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TVS Orbiter EV First Ride Review After launching the popular iQube for mainstream market, TVS Motor has just introduced a new weapon. It is a slightly different product than iQube, offering a different ethos and experience to buyers. It still adheres to the family format scooter design, but has a rather handsome and minimalist design […] More
Hero Xoom 160 First Ride ReviewScooters are ubiquitous in India owing to their versatility. For starters, they are designed to be unisex, practical with a lot of storage, versatile and sensible. Hero MotoCorp has just launched its flagship scooter in India in the form of Xoom 160. For the Indian audience, Xoom 160 is not unisex and practical as it is the brand’s first non step-through scooter.
So, versatility is lower with Xoom 160 and one would think that it might not have a lot of takers. However, what Xoom 160 has working in its favour is desirability. We experienced Xoom 160 for around half a day in Pune city across multiple road surfaces and this is what we think about Hero’s first maxi-style and India’s first ADV-styled scooter.
Hero Xoom 160 Colours
Hero Xoom 160 First Ride Review
If you are wondering who the Xoom 160’s target demographic is, its people like me. I am a big guy and I love it when my scooter doesn’t look comically small under me. Xoom 160 doesn’t. I am in need of a motorcycle’s performance in a scooter format with underseat storage. Xoom 160 delivers. I need my scooter to be unique and not look generic. Xoom 160 stands out. I need something built to take on bad Indian roads and perform well on occasional highway rides. Xoom 160 fills the boots.
Hero Xoom 160
Hero MotoCorp is asking Rs 1,48,500 (Ex-sh) for Xoom 160 which undercuts its immediate rival, the Yamaha Aerox 155, by a margin of just a couple of thousand rupees. There are four colour options with Aerox 155 – Matte Rainforest Green, Canyon Red, Summit White and Matte Volcanic Grey. It has to be noted that Matte Rainforest Grey is the launch colour and Matte Volcanic Grey somewhat looks like Combat Edition colourway offered with other Hero products. Deliveries of Xoom 160 will start this month.
Hero Xoom 160
Design & Aesthetics
Where design is concerned, Hero Xoom 160 is a grand slam dunk. I think this is the best-looking mainstream Indian scooter on sale today. It grabs a lot of eyeballs and the general consensus would unanimously agree that Xoom 160 is a ruggedly handsome machine. Hero is offering chunky side guards, a taller windscreen and a rear luggage rack with top box, among others, to make it even more rugged.
Hero Xoom 160 Accessorised
We get a maxi-style bodywork which offers wind protection on high speeds. There’s a dual chamber LED headlight setup, a sleek LED tail light signature along with halogen turn indicators. As standard, there’s a decently-sized tinted windscreen, 14-inch alloy wheels, sporty bodywork, a central spine housing a 7L fuel tank, a chunky exhaust, integrated rear grab rails, aluminium swingarm and more.
Hero Xoom 160
The single-piece seat is large in size, which is accommodating for most body sizes at both rider’s and pillion’s ends. Because it is built as a maxi-scooter with long distance touring in mind, Hero has given Xoom 160 a wide handlebar (for scooter standards) and a versatile footrest area offering riders both centre-set foot position for city riding and then a forward-set and inclined foot position for highway rides. Seating position is upright and comfortable.
Hero Xoom 160
Features & Components
While the design of Hero Xoom 160 is sensational, features and functionalities are nothing to write home about. Sure, there are some features to boast about including the smart key fob with keyless go. It worked reliably and it will make everyday rides hasslefree. The keyfob even has buttons to release under-seat storage and then there are headlight button and a beep which will help in finding it in a parking spot.
Hero Xoom 160 Smart Key
Under-seat storage is around 22L and I was expecting more because the fuel tank has been moved towards floorboard. It did not accommodate my XL sized ADV-style full-face helmet, which is something I was hoping it would. There’s a LED boot light, which is nice. We get a fully-digital instrument cluster, same as Xpulse 200 and Xoom 125, which supports Bluetooth connectivity with turn-by-turn navigation.
Hero Xoom 160 Block Pattern Tyres, Aluminium Swingarm
There’s a parking brake, i3S engine stop / start feature and a single-channel ABS system working on front disc brake, while rear still gets a drum brake setup. We get a small glove box at the front with a USB Type-A port. 14-inch wheel design on Xoom 160 is similar to Xoom 125, tyres are not. For starters, Xoom 160 gets block-pattern tyres and they are much thicker. Xoom 125’s rear tyre (120-section) is Xoom 160’s front tyre and Xoom 160’s rear tyre is 140-section like on a sporty motorcycle.
Hero Xoom 160 Wide Handlebar
ADV-Like Ride & Handling
Suspension is handled by 31mm front telescopic forks and rear twin shock-absorbers with generous amount of suspension travel. In typical Hero MotoCorp fashion, Xoom 160 gets the suspension setup right and Xoom 160 does not shatter your spine like its immediate rival does. Xoom 160 is very pleasant to ride around the city and on bad roads. The 14-inch alloys along with thick black-pattern tyres also boast rough road ability and some off-road ability too.
Hero Xoom 160
The floor board shape allows for an inclined forward-set foot area, which is comfortable on long hauls. Handling is quite sorted too. The larger 14-inch wheels are slightly slow to steer, but not significantly worse than 12-inch wheels. The ADV scooter has commendable handling characteristics, allowing you to carry higher speeds in corners. Braking is handled by front disc and rear drum config with single-channel ABS. Breaking performance was respectable as well.
Hero Xoom 160
Performance
The main highlight of Xoom 160 apart from its brutish handsomeness is its powertrain. It comes with a new 156cc single-cylinder SOHC 4V/cyl liquid-cooled engine which is capable of generating 14.6 bhp at 8,000 RPM and 14 Nm at 6,500 RPM, mated to a CVT gearbox. One thing you would notice immediately is how refined the new engine on Xoom 160 is at both idling speeds and on higher RPMs.
Hero Xoom 160
One thing that caught me off-guard was the really long throttle. Like, really long. Much longer than the already long throttle on Xoom 125. To pull throttle all the way, one has to do hand gymnastics. The chunky exhaust lets out an appealing and bass-y exhaust note, which is likely to appeal to most buyers. Hero claims a 0-60 km/h sprint in 6.5 seconds and a 0-100m sprint on a 15-degree incline in 15.5 seconds.
Hero Xoom 160
Because of the 142 kg kerb weight, straight line stability is excellent at highway speeds. It does cross 100 km/h with ease and is more than happy to hold speeds for longer. I was sceptical about the 142 kg weight, but Xoom 160 masks its heft quite nicely. It didn’t feel overtly heavy even while moving it around in the parking lot. The smooth engine ensures less fatigue and no tingling sensation on your wrists. I could see myself willing to go long distances on Xoom 160.
Hero Xoom 160
Some Reservations
When Hero showcased Xoom 160 at 2023 EICMA Show, I was quite interested in this scooter. The launch price, however, is Rs 1,48,500 (Ex-sh), which I would be more than willing to pay if the company loaded it with features and equipment that much more affordable Hero products get. Our reservations with Xoom 160 are:
1. Cornering lights feature on Xoom 110 was gimmicky for a scooter of its class, but it would have made sense on a touring machine like Xoom 160.2. Xoom 125 gets swiping LED turn indicators, which are far more premium than Xoom 160’s halogen bulbs.3. Xoom 125 gets projector headlights, while Xoom 160 is reflector only.4. Hero Glamour X, a budget commuter, gets cruise control. But the Xoom 160, a touring machine, misses out on it despite the premium pricing.5. There’s no hazard light function on Xoom 160, which the Glamour X gets.6. A budget commuter like Glamour X gets Type-C USB port, while premium flagship scooter like Xoom 160 still gets Type-A USB port.7. Hero offers a modern colour LCD instrument cluster with Glamour X for just Rs 89,999, but Xoom 160 gets the much older cluster.8. An ADV scooter like Xoom 160 should have come with knuckle guards, but it doesn’t, even as an accessory.9. Like every other Hero MotoCorp ICE product I reviewed and Xoom 125 I own, I couldn’t get the app to connect with the cluster for Bluetooth and navigation features.10. Just like Mavrick 440, Xpulse 200 Pro and Vida VX2, I had issues with Xoom 160’s ORVM where it would flop around on its own.
