How is the Matter Aera made? We visit its manufacturing plant to find out

It’s always a fascinating experience to step behind the scenes of a manufacturing plant – to see the machines we ride and rave about come to life, one step at a time. Recently, we had the opportunity to visit the Matter Motor facility in Ahmedabad, where the brand builds the world’s first geared electric motorcycle – the Matter Aera. More importantly, we were there to see how things are progressing for the brand and how the bike feels today after some time in the real world.

Behind the scenes at the Matter manufacturing plant

Founded in 2019, Matter introduced the Aera in late 2022 and started making headlines soon after. Fast forward to 2024, the company has racked up over 50,000 bookings, with deliveries currently underway. For a brand that’s barely five years old, this kind of traction – and the ability to keep up with it – is impressive.

What stands out most is Matter’s heavy emphasis on in-house development. The battery packs, the frame, the touchscreen UI – all of it has been designed by the brand itself. This gives them tighter control over packaging and performance. For instance, the battery is liquid-cooled – a first for an Indian electric two-wheeler – and has been designed to be compact and thermally efficient. The frame, meanwhile, is modular, which means it can accommodate larger batteries or drivetrain changes in the future without a complete redesign. Even the 7-inch touchscreen, a standout piece of equipment on the Aera, is a Matter-developed unit.

Riding the Matter Aera 5000+

The Matter Aera has always been a curious case for me. An electric motorcycle with a four-speed manual gearbox and a clutch? That sounds either like a game-changing idea or something nobody asked for. Last year, we came back impressed with the bike and were eager to test it over a longer period and distance. This was that opportunity. Spoiler alert here – the bike hasn’t undergone a lot of change, so don’t expect our thoughts to be radically different from what we said last year.

The original plan involved a sunset ride from the factory to a nearby go-kart track, followed by a city ride the next morning. Unfortunately, Ahmedabad’s weather had other plans. The evening ride was disrupted by heavy traffic and sudden showers, while the next day’s session was pretty much rained out too. But I still managed enough saddle time to check out the differences.

Familiar design, but not boring

A lot of time has passed since the Aera’s first unveiling, but its design still holds up. If you passed it on the road, you’d think it’s a normal ICE-powered commuter or street-naked, and that’s the point. The brand has emphasised that it should feel familiar to what its customers have been riding. It doesn’t want to follow old-school traditions, but also doesn’t want to be radical.

You’ve got a sharp headlamp with a projector, tank extensions with built-in indicators, clean lines, and a tidy rear end where the number plate and tail-lamps are all on the tyre hugger. It isn’t perfect, though. Some areas, like the headlamp shroud and rear section, still feel visually busy and could benefit from simplification.

Ergonomics remains neutral, and in the city, it feels well judged by the brand. Wide bars, a roomy split seat, relaxed pegs – it feels like a proper motorcycle, one where a lot of thought has gone in. The seat is also quite low at 790mm, which is another point in its favour.

Well built

The first impression stands true here as well. Build quality is good but not flawless. The panel fit is neat, the paint finish is good, and overall, the Aera feels like it’s been put together with intent, but there are a few weak points. The charging flap and belly storage lid could feel more robust.

The 7-inch Android-based touchscreen continues to be one of the best parts of the bike. The interface is slick, bright, and responsive. You get ride modes, battery data, turn-by-turn navigation, and full smartphone integration through the app. Even the app UI is well-designed, and the overall experience is quite seamless. It lets you check bike stats, locate the vehicle, and even run diagnostics remotely.

What’s changed on the road?

After some time out in the wild – and with a bit more riding – the Aera 5000+ still feels like a novel idea: a geared electric motorcycle. Taking the best from both worlds and combining to appeal to both groups equally.

Real-world performance hasn’t changed dramatically, and it didn’t need to. The 14bhp motor and 520Nm of torque at the wheel translate to quick launches and clean acceleration. It’s fast enough to be fun, and flexible enough for daily use. Matter claims 0-60kmph in 5.5 seconds, and from the saddle, it feels believable. There are three ride modes – Eco, City and Sport – and all three feel distinct, with the Sport mode still being the most fun, offering brisk acceleration and a proper electric punch. That said, the jump from Eco to City is still too steep – an intermediate mode would help smooth the transition.

As for the range, the brand claims an IDC range of 172km. I’m not going to make any comments here because I just didn’t ride the bike enough to test its range. As for charging times, standard charging takes 5 hours for 0-80 per cent, while with fast charging it’s just 1.5 hours.

The party trick: A gearbox

Obviously, the biggest talking point – and what separates the Aera from every other EV – is the four-speed manual gearbox and assist/slipper clutch. It’s not just for show. You can launch the bike using the clutch, shift through gears, even downshift into corners if you really want to play.

Last year, the Aera’s manual setup felt ambitious but rough around the edges. That hasn’t entirely changed. The idea of giving an EV a manual transmission is still intriguing, especially for riders who don’t want to let go of that mechanical engagement. But the execution is still not as slick as it needs to be. Gear shifts remain clunky, and the engagement point on the clutch hasn’t been significantly improved.

Ride and handling

There have been no mechanical or equipment changes, so the ride is still pretty much the same. At 168kg, the Aera isn’t exactly light – and you feel it, especially at low speeds. But the low seat height and neutral ergonomics help mask that weight. Once on the move, the bike feels planted and stable. It holds its line well, even when you chuck it into quick direction changes. The suspension is tuned more for comfort than aggression – 33mm telescopic fork at the front, twin shocks at the rear. It handles rough patches and even big potholes without much drama.

Braking, however, still isn’t up to the mark. A 270mm front disc and a 220mm rear disc with single-channel ABS do the job, but feedback is lacking. I found myself grabbing a handful of the front brake more often than I’d like. The rear feels dull, and the front dives too much under hard braking.

So, how does it feel now?

A few months and several hundred kilometres in, the Matter Aera still feels like an ambitious, fascinating product – just not one that fits easily into the usual electric two-wheeler narrative.

As an electric motorcycle, the Aera checks most of the right boxes. It looks good, feels solid, is packed with features, and performs well. That in itself is commendable for a first product. But it’s the gearbox that makes things complicated.

Personally, I associate electric two-wheelers with simplicity. No gears, no clutch, just twist and go. That’s the whole appeal – and the Aera adds complexity where most buyers want less of it. For someone with a long daily commute, the added involvement may actually feel like effort. But switch to the enthusiast lens, and the Aera starts to make sense. If you miss the tactile connection of a petrol bike – gear shifts, launches, downshifts – this is literally the only EV that gives you that feeling. It’s unique. It’s fun. It’s involved. In that sense, the gearbox works.

Does the gearbox make it better? Not always. But does it make it fun? Absolutely. And that, for a certain kind of rider, is enough.