Road test of TVSRTX 300 2026 Small paths and pleasant roads

These days, when a manufacturer enters a new market, it has little choice if it wants to make a splash: it needs a trail bike. It’s almost as much of an obligation as it is a headache. The market is saturated with models, the established players are unbeatable, and it’s THE category of the moment. As a result, it’s no easy feat for TVS to break into the scene. But the Indian manufacturer believes in it, with its RTX 300 crossover, which we got to test ride for a few hours—through both good times and bad. India is on the rise—let’s hop on board!

TVS—You may have heard of them when they bought and relaunched Norton. If not, get used to those three letters. Every year, the brand sells as many motorcycles as Suzuki, Kawasaki, Ducati, Triumph, Harley-Davidson, and BMW combined (though not at all in the same engine displacement ranges). It made its debut in France this year with a modest but highly representative lineup.The RTR 310, 250 Ronin, 310 RR, and Raider 125 share the showroom with our adventurer of the day.

It makes a favorable impression right from the start. Before we get carried away by its looks and design, let’s be curious and critical. The RTX has some well-thought-out little touches, like this duct in front of the engine that directs hot air from the radiator under the bike rather than toward your calves, or that plastic guard to protect part of the shock absorber from debris, and the beautifully designed luggage rack (a Suzuki SV7-GX would be envious).
These are small touches, but—like the finish—they demonstrate a commitment to quality. Upon closer inspection of the TVS, it’s clear that the build quality is impressive for a bike in this price range and segment. It’s no Triumph or Honda, but the assembly is meticulous, and it quickly becomes apparent that the manufacturer aims to make a strong, lasting impression. The interior trim of the fork head, the carefully routed wires and hoses, the removable rear subframe, the impeccable layout of the electrical components under the seat, and the box-section swingarm—all these elements enhance the bike’s appeal. Only the controls on the handlebar switches feel a bit “toy-like” compared to the rest of the controls and the bike as a whole.

Plus, it’s not bad-looking. Although TVS set out to create a world-class motorcycle—which often requires a more neutral design to appeal to a wide range of tastes—the 300 RTX exudes a kind of likable confidence and flattering lines. Frankly, it makes quite an entrance and is a pleasure to look at.

It’s been on the road for nearly a year now in its home country, and it has nothing to prove there—quite the opposite here. So the hardest part is yet to come. How will it hold up on the road, especially with its engine displacement that’s out of step with market expectations?!? Westerners, well-accustomed to big-displacement bikes, love 450s/500s, 700s, 900s, and so on.
Let’s take the single-cylinder bike for a spin—it seems to defy this comparison.

That’s the full name of the RTX. An omen or a promise?
Engage! The connecting rod begins to work, quickly settling into a light, discreet, and nimble “thump-thump.” First plus: it won’t be the one to disturb the neighbors in the morning. The clutch engages smoothly under your hand, then releases a bit of torque to get the RTX moving. And the first few meters say it all: the bike feels surprisingly light and nimble, immediately dispelling any doubts raised by the spec sheet. 180 kg for this 300cc trail bike? You wouldn’t believe it for a second. It responds to the slightest flick of the wrist or a glance, effortlessly follows your riding lines and through turns, and displays a very pleasant neutrality. The word “easy” could be stamped right on the fairing.

As a result, everyone quickly feels like taking it for a spin. The engine isn’t afraid to respond to every request, but… it does what it can. Very responsive and very linear, its low-rpm range lets it move forward smoothly, and you have to wait until 6,000–6,500 rpm to get something more substantial. There’s a slight surge in power around 8,000 rpm, and then you can push it all the way to the redline without it running out of steam. The 36 chevaux aren’t exactly thrilling, and its maximum torque of 28.5 Nm won’t blow you away. But keep in mind: the RTX isn’t about being aggressive, sporty, or impatient. Its thing is to get the job done—whether it’s carrying two people through the urban jungle or tackling dusty work sites—with a certain elegance and the compassion of everyday life. In short, it’s a workhorse you can ride on Sundays and still turn heads.

It’s not really that this engine lacks power. You almost get the sense that it’s more eager than it lets on. But with a curb weight of 180 kg—to which you have to add fuel, a few trinkets, and the rider—its job isn’t easy. Although it never feels like it’s straining, the single-cylinder engine doesn’t have enough muscle to stir up excitement or thrills.
“So what?!” the RTX might say. Neither this bike nor its engine claims to do that.
It vibrates a bit—vibrations felt mainly in the footrest plates. But your calves tend to naturally move away from the ankle guards, and the rubber on the footpegs provides enough cushioning that you quickly stop noticing the vibrations.
When decelerating, you might feel a slight jolt around 4,500 rpm. Or rather, it’s as if the engine brake kicks in for a brief moment. It’s neither annoying nor unsettling, but imperceptibly surprising.