Hero Xoom 160
With the equipment it has now, Xoom 160 should have launched in 2023 and it would have been okay. But it is launched in 2025 when rival brands have upped the game in features and equipment. Hero MotoCorp could have made a significantly better version of Xoom 160 with parts and components already lying around in the company’s parts bin, taking features from already launched products.
Hero Xoom 160
Should You Buy One?
Hero MotoCorp is known to offer exceptional VFM propositions by significantly undercutting rivals. I recently purchased a Xoom 125 at a price point where rival brands were selling base variants of 110cc scooters (OTR, Karnataka). This VFM ethos I saw in Xoom 125, is missing in Xoom 160. Hero should have either crammed everything they can in Xoom 160 for the price, or priced it more competitively. Sadly, neither is the case.
Hero Xoom 160
That said, I would still consider the Xoom 160 as it offers an experience that no other mainstream scooter in India currently offers. I think this would be the perfect scooter for tall riders like myself who need a motorcycle’s performance with an under-seat storage and an ADV’s bad road ability (mostly). Even the powertrain is significantly more refined than its just launched rival. In my books, Xoom 160 is a proud notch in Hero MotoCorp’s premium lineup belt and it should be high up your shortlist. More
TVS Ntorq 150 First Ride ReviewTVS has launhed the new Ntorq 150. It is TVS’ most ambitious ICE scooter launch to date. We experienced it at TVS’ Hosur facility in Tamil Nadu for around a day. We got to know about the features and equipment it has to offer and how it performs on straight lines and on the curves at TVS’ handling track. As a package, TVS Ntorq 150 has a lot going for it and let’s unpack everything.
TVS Ntorq 150 Colours
TVS Ntorq 150 First Ride Review
Ntorq 125 was already a fan favourite and it is hailed as the creator of sporty scooter genre. Now, TVS is upping the game with Ntorq 150 and it is much more of what Ntorq 125 ever aimed to be. TVS is asking Rs 1.19 lakh for base variant and Rs 1.29 lakh for top-spec TFT variant of Ntorq 150 (Ex-sh). There are four colour variants – Turbo Blue, Stealth Silver, Racing Red and Nitro Green.
TVS Ntorq 150 First Ride Review
Design inspiration for Ntorq 150 is Graphite Concept on which Ntorq 125 was also based. There’s a lot going on with the design of Ntorq 150 and it is not at all subtle. Instead of writing a thousand words about its design, I’ll let pictures do the talking. There’s just too much design to explain in words. I just wished it was a little subtler. I’m sure a lot of people out there would love the design of this scooter, though. It is subjective.
TVS Ntorq 150 First Ride Review
This scooter’s notable design elements are quad-projector LED headlight setup, new stylish LED DRLs on the scooter’s apron that double up as turn indicators, new T insignia on LED tail lights, painted 12-inch alloy wheels, aero winglets at the front to add downforce, a stubby exhaust, split grab rails, street-style handlebar, 5-inch TFT instrument cluster, fancy switchgear and more.
TVS Ntorq 150 First Ride Review
Unlike the rumours, Ntorq 150 continues to be a step-through scooter, unlike its rivals like Yamaha Aerox 155 and Hero Xoom 160. So, it has a flat floorboard and all the practicality it brings with it. To make good use of space, TVS has added a glove compartment and a retractable hook. Underseat storage is 22L and it has a USB Type-A port, but it seems to be missing a boot light. It has enough space to accommodate half-face and smaller full-face helmets only.
TVS Ntorq 150 First Ride Review
Components & Equipment
Biggest surprise with TVS Ntorq 150 is that this sporty scooter still continues with 12-inch wheels at both ends wrapped with 100-section front and 110-section rear Remora tyres. When asked about it, the company explained that larger wheels come with larger diameter for tyres and it would not have allowed them to achieve the higher top speed they were trying to achieve as larger tyres get less rotational cycles.
TVS Ntorq 150 First Ride Review
Another conscious choice with Ntorq 150 is the shorter wheelbase of 1,285 mm, which is the same as Ntorq 125. This is a decision I welcome with open arms as it allows impeccable handling characteristics (more on it later). Other than that, TVS Ntorq 150 comes with telescopic front forks, single-sided mono-shock rear suspension, disc brake at the front (petal type) with single-channel ABS, rear drum setup with parking brake feature and more.
TVS Ntorq 150 First Ride Review
For the first time on an ICE TVS scooter, we get a 5-inch TFT instrument cluster which is loaded to the brim with features. This is easily the most feature-loaded ICE scooter on sale in India, hands down. Not a single rival can even come close to the level of equipment TVS Ntorq 150 is offering. It even has a 4G eSIM embedded in it for a host of connected telematics features. This screen has day and night themes along with adaptive brightness.
TVS Ntorq 150 First Ride Review
Notable features include top-speed recorder, 0-60 km/h timer, Alexa integration, smartwatch integration (Android & Apple), crash alert, live vehicle tracking, last parked location, sports and weather updates, social media notifications and more. With a stable Bluetooth connection, music control, call and SMS alerts, accept and reject calls along with turn-by-turn navigation features are available.
TVS Ntorq 150 First Ride Review
To control this TFT display and its plethora of functions, Ntorq 150 comes with improved switchgear with 4-way navigation buttons on the left. Also, both brake levers are adjustable for reach, aiding comfort. These buttons also allow rider to cycle between Ride Modes. There are two of them – Street and Race. Street Mode aims at increased fuel efficiency as it comes with engine start / start feature, while Race Mode unlocks TVS’ iGO Assist feature.
TVS Ntorq 150 First Ride Review
Performance & Dynamics
Main highlight of TVS Ntorq 150 is its new beating heart. This is a 149.7 cc single-cylinder SOHC 3V/cyl air cooled unit that is capable of generating 13 bhp of peak power at 7,000 RPM and 14.2 Nm of peak torque at 5,500 RPM. In typical Ntorq fashion, exhaust note has a lot of bass, but the overall vibrations could have been better. Especially at idling, we found that there were more than acceptable levels of vibration and harshness.
TVS Ntorq 150 First Ride Review
These vibrations do smoothen out once you get going, though. There’s a lot of grunt from this engine and it is eager to rev higher. TVS claims a 0-60 km/h sprint in 6.3 seconds and a top speed of 104 km/h top speed. At TVS’ Hosur track, we could only manage to get it till 99 km/h (speedo indicated). Major contributor to this performance is its weight, or the lack thereof. Ntorq 150 only weighs 115 kg, which is less than a few 125cc scooters on sale in India today.
TVS Ntorq 150 First Ride Review
While the design of Ntorq 150 is subjective, everyone can objectively and unanimously agree that it has excellent ride dynamics. Sure, we only rode it around TVS’ testing facility in Hosur and not on public roads, but we can’t ignore the fact that Ntorq 150 is a fantastic handler. I’m not much of a corner carver, but I ended up pushing this scooter around corners more than I would generally have. I even scraped the scooter’s exhaust and side body panels multiple times while cornering.
TVS Ntorq 150 First Ride Review
That is because Ntorq 150 instills that confidence in me to push harder and carry more speed than I normally would. The chassis is very communicative and steering provides excellent feedback. All this from 110-section front and 120-section rear tyres wrapped on 12-inch is rather commendable. This setup makes me curious as to how it would handle on a 14-inch wheel wrapped with 140-section tyres.
