Fused with modernity, sleek structure and built-in strength, the Yamaha Aerox 155 comes with the most powerful engine known so far.
Why I chose the Yamaha Aerox 155 over an Ather & Ola: Pros & Cons
The Aerox 155 returns a surprisingly good fuel efficiency figure of around 42 km/l in Bangalore traffic. Out of all of them, I found Aerox most comfortable for me and fit my requirement (Powerful, tall stance scooter with decent range (fuel or EV)) High price: The Yamaha Aerox 155 is one of the most expensive scooters in its class (₹185,000 OTR in Bangalore), which could be a deterrent for budget-conscious buyers.
Lack of Touchscreen and other smart features (Yamaha Y connect app is basic): Aerox can’t compete with EV counterparts in this department.
Overall, the Yamaha Aerox 155 is a stylish and powerful scooter that offers a comfortable ride and good performance. However, its high price, stiff rear suspension, and limited footboard storage may make it less appealing to some buyers.
Yamaha NMax vs Aerox | Which is better? Full Comparison [2023 Guide]
In this article, we’ll delve into the features, specifications, and key differences between these two popular scooters, providing you with valuable insights to determine which one suits your riding preferences and needs. The NMax and Aerox are renowned models from Yamaha, offering impressive performance and stylish designs. Nmax design Aerox design Sleek and sporty design Aggressive and dynamic design language Features a sharp and aerodynamic front fascia Sporty and muscular front end with sharp LED headlights Compact and lightweight body Streamlined bodywork for enhanced aerodynamics Angular lines and a modern overall appearance Distinctive and edgy body panels Wide and comfortable seat for rider and pillion Split-seat design for added sportiness Ergonomically designed handlebars for a comfortable riding position Taller windscreen for improved wind protection Ample under-seat storage space for personal belongings Upswept exhaust design for a sporty look Clear and easy-to-read instrument cluster with digital display Advanced LED tail lights with a modern appearance Stylish alloy wheels and high-quality finish Digital instrument cluster with multiple information displays Available in a range of attractive colour options Striking colour schemes and graphics for a bold presence Nmax Aerox Side stand engine cutoff Side stand engine cutoff Disc brakes Traction control Tubeless tyres Disc brakes Single channel ABS Single channel ABS
Nmax Aerox Disc brake Disc brake 14-inch Alloy wheels with tubeless tyres 14-inch Alloy wheels with tubeless tyres Telescopic suspension Telescopic suspension Digital instrument cluster Digital instrument cluster Motorcycle type twin rear suspension Motorcycle type twin rear suspension 140mm wide rear tyre 140mm wide rear tyre Side stand engine cutoff Side stand engine cutoff External fuel lid External fuel lid 24.5-litre underseat storage 24.5-litre underseat storage Multi-function key switch Multi-function key switch Two-level seat Two-level seat Front pocket with power socket Front pocket with power socket LED lighting LED lighting Bluetooth connectivity Bluetooth connectivity Traction control Traction control Auto start/stop Auto start/stop Nmax Aerox Feature-rich Peppy engine Slightly powerful than the Aerox Aggressive design language Tall windscreen adds to its aggressive styling Telescopic suspension with a 14-inch front wheel Traction control system Traction control system ABS for added safety ABS for added safety
The Yamaha Aerox is generally considered to offer better performance due to its sportier nature and more powerful engine. It is equipped with a higher-displacement engine and features like Variable Valve Actuation (VVA) technology, which enhances power and efficiency.
However, the Yamaha Nmax is often considered more suitable due to its comfortable riding position, spacious storage capacity, and focus on practicality.
The Aerox’s sportier design may make it more appealing to riders looking for agility and style in urban environments.
However, the Aerox can still handle long rides with its sporty performance, but it may not offer the same level of comfort and storage capacity as the Nmax. Suzuki Burgman Street, TVS Ntorq 125, Honda PCX and Aprilia SR160 are some of the rivals of the Nmax and the Aerox.
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Bangalore to Pune in a Yamaha Aerox 155: 1800 km ride review
I just finished an impulsive 1800km round trip on the Aerox over 3 days, from Jan 5th to 7th, from Bangalore to Pune and back with errand pit stops en route in Belgaum and Kohlapur. The scooter’s cubic capacity is dismissed as boring for highways, fuel economy as a hindrance, ride quality as harsh, ground clearance as risky, wind buffeting as intrusive…and so on. When work presented an opportunity to head far, on a road I knew, I thought I’d learn about Aerox’s proper long-distance ability first-hand. The same day Left Pune at 4 pm and rode back to Hubli, reached by 12pm with 3 tea breaks and 4 fuel stops.
I can understand for those with ortho chair jobs or long hours seated careers or conditioned to commuting car rears, ride complaints would be butt obvious, pun intended. Will the low overall silhouette of the vehicle be imbalanced by my upper body weight and loaded top box?
There was zero turbulence from heavy vehicles rushing past or the famed crosswinds that operate the Chitradurga windmills. It’s also to be noted that this scooter keeps the wind completely away from feet, legs and lower body thanks to its faired construction.
As a parting point to this category, I’d like to mention a thought that kept reoccurring – I never seemed to reach the limit of this scooter, where it gasped for performance. Agreed no Himalayas, but over the mild western ghats I crossed en route, there was no change to performance described above.
