Cockpit

Measuring 26.4 inches across, the Mukuta’s handlebars are exceptionally wide. This adds to your sense of balance and control, while their swept-back design will make you feel safely enclosed. Other scooters could learn a thing or two.

Even more notable is that the cockpit shares characteristics with the vastly more expensive Segway GT2. The shape, controls, and even the half-twist grip throttle look similar. The Mukuta even has the same riding modes – park, eco, sport, and race.

The only thing that didn’t leave me nodding my head in enthusiastic approval was the tacky-looking chrome buttons. If these were black then everything would look and feel more premium. This is an aesthetic bugbear, however – it doesn’t detract from the cockpit’s functionality.

So, what does the cockpit consist of? On the right, you’ll find a power switch, menu button, and toggle for changing your riding mode. The controls on the left, meanwhile, include a horn, a single/dual motor switch, and a toggle for your turn signals.

I’m a big fan of toggle switches, but I wish they gave a little more feedback. This is especially true for the turn signals – there were times when I couldn’t feel the toggle clicking, so I had no idea whether they were on or not.

A special mention must go to the twist throttle, which represents a nice change from the standard finger and thumb variants that you’ll find on most other scooters. Maintaining a constant speed is super easy, though you do need to readjust your grip throughout the ride, especially if you want to go full clip and maintain a sporty posture.

Security is also at the heart of the Mukuta’s design. To unlock it, you simply wave one of the three pre-programmed cards in front of the NFC reader, and hey presto. I also read in the manual that you can pair your phone with the reader, but unfortunately, I didn’t get a chance to test this.

At the center of everything is a relatively simple display that shows your voltage, riding mode, speed, and battery level. You can also see your odometer by cycling through the stats. Then, in the middle, icons are displayed to indicate the status of the cruise control function, the headlight (on or off), and whether the removable battery is locked.

Frame

The SPLACH Mukuta looks like it means business. Bold bursts of orange jump out amid the matte-black frame to leave a lasting impression on anyone who sees it.

But it’s not all about style: armed with an IP54 water resistance rating, it’s protected from both dust and water ingress, meaning it can be ridden come rain or shine.

The frame also benefits from a couple of design choices that aid it’s stability.

Firstly, there’s the rake angle of its stem. By my measurements, this is 11 degrees, and for the power on offer, it provides a reassuring foundation that keeps the scooter stable, yet nimble. This is the same angle that I’ve measured on other top-performing models like the expertly crafted Apollo City Pro, thereby giving some insight into the Mukuta’s well-designed geometry.

Secondly, there are no loose, moving parts. The handlebars, stem, neck, chassis, and swingarms all feel rock solid. This is especially important since it gives you the confidence to ride fast. The same can’t be said for some other scooters.

For example, the Fluid Vista – another solid tire contender – suffers from an underweight stem. As a result, it made me err on the side of caution when riding at top speeds since I felt that I didn’t have full control over the steering column. Other models, meanwhile, can fall victim to stems that rock back and forth as a result of weak folding joints. With the Mukuta, there are no such issues.

Deck

Measuring 19.7 x 6.9 inches, the grippy deck offers ample room to position your feet comfortably. I should point out that the charging ports are located at the front and take up around 2 inches of space – leaving 17.7 inches of unoccupied surface. You can, however, stand on the ports if you like.

Alternatively, you can use the additional 5.1 inches of space that the well-designed kickplate affords. Plus, with an angle of 25 degrees, it promises a natural riding stance giving you enhanced control.

Lastly, the deck’s 5.7 inches of ground clearance is perfectly suited for urban jaunts, but yet another reason why it wouldn’t be my go-to model for off-roading.

Removable Battery (+ Power Bank)

Behold, this is one of the Mukuta’s crowning glories. Its removable battery transforms the scooter into a moving power bank.

By using the DC-to-USB converter, you can charge all your devices on the go and still have enough in the tank to enjoy a long ride. This is the first feature of its kind to ever be included on a scooter and SPLACH has some big claims.

They state if the unit is fully tanked up, it can charge a laptop 11 times or an iPhone 56 times. I didn’t test it to this extent, but I did charge my Insta360 camera while I was out and about recording my video review.