TVS Ntorq 150 First Ride Review
Braking setup is impressive too as it gets traction control and single-channel ABS. Front brakes have a sharp bite, which is more than average for this segment and front wheel did not lock even during deliberate panic braking.
TVS Ntorq 150 First Ride Review
Some Reservations & Conclusion
As it stands, TVS Ntorq 150 is the most feature-loaded and equipped ICE scooter India has ever seen. However, it does miss a few features here and there that could have made it down-right perfect. These include:
TVS Ntorq 150 First Ride Review
1. Keyless Go – This is one feature missing in Ntorq 150 which makes its presence known.2. Self-canceling Indicators – It is baffling that this industry is actively omitting self-canceling turn indicators in their vehicles, which used to be offered in the past with vehicles half the price.3. Knuckle Guards – This sporty scooter deserves to get knuckle guards as standard, but it doesn’t.4. We wish TVS had moved fuel tank in the floorboard like on Jupiter to carve out cavernous under-seat storage.5. While TVS says 12-inch wheels were a conscious choice, we think 14-inch wheels will be better for Indian roads. (Opinion of a person who owns scooters with 10-inch, 12-inch and 14-inch wheels).
TVS Ntorq 150 First Ride Review
These reservations can easily be termed as nitpicking as TVS Ntorq 150 literally is the best-equipped ICE scooter ever sold in India. My biggest reservation with Ntorq 150 is that I wished it had a little subtler design than what it flaunts. Keeping my subjective opinions aside, Ntorq 150 should be your obvious choice if you’re in the market for an aggressive-looking scooter with the best equipment on offer in India.
TVS Ntorq 150 First Ride Review More
Hero Glamour X 125 First Ride ReviewIndia’s leading motorcycle manufacturer, Hero MotoCorp is set to rewrite the script of the country’s budget commuter motorcycle segment. The company promised to deliver “Most Futuristic 125cc” offering and launched Glamour X 125 in the country for a starting price of Rs 89,999 (Ex-sh). After riding this Glamour X 125 in Jaipur for around a day, this is what we think about it.
Hero Glamour X 125 First Ride Review
Where pricing is concerned, Glamour X is positioned above the rest of Hero’s 125cc motorcycles other than Xtreme 125R. The base variant of standard Glamour undercuts Glamour X by around Rs 3k, while base variant of Super Splendor undercuts Glamour X by around Rs 1k. Glamour XTEC is slightly pricier than Glamour X.
Hero Glamour X Design
The top-spec Disc variant of Glamour X is priced at Rs 99,999 (Ex-sh), which is around Rs 5k to 8k pricier than Super Splendor, Glamour and Glamour XTEC. For the extra price, Glamour X delivers an upmarket design along with extra features and technology which is never heard of in the 125cc motorcycles that cost more than twice the price of Glamour X.
Disc variant gets all bells and whistles including the LED tail lights, LED turn indicators, Panic Braking feature, fully digital LCD instrument cluster with advanced Bluetooth features and improved switchgear with Glamour X’s pièce de résistance, the Cruise Control feature. LED headlight setup is common between both variants.
Hero Glamour X Design
Design-wise, Glamour X has a muscular fuel tank with extended tank shrouds, a tall windscreen over the stylish LED headlight setup, striking LED DRLs, a belly pan under the engine compartment, a smart-looking single-piece seat, single-piece rear pillion grab rail, stylish LED tail lights, sleek LED turn indicators and attractive dual-tone graphics all around. Alloy wheel design is quite interesting too.
One can spruce up the design of Glamour X with official accessories. Some of them are quite useful including tank knee pads, pillion backrest, rear tyre hugger, knuckle guards, engine guards and a belly pan. Interestingly, Hero offers a shorter windscreen as an accessory, while taller windscreen comes as standard, which was a ‘huh’ moment for me when I first saw it.
Hero Glamour X Design
Added Features
Now that appearances are out of the way, we can dig into the juiciest part of this Glamour X, which is its features list. Starting with its fully digital LCD instrument cluster, it is a similar unit as Xtreme 250R and it shows quite a lot of information for a 125cc motorcycle class. There’s even a gear position indicator that also advises upshifts and downshifts depending on the speed and gear you are in.
Hero Glamour X Instrument Cluster
Speedo, tacho, twin trip computers, distance to empty, avg fuel efficiency, date, time, i3S on/off, Ride Modes and Bluetooth connectivity are some of the notable features of this cluster. This cluster also gets an ambient light sensor that can adjust brightness based on lighting conditions. Bluetooth connection with a smartphone enables notifications and turn-by-turn navigation. First in any Hero product, we have a USB Type-C port. On left switchgear, two buttons operate cluster menus, while the third Mode button cycles through Eco, Road and Power riding modes.
Hero Glamour X Switchgear – Cruise Control
Cruise Control
This is a baffling feature that is expected to shake the market and make the world stand up and take notice of Hero Glamour X. From what we saw, it has worked. From initial spy shots to the actual launch, Glamour X has created and maintained tremendous buzz and it surprisingly delivers. For cruise control to work, Hero MotoCorp is offering ride by wire technology and this electronic throttle body still retains a kick starter, combination of these is a world’s first.
Using cruise control is fairly simple and is operated by the toggle on right switchgear. Base speed for cruise control to work is 30 km/h and it will maintain set speeds reliably until a manual override from user in the form of clutch, brake and throttle activation. After manual override, one flick of cruise control toggle re-activates and resumes previously set speed seamlessly. So, cruise control is not a gimmick on this motorcycle if users really want to make use of it.
Hero Glamour X Wheels
Ride & Dynamics
Other than the added features, Glamour X is a commuter offering through and through, as signified by its cycle parts. It continues to get 30mm RSU telescopic front forks, and 5-step preload adjustable rear twin shock absorbers. Front disc brake is optional, while rear drum brake is standard. Alloy wheels are 18-inchers at both ends, wrapped with 80/100-18 front and 100/80-18 rear tubeless tyres. All these are mounted on a Diamond-type frame.
Hero Glamour X Tyres & Brakes
Wheelbase is 1,267 mm, seat height is 790 mm and ground clearance is 170 mm. Depending on variant, kerb weight is between 125.5 kg to 127 kg. Handlebar is wide and footpegs are forward set, offering a relaxed riding posture. Swinging the leg over Glamour X’s saddle is relatively easy for both rider and pillion.
Hero Glamour X Powertrain
Glamour X shares the 124.7cc single-cylinder air-cooled engine with Xtreme 125R. This powerplant is capable of delivering 11.4 bhp of peak power at 8250 RPM and 10.5 Nm of peak torque at 6500 RPM, mated to a 5-speed gearbox that comes with a heel-and-toe shifter, common among commuter motorcycles.
Hero Glamour X Suspension
Performance is brisk and is on par with other 125cc budget commuters on sale in India. On the highway, I could even manage to strike 100 km/h indicated speed reading on the instrument cluster in 5th gear. Ride quality is balanced in typical Hero fashion and it offers a comfortable commuter to users. It handles like a commuter running on skinny tyres, which is par for this segment. Also par for this segment is braking performance.
Hero Glamour X Design
Some Reservations
While Hero Glamour X is a great overall package with a lot of potential to shake the entire world’s commuter segment, there is room for improvement.
1. If we divide Glamour X’s design into four quarter, the top right quarter is downright sporty and attractive along with radiating an upmarket feel. Top left quarter looks like a premium commuter. However, bottom quarters are nothing to write home about. Maybe fatter tyres would have helped the cause significantly.
Hero Glamour X Design
2. We didn’t touch on the Bluetooth features in depth because just like every other Hero product we reviewed (except for Vida scooters), we could not connect our smartphone with this system. I personally own a Xoom 125 and I am not able to get this app working even as an owner.
