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The Government of India’s Bharat New Car Assessment Programme (BNCAP) has completed its first round of crash testing, with results expected this week or by the end of this month. This will help buyers make a more informed purchase decision. Bharat NCAP tests were supposed to begin on October 15th, but were pushed back to December 15th due to the busy holiday season.

While testing agencies have already submitted their evaluations, the formal process of assigning star ratings from 1-5 will be announced by the Central Institute of Road Transport (CIRT) Pune, which is the programme manager for the car assessment plan.

1. Hyundai, Kia, Maruti and more have submitted cars for tests
2. Bharat NCAP to test ICE, CNG and EVs
3. Bharat NCAP test costs Rs 60 lakh; overseas test costs Rs 2.5 crore

Bharat NCAP results

Mahmood Ahmed, additional secretary, Ministry of Road Transport and Highways, told our sister publication Autocar Professional that the “government’s BNCAP programme is on track. We are hoping to share the results as soon as possible, which could be this week or before the end of the year.”

According to Autocar Professional, senior government officials are considering holding a mega event at which Road Transport Minister Nitin Gadkari and Bharat NCAP officials will likely announce the ratings. However, the plan is currently being debated, which explains why the ratings are yet to be announced on the BNCAP website.

Prominent manufacturers who have submitted their models for the first round of crash tests include Hyundai, Kia, Maruti Suzuki, Mahindra, Toyota and others. Bharat NCAP is a voluntary programme which tests the base variant of each car.

Bharat NCAP testing process

As part of the test regimen, Bharat NCAP conducts Adult Occupant Protection (AOP) and Child Occupant Protection (COP) tests on vehicles weighing up to 3,500kg, and gives them a safety rating between zero and five. However, while Global NCAP gives a separate rating for AOP and COP, Bharat NCAP will give a unified rating. The vehicles are picked at random by the Automotive Research Association of India (ARAI) and International Centre for Automotive Technology (ICAT) from authorised dealerships.

The crash test ratings of Bharat NCAP will apply to vehicles holding type approval, spanning across models with a seating capacity of up to eight, including the driver. Government officials went on to say that the testing regime includes evaluating and rating CNG, electric, and internal combustion engine vehicles. According to the guidelines, the testing agencies will conduct the frontal impact test at 64kph, the side impact test at 50kph and the pole side-impact test at 29kph.

During the programme’s launch, Gadkari had stated that over 30 models have already been nominated for testing, and added that a BNCAP test will cost Rs 60 lakh, while an overseas tests costs roughly Rs 2.50 crore.

Also See:

Bharat NCAP and Global NCAP: differences and similarities explained

Opinion: With Bharat NCAP out, it’s time for a road safety rating

On the 40th anniversary of the iconic car, Bhargava gets candid on some rare, behind-the-scenes action of the company’s extraordinary journey.

Published On Dec 15, 2023 06:56:00 PM

Fairytale-like tales of the automobile industry don’t come any better than that of Maruti. It’s the car company that put our entire nation on wheels with the little 800. So 40 years ago, on December 14, 1983, when then Prime Minister Indira Gandhi handed over the key to the first Maruti 800 to Indian Airlines employee Harpal Singh – after he paid a measly Rs 47,500 – little did he or anyone imagine that Indian roads would never be the same again. This humble home on wheels went on to become a symbol of mobility that conquered our roads.

Hormazd: Mr Bhargava, you were there when the car was launched, that momentous occasion when Indira Gandhi handed over the key to Harpal Singh. Did you ever imagine what a revolution the Maruti 800 would spark? 

Bhargava: You’re absolutely right. In December 1983, when the car was launched, I don’t think anyone anywhere had any inkling of what it would lead to – for the automobile industry in India, for our component industry, for manufacturing in India or for the whole concept of customer centricity that we now all talk about [it was virtually an unknown word back then]. And how India would transform from being known for poor quality and manufacturing into a hub whose products, including a sophisticated one like a car, are accepted in the best of markets the world over.