TVS is making a big impression by equipping the Adventurer model with 4 riding modes, traction control, and a shifter. It’s a selling point—it shows the level of commitment the brand wants to offer... But in real-world use, is the practical benefit really obvious?! This observation applies to many small-displacement models (across all brands)— the most glaring example being the traction control on the Yamaha R125 or Aprilia RS 125…. Rain Mode makes the engine feel as sluggish as can be, and Urban Mode is barely any livelier. Ultimately, these two modes serve no purpose; just like the Traction Control, which we were only able to trigger in first gear on a wet, slippery surface. Only “Rally” mode for off-road rides and “Tour” mode for everyday riding will actually be used.
Mr. TVS (and many others), tone down these electronic features and give me a useful combination of heated grips and hand guards instead—which will be much more appreciated. An adjustable windshield would also be nice, or at least one with a wider span. The stock windscreen’s effectiveness is, shall we say, modest. In fact, it only takes a few kilometers to realize that the overall protection is just like the bike itself: lightweight in use.

The dashboard is a real success. The graphics have a minimalist look yet are well-crafted, with a “background” that changes depending on the driving mode, very easy-to-read instructions, and well-thought-out ergonomics. The various menus are easy to get the hang of, and the smartphone integration looks promising. We weren’t able to test everything because the French version of the TVS app isn’t available yet. But a quick look at the original version, with the GPS navigation app mirrored on the screen, seems both polished and effective. On the other hand, you’ll only be able to use the in-house system powered by Google Maps—Waze, Coyote, and other apps aren’t invited to the party. It will also be possible to control the music from the steering wheel controls, as well as a GoPro (to show on social media just how bad a driver you are—or to have some circumstantial evidence when a car “forgets” to yield the right of way).

On the road, the RTX gets the job done in every situation. Whether facing a dirt road, some loose gravel, or Father Polux’s trail to retrieve wild boar cutlets, does it still have that smile? Let’s find out with enthusiasm—the Indian seems to find no trouble at all. The little detour we took allows us to continue experiencing the same smooth ride we noticed on the road. On a forest trail that isn’t too rough, it handles easily, stays on course, and provides a comfortable ride.
But it’s at its best when the terrain suits it. You quickly realize you shouldn’t venture into challenging terrain—its tires and chassis, which are “versatile but not for just anywhere,” immediately rule out the Enduro category. Also, the handlebars are too low in the upright riding position, and the front end lacks precision when pushed a bit. In this regard, as with many crossovers, we expected neither more nor less.

We weave our way along roads that are as winding as they are refreshing. It’s playful and enigmatic, just like the RTX’s understated and mischievous personality. It lets itself be driven without a second thought, like a good friend every morning. The soft suspension settings are a relief for my back, without making the bike feel like it’s “floating” on the road. That said, a bit more braking power from the hydraulic system wouldn’t go amiss. However, after getting to know the bike, the disastrous weather conditions did little to encourage our group to really push it to the limit.

Its braking performance is more than adequate, just as you’d expect from the front end, though it lacks a bit of bite at first (which helps avoid startling novices) and then offers good consistency; the rear is a bit weaker but controllable. For everyday use, nothing seems likely to ruin your day—except maybe once or twice when your left thumb complains: it gets a little annoyed by the ridge above the turn-signal lever. Am I nitpicking? Well, yes—it’s my job.

Both when you first ride it and during regular use, the TVS 300 RTX sounds, feels, and rides more like a big 125 than a 300. Pleasant, versatile, rather cute, intuitive, and well-designed, its only real flaw is its mechanical positioning—it’s caught between two categories.
- The requirement for a large-displacement license (A or A2) to ride it prevents it from appealing to the 125cc crowd
- The 400-500cc bikes offer much better throttle response while boasting a more distinctive image. Although it’s priced fairly, the CFMOTO 450 MT could give it a run for its money. At 4,000 balles, however, we’d tell you, “Go for it!”

TVS still has a few aces up its sleeve, starting with a 5-year warranty and the first three maintenance visits included.
Not to mention fuel economy. With an average of 2.7 liters, this trail bike is incredibly fuel-efficient. An argument that could become increasingly important in the coming years if the world’s biggest idiot continues his harmful global policies.

For your information, the RTX 300 requires its first service at 750 km, then at 1,000 km, and every 7,500 km thereafter.