TVS Ronin

TVS made a bold move into the neo-retro motorcycle space with the Ronin. It’s a growing niche in India, appealing to riders who want something that doesn’t scream ‘commuter’ or ‘track machine’. At a starting ex-showroom price of Rs 1.25 lakh, the Ronin aims to be a capable city motorcycle that pairs bold design with modern tech and real-world practicality.

When I first laid eyes on the press images for the Ronin, I was a bit mystified by its styling, wondering what exactly its designers were shooting for. Inspired loosely by the Zeppelin concept from 2018, the Ronin takes a mixed, and frankly somewhat confusing, approach to styling. It doesn’t commit fully to any single theme. Instead, it marries different styling cues from various assorted cruisers, scramblers, and roadsters to come up with a design language that, for better or worse, is decidedly its own. 

In the flesh, though, the Ronin manages to hold its own against its competitors that I’ve reviewed so far. In the crowded 200-250cc category, where pure machismo is rapidly becoming the norm, this middle path may be exactly what some riders are looking for.

Visually, the Ronin strikes a confident pose. The round LED headlamp, with its unique T-shaped DRLs, gives the front end a clear identity. It’s hard to miss in traffic and blends new-age tech with old-school appeal. The 14-litre fuel tank is beefy but not oversized. It anchors the bike visually and provides enough capacity for everyday use without adding bulk. At the rear, things stay tidy. The LED tail lamp, short fender, and minimalist number plate mount keep the profile sleek and uncluttered.

That said, not all styling decisions TVS has taken with the Ronin hit the mark, in my opinion. The side panels felt more functional than fashionable to me, and their blocky shape contrasts with the smoother lines of the rest of the bodywork. And while the 17-inch alloy wheels are perfect for city rides, I found they didn’t quite fill those sizeable arches, leaving the bike looking a little underwhelming from some rear angles.

TVS offers the Ronin in seven distinctive colours, allowing almost everyone to choose a look that matches their personality. These colours include Nimbus Gray, Magma Red, Charcoal Ember, Midnight Blue, Glacier Silver, Lightning Black, and Agonda Edition. Colour preferences are highly subjective but if I had to pick one for myself or to recommend to friends and family, it’d be the Midnight Blue, which, with those subtle yet unmistakable neon and grey accents, stand out from most of its peers.

Build quality, despite my misgivings with the disjointed design, is undeniably impressive throughout the Ronin. Gaps are tight. Paint is cleanly applied. Nothing feels flimsy or rushed. Even the wiring and small touches here and there show that TVS took their time with the details.

TVS didn’t skimp on tech, with a suite of modern features that enhance both convenience and safety. The circular LCD instrument console is compact yet comprehensive, displaying essential information such as speed, rpm, gear position, distance to empty, average speed, fuel gauge, and dual tripmeters, along with an odometer.

Higher variants offer dual-channel ABS with Urban and Rain modes. These adjust the Ronin’s braking response to suit the weather conditions, adding confidence when roads are slick or unpredictable. And thanks to the torrential rains that lashed the Western Ghats during the two weeks I had the Ronin with me, there was ample opportunity to test them out. And yeah, they work! 

You also get smartphone connectivity on the top-end versions of the Ronin. Navigation, call alerts, voice commands, and ride stats all are accessible via TVS’ official app. I found the app thoughtfully designed, never threatening to overwhelm me with tech for tech’s sake. LED lighting comes as standard across the board, boosting both visibility and visual appeal. There’s a USB charging port too, and the switchgear has a satisfying tactile feel that hints at long-term durability.

Comfort takes the spotlight in the Ronin’s riding setup. The wide bars sit high and allow for a relaxed, upright posture. This worked beautifully for me in traffic and made tight manoeuvers far less stressful.

Footpegs are set in the middle—neither too forward like a cruiser nor too rearward like a sportbike. It’s a neutral setup that’s perfectly suited for my 1.71m/68kg build, and the 795mm seat height is low enough to be welcoming to everyone without cramping taller folks. The seat felt well-padded for solo rides, but I imagine passengers might want a bit more room and support. In the Agonda Edition, you get a textured seat cover that looks quite premium.

