All posts by Sundeep Gajjar

Our final car at the Dubai Autodrome for xBhp Power Tour 2023 was the BMW M2. A mainstay in the BMW M stable, the M2 has always been known to be one of the most accessible and exciting M cars one can get their hands on. Moreover, its dynamic characteristics and impressive power delivery made it quite a fan-favourite in the drifting scene. But in the recent past, many BMW M cars have not been received so well and most of that hate has been unwarranted. It happened with the new M3 and M4 cars and it happened with the latest M2 as well. 

Regardless of that, we loved the 2023 BMW M2 that we got to drive. A lot of the hoopla was about the looks and we understand. It is very different from the previous M2. It is almost a radical departure. But that is not always a bad thing. We believe that the new BMW M2 looks just as good. It looks lithe, agile, and taut. More than that, it looks ready to go and sounds ready to go as well! Most importantly though, it serves a plethora of Sheer Driving Pleasure that BMW promises. 

This experience was a part of our time at Dubai Autodrome. Read about it here.

The new BMW M2 is powered by a twin-turbo 3-litre inline-6 that makes 453 horsepower and a whopping 550 Nm of torque. Now you know why, despite the polarizing looks, it is still loved in the drifting scene. It is vastly improved in all departments as well. The power delivery is better, the cabin is better, and the handling is better. We wish we could have driven the Competition trim but the base M2 is no slouch either. 

With a weighty steering that offers tons of feel, rear-wheel drive, and well-sorted chassis and suspension, the BMW M2 is a hoot to drive on the racetrack. Turbo-lag is almost non-existent and once the boost kicks in, it is quite a tail-happy little Beemer. But even then, everything is always under control thanks to the finely-tuned geometry. All in all, the M2 is quite an exhilarating car to drive, especially on a technical circuit like that of the Dubai Autodrome.

India is quickly becoming the hotbed for motorcycling. Not just in terms of riding but manufacturing as well. Some of the most aspirational brands in the world are making their motorcycles right here in India. Along with the conventional ICE motorcycle, made-in-India electric two-wheelers are also making their presence felt. While the EV landscape is primarily dominated by scooters, a few are taking a shot at motorcycles as well. One such manufacturer is Matter and we are taking a look at their ambitious project called Aera! 

Matter was founded in 2019 and today, it is run by a team of 500+ innovators with a combined experience of over 2,000 years in EVs and energy technology. Their operations are not limited to just electric vehicles. Matter has two arms; Matter Mobility which focuses on electric vehicles and Matter Energy which works on Lithium-ion energy storage and energy management solutions. For us, the primary talking point is the Aera, India’s first and only electric motorcycle with a manual gearbox and right off the bat, Matter has a homerun on their hands. 

The motorcycle was unveiled at the Auto Expo, 2022 and we were fortunate enough to take a firsthand look at it. With features like liquid cooling, a manual transmission, and enviable features headlined by a 7” touchscreen, we could tell that the Aera would be a banger. Fast forward to today, and we are riding the Aera 5000+ in Matter Mobility’s birthplace- Gujarat. With their headquarters in Ahmedabad, it seemed fitting to experience this revolutionary Indian machine in the great Rann of Kutch… and during the Rann Utsav Rann Ke Rang no less! 

Riding the Matter Aera 5000+ in Kutch was a unique experience for us. So far, we have explored 66 countries around the world and yet, we never properly explored the Rann of Kutch, one of the most serene landscapes you can find anywhere in the world. All the exploration we have done was on some of the most amazing motorcycles ever made, both big and small. But never an electric motorcycle. So riding an electric motorcycle and that too in the Rann of Kutch had us very excited right from the get-go. And as it turned out, our excitement wasn’t unfounded. 

Moreover, we had not one but two Aera 5000+ examples with us being ridden by Sundeep Gajjar aka The MotoGrapher and Ankita Arora, also known as HighHeelsMotorcyclist. Despite having more than a million km of riding experience for the former and more than 11 years of riding for the latter, the prospect of riding an electric motorcycle in such a landscape was a first for both. As a Matter of fact, they both felt blessed to be alive in an Aera where India has become the birthplace of a motorcycle as impressive as this. The world just keeps getting better, doesn’t it? 

Also, we think that it is time to drop the mystique and tell you why the Matter Aera 5000+ left us so darn impressed. Starting with the looks, the Matter Aera 5000+ looks phenomenal. It is just the right amount of radical without being overbearing on the futuristic look. Despite being edgy, the design has a certain flow to it. First up, the front looks smashing with the projector lamp, the DRLs, and the turn signals placed on the scoop on either side. It is one of the most unique fascias we have come across in quite some time. Moreover, the TFT screen is not only humongous but has been placed well which a lot of manufacturers do not get right, especially on naked motorcycles.

Moving to the side, the Aera 5000+ has just the right amount of mass. We love the execution and along with it, the placement of the motor and the battery. The highlight on the side though is the spinner that complements the amount of throttle you give it. Another thing you notice is oil because the Aera 5000+ has a gearbox but more on that later. Towards the rear, the lines taper as they should and all-LED lighting accentuates the overall design. In lesser words, the Matter Aera 5000+ is a phenomenal-looking streetfighter that will grab a lot of eyeballs on the roads. 

The colour scheme on both the motorcycles also looked pleasing; red with white accents and grey with neon green accents, even more so in the setting! Rann of Kutch is one of the most spiritual places we have been to. The sheer expanse of it and the calmness it brings leaves one spellbound. While the sound may be an important aspect of motorcycles, the Aera 5000+ with its lack of it makes it easier to hear nature as it is meant to be. We had the Rann of Kutch Lake on either side of the road so you can imagine what an experience it was to hear the wind and the water. It was like meditation. We can’t even imagine how it would have looked on a full-moon night!

Here are some closeups of the Matter Aera 5000+ for you to appreciate

Coming back to the Aera 5000+, let us talk about the riding experience starting with the ergonomics. Being a naked motorcycle, the rider’s triangle is very comfortable making it a very comfortable motorcycle over long distances. And it can easily be used for long distances but again, more on that in a bit. Another ease of life feature is the parking assist. For shorter riders, taking the motorcycle out of a tight parking spot can be a hassle but the Aera takes care of it with just the press of a button. Overall, the Aera 5000+ is an easy motorcycle to live with in both the city and over long distances. 

Finally, let us talk about the things that make the Matter Aera 5000+ the revolution that it is. The powertrain consists of a 5 kWh battery, a motor rated at 10.5 kW or around 14 bhp, and most importantly, a 4-speed manual gearbox. One of the major reasons why people find it hard to move to electric motorcycles is the lack of a gearbox. Being able to use a clutch and changing gears is an important part of the experience of riding a motorcycle. With the Matter Aera 5000+, one gets to experience the conventional with an electric twist. 

Another major reason why electric vehicles are finding fewer takers is range anxiety. The Aera 5000+ takes care of this as well. While the 125 km range is impressive, it is the charging that takes the cake. It allows the use of a conventional 5 amp socket to charge the motorcycle. It was insane to see our motorcycle getting charged along with our phones while we enjoyed a hearty meal at a nondescript dhaba during our trip. It takes a little more than 5 hours for a full charge with the normal charger but if you can find a place to use the fast charger, it can be done in less than 2 hours! These two alone take care of the lion’s share of concerns that people have regarding electric two-wheelers.