What’s impressive about the battery – other than the fact you can charge it up without the rest of the scooter – is that it remains locked in the deck unless you unlock it. This is a nice touch as it prevents theft.

To unlock it, you first need to press and hold the menu button on the cockpit, navigate to the P-01 setting, and then press up on the toggle to remove the lock icon. You then turn the scooter off, wait for a couple of seconds until you hear the battery being unlocked, and lift it out of the deck. When you put the battery back in, it automatically locks.

Bravo, SPLACH.

Tires

The 8-inch solid tires are the epitome of low maintenance. They’re completely impervious to flats, meaning you can slalom through streets without fear of a nail, thorn, or piece of glass ruining your journey.

A word of caution, however. Because they sport a square front-on profile, you can feel them roll onto their edges when leaning into corners.

You can still carve from side to side, but you need to be careful when riding on loose or wet terrain.

Portability

Let’s not forget that this is a dual-motor scooter – and aside from having a big frame and battery, the motors pack pounds, too. Consequently, the Mukuta weighs a hefty 66 lbs.

That said, the folding mechanism is easy to use. It’s identical to the one that I reviewed on the Apollo Ghost – you can have the stem folded in seconds.

To return the stem to its upright position, you hook the claw-like mechanism under the anchor point and push the lever towards the stem until it clicks and locks into place. To eliminate the risk of the lever coming loose while riding, it’s been equipped with a safety latch that needs to be pinched to release the mechanism from its locked position.

What’s more, the handlebars are foldable. They feature a screw mechanism that enables them to stay tight – there’s zero wobble and no loosening. Once folded they sit parallel to the stem, making the scooter small enough to fit in the trunk of your car.

However, there’s one major letdown. Sadly, the hook on the back of the handlebars doesn’t lock to the kickplate.

You can attach the hook to the underside of the kickplate to lift the scooter, but once you place it down, the handlebars are no longer supported, causing them to drop and potentially chip the paintwork or incur damage to the cockpit controls.

Load

Thanks to the rock-solid frame and dual motors, it can support riders up to 265 lbs, making it a great option if you’re heavier.

I weighed 190 lbs when I tested the scooter, and based on my experience where power and ride quality are concerned, I wouldn’t exceed 235 lbs.

Lights

The SPLACH Mukuta isn’t short on lights. It features a headlight, stem strip, deck LEDs, and turn signals – quite the array.

The stem and deck lights stay on the entire time, while the headlight only turns on when you push and hold the riding mode toggle up for 2 seconds. The latter is bright enough to illuminate the way forward, so no extra lights are needed.

Building on this setup are turn signals that have been embedded into the swingarms. They look a million bucks and are exceptionally bright, even during the day. However, it soon became apparent that you can't see them from the front or back, limiting their ability to keep you safe. At night, however, they are visible because the ground around the scooter illuminates as they flash.

Meanwhile, the taillights only glow brighter when you brake. This isn’t a deal-breaker as many other scooters suffer from the same issue, but I would have preferred them to blink.

Build Quality

There’s no shying away from the fact that certain elements would benefit from a redesign. But, importantly, some of these are aesthetic, meaning they don’t impact the functionality of the scooter. 

For example, the tacky-looking chrome buttons would be more premium if they were kept black, while the plastic casing of the stem and deck LEDs feels a little cheap.

On the other hand, the three areas that could be improved to elevate your experience of owning and riding the Mukuta are the hook and latch system, the controls that lack feedback, and the suspension that can, at times, bottom out.

On a more positive note, the scooter borrows certain parts of its design from more expensive models to bring touches of flair that promise good handling and durability. It’s also been designed with low maintenance front and center, which will be music to your ears if don’t have the time or knowledge for upkeep.

Cockpit

The City Pro’s stellar cockpit is home to some of its most noteworthy upgrades.

Here, you’ll find the newly added 8th-generation paddles for both the accelerator and regen brake. With a big textured surface area, smooth actuating motion, and integrated buttons to control your lights, riding mode, and turn signals, they offer a comfortable and practical foundation that sets the tone for the rest of the scooter.

This is further bolstered by the new handgrips, which now feature a ribbed design for more tactility than the lightly patterned variants found on its predecessor.