One of the key positives I noticed with the Ronin is how centered its riding position feels. It really helped with low-speed balance and control, which is invaluable in city traffic and tight spots.

Pillion Comfort

Pillion accommodation on the Ronin is adequate for occasional use, though the rear portion of the seat could benefit from some more space and support for your significant other. I felt the absence of a passenger backrest was a missed opportunity, particularly given the bike's touring aspirations and overall comfort-oriented leanings.

Under the tank is a 225.9cc oil-cooled, single-cylinder engine producing 20.4PS at 7,750rpm and 19.93Nm at 3,750rpm. As evident from these numbers, rather than chasing top-end thrills, the Ronin focuses on torque at lower revs.

The engine shares some DNA with the TVS Apache RTR 200 4V but has been tuned for smoother, slower-speed riding. And it shows. I found it pulled cleanly from low speeds, which meant fewer gear changes in traffic. TVS’s Glide Through Traffic tech enhances this even further by allowing you to crawl along without constantly slipping the clutch.

Fuel efficiency, as per ARAI, stands at 40.77 kmpl. In my tests, I saw 42.95kmpl in the city and 40.77kmpl out on open roads, which translates into an overall figure of 42.95kmpl.

For most of its regular riding, the Ronin is an efficient and quiet machine. But when I pushed it harder, its limits began to show. Above 90 kmph, I felt vibrations creeping in through the bars and pegs. The five-speed gearbox is smooth, but the bike doesn’t egg you on to wring it out. Triple-digit speeds are possible, but not effortless.

Though it wears a casual look, the Ronin handles better than I initially expected. Its chassis responds quickly to rider inputs and feels nimble in traffic. Those wide bars gave me excellent leverage for slow-speed turns and tight U-turns. Combine that with its modest 159kg weight and you get a machine that’s easy to manage for both beginners and seasoned riders.

In fast corners, the Ronin stays planted. It rewards smooth inputs more than aggressive flicks, which suited the bike’s character all too well. It’s a confident handler on curvy roads, but not something that really pushed me to chase apexes.

As mentioned earlier, the Ronin rides on 9-spoke 17-inch alloys, measuring 110/70 at the front and 130/70 at the rear. Brakes come in the form of a 300mm disc and 240mm disc at the front and rear respectively. The stopping power felt decent to me, though spirited riders might wish for more initial bite. The ABS system is tuned well. It works quietly in the background, stepping in when needed without overly jolting the rider.

The Ronin isn’t a show-stopper or a speed demon. It doesn’t dominate any single category outright. What it does, instead, is provide a solid, stylish, and comfortable ride that feels right at home in the city. Its true strength lies in balance. You get character without compromise, comfort without dullness, and features without bloat. If you understand what the Ronin is built for, and ride it accordingly, I believe it is bound to deliver a genuinely enjoyable experience.

TVS has positioned the Ronin at a starting price of Rs 1.25 lakh, going up to Rs 1.60 lakh (ex-showroom), with multiple variants offering different feature combinations. The base variant provides essential and no-frills functionality with a modicum of big-bike feel, while its higher-spec versions add connectivity features, enhanced ABS systems, and premium colour options that justify their price premiums for riders prioritizing modern conveniences. If you have a subtle taste and find the TVS Ronin’s mid and top variants too flashy, you can choose the Agonda Edition that is based on the base variant. It comes with a minimalistic paint job and a premium seat cover.

Competition for the Ronin comes from several fronts, and even motorcycle types. The Honda CB200X is styled for light adventure and has similar power figures. The Hero XPulse 200 is better off-road but is more barebones in comparison. Bajaj’s Pulsar NS200 is quicker but considerably less refined. The Royal Enfield Hunter 350 offers a true retro experience and better highway legs, but with a heavier engine feel. The Honda Hornet 2.0 delivers sharper dynamics but lacks the Ronin’s visual flair. Another noteworthy rival is the Jawa 42, a stylish neo-retro motorcycle that stands out with its unique design and performance, although its maker’s after-sales and service network still has considerable room for improvement. Another rival is the Yamaha XSR155 - a neo-retro roadster based on the same platform as the MT-15. The XSR155 was launched in November 2025.