While Kutch mesmerized us with its colours in some places and the lack of them in others, the Aera 5000+ impressed us with its performance. Matter claims that it can get to 60 km/h from a standstill in under 6 seconds and we can attest to that fact. The throttle response is crisp and immediate in Sport mode. All the torque is available right from the get-go and that is one of the things that makes this motorcycle so exciting. But it is also something that you have to get used to and for that, you can use the other modes; Eco and City. All the modes are very distinct and it feels like one is riding a different motorcycle in each. 

While some may rue the lack of sound in electric vehicles, we are pup-culture buffs and so, we find the hum of the motor quite familiar. Riding the Aera 5000+ feels like the vehicles in those science fiction movies such as Tron. Another thing that makes it feel like a futuristic machine is OTA. Matter states that with over-the-air updates, the Aera 5000+ can transform into a completely different motorcycle. That is something that used to happen in smartphones and now, the same thing can happen in a motorcycle… Welcome to the future, people! And it is a matter of pride that this particular piece of the future is completely homegrown. 

In addition to the impressive features we have discussed so far, another area where the Aera 5000+ blazes trails is thermal management. The motorcycle features intelligent thermal management along with liquid cooling for both the battery and the motor. This not only ensures peak efficiency and performance but also longevity. Moreover, being able to integrate all that in such a lithe body is a feat of engineering that is worthy of all the praise. Then there’s the robust battery management system, the FOB which enables a host of other features, and even offline maps from MapmyIndia. Add to that things like a comprehensive capacitive touchscreen, 4G, WiFi, Bluetooth 5.0, a 9-axis IMU and what you have on hand is finesse that is not seen in any other electric motorcycle made in India so far. 

Despite being their very first motorcycle, Matter Mobility has put a lot of effort into ensuring that the Aera 5000+ is just as impressive dynamically as it is in other areas. The geometry is spot on and the weight has been kept in check. As a result of all that, Matter Aera 5000+ handles like a dream be it in the turns or on the highways. Moreover, the tractability and the precise throttle make the Aera 5000+ a very usable motorcycle in the urban setting as well. On top of that, you get dual disc brakes with a single-channel ABS adding another dimension to the already impressive handling department. 

Here are some shots of Kutch from our eye in the sky

After exploring what Kutch had to offer along with what the Aera 5000+ brings to the table, we ended this journey on a high by witnessing an amazing sunrise in the seemingly unending salt plains of Kutch. It almost reminded us of the Bonneville Salt Flats except the sunrise made our own salt flats look much better. Coming back to the Aera 5000+, it is a motorcycle that has redefined electric vehicles for us. It is a game-changer that makes us consider modifying the term petrolheads to motorheads. That is how good it is and the two we had with us were pre-production examples which means that the actual motorcycles will be even more polished. 

It is relatively easy to put together an electric motorcycle. There have been a few parts-bin examples but the Aera 5000+ changes all that with its cohesiveness and it is palpable despite the added complication of liquid cooling and a gearbox. For that, we have to respect Matter Mobility for coming up with such a comprehensive motorcycle despite it being their very first attempt. We are sure about the fact that there will be more such motorcycles coming out of India but for now, the Matter Aera 5000+ is surely leading the charge!

Here are some more photos from our time with the Aera 5000+ in Kutch

The Indian motorcycle market seems to be in a happy place at the moment. From motorcycles to motorcycle essentials, lots of manufacturers are launching heaps of products and we are running around trying them on for size. It’s almost hectic but this is the life we chose and love. This particular piece though is about something that we have been looking forward to for a while. If we had to cut to the chase, the new Huskies are here. The introduction of the Vitpilen and the Svartpilen is a tad odd but we’ll get to that. For now, the good news is that the Svartpilen 401 is here! 

Before we talk about the bigger Black Arrow, let us address the oddity. So Bajaj has refreshed the Husqvarna lineup in India with a new Vitpilen 250 and the Svartpilen 401. We have no idea why the Vitpilen was left out when the new 399cc mill seems to have made the Svartpilen 401 so much more exciting! We may get it later on but still, it is a tad odd. The new Vitpilen 250 is bigger and there are a fair few changes to it. But we only rode the Svartpilen 401 and so, that is what we’ll be talking about. 

Talking about the Svartpilen 250; it was a unique motorcycle. The Indian market had seen nothing like it. As is always the case, radical designs often come with unique problems. The quarter-litre Black Arrow was too tall, too small, and a little rough around the edges. Those are characteristics that people who buy Huskies love but ours is a sensitive market. Bajaj took the feedback and decided to make some changes to the Svartpilen, in addition to the engine that is. 

The good ol’ Svartpilen 250 from back in the day

The motorcycle is now bigger. You can tell simply by looking at it. The fuel tank has grown from 9.5L to 13.5L which makes the whole motorcycle look bigger. The seat is roomier and not just for the rider. The seat height is down from 842mm on the 250 to 820mm on the 401. And despite all of this, it is just 5 kg heavier than the Svartpilen 250 which is a mean feat. The Swedish design philosophy necessitates keeping proportions in check so the round headlamp has grown as well. All of this seems well and good but has the compromise dulled the tip of the Black Arrow? 

To be honest, the Svartpilen 401 is still quite a unique-looking motorcycle. It is just not as radical as before. It can be seen everywhere. The whole ‘fuel tank is the bodywork’ seems a little less dramatic on the 401. The tail section is also more conventional with the ‘hugger has it all’ giving way to an extended fender which has the turn signals and number plate holder. The pillion grab rail doesn’t look too ‘lagom’ (Swedish philosophy of just the right amount) either. The old round display has been scrapped for a stunning new 5” FT which we found to be fantastic with all the animations and such. 

If you read the last paragraph in a predominantly negative light, let us fix that for you. The Husqvarna Svartpilen 401 still retains its scrambler vibe and among those in the class, it still stands miles out. It is still a beautiful machine and it still screams Husqvarna all around. It is just that we put it under harsh scrutiny because the 250s blew our minds when they were launched and compared to those, the new Svartpilen 401 looks a little mild-mannered. Compared to the rest of the crowd, the Svartpilen 401 is still a uniquely handsome motorcycle. 

Now, the biggest (and the most unsurprising) change; the engine. The new Black Arrow is powered by the 399cc mill from the new-gen 390 Duke… exactly the same engine. 46 horses, 39 torques, and tons of character. Though we’d have liked it to have been a bit more tailored to the scrambler theme of the Svartpilen, the engine on its own is a proven gem. It is a rev-hungry engine that we have come to expect from KTMs but it is more tractable than before, as we found out while riding the new 390 Duke. Most importantly, it makes the Svartpilen 401 a bloody quick motorcycle. 

Give it the beans and the Svartpilen 401 gathers speed at a terrifying rate. The combination of a potent high-capacity single-cylinder engine and a lightweight motorcycle means that the Svartpilen 401 is hugely exciting. There is some buzz from the engine in different parts of the rev-band but it seems more like an accentuation of the character than a deal-breaker. Off the tarmac, you really have to give it the beans and if you do with the rear ABS off, it is quite a fun motorcycle on some light trails and that is all you should be doing here; light trails.

While the Pirelli Scorpion Rally STRs and the whole scrambler theme make it look like it can rule the roost off the tarmac as well, Bajaj states that this is a hardcore street bike and not an adventure tourer. Even without that clarification, we’d not have mistaken it for one. The ergonomics are a giveaway before anything else. The riding stance is more like a roadster with a slight reach to the handlebars. So saddling is not something that comes naturally on the Svartpilen 401. While the ground clearance is significantly improved and the bashplate is retained, it is still a far cry from conventional off-roading motorcycles.

