TVS Ronin Test 2024

The Ronin is one of six bike models from the Indian manufacturer TVS from Mysore, which will be available in Italy from this autumn and in other European countries from 2025. It is the only motorcycle with retro design elements and, with its slightly knobby tires and a few off-road-oriented components, such as the engine crash bar, it leans towards the scrambler segment. That was enough to qualify it for our A2-scrambler tour in the Friulian Alps.

At its heart beats an air-oil-cooled single-cylinder engine with a displacement of 225 cc, delivering 20.4 hp at 7,750 rpm and 19.93 Nm of torque at 3,750 rpm. Matching this modest power level, the rest of the components are also compactly dimensioned. A double-cradle steel frame, non-adjustable USD fork and monoshock, a flat saddle with a seat height of only 795 mm, and modest yet modern electronics, including an LC display, LED lighting elements, smartphone connectivity via Bluetooth/App, and Urban & Rain ABS modes - all together, with a fully filled 14-liter tank, it weighs in at a measured 162.5 kg. Unlike the somewhat rougher TVS Explor tires, the wheel dimensions are more oriented towards the naked bike sector with 110-70-17 at the front and 130-70-17 at the rear. So what is it? Scrambler? Cruiser? Or a naked bike? Additionally, the TVS Ronin comes standard with a center stand and adjustable levers. Unfortunately, there are no specifications from the manufacturer regarding suspension travel, making its performance in scrambler mode on unpaved paths intriguing, but at least the Ronin offers 181 mm of ground clearance, which should suffice for our targeted gravel passes. But one thing at a time! Before the Friulian Alps, the first task was the approach on asphalt.

Unsurprisingly, given its dimensions, the TVS Ronin proves to be an extremely nimble vehicle in urban traffic. With a manageable power output of just over 20 hp and a relatively low weight of 162.5 kg when fully fueled up, the bike can be effortlessly maneuvered through car columns and dense traffic. The single-cylinder engine with a displacement of 225.9 cm³ is exceptionally forgiving and accessible, while the smooth power delivery and the light clutch allow for precise control.

Especially the low seat height of 795 mm ensures that even shorter riders can easily reach the ground with their feet. The TVS Ronin feels right at home in the city, generates little heat, and is easy to shift. Despite its moderate power, the engine is grunty enough to make a quick start at the traffic lights or to move swiftly on the urban highway. The subtle yet pleasantly popping sound of the engine complements the stylish neo-retro design of the TVS Ronin. However, the Ronin has little electronics on board. Apart from smartphone connectivity, only the two ABS modes (Urban & Rain) play a role, allowing you to adjust the ABS regulation to the road conditions. While this can come in handy in certain situations, most braking maneuvers with the Ronin occur without ABS intervention due to the well-tuned brakes, even on wet tracks, manhole covers, or pedestrian crossings in the city.

Once you leave the urban area and the roads open up, especially on the wide European roads, a different picture emerges. You can tell that TVS, as an Indian manufacturer, developed the Ronin for other conditions. The Ronin is clearly a bike that was not primarily designed for the high speeds of European roads. As soon as the speed approaches 100 km/h or above, the small 225.9-cc engine noticeably struggles. A speed of about 90 to 95 km/h is still manageable, but beyond that, it becomes increasingly difficult. This means that on the highway, you can still keep up with the flowing traffic, but on the autobahn, the Ronin is rather out of place. This is partly due to the lack of any wind protection.

On long-distance rides, where high speeds are not the focus but rather relaxed touring, the Ronin reveals one of its strengths: the seating position. Here, a certain cruiser influence comes into play. You sit very comfortably, the knee angle is almost at a right angle, the pegs are positioned far forward, the upper body remains upright, and the arms are only slightly bent and rest comfortably on the wide handlebars. Despite the Ronin's affordable price, the saddle is pleasantly padded, so even longer rides are not a problem. If you embrace the Ronin's relaxing character, you can indeed cover long distances comfortably. And also economically, because another big plus is the low fuel consumption of the small engine. With the Ronin's 14-liter fuel tank, you can easily cover over 400 kilometers, which is extremely practical on long tours.

In contrast to long-distance riding, the TVS Ronin truly shines when the roads get twistier and narrower. On winding roads, you rely much more on momentum and good riding dynamics, and this is where the Ronin plays to its strengths. Of course, you won't be winning any races in this terrain either, but the low power isn't a big issue here, as the Ronin excels in other areas – especially when you keep its low price in mind.

One of its major strengths is its very willing steering behavior. The Ronin tips into lean with impressive ease, which means that switchbacks or quickly successive tight corners are not only effortlessly navigable but also a lot of fun. The quick transition from one side to the other works excellently, also because the chassis, although not adjustable, is surprisingly stable for this price range. It doesn't unsettle the bike but dampens slight bumps in lean, allowing you to corner with great confidence. At the same time, comfort is not neglected either.

The brakes on the Ronin are not outstanding, but they are certainly adequate. The front brake pressure point is quite soft and requires some hand strength to achieve stronger deceleration. However, combined with the finely adjustable rear brake, the braking performance is absolutely fine, especially considering the size and weight of the vehicle. After all, the Ronin is not a heavy-duty machine.

A certain compromise arises from the cruiser aspect of the Ronin, particularly due to the low and forward-mounted pegs. This limits the maximum lean angle somewhat. Nevertheless, it is enough to have a lot of fun and to put a broad grin under the helmet.

Finally, we reach the Alps, where we encounter magnificent gravel passes and put the subtle off-road ambitions of the TVS Ronin to the test. Of course, it quickly becomes clear that the Ronin is not a full-fledged off-road bike, as evidenced by its technical data – particularly the unsuitable wheel dimensions. Nevertheless, the knobby tires and engine crash bar convey a certain readiness for loose terrain.

What immediately stands out in off-road riding is the limited ergonomics. The footpegs positioned far forward make it nearly impossible to adopt a functional and comfortable standing position. The body is too close to the footpegs, and as soon as you go uphill or want to accelerate a bit under load, the ability to balance the body forward is lacking. This means you have to continue riding the Ronin while seated. Normally, I am a fan of standing while off-roading, as it provides more control over the bike. But I remembered that the Ronin, being an Indian vehicle, probably sees more unpaved roads than most adventure bikes in Europe. And just because you can't ride it performantly and standing in the terrain doesn't mean it's not capable on loose ground.

And that's exactly how it was. Once I committed to leisurely cruising over rough terrain and taking it easy, it surprisingly worked well. We even encountered a military road, heavily damaged by heavy rains, with its surface barely patched with loose gravel and coarser debris. Here too, the Ronin proved to be remarkably capable. There's a great sense of security when the ground is within reach, and you can always put your feet down to help yourself if you stumble. At the same time, the easily controllable yet sufficiently torquey single-cylinder engine is also a help. The ground clearance of 181 mm is not excessively high, but sufficient for smaller adventures and playful antics. When the terrain becomes less demanding and you can pick up some speed, for example on gravel roads, it was even fun to push the little scrambler-cruiser into the corners, give it the beans, and maybe even get a little drift going. However, only at the corner exit, because in the braking zone, the non-switchable ABS prevents the rear wheel from sliding.