• I like scooters. If most of your riding is in the city, I will go out on a limb and say that scooters are the most practical of all two-wheelers. Sure, motorcycles are slightly more engaging to ride, offer better fuel efficiency and maybe look better too, but scooters! Scooters have no gears, they also have underseat stowage and a footboard where you can not only keep your feet but even a grocery bag or two. With increased demand for scooters, manufacturers have now realised India's need for scooters which are a tad sportier, lean more towards performance but have decent enough practicality and offer more features too. This is where the TVS NTorq 125 and the new Suzuki Burgman Street come in. One could be called as the benchmark for the 125 cc scooter segment while the other is a new-comer looking to be the new king of the 125 cc scooter segment.

    Also Read: Suzuki Burgman Street First Ride Review

    Looks and design

    Suzuki Burgman vs TVS NTorq 125

    The Suzuki Burgman Street's biggest USP is the way it looks. It is the first ever 125 cc maxi-scooter in India and the first since the Kinetic Blaze was launched eons ago. The Burgman family of scooters from Suzuki have always been big, be it size or engine displacement and the Burgman Street sure carries forward that bit, at least with respect to the size. The front apron is edgy and angular, consisting of neatly integrated LED headlamp and turn indicators. The muscular front end is topped off with the flyscreen, which gels well with the overall look of the scooter.

    (Design wise, the TVS NTorq 125 looks more proportionate)

    Viewed from the side, the Burgman Street looks sporty, thanks to the silver and black panels with sharp boomerang shaped creases, ending into a wide, angular LED tail lamp at the rear. The maxi-scooter proportions also make for a wide seat with ample room and a comfortable riding position. It is not the handsomest of scooters, the Burgman Street, but it does well to turn heads on the road. We saw that first-hand. The one bit that we did not quite like about the Burgman is its proportions. The body is quite big and the wheels are quite small. In fact, the Burgman uses a 10-inch alloy at the rear which feels too small for the big rear of the Burgman Street.

    (The Suzuki Burgman Street has solid presence, thanks to its maxi-scooter design)

    On the other hand, the TVS NTorq 125 is a handsome and well-proportioned scooter. The NTorq looks sharp and is more pleasing to look at, with better proportions. But it does not have the sheer mass of the Burgman, so it does lose out on street presence if you look at them side by side. Beauty is subjective, but in our eyes, it's the TVS NTorq 125 which is more pleasing to look at and looks quite nicely built as well. The NTorq too has a comfortable riding position but feels a little cramped at the footboard, which is not the biggest among scooters sold in India.

    Also Read: TVS NTorq 125 First Ride Review


    Both scooters are aimed at millennials primarily. And millennials love the idea of more features. This is where the TVS NTorq 125 shines but the Burgman is not too far behind. The NTorq's biggest draw is its 'Smart Connect' system, which allows the rider to use the TVS NTorq app and connect his/her smartphone to the scooter. This allows you to get access to all sorts of information such as call alerts, SMS alerts, navigation assist and also access to three trip meters, lap timer, 0-60 kmph timer, navigation assist, service reminder and the list goes on. Plus, the NTorq also gets a pass-switch, an external fuel filler cap and LED daytime running lamp. One can also opt to fit their NTorq with a USB charger. The only flaw on the NTorq is that you have to take the ignition key out and use it on the side panel to flip the seat open.

    (The TVS NTorq 125 gets sharp, edgy design)FeaturesTVS NTorq 125Suzuki Burgman Street

    USB portOptionalDC socket Std/USB optional

    Underseat stowage22 litres21 litres

    Instrument ConsoleFully DigitalFully Digital

    Fuel Tank Capacity5 Litres5.6 litres

    HeadlampHalogen LampLED Lamp

    The Burgman Street too gets a long list of features. While it does not have smartphone connectivity, it gets a fully digital instrument console, which the same as the one used on the Gixxer. Additionally, it also has two cubbyholes to keep knickknacks along with a 12V socket on the front. Similar to the NTorq, the Burgman Street too gets an optional USB charger. The Burgman scooter gets an LED headlamp, which the NTorq misses out on. Both scooters have more or less similar underseat storage capacity, but on the Burgman Street you can switch open the seat with the flick of the ignition key, but then to refill also, you have to flip up the seat.


