Kabira KM4000 has quietly evolved into one of the most serious all-electric alternatives for riders who want a proper motorcycle feel rather than a soft commuter EV. In 2025, the Kabira KM4000 Mark 2 is no longer the experimental first-gen bike that enthusiasts cautiously tried a few years ago; it is a heavily reworked machine with a 12 kW aluminium-core hub motor, modular battery pack, 120 km/h claimed top speed and up to 201 km certified range, wrapped in an aggressive naked-street design that genuinely turns heads in traffic. As an EV analyst looking at where the Indian two-wheeler market is going, you cannot ignore how decisively this motorcycle is now aimed at riders who were earlier eyeing ICE nakeds like the MT-15 or Pulsar N series.
Kabira KM4000 in 2025: where this electric bike really fits
In its latest Mark 2 form, Kabira KM4000 sits in the mid-to-upper end of the electric motorcycle segment. Pricing for 2025 typically starts around ₹1.51 lakh ex-showroom for the Kabira KM4000 Mark 2 B variant and stretches up to roughly ₹1.70–1.76 lakh ex-showroom for the higher-spec KM4000 Mark 2 V, depending on city and dealer. That puts the bike head-to-head with premium electric rivals and also right in the crosshairs of popular 150–200 cc petrol nakeds on price.
Kabira KM4000 Mark 2 is offered in two main battery configurations. The Mark 2 B variant uses a 4.1 kWh pack with a claimed range of 178 km, while the KM4000 Mark 2 V steps up to a 5.15 kWh battery and an impressive 201 km certified range. Both are driven by the same 12 kW aluminium-core hub motor that delivers up to 192 Nm of torque at the wheel and a claimed 120 km/h top speed, with 0–40 km/h in just 2.9 seconds when you are in the sportiest mode. In other words, Kabira KM4000 is squarely positioned as a performance-oriented electric motorcycle, not just an economy commuter with a battery.
Design and build: how Kabira KM4000 looks and feels in the metal
The first thing you notice about Kabira KM4000 is that it does not try to hide its electric identity behind traditional petrol-bike cues. The Mark 2 redesign has given the bike a very muscular, almost futuristic naked-street stance, dominated by a tall front fascia, vertically stacked LED projector headlamp and deep side shrouds that visually replace the fuel tank and engine mass. The proportions are closer to a mid-capacity streetfighter than a 125 cc commuter, which automatically makes the Kabira KM4000 interesting for riders used to more serious motorcycles.
Instead of a fuel tank, Kabira KM4000 uses that space to pack in a practical 13-litre front storage compartment (“frunk”), which is genuinely useful for gloves, a small bag, charging cable or everyday items that you do not want to sling on your back. The battery pack is housed lower in the frame, which helps keep the centre of gravity down despite a kerb weight in the 150–152 kg range depending on variant.
In terms of hardware, Kabira KM4000 Mark 2 runs 17-inch alloy wheels, telescopic forks at the front (from a reputed supplier) and a rear monoshock, with discs at both ends and dual-channel CBS for braking duties. Ground clearance is a very usable 175 mm, which means typical Indian speed breakers and broken patches are not a daily headache, even when you have a pillion on board. Combined with a claimed carrying capacity of around 160 kg, the bike is engineered with real-world Indian usage in mind, not just spec-sheet glamour.
Kabira KM4000’s biggest talking point is its powertrain. The Mark 2 uses a 12 kW aluminium-core hub motor, developed with an external tech partner, mounted in the rear wheel. That hub motor layout eliminates a lot of intermediate drivetrain components and gives very direct, immediate response to throttle inputs. Combined with 192 Nm of torque available at the wheel, the bike feels lively from the first twist.
The company claims 0–40 km/h in 2.9 seconds and a top speed of 120 km/h. In practical terms, Kabira KM4000 surges quickly to 60–70 km/h, which is where most urban and ring-road traffic lives, and still has enough in reserve to push past 100 km/h when roads open up. Earlier first-ride reviews of the KM4000 platform already praised the smooth throttle calibration and friendly power delivery, and the Mark 2 bikes retain that character while adding more headroom with the updated motor and battery pack.
Riding modes play a big role in how Kabira KM4000 behaves. You get multiple modes ranging from efficiency-focused to performance-oriented, with cruise control available to take the strain off your right wrist on long highway stretches. In the most aggressive mode, acceleration is sharp enough that new EV riders might want a short acclimatisation period, especially if they are used to slower 110–125 cc petrol bikes. Once you dial back to a mid-level mode, the response becomes smoother and more relaxed while still leaving plenty of torque for overtakes.
Because the motor is in the rear wheel, you do get a different road feel compared to mid-drive systems. There is a subtle sense of the rear end being “alive” under very hard acceleration over rough surfaces, but the combination of a long wheelbase, chunky tyres and well-tuned suspension keeps things controlled for the most part.