Hormazd: What makes the Maruti story even more captivating is that the government never planned to make a car. Do you think it was Sanjay Gandhi’s tragic death in a plane crash that made Maruti an emotional project for his mother?

Bhargava: If Sanjay Gandhi hadn’t passed away in that accident, there would have been no joint venture of this kind. We can only imagine what the state of automobiles in India would have been. After 1993 [when the automobile industry was delicensed], companies would have come in, but would the industry have grown the way it did? Because the way the component industry grew, the way small cars boosted the growth of motorisation in India, it would never have happened with the bigger multinationals. In fact, one of the reasons multinationals flocked to India back then was that we were the only country with a well-established, developed component industry. Look at the size of the component industry today, it’s unbelievable. It exports more than USD 20 billion worth of components at present.

Hormazd: Tell us about your experience during the negotiations with Suzuki. 

Bhargava: We started our negotiations with Suzuki in April 1982; it took over two months to put all the licence agreements in place, and we finally signed the agreement in October 1982. While negotiating, we told Osamu Suzuki that we had to close the deal by October of that year. Suzuki was taken aback and didn’t think it could be done because they had been in talks with General Motors for two years at the time. But I insisted that we close it by August so that I could return to India and get the required government clearances.

The Japanese still have a relatively conservative mindset, and as a company, they have their own legal processes as well. We didn’t have a lawyer with us during the negotiations. It was just me and DS Gupta [marketing director, Maruti], with V Krishnamurthy [chairman of Maruti] in the background. Suzuki himself didn’t join any of the negotiations. All he said was to come to him if there was a problem or disagreement. We would travel to Tokyo frequently because Suzuki’s lawyer was based there. Our visits ranged from as long as two weeks to as short as an hour, after which we would return to India, and they would visit us for the next round of discussions. It was a continuous process, but we did manage to get the agreement completed and then pushed it through various government departments. We had no choice but to get it done by October 2, 1982.

Hormazd: Suzuki took just a 26 percent stake at the beginning of the joint venture. How did they arrive at that figure?

Bhargava: Suzuki had a limit on how much money they could put in. Also worried about the risks, they said the total cost of the project must be limited to USD 200 million, and that they would only take 25 percent equity. No more. Everything in the project had to be done within that cost.

Hormazd: But why 25 percent and not 26 percent? It would have been strategically better as that would have given them special rights and the power to block some key decisions.

Bhargava: Actually, from the very beginning, the government had directed us to get 40 percent foreign equity in the project. They, in fact, had refused to sign this agreement for just 25 percent. So we informed Suzuki of the Companies Act and about the additional rights they would have if they went from 25 to 26 percent in acquisition. This also garnered me a great deal of trust, as the guy helping them understand things they weren’t aware of. Next, I tried to convince them to jump to 40 percent from 26 percent. So we came up with a compromise: Suzuki agreed to increase to 40 percent, but over a period of five years, starting with an initial 26 percent stake. So that allowed the government to hold its own, and we got our 40 percent.

Hormazd: After tasting success for five years, Suzuki must have been delighted to raise their investment to 40 percent.

Bhargava: At that time, they were only too happy. They would have pumped in more funds to go even higher. I don’t think they anticipated the response we got. When we prepared a budget and projected a profit, Suzuki asked us, “How long have you guys been in the automobile industry?” I told him we had never been in the field, to which he responded saying we clearly knew nothing about it because this wasn’t how things worked! “You don’t make a profit in the first year. You don’t get customers to book cars they have never seen or are even in production,” he had said. I told him then that if it doesn’t happen, it doesn’t, but there was no harm trying. What did we have to lose? So when we got 1,20,000 bookings [within the first year], they were shocked!

Hormazd: But you couldn’t have fulfilled all those orders because you had capacity limits, right?

Bhargava: Our target was to make 20,000 cars in the first year, 40,000 in the next. The whole production plan had to be changed. The ratio between the vehicles had to be changed completely because it was all passenger cars. Vans were only a small part of the business.

