Mercedes-Benz will launch the updated Maybach S-Class in India on October 5. The facelift brings styling and technology updates, along with more personalization options and changes to the powertrain range. With the launch just around the corner, here’s everything you need to know about the new Maybach S-Class.
What exterior changes does the new Maybach S-Class get over the S-Class?
The Maybach S-Class gets the larger illuminated grille seen on the updated S-Class, but with Maybach-specific vertical slats and an illuminated ‘Maybach’ wordmark above them. It also gets an illuminated Mercedes star on the bonnet, LED headlights with three-pointed-star DRLs and rose gold embellishments featuring the Maybach logo instead of the techie blue accents on the standard S-Class. There are also tiny Maybach logos in the lower air-dam mesh, an illuminated Maybach logo on the D-pillar and the same three-pointed-star LED signature for the tail-lamps as the standard S-Class.
The Maybach is 180mm longer than the long-wheelbase S-Class. It is also available with new 20- and 21-inch forged alloy wheels, which feature a counterweighted Mercedes logo that stays upright as the wheels turn. The carmaker says every Maybach S-Class gets some options from its Manufaktur personalization range, which now includes more exterior colours and two-tone paint combinations.
What are the key interior and feature highlights of the Maybach S-Class?
The cabin of the Maybach S-Class, like the standard S-Class gets a Superscreen-style layout comprising a 12.3-inch digital instrument cluster, a 14.4-inch central touchscreen and a 12.3-inch passenger display. The car also uses a new E&E architecture with four ‘supercomputers’ that run the entire car, from the screens to the safety features to the driving dynamics.
As on the outside, Mercedes has expanded the choice of extended leather upholstery and added new upholstery colours. For the first time on a Maybach, buyers can also specify leather-free vegan upholstery with its own unique design.
What changes have been made to the rear-seat experience of the Maybach S-Class?
The rear seats now recline up to 43 degrees, compared with 38 degrees in the standard S-Class. They are also heated, ventilated and equipped with massage functions. The previous tablet controller has been replaced by two individual smartphone-style remotes for operating the car’s functions. There is also a Maybach drive mode that makes the suspension even softer.
What engine options are available internationally on the Maybach S-Class, and which one will India get?
Internationally, the Maybach S-Class is offered with petrol and plug-in hybrid powertrains. The S 580 gets a 4.0-litre V8 with a flat-plane crank, producing 537hp and 750Nm. Some markets also get the S 580e plug-in hybrid, which combines a 3.0-litre inline-six with a 163hp electric motor and a 22kWh battery. Total output is 585hp and 750Nm, with an electric-only range of up to 98km. The top-spec S 680 gets either a V12 or a more powerful V8 depending on the market.
In India, we are likely to get the 612hp, 850Nm version of the S 580’s 4.0-litre V8.
What is the Maybach S-Class Night Series?
The Night Series is a darker-themed version of the Maybach S-Class. It gets darker exterior and interior colours, while chrome elements are replaced with dark chrome. It also gets a different set of aero-efficient black wheels adorned with dozens of Maybach logos.
How much will the new Maybach S-Class cost in India
The outgoing Maybach S 580 is currently priced at Rs 2.87 crore, ex-showroom, before options. Like the outgoing model, the updated Maybach S-Class is also expected to be locally assembled in India. The updated model is expected to cost more, with the price likely to be north of Rs 3 crore.
Navigation has been one of the major challenges for every aspiring motorcyclist. Unfortunately, major smartphone OS manufacturers don’t deem us profitable enough to solve it for us; but, our OEMs might have a smarter solution for that, by way of Google Maps mirroring. Today, you can buy a motorcycle for as low as Rs 1.04 lakh and still be able to navigate your way through your city, or wherever your heart takes you. Speaking of, let’s start with that very motorcycle.
All prices mentioned are ex-showroom, Delhi for the specific variant with Google Maps mirroring feature.
Bajaj Pulsar 125
Rs 1.04 lakh
Bajaj had comprehensively upgraded the classic Pulsar 125 with many changes and a whole slew of features, including Google Maps mirroring on the top-most Split Seat variant. Besides that, you get a 124.58cc engine with 12.1hp and 11.4Nm, a front disc brake, and three ride modes. A decent choice if you mostly commute in the city, but if you find yourself on the open roads on every chance you get, look at the bigger brother.
Bajaj Pulsar 150
Rs 1.29 lakh
Admittedly, Rs 25,000 isn’t a small step-up in this price range. However, besides retaining the same feature-set and silhouette, on the Pulsar 150 you get a larger 149.5cc engine with 14.1hp and 14.1Nm, which should make highway stints seem less stressful on you and the motorcycle; and saying that you have the Pulsar 150 has a better ring to it, but that’s a subjective opinion. If Bajaj isn’t your brand of choice, though, we have another Indian manufacturer known for pushing the envelope on features.
TVS Apache RTR 160 4V
Rs 1.41 lakh
TVS has made the Apache series synonymous with features over the past few years, so of course it responded to Bajaj upgrading the classic Pulsars. Its best-selling Apache RTR 160 4V now also has a TFT display that supports Google Maps mirroring. TVS, in its usual fashion, turns things up a notch by offering even more power from its 159.7cc engine (17.55hp and 14.73Nm) and a whole lot more features like dual-channel ABS, traction control, a slipper clutch, more premium design, etc., That’s quite a bit more for Rs 12,000 over the Pulsar 150 but if you wonder whether Bajaj has a similar offering, fret not.