Continuing with the ergonomics, we’d like to point out that the new Svartpilen 401 is a fair bit more comfortable than the old one. It is bigger, roomier and more accommodating for a much wider variety of riders this time around. Despite spending a lot of time in the saddle, we never felt too tired to take it off the tarmac every once in a while to explore some hidden gems in Pune. Overall, the Svartpilen 401 is a comfortable motorcycle that you can spend a lot of time riding but if you are looking to ‘stand and deliver’ on some beaten trails, it limits that particular prospect a bit. 

In the handling department, there are a few quirks. The Svartpilen 401 shares a lot of parts with the new-gen 390 Duke and therefore, you get the same chassis components including the main frame, the swingarm, and the adjustable suspension. These make the Svartpilen 401 a hoot to ride on some winding roads. The tubed-spoked wheels and the Scorpion Rally STRs take some getting used to though. The tyres and wheels are heavier than the 390 Duke and it is unsprung mass too so do not expect the new Black Arrow to be a corner-carver like the 390 Duke. Despite the relatively (and slightly) heavier steering, the Svartpilen 401 can take what most riders can throw at it if you find yourself in the mountains looking to get your lean on. 

Off the road, the tyres come into their element. We took the Svartpilen to some really treacherous roads, especially the one where we found the mud to be like quicksand. Yet, the tyres powered through with relative ease. So in terms of capability, the Svartpilen 401 can be taken off the tarmac but it is not meant for that express purpose. Other than that, the chassis package still means that you have an excellent read on what the motorcycle is doing and that makes it more manageable off the tarmac than it should be. 

In terms of features and electronics, the Svartpilen 401 gets switchable ABS and Traction Control but not the IMU that the new 390 Duke has. So it misses out on the lean-sensitive variations of the aforementioned rider aids. Launch control, riding modes, and Bluetooth are missing as well. Riding modes and Bluetooth we missed, launch control, not so much. It is INR 20,000/- cheaper than the 390 Duke so that makes up for it somewhat. The question then is, does the Svartpilen 401 make sense? 

It does, a lot of it. While it shares a lot of parts with the 390 Duke and still misses out on some cool bits that the Orange Baddy has, it is a very different motorcycle. The 390 Duke is a thrilling motorcycle but its over-the-top persona is not for everyone. The Svartpilen 401 is classier and more like a gentleman (a rugged one). Moreover, the changes made to the Black Arrow are a result of Bajaj listening to the people and giving them what they want. The result is a more accessible and easier-to-live-with motorcycle that is still just the right amount of Swede. That counts for a lot. 

As always, whether you should get a particular motorcycle or not depends on you more than what anyone else has to say. So give it a try at your nearest KTM showroom and figure out if the Svartpilen 401 is something you want. About the nitty gritty, the Svartpilen 401 gets a big thumbs up from us.

Years ago, if someone told me I’d be riding a made-in-India Aprilia right here in India, I would have probably scoffed at the thought. I am not a cynic but still, the thought would have seemed a little too outlandish or optimistic. That was years ago though. For me, the first month of 2024 has started with a bang called the Aprilia RS 457. Right off the bat… believe the hype, people! 

If you are someone like me, born in the 80s, you probably grew up riding the RX-100s and the RD350s. Then the CBZs, the Pulsars, and the R15s. All of these motorcycles played their part in revolutionizing the Indian motorcycling scene. Fast forward a few years, India was manufacturing motorcycles from brands that we weren’t sure would even be sold here. 

Look at us now. KTMs are being made in India. Husqvarnas are being made in India. BMWs are being made in India. The latest entrant to the party is Aprilia; the RS 457 is being manufactured at the Noale brand’s Baramati plant. It is a matter of immense pride for us that world-class motorcycles from world-class manufacturers are being made here, for us and for the world! 

Talking about the motorcycle and starting with the looks, the RS 457 looks everything like an Aprilia should. In a word, it looks stupendous! Starting with the front, the DRLs are the highlight. The integrated little winglets, the little scoops over the brow, the fins on the fairing and so on; this is a motorcycle that is dripping with Italian character and flare. 

The aluminium frame which is a segment first further augments the premium big bike looks. The lines taper towards the rear beautifully ending in a tail section that will make a lot of motorcycles envious. The tank is meaty and even the clip-ons make you feel like you are riding something special. The indicators are incorporated in the all-LED headlight which further makes for cleaner lines.

I also loved the layered fairing and the underbelly exhaust integrated with the belly pan. The handlebar controls are backlit and the 5” TFT display is vivid and displays everything you need to know while riding the RS 457, including be a racer. The last bit is extremely important. Looks may be subjective but not in this case. In terms of design, The RS 457 is a 10 on 10. And it ought to be considering it is inspired by the RSV4 and the RS 660. 

Now to the juicy bit, the engine. 457cc, liquid-cooled, DOHC, 4-valve, parallel-twin; sounds good, right? Add to that the uneven 270-degree firing order and it starts to sound too good, literally! It is the best-sounding motorcycle south of 500cc or more than two cylinders. In terms of numbers, it makes 47.6 bhp of power at 9,400 rpm and 43.5 Nm of torque at 6,700 rpm. 

This is one of the few occasions where I have mentioned the rpm for peak torque and power because it is important here. Usually, small-capacity twins with tons of power require you to wring the throttle to get going. In the case of the 457, you don’t. There’s tons of grunt right from the get-go. One of the reasons is that Aprilia had room to work with as the engine is probably capable of even more power but south of 48 horses keeps things nice and accessible for A2 license in Europe. 

As a result, the engine is not being worked too hard. This should translate to tractability and on-demand power on public roads. I will not speculate though and just talk about how it goes on the racetrack. In a word, it rocked my world. The power delivery, the amount of power, the gearing, the grunt, and that crescendo of its exhaust is something that you simply have to experience to appreciate. 

Castrol is the official partner of Aprilia worldwide and their partnership extends to the racetrack as well with Castrol POWER1 ULTIMATE being the official engine oil partner of the Aprilia Racing Team. With my years of experience with it, I am also going to be using Castrol POWER1 ULTIMATE as and when I get my own Aprilia RS 457.

Kari Motor Speedway is not the fastest or the most flowing layout and yet, you find yourself going bonkers on every corner exit just to hear the engine sing and deliver thrust that is rarely felt in this class. I usually keep the discussion about weight for the handling section but I need to mention it here. At 175 kg (kerb), the RS 457 is as light as it could be which translates to a power-to-weight ratio that is beyond impressive. 

Right off the line, it simply flies off and the power just keeps on coming and coming and coming. Despite all that, the RS 457 is extremely refined. Again, there are perks to not overstressing an engine. The fact that it’s a twin also helps the matter. The gearbox was slick though on a racetrack, one does miss a quickshifter which I thought would be standard but that’s just being greedy. It is an optional accessory but more on that later. 

In terms of electronics, the ride-by-wire system facilitates sophisticated riding modes that adjust power, torque, and traction control. The latter can be disabled as well if you’re hardcore. The engine is an absolute gem and I am sure that it is more than capable of powering more motorcycles on the platform; we’d love to see a Touraeg or a Tuono powered by this peach of an engine. 

Ergonomics and handling are next. If be a racer does not clarify it, let me tell you that the riding position is quite committed. But it is not a backbreaker either. 800mm seat height makes it accessible to almost every rider. The handlebar sits low but the footpegs aren’t too high. Overall, it is a nice compromise between track riding and road riding with a little more emphasis on the former. 

In terms of handling, the Aprilia RS 457 is akin to a surgical tool. It is precise to the point that it can turn on a dime. The weight has a role to play, yes, but the chassis and the geometry are tuned to perfection. You point where you want it to go and it goes there. The turn-in is quick, the side-to-side transitions are smooth, and it holds its line like a racing machine should. 