Conclusion
Other than these two grievances, Hero Glamour X 125 comes off as a compelling product. Overall fit and finish is par for this segment and it bears quite a few upmarket features and first-in-the-world technologies that work as advertised. Especially the Cruise Control feature which could reshape the whole commuter motorcycle landscape.
Hero Glamour X Features
Glamour X is such a compelling product, it makes standard Glamour and Glamour XTEC obsolete and might even eat into the pie of Super Splendor. It has great potential to shake up the 125cc commuter segment as it aims to be an aspiring vehicle for many commuters to own.
Hero Glamour X Design More
2025 TVS Apache RTR 310 First Ride ReviewThe Apache RTR 310 has always been a solid offering attracting enthusiasts who needed a taste of all the electronic rider aids offered in bigger vehicles. Even in terms of design and appearance, TVS Apache RTR 310 possessed an edge of wildness and aggression that redefined the street fighter genre.
2025 TVS Apache RTR 310 Prices
Now, TVS has deemed it worthy to update this already tempting package with more features and new colourways and graphics with MY25 version. The bike has been launched starting from Rs 2.4 lakh (Ex-sh). After experiencing this updated motorcycle on road and race track at the national media drive held in Coimbatore, this is what we think about the new 2025 TVS Apache RTR 310.
2025 Apache RTR 310 First Ride Review
2025 TVS Apache RTR 310 First Ride Review
Where pricing is concerned, TVS Motor is offering an introductory offer of Rs 10,000 that brings the starting price to Rs 2.4 lakh (Introductory, Ex-sh) for the Base variant. The Top variant has been priced at Rs 2.57 lakh (Introductory, Ex-sh). BTO Kit 1 or Dynamic Kit costs Rs 2.75 lakh (Ex-sh) and BTO Kit 2 or Dynamic Pro Kit costs Rs 2.85 lakh (Ex-sh).
2025 TVS Apache RTR 310 Colours
Where design is concerned, there are not a lot of new elements added to 2025 model. Primary additions include knuckle guards and new LED turn indicators which get sequential function now. There are four colours on offer – Arsenal Black, Fury Yellow, Fiery Red and Sepang Blue, depending on variants chosen.
2025 Apache RTR 310 First Ride Review
Fiery Red is a new colour, while other three are carried over with refreshed graphics for a more appealing look. Added knuckle guards have a sturdy metallic mount at one end and lend a muscular look and add to the overall aggression of this motorcycle. To untrained eyes, new 2025 model looks almost identical to its predecessor, which is not a bad thing as it was a handsome machine to begin with.
2025 Apache RTR 310 First Ride Review
New Features!
This is what it boil down to, with 2025 Apache RTR 310. The new features. New RTR 310 continues with its reverse-inclined 312.12cc single-cylinder liquid-cooled DOHC 4V/cyl engine that contributes to mass centralisation and overall handling characteristics. The engine is updated with a new forged aluminium piston which is stronger and lighter than before and PVC coated piston rings. Together, they ensure higher endurance than before.
2025 Apache RTR 310 First Ride Review
New model gets the same transparent clutch cover which we saw on updated Apache RR 310 last year. With 2025 model, TVS has added keyless functionality, which is a breath of fresh air in the premium street fighter genre. Michelin Road 5 tyres promise more traction and stability on roads and track. Biggest upgrade in features are with electronic rider aids on 2025 Apache RTR 310.
2025 Apache RTR 310 First Ride Review
The most notable addition is Launch Control, which can be turned on when Track Ride Mode is selected. When activated, rider should hold the clutch, go full throttle and release the clutch and the bike will launch with optimum traction. Also new, is Drag Torque Control, unlocked with its 6-axis IMU (Inertia Measurement Unit). This feature allows for aggressive downshifts during engine braking, preventing rear wheel slip.
2025 Apache RTR 310 First Ride Review
There are a lot of features offered as standard even with the Base variant. These include the Michelin Road 5 tyres, new knuckle guards, sequential turn indicators, transparent clutch cover, cruise control, linear traction control, drag torque control, rear wheel lift protection and more. Upgrading to the Top variant brings a bi-directional quick-shifter.
2025 Apache RTR 310 First Ride Review
BTO Pack 1 or Dynamic Kit brings TPMS (Tyre Pressure Monitoring System), adjustable front and rear suspension from KYB along with a Brass coated chain. It is BTO Kit 2 or Dynamic Pro kit that brings out all the bells and whistles including keyless ride, launch control, cornering drag torque control, cornering ABS, cornering traction control, cornering cruise control and slope dependent control, among others.
2025 Apache RTR 310 First Ride Review
Other than these, 2025 Apache RTR 310 continues with most of the features that its predecessor carried. These include LED lighting, 5-inch TFT instrument cluster with a host of information and controls, fancy switchgear, a trellis frame and aluminium rear subframe, fat tyres, premium braking components and more.
2025 Apache RTR 310 First Ride Review
Performance – Road & Track
2025 Apache RTR 310 is more of an experience upgrade than performance upgrade. That’s because this motorcycle still offers the same performance metrics that it used to offer before. It still offers 35.6 PS and 28.7 Nm in Sport, Track and SuperMoto modes and 27.1 PS and 27.3 Nm in Urban and Rain mode. So, the improved performance that we saw with 2024 Apache RR 310 is not a part of 2025 Apache RTR 310.
2025 Apache RTR 310 First Ride Review
It would have been more thrilling if TVS had infused the higher performance of updated RR 310. As things stand, 2025 Apache RTR 310 offers a similar performance as it did before. TVS had organised a track session at the CoASTT High Performance Centre in Coimbatore and a long road ride in and around Coimbatore.
2025 Apache RTR 310 First Ride Review
On the track, we only used launch control feature once at the start of our lap. It allowed us to launch this motorcycle like a missile without losing traction or the front wheel lifting off. It was a well tuned and implemented feature. Linear and cornering drag torque control worked well too and we didn’t once face any wheel slippage under aggressive downshifts on the race track.
2025 Apache RTR 310 First Ride Review
The Michelin Road 5 dual compound tyres offered excellent feel and feedback along with optimum traction, making track work breeze. This is also down to the combination of bike’s chassis agility, steering geometry, performance, extensive rider aids, impeccable braking, TVS’ extensive racing expertise and more. All these aspects give a boost in confidence to riders to tackle corners carrying higher speeds, lean more, brake late and throttle early.
2025 Apache RTR 310 First Ride Review
On the road, 2025 Apache RTR 310 offered excellent low-speed driveability and did not heat up as much in slow-moving traffic. Suspension tuning even at TVS’ prescribed settings, did a great job absorbing bumps and undulations of public roads. Suspension can be dialled up or down as per rider preference as they are fully adjustable for pre-load, rebound and compression with BTO variants.
2025 Apache RTR 310 First Ride Review
Conclusion
There’s nothing to complain about the 2025 TVS Apache RTR 310. It continues to be an excellent segue into the big bike realm if you want to experience and get well versed with all electronic rider aids offered by these expensive big bikes. In the segment this bike operates, we cannot think of another motorcycle that packs these many features and electronic rider aids at that price point, making it a VFM choice.
2025 Apache RTR 310 First Ride Review
This bike is clearly not for the ‘No Replacement For Displacement’ audience out there who are just chasing spec sheets and raw performance numbers without realising the new onslaught in rider aids. For audience who wants to experience finer features and the latest and greatest in motorcycling world at an affordable price, 2025 Apache RTR 310 makes a heck of a proposition.