Bajaj Pulsar N160 SS
Rs 1.43 lakh
This is the first motorcycle on which Bajaj debuted the new 5-inch TFT screen with Google Maps mirroring. It’s since been extended to other Pulsars. Over the Pulsar 150, the N160 SS offers a bigger 164.9cc engine with 18.5hp and 14.4Nm (directly sparring with the RTR 160 4V), ride-by-wire, traction control, one extra ride mode, a slipper clutch, and a more modern design that may suit your preferences better. The N160 SS also offers dual-channel ABS as standard. If you feel like you’re done with the 150-160cc class, the next upgrade is closer than you think.
TVS Apache RTR 200 4V
Rs 1.50 lakh
The Apache RTR 200 4V has now been relegated to getting the “et al” treatment from TVS so now it is almost too close to the RTR 160, one might say. However, it retains the bigger 197.75cc engine with close to 21hp and 17.25Nm. The only other feature that still remains exclusive to the 200 is the preload-adjustable USD fork that TVS brought back, with the recent update. Worth paying Rs 7,000 extra You decide, but if you are somehow not satisfied with the value on offer, the next motorcycle wears value-for-money as a badge of honour on its sleeve.
Bajaj Pulsar NS400Z
Rs 1.90 lakh
Bajaj’s downsized 349cc Pulsar NS400Z has gone down in price again, and the company gave it the same TFT unit as on the other Pulsars just two days ago; and we might see it in even more of their motorcycles soon. Anyway, the NS400Z gives you a steep jump in power with 40.6hp and 33Nm. It retains the feature-set from the N160 SS as-is with power and torque as its biggest differentiation from almost every other motorcycle on this list. If you’re in a phase of your life where you’re on long rides more often than commutes, you might prefer the next motorcycle more.
TVS Apache RTX 300
Rs 2.19 lakh
TVS’s first adventure tourer popularised the feature in question a year ago, offering it on the top and BTO variants. Compared to the NS400Z, you get a smaller 299.1cc engine with 36hp and 28.5Nm. However, the Apache RTX 300 is no slouch in features in any other way, matching the NS400Z on every feature on offer. If you’re an experienced motorcyclist who’d like to tune your ride more minutely, stepping up to the BTO variant at Rs 2.39 lakh might be worth it, considering it gives your adjustable suspension on both ends. If none of these sound exciting enough for you, maybe see if the last one does the trick.
Royal Enfield Guerrilla 450
Rs 2.51 lakh
Royal Enfield introduced a new 4-inch TFT display with the Himalayan 450 that could project Google Maps powered navigation onto it, making the Chennai-UK based manufacturer technically the first to have figured this solution out. If you didn’t know this already, pressing and holding the M button on your Guerrilla 450 (and the Himalayan and Bear 650) will change the dials to the ‘digital’ look. After that, connecting your smartphone to the Royal Enfield app and starting navigation will make the whole map show on your display.
Getting back to the Guerrilla 450 itself, it’s Royal Enfield’s take on a sport-naked. Similar to most motorcycles on this list, its primary purpose isn’t touring, but when has that ever stopped the determined? The Guerrilla also has a 450cc engine that doles out 40.02hp and 40Nm, making it the most powerful motorcycle on this list. It goes toe-to-toe with the other motorcycles in terms of the features on offer, although most of the additional price is for its extra power (and the 40 percent GST of course).
That concludes the list of motorcycles under Rs 3 lakh with Google Maps mirroring, for now. We expect Bajaj to extend the same TFT display to even more of their portfolio in the near future. TVS might respond to that in their own, unique way so this list is all but guaranteed to grow even more in the near future. It’s one more significant hurdle removed for a motorcyclist, and every meaningful step counts.
Ten years ago, Royal Enfield made adventure tourers mainstream with the original Himalayan 411 and the segment has slowly, but surely grown since. As with any other thing that gains popularity, this segment also has gained different kinds of options. On the one hand, we have the V-Strom that’s effectively a Gixxer 250 on stilts, and on the other, we have the KTM 390 Adventure S that looks to strike a fine balance between both adventure and touring capabilities. Admittedly, this can get a bit overwhelming, so here are all the adventure touring motorcycles you can buy in India right now between Rs 2-5 lakh.
All prices mentioned are ex-showroom, Delhi.
11. TVS Apache RTX 300
Starts at Rs 1.99 lakh
TVS is the most recent (new) entrant into the segment, with the Apache RTX 300 redefining how many features you can pack into on a relatively affordable budget. The RTX’s 299.1cc single-cylinder, liquid-cooled engine with 36hp and 28.1Nm of torque isn’t the most exciting but has the ability to keep going as long as you’re willing to, except for the oddly small 12.5-litre fuel tank. The TVS sticks to a 19/17 front/rear wheel setup and only comes with alloy rims.
TVS offers four ride modes and cruise control as standard with the higher variants stepping that up to a bi-directional quickshifter, traction control, and Google Maps mirroring on the 5-inch TFT screen. It also has a very good headlight as standard, and the top BTO variant adds adjustable suspension too, both aimed at increasing the sense of safety and comfort. The 835mm seat height and 180kg kerb weight combo might look daunting on paper, but they aren’t a big hindrance in practice.
