The TNT is powered by a 600cc inline four-cylinder engine that is good to produce 82bhp at 11,500rpm and 52Nm of torque at 10,500rpm. That is a lot of power for Indian roads, so when I say ‘all the power is towards the peak of the rev range’, it is actually a good thing. The motorcycle comes to life at 7,000rpm and delivers substantial punch all the way to a redline of 11,500rpm. There is no punch down the rev range and even sudden throttle input won’t create unnecessary drama, unless you drop a gear or two.
This is an old Yamaha R6 engine that can actually rev up to 15,000rpm, but has been detuned and restricted to less than 12,000rpm on this bike. This makes the motorcycle very peaky, but on the plus side restricting the rev range increases the reliability.
There might not be any power at low rpms, still whack open the throttle and the bike greets you with lovely music. The sound of the 600cc inline four-cylinder engines scores over the rest of the configurations and being the only one in the segment, it scores over each of its competitors as well. In fact, when our friends at PowerDrift tried the IXIL exhaust (aftermarket accessory), I was willing to pay the full amount just for the acoustics; the motorcycle then just seems like a freebie.
The exhaust system uses racing technology with independent O2 sensors for each of the four pipes ahead of the catalytic convertor. This is supposed to provide precise data to the ECU and assist in spirited riding. On the flip side, leisure rides become a problem as the power delivery is choppy at constant throttle. It can be a serious problem while taking corners with constant throttle; the ECU can cut the fuel supply, which in turn will cut speed and destabilise the bike.
The six-speed gearbox is smooth and easy. The final problem in this department that I want to talk about is the vibrations, they are present through the rev range and particularly accentuate over 7,000rpm.