On paper, the Kabira KM4000 Mark 2 B claims 178 km range from its 4.1 kWh pack, while the Kabira KM4000 Mark 2 V pushes that figure to 201 km thanks to the larger 5.15 kWh battery. These are certified test-cycle numbers achieved under controlled conditions, not brutal real-traffic chaos. In the real world, the pattern for most electric motorcycles (and scooters) is that you can expect roughly 70–80 per cent of the certified figure if you ride sensibly and avoid sitting at top speed for long stretches.
Translating that into everyday usage, a well-ridden Kabira KM4000 Mark 2 B should comfortably deliver around 120–135 km on a full charge in mixed city riding with some ring-road work, while the KM4000 Mark 2 V can realistically get into the 140–160 km zone for riders who mostly cruise at 60–80 km/h and use regen smartly. These estimates line up with earlier owner reports on range for the platform and with the physical battery capacity on offer.
Charging is one of the bike’s strong suits. Kabira KM4000 uses a 1.5 kW high-speed on-board charger, which the company claims can take the battery from 0 to 60 per cent in about 60 minutes, with a total charging time of around three hours to go from empty to full. That combination of battery size and charging rate is very usable in Indian conditions: even if you run the bike hard during the day, a long lunch break or afternoon plug-in can give you enough buffer for your evening commitments.
The modular cell-to-module battery pack, managed by a smart battery management system developed with a large telecom tech partner, is a significant step up over early small-scale EV setups. The system constantly balances cells, monitors temperature and protects against over-charging and deep discharge. That is vital in India, where ambient temperatures and fast-charging cycles can be harsh on battery chemistry if not managed properly.
For riders trying to understand how the wider EV ecosystem supports bikes like Kabira KM4000, the national EV information portal is a good reference for current and upcoming public charging infrastructure, state incentives and policy direction.
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Ride quality, handling and braking: the real Kabira KM4000 experience
From a chassis perspective, Kabira KM4000 is built to feel like a proper motorcycle, not a reworked scooter. The wide handlebar, neutral footpeg position and slightly forward-leaning stance give you a sporty yet comfortable riding posture that works both in city traffic and on open roads. Shorter riders might initially find the saddle height a touch on the taller side, but the seat is narrow enough near the tank area to make flat-footing easier than the styling suggests.
Suspension tuning on Kabira KM4000 Mark 2 strikes a balance between control and comfort. The telescopic front forks and rear monoshock are firm enough to keep the bike composed at 80–100 km/h, but not so stiff that every pothole feels like a punch in the spine. Over badly broken patches at low speeds you will feel some sharpness, particularly if tyre pressures are on the higher side, yet at typical city speeds owners consistently report that the bike feels planted rather than harsh.
Handling is where Kabira KM4000 benefits from the 17-inch wheels and a well-distributed mass. Turn-in is progressive and predictable; the bike is not as flickable as a super-light 150 cc commuter, but it is far from heavy-steering. In traffic, you can weave through gaps confidently, and on winding outer-ring roads the chassis remains stable enough that you can lean with intent without constantly worrying about sudden wobbles.
Braking performance is handled by disc brakes at both ends, supported by a dual-channel combined braking system and regenerative braking. The dual-mode regen is particularly useful: in higher settings, simply rolling off the throttle sheds speed quickly while putting energy back into the battery; in lower settings, you get more conventional coasting. While ABS is still absent, the combination of regen, dual discs and CBS provides strong overall stopping power. Riders do need to remain mindful on wet monsoon roads, as with any non-ABS bike, but the hardware package is robust for this segment.
Features, tech and connected experience on Kabira KM4000
On the features front, Kabira KM4000 is clearly designed to compete with modern ICE bikes, not just other EVs. A 5-inch TFT display sits at the heart of the cockpit, showing speed, mode, range and battery state of charge with good clarity. Through Bluetooth connectivity and an associated app, Kabira KM4000 unlocks more than 40 connected features, including ride statistics, navigation prompts, geo-fencing, anti-theft alerts, side-stand alerts and even tyre pressure monitoring on some versions.
Lighting is fully LED, with a projector headlamp up front and LED indicators and tail-lamp, which not only look modern but also help power efficiency. Cruise control is a rare feature at this price point and works well with the torquey electric motor, letting you lock in a steady speed on longer highway sections and arrive less fatigued.
From a daily-use standpoint, Kabira KM4000 also incorporates practical touches: the frunk storage, USB charging options, and thoughtful routing of cables and hoses to keep the bike tidy. The combination of performance-oriented features and real-world usability is where Kabira KM4000’s Mark 2 update feels particularly mature.