Then we have the cherries on top: new turn signals that are embedded into the end of each grip. Coupled with the deck-mounted lights (more on these later), they guarantee visibility from all angles.

At the center of it all is a display that shows all your key riding stats. Aesthetically, it ticks all the boxes – it doesn’t protrude awkwardly or disrupt the flow of the cockpit, but there’s room for improvement when it comes to its functionality. The digits and icons get a little washed out in direct sunlight making it difficult to keep tabs on which riding mode you’re in.

I also encountered a minor bug with the riding mode controls. When I cycled through the modes – Eco, Comfort, and Sport – the lights turned on when I selected Eco. This isn’t a deal-breaker, but slightly irritating nonetheless.

As for the handlebars themselves, by my measurements, they stretch 26.4 inches. This makes them 6% wider than the 24.8 inches of its predecessor. Not only are they the widest in the commuter scooter category, but they play a pivotal role in the City Pro’s appeal as one of the most balanced, nimble rides on the market – you always feel secure behind these bad boys.

Frame

Apollo is a brand famed for its willingness to go against the grain – and nowhere is this more evident than with the City Pro’s proprietary frame. Whereas lesser scooters are made of parts cherry-picked from multiple factories, everything on the Pro has been purpose-made.

This minimizes vulnerabilities and maximizes the scooter’s durability – a quality strengthened further by its new IP66 water resistance rating. That’s right: the City Pro is a model that you can enjoy come rain or shine.

The frame looks the part, too. The aerospace-grade aluminum body is painted in a futuristic grey that looks more iPhone than electric scooter.

Deck

I’m a huge fan of the grippy deck. Reminiscent of a penny skateboard, it tapers at the rear to a carry handle that doubles as a kickplate.

Occupying a space that’s 22.6 inches long, 7.3 inches at its widest, and 4.7 inches at its narrowest, it provides plenty of room for you to adopt a stance that best suits your riding style.

Add the aggressive 38-degree angled kickplate into the mix, and you can lean into the ride for even greater control when accelerating.

Elsewhere, the 5.1 inches of ground clearance gives you enough distance to navigate kinks in the road without incurring damage to the undercarriage. You do, however, need to be careful when dismounting curbs.

Tires

The City Pro’s tires are unsung heroes. It’s easy to overlook them when there are so many other show-stopping qualities elsewhere, but they play a huge role in elevating your riding experience.

Why? Well, not only are they tubeless – ensuring your contact with the ground is cushioned – but they’re also self-healing.

Thanks to a layer of gel-like sealant that runs around the entire lining of the tire, this particular innovation allows you to keep riding even if a foreign body penetrates the tire. No matter the object – whether that's a nail, thorn, or piece of glass – the gel gets to work by filling the cavity to prevent air from escaping.

At 10 x 3.25 inches, the tires sport an enlarged profile, too. This gives you a more stable, reliable feeling when accelerating, braking, and cornering.

Portability

Weighing 65 lbs, it isn’t the lightest scooter. Carrying it up more than a flight of stairs is a challenge, though lifting it in short bursts is doable.

Previously, the City Pro folded neatly at the stem courtesy of an intuitive folding lever. At the time, it was one of the best that I had tested. However, with Apollo being Apollo, they decided to make the mechanism even better by replacing it with the same quick-release lever as featured on the vastly more expensive Apollo Pro.

Not only does this new integration ensure that the stem remains rock solid with no signs of wobble when locked upright, but it also guarantees swift and easy folding.

Located at the foot of the sturdy stem, you simply press down on the safety catch, pull the lever back to release the locking claw, and lower the stem. Once lowered, the hook on the back of the handlebars loops into the latch at the rear of the deck.

While the hook on the 2022 version of the City Pro was liable to fall out of the latch, the 2023 model introduces a new spring clip to prevent it from coming loose.

Load

Apollo claims that it can support riders up to 265 lbs, making it a welcoming model for heavier riders who want to get in on the fun.

While testing the scooter I weighed 190 lbs and it performed exceptionally well. For optimal performance, I wouldn’t exceed 235 lbs.

Lights

The first thing to note about the lighting rig is that the headlight has been redesigned.