It inspires so much confidence that despite the track not being the smoothest, I could push it harder and harder, braking later and later. The 320mm disc on the front has a radially mounted 4-piston calliper which grants the RS 457 with very confidence-inspiring stopping power. The ABS seemed a little too eager but I found that it has two maps as well. So one can play around to find what fits their riding style the best. 

The suspension was tuned very well as well. Though not fully adjustable, the fork offers preload adjustability. The quick riding session did not allow me the time to mess around with those but even in stock, the suspension system works phenomenally. How well it does on Indian roads remains to be seen but I have a good feeling about that as well. 

The handling prowess of the Aprilia RS 457 is augmented by the TVS Protorq tyres. These are steel radials offering all the grip one can ask for. We had tested these tyres not too long ago and came away impressed. On the RS 457 as well, they do a splendid job of taming the power and the dynamics of the motorcycle. 

Overall, the Aprilia RS 457 justifies its tagline. It is a roadgoing motorcycle but it is an immensely capable track tool. It is precision on two wheels and the whole package is something that can prove to be a fantastic first motorcycle if racing is something that you’d like to take seriously. And at INR 4.1 lakh (Ex-Showroom), the RS 457 is perhaps the most VFM entry-level supersport motorcycle you can get your hands on considering the package and Aprilia’s legacy. 

Talking about the competition, there’s the Ninja 400 which is more expensive and personally, less appealing. They may be neck to neck in terms of performance but the RS 457 offers more character and features for less money. Then there’s the R3 which is more expensive and very basic in terms of the package. It may be more of a sports tourer but in direct comparison with the RS 457, we know which one takes the cake. 

The Apache RR 310 is a little too far off in terms of performance so a direct comparison is a little futile but if you were to compare the looks alone, the competition is level. Finally, there’s the RC 390; the closest in terms of power-to-weight ratio, cheaper, and fairly loaded in terms of features. The RS 457 has an extra cylinder, is more relaxed, and sounds better too. 

The only thing that remains to be seen is the after-sales experience when it comes to the Aprilia RS 457. Aprilia’s footprint in India is relatively limited but with the launch of the RS 457, we are hoping for a major overhaul in that department as well. That is the only minor concern I can think of. Other than that, which motorcycle is right for you is something I cannot decide. Go out there, get a feel for all of them and then make a decision. If it was up to me though, the RS 457 is a very easy recommendation to make. 

Also, a small note about the accessories will follow. The prices for these have not been announced yet but here’s the list nonetheless: 

• Quick shifter
• Adjustable brake lever
• Electronic Anti Theft
• Front Brake Lever Protection
• Assembly system for Electronic Anti Theft
• Internal Bike Cover
• External Bike Cover
• Helmet Lock
• USB Charging
• High Windscreen
• Heel Guard
• Front Axle Protector

It is a great time to be a motorcyclist. From disciplines to displacement, the Indian market has something for everyone. Among the various classes, the 300-400cc class is the sweet spot. Motorcycles in the class do not overwhelm one but still give them a taste of power and premium. A few years ago, the segment had a stellar entry in the form of Yamaha R3. It looked stunning, the engine was a gem, and overall, it was a motorcycle that deserved the premium it commanded (for the most part). 

Then, it went away as the new norms were enforced. Then the new R3 came and it was part of Yamaha’s portfolio in a lot of countries except ours. It was sad but Iwata has decided to finally alleviate that sombreness. The Yamaha R3 is back and this time, it is not alone! We rode the new Yamaha R3 and its naked sibling, the MT-03 at the Buddh International Circuit a few days ago. They left a great impression but do they have enough to deal with the fierce competition in the 300-400cc class? Let us find out. 

After riding both the Yamaha R3 and MT-03 for some laps around the Buddh International Circuit, we can say that these are near-identical motorcycles. One is a supersport and the other is a naked motorcycle but their differences are, for the most part, skin-deep. The engine, the state of tune, the instrumentation, the features (or lack thereof); everything is shared between these two motorcycles. We’ll start with the looks. 

We like the new R3’s design; LED lighting all around, USD forks finished in gold, and overall a very clean and pleasing presence. The fit and finish are top-notch. The one thing we were left wondering was why it missed out on the current YZF design theme that the other motorcycles, including the R15, follow- a central projector headlamp flanked by brow DRLs. It kind of makes it look different from the other Rs from Yamaha’s stable. 

Not that it does not look good but we believe that it could have stood out even more. The gills on the tank shroud are somewhat of a saving grace. Overall, the R3 is a beautiful motorcycle but not as unique as the old R3 which looked insane with its reverse-inclined twin headlamps. Rest, it is up to you to gauge from the pictures whether it floats your boat or not. 

Then there’s the MT-03 which is in line with all the other MTs out there. A radical design with a robotic face and muscular shrouds make the MT-03 stand out. The fuel tank on the MT-03 feels more muscular than the R3 despite the identical capacity, at 14 litres. The air scoops on the tank shroud are reminiscent of some old Yamaha streetfighters. The USD forks are finished in black which is in line with the darker and intendedly ominous look of the MT-03. 

Overall, both motorcycles will get ample attention on the road. The design may be simple but the execution is flawless. That is something we have come to accept from Japanese motorcycles and these two are no different. We’d like to point out the finish again; it is exceptional on both motorcycles which makes them look premium. 

In terms of ergonomics, the highlight is the 780mm seat height which makes both of these motorcycles much more approachable for a wider group of riders. Predictably, the R3 has a more committed riding position and the presence of a windscreen helped immensely with the windblast, especially at BICs where we could open the taps. The MT-03 offers a more upright and commanding riding position but the usability it gets is evened out by the windblast that one might have to deal with on open roads. 

Now, it is time to discuss the highlight of these two motorcycles- the engine. 321cc, liquid-cooled, parallel twin good for 42 PS of power at 10,750 rpm and 29.5 Nm of torque at 9,000 rpm. The engine is silky smooth and very potent but needs to be revved to get the best out of it. There is not a lot of grunt at the bottom end but if you keep the revs high enough, the reward is a fantastic soundtrack and dollops of power. In the R3, the engine feels right at home and even more so on the racetrack. 

When it comes to the MT-03 though, it feels a little anaemic. Considering the MT-03 is a naked motorcycle that will live in the city for the most part, the tractability could have been better. Maybe different gearing could have helped. On the racetrack, it was not apparent, of course, but the lack of a solid bottom end could be a little nagging in stop-and-go traffic. Even on the highways, one will need to work the gearbox for overtakes. VVA could have fixed it for both motorcycles but they miss out on that. 

Talking about missing out, both the R3 and the MT-03 come without a quickshifter (which is a little sad because it would have gone very well with the engine). Moreover, the lack of a slip-and-assist clutch is even more surprising. Though the clutch is light, it is not the lightest and if you have to modulate a lot, it will get a little tiresome. 

To be honest, these are not (and should not be) dealbreakers because the engine makes up for all of that. The throttle is crisp, the fueling is spot on, the refinement is spectacular, the power delivery is very linear, and as far as we can tell, heat management will not be a problem either because of the engine’s sedate behaviour in lower revs. 42 Ps is a lot of power which makes both, the R3 and the MT-03, very quick motorcycles. Predictably, the R3 has a higher top speed than the MT-03. 

Let us talk about the handling now. Both the motorcycles handle themselves very well. On the straights and in the corners, both are thrilling, engaging, and confidence-inspiring. The chassis is made of telepathy and both of the motorcycles talk to you continuously to make the experience of riding so much better. The R3 and the MT-03 both live up to Yamaha’s high standards when it comes to motorcycle dynamics. 

