In terms of handling, the Vida VX2 leaves a positive impression. The scooter feels light on the move and is quick to respond to steering inputs
Riding the 2025 Hero Vida VX2
Both variants of the Vida VX2 come with a 6kW PMSM motor, which is the same as the more expensive V2 lineup of scooters. We rode the Plus variant with the 3.4kWh dual-battery pack. There are three ride modes on offer — Eco, Ride and Sports. The top speeds in each mode are limited to 45 km/h, 70 km/h and 80 km/h, respectively. The initial response in Eco mode doesn’t feel dull, and it is quite usable in the city. The jump from Eco to Ride mode doesn’t feel significant, but you do get access to a higher top speed. Acceleration in Sports mode is quick, but didn’t feel very exciting, especially on the open roads around Nandi Hills, where we were testing the scooter. There is an additional mode called the Boost mode, which gives you access to the full power of the motor in Eco or Ride mode. It comes into action when you twist the throttle for over 70% of its travel. I found it to be quite useful, especially when making quick overtakes at low speeds. I feel all 2-wheeler EV manufacturers should consider equipping their products with a similar mode, as it saves you from the hassle of constantly changing modes.
There are no individual Regen levels on the Vida VX2. Instead, you need to twist the throttle in the other direction to activate Regen. The more you twist, the stronger the Regen gets. The system will require some getting used to, especially for senior members of your family, but once familiar, it feels intuitive to use. Even at full lock, the Regen isn’t strong enough to bring the scooter to a complete halt. Speaking of the brakes, the Vida VX2 Plus variant comes with a front disc and rear drum brake setup along with a combi-braking system. The braking feels progressive but lacks sharpness in the initial bite, and there isn’t much feel from the levers either.
In terms of handling, the Vida VX2 leaves a positive impression. The scooter feels light on the move and is quick to respond to steering inputs. It boasts an impressive cornering ability, and the chassis felt like it could handle higher speeds. The overall suspension setup is on the firmer side, which explains its impressive stability and handling capabilities at high speeds. On the flip side, sharp bumps made their presence felt at low speeds. The VX2 could have done with an overall softer setup, considering the core consumer of this scooter wouldn’t exactly be looking at cornering this scooter at high speeds.
Battery and Range
The Vida VX2 comes with a single 2.2 kWh battery pack on the Go variant. Meanwhile, the Plus variant gets dual 1.7 kWh battery packs, taking the total output to 3.4 kWh. The claimed range for both variants stands at 92 km and 142 km, respectively. However, according to Hero, you can expect a real-world range of 64 km on the Go, and 100 km (in Eco mode) on the Plus variant.
I started the day with 98% charge, indicating a range of 99 km in Eco mode and 65 km in Sports mode. After riding for around 50 km, the charge dropped to 33%. The scooter was mostly ridden in Sports mode at max speeds, so expect the real-world drop in charge to be much less in slow-moving traffic conditions. Despite riding the scooter hard, I didn’t face any battery overheating problems, which suggests the electric scooter can sustain high speeds for long durations.
Final Thoughts
At its current introductory prices (without BaaS), the Hero Vida VX2 makes a strong case for itself. Factor in the BaaS, and there is no beating the value on offer, considering you need to pay less than Rs. 60,000 to acquire one. Overall, the VX2 is a good package with a likeable design, features and performance. That being said, hopefully, Hero works on improving the fit and finish levels on the scooter. Lastly, the ability to take out the batteries and charge them at home or use a public charger gives the customer a lot of flexibility.
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