Tag - Honda Activa e review

Key highlights Price: Activa E INR 1.17 lakh (ex‑showroom) | Q‑C1 INR 90,000 Battery: Activa E – twin 1.5 kWh swappable packs | Q‑C1 – fixed 1.5 kWh unit Claimed range: 102 km (Activa E) | 80 km (Q‑C1) Top speed: 80 km/h (Activa E) | 50 km/h (Q‑C1) Peak power: 6 kW (mid‑mount PMS motor) | 1.8 kW (hub motor) Ride modes: Activa E – Eco / Standard / Sport | Q‑C1 – Eco / Standard Design & Build At first glance the siblings look identical: smooth curvy fascia, integrated LED lighting and familiar Honda proportions. Look closer and the Activa E’s LED DRL, diamond‑cut alloys and front disc brake give away its premium intent. The Q‑C1 wears the same wheel design but skips the machined finish and disc to keep costs in check. Paint quality on both feels premium enough, although the matte shades on the Q‑C1 add welcome flair for a budget offering. Where they truly diverge is under the seat. The Activa E hides two 1.5 kWh lithium‑ion packs locked in a neat cassette. Pop the smart key, flip the latch and each battery lifts out (heavy, but manageable) for a two‑minute swap at Honda’s upcoming power‑hub network. The Q‑C1 sticks to a non‑removable 1.5 kWh pack and gains a far roomier 26‑litre boot that can swallow a half‑face helmet plus odds and ends—much handier for grocery runs. https://youtu.be/tQE0WT4N--0 Cockpit & Features Honda hasn’t skimped on the interfaces. The Activa E gets a crisp colour TFT with joystick controller, Bluetooth pairing, music, calls, and turn‑by‑turn navigation via Honda RoadSync Duo. Ride‑ready and reverse functions are intuitive: long‑press a steering‑bar button, squeeze the throttle, and the scooter creeps backward at parking speed. The Q‑C1 counters with a negative‑LCD cluster—clear in harsh sunlight but limited to speed, SOC, odo and twin ride modes. You still get a USB port and twin cubbies, though the right‑hand pocket is deleted to save rupees. Performance & Real‑World Range On our mixed 60‑km test loop the Activa E (mostly in Sport) dropped to 11 % SOC with 11 km indicated—roughly 55–60 km of spirited range, meaning Honda’s 102‑km claim should be reachable if you stick to Eco. The Q‑C1, ridden in Standard, showed 9 % after 54 km, aligning neatly with its 80‑km brochure promise. Out on the highway the Activa E’s 6 kW mid‑motor feels eager: 0‑40 km/h arrives briskly and an indicated 88 km/h tops out without fuss. The Q‑C1 is softer; 50 km/h is all it musters, making it the safer bet for new riders or short urban hops but a poor choice for ring‑road dashes. Suspension tuning reflects intent. Both scooters ride on telescopic forks, yet the Activa E’s plusher spring rates and heavier mass (thanks to twin cells) lend it a planted, mature gait. The Q‑C1’s hub motor introduces a faint pogo effect over expansion joints, and its seat foam feels thinner on longer stints. Stopping power mirrors spec: the Activa E’s front disc and CBS inspire confidence, while the Q‑C1’s drum‑only setup is merely adequate. Grip from the MRF rubber on both is predictable for city speeds. Verdict – Which One Fits Your Commute? Activa E: For riders who crave quicker getaways, highway legality and zero downtime, the swappable‑battery Activa E is the clear pick. Yes, you’re renting the energy packs rather than owning them, but the convenience of a three‑minute swap (once the grid rolls out) outweighs the price premium. Add the better seat, plusher ride and tech‑rich TFT, and it feels every rupee dearer. Q‑C1: If your world is a five‑kilometre radius—college, grocery, office—and you’d rather pocket the INR 27k difference, the Q‑C1 is a perfectly competent runabout. It charges at home in 4.5 hours, offers usable boot space and, at 50 km/h, keeps novices out of trouble. Either way, Honda’s late entry into the e‑scooter space finally shows intent: one model aimed squarely at legacy Activa owners looking to electrify, the other at budget‑minded shoppers. Pick the range‑swap convenience or the big‑boot simplicity—both share Honda’s familiar ergonomics and build, but serve distinctly different riders. Also read: Bajaj Pulsar N125 – First Ride Review