The TVS Apache RTX 300 spans Rs 1.99 lakh for the Base variant and Rs 2.39 lakh for the BTO variant.
10. Suzuki V-Strom SX
Rs 2.01 lakh
Suzuki’s adventure tourer is mostly a tourer because it is a re-engineered Gixxer 250 with a taller stance. But, don’t let that stop you from considering it seriously because its 249cc engine with 26.5hp and 22.2Nm of torque has more than enough to make long days seem effortless. The 12-litre fuel tank capacity seems small on paper, but it is possible to make the Suzuki quite efficient. It has a 835mm seat height, but the 167kg kerb weight softens that blow.
As is typical for Japanese products in this class, the V-Strom SX is light on features, with dual-channel ABS the only rider aid on offer. However, it also makes a great case for reliability, helped further by Suzuki’s brand cachet. The Suzuki runs on 19/17 front/rear wheels and only gets alloy rims.
The Suzuki V-Strom SX has a single variant and costs Rs 2.01 lakh.
9. Yezdi Adventure
Starts at Rs 2.06 lakh
Classic Legends’ Yezdi had comprehensively upgraded their adventure tourer earlier this year. The 334cc engine is now liquid-cooled and makes 29.6hp and 29.8Nm of torque. The fuel tank capacity is a healthy 15.5 litres and the Yezdi Adventure has a 815mm seat height and weighs about 198kg.
Along with an updated design, the Adventure gained features like an asymmetrical dual headlamp, all LED lighting, three ABS modes, traction control and a rerouted exhaust for better heat management. Yezdi also offers tubeless, cross spoke wheels as accessories for Rs 20,000 extra, if you’d like to embrace the adventure look with the convenience of tubeless tyres. Standard fitments are 21/17 front/rear tubed, wire-spoke wheels.
The Yezdi Adventure starts at Rs 2.06 lakh for the base Nebula Blue White colour and goes up to Rs 2.13 lakh for the top Yellow Falcon colour.
8. Royal Enfield Himalayan 440
Rs 2.29 lakh
Royal Enfield has resurrected the air/oil-cooled Himalayan 440 for 2026. The 443cc engine (shared with the Scram 440) makes 25.4hp and 34Nm of torque and the Himalayan stays true to its roots by only offering switchable dual-channel ABS and the Tripper navigation pod as notable features. The seat height remains at 800mm, as does the fuel tank capacity at 15 litres; which also means the weight remains unchanged at 199kg as well. Royal Enfield has stuck to a tubed 21/17 wheel setup on the Himalayan 440.
Most of the mentioned specifications, are common to the Scram 440. Its base variant starts lower at Rs 2.25 lakh for wire spoke rims, and the higher variant offers alloy rims at Rs 2.32 lakh.
Uncharacteristic for Royal Enfield, all three colours of the Himalayan 440 cost the same Rs 2.29 lakh.
7. KTM 250 Adventure
Rs 2.53 lakh
KTM’s entry-level adventure tourer is the 250 Adventure, which shares its engine with the 250 Duke and its platform with the bigger brothers. Its 249.07cc engine makes 31hp and 25Nm of torque. The fuel tank capacity is 14.5 litres, seat height is at 825mm, and kerb weight is 176kg.
Being the entry-level opinion, KTM has kept things simple in terms of features. It gets a bi-directional quickshift, a slip-and-assist clutch, and two ABS modes. For fancy features like ride modes, cruise control etc., you’ll have to step up the 390 Adventure with the 350cc engine (also on this list). The 250 Adventure runs on 19/17 front and rear wheels with alloy rims.
KTM offers a single variant for the 250 Adventure and has priced it at Rs 2.53 lakh.
6. Triumph Scrambler 400 X
Rs 2.65 lakh
Technically, the Scrambler 400 X isn’t an adventure tourer, but in the absence of a Tiger 400 (so far), it is the closest Triumph (and Bajaj) offers to one in India. With the downsizing, the Scrambler’s 349cc liquid-cooled engine makes 37hp and 32Nm of torque. The Scrambler 400 X has a 13-litre fuel tank, seat height is at 835mm and kerb weight is 185kg.
The Scrambler offers switchable dual-channel ABS, a slip-and-assist clutch, and traction control as standard rider aids. It comes with 19/17 front/rear wheels and only offers alloy rims in the X guise.
Triumph Scrambler 400 X is priced at Rs 2.65 lakh, but if you want to turn up the ADV look, there’s also a Scrambler 400 XC with tubeless cross spoke wheels and more accessories as standard for Rs 2.99 lakh. However, for all intents and purposes, the X and XC are near-identical.
5. KTM 390 Adventure (350cc)
Rs 2.87 lakh
KTM’s downsizing brought down the 399cc Adventures into 349.32cc, with the smaller engine making 41.5hp and 33.5Nm of torque. In terms of specification, the 350cc Adventure is pretty middle ground with a 14.5-litre fuel tank, 181kg kerb weight and 825mm seat height.
Besides the RTX 300, this is the only other motorcycle on this list under 3 lakh to offer cruise control as standard. It gets three ride modes, a bi-directional quickshifter, traction control, a 5-inch TFT screen, among other things. This version of the Adventure comes exclusively with 19/17 front/rear wheels and alloy rims.
