e-Access Granted

Suzuki is all set to introduce an electric version of its highly successful Access. Aptly, if a bit unimaginatively, called the e-Access, this scooter is going to mark the brand’s presence in the electric 2W segment. We got a chance to check out the newest Suzuki around a go-kart circuit. It’s not the perfect playground for a family-focused offering, but let’s not jump to conclusions. Here’s what we think of the upcoming scooter.

How do you start it up? Not the most unusual thing to ask, especially given how the startup procedure with EVs is generally straightforward. In the case of the e-Access, you press a button on the key fob, allowing a green light to turn on, after which the multi-function knob turns blue, and voila, the scooter is ready to go. Select one of the two riding modes, named Ride Mode A and Ride Mode B, and then proceed with the standard brake and starter button combination.

The e-Access is a mix between modern EV styling and the Access’s inherent neutral design | Photo Credit: Omkar Dhas

What’s the difference between the two riding modes? Mode A has a stronger regen, while Mode B is milder in comparison. As anyone who’s driven an EV would confirm, the difference in regen-braking varies how an electric vehicle behaves, and Suzuki didn’t want this to surprise the rider, which is why you’ll need to come to a complete stop to switch between modes.

Around the 400-m track, the e-Access performed as expected. The overall acceleration, while not as outrightly quick as seen on many performance-focused EVs, was not bad, even in ‘Eco’. The top speed, though, couldn’t be tested as the track wasn’t long enough for that, but if you’re interested, the e-Access will do 55 kmph in Eco and 71 kmph in either of the two modes. In Ride Mode B, the e-Access felt sprightly, although at the cost of regen. I switched to Mode A (after coming to a complete stop in the pits), which allowed me to naturally rely more on regen-braking.

How’s the handling?

It’s not as sharp as something like an Ather, but it’s composed, which allows it to glide through corners. The track outing showed that while it didn’t feel sluggish, it is unlikely to be on the top of an enthusiast’s favourite EV list. Having said that, its 12-inch wheels offered good confidence, and the brakes didn’t disappoint, either. While I liked the fact that I could lock up the rear wheel quite effortlessly, I’m unsure if that will be appreciated by people picking this as their family scooter. Suzuki had also placed two speed bumps at the pit exit to allow journalists to judge how the scooter felt dealing with everyday riding. I found the rear shock’s rebound to be a touch too quick, but a longer test is needed to conclude in that regard.

The 3.027 kWh battery sits just under the rider’s seat, which means the under-seat storage is a bit minimal | Photo Credit: Omkar Dhas

The 3.027 kWh battery sits just under the rider’s seat, which means the under-seat storage is a bit minimal (at just 17 litres), but thankfully, there’s a lot of space on the floorboard. It even has a footrest behind the front apron, like a maxi-scooter. For my 5’ 11” frame, the e-Access’s ergonomics proved quite good, furthering its appeal as an everyday family scooter. Similarly, as we’ve seen with the Access, the styling is almost universally likeable. An LED DRL bar at the front and flared side panels with inbuilt indicators might do their bit to differentiate this, but on the whole, the e-Access is a mix between modern EV styling and the Access’s inherent neutral design. The overall fit and finish is quite good, too, except for the key fob, which feels slightly cheap.

Suzuki has yet to announce details, such as pricing, overall range, and other crucial bits like charging costs, so it’s difficult to conclude. Having said that, the e-Access’s stable handling, great construction, and neutral design make it likeable. Now we wait for the price.

Published on June 20, 2025