2025 Apache RTR 310 First Ride Review More
Hero Vida VX2 First Ride ReviewHero MotoCorp’s onslaught into electric scooter segment has been amplified with the launch of Vida VX2. This is the first electric 2W in India to offer BaaS prices on scooter’s price tag, similar to what MG introduced with Windsor EV. This is an unprecedented move by Hero MotoCorp which is likely to propel Vida’s sales into the leaderboards.
Vida VX2 has a lot going for it and the company has immense faith in this project. This is by far the most ambitious move by Hero MotoCorp within electric scooter segment. We experienced this scooter in Bengaluru at the national media drive. After riding it for around a day, this is what we think about Vida VX2 Plus variant.
Hero Vida VX2 Design
Hero Vida VX2 First Ride Review – Attractive BaaS Prices
Rs 44,990! That’s the price Hero MotoCorp is advertising heavily with Vida VX2. To put it into perspective, Vida VX2 costs less than the most affordable new iPhone. While this could be a glaring reflection of just how ridiculously expensive Apple products can get, we can’t glance over the fact that Hero has got pricing bang on. The company has achieved it by offering Battery as a Service (BaaS).
Hero Vida VX2 Design
So, the Rs 44,490 includes pricing for base Vida VX2 Go (Ex-sh) + Rs 0.96 per km and an introductory offer. Hero has not disclosed a timeframe for this introductory offer. Once this offer ends, prices will start from Rs 59,490 (Ex-sh) + battery rental cost for the base Go variant and Rs 64,990 (Ex-sh) + battery rental cost for the top-spec Plus variant. Without BaaS, Go variant costs Rs 0.99L (Ex-sh) and Plus variant costs Rs 1.1 lakh (Ex-sh).
Hero Vida VX2 Design
Not a single rival brand offers BaaS pricing model on the vehicle, lowering upfront costs considerably. This is likely to emerge as a key turning point in Hero MotoCorp’s journey in the country’s electric scooter industry. With BaaS plans, Hero is also bundling access to their Vida DC fast charging network, which is growing as we speak.
Hero Vida VX2 Design
Design & Appearance
Where design is concerned, Hero Vida VX2 is a familiar scooter, which was showcased as Vida Z at 2024 EICMA Show. VX2 looks quite nice and a lot simpler than V2 lineup does. Design is somewhat cohesive and it doesn’t look out of place in any way. ‘We Care’ LED headlight and LED tail light signatures are familiar and so are its LED turn indicators. Body panels are minimal, especially when compared to Vida V2 lineup.
Hero Vida VX2 Colours
There’s a single-piece seat and even a pillion backrest. Floorboard is flat and can accommodate quite a lot of cargo, if necessary. There’s also a handy 5L glovebox behind the front apron which can take some items including smartphone, gloves and other paraphernalia. Vida VX2 rides on 12-inch alloy wheels on both ends, which get dual-tone machined finish. Rear swingarm is single-sided and it proudly exhibits this wheel down for the world to look at.
Hero Vida VX2 Colours
Vida VX2 gets a total of seven colours – Matte Inspired White, Matte Giallo Lime, Autumn Orange, Pearl Red, Matte Gun Metal Grey, Nexus Blue and Pearl Black. Among all these colours, Matte Gun Metal Grey is quite special as it is the only one that gets contrasting Orange highlights on floorboard.
Hero Vida VX2 Design
Switchgear looks quite nice and operates well with reassuring clicks. Left side switchgear has low beam / high beam and integrated flasher, a 4-way joystick to operate the new fully-digital TFT colour instrument cluster, an SOS button which gets its own flap so that users don’t press it accidentally, turn indicators and a horn switch.
Hero Vida VX2 Front 5L Storage
On the right hand side, we get a toggle for hazard light function, Mode selector which also doubles as a toggle to shift into Reverse Mode and then there’s a Start button / Kill Switch. Unlike Vida V2 lineup, VX2 does not get keyless go feature and gets a regular conventional key and a conventional keyhole. Boot release is integrated into this keyhole and works as expected.
Hero Vida VX2 Key
Beside this keyhole, is a Type-A USB charging port behind a flap. Above glovebox, towards the left, we can see a flap that opens up to a DC fast charging port. Home charging is done by lifting the seat and connecting charger into the AC charging port. Under-seat storage is up to 33L, which is commendable for a scooter with removable battery tech that eats up into the boot area.
Hero Vida VX2 TFT Cluster
Ergonomics & Features
Vida VX2 offers a long seat which is fairly cushioned with adequate support. Short city commutes, which is the intended use case for Vida VX2, on this scooter is a cakewalk for both rider and pillion. Rider sits upright and pillion gets decent room and positioning of footpegs is comfortable as well. Vida VX2 falls quite well into the family-style scooter genre with no surprises for users.
Hero Vida VX2 App Interface
Where features are concerned, the main highlight is its 4.3-inch TFT instrument cluster on Vida VX2 Plus variant. This is a fairly bright display that can be controlled from the 4-way joystick. This cluster is paired with a dedicated Vida app with quite a lot of functionalities. This cluster supports music control and turn-by-turn navigation. With the app, users can access detailed stats, trip analysis and a host of other details and information.
Hero Vida VX2 App Interface
Navigation can be set from the app and it will be projected on the screen. Nearest charger info is a handy feature too. Other notable features include remote immobilization, live tracking, geo fencing and a ring my scooter feature, which should come in handy in shopping mall parking lots to pinpoint the scooter. LED lighting all around, fancy switchgear, hazard light and removable battery are other notable elements.
Hero Vida VX2 Brakes, Motor
EVOOTER & BaaS
Speaking of removable batteries, they are by far the most important feature of Vida VX2. It is the fundamental element in the EVOOTER marketing term that Hero has coined for VX2. In the VX2 Plus variant we experienced, Hero is offering a 3.4 kWh battery promising a range of up to 140 km. Based on our short ride experience, one can expect a real-world range of around 100 km and depends vastly on the way it is ridden.
Hero Vida VX2 Switchgear
We say this because regeneration is not automatic. In this sense, Vida VX2 will not charge batteries under deceleration on its own. Users have to use the two-way throttle and twist it to the other side, so as to get regeneration. It allows for an unintrusive riding experience, one that is close to ICE scooters, but regen does not happen automatically. VX2 even comes to a complete halt twisting the throttle in reverse.
Hero Vida VX2 Three Methods Of Charging
Same procedure is for Reverse Mode, twisting throttle in reverse takes the scooter back with an audible beep. To access removable batteries, one has to unlock the seat from keyhole and then use same key to unlock a plastic door that covers battery area. One can remove these batteries and then charge them separately or directly plug in the same AC charger. Also, Vida DC charging is at user’s disposal too, which is unlocked for BaaS customers.
Hero Vida VX2 DC Charging
Speaking of, BaaS plans are provided by Hero FinCorp and Vidyuttech Services in 2 Year, 3 Year and 5 Year durations, with a minimum monthly charge. Once the 3 year or 5 year duration is complete, buyers will get full ownership of scooter and batteries. Depending on the variant (Go and Plus) and plan chosen (2 Year, 3 Year and 5 year), users will have to pay a monthly fee ranging between Rs 1.1K and 2.2K.
Hero Vida VX2 Design
Ride & Handling
Vida VX2 rides very similarly to other family format electric and ICE scooters. Buyers will be treated with a decently plush ride quality and the 12-inch wheels at both ends ensure reasonable bump absorption too. This is not a corner carver and should not be treated as such. Overall ride dynamics are comfortable, which is on par with this segment. With Vida Plus, one can expect around 100 km of real-world range with mixed usage.
Hero Vida VX2 Removable Battery & Boot
There are three riding modes – Eco, Ride and Sport. The latter unlocks all of its performance. Performance is brisk and the power delivery from its swingarm-mounted motor. There is no jerk in power delivery and the overall throttle transitions are quite smooth. Braking performance could have been better, especially with front disc brake. Using both brakes at once is a lot more reassuring.