You can now adjust it up or down to change the angle of illumination – though it does project a slightly odd T-shaped beam. Nevertheless, it’s far brighter than what came before it. I do, however, recommend attaching an additional clip-on headlight for even greater visibility.

Aside from the headlight, a responsive taillight is perched on top of the rear fender and flashes when you squeeze the brakes.

The real piece de resistance, however, comes in the form of the turn signals.

Embedded into the rear of the deck, the arrow-shaped lights flash in unison with the handlebar integrated signals for 360-degree visibility. Out of all the scooters that I’ve tested to date (20th September 2023), these are the best.

Mobile App

A feather in the City Pro’s cap is its mobile app.

Through it, you can:

• Record trips
• Get range estimates based on your most recent riding pattern
• Use it as a navigational device where you can follow a route to your destination
• Adjust the top speed of each riding mode
• View the health and status of your battery
• Toggle between kick-to-start and zero-start modes
• Turn cruise control on or off
• Turn the headlight on or off
• Remotely lock and unlock the scooter, which
• immobilizes it by applying the electronic brakes

Then, if you go into the advanced settings, you can:

• Dial in the strength of your acceleration and regen brakes
• Set the time that it takes before cruise control automatically kicks in
• Set the time that it takes before the scooter automatically shuts down when not in use

Build Quality

To assess the build quality of any scooter you can focus on three key areas: the materials used, how the parts have been designed, and how they’re assembled. But, the most important indicator of quality is how a scooter holds up over time.

While every component that makes up the City Pro has been expertly crafted and assembled like the intricate mechanics of a Swiss watch, it’s the 10,000 km warranty that truly makes the difference. Why? Well, this shows you how much confidence Apollo has in City Pro.

On average, the key components that make up a typical scooter undergo 100,000 cycles of tests, while the scooter as a whole is expected to remain in optimal condition for a maximum of 3,000 km.

Those on the City Pro, however, have been through an impressive 300,000 cycles, while it’s also been through 10,000 km of simulated road tests (hence the warranty). So, it’s fair to say that Apollo has gone above and beyond to build a scooter that can withstand the wear and tear of continuous use.

This relentless testing process elevates the City Pro to a level of build quality that’s superior to its peers.

Cockpit

For a scooter that can hit a top speed of 40-46 mph (depending on the model that you opt for), you’d expect the handlebars to be a bit wider than 25 inches. By extending their breadth to 27 inches – which is the sweet spot for scooters with this amount of power – you’d feel more secure. Nevertheless, the heavy stem promises excellent handling when it comes to maneuvering the scooter.

It also makes amends with its cockpit. On the left, you’ll find easy-to-reach button pads for your lights, turn signals, and horn.

On the right, sits a trigger throttle, key-lock ignition, voltmeter, and buttons to select your riding mode.

In the center is a large, reasonably clear display that shows your speed, mileage, battery level, and active riding mode. It also shows whether you’re in single or dual motor mode and flashes arrow icons when the turn signals are in use. It does its job with little fuss, though it’s prone to a few flaws.

Firstly, it gets washed out in direct sunlight.

Secondly, it doesn’t save your preferred settings. For example, if you change any of the p-settings (i.e. the strength of the acceleration, the units of measurement from kmh to mph, etc), it will forget this when you turn the scooter off and back on.

Thirdly, the battery bars on the display aren’t accurate. While riding they dipped to less than half, then once I stopped they went back up to full. You can, however, rely on the voltmeter to see how much juice you’ve got left in the tank.

Frame

Now, this is a hefty model that’s been built with off-roading in mind. It’s no oil painting, prioritizing durability over style.

But if you’re ok with riding a scooter that looks like it was built in 2020, you’ll find it a rewarding purchase. (I know 2020 doesn’t seem that long ago, but electric scooters have evolved rapidly over the last few years).

The stem is rock solid, the chassis is reassuringly strong, and the cables have been bunched and zip tied together to remove obstructions for when you’re weaving through sinewy forest trails.

And to cap it all off, an IP54 water-resistance rating protects it from light showers and water splashes.

Deck

Measuring a spacious 21.7 inches in length and 7.25 inches in width, there’s plenty of room to position your feet in whatever stance is comfortable for you. Add the reinforced kickplate into the equation, and you have an extra 6 inches of space to lean into the ride for greater control.