The KTM 390 Adventure has a single variant with two colours and is priced at Rs 2.87 lakh.
4. Royal Enfield Himalayan (450)
Starts at Rs 3.08 lakh
Royal Enfield’s Himalayan (450) gets quite a bit over its older/younger brother. Its engine is liquid-cooled (vs air-cooled on the 440) with 40.02hp and 40Nm of torque. Built on a completely new platform, the Himalayan 450 is three kilos lighter than the 440 at 196kg, and gets a markedly larger 17-litre fuel tank. The standard seat height ranges between 825-845mm, but it’s possible to drop that to 805mm with an accessory low seat.
On the features side too it offers a lot more than the 440, with a 4-inch TFT display with Google Maps powered navigation, two ride modes, and a slip-and-assist clutch. The Himalayan 450 comes with 21/17 front/rear wheels with tubed, wire-spoke rims as standard on the lower variants. However, on the top Mana Black variant Royal Enfield bundles tubeless, cross spoke rims as standard.
The Royal Enfield Himalayan starts at Rs 3.08 lakh for the base Kaza Brown colour and goes up to Rs 3.39 lakh for the Mana Black colour.
3. Kawasaki Versys-X 300
Rs 3.49 lakh
The Kawasaki Versys-X 300 is one of two twin-cylinder options in this list. Its 296cc parallel-twin makes 39hp and 26Nm of torque and it’s liquid-cooled as well. It might just be the most accessible motorcycle on this list with a 175kg kerb weight, and an 815mm seat height.
Similar to the V-Strom 250 SX, the Versys-X 300 also maintains a slim list of features, dual-channel ABS and a slip-and-assist clutch. It has a 17-litre fuel tank (only one here to match the Himalayan 450), and Kawasaki only offers it with 19/17 front/rear wheels with wire-spoke rims running tubed tyres.
The Kawasaki Versys-X 300 is offered in one variant in a single Green/Black colour at Rs 3.49 lakh.
2. KTM 390 Adventure (S, X, R)
Starts at 3.50 lakh
These are the full scale 399cc engine versions of the KTM Adventure. They all make 46hp power and 39Nm of torque (4.5hp and 5.5Nm more than the 350cc engine). Fuel tank capacity is identical to the 350cc Adventure at 14.5 litres, as is the seat height at 825mm. However, the kerb weight varies across variants; the X weighs 181kg, S 182kg, and the R is the heaviest at 183kg.
The X gets an identical feature set as the 350cc Adventure, with the S stepping that up to adjustable front and rear suspension along with 21/17 front/rear wheels with tubeless spoke rims. The more off-road focussed R does not get the tubeless spoke rims, swaps the rear 17-inch wheel for an 18-inch one and runs on Mitas Enduro front and rear tyres.
The KTM 390 Adventure X is the most affordable of these three at Rs 3.45 lakh, with R taking a big step to Rs 3.86 lakh. The S is the most expensive of the bunch at Rs 4.04 lakh.
1. BMW F 450 GS
Starts at Rs 4.95 lakh
BMW launched the F 450 GS in April this year at Rs 4.70 lakh and increased the prices for the model recently. The motorcycle gets a 420cc parallel-twin engine with 48hp of power and 43Nm of torque. The fuel tank capacity is 14 litres and the kerb weight is second lightest at 178kg, but the standard seat height is 845mm (the tallest in this list!).
Standard features are an 6.5-inch TFT display, three ride modes, slip-and-assist clutch, traction control, ride modes, and heated grips. On the higher variants, BMW offers a bi-directional quickshifter, an integrated windshield, ERC (Easy Ride Clutch), and adjustable suspension.
The BMW F 450 GS starts at Rs 4.95 lakh for the Base variant, Rs 5.15 lakh for the Exclusive variant, and Rs 5.60 lakh for the top GS Trophy variant.
While the Indian manufacturers have been quick to capitalise on the EV boom, the Japanese have been rather more measured in their approach. Honda arrived in 2025 with not one but two in-house electric scooters, though both had unique limitations that prevented them from succeeding.
Suzuki, like Honda, chose to develop its own platform from scratch, but its e-Access appears expensive for what it offers. Yamaha, meanwhile, took a markedly different route for its more affordable offering and partnered with an Indian startup. The EC-06 is, in essence, a more expensive River Indie in sharper clothes.
So if you’ve been waiting for a Japanese e-scooter, you now have two choices, but like their very different inceptions, both also offer you two very different flavours of electric scooter. The question, then, is which one deserves your money – and whether either deserves it over the competition.
Not hiding in plain sight
Subtle, these scooters are not. Both take distinctly left-field approaches to styling and will stand out from the crowd. Over the fortnight we spent with them, the EC-06 consistently drew more positive attention thanks to its chunky, squared-off proportions. The e-Access found its niche too, though its double duck-bill nose, flowing front panels with a contrastingly boxy tail make it more of an acquired taste.
Yamaha EC-06
Suzuki e-Access
Kerb weight
132kg
122kg
Seat height
770mm
765mm
Underseat storage
24.5 litres
17 litres
Ground clearance
145mm (laden)
160mm (unladen)
Climb aboard and their personalities diverge further still. The e-Access feels more like a conventional scooter. Despite its compact dimensions, it never feels cramped, even for taller riders, while its 765mm seat height makes it instantly approachable for shorter ones.