    (The Suzuki Burgman Street gets a handy list of features and practical cubby holes)

    Engine Specifications

    The TVS NTorq and the Suzuki Burgman Street are more or less evenly matched when it comes to engine specifications. The Ntorq makes 0.72 bhp and 0.3 Nm more than the Burgman Street. The interesting thing to note here is that the NTorq is 8 kg heavier than the Burgman Street. Also, the Burgman Street is 7 kg heavier than the Suzuki Access 125 which is the same scooter, the Burgman is based on. It shares its engine and chassis with the Access 125. TVS claims a fuel efficiency figure of 60 kmpl for the NTorq while the Burgman Street has a claimed fuel efficiency figure of 53.5 kmpl.

    SpecificationsTVS NTorq 125Suzuki Burgman Street

    Engine Typesingle-cyl, air-cooledsingle-cyl, air-cooled

    Displacement124.79 cc124 cc

    Max Power9.3 bhp at 7,500 rpm8.58 bhp at 7,000 rpm

    Max Torque10.5 Nm at 5,500 rpm10.2 Nm at 5,000 rpm


    Kerb weight116.1 kg108 kg

    Claimed Efficiency60 kmpl53.5 kmpl

    Ground Clearance155 mm160 mm

    Starting Price (Ex-Delhi)₹ 59,687₹ 68,000

    Performance, handling and ride quality

    (The Suzuki Burgman Street loves taking corners. It is a nimble handling scooter)

    We absolutely love the performance of the NTorq 125 ever since we first rode it at the TVS plant in Hosur. The throttle response is sharp and there no vibrations even at the very top of the rev range. In fact, it is one of the very few scooters in India which can go above 100 kmph and we did see the NTorq touching the three digit mark on multiple occasions. But with the extra weight, the NTorq did lose out to the Burgman Street in outright acceleration. But the NTorq has a much better top end when compared to the Burgman Street. In terms of manoeuvrability, it is the NTorq, which feels easier to handle in traffic. You just feel a bit conscious of the bulk of the Burgman Street when filtering through traffic.

    (The Burgman Street has better acceleration while the NTorq 125 has better top end)

    The NTorq offers better ride quality than the Burgman Street. It has the right amount of balance. It takes on potholes and bumps confidently and is eager when showed a corner too. The Burgman Street loves corners; it is easy to dip into a corner and can hold its line too. But the ride quality is slightly stiffer than we would have liked. Definitely not a deal-breaker though.

    Final say

    (The Suzuki Burgman Street is ₹ 8,313 more expensive than the TVS NTorq 125)

    This 125 cc scooter comparison has been rather interesting to say the least. Both scooters are so evenly matched that it is rather difficult to declare a clear winner. But, one of the biggest factors, which a scooter buying customer will look at, is price. The TVS NTorq 125 is ₹ 8,313 cheaper than the Suzuki Burgman Street at ₹ 58,687 and for the price; the NTorq offers a whole lot of value for money. If you want to keep things interesting and are looking for pose value, at ₹ 68,000 the Suzuki Burgman Street is not a bad deal by any stretch of imagination.