Hero Vida VX2 Loose ORVM
Reservations & Conclusion
As impressive as the Vida VX2 was, there is room for growth. During our time with Vida VX2, we came across a quality control issue too. Which was in the ORVMs, where it was loose and spinning on its own across the ride, despite manually tightening it. It even fell out on its own while returning. If this is the same ORVM stalk that Hero uses with Mavrick 440 and Xpulse, it is likely to rust very soon.
Hero Vida VX2 Flimsy Battery Door
We felt that the removable battery door could have been executed better. Hero could have completely ignored this lockable battery door because it is made of plastic and a dedicated thief can get into this area with relative ease. Also, there’s always a fear of accidentally forgetting the key inside the boot and shutting the seat. I can imagine myself in this situation and it can happen to anyone.
Hero Vida VX2 AC & DC Charging
That said, Hero MotoCorp has taken a giant leap in India’s electric scooter segment with Vida VX2 and it is likely to propel Hero’s name into the leaderboards. It looks right, it rides the way it should, packs a lot of features expected in this segment and offers the flexibility of BaaS prices on both scooter and battery, which no other brand is currently doing. With sheer affordability factor, further sweetened with introductory offer makes Vida VX2 a winner in Hero’s portfolio. More
2025 Suzuki Access Road Test ReviewIndia’s 125cc scooter segment is a rather interesting one. It sits above the 110cc scooters, offering a little more performance and bringing more premium features. Suzuki is among the leaders in this segment as the company operates three offerings – Access, Burgman Street 125 and Avenis 125.
Access is by far the most popular in Suzuki’s scooter lineup and is the primary volume generator for the brand. So, when the company launches a major update to Access, it is a big deal and it has even emerged as India’s 3rd highest-selling scooter. After experiencing the new 2025 Suzuki Access in and around Pune city, this is what we think about this scooter.
2025 Suzuki Access
2025 Suzuki Access Review
Within the family 125cc scooters, Suzuki Access is a prominent name. It was among the first 125cc scooters in India, launched in 2007. Close to two decades in its life cycle, Access has had multiple updates and the latest 2025 Suzuki Access is the most technologically advanced iteration of this scooter yet. Dropping 125 from its name, Suzuki has simplified the naming too.
Suzuki launched it at the Auto Expo 2025 earlier this month at a starting price of Rs 81,700 (Ex-sh). There are three variants on offer – Standard Edition, Special Edition and Ride Connect Edition. Standard Edition gets drum brakes, steel wheels and single-tone colours. Special Edition brings dual tone colours, steel wheels and a front disc brake.
2025 Suzuki Access
It is the Ride Connect Edition which offers all bells and whistles like alloy wheels, disc brakes and even a connected instrument cluster with Bluetooth connectivity and Navigation. This is the variant we sampled in Pune city which was finished in a lovely Metallic Mat Stellar Blue. Even though the launch colour was Solid Ice Green, I liked Pearl Grace White and Metallic Mat Stellar Blue colours more.
Design & Appearance
Where design is concerned, the new 2025 Suzuki Access does not deviate much away from its family scooter silhouette. It looks very much like an Access, just brought up to date with modern styling cues and in-keeping with current trends. In that regard, we can see Access has gotten much sleeker and looks more athletic than it did before.
2025 Suzuki Access
We can see headlights have sleekened a lot and look sharper now. Front apron gets re-profiled styling with smaller turn indicators. There’s a U-shaped LED DRL on front apron which is a new addition. Behind this apron, we now get dual glove compartments along with USB charging port, a hook and a conventional keyhole which also operates fuel filler and underseat storage.
2025 Suzuki Access
The fuel filler cap is now concealed beneath a plastic flap for a much cleaner aesthetic. There is a new re-designed tail light as well. Side profile is vastly carried over. We get circular reflectors now positioned near glove boxes behind front apron. The top two variants get chrome circular ORVMs that look rather nice, offering a retro vibe to this scooter.
2025 Suzuki Access
Also new are the footpegs, which are of metallic type now that look a lot more premium than before. Top variants get brown seat upholstery which contrasts on the dark blue shade on our particular unit. Even though it doesn’t look like it, 2025 Access packs a new chassis underneath and it has had changes to its powertrain as well.
Specs & Powertrain
Speaking of powertrain, Suzuki has updated some core components like crankshaft, camshaft and even the crankcase on this scooter with 2025 model. These changes were done to upgrade this engine and align it with stricter BS6 OBD2B emission norms along with Euro 5 emission norms. Because of these changes, there is variance in performance metrics.
2025 Suzuki Access
This 124cc engine now makes 8.31 bhp of peak power at 6,500 RPM and 10.2 Nm of peak torque at 5,000 RPM. So, power has gone down slightly, while torque has seen a minor boost, when compared to its predecessor. This is still a relatively simple engine as it is an air-cooled single-cylinder SOHC 2V/cyl unit, mated to a CVT and a one-way clutch which ensures quiter starts than before.
2025 Suzuki Access
This is a smooth and refined powertrain without much vibrations if you’re riding under 90 km/h speed (speedo indicated). Post which, there is a mild buzz. Considering the intended application of this scooter, it is perfectly acceptable as prospective owners are not likely to push it that hard all that often. The 5.3L fuel tank will ensure less frequent fuel stops as Suzuki Access can eke out around 50 km/l of fuel efficiency, depending on the riding style.
2025 Suzuki Access
Ride & Ergonomics
Acceleration is brisk and it has enough grunt to manage quick overtakes in the city. The new chassis feels almost similar to its predecessor, offering decent maneuverability. Suzuki is offering 90-section tyres at both ends. Wheel size is 12-inch at the front and 10-inch at the rear. We wished Suzuki offered 12-inches at both ends for better stability and bump absorption.
2025 Suzuki Access
Speaking of, ride quality is slightly on the stiffer side and bump absorption is slightly uneven as the wheel sizes differ. However, it is a city scooter to be used as a daily commuter and it does that job quite well and without any hassle. Seat is long and accommodating. Ground clearance is 160 mm, which didn’t pose any issues even on tallest of speed bumps.
2025 Suzuki Access
Braking is quite predictable and is acceptable for a 125cc family scooter. Front disc has decent bite and stopping power. Suzuki offers a parking brake with Access, which is a handy and welcome feature. Some rivals omit the parking brake feature, but I used it more than I thought I would have.
2025 Suzuki Access Switchgear
Top variants of this scooter weigh 105 kg making it easy to maneuver in low speeds while parking or in city traffic. Rider ergonomics is spot on and it didn’t induce any discomfort in a 182 cm tall individual like myself. Switchgear is aptly positioned too – left gets turn indicators, horn and high beam pass, while right gets an engine kill switch and hazard light.
2025 Suzuki Access Boot
Usability
Front dual glove compartments can easily accept 500ml water bottles and with 2025 Access 125, Suzuki has carved out more under-seat storage than before. 24.4L in volume, to be precise. It will not accommodate a beefy XL sized full-face helmet, but it will easily accommodate a half-face helmet or a smaller and less beefy full-face helmet.
2025 Suzuki Access Storage
The instrument cluster is fully digital and shows quite a lot of information. There are two buttons beside this cluster to control it and functions are quite intuitive. We can see time, speed, odometer and trip meter, fuel gauge and temperature gauge and are surrounded by tell-tale lights. This cluster supports smartphone connectivity via the proprietary Suzuki Ride Connect app.
2025 Suzuki Access Instrument Cluster
This app is intuitive as well and allows you to connect seamlessly with this system. Once connected, it will show call alerts, SMS alerts and even has turn-by-turn navigation which works well. Also, it has Whatsapp call and message alerts, calendar alerts and weather updates along with an auto-reply SMS feature. These features work quite well, fitting well with tech-savvy customers.