The EC-06, by comparison, feels a size larger. Its riding triangle is noticeably roomier, which taller riders will appreciate in a segment that seldom caters to them. Yet, with a friendly 770mm seat height, it remains fairly unintimidating for shorter riders. In fact, tall riders will want a higher seat.
Different strokes
The riding experience of both also reflects two very different engineering philosophies. The 122kg e-Access feels exceptionally light on its feet; whether wheeling it around a parking space or flicking it into a bend, it responds eagerly – actually, a bit too eagerly. Some of that can be attributed to Suzuki mounting the battery pack vertically beneath the seat, a decision that, as you will read further on, has implications elsewhere too.
Yamaha EC-06
Suzuki e-Access
Battery capacity / chemistry
4kWh / NMC
3.072kWh / LFP
Motor
Permanent Magnet Synchronous
Permanent Magnet Synchronous
Power
6.7kW
4.1kW
Torque
26Nm
15Nm
Like the latest Burgman, its ride also errs towards the firmer side rather than the plush feel of a TVS iQube. It isn’t uncomfortable by any means, but it is something worth paying attention to on a test ride. Taller riders will also discover the Suzuki’s compactness during full-lock U-turns, where their knees will foul the handlebar.
On the flip side, the EC-06 is relatively heavier and slower to steer, but it’s a small tradeoff. That’s because its larger 14-inch wheels lend it greater stability at faster speeds and also help it dismiss broken roads with admirable composure. Its absorptive suspension also factors in here, though particularly sharp impacts can provoke a slight judder in the fork.
E-Access has the more flighty, energetic demeanour, whereas the EC-06’s handling is more sure-footed.
The Yamaha’s seat, however, leaves quite some room for improvement. Its forward-sloping shape constantly makes you slide forward, necessitating frequent shuffling about. The padding is also too soft, and after just 30 minutes or so, you find yourself sinking into the seat pan. This results in a gradually more knees-up riding position, which might sound like a trifling problem at first but one that becomes increasingly apparent over longer journeys.
Neither one gets ABS, which feels like quite an egregious oversight considering their price points. Nevertheless, the Yamaha’s brakes inspire greater confidence because they are powerful without being overly aggressive, and its wider tyres also provide better traction. The Suzuki’s brakes, conversely, are almost too sharp. On Mumbai’s slippery concrete roads, they demand a more measured touch when coming to a halt quickly.
Not that you’ll often rely heavily on them. That’s partly down to the well-calibrated regenerative braking system and partly because the e-Access’ performance is quite unremarkable. Not only is it much slower than the EC-06, but it also feels noticeably less eager than the petrol-powered Access. It’s perfectly usable in the city, but on faster roads, overtakes require planning. Unsurprisingly, the Yamaha feels considerably livelier. It accelerates with genuine enthusiasm in its top Power mode, the regenerative braking is seamlessly calibrated in all 3 modes (Standard and Eco being the other two) and, despite using chain drive, its drivetrain is remarkably silent – akin to a hub-mounted motor.
Feel Good (?) Features
Build quality on both is reassuringly solid and exactly what one expects from the Japanese. At these prices, however, there are a few omissions that are difficult to overlook.
The e-Access employs the same TFT display found on the ICE Access 125 and Burgman, both of which cost substantially less. Yamaha, meanwhile, supplies only the slower 480W charger, despite the considerably more affordable River offering a faster 750W unit as a Rs 3,000 option.
Same TFT as ICE Access; EC’s negative LCD is simpler but well laid out.
The EC-06 also sacrifices a lot of storage compared to the Indie. Its 24.5-litre under-seat boot is far short of the latter’s enormous 43-litre boot and trails established rivals such as the iQube, Rizta and Chetak. The River’s lockable 12-litre glovebox has been omitted too, though Yamaha has used this to reposition the charging port to a more convenient location.
e-Access’ 17L boot far too small and oddly shaped; Yamaha’s 24.5L boot is more usable but not segment-leading.
If the Yamaha’s storage is merely average, the Suzuki’s is positively outclassed. The battery’s position beneath the seat results in just 17 litres of bootspace – roughly half what you’ll find on rivals like the Rizta and Chetak. In fact, even the ICE Access 125 offers you quite a bit more storage space. The e-Access’ boot is also shaped quite awkwardly, and unless the charger’s cables are folded with almost Victorian precision, it simply refuses to fit.
Range Rovers?
An electric scooter ultimately needs to deliver one thing above all else – promising range to reduce your running costs. In Ride A mode, which delivers full performance and max regen, the e-Access covered a little over 88km in our range test. Given its smaller 3kWh battery and its use of safer, but less energy-dense, LFP chemistry, the result is respectable in isolation; however, compared to the market’s front-runners, it falls far short.
Yamaha EC-06
Suzuki e-Access
0-40kph
3.46s
4.94s
0-60kph
6.82s
11.93s
Roll-on Acceleration
20-50kph
3.31s
5.46s
30-70kph
7.34s
17.01s
50-80kph
10.96s
–
Our test on the EC-06 was conducted in its middle Standard mode, which retains full performance but softens throttle response compared to Power mode. It covered 114km, comfortably exceeding the distance initially predicted. Both scooters deserve praise here, as their range indicators proved refreshingly honest, not indulging in optimistic guesswork.
