Ather Rizta

The Rizta’s 4.3 kW motor gets the job done. It sprints from 0-40 kmph in about 4.7 seconds, which is quick enough to get ahead at traffic lights. It maxes out at 80 kmph—not built for highways, but more than enough for the city.

The 2.9 kWh battery claims 123 km, and we got around 100 km in mixed use. The bigger 3.7 kWh pack is rated for 159 km, and we managed about 130 km. Eco mode helps extend the range, but it also dulls throttle response quite a bit.

Charging takes between 6 to 8 hours, which feels long, but on the flip side, a full charge costs around ₹10–12—massively cheaper than petrol. We’ve drained the battery a couple of times, but with some planning, it’s enough for a week’s errands. The motor stays quiet and smooth, and even when riding two-up on mild inclines, it pulls through without fuss. It’s not exciting—but it’s reliable.

The Rizta looks utilitarian from the get-go—boxy, upright, and purpose-driven. Up front, there’s a flat LED headlamp that lights the road well enough, but the apron plastics feel a bit flimsy if you tap or brush against them. It’s built around function, not form.

The 12-inch alloy wheels do their job, though they scuff up easily. Around the back, there’s a clean LED bar taillight and a sturdy mudguard. The battery is mounted low in the chassis, which helps keep things grounded. We parked it next to sleeker scooters, and yeah—it looked plain. But it didn’t feel out of place.

The seat is long, flat, and wide—exactly what a family scooter should offer. The side panels curve enough to mask the hardware underneath, and while the paint finish isn’t premium, it survives city use. We had a few scuffs show up in the first week. Overall, it’s more about space and durability than turning heads.

In our day-to-day city runs, the Rizta held its own. It uses a 200 mm front disc and a 130 mm rear drum with CBS—enough stopping power for traffic. Once, we had to swerve around a rickshaw in the rain, and it stopped clean—no slide.

Ground clearance sits at 165 mm, clearing most speed breakers. But with two up and some load, we did scrape a few taller ones. Visibility at night is solid, thanks to bright LED lighting. The Z variant includes Skid Control, which actually kicked in once on a slippery patch—definitely a helpful feature.

No ABS, though—and that’s a miss, especially on wet roads. We still slow down on rain-soaked streets because the tyres aren’t the most confidence-inspiring. That said, the scooter feels balanced. We even had a minor tip-over once—FallSafe cut the motor instantly, so no damage or drama. It’s built to stay steady in everyday chaos, just don’t expect it to handle tough terrain or wild weather effortlessly.

The Ather Rizta has some strong rivals. The Ola S1 X, starting at ₹1.12 lakh, offers 165 km of range and a lower price but trades away comfort and space. The TVS iQube at ₹1.07 lakh feels more cushioned but lacks the tech. Bajaj’s Chetak, priced around ₹1.15 lakh, is better built and more premium, but it’s heavier and has a smaller boot. Honda’s Activa Electric at ₹1.46 lakh offers brand trust and a balanced ride, though it doesn’t have much storage.

What sets the Rizta apart is its storage, smart features, and practical design. Others might ride better or feel richer, but the Rizta is honest and focused on utility.

The 2025 Ather Rizta fits the bill for what a family electric scooter should be. It’s easy to ride, has enough range for a full week, and packs in useful features like Skid Control and a massive underseat boot. It’s not the most refined, nor the quickest to charge, and it won’t pamper you on bumpy roads. But if you’re looking for practicality over performance or flash, the Rizta makes a strong case for itself.