Price, variants, warranty and running costs of Kabira KM4000
As of 2025, Kabira KM4000 Mark 2 B is typically listed around ₹1.51 lakh ex-showroom in markets like Delhi, while the higher KM4000 Mark 2 V variant is priced around ₹1.70–1.76 lakh ex-showroom depending on city and local factors. When you factor in insurance and registration, most buyers will see on-road prices approaching or slightly exceeding ₹1.8 lakh. That is not a small amount, and it is important to view Kabira KM4000 as a long-term asset rather than a short-term toy.
The standard warranty package usually includes three years or 30,000 km on the battery, along with additional coverage on the motor and major electrical components, with some dealers offering extended warranty options for extra peace of mind. Service intervals are relatively relaxed compared to an ICE bike, because you do not have oil changes, clutch work or exhaust systems to worry about; the main regular tasks are brake pads, tyres, suspension checks and software diagnostics.
Running costs are where Kabira KM4000 really separates itself from comparable 150–200 cc petrol bikes. Even using a conservative assumption of 5 units of electricity to fully charge the larger 5.15 kWh pack from empty, and a typical domestic tariff, the cost per full charge is a fraction of a single tank of petrol. Given the real-world range we discussed earlier, the per-kilometre “fuel” cost becomes so low that, for riders doing 1,000–1,500 km per month, the price difference versus a petrol bike can be recovered in fuel savings alone over a few years.
To understand how central-government and state-level incentives might further tilt the math in favour of electric motorcycles like Kabira KM4000, riders can refer to the latest EV charging and incentive guidelines under the national EV mission, which detail subsidies, infrastructure support and policy timelines.
Strengths and weaknesses: a realistic Kabira KM4000 assessment
Like any serious product, Kabira KM4000 comes with clear strengths and also some weaknesses you should go in knowing about. On the plus side, the bike’s powertrain is genuinely strong for the price: a 12 kW motor, 120 km/h top speed and sub-3-second 0–40 km/h figure are not just marketing fluff but align with what riders report on highways and fast outer-ring roads. The range, particularly on the KM4000 Mark 2 V, is easily adequate for most daily use-cases and even weekend breakfast rides without range anxiety.
Design and road presence are major assets. Kabira KM4000 looks like a proper, angry street bike rather than a converted commuter, and that matters to many buyers making the psychological jump from petrol to electric. The combination of a practical frunk, connected features, cruise control and dual-mode regen rounds out a package that feels modern and thought-through.
On the flip side, Kabira KM4000 is still backed by a relatively young brand with a growing but not yet nationwide dealer and service footprint. Some owners have reported disappointing experiences with specific dealerships, including slow resolution of issues and limited availability of trained technicians or spares in certain regions. That does not make the bike a bad product, but it does mean you should research your local dealer’s reputation, test their responsiveness and factor future service convenience into your decision.
Fit-and-finish, while improved, is not yet at the level of the most premium Japanese or European rivals; you may still find the occasional uneven panel gap or minor rattle over time on bad roads. And although the charging hardware is excellent, the lack of universal fast-charge connectors across Indian public networks means that for now, Kabira KM4000 is still primarily a home-charging machine.
Who should buy Kabira KM4000 in 2025?
Kabira KM4000 makes the most sense for riders who want the feel of a proper naked motorcycle but are ready to move away from petrol. If your typical riding pattern looks like 30–70 km a day with a mix of city and ring-road, and you want a bike that feels fast, planted and modern while keeping running costs under tight control, Kabira KM4000 is worth a very serious look.
It is also a strong candidate for riders who do structured weekend rides, say 80–120 km loops, and have secure parking with access to a 15 A socket at home. In that use-case, either variant of Kabira KM4000 can handle the weekly mileage comfortably with one or two full charges, and the combination of strong acceleration and silent running gives a very different kind of enjoyment compared with a small-capacity petrol bike.
Where Kabira KM4000 might not be the ideal choice is if you live in a town or city where the brand has no reliable dealer presence yet, or if your riding often involves very long highway days of 250–300 km without guaranteed charging stops. In those scenarios, you either need to be extremely disciplined with planning or consider a different segment altogether. But for urban and peri-urban enthusiasts ready to embrace electric performance, Kabira KM4000 is one of the most compelling packages in the Indian market today.
Final verdict: is Kabira KM4000 worth your money in 2025?
Looking at the 2025 landscape objectively, Kabira KM4000 offers a lot of motorcycle for the money. You are getting a 12 kW motor capable of 120 km/h, up to 201 km certified range, a sophisticated modular battery pack with high-speed on-board charging, dual-disc braking with regen, a full TFT dashboard, deep connectivity and a design that looks every bit as serious as the ICE nakeds it parks next to.
The real-world experience backs this up: Kabira KM4000 accelerates hard, cruises comfortably at Indian highway speeds, and thanks to its 17-inch wheels and well-sorted chassis, feels stable when you start riding it like a proper sport naked. Yes, there are legitimate concerns about dealer consistency and long-term support in every corner of the country, and yes, fit-and-finish still has another step to climb before it can match the very best.