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  • When it comes to two-wheeler sales in India, it's an unfair fight. Heck, the Activa doesn't just clock 6 times the sales of its closest rivals, it's also the best selling two-wheeler in the country. But, as time moves on, people demand change. And Honda has responded with the Activa 5G. Is it the same old 4G in some fancy colours, or does it pack more? noise is coming in activa 5g Looks At first glance, it is almost impossible to make out whether it's the 5G or one of the older ones. That is because the bodywork of the Activa has been carried over from the last generation. Look closer and you will realise that there are some minor, facelift-like cosmetic changes. The LED headlamps and clear lens indicators get a new texture and the rubber elements on the front apron get a tweaked shape. Also, if you spot the Activa in this metallic yellow or the new red colour, then it is the 5G. The LED headlight and pilot lamp combination is surprisingly bright. Bright enough to put a lot of more expensive scooters to shame. But surprisingly, Honda has decided to stick with traditional bulbs for the tail lights which makes it feel like a job half done. After practically remaining the same for the last 18 years, Honda should have taken this opportunity to spruce the Activa up a bit. While we know that a striking design might not sit well with the traditional Activa buyer, slight changes to the bodywork would have been welcome. That said, the build quality of the Activa is as good as we have seen on any scooter. The all-metal body feels solid with very little chance of rattling. Equipment In this new DLX variant, you get a semi-digital instrument cluster with a car-like backlight. It looks beautiful in the dark and the digital screen shows you time, fuel level, odometer, trip meter and a service reminder. There is also an ECO mode indicator designed to help you keep the scooter in its most efficient speed range. The plastic quality on the dashboard is top notch and the switchgear to feel tactile to use. The only complaint here is that the trip button is a little too hard to operate and there's no pass-flash switch - something which would have been a big convenience. Also, the Activa's rear brake lock clamp requires both hands to engage, a stark contrast to other easier setups available in the market. Another new feature in the Activa 5G is the 4 in 1 lock which is borrowed from the Grazia and controls everything that can be controlled with the key, like handle lock, ignition lock and a seat opener. The remote seat opener is quite convenient and very handy for quick access to the underseat storage. But since this is the 'new generation' Activa, we really feel Honda should have offered a remote fuel filler cap as well to up its convenience quotient. Under the seat is a decently sized boot of 18 litres. It's good for knick-knacks and bottles at best, so don't expect to carry anything large along with your helmet. Again, Honda is not offering modern must-haves like a USB charger or even a boot light. There is space for a power socket but that too is available only as an optional accessory. Mechanicals And Ergonomics With the 5G, Honda hasn't changed the underpinnings of the Activa, and it continues with a 130mm drum brake setup with 90/100 tyres on 10-inch steel wheels at both ends. Alloy wheels and a front disc is not even available as an option. Moving on to the suspension setup, it comes with a bottom-link suspension at the front and a monoshock at the rear. Again, we really believe Honda should have taken this opportunity to shift to telescopic front forks for a better ride. The Activa gets a comfortable seating position with a slightly low-set handlebar. While this is a boon for shorter riders, taller ones will have to dangle their leg to make U-turns, as the bar ends will make contact with their knees at full lock on either side. The seat is wide and long, with good padding to keep you comfortable even during long city hauls. But the wide front section means it will be difficult for riders below five and a half feet to get their feet firmly on the ground without moving all the way forward on the seat. The wide rear seat, along with the tall grab rail which runs across the entire backend, make it a very pillion-friendly scooter. Engine and Performance The Activa 5G continues to use the same 109.19cc single-cylinder motor which makes 8PS of power at 7500rpm and 9Nm of peak torque at 5500rpm. Even the tune of the variomatic transmission remains the same and largely favours city conditions. This means while the Activa 5G doesn't feel peppy off the line and takes 10.55 seconds to get from 0-60kmph (9.36 seconds on the Honda Dio), that also helps it feel composed for elder riders. More importantly, it manages in-city acceleration from 20-80kmph in 17.65 seconds (19.64 seconds on the Dio), which is quite impressive. Coming to efficiency, the Activa 5G returned a tested 58kmpl in the city, the second-best figure we've got in this segment after the Jupiter. And with a tank capacity of 5.3 litres, you are looking at a range close to 300km between fillings. The Activa's motor feels refined at speeds of upto 60kmph and there are barely any vibrations to complain about. But go past that and the motor starts to feel gruff. Even the fuel economy drops to 55kmpl on the highways. We achieved a VBox-tested top speed of 90.77kmph on the Activa, but we suggest you stay well under that. Ride and Handling As mentioned before, the Activa continues to use a bottom link front suspension. It has been tuned quite well, and barely lets anything filter through to the rider. But the bucking of the front suspension every time you hit the brakes does tend to become irritating over time. The rear feels a little stiff but improves drastically with a pillion on board. The combined result is a composed ride which can be appreciated by riders and even pillions of all age groups. In terms of handling, the Activa feel easy to manoeuvre in the city, with a light feel from the handlebars. It tips quickly and darts through traffic quite easily. The grip on offer from the tyres is also adequate, provided you do not push the scooter out of its comfort zone. On highways, though, you don't feel confident and a set of telescopic forks would have provided much better high-speed stability. The braking distance of 22.57 metres to get to a stop from 60kmph of the Activa is on par with the competition. But brake feel is severely lacking and you have to really squeeze them hard to get the scooter to a stop quickly. Luckily, it does get combi brakes, which helps the Activa shed speeds safely. Verdict The Honda Activa 5G doesn't feel like the 'baap', but the 'dadaji' of Indian scooters. We don't say this just because the design feels a little old or it lacks modern features, but also because it feels quite mature now and a bit too safe. Honda hasn't changed the core values which made the Active a hit in the first place, or well, anything else, at all. What they have done at best is a minor facelift job. And after so many years without any real change, the Activa now feels rather generic. This then is the same old, reliable Activa that every member of the family will use because it's a great utility, not because it's desirable. It rides well, packs adequate performance for the city and comes in at a price of Rs 55,430 (ex-Delhi) for this Deluxe variant. While it is a good buy and is easy to recommend for someone looking for a no-nonsense scooter, it's not the go-to if you're looking for premiumness and features. For that, there are other, better options out there at almost the same price.

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