Yamaha EC-06
Suzuki e-Access
60-0kph
22.87m
24.64m
Using Eco mode will naturally extend the range on both, though with reduced acceleration and lower top speeds. Thankfully, neither becomes painfully slow. Even in Eco, both climb flyovers and keep up with city traffic without reducing themselves to rolling roadblocks.
While the Yamaha’s range is undoubtedly more impressive, its charging time is a rather different story. The supplied 480W charger requires a glacial ten hours to replenish a flat battery. Meanwhile, the Suzuki’s 600W unit requires around six hours to do the same, although its battery pack is also smaller.
One thoughtful detail both manufacturers deserve credit for is the inclusion of a dedicated charger bag. It is a small touch, but one that should help protect the charger from spending years rattling around inside the boot.THE BIGGER PICTURE
Judged purely against each other, the result is straightforward – the EC-06 clearly wins. It offers superior performance, greater comfort, longer range and also costs much less than the e-Access.
Yamaha EC-06
Suzuki e-Access
Price (ex-showroom, Bengaluru)
Rs 1.71 lakh
Rs 1.92 lakh
However, if you zoom out and look at the broader market, the context changes. At Rs 1.71 lakh, the Yamaha is hardly inexpensive, and the Suzuki, which is knocking on the door of Rs 2 lakh, is even worse off. When proven alternatives from TVS, Ather, Bajaj, Vida and River offer similar or even superior alternatives for substantially less money, the Japanese appear more like fringe players and less like mainstream contenders.
There will undoubtedly be a small demographic of buyers for whom a Japanese badge carries enough cachet to justify this big premium. However, for the rest of us, the more keenly priced and proven homegrown contenders are the better bet.
The Royal Enfield Himalayan 440 shares the 443cc air/oil-cooled single-cylinder engine with the Scram 440, on which it was first introduced in 2025. This engine is now paired with a 6-speed gear box. The major difference between the both is the front wheel size, the Himalayan gets a 21-incher whereas the Scram uses a 19-inch front wheel. Considering its adventure bike persona, it is only available in spoked wheels and has 10mm more suspension travel at the front. Here is what our performance tests revealed about the Himalayan 440.
Royal Enfield Himalayan 440: Acceleration
The Royal Enfield Himalayan 440 was tested on dry roads
Acceleration
Time (seconds)
0-60kph
3.99s
0-80kph
6.73s
0-100kph
11.04s
The engine is torquey in nature and pulls effortlessly from lower speeds in higher gears, as the 34Nm of peak torque is available from as low as 4,000rpm. In our test, it took 3.99 seconds to get to 60kph, 6.73 seconds to get to 80kph, and a leisurely 11.04 seconds to get to 100kph, which was to be expected from a bike that weighs 199kg and makes just 25.4hp. This is a bike that prefers being ridden at a calm pace and munching miles without any sweat, so this relaxed nature of the engine suits its purpose. The added 6th gear makes the bike feel more relaxed at 100-110kph, and this makes it a better tourer as well.
Royal Enfield Himalayan 440: Roll-on acceleration
The 443cc air/oil-cooled single-cylinder engine produces 25.4hp at 6,250rpm and 34Nm of peak torque at 4,000rpm
Roll-on acceleration
Time (seconds)
20-50kph (2nd gear)
2.81s
30-70kph (3rd gear)
5.07s
50-80kph (4th gear)
5.36s
The wide spread of torque helps the bike in being effortless in the city as well as the highways. With good low- and mid-range performance, the bike performed as well as you’d expect and while it was quicker than the erstwhile 411, newer 300-400cc ADVs will surely pack in significantly sprightlier performance.
Royal Enfield Himalayan 440: Braking
Decent brakes, get the job done
60-0kph Braking Test
Distance
60-0kph
18.15 metres
The Royal Enfield Himalayan 440 offered decent braking performance and in our tests,it took 18.15 metres to come to a full stop from 60kph.
Royal Enfield Himalayan 440: Specifications and price
The bike is priced at Rs 2.29 lakh (ex-showroom Chennai)
Engine
443cc, single-cyl, air/oil-cooled
Power
25hp at 6,250rpm
Torque
34Nm at 4,000rpm
Gearbox
6-speed
Fuel capacity
15 Litres
Kerb weight
199kg
Seat height
800mm
Brakes (F/R)
300mm disc / 240mm disc
Tyres (F/R)
90/90-21 / 120/90-17
The Royal Enfield Himalayan 440 is priced at Rs 2.29 lakh ex-showroom for all the three colour options Nelong White, Sela Black and Mustang Brown, which makes it Rs 3,371 more affordable than the top variant of the Scram 440 at Rs 2.32 lakh. The Himalayan 440 remains an accessible and less intimidating motorcycle than the Himalayan 450, thanks to its lower 800mm seat height, simpler feature set and significant price saving over the liquid-cooled Himalayan. It is likely to appeal to those who are looking for a bike with less frills and electronics, with an old school and purposeful mindset.
Mahindra launched the Thar OG in September 2026 with several hardware, styling and safety upgrades over the outgoing model. The Mahindra Thar OG competes with the Maruti Suzuki Jimny and Force Gurkha 3-door in the relatively niche mass-market off-roader segment. Let us look at how the changes and improvements in the Thar OG help the model take on its rivals.
