In fact the entire track from AGC to BPL is kind of a mess.
- Plenty of all year round restrictions around Morena, including that weird upward grade with traction break on Chambal bridge.
- Post GWL, SWR on every alternate non halt station, so even fast ones like Gatimaan are forced to drop to 70-80 km/h and then spend the next minute or more accelerating back to 130.
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- As you had mentioned, low speed curves abound between JHS and BPL.
- Agasod - Bina has enough intersections to necessitate slowdowns, but this should be a little better once the route is tripled.

True, but one correction. Konkan Railways gets trotted out as a high speed pony in these discussions all the time, but it's worth understanding that KR was deemed 160-worthy back in the mid-early '00s, around which time Bhopal Shatabdi cruised at 150 kmph in the AST-VRBD section.

It still cruises that section at the same speed some ten years later. What gives? Well, safety regulations were tightened in the intervening years. Speeds above 130 kmph require heavier rails, easier curves, and better signaling signalin. In fact, the entire track from NZM...
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to RKM is TPWS enabled and laid out with Eurobalises (the next time you're at Nizamuddin, be sure to walk to the Okhla end of any platform and check out those rectangular transmitters placed between the rails). And most traffic on the route is still slowed down at the double curve near Kosi Kalan on most days.

KR has safety features of its own (ACD comes to mind), but you need wider, better banked curves and CWR with regularly interleaved SEJs, especially in a region of such diurnal thermovariability as KR. I can't think of the last time trains on the section were tested at that speed. There were some noises about testing the Talgo rake there, but I don't think it got anywhere.

tl;dr by today's safety standards, KR would almost certainly not be cleared for speeds higher than 120 kmph.

KR's problems started with the accidents caused due to landslides on the route, most notably that of the Matsyagandha express. Subsequently they faced considerable pressure from the CRS and the Board to curb speeds on the route and improve safety standards.
The builders of KR showed remarkable foresight by planning a high speed route from the outset, using straight alignments and avoiding sharp curves as much as possible. A testament to this fact is that unlike the other high-speed sections of IR where speed trials are done on short sections, the entire section from Madgaon to Roha, a distance of about 440km was tested at high speeds.
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may not be cleared for high speeds by today's standards. But that is a sad reminder of wasted, unappreciated efforts. A route that was once cleared for high speed operations, and was poised to start running services accordingly, remained stagnant after some initial setbacks. That nothing was done in the intervening 15 years to solve the problem, does not help.

Gwalior - Jhansi can be easily done in 65 mins .
SBC raj regularly covers it in 61-62 mins with avg of 95+
Jhansi - bhopal despite curves and all trains easily give Avg of 100 km/hr with 130+120 MPS
In Agra - gwalior trains like SBC raj etc give avg of 102 easily if non stop .
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then you know about NDLS - AGC section