TVS Ronin

The TVS Ronin doesn't fit neatly into any one box. It's not a cruiser. It's not a scrambler. It's not really a roadster either — it borrows a bit from each.

At a starting price of Rs 1.25 lakh, the Ronin is TVS's pitch for riders who do not identify with any particular segment In a 200-250cc segment, that middle ground might be exactly what some riders are after. 

The round LED headlamp is the strongest styling element here. T-shaped DRLs wrap around it, giving the front real identity. You won't miss it in traffic.

The 14-litre tank is beefy without looking too bulky. It anchors the whole design, with enough capacity for real-world use.

Things stay tidy in the back. LED tail lamp, a short fender, a minimal number plate mount — nothing cluttered.

Not everything works, though. The side panels feel more functional than good-looking, and their blocky shape clashes with the smoother lines everywhere else. The 17-inch wheels suit city riding fine, but they don't quite fill out the wheel arches. From some rear angles, that leaves the bike looking a little underwhelming.

TVS offers seven colours. We'd pick the Midnight Blue — the neon and grey accents make it stand out from the crowd.

Build quality doesn't match the slightly cluttered design. It's actually really good. Gaps are tight. Paint is clean. Even the wiring and small details show real care.

The circular LCD console packs in a lot without feeling cluttered. You get speed, rpm, gear position, distance to empty, average speed, fuel level and dual tripmeters, all in one compact display.

Higher variants add dual-channel ABS with Urban and Rain modes, which adjust braking based on road conditions. We tested this during heavy rain in the Western Ghats. It worked. 

Top-end versions also get smartphone bluetooth connectivity through TVS's app. You get navigation and call alerts, plus voice commands and ride stats. The app itself is well designed — it doesn't try to overwhelm you with tech for tech's sake.

LED lighting is standard across every variant, and there's a USB charging port too. Switchgear feels properly tactile — the kind that should hold up over years of use.

Wide bars sit high, and the riding position stays relaxed and upright. It worked well for us in traffic — tight manoeuvres felt far less stressful than expected making it a comfortable bike

Footpegs are mid-set, which suits most riders. At 795mm, seat height is low enough to be welcoming without cramping taller riders who can ride for long hours on the saddle.

The seat itself is well padded for solo rides. Passengers might want more room.

The riding position also feels genuinely centered. That helps a lot with low-speed balance, which matters in traffic and tight parking spots.

The bike features a flat, bench seat for rider and pillion comfort. Pillion comfort is fine for occasional use, not much more. The rear seat could use more space and support, and there's no passenger backrest. Given how comfort-focused this bike otherwise is, that feels like a missed opportunity.

Power comes from a 225.9cc oil-cooled single that makes 20.4PS and 19.93Nm. This engine shares its DNA with the Apache RTR 200 4V, but TVS tuned it for smoother, slower riding style instead of outright thrills. The motorcycle achieves a top speed of 120 km/h.

That shows in traffic. It pulls cleanly from low speeds, so you're changing gears less often. TVS's Glide Through Traffic tech helps too — you can crawl along without constantly slipping the clutch.

Mileage came in at 42.95kmpl in the city. On the open road, we saw a fuel efficiency of 40.77kmpl — the same as ARAI's claimed figure.

It stays quiet and efficient for regular riding. Push past 90kmph, though, and vibrations creep in through the bars and pegs. The gearbox is smooth, but nothing about this bike encourages you to rev it out. Triple-digit speeds are possible. They're just not effortless for relaxed highway cruising above 100 kmph.

Despite the casual look, the Ronin handles better than we expected. The chassis reacts quickly, and it feels genuinely nimble in traffic.

Wide bars give you real leverage for slow-speed turns and tight U-turns. At 159kg, it's light enough that beginners and experienced riders alike find it easy to manage.

Push it into a fast corner. It stays planted. It rewards smooth inputs more than aggressive flicks — confident on a curvy road, though it won't tempt you into chasing apexes.

Brakes are a 300mm disc up front and 240mm at the rear. Stopping power is decent, though riders who brake hard might want a bit more initial bite. ABS is tuned well — it works quietly in the background and doesn't jolt you when it steps in.

The bike features a 41 mm Upside-Down fork suspension and handles broken roads well but is kept firm for sharper handling.

The Ronin isn't trying to be the fastest or the flashiest bike in its class, and it doesn't need to be. Its real strength is balance — comfortable without being dull, and characterful without piling on more tech than it needs. Ride it for what it actually is, a relaxed, good-looking city bike with a bit of personality, and it delivers a genuinely enjoyable experience. Expect track-day thrills, though, and you'll come away wanting more.

The base variant starts at Rs. 1,29,324 and goes up to Rs 1.60 lakh at the top, ex-showroom, across several variants with different feature combinations.

The base variant keeps things simple, but it still carries a bit of that big-bike feel. Go higher up the range and you add connectivity, the better ABS system, and premium colour options.

There's also the Agonda Edition, built on the base variant but with a minimalist paint job and a nicer seat cover. If the mid and top trims feel too flashy for your taste, this is the one to look at.

That's a wide spread. Whether it's worth stretching to the top variant really comes down to how much you value the extra tech over the basics.

.

The base variant starts at Rs. 1,29,324 and goes up to Rs 1.60 lakh at the top, ex-showroom, across several variants with different feature combinations.

The base variant keeps things simple, but it still carries a bit of that big-bike feel. Go higher up the range and you add connectivity, the better ABS system, and premium colour options.

There's also the Agonda Edition, built on the base variant but with a minimalist paint job and a nicer seat cover. If the mid and top trims feel too flashy for your taste, this is the one to look at.

That's a wide spread. Whether it's worth stretching to the top variant really comes down to how much you value the extra tech over the basics.