The suspension is pliant but not so soft that it makes the motorcycles wiggly. In bumpy corners, one might feel a little unsettled but when it comes to smooth tarmac, both of these motorcycles are a revelation. For the most part, the tyres hold both of these motorcycles back a bit. Stickier rubber will make them much better handlers. The basic 298mm front brake with axially mounted callipers also leaves a little to be desired. On the roads, the brakes will work just fine but on a racetrack, both the motorcycles could have used a little more bite. 

In terms of features and electronic aids, you get ABS and that is all. No electronics, a simple LCD, no Bluetooth, no navigation… nothing! This might be a bit of a disappointment but it should not be. Riding any of these two motorcycles will reveal the joy of riding unrestricted and unbothered by tons of electronics trying to keep some degree of control to themselves and not handing them over to the rider. In the realm of organic riding experience, the R3 and the MT-03 both impress equally. 

To finish it off, the Yamaha R3 and the Yamaha MT-03 are fantastic motorcycles. They are usable every day (mostly) and the engine alone makes recommending these two very easy. Simple motorcycles built to perfection and meant to cater to just one thing- an authentic riding experience. Finally, the kicker. Both the R3 and MT-03 will make it to India through the CBU route which makes them… expensive. 

INR 4.65 lakh (Ex-Showroom) for the R3 and INR 4.6 lakh (Ex-Showroom) for the MT-03 is a steep price. The RC390 is almost 1.5 lakh cheaper. Even the Aprilia RS457 is nearly 50 thousand cheaper. Then there’s the RR 310, the G 310 RR, the RTR 310, the G 310 R and the 390 Duke; all cheaper than the Yamaha offerings. Despite that though, the simplicity with which these two bring a smile to our faces has its own charm. And on Charm, there can be no price tag!

And here’s some more eye candy from our time with these two!

At xBhp, we are travellers and we love motorcycles. So in a nutshell, we love travelling on motorcycles. In the two-decade existence of xBhp, we have had the pleasure of riding some of the most wonderful motorcycles ever made. Some were brutally fast, some could go virtually anywhere, some looked majestic, and some were simply legends and icons from the glorious history of motorcycles. But coming back to the point, we love travelling on motorcycles and because of that, we love motorcycles that make it as easy and as elegant as possible. In that particular case, the Honda Gold Wing is the yardstick. And if you do not mind the wordplay, the Gold Wing is the Gold standard. 

One of the most well-known motorcycles in the world due to its characteristics and presence, the Gold Wing is a brand in its own right. Its name speaks for itself and we are sure that if it ever existed as a standalone brand, it’d still sell just as well simply because it is magnificent in what it does. What does it do? Well, it lets you travel sublimely; you travel nestled in the lap of one of the best engines in the world and surrounded by creature comforts and amenities rarely seen on motorcycles. All in all, it is the ultimate machine for both bragging rights and munching miles. 

All that we said was about the Honda Gold Wing. The latest one, that we got to experience in Germany, is the evolution that has gone beyond all that. The earlier Gold Wings were big and intimidating. The one we rode is not small by any stretch of the imagination but it feels more refined and its size seems proportionate and… just right. The weight of the Honda Gold Wing varies with the spec or different trims but it can go up to 390 kilos. That is a lot of mass and yet, it does not feel that way even at a standstill. The seat is very low and very comfortable so the surefootedness of the rider negates some of the weight. Moreover, it gets a reverse gear and the added assist again nullifies some adverse impacts of the weight. 

Now, the weight, despite being considerable, completely disappears once you are on the move. The Honda Gold Wing employs a liquid-cooled flat-six engine that displaces 1,833cc. While the numbers are huge, the application is geared more towards comfort and approachability rather than outright power. So the engine is good for 124 bhp of power and 170 Nm of torque. With ride-by-wire, that grunt is delivered in the softest and friendliest manner possible via a dual-clutch transmission and shaft drive. 

Just to understand the extent of what you get with the Gold Wing, listen to this; in addition to the 7-Speed DCT, you even get airbags! Yes, airbags on a motorcycle. The encompassing yet stylish bodywork is complemented by all-LED lighting. The electronically adjusted windscreen is there to nearly completely mitigate windblast. The rider’s seat is spacious and so is the pillion’s. The latter even gets an adjustable backrest. There’s a 7” LCD screen that helps navigation and is Apple CarPlay and Android Auto compatible. It has Bluetooth along with two USB type-C sockets as well. Let us also not forget about the crisp sound system that is there at your disposal. 

Despite the sound system though, we found ourselves enjoying the silken soundtrack of the flat-six engine. It sounds so amazingly smooth and it is ever-present throughout the rev range, only getting better and better as the revs climb. Because of the inherent balance of the flat configuration, the engine feels as smooth as it sounds. It is a gentle giant in every sense of the word. Despite its mellow demeanour, it is a potent mill and can do Autobahn speeds all day. While we think that the DCT here is a great unit and all the shifts are very well-judged, we are still suckers for manuals. The DCT’s minuscule shortcomings are apparent in hairpin bends or in quick overtakes. Other than that, it is wonderful. 

Moving on, the Honda Gold Wing features a very unconventional front suspension for a motorcycle. The double-wishbone setup is exceedingly rare in motorcycles but it works wonders for the Gold Wing and its intended purpose. It is superbly pliant and poised on bad roads and yet, feels taut and confident in the twisties. We rode the Gold Wing on the Black Forest Road in Germany and it is one of the best pieces of tarmac for riding a motorcycle. Even the twisties, the Gold Wing never lost its composure and we still could not feel the weight of the motorcycle. 

In terms of braking, we can say that the Gold Wing is simply astounding. The amount of speed the engine makes possible and the amount of heft makes for a lot of inertia. Yet, the Gold Wing comes to a stop without any drama at all. One is left awestruck when one realizes the kind of motorcycle the Gold Wing is and the kind of things it is capable of. To see the wishbones working away while riding is a sight to behold. 

The Gold Wing excels even in the storage department. While the one we rode was missing the top box, the panniers on the side were more than enough for our needs and we believe that’d be the case for most people unless you’re planning a world tour on the Gold Wing. And trust us when we say that the Gold Wing can do that as well while still being elegant and opulent. To sum it up, there are not a lot of motorcycles like the Gold Wing and even if there were, it’ll be very hard to go toe to toe with this magnificent motorcycle… after all, Gold Wing is supremacy incarnate!

When it comes to motorcycles that are closest to our hearts, the Honda Fireblade is right on the sharp end of that list. It was xBhp’s second big bike but our very first 1,000cc race-bred fire-breather. It was also the flagship of our first pan-India roadtrip. We recently added a 2019 Fireblade to our garage and yet, the feeling was not as nostalgic as it should have been. Why? Our first Fireblade was a focused beast of a motorcycle. Tons of power, tons of aggression, and that under-seat exhaust… oof! But over the years, the Fireblade got a little mellow and tame. 

It was one of the sweetest and friendliest superbikes out there. It was approachable and that meant it was fairly popular. In doing all that though, it was on the lower end of the spectrum when it came to power and overall, it just didn’t feel as menacing as the Fireblade name suggests. But all of that changed with MY2023. Honda launched the new Fireblade and it came with tons of power, tons of aggression, and that underseat… well no, not that. Regardless, it was a heck of a comeback for Honda at the sharp end of litre-class superbikes. 