Hormazd: Why couldn’t you increase capacity?

Bhargava: Despite such long waiting lists, we couldn’t raise the capacity at Maruti till 1992-’93 because it needed foreign exchange. Plus, nobody was willing to release the money it would require. Where was foreign exchange? We were in a crisis in 1991, and we’re talking about 1985 to 1991. How were we expected to get the money to set up a car plant? Even in 1991, the government had said we could expand only if we got a foreign loan to cover the cost. So we approached Axiom Bank in Japan and got aid to finance the foreign exchange part of our expansion. That’s how we got our next line in Gurgaon. Until then, we had to live with shortages.

Hormazd: What are your takeaways today, 40 years after delivering the first Maruti 800?  

Bhargava: The most important of the lot is realising that we lose an enormous amount of knowledge and people’s capabilities because we don’t value experience as a form of learning; we only value academic degrees. If you train people on ways to channel their learnings, correctly utilise their experience and motivate them, it would add a lot of value to our functioning. Even the best of engineers can’t do this. When I say you must leverage the experiences of those who actually do the work, then you must be willing to make changes so they are motivated to listen to you, to learn from you and contribute to your company. You can’t do this if you take all the credit for what’s happening in the company.

Hormazd: How did Maruti get such an efficient workforce? Was it just the Japanese company systems and work culture, or more?

Bhargava: It was a number of factors. In fact, that’s part of what my new book is going to be all about. How did Maruti become different? What motivated the guys to work differently from what others were doing? Yes, our extensive exposure to Japan and training in Japan played a major role, and Suzuki’s support to Maruti was unparalleled. I don’t think the head of any car company does what he did. The level of interest he took, the amount of time he devoted to the project was amazing.

Hormazd: Lastly, which is your favourite Maruti car of all time? The model closest to your heart.

Bhargava: All models are special to me. Maruti, in itself, is special to me. But there’s no question that the car that drove our success, that drove India’s motorisation and made a car accessible to a large section of our population, was the Maruti 800. It symbolises India’s transformation from an old, obsolete car market to a modern automobile industry. No other model has played such a significant role in any auto market the world over.

Also See:

Maruti 800 @ 40

Maruti 800 40th birthday tribute video

R.C. Bhargava on Maruti’s 40-year journey in India: video

Copyright (c) Autocar India. All rights reserved.

The 11th edition of The Valley Run saw over 700 participants and 11,800 spectators gather at the Aamby Valley airstrip for three days of thrilling drag racing. The fastest times of the event were set by Fahim Zahran on his Suzuki Hayabusa and Vicky Sawant in his BMW M5.

1. Fastest car: BMW M5 (Vicky Sawant), 9.971secs
2. Fastest bike: Suzuki Hayabusa (Fahim Zahran), 9.359secs
3. Fastest female rider: Shweta Chithrode (Suzuki Hayabusa), 9.904secs

The Valley Run 2023: Fastest cars, bikes

Since the first edition held in 2013, The Valley Run has grown to become the crowning glory of India’s drag racing scene. Fahim Zahran set the fastest time of the 2023 edition, with a time of 9.359secs astride a Suzuki Hayabusa he personally tuned. As for the cars, Vicky Sawant set the fastest time of 9.971secs behind the wheel of a BMW M5 tuned by Super Car Club Garage.

Roshan Reddy completed the quarter-mile run in 11.712secs to take home the title of Fastest Indian Car of the Event, while Shahrukh Khan set a time of 11.622secs on his tuned Kawasaki Ninja 400 to clinch the title of Fastest Indian Bike of the Event.

There was also a big turnout from female racers. Uvashri Kannadasan Balajeyanthi and Shreya Singh took top honours in the cars classes. Over in the bikes classes, Shweta Chithrode and Samantha D’Souza emerged as the fastest female riders.