Conclusions & Reservations
Concluding the 2025 Suzuki Access is rather easy. It is a no-nonsense scooter that offers utmost reliability and aims to offer great value for the buck. However, we have a few reservations about this scooter as well. Some of them are major, while not classifying as deal breakers.
2025 Suzuki Access Instrument Cluster
1. We wished the scooter had a smart key implementation for keyless operations. Also, the physical ket that Suzuki offers is unusually long and digs into your thighs when placed in pant pockets.
2. We wished this scooter offered better Bluetooth range and a more stable connection. That’s because the connection would drop when I placed my phone in my pant pockets even though it is just 3 feet away from this cluster.
3. For Bluetooth to work, I had to place my phone in the front glove compartment, which is not lockable. So, I was always on the lookout that someone might nick my phone in traffic.
4. The USB Type-A charger on Access is quite slow as my Samsung flagship phone only managed to gather around 5% of charge despite plugging it in for more than an hour.
5. The under-seat storage could have been longer and offered more volume to keep two half-face helmets side-by-side, something that rival scooters can.
2025 Suzuki Access Instrument Cluster
The one to get?
None of these reservations are deal breakers, which is a good thing. Also, most of these can be fixed in the future by Suzuki if there is enough demand for it. Even the LED headlights are quite decent, offering nice throw and spread of light. Particularly acceptable for city applications. Special mention to Suzuki Ride Connect system that allows for easy pairing and doesn’t require your number to be registered in the company’s database before using it.
2025 Suzuki Access is a strong contender in the 125cc family scooter space and it has great potential to be an all-rounder scooter. In terms of sales, Suzuki Access is currently India’s 3rd best-selling scooters, behind Honda Activa and TVS Jupiter. It has to be noted that both those scooters have 110cc offerings in the mix as well. If you’re in the market for a 125cc family scooter, 2025 Suzuki Access should be high up in your list. More
Hero Xpulse 210 First Ride ReviewEver since Hero MotoCorp was coined after the split with Honda, the company has been a stalwart in the off-road genre. The torch of the mighty Impulse was taken over by Xpulse 200 and has received multiple updates after it was first launched. Now, Hero has just launched Xpulse 210, which is the most advanced and the most tech-loaded iteration of Xpulse brand yet.
We got to sample this motorcycle at the national media drive event in Udaipur, Rajasthan, organised by Hero MotoCorp. After riding Xpulse 210 across varied terrains and off-road sessions, here’s what we think about Hero MotoCorp’s latest off-roader.
Hero Xpulse 210 First Ride Review – Design & Appearance
World’s largest motorcycle manufacturer, Hero MotoCorp, launched Xpulse 210 at the prestigious Auto Expo 2025. There are two variants of Xpulse 210 conveniently named Base & Top. Prices start from Rs 1.76 lakh (Ex-sh) for Base and Top costs Rs 1.86 lakh (Ex-sh). Top is the feature-loaded variant that gets all the bells and whistles.
Hero Xpulse 210 Design
There are four colours on offer with Xpulse 210 – Wild Red and Glacier White colourways with Base and Azure Blue and Alpine Silver colourways with Top. At the media drive event, Hero provided Rushlane an Xpulse 210 in Alpine Silver colourway. While it looks nice, I personally think Glacier White should be offered with Top variant for that clean aesthetic.
Hero Xpulse 210 Design
The company had showcased a more off-road version of Xpulse 210 at Auto Expo 2025, which will launch later. There’s a good probability that it will be launched only with Base variant. When compared to Xpulse 200, Xpulse 210 looks like an entirely different motorcycle, while still rocking that quintessential enduro bike look.
Hero Xpulse 210 Muscular Fuel Tank
Xpulse 210 looks a lot more muscular and beefy than Xpulse 200 4V, which is a good thing. It has significantly better road presence and the primary contributor towards this effect is the new fuel tank. It is taller and a lot wider thanks to the new tank shrouds. It almost looks like there is a semi fairing with Xpulse 210, which is not the case.
Hero Xpulse 210 Lighting
There’s a new front windshield which is taller and works quite well deflecting wind off riders even at highway speeds. Seat is a single-piece unit which is scooped out to offer a lower seat height and pillion area gets a slight step. The knuckle guards look better on Xpulse 210 and handlebar gets revised switchgear, especially with Top variant.
Hero Xpulse 210 Design
Rear section is a lot sharper in design with Xpulse 210 and exhaust is now set a little higher than on Xpulse 200. There’s LED lighting all around with Xpulse 210 in the form of LED headlights, LED tail lights and LED turn indicators. Sturdy rear luggage rack, revised front beak, and the 4.2-inch TFT instrument cluster are notable elements.
Hero Xpulse 210 Engine
Specs & Hardware
An untrained eye might think that Xpulse 210 is just an Xpulse 200 4V with the heart of Karizma XMR 210. That is not the case as Xpulse 210 is a completely different animal altogether. It is positioned on a different chassis featuring revised geometry and dynamics. Comparing the Base variant of Xpulse 200 4V with Xpulse 210, we can see that the newer bike is 32 mm longer and 10 mm wider.
Hero Xpulse 210 Exhaust
It also features a 19 mm longer wheelbase and seat height with standard variants (non Pro) is also increased by 5 mm. Ground clearance is the same 220 mm with standard versions of Xpulse 200 and Xpulse 210. Weight has gone up with Xpulse 210 as well and top-spec Top variant weighs in at 170 kg now. The 21-inch front and 18-inch rear wire-spoke wheels are a tried and tested combination. There are disc brakes at both ends and for the first time, Xpulse 210 got dual-channel ABS.
Hero Xpulse 210 Tyres
Xpulse 210 features the same 210cc engine as Karizma XMR 210, but is worked on to suit the character of Xpulse 210. For the very first time, an Xpulse is packing a liquid-cooled engine, a DOHC head, a slip and assist clutch, a 6-speed gearbox, dual-channel ABS which is switchable to unlock some fun and a TFT instrument cluster, among others. This TFT cluster is the most sophisticated Hero ever offered in its portfolio and it features music control, app connectivity and turn by turn navigation.
Hero Xpulse 210 Brakes
The 210cc single-cylinder liquid-cooled DOHC 4V/cylinder engine on Xpulse is tuned to develop a peak power of 24.6 PS at 9,250 RPM and 20.7 Nm of peak torque at 7,250 RPM and is mated to a slip and assist clutch along with a 6-speed gearbox. This is the most powerful Xpulse yet and gets the most sought-after 6-speed gearbox for effortless highway cruising at triple digit speeds.
Hero Xpulse 210 Suspension
Ergonomics & Dynamics
Xpulse 210 does an excellent job in containing the heat and dissipating it away from the rider as well. Rider is seated high and gets a commanding seating posture. I am a 182 cm tall individual and I could easily flat foot on both sides without any issues. Rider’s triangle is very relaxed and it did not induce any fatigue while seated on the pillion seat or standing. The footpegs are slightly forward set and offer a lot of comfort for highway rides.
Hero Xpulse 210 Footpegs
When standing and riding, Xpulse 210 offers optimum leverage for riders to grip it between their thighs. Xpulse 210 handles these speeds like a champ without breaking a sweat. This engine is tuned to achieve an optimum balance between tractability and effortless power delivery. Maintaining speeds of around 120 km/h on the highway is no problemo for Xpulse 210, thanks to the new engine and the added 6th gear. This motor does not hiccup even if you short shift and keep it at a higher gear than what is necessary.
Hero Xpulse 210 Ergonomics
There are far less vibrations on this engine, especially when compared to the one seen on Xtreme 250R. So, in a way, we kinda welcome Hero’s move to offer this 210cc engine on Xpulse 210 which is more suited for intended long distance touring. There are multiple luggage mounting provisions and there is a metal bash plate to protect the bike’s underbelly.