During the Germany leg of xBhp PowerTour2023, we got to experience the return of the prodigal son. And a very special variant too. So here, you are looking at the Honda Fireblade CBR1000RR-R SP 30th Anniversary Special Edition. Breaking down the name, CBR1000RR-R Firebalde signifies the reinvigorated Fireblade. The SP means that it gets all the bells and whistles such as Öhlins suspension, Brembo brakes, Li-ion battery and such. The 30th Anniversary Edition gets you the graphics resembling the legendary CBR900RR from 1992. With all that done, let us get down to how it feels to look at and to ride. 

Right from the way it looks, the new Fireblade reveals its intentions right away. The front fascia looks menacing. The integrated winglets are a godsend because the protrusions seen on other motorcycles tend to mess with the lines. The layered fairing looks awesome and Honda states that a lot of the stuff on the new Fireblade is inspired by HRC’s MotoGP challenger, RC213V. The new Fireblade was meant to be a motorcycle with a singular focus- decimating lap times on a racetrack and the Honda CBR1000RR-R SP lives up to that by being one of the best track motorcycles out there. 

The focus on racing and winning is evident in the ergonomics as well. The footpegs have been moved backwards and upwards, the handlebar has been moved forward and the tank is lower and flatter to aid a better tuck. Such is the focus on racing that this new Fireblade does not even get a regular key slot. By removing the conventional keyed ignition system, they have been able to streamline the intake ducting to aid airflow. The ignition and steering lock now sit on the side of the instrument cluster which may take some getting used to but still… it is insane how Honda has completely flipped the script in pursuit of dominating racetracks. 

There have been changes to the geometry and the chassis, again, inspired by the RC213V. The most important bit, the bit that has redefined the Fireblade, is the engine. The bore and stroke are now the same as the RC213V and so is the material used to forge the pistons. The titanium Akrapovič muffler is standard and along with more mechanical changes, Honda has ensured the engine revs higher and makes more power. How much? Well, 214 horses does not sound too shabby now, does it? That and 113 Nm of torque ensure that the Honda CBR1000RR-R Fireblade is now one of the most powerful litre-class superbikes out there. 

How does it feel? Far be it from us to push this ferocious animal to its limits on public roads. Yet, even during our short stint with it, it gave away enough to project that this one means business. There is not a lot in the lower revs but the speed with which it gathers revs makes up for it. It starts to come into its own around 7,000 rpm but after 10,000 rpm, it really lets loose and does not let up till the 14,5000 rpm redline. The surge in power and the acceleration is as intoxicating as it is terrifying. Moreover, the orchestra of 4 cylinders reaches its crescendo around the redline at which point everything is overshadowed by its manic and visceral scream. The one thing we’d like to see is variable valve timing tech. That might make the lower rev range seem more usable and add to the thrill of acceleration that the CBR1000RR-R offers. 

We cannot tell the exact difference between the Nissin callipers of the standard model and the Brembo of the SP or the Showa forks on the standard and the Öhlins on this one. The reason is simple; we have not ridden the standard Fireblade. As far as this one goes, there is nothing more you can ask for in terms of responsiveness and handling. The CBR1000RR-R SP is light on its feet, changes direction in a jiffy and carves corners like nothing we have ridden before. The Pirelli Supercorsa SP tyres further help the new Fireblade to stick to its intended line till asked to do otherwise. It is almost a sensory overload. It demands your full concentration and if you put in the effort, the reward is well worth it. 

Lastly, everything in life is a trade-off. This ferocity means that the new Fireblade has lost a fair bit of its mild manners. And if you are only going to ride on the road, you are probably better off with the standard variant or even some other motorcycle. But… if the racetrack is where you like to fight, the Honda CBR1000RR-R is an almost insurmountable weapon!

Whether we like it or not, electric vehicles will be a prominent part of our future. Someone may come up with ideas to still sustain ICEs but even that cannot overshadow the already significant headway that electric vehicles have made. We have ridden all kinds of motorcycles over the years. We have ridden some electric motorcycles in the recent past as well but the one in question here stands out. And it should stand out because when it comes to electric motorcycles, Energica is a force to be reckoned with. After all, they were the sole suppliers for MotoE till 2022. So without further ado, here’s the Energica Esse Esse 9+ and our experience with it in Germany! 

The very first thing I’d like to address is the design. Energica calls this the world’s first classic retro-styled electric motorcycle. As far as that claim goes, it is more than substantiated. Blast from the past round headlamps; check. Muscular panels that make it look fast; check. Aggressive, almost predator-like, stance, check. It looks like a modern classic alright. Moreover, since it is Italian, it has a very distinct persona as well. Not many motorcycles can do it but the Energica Esse Esse 9+ looks as good in the photos as it does in real life. Or the other way around. Then again, it is a product of Modena, the hallowed land that has given birth to some true motoring icons. 

Moving on, the beauty of the Energica Esse Esse 9+ is not just skin deep either. It packs a wallop in terms of performance and along with that, quite a few quirks. Most electric motorcycles are belt-driven. The Esse Esse 9+ is chain-driven. In terms of outright performance, the differences are not very pronounced but the chain impacts the Esse Esse 9+ in another aspect; the noise. The whine of the electric motor is accentuated by some degree of mechanical noise that makes this motorcycle sound chaotic and more engaging in its unique way. The closest example we can think of is Batman’s Tumbler from the Dark Knight series. 

So in terms of feel and appeal, the Energica Esse Esse 9+ has got most of the things right when it pertains to electric motorcycles. What makes it stand out though is the performance. It is powered by a liquid-cooled hybrid synchronous motor that is a result of Energica’s years of experience. First of all, the motor is lighter. Thermal efficiency has been improved. The maintenance schedule is insane with transmission oil changes required every 30,000 km and motor coolant change required every 45,000 km. All of this adds to the practicality aspect and greatly reduces ownership costs. 

In terms of performance, the motor is good for 107 bhp of power and 207 Nm of torque. Top speed is limited to 200 km/h and the 0-97 km/h dash is dispatched in 3 seconds. Performance though is more than just numbers on a piece of paper. Does the Energica Esse Esse 9+ feel as good on the road as it seems on paper? Better. 207 newton-metres is a lot of torque and like most electric vehicles, it is available right from the get-go. The way that the Esse Esse 9+ accelerates is almost dizzying. Moreover, that peculiar soundtrack makes the experience even more wholesome. It weighs around 260 kg but on the move and in the manner it gathers speed, it feels like a much lighter motorcycle. 

In terms of electronics, it gets the usual stuff; ABS, Traction Control, Cruise Control, Riding Modes, and such. There are 4 riding modes; Urban, Eco, Rain, and Sport which are pretty self-explanatory. The most differentiated ones are Eco and Sport. In Eco, the throttle response feels a little lethargic which is expected but in Sport, it is razor-sharp. There are 4 regenerative maps as well. Low, Medium, High, Off. Off feels a little unsettling as there’s almost zero mechanical deceleration and at high, it is almost like applying brakes. We found Medium to be the best one as it feels much more natural. 

For its weight, we’d say the Esse Esse 9+ handles itself quite well. In addition to the geometry which is aimed at sporty riding, the handlebar is also quite wide which gives you a lot of leverage. In side-to-side transitions, you feel the weight just a tad bit but overall, the motorcycle feels very composed and confidence-inspiring even when you push it hard. The chassis is well-judged, the suspension strikes the right balance between being supple and stiff, and the Pirelli Diablo Rosso III rubber does a stellar job of keeping the Esse Esse 9+ shiny side up. The one we rode gets Öhlins but the standard model makes do with Marzocchi forks and Bitubo shock. 