Along with the main drag races, the event also hosted a variety of special segments including drifting and stunt shows by Bad Boi Drifts and JK Tyre. At the end of three days of hard-fought racing, the trophies were handed out, and the event was made possible by the help of partners AMG Performance, JK Tyre, Monster Energy, Castrol Power1, Indian Oil XP100, Super Select, Cloud9, Paytm Insider and Inovexic.

“The 11th edition of The Valley Run was one of the biggest editions of the decade-old series. It had its lows and extreme highs. It also had racing incidents and the safety precautions taken showed how important it is for an event of this scale to move ahead without serious repercussions,” said Rongom Tagore Mukerji, director of Elite Octane (organiser of The Valley Run) and promoter of The Elite Cup.

“The Valley Run remains to be one of the most challenging events to execute at a remote location, but, at the same time, it’s special for the entire racing community. I would like to thank the participants for the tremendous support and patience, sponsors along with special guests. Lastly, the core team deserves all the accolades as their relentless efforts ensured that we could conclude the race classes successfully.”

Elite Cup 2023 results

The 2023 Valley Run also doubled up as the final round of the The Elite Cup. Launched earlier this year, the series consisted of three high-profile drag racing events across the country. The first two rounds were held in Hosur and Hyderabad.

The Bajaj Chetak, the electric scooter from the Pune-based Bajaj Auto, has surpassed the 1,00,000-unit sales milestone in the Indian EV market. Launched in January 2020, the Chetak EV has taken 47 months to achieve cumulative sales of 1,04,200 units as of end-November 2023, as per SIAM wholesales industry data. 

What’s notable is that 60 percent of the total 1,04,200 units have come in the first eight months of FY2024, reflective of the growing demand for the zero-emission Bajaj on two wheels. These 62,991 units sold in April-November 2023 are a handsome 172 percent increase over April-November 2022 (23,160 units), and 31,556 units more than the cumulative sales of FY2023 (31,435 units).

On the cumulative wholesales front in the ongoing fiscal year, Bajaj Auto is just 5,229 units behind Ather Energy, the No. 3 OEM after Ola Electric and TVS Motor Co (1,32,894 units). The company clocked its best-ever monthly sales in the festive month of October 2023: 12,137 units.

On the retail front, as per Vahan data, Bajaj Auto sold more Chetaks than Ather Energy e-scooters in the past two months. The legacy player maintains its newly claimed No. 3 rank with best-ever monthly sales of 11,668 units in November, up 29 percent, month-on-month (October 2023: 9,052 units). The scooter had a market share of 13 percent in November, quite a jump from the 4 percent it had in January 2023.

Bajaj looks to expand Chetak network

Bajaj is looking to ramp up production as well as expand its network of exclusive Chetak showrooms. The Chetak network, which has a presence in 141 cities across India, is to be expanded to 250 cities by March 2024.

The Bajaj Chetak is powered by a 2.9kWh battery, has a certified range of 108km on a single charge and a top speed of 63kph. The Chetak Premium’s highlights include a two-tone seat, body-coloured rear view mirrors, a satin black grab rail and matching pillion footrest castings. The Bluetooth-enabled Chetak app facilitates tamper alert, geofencing and over-the-air updates.

Earlier this month, Bajaj Auto launched a new avatar of the Chetak called the Urbane, costing Rs 1,15,000 in its standard form, and Rs 1,21,000 for an additional ‘Tecpac’, which unlocks more features and performance. The company website lists the Chetak Urbane as having slightly higher range (113km) than the current Chetak (108km). However, in the case of the Urbane, this is the IDC-certified range, while for the current Chetak Premium, 108km is its claimed real-world range (its IDC rating is 126km). The new Chetak Urbane gets the same 2.9kWh battery capacity as the current model.

The Chetak Urbane utilises the same colour LCD display as the Premium variant. In standard form, the Urbane offers a 63kph top speed, and comes with only one riding mode – Eco. With the ‘Tecpac’ installed, top speed rises to 73kph and the user gets a Sport riding mode as well.

