Mahindra centuro

What you notice is the large central tachometer, almost a novelty in the segment and a most welcome one. On both sides is the full complement of idiot lights and below that is an LCD panel in three parts. The left part hosts the DTE and the fuel gauge. The middle has a big-font digital speedometer with one indicator each for service due and for economy mode (a simple prompt that appears between 40 and 60kmph that prompts the rider to stay within that speed range). The right toggles between a trip meter, odometer and a clock.

It is an unusually comprehensive feature set for an entry-level motorcycle where most bikes offer little more than a speedo, fuel gauge and the idiot lights.

And then you notice the key. It looks like an unusually large black piece of plastic where a key should go. Pull it out and you get a switchblade style key. The sort that an Audi might get, though the plastic is distinctly more economy class. Mahindra claim the battery will last for two years and also take the time point out that many car makers offer one fob per car – the other is a simple key. But the Centuro gets two key fobs as standard. A process that verifies your identity before a replacement key fob is issued is being put in place as well.

But enough. Let’s ride.

The Centuro feels very smooth at low revs, torque delivery is seamless and it goes like you expect a 100cc segment bike to. The Pantero used to get loud and harsh above 6-6500rom, but the Centuro stays quiet and composed until about 8,000rpm before any signs of harshness manifest. We spent an extended period cornering on the mountain roads staying above 5,000rpm. And even at these sustained revs, the engine stays composed, performance is definitely within the segment’s expected levels and there are no signs of mechanical distress or fatigue. The gearbox similarly is slick enough and keeps up though I have my usual reservations about the all-up shift pattern.

courtesy,source:override