, in Europe and other parts of the world where traffic is predictable and sane, it makes sense, but on our chaotic streets, pedestrians, cyclists, bikes and three-wheelers can trigger the AEB into a heart-stopping slam on the brakes, with the risk of being rear-ended by someone who is two inches away from your bumper. Every run to work, the proximity sensors go berserk tackling Mahalaxmi’s infamous Saat Rasta roundabout in Mumbai. It’s also a reminder that the Tayron is a long car, but the good thing is that outside visibility is pretty good, so you can judge the edges quite easily, which is essential when threading through traffic.
2.0-litre TSI feels refined at all speeds.
The Tayron got a chance to stretch its legs on a run to the Nanoli track. The ‘EA888 Evo’ 2.0-litre TSI engine is the epitome of refinement and possibly the smoothest turbo-petrol in the premium segment. It lacks a bit of low-end punch, but likes to be revved and encourages visits to the 6,000rpm redline. The Tayron is a happy cruiser too, and feels nice and planted at expressway speeds in a VW sort of way.
Peeling off the expressway onto the poorly paved, single-lane roads leading to Nanoli exposes a weak chink in the Tayron R-Line – a crashy ride that makes the body jar. The true culprit is the low 45-profile tyres the R-Line comes with, and their short sidewalls simply can’t cushion sharp edges, ruts and jagged tarmac well enough. I suspect the lower-spec Tayron Life, recently launched at Rs 41.99 lakh, is a cheaper and more practical option with the less sporty spec and taller 55-profile tyres.
Low-profile tyres impact ride comfort.
Living with the Tayron R-Line, you discover the smaller details that go some way in justifying the hefty Rs 46.99 lakh price. Cabin materials feel genuinely plush – the stitching, fit and finish and tasteful use of ambient lighting – though I have to say some of the trim did creak on bad roads. There’s good storage space too, which makes long-distance driving with your family a pleasant affair. What stood out for me was the clarity and ease of use of the infotainment system. Large fonts, smooth and slick operation and a nicely intuitive menu make it easy to operate on the go.
Seats comfy for long hours behind the wheel.
Other things that stood out after a long drive were the seats – supremely comfortable and not too hard and stiff like those in Volkswagens of the past. These seats have well-judged cushioning, and what makes them special is that they also give your upper body good and even support.
Fuel efficiency is not the strength of a turbo-petrol, and E20 now being the only choice doesn’t help matters. In the city, we could only muster up 6.2kpl, whilst on the sole highway run to Nanoli, we averaged 11.2kpl.
The YamahaFascino has been a functional, yet good-looking scooter from the beginning. Yamaha has just given it new features like a TFT display and refreshed colour options. Unlike its sibling, the RayZR, the Fascino keeps things simpler with a three variant spread and though they all (mostly) look the same, there are features to be gained by stepping up to a higher variant, but should you?
To keep the comparison easier to follow, here are all the things that are common. All three variants share the same 125cc single-cylinder engine with 8.2hp of power and 10.3Nm of torque. All three are also equipped with Yamaha’s mild hybrid system to deliver slightly more torque, a starter motor generator, and a stop-start system. They all also have a unified braking system (UBS), same tyre and rim sizes, a rear drum brake, 21L underseat storage, and there’s no change in seat height and kerb weight either.
All prices mentioned are ex-showroom, Delhi.
Yamaha Fascino 125 Fi variant breakdown
Drum
The base variant gets a front drum brake and an LCD instrument cluster. There’s no connectivity features of any kind and it comes in two colours, Yellow Cocktail and Metallic Black. It costs Rs 78,980.
Disc
The disc variant gets a front disc brake and adds Y-Connect capabilities to the instrument cluster which adds basic features like phone alerts, battery level, and data points like fuel consumption, maintenance recommendations, last parked location through the app. This variant gets four completely different colour options, Cool Blue Metallic, Dark Matte Blue, Matte Black, and Metallic Light Green and costs Rs 91,070 (Rs 12,090 over the Drum variant).
Special
This is currently the fully loaded variant of the Fascino. It swaps out the LCD instrument cluster for a TFT instrument cluster which adds turn-by-turn navigation and music alerts to the existing Y-Connect feature set. This variant also supports Yamaha Scooter Answer Back, giving owners the ability to identify it quickly with the app’s help. The SPL variant once again gets completely different colour options, Matte Black (different one!) and Metallic Orangish Gray. It commands a price of Rs 99,030, comfortably lower than the one lakh rupee mark.
Yamaha had just updated its 125cc scooter, the RayZR 125 Fi Hybrid with additional features and new colours. It’s now offered in a total of four different variants in a span of roughly Rs 22,000. What exactly are the different variants and what do you gain by stepping up? Let’s see.
Let’s first get what is shared between all four out of the way. They have the same 125cc single-cylinder engine that makes 8.2hp of power and 10.3Nm of torque. Like the model name implies, all four also get Yamaha’s mild hybrid system that increases the torque by a very small amount. There’s a starter motor generator that enables a silent start, and a stop-start system. They all also have a unified braking system (UBS), same tyre and rim sizes, a rear drum brake, 21L underseat storage, and there’s no change in any of the dimensions (like seat height) either. And finally, despite the additional features on the higher variants, they all weigh the same 99kg.
All prices mentioned are ex-showroom, Delhi.
Yamaha RayZR 125 Fi Hybrid variant breakdown
Drum
In case the name hasn’t given it away, the base variant comes with a 130mm drum brake at the front. It has an LCD instrument cluster that shows all the basic information like speed and a fuel gauge, but it does not get any connectivity features. It’s available in a single Metallic Black colour and costs Rs 79,880.
Disc
This variant swaps the drum brake for a 190mm disc brake at the front. This variant also adds Y-Connect, Yamaha’s connectivity suite, that adds basic features like phone battery level, call, email, and SMS alerts, and reporting of things like fuel consumption, maintenance recommendations, last parked location on the app. This variant costs Rs 87,680 (Rs 7,800 extra) and is available in three colours, Dark Metallic Blue, Ice Fluo Vermillion, and Metallic Black.
Street Rally LCD
The next step up is via the Street Rally version of the RayZR that’s mechanically identical to the regular RayZR. However, it gets hand guards, and additional side reinforcements to the front apron for a more muscular look. The colours and decals look slightly different on it, and for these extras, Street Rally LCD adds Rs 6,250, coming in at Rs 93,930.
Street Rally TFT
Finally, the most feature loaded RayZR of them all. This received most of the recent updates, with a TFT instrument cluster that supports turn-by-turn navigation and music control to the existing Y-Connect feature suite. In addition to that, this variant also gets ‘Yamaha Scooter Answer Back’ that helps you locate your scooter via the app in a crowded parking garage, for example. The Street Rally TFT gets two colours, Matte Titan (exclusive to this variant) and Matte Black. The top variant will set you back by Rs 1,00,440 squeezing just past the one lakh rupee mark.