Also See:

Aprilia RS 457 launched at Rs 4.1 lakh

Kawasaki W175 Street launched at Rs 1.35 lakh

Porsche redefines what you can expect from an electric SUV.

Published On Dec 12, 2023 04:30:00 AM

The Macan has been a runaway success for Porsche, both internationally and in India. An SUV that followed in the footsteps of the larger Cayenne – chronologically as well as on its steady rise up the charts – the Macan today is as much responsible for the success of Porsche as the Cayenne. Importantly, it seems to possess more Porsche DNA. Smaller, lighter, more compact and more agile – little wonder then that Porsche chose this to be its first all-electric SUV. And that’s not it; this is also the first Porsche legacy nameplate to get the all-electric treatment. And that’s huge.  

Macan is the first Porsche legacy nameplate to get the all-electric treatment.

Porsche Macan EV platform, battery and exterior design

While the current Macan will continue to be on sale alongside the EV, just like the Taycan and Panamera co-exist, the Macan EV will have its work cut out. On its wide and strong shoulders sits the future success of Porsche’s EV range. Built on an updated version of Porsche and Audi’s Premium Platform Electric (PPE), the Macan EV runs an 800-volt architecture, similar to that of the Taycan for faster charging, better performance and greater efficiency. The Macan’s other big piece of hardware is the 100kWh battery, which Porsche says will be supplied as standard. The battery consists of 12 modules with prismatic cells, the ratio of nickel, cobalt and manganese standing at 8:1:1. 

To allow for higher switching frequencies, Porsche has also used silicon carbide (SiC) as the semiconductor in the rear axle. And thanks to the 800-volt technology, the Macan EV can be charged at up to 270kW. This means the battery can be charged from 10 to 80 percent in less than 22 minutes, a figure similar to that of the Lotus Eletre. If the charging station only operates at 400 volts, the Macan virtually divides the battery pack into two 400-volt units (that run in parallel), so they can be charged faster. Also interesting is the Integrated Power Box (IPB) – it combines three components, the on-board AC charger, the high-voltage heater and the DC/DC converter, making for a lighter, more compact unit. 

The battery can be charged from 10 to 80 percent in less than 22 minutes.

While we couldn’t see much due to all the camouflaging, what’s evident is that the nose will get Porsche’s recently elevated headlight-pod look. The split headlights are also likely to be similar to that of the Taycan. The profile of the car looks a bit lower slung and the doors are now pillarless. Also evident are bigger wheel wells, and there seems to be a larger multi-stage spoiler in the rear.  

Porsche Macan EV motors and suspension 

The PPE platform allows for a wide range of models with rear- and all-wheel drive, as well as models with staggered performance levels. The top-ranging Macan EV, for now, will get 612hp and 1,000Nm of torque. New-age permanent magnet synchronous motors are used for maximum power density. and what’s new over the Taycan is that a larger capacity water-cooling jacket is used. This keeps the e-motor more stable when loaded up and asked to deliver max power for long stretches. Also, like the Taycan, the magnets within the rotors (inside the motor) get double V lamination and the wires of the stators using the hairpin method, for a higher percentage of copper.

The Macan EV has a slight rear weight bias; it’s a Porsche after all. 

What’s interesting is that Porsche has chosen to give the Macan EV a slight rear weight bias. The electric motor is placed well behind the rear axle so as to give the Macan EV a 48 to 52 percent front/rear ratio. Power is also sent to the wheels via a two-stage single-speed transmission. Instead of one large gear wheel, the transmission utilises two smaller wheels, hence two-stage, and this enables a particularly compact design. Fast switching also allows the Macan EV to be predominantly rear-wheel drive, with the intervention of the front axle delayed for the most part till the last moment. 

The Macan can be bought with both air springs and steel springs. Two-way dampers are also specified with this car and offer a damping valve for both compression and rebound. In the front, the Macan EV has a double wishbone suspension, with a multi-link setup at the rear. The latter is connected to the body via an ‘elastically mounted’ sub-frame. In addition, the range-topping model also comes with Porsche Torque Vectoring Plus and an electronically controlled differential lock on the rear axle. A first for the midsize SUV is rear-axle steering. The suspension has also been specifically set up with the heavy but low-slung battery forming part of the dynamic package. 