Mahindra Thar OG vs rivals: Dimensions
Thar and Jimny are longest here
Mahindra Thar OG vs Maruti Jimny vs Force Gurkha dimensions
Thar OG
Jimny
Gurkha 3 door
Length (mm)
3,995
3,985
3,965
Width (mm)
1,870
1,645
1,865
Height (mm)
1,855
1,720
2,080
Wheelbase (mm)
2,450
2,590
2,400
Ground clearance (mm)
232
210
233
Approach angle (degree)
40
36
39
Departure angle (degree)
36
46
37
Rampover angle (degree)
26.4
24
28
Water wading depth (mm)
650
310 (estimated)
700
Wheel size (inch)
18/ 19
15
18
All three models trade punches in the size department. The Thar OG and Jimny are longer than the Gurkha 3-door, with the Jimny’s wheelbase being the longest. However, the Maruti off-roader is the narrowest and shortest one here. The Gurkha rides the highest off the ground, followed closely by the Thar OG with its 226mm clearance. Both of them offer 18-inch wheels, though the top-spec Thar OG ZXT trim rides on 19-inch units. The Jimny, on the other hand, comes with 15-inch wheels only.
The Thar OG has a 40-degree approach angle, while the Gurkha and Jimny have 39 degrees and 36 degrees, respectively. The Jimny has the highest departure angle at 46 degrees, followed by the Gurkha at 37 degrees and Thar at 36 degrees. The Gurkha has the best rampover angle at 28 degrees, compared to 26.4 degrees for the Thar and 24 degrees for the Jimny. The Gurkha also has the highest water-wading depth at 700mm, followed by the Thar at 650mm and the Jimny at an estimated 310mm.
Mahindra Thar OG vs rivals: Engine and gearbox
Mahindra Thar OG vs Maruti Jimny vs Force Gurkha powertrains
Thar OG
Jimny
Gurkha 3 door
Engine
1.5D | 2.0P | 2.2D
1.5P
2.6D
Turbocharged
Yes
No
Yes
Power (hp)
119 | 162 | 152
105
140
Torque (Nm)
300 | 330
134.2
320
Gearbox
6MT | 6MT or 6AT
5MT or 4AT
5MT
Drive layout
RWD | RWD or 4WD
4WD
4WD
The Mahindra Thar OG offers the widest choice of powertrains here, with three engines, while the Jimny and Gurkha 3-door get only one engine each. Thar’s 162hp 2.0-litre petrol is the most powerful here. Its 2.2-litre diesel engine makes the highest torque output here.
The stronger turbo-petrol and diesel engines of the Thar OG can be had with either a 6-speed manual or a 6-speed automatic gearbox. These also offer the choice between rear-wheel drive and four-wheel drive (4WD) layouts. Whereas, the 1.5-litre diesel engine is available in the rear-wheel drive guise, and transmission duties are handled solely by a 6-speed manual gearbox.
The Jimny offers 5-speed manual and 4-speed automatic options with 4WD as standard, whereas the Gurkha has a 5-speed manual gearbox with 4WD.
Mahindra Thar OG vs rivals: Off-roading features
Mahindra Thar OG vs Maruti Jimny vs Force Gurkha Off-roading hardware
Thar OG
Jimny
Gurkha 3 door
Front suspension
Independent double wishbone
3-link rigid axle
Independent double wishbone
Rear suspension
Pentalink with Watt’s link
3-link rigid axle
Multi-link with track bar
Terrain modes
In 4WD
No
No
Locking differential
Electronic; in 4WD
Electronic; in 4WD
Manual
The Thar OG and Gurkha 3-door both use independent double-wishbone front suspension, while the Jimny gets a 3-link rigid-axle setup at both ends. At the rear, the Thar uses a five-link setup with a Watt’s link, while the Gurkha gets a multi-link setup with a track bar.
In terms of off-road equipment, the Thar has an advantage with terrain modes available in 4WD, a feature that the Jimny and Gurkha do not offer. Both the Thar and Jimny use electronic locking differentials in 4WD, while the Gurkha gets a manual locking differential.
With its September update, the Thar OG also gains Mahindra’s DaVinci dampers, which is standard fitment across the range. The range-topping ZXT trim goes a step further by adding frequency dependent damping (FDD) to this setup.
Mahindra Thar OG vs rivals: Price
Mahindra Thar OG vs Maruti Jimny vs Force Gurkha prices
Thar OG
Jimny
Gurkha 3 door
Price range (Rs, lakh)
10.32-17.75
12.59-14.52
16.26
When it comes to base trims, the Thar OG is the indisputable winner. Prices start at Rs 10.32 lakh with the Thar OG AXT diesel 2WD MT, which is Rs 2.27 lakh more affordable than the base-spec Jimny Zeta Pro MT and a whopping Rs 5.94 lakh lower than the Gurkha (sold in one trim only).
Coming to the top trims, the Thar OG ZXT diesel 4WD AT trim is the most expensive here at Rs 17.75 lakh, pricier by Rs 1.49 lakh than the Gurkha and Rs 3.23 lakh than the Jimny Alpha AT.
BMW launched the F 450 GS in April this year, and it looks like they’re not stopping there for their entry-level motorcycles. They’ve just teased another motorcycle launch for October 1 on their social media page, and it could very well be a roadster based on the same platform as the F 450 GS.
