VinFast e-scooters first ride review – are VinFast scooters ready for India?

VinFast’s rise has been swift for a company that, until a few years ago, barely registered outside Vietnam. But one step inside the Hai Phong complex makes it obvious why the brand has become impossible to ignore. This is not a hopeful newcomer feeling its way through electrification; it’s a massive, coordinated machine with industrial maturity well beyond its age. We got a chance to see just that in Vietnam, where we also rode some of its scooters that are potentially on their way to India.

Walking through VinFast’s Hai Phong factory makes it obvious why the brand’s scooters feel the way they do. The place runs with a level of automation, throughput and discipline you’d expect from a seasoned manufacturer. Lines move quickly, parts logistics are eerily precise, and the localisation rate for two-wheelers is a solid 65 per cent – with plans to localise more and more in upcoming years. The level of automation is exactly why the scooters come across as cleanly engineered, because they’re built to roll out in tens of thousands, not to chase niche thrills. And that works in the brand’s favour. In the electric two-wheeler segment, VinFast has just over 40 per cent market share – all in just a few years.

We tested six scooters – the Vero X, Vento S, Klara Neo, Evo Grand, Feliz and Theon S – all inside the factory premises on a perfectly smooth 100-metre stretch. Not remotely indicative of Indian riding conditions, but enough to form early impressions.

The family resemblance is obvious. All six share a commuter-first philosophy: LED lights, neutral ergonomics, digital clusters with only the essentials: speed, battery percentage, temperature, odometer and no real-time range estimation or connectivity features. Designs are mostly palatable and non-offensive. Build quality across the board is solid, with tight panel gaps and clean switchgear. None of them are sporty, and their suspension setup – telescopic fork and dual rear shocks – reinforces their commuter intent. Their specs, too, are rather modest. The differences come down almost entirely to drivetrain.

Let’s start with the basic trio. Vero X, Klara Neo, and the Vento S, which is an upgrade to the Vero X. Vero X is the lightest of the lot, well under 100kg, powered by a hub motor with a rated output of around 2bhp. It is nimble but notably slow: 0-50kmph takes 15 seconds (rider weighing 65kg), and top speed is 70kmph. The 2.4kWh LFP battery promises 134km of range, and an optional second battery adds another 128km – but cuts boot space from a generous 35 litres to 16 litres. For pure city errands, it might work, but not for much more.

Klara Neo follows a similar script: roughly 2bhp, but capped at 60kmph and weighing 99kg. The 2kWh battery offers around 120km of claimed range. What I do like here is the 14-inch front wheel, which does give it a slightly more pointed front, but not enough to make enthusiasts happy. Both of these scooters deliver power very linearly, which is also down to their low power outputs. Braking is also just about okay – there’s adequate braking force, but the initial bite is missing.

Then we come to the Vento S. This is different! A lot better, and a lot more suited to what we Indians are used to. Peak power is claimed to be 6.9bhp, and it gets a top speed of 89kmph. It sets off with intent and reaches city speeds effortlessly. Weighing in at 122kg, it feels planted throughout. This one gets disc brakes at both ends, with good initial bite and braking force, and also gets single-channel ABS. The range is claimed to be 160km – if you weigh 65kg and ride at 30kmph.

Now, let’s talk about the brand’s best seller – Evo Grand. This also has a 2.4kWh battery with the option of adding another one, giving you a claimed range of 134km + 128km. The scooter weighs just 92kg, but with a rated power of 2bhp, it takes time to get to speed – 16 seconds for 0-40kmph.

The top speed is 70kmph. It is definitely less eager than the Vento S, but incredibly usable with a payload of 130kg. You get a 35-litre boot, which is plenty. Even in terms of handling and braking, there are no unexpected weaknesses.

The next two sit apart from the rest because they get bigger wheels and slightly different styling. Beginning with the Feliz, it features a 2.4kWh battery with the option of adding another one. Claimed range is similar to the rest – 134km + 128km for the optional battery. It gets 2.4bhp, and a 0-50kmph time of 16 seconds with a rider weighing 65kg.

Clearly, this isn’t going to provide you with the thrill of riding, but where this shines is in practicality. 14-inch rims should make handling Indian roads easier, 141mm ground clearance would clear most bad patches easily and with a 35-litre boot, you do get enough storage space as well.

Finally, we have the Theon S, the only scooter here that feels unlike anything we have seen in India, and with numbers that feel good for our use. A mid-mounted motor with chain drive gives it 4.6bhp of rated power and a top speed of 99kmph. Featuring a 3.5kWh battery, it offers a claimed range of 150km. The biggest talking point here would be the 16-inch rims. Combined with adequate power and big wheels, this was definitely the most engaging to ride. But the 145kg kerb weight makes itself apparent while riding. Braking and handling are positives here, with the Theon S offering a balanced setup for everyone.

So now the question comes – do any of these scooters make sense for India? The honest answer is that India doesn’t need more electric scooters; India needs better ones. VinFast’s products are well-engineered, cleanly executed and clearly built for scale, but none of that matters if they enter the market at the wrong price. Direct conversions put them between ₹70,000 and ₹1.9 lakh – a space where existing players already offer stronger performance, deeper networks and far higher localisation. But VinFast’s pricing strategy for the VF 6 and VF 7 – launched in India at 22–30 per cent below Vietnamese prices – shows the company understands the rules of this game. Apply that correction here, and the scooter range drops to ₹55,000-₹1.5 lakh, which suddenly looks far more sensible. Key will be to drive costs down to sub-₹1 lakh for the mass models – and justify anything above that with performance, battery tech or durability – and with that VinFast might just survive in India.

VinFast’s leadership is fully aware of the challenge ahead. Pham Sanh Chau was clear that India isn’t just another potential market but a cornerstone of the company’s global expansion – both for domestic volumes and exports. The promise of one new car every six months is designed to build aspirational visibility, but even VinFast understands the real numbers will come from scooters.

The brand is already testing India-specific two-wheelers for a 2026 launch, not repurposing Vietnamese products, and is working on a multi-layer charging strategy that includes public partnerships and V-Green stations. Battery-as-a-Service remains undecided, but it’s on the table for cost reduction. The dealer network is growing, with separate footprints planned for cars and scooters. Their plan is structured and methodical – but in India, planning only matters if you can convert it into aggressive localisation, outstanding cost structures and durability that survives seasons. Let’s hope VinFast is able to nail that.