Porsche Macan EV ride & handling 

Riding shotgun in a Macan EV is a transformational moment. It reminds me of being taken for a drive in an early Nissan GT-R prototype, the raw pace of the four-wheel-drive, turbo-charged sportscar and the leech-like grip displaying an all-new rung in the ladder of performance. The Macan EV too is demonstrated on a track, and here in Leipzig in Germany, the track consists of a collection of corners from the best tracks around the world. 

The Macan EV gets rear-axle steering.

First up, however, acceleration from launch. Explosive is an understatement and the G force is so high, I involuntarily clench my abs as I gasp for breath. The Macan should weigh between 2.2 and 2.3 tonnes and with 1,000Nm of torque propelling it forward, expect supercar matching sprint times. 

As soon as we enter the track, the test driver also makes full use of the 612hp, and the rear-wheel steering and the torque vectoring. He ‘backs’ the Macan EV into a long righthander, lifting off the accelerator and allowing the rear to come around, provoking a slide on purpose. And then what follows are some deft flicks from the steering wheel and some very purposeful prods on the right pedal just to keep the slide going. The very Porsche-like weight distribution of the Macan EV sure must help. 

Top-of-the-line variants get 612hp and 1,000Nm of torque.

“What’s it like?” I ask, innocently. “Are the low-slung battery and lightning quick e-motors making it easier to slide?” Pat comes the reply: “Absolutely”. Needless to say, it feels like loads and loads of fun, and then after executing some neat, tidy and blisteringly quick corners, the test driver proceeds to execute some more lurid slides. The Macan is then even driven over rough ground; but here in Sport, you really can feel every lump and bump on the surface.  

Porsche Macan EV: what to expect

The Macan EV should be everything you’d expect from a Porsche electric.

While it is too early to be specific, this is likely to be one of Porsche’s most fun cars yet. Fast, agile and clearly playful, it’s expected to be priced upwards of Rs 1.4 crore for the Turbo variant and could be launched in India in the middle of 2024. It should be everything you’d expect from a Porsche electric and more. 

Hey Tesla, here comes Porsche… again.

Copyright (c) Autocar India. All rights reserved.

There are multiple factors that can can significantly influence the outcome of a car crash.

Published On Dec 10, 2023 09:00:00 AM

Global NCAP tests are conducted at 64kph, so what will happen when a 5-star rated car meets with an accident at 65kph? (Princess Diana died in a Mercedes S-Class car crash.)

Mahesh, via email

Autocar India says: When it comes to Global NCAP ratings, if a car that has received a 5-star rating (where the frontal-offset crash test is conducted at a speed of 64kph) meets with an accident at a speed of 65kph, the outcome will depend on various factors such as the nature and severity of the collision, the design and safety features of the car, and the specific circumstances of the accident. A 5-star rating just indicates that the car has undergone safety tests conducted by a safety organisation, and has achieved the highest level of safety.

However, it’s important to note that even with a high safety rating, the outcome of a real-world accident can still vary. Factors like the angle of impact, the size and weight of the other vehicle involved, the use of seatbelts, the presence of additional safety features such as airbags and electronic stability control, among others, can significantly influence the outcome. Our view is that though Global NCAP crash tests are important, it is not the only measure of safety.

Therefore, it is crucial to follow proper safety practices, such as wearing seatbelts, properly adjusting headrests and using child restraint systems as applicable. Additionally, it is advisable to adhere to speed limits, drive attentively and ensure the car’s running without issues.

Also see:

Tata Harrier, Safari Global NCAP crash test results video

Indian government must discourage sales of large SUVs: Global NCAP chief

Tucson to be first Hyundai to undergo Bharat NCAP crash tests

Copyright (c) Autocar India. All rights reserved.