Along with the ultra-grippy griptape, you feel planted at all times – no matter how rough the terrain.

And finally, it’s worth highlighting the 8 inches of ground clearance. This safeguards the underside of the scooter (where the battery is stored) from damage when traversing obstacles and dismounting curbs.

Tires

Fitted with 10-inch hybrid tires, the D6+ 2.0 scores a notable mark of differentiation against its rivals, most of which come with street-grade tires.

The thick knobby tread pattern ensures grip and traction on loose terrain, while the rounded front-on profile means you have just as much control on the straights as you do in the corners.

However, it must be noted that when you ride the scooter on smooth roads, the tread results in a constant vibration.

Portability

By now, you may have cottoned on to the fact that Nanrobot didn’t design the D6+ 2.0 to be a portable city dweller. It weighs a hefty 77 lbs and comes with a clunky folding mechanism.

Collapsing it is a time-intensive process, especially when compared to scooters like the SPLACH Titan and Mantis King GT which both have simple, yet effective mechanisms that take just 5 seconds to fold.

You also can’t attach the stem to the deck when folded because there are no hooks or latches. This makes it difficult to lift.

It does at least keep the stem secure. I rode the scooter over rough terrain and exerted a lot of force on the stem, yet it remained rock solid with no signs of wobble.

Load

This scooter’s heavyweight profile has advantages. Chief among them is its impressive load-bearing capacity of 330 lbs. This puts it amongst the best models when it comes to suitability for heavier riders.

And, with the adjustable suspension, you can add preload to set the correct range of compression for your weight. For riders up to 220 lbs, I recommend leaving it as stock, while those that are heavier may want to tighten the springs.

Lights

Lighting isn’t something that the Nanrobot D6+ 2.0 is short of. But is this extensive rig up to scratch?

The bright, low-mounted headlight has an outer ring that puts out a wide cast of blue light, while the centrally located bulb is white and throws light out in a focused circular beam. This sounds quite advanced – but it would be better if the beam was more spread out.

Supporting the headlight are button LEDs that are embedded into the front and rear of the deck. The ones at the rear also double as flashing brake lights and turn signals.

Completing the setup are two acrylic tubes that illuminate either side of the deck.

Together, the lights produce enough illumination for night rides – though I recommend purchasing an extra clip-on headlight for even greater visibility.

One small source of irritation, though, is that when you turn the lights on, the scooter makes a high-pitched buzzing sound. After a few minutes, this becomes irritating.

Build Quality

Everything about this scooter is solid and robust. There’s no wobbling or shaking – even at top speeds – so you can have faith in it to keep you safe.

But it’s a little rough around the edges, lacking the attention to detail found on similarly-priced scooters.

The fenders, for example, have to be installed out of the box – but with the model that I received, the cutouts on the front fender didn’t align with the threaded fixing holes. This meant that it couldn’t be screwed in. I had to file the holes to make them bigger, which wasn’t ideal.

Elsewhere, the grips were secured to the handlebars at different angles. The one on the left sits somewhat parallel to the ground, while the one on the right is pointed up at a 37-degree angle.

Small details like this are indicative of a laissez-faire approach to quality control.

It’s not all doom and gloom, though. All the electrical components in the cockpit are plug-and-play, making them far easier to replace if malfunctions occur.

There’s also a battery management system (BMS) that detects the status of each cell. Based on their status, it implements corresponding adjustments and strategies to manage the charging and discharging of each cell, ensuring the safe and stable operation of the battery. Importantly, it prevents the battery from over-charging, over-discharging, and overheating, as well as providing overcurrent and low battery protection.

Cockpit

The cockpit is one of the Ranger’s best assets.

Alongside a QS-S4 display that lets you track your speed, distance traveled, and battery level, you also get a newly added NFC security scanner. This stops people from turning the scooter on without a pre-programmed card.

NFC, otherwise known as near-field communication, is the same kind of technology that’s used in fob readers to gain access to offices and apartment blocks. With the Ranger, you get 3 cards, meaning you’ll have spares if you lose one.