There were several heart-in-mouth moments where I would pass a pump for being inconveniently off the road, only to encounter tens of kilometres without a next one and my gauge indicator asking me why the hell wasn’t I refuelling. However, it took away less than 5 minutes each time to identify a pump without any queue and swing into it, flip that conveniently located flap and ask for 500 ka fuel, a note I kept ready to quickly hand over in my upper jacket pocket.
I actually found the coincidence of ATMs dispensing 500 notes, the price of fuel in India today and the 4 5 – 5 litre refuelling I did, to be a happy, convenient reason I could speed in and out of pumps in minimal time. The two most relaxed parts of me were my hands and legs, enhanced by having nothing much to do with the controls and being in positions that offered leeway for change and little to no stress.
I could vary my feet position forward or rear by about 6 inches, enough to keep me comfortable the entire way. The seat, however, angled me such that I could not move many fronts or back on it, which over a long duration caused ample pinprick sensation to the rear.
I did not find my knees fouling with the front apron even while braking hard, something that most reviews I’d seen, keep harping on. What was really worrisome was when coming downhill, at an angle of above 20 degrees descent, the rough track took the scooter out of its line very rapidly and the gearless nature meant it picked up speed on its own while doing so. I want to signal an opposite truck in the wrong lane to get back to his and end up seeing my real-time mileage instead. Extra spacious under the seat, that fantastic Givi top box and a natural body to hold saddle bags mean the Aerox is really practical to pack in a lot.
How desirable is this scooter to me, measured by whether I turn back to look at it after parking each time, and how long I would keep it, given I rotate my vehicles each year? The first one I can answer immediately to myself – I didn’t look at it too much anywhere I parked, nor was I inclined to take pictures of it in assorted dramatic highway landscapes.
Even though my scooter is in arguably its loudest colours, orange wheels etc, I still found its modern silhouette aka Dio-styled looks, to be not as endearing to my retro favouring sensibilities. There was good curiosity out there though about the scooter, but my gauge is that this is a fairly under-the-radar looker which doesn’t turn heads for style.
Since that has no implication on reasons I keep or sell my bikes, the second aspect, of how long this will stay with me, is still open to experiences ahead. For me, post this comprehensive ride experience, the Aerox appears to be great for – Solo airport runs where I park there for fly-out-n-back day work trips. Solo trips for errands that require me to bring back or ferry goods, thanks to that cavernous luggage capability. For the monsoons, the Aerox will be ever prepared with all the raingear in its under-seat storage and keeping some splashes away with its body style and fairing.
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Is it good for long rides?
Fused with modernity, sleek structure and built-in strength, the Yamaha Aerox 155 comes with the most powerful engine known so far.
Yamaha Aerox 155 Long Term Review: The Good And Bad
You become the Ntorq rider’s envy and a middle-aged man’s hero when you roll in on this Yamaha. But, if you have been used to traditional scooters, even the quicker ones like the Ntorq, riding the Aerox feels sensational. And even after six months of riding it, it still feels quick and exciting every time I open the throttle with intent. A fuel efficiency figure of around 40kmpl isn’t great when one considers traditional scooters.
Or just your office bag with the laptop, coffee tumbler, and an elaborate lunch box.
Yamaha Aerox 155: My impressions after 140km with the scooter
Took the same route the Top Gear trio did, and it returned a fuel efficiency figure of ~42 – 45 kmpl. Rode up from Hue to Hoi An, via the Hai Van pass, the same route the Top Gear guys did in the Vietnam special.
Great rider seat: Wide and well-cushioned for your derriere while jutting out ever so slightly between your thighs to give you the ‘between-the-thigh-grip’ you need while you corner like on a sport bike. In the sense that you can corner in the twisties without any hesitation yet is comfortable on the highways (not soft but not stiff either, a bit in the goldilocks zone).
The engine and CVT gearbox combo delivers power linearly and it pulled like a train even on the mountain twisties with a two up payload of ~150kgs. Under-seat storage is scooter equivalent of the cargo area of a station wagon. I took a full face helmet + our jackets, or our massive camera bag and 2x1L bottles. Based on those two points, I’d say it’s the scooter Bond would take to Casino Monte Carlo if he had to ride there.
I couldn’t take it anymore after half a day and my Mrs somehow soldiered on the pillion for the last ~3 hrs. Lack of grab rails: It has these slots under the rear seat like in a KTM RCXXX, so your hands are going to be sore from holding on. Or alternatively you’ll have to grab the rider’s midriff like on a sports bike, but since you are seated upright and not leaning forward your lower back will get sore if you do this. I dare say I had more fun riding this than a motorbike, no more hunting for the perfect gear for a corner, no more trying to stay in the power-band.
Yamaha Aerox 155 scooter long term ownership review, second report – Introduction
Since its homecoming journey from Pune, where I took delivery, to Mumbai, it has done more than its fair share of city runabouts, gotten its first service and oil change done, impressed me on a couple of highway blasts, attacked some twisties, and even partaken in a little bit of racing! CARVING IT UP: Large wheels and grippy tyres offer confident handling, allowing you to push hard in the corners. In the company of much larger, quicker motorcycles on the way to the event at Aamby Valley, the Aerox held its own on the open highway, sitting pretty at 100-110kph with a little left in reserve. The only caveat is that you need to make sure you lift your butt off the seat a little when you encounter mid-corner bumps – the Aerox is never unsettled or pushed wide by them, but it does send the jolts through to you quite sharply. A fellow Aerox owner recently swapped to a larger front brake rotor, and there is even the possibility of converting the rear drum to a disc.
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