The December 2023 issue of Autocar India is headlined by an exclusive first drive of the recently launched Lotus Eletre, which is followed by exclusives of two McLarens – Artura and 750S. We also bring you comprehensive details of the new Renault Duster and a report on EICMA 2023. This and more in this month’s issue of the magazine.

Lotus Eletre review

This 950hp all-electric performance SUV is not your everyday Lotus. We explore more in our latest issue.

Breaking records at the BIC in a 911 GT3 RS

Back in 2018, we’d set the fastest lap around the BIC with the Porsche 911 GT2 RS. Now, we’ve broken it in the 992-gen 911 GT3 RS! PS: There’s an electric surprise in there as well.

Renault Duster details revealed

The Renault Duster will make its India comeback in 2025 in a crowded midsize SUV segment. We tell you everything you need to know about it.

McLaren Artura review

The all-new Artura is like the quiet kid in the back of the class that, when called upon, can deliver the goods with devastating effect. Find out more about it in our issue.

McLaren 750S review

On paper, the 750S might seem like an incremental update over the 720S, but our drive reveals there’s a lot more than meets the eye.

Luxury EV comparison

We compare the new Mercedes-Benz EQE with the BMW iX, Audi Q8 e-tron and the Jaguar I-Pace to find out what the electric future has in store.

Bentley Bentayga EWB review

When the ‘short’ wheelbase Bentley Bentayga isn’t enough, you can opt for an extended one. Has more room, is more opulent and more techy.

Royal Enfield Himalayan review

New engine, new chassis, more power and better off-roading chops. Royal Enfield has updated the Himalayan and it’s safe to say it’s much better.

EICMA 2023

The world’s biggest motorcycle show returned to Milan this year, and Indian manufacturers – Royal Enfield, Hero and Ultraviolette – were shining bright.

Kush Maini interview

Fresh off his rookie F2 season, Kush Maini has a lot going for him – he is being backed by both Mahindra and Alpine, and hopes to make it to F1 someday.

After pulling the covers off the RS 457 a few months ago and showcasing it at the Indian MotoGP round, Aprilia has finally launched the bike in India at Rs 4.1 lakh, ex-showroom, Maharashtra. Do note, this is not an introductory price. 

RS 457: First made-in-India Aprilia bike

The Aprilia RS 457 is made entirely in India at its Baramati facility and will also be exported to other countries from our shores. Powering the RS 457 is a liquid-cooled, 457cc, parallel-twin engine, making 48hp. Unlike most parallel-twin engines in this neck of the woods, the RS 457’s engine uses an uneven 270-degree firing order, which should result in a fruity exhaust note while maintaining high refinement levels. The RS 457 comes with three riding modes – Eco, Rain and Sport – and is also equipped with on the fly adjustable traction control. 

This engine is mated to a 6-speed gearbox with a slip-and-assist clutch, and a quickshifter will be offered as an optional extra. Similar to the larger RS 660, the Aprilia RS 457 uses an aluminium perimeter frame suspended by a USD fork and monoshock. Suspension is adjustable for preload at both ends.

The RS 457 is the first bike that rolls on the TVS Eurogrip Protorq Extreme tyres from the factory. Tyres sizes are 110/70-R17 (front) and 150/60-R17 (rear). Braking duties are courtesy of ByBre with a 320mm front disc and a 220mm rear disc. The 5-inch TFT dash and the switchgear on the RS 457 are very similar to the larger Aprilia bike, and overall this bike exudes a feeling of quality and premiumness.

At its Rs 4.1 lakh (ex-showroom, Maharashtra) asking price, the Aprilia RS 457 is more expensive than the KTM RC 390 (Rs 3.18 lakh), but much more affordable than the Rs 5.24 lakh Kawasaki Ninja 400. Bookings will open on December 15, but deliveries will only begin from March 2024. Test ride vehicles will be available from January 2024 onwards, at select dealerships.

Also see:

Aprilia RS 457 walkaround video