BMW’s new roadster likely to be called the F 450 R
Likely to slot in below the F 450 GS
To be revealed on October 1
New BMW roadster motorcycle
What can we expect on the G 310 R’s replacement?
Previously BMW 310’s were the brand’s entry-level offerings in India, with both the G310R and G 310 GS discontinued now. The track-focused G 310 RR that still exists is a joint project with TVS. In April, the German manufacturer debuted the F 450 GS built on a completely new platform, with a 420cc twin-cylinder engine with 48hp and 43Nm of torque, intended to be an adventure tourer. With a segment-first ERC (Easy Ride Clutch) and a 178kg kerb weight, the F 450 GS turned the spotlight onto itself quite successfully.
Now, BMW appears to be expanding the platform with a naked roadster motorcycle and it likely will share the engine with the F 450 GS, if not the entire platform. If we go by BMW’s naming convention, this should be called the F 450 R. While the image doesn’t reveal a lot of details about the motorcycle, we can see that it has a USD fork. The F 450 GS has a 43mm USD fork with 180mm travel, but this being a roadster, we can expect the travel to be reduced. The same should also apply to the monoshock. The GS Trophy variant of the F 450 GS offers adjustability at both ends, but it remains to be seen whether BMW extends the same kind of flexibility to the new bike as well.
BMW had recently increased the F 450 GS prices and it now starts at Rs 4.95 lakh, and it remains to be seen where this new motorcycle will slot in. For context, the Aprilia Tuono 457 Special Edition – this one’s would-be direct rival – is priced at Rs 3.99 lakh. The KTM 390 Duke R, on the single-cylinder side, is priced at Rs 3.45 lakh. BMW has mentioned the launch to be on October 1, 2026 5:30pm IST and we should get more details leading up to then.
Mercedes-Benz has launched the AMG G 63 Offroad Pro in India at Rs 3.8 crore, ex-showroom. The venerable SUV’s new trim gets AMG-specific off-road hardware, and it will be available in limited numbers. Compared to the standard AMG G 63, the Offroad Pro carries a premium of Rs 6 lakh.
Mercedes-AMG G 63 Offroad Pro highlights
The G 63 Offroad Pro gets AMG active ride control suspension with active roll stabilisation. It also gets AMG active balance control, allowing the roll stiffness to be adjusted in three stages for different off-road conditions. Another key addition is the AMG traction pro mode, available in the Rock and Sand drive modes. Mercedes claims that the system can control braking torque at each wheel individually and offers seven stages of locking.
The Offroad Pro also gets a roof luggage rack with aluminium panels and a removable rear ladder. It rides on exclusive 20-inch AMG alloy wheels finished in matte black, shod in 20-inch tyres.
The Honda CB500 is the brand’s largest air-cooled, single-cylinder motorcycle in India, powered by a 501cc air- and oil-cooled engine producing 28hp and 43.3Nm. It is available in three variants, with the differences coming down to wheel type and colour options. While Honda has revealed prices for each variant, it has also said that the bikes will only go on sale in the coming months. Here’s a breakdown of each variant, along with a note on when each will be available.
Honda CB500 variant breakdown
CB500 Alloy
The base CB500 Alloy is the entry point into the range and, as the name suggests, uses alloy wheels. It is available in two colour options – black and grey – and will be the first of the three variants to arrive, with detailed configurations and full specifications to be revealed in Q3 FY2027. This means sometime between October and December this year, with deliveries commencing shortly after. The CB500 Alloy is priced at Rs 2.75 lakh.
CB500 Spoke
The CB500 Spoke steps up to cross-spoke tubeless wheels in place of the alloy wheels on the base variant and will be available in two metallic-finish solid paint options – silver and red. Full specifications for this variant will be available in Q4 FY2027 (January to March), with deliveries following shortly after. The CB500 Spoke is priced at Rs 3 lakh.
CB500 Spoke with Stripes
The range-topping CB500 Spoke with Stripes retains the cross-spoke tubeless rims of the mid variant and will be available in the same Peak Black colourway as the alloy-wheel variant, but with exclusive pinstripes on the fuel tank, making it the most visually distinctive of the three. Like the Spoke variant, it will be available in Q4 FY2027. The CB500 Spoke with Stripes is priced at Rs 3.02 lakh.
All three variants share the same 501cc air- and oil-cooled engine, Honda Selectable Torque Control (HSTC), a slipper clutch, an analogue-digital instrument console with Honda RoadSync connectivity, and all-LED lighting.
The Honda CB500 was one of multiple models Honda showcased in July as part of its broader product plans for India and arguably the one that many enthusiasts were most eagerly awaiting. The CB500 brings an engine configuration that has long been missing from our market – a big, air-cooled single – and is now on sale, with prices starting at Rs 2.75 lakh.
The CB500 is powered by an all-new 501cc single-cylinder air- and oil-cooled engine producing 28hp and 43.3Nm of torque, making it Honda’s largest air-cooled single-cylinder motorcycle in our market. The CB500 will be available in three variants, alloy, tubeless spoke, and tubeless spoke wheels with exclusive colours and graphics.
Honda manufactures the CB500 in India, which has helped keep pricing competitive despite the 40 percent GST rate applicable to motorcycles above 350cc. It slots in below the Royal Enfield 650 twins, which start at Rs 3.39 lakh (ex-showroom, Chennai).