Elsewhere, everything is clean, tidy, and within easy reach of your thumbs and fingers. Take for instance the turn signal buttons that have been cleverly embedded into the rubber handgrips.

Alongside the 24-inch grip-to-grip dimensions, the Ranger promises good handling. In fact, it has the widest handlebars in the sub-$700 class, enshrining it with a sense of control that can’t be matched.

Frame

There are no complaints when it comes to the Ranger’s aesthetics. The matte black paint juxtaposes artfully with the streaks of orange that pop across the swingarms, stem, and handlebars.

Sporting an IPX5 water resistance rating, it also promises durability. It’s sturdy, well-constructed, and built to last.

Deck

Slathered in a grippy coating, the deck ensures that your feet remain glued to the platform. The available space, meanwhile, measures 18.0 x 5.9 inches with the kickplate adding a further 5 inches.

Add to this the shallow 17-degree angle of the kickplate, and you have a scooter that’s comfortable to ride.

The only area of its design that you need to be mindful of is its ground clearance. With just 5.1 inches of space, it’s enough of a gap for riding over city streets, but it's too low to roll over curbs.

Tires

As is common on scooters that are destined for reliable everyday use, the Ranger has adopted a varied approach to its tires.

Leading from the front is an 8.5-inch air-filled tire that absorbs shocks and delivers oodles of traction for carving and turning. At the rear, you’ll find an 8-inch solid disk of rubber that ticks the low-maintenance box.

Rear tires bear more of your weight and as a result, are more susceptible to flats. So, by using a configuration that mixes the best of both worlds, the Ranger significantly reduces maintenance, whilst still benefiting from shock-absorbing capabilities.

Portability

The Ranger weighs a relatively hefty 45 lbs. You can hoist it on and off public transport without too much aggravation, but good luck carrying it up flights of stairs.

That’s not to say that the Ranger isn’t compact, though. Thanks to its cantilevered folding mechanism, telescopic stem, and foldable handlebars, the entire frame collapses down to a size that makes it easy to store under an office desk or transport in the trunk of a car. For context, its folded dimensions measure just 42.9 (L) x 7.9 (W) x 15.7 (H) inches.

It’s also worth noting that the telescopic stem allows you to adjust the height of the handlebars. The lowest setting measures just 30.6 inches from the deck, while the highest is 40.3 inches.

On the topic of the handlebars, the cuffs that hold the foldable grips in place can occasionally come loose. Here, you need to re-twist them to tighten everything up (this takes a matter of seconds). It is, however, a small price to pay, since they offer a far more solid foundation than foldable handlebars that rely on spring-loaded cuffs (like those on the EMOVE Touring).

The only improvement is if the cantilevered mechanism were to have a safety latch. This would add a layer of reassurance for when the stem is locked upright.

Load

Sporting the same frame as the SPLACH Turbo, the Ranger naturally shares the same load-bearing capacity. However, is it realistic to expect that riders of up to 265 lbs can successfully ride the Ranger? Based on my tests, it's not.

While testing the scooter I weighed 190 lbs and I found it slothlike. For optimal performance, I wouldn’t exceed 165 lbs.

Lights

The lighting rig certainly suits the rest of this scooter's sleek aesthetic, but does it have the substance for night rides? In some ways it does, and in others, it doesn’t.

A strip light that runs up the stem works in tandem with two deck LEDs to illuminate the front of the scooter, while a couple of lights at the rear double up as flashing brake lights and turn signals.

This setup is perfectly adequate for ensuring your visibility to other road users, but what it’s not so good at is guaranteeing that you can see them. I suggest buying an extra clip-on headlight.

Build Quality

The level of build quality on show is what I would expect for a scooter of its price. To give you some perspective, its build is a match for scooters from VSETT but isn’t quite as high-end as those from NIU or Apollo.

Nevertheless, it makes use of OEM components that have been designed for the mass market. Here, the original equipment manufacturer (OEM) – who, in this case, is Ningbo VSETT Intelligent Technology Co – makes the scooters for a range of companies – including SPLACH and VSETT – who then sell them under their own brand names.

SPLACH does, however, leverage this to its advantage. By utilizing OEM manufacturing, they’re able to use economies of scale to sell their scooters at more affordable prices.