The Energica Esse Esse 9+ gets a 21.5 kWh battery which is also the most substantial contributor to its weight. But Energica has kept its position as low as possible which makes Esse Esse 9+ feel very predictable in terms of handling despite the weight. More importantly, in some controlled scenarios, Energica claims that the Esse Esse 9+ can go over 400 km on a single charge. Even in mixed conditions, one can easily expect between 250-350 km which is quite decent in our books. Finally, with DC Fast Charging, it can go from 0-80% in just 40 mins. 

Overall, the Esse Esse 9+ felt like a very good motorcycle to ride. We are not as stiff when it comes to outright rejecting electric vehicles. We love a good ICE motorcycle but when an electric motorcycle feels like the Energica Esse Esse 9+ does, it becomes very hard to fault electric motorcycles. Give it a shot if or when you get the opportunity, and you’ll know what we are talking about. Trust us, Italians know what they are doing when they build a motorcycle…

The Acer Swift5 has been an integral part of the #xBhpPowerTour 2023 allowing us to work on the go thanks to the dollops of power and its diminutive footprint.

Does an enthusiast only love motorcycles? Does an enthusiast only love cars? Does an enthusiast love everything in between? Our focus at the moment is on the last one. We won’t commit the sin of pride by calling ourselves enthusiasts but regardless of that, we love all of the above. While cars and motorcycles are fun vehicles, we also love things that break the mould. The vehicle in question here today blurs the lines between cars and motorcycles. It is not simply because it has three wheels. That’d be too simple. The Rewaco PUR3 GT has a lot more that makes it perhaps the best possible hybrid between a car and a motorcycle. 

First of all, what is it? In simple terms, it is a trike. Rewaco is based out of Germany and they have been around making these very unorthodox vehicles for 30 years now. Rewaco means racecar and that is, in some manner, the essence of Rewaco vehicles. It is aimed at providing people with a racecar-like experience in the easiest and the most affordable possible manner. Despite… or maybe because of the motorcycle-like experience, Rewaco makes the racecar experience more approachable than anything else… except simulators probably. We had our taste of this experience in Germany and here’s how it went.

As always, we are starting with the looks and this department is simply OWNED by the Rewaco PUR3 GT. It is just a very unique vehicle and because of that, it gets a lot of attention on the road. At nearly every stop, there are curious people who have a lot of questions about Rewaco. In Europe, Rewacos have become quite popular. Coming back to the point, Rewacos are lookers. The PUR3 GT that we rode… or drove… let’s just say piloted. So the PUR3 GT that we piloted is a sportier model. But the best thing about it is the customizability. Even if you visit the Rewaco website, the configurator is very comprehensive. You can add a lot of stuff, and choose custom colours for different parts. From headlight fairings to spoilers, there’s a ton of stuff you can do to make a Rewaco truly your own. The possibilities are immense. 

Then comes the experience. It is a little strange at first. You hold on to the handlebar like a motorcycle but you actually sit in the Rewaco. The seat is very low and you sit very close to the ground. In that regard, we’d say that the seating in a Rewaco is lower than even a few supercars. Now, with the handlebar, you have a front wheel that you control but on the rear, you have two wheels wrapped in massive 295mm tyres! This again is something you have to get used to especially if you ride a lot of motorcycles. You have to rewire your brain to keep the rear in mind so that you do not accidentally hit something. 

Once you are settled in, you realize that the view from the seat is quite amazing. Because you are sat low and have a handlebar to control the vehicle, the position feels very commanding. On the move, the experience in the cockpit is exhilarating. You are sitting like you are in a car and yet, you have the wind in your face which accentuates the experience of piloting a Rewaco. The engine is also quite exposed so you hear it sing away and since the PUR3 GT we got had a turbo, the whoosh was quite prominent as well. It makes for a very engaging experience. Even more so when you pick up the pace and trust us, the Rewaco PUR3 GT is good for a serious pace… even on the Autobahn. And the best bit is that it feels even faster than it is going!

Talking about the engine, the one we got was powered by a turbocharged 1.5-litre inline-4 engine from Mitsubishi. With 140 bhp of power, it can go from 0 to 100 km/h in less than 6 seconds, on the way to a top speed of 165 km/h. In the real world as well, the Rewaco PUR3 GT felt quite quick. Despite the windblast subduing nearly all the sound around, you can still hear the smooth track of the Mitsubishi inline-4 singing away with frequently pleasant interruptions from the turbo. 

The Rewaco PUR3 GT feels unique in the corners as well. You have handlebars but you do not counter-steer like a motorcycle. You have to steer in the direction you have to go in. It takes some getting used to but once you do, it becomes easier and easier to push harder and harder. The confidence you have in the corners is amazing and the g-forces you feel make you want to push it further still. 

Overall, piloting one of these quirky trikes is a wonderful experience. Many car guys might have some gripes with it and many motorcycle guys may have some issues with it too. If we are being honest though, we have none. It can be pushed hard in the corners with a lot of fervour, it has enough power to make the time spent with it exciting, and it never fails to grab the attention of onlookers. The bottom line is that Rewacos are meant to be fun. If you want a Rewaco, you know exactly what you want and that is exactly what you are going to get. You want a Rewaco to have fun and it is more than capable of providing that. 

This is not our first time trying our hands on a Rewaco. We have experienced different models and variants in the past as well. With every experience, it becomes even clearer that we are not trying it for the last time either. And the fact that it is sold in South Korea, America, and Australia as well makes the decision even easier!

A lot of us like movies, right? And when we watch movies, we tend to make ourselves a part of that story. We all like to be heroes. So, if you’re a movie buff and Hollywood has made your life awesome, what is the most Hollywood thing one can think of doing? 

Swing from the Burj Khalifa? Jump off a plane? Be chased by cops or baddies while driving in a drainage system? Probably. But there is more. Something you can do. So when I asked myself what was the most Hollywood thing I could think of doing, I had a very doable and very fun answer. 

What you do is… you reach the hallowed land, you pick up a badass ‘mode of transport’ and you take a roadtrip through the best of what the ‘Land of Opportunity’ has to offer. That was the plan anyway. When I reached the US, I had it all figured out… except the badass ‘mode of transport’. 

Then I remembered a roadtrip I did in 2017. Polaris Slingshot in Death Valley! As I dived deeper into the bylanes of that particular memory, I thought of doing something similar but on a larger scale. So I picked up a Polaris Slingshot R and drove it for over 3,000 km around the United States of America. Let me tell you how it went. 

I’ll start with the Polaris Slingshot R. It is not a motorcycle but feels like one with one wheel at the back that receives all the power. It is not a car but feels like one because it has a steering wheel and a pair of wheels at the front. What is it then? Well, it is something you pick up to truly stand out and enjoy the best of both worlds… and the opposite of that as well. I’ll tell you more about the Slingshot R along with sharing the good, the bad, and the beautiful of this roadtrip. 

My journey started in the City of Angels, Los Angeles, the crown jewel of not just California but arguably, the whole of the US. Home to Hollywood, one of the most glamorous cities in the world, and surrounded by so much that one can explore. So, after landing in Los Angeles, I went straight to the folks at Polaris, got myself a Slingshot R and off I went. 

The Slingshot is a very unique vehicle, one of a kind. It is not even sold in a lot of markets because of homologation. In the US, however, it works just fine. More than that, it tends to catch a lot of attention thanks to its looks. While the Slingshot was quite outlandish in its own right, the Slingshot R dials everything to 11. The sculpted hood, the two-tone colour and an outright menacing stance make it very easy to stand out with this AutoCycle. Yes, it is recognised in California as an AutoCycle, something that is a mix of a car and a motorcycle. 

After rocking the streets of LA at the helm of the Slingshot R, it was time for me to head out for the roadtrip. The next destination was a town called Beatty which is also known as the Gateway to Death Valley. It is an apt nickname because it is the best base from which one can go around exploring Death Valley. 

On the interstate, I was having a fair bit of fun driving the Slingshot R. On the highways of the US, they have diamond-marked lanes that are meant for HOVs or high occupancy vehicles. In simpler terms, it is a carpool lane and since most of the people in the US have their own cars and are usually found driving solo, the car traffic is scarce in these lanes and motorcycles are allowed in those lanes. So I could drive the Slingshot R in those lanes but then again, since it is almost as big as a car, there’s no filtering. 

That was the fun bit. Onwards to the bad bit. Riding a motorcycle or driving something roofless like the Slingshot R in the summer makes one believe in the veracity of the name ‘Death Valley’. With searing temperatures that go up to 52 degrees Celsius, it is a death wish. That is why some people question the point of the Slingshot. It is stuck between a motorcycle and a car. But it is bigger than a motorcycle and does not have a roof like a car. 

Then again, most things fun do not have a point. On that note, there is a Roush Edition of the Slingshot that gets a roof but I did not get it since it’d defeat the purpose of driving something outrageous like the Slingshot. Regardless, the heat was not only taking its toll on me but on my camera equipment as well since they’d shut down every two minutes due to safeguards against overheating. 

After a stop at Beatty, I went ahead to explore Death Valley. It is not a new place to me but regardless of how many times I visit, I always find it as surreal as I did the first time. To me, Death Valley is one of the most beautiful places on Earth because it looks like it does not belong to the Earth. Roaming around the expansive landscape gives one the feeling of being on an alien planet. A planet that is a match for the Slingshot R’s own outlandish existence. 

Battling the heat, I went to explore Badwater, one of the lowest points on Earth and one of the hottest too. It is situated 266 feet below sea level and the maximum temperature ever recorded here was almost 54 degrees Celsius. The landscape is as desolate as it is beautiful and it makes for some beautiful photos. This place also made me realize that the Slingshot R is a fair bit of fun off-road as well. It can pull powerslides with ease despite the traction control (not always a good thing but more on that later) and makes for a fun outing in the dirt. 

My last stop while navigating Death Valley was a ghost town called Rhyolite. It is named after an igneous rock called Rhyolite. Among the many ghost towns that the US has, Rhyolite is especially interesting because of the Goldwell Open Air Museum. It is a sculpture park that is known for, well, the sculptures. The same structures that make this place beautiful in the day must make it look really eerie in the night. 

With that, I made my way to the next stop- Las Vegas! Since it was a fair bit away, I got a chance to push the Slingshot R. While the engine of the Slingshot I drove in 2017 was outsourced, this one gets an engine developed in-house and christened as Prostar, a 4-cylinder mill with a displacement of 1,997cc. It makes 203 bhp of power and 195 Nm of torque. And since the Slingshot R weighs just 749 kg (kerb), the power and torque figures make it quite peppy. 

On the highways, the Slingshot R feels pretty darn rapid. It has a lot of grunt even in the 4th and 5th gear and with all that, it does 150 kays an hour with ease. Though at those speeds, the windblast becomes a bother. Even with a good helmet on, there’s a lot of buffeting which makes one feel uneasy in trying to surpass that mark. 

Moving on, the Slingshot R is a fun little number in the corners too. It holds its line comfortably but if the road is wet, the rear tends to come around. Unlike a motorcycle, you don’t fall off but it can knock someone’s concentration off. Even with the traction control working overtime, it can go for powerslides willy-nilly if the driver is too generous with the throttle. It is mostly because of the power it makes and the fact that it is transmitted to just one wheel at the rear. 

Having fun with the Slingshot R and trying to figure it out, I reached Las Vegas. This is one of the few places that no one needs to talk about. It is all well-known far and wide. One of the brightest points on earth when witnessed from space, Las Vegas looks like a huge theme park. The one attraction that I can bring to your notice is The Sphere at The Venetian Resort.

What is it? Well, it is a music and entertainment arena that houses an 18,000+ seat auditorium. It is known for the 16K wraparound LED screen on the interior and an exterior that has LED displays worth 5,80,000 sq ft! It is one of the things that you have to see in person to get a grasp of. Magnificent. 

I also revisited Exotics Racing, which offers the experience of driving supercars on a curated racetrack. For every motorhead, this place is a must-visit and I will probably do a separate piece on it in the next issue. Driving the Slingshot R around Las Vegas feels amazing. Las Vegas is all about flash and the Slingshot R is the epitome of flash! Its looks are definitely one of its USPs. 

After Las Vegas, I made my way to Valley Of Fire State Park with a brief stop at Lake Mead National Recreation Area. I quite liked the brilliant blue hues of the lake and I believe this place deserves at least a bit of your time if the weather is nice enough. The real show though was the Valley Of Fire State Park. The red sandstone formations are marked with petroglyphs touted to be 2,000 years old. At sunset where the red hues of the sunlight add to the red sandstone, this place lives up to its name.   

The next place where the Slingshot R took me was the Zion National Park in Utah. I did not stop here for long but it was quite an experience riding through it. The massive sandstone cliffs that watch over you as you drive through the national park make for a heck of a drive. There are a few things I’d like to point out though. All the national parks in the US have a paid entry and most of them have a crowd on weekends so you can expect some traffic snarls. 

After Utah, I crossed into Arizona and the Grand Canyon was there to welcome me. The drive up to this point was a jaunt on the highways. Lots of nothingness is there for you to absorb and I find it quite comforting too. The Grand Canyon, as expected, is humungous. While it is beautiful and even more so with a setting sun, I could not find a lot of vantage points to take a photo of the Slingshot R. But there are a lot of other activities one can take up such as hiking. 

Driving through these vast landscapes, I also got to think a bit more about my experience with the Slingshot R. I really enjoyed the manual gearbox. It does have an automatic variant but I had heard that it does not quite have the fun quotient that the manual offers. Based on what I had read, I concurred. The manual just offers a granular control over the powerband. With all the power being sent to the rear wheels, you can put the manual to good use by keeping things in check… or letting go occasionally! 

This was also the time when I started my journey back to Los Angeles. I had heard some good things about Sheephole Valley Wilderness so I decided to visit it on my way back. And I could not have been happier to have heeded that advice. It is one of the most isolated areas I have ever been to and one of the most amazing drives I have ever taken up. The expanse of the place and the fact that you are alone really puts things in perspective. 

Sand dune formations, dry lake beds, and the land meet the sky at the horizon; this was one of the best bits of this roadtrip. Driving through the Mojave Desert, I reached Joshua Tree National Park. Often referred to as the place where two deserts meet; Mojave and Colorado, the Joshua Tree National Park was a treat at sunset. It was mainly because of the unique Joshua trees and the spellbindingly beautiful silhouettes they form against the setting sun. 

After all of these adventures, I went back to Los Angeles and also tried to put my thoughts together about the Slingshot R. It is not a usual vehicle so it cannot be looked at as such. Personally, I found the Slingshot R to be very interesting and exceedingly entertaining. It is fun to drive, it is a treat to look at and it can go real fast in a straight line or around a corner. Is it practical? Maybe not. But then again, nothing special ever is. 

It looks like something Batman might want to drive if it came in black and if you want it to, it can go like that too. If it were available in India, I might have given it a shot at being a part of the xBhp Garage for sure. Since it isn’t, I am just going to cherish the memory of piloting this outlandish machine in some of the most outlandish places our fair planet has to offer.