Hero Xpulse 210 Switchgear
Acceleration is quite brisk and Xpulse 210 gains speeds quite effortlessly. The revised geometry and the upgraded suspension setup ensures that Xpulse 210 is the best handling off-roader / enduro motorcycle Hero has ever launched. It is surprisingly agile and takes on corners with great ease, offering a great deal of confidence to riders, encouraging them to carry higher speeds into corners. Braking is quite sure-footed as well and is par for the performance ceiling that this motorcycle offers.
Hero Xpulse 210 TFT Cluster Screen
The bike that can do it all?
Around Rs 2 lakh OTR is a compelling proposition for a one motorcycle that does it all. Xpulse 200 was the closest motorcycle to this concept, which was limited by highway cruising capability. Xpulse 210 fixes that and brings multiple new features and technology to the off-road genre at prices that rival brands are not even trying.
Hero Xpulse 210 TFT Cluster Screen
It looks better, rides better, performs significantly better, brakes better, packs better technology and meets all the requirements to be the only bike in your garage at around Rs 2 lakh (OTR) price point. However, that’s not the whole story. If there is one motorcycle that the OEM has continually updated and still kept loyalists wanting for more, it has to be Hero’s Xpulse.
Hero Xpulse 210 USB Port
Ever since it was first introduced, Hero has updated it multiple times. First, we got BS6 update, then we got the 4V update and then we got MY23 Xpulse 200 4V with updated switchgear and it introduced a Pro variant which offered factory-fitted Rally Kit contents for affordable prices.
Hero Xpulse 210
Despite the periodic updates, Hero didn’t quite capture the market and Xpulse brand never took off smashing sales charts. With the Xpulse 210, the same commotion exists as many prospective buyers might crave Hero’s new 250cc engine (debuted on Xtreme 250R) on this motorcycle or wish for the more off-road friendly Rally variant to be a available at launch. Instead of thinking what this bike could have been, we have to look at what it currently is.
Hero Xpulse 210 LED Turn Indicators
What it is, is the jack of all trades. It does everything right and there is not a single element which is missing or wrong on this motorcycle. Hero MotoCorp has hit it out of the park with Xpulse 210 where packaging is concerned. It could be the finest motorcycle around the Rs 2 lakh OTR mark that does it all – City commutes, Highway cruising and Off-roading.
Hero Xpulse 210 Wire-spoke Wheels
Hero Xpulse 210 is a lot more premium than what Xpulse 200 could have ever dreamt of and has significantly improved in terms of performance and dynamics. After finessing it with multiple iterations and updates, Hero MotoCorp has finally cracked the formula and this can easily be that one motorcycle around Rs 2 lakh OTR price point that can do it all. More
Hero Xtreme 250R First Ride ReviewFor the first time, Hero MotoCorp has entered the sporty and premium quarter-liter motorcycle segment. We’re talking about the company’s new Xtreme 250R which was launched in India at the grand stage of Auto Expo 2025. The company recently hosted a media drive event in Udaipur, Rajasthan. We sampled Xtreme 250R for around 200 km across multiple riding scenarios and here’s what we think about Hero’s first 250cc motorcycle.
Hero Xtreme 250R First Ride Review
Where pricing is concerned, Hero Xtreme 250R costs Rs 1.8 lakh (Ex-sh) for one fully loaded variant with all the bells and whistles. Hero is offering three colours with Xtreme 250R – Firestorm Red, Stealth Black and Neon Shooting Star. Hero MotorCorp provided Rushlane with Neon Shooting Star colour, which grew on me quite a lot.
Hero Xtreme 250R
However, Firestorm Red is the launch colour and is probably the best looker of this bunch. Where design is concerned, Xtreme 250R has a lot going on, which might prove busy for some. Especially with the multi-layered appeal with different colourways and all the cuts and creases. However, it somehow looks cohesive on this motorcycle and it looks rather nice.
Most of the muscle is concentrated around its fuel tank. It looks chiseled and edgy, while the tank shrouds makes Xtreme 250R look a lot bigger than it is. Front section has a hunkered down execution seen with the positioning of its fuel tank and headlight. It gets USD telescopic front forks. These USD forks are 41mm units and lend an appeal similar to triceps of a predator.
Hero Xtreme 250R Design
Apart from the mass-forward design, rear section is quite appealing to look at as well. Xtreme 250R gets a split stepped seat and it aligns with the angle of its exhaust end can. Headlights, tail lights along with DRLs and turn indicators are all LEDs. Both front and rear disc brakes are at the exhaust side, making it the most photogenic angle.
Hero Xtreme 250R First Ride Review
Switchgear offers extensive controls to operate the new digital instrument cluster and cycle through various menus and functions. I consider Xtreme 250R to be one of the best-looking mainstream street fighter motorcycles sold in India. Speaking of, Xtreme 250R locks horns with other quarter-litre street fighters like KTM 250 Duke, Suzuki Gixxer 250 and Husqvarna Vitpilen 250. Xtreme 250R undercuts them all in terms of pricing.
Hero Xtreme 250R Design
Specs & Ergonomics
Xtreme 250R is the first motorcycle from Hero MotoCorp to feature the new 249cc single-cylinder liquid-cooled engine with a DOHC 4V/cyl head. This is the most powerful Hero MotoCorp product launched yet, generating 30 bhp of peak power at 9,250 RPM and 25 Nm of peak torque at 7,250 RPM.
Hero Xtreme 250R Engine
This engine is mated to a slip and assist clutch along with a 6-speed gearbox. This engine is supposedly 20-25% more powerful and 10-14% more torquey than rivals. The liquid cooling setup works quite well in dissipating the heat away from rider. The fan does kick in frequently, but engine temperature reading on the new digital instrument cluster did not go above half of its threshold.
Hero Xtreme 250R
Ergonomics on Xtreme 250R are sporty, yet comfortable. Handlebar position commanded a slight lean for a tall guy like myself (182 cm). I could easily flat foot at both sides as seat heigh is manageable at 806 mm. This riding posture did not induce any fatigue in me even after riding it for a long time. ORVMs are decently wide and offer a great view of everything behind.
Hero Xtreme 250R
Fuel tank offered a great leverage for me to lock my thighs and grip the motorcycle. Seat cushioning is slightly on the firmer side, which created some discomfort after a long ride time on the saddle. While the step for the pillion is slightly on the higher side, it should provide better comfort for a longer period on the saddle when compared to flat seats that command a knees up position for pillions.
Hero Xtreme 250R Suspension
Dynamics & Performance
When on the move, Xtreme 250R masks its weight quite beautifully and feels very agile. For context, Xtreme 250R weighs 167.7 kg and is quite manageable while maneuvering in parking spaces or other situations. The 17-inch alloy wheels are wrapped with 110-section front tyre and 150-section rear tyre, helping to put down all that power.
Hero Xtreme 250R
Hero MotoCorp is promising 3.2s 0-60 km/h sprint and an 8.5s 0-100 km/h sprint with Xtreme 250R. It accelerates with a lot of vigour. 100 km/h comes up in 4th gear and then it screams towards the red line. Acceleration is fitting for a premium and sporty 250cc quarter-litre street fighter motorcycle, achieving quick progress to cut into city traffic.
Hero Xtreme 250R
The best aspect of Xtreme 250R’s dynamics is its handling. It is sharp and agile and feels very precise. The motorcycle allows rider to carry quite some speed into the corners and provides optimum confidence and composure at the same time. Wide handlebar also provides great leverage while cornering and the bike doesn’t resist the rider to take it slow. Sharp handling does take a toll on rider comfort as the overall ride is quite firm. But nothing spine shattering, in any way.
Hero Xtreme 250R Seat
The seat is spacious and accommodating, offering rider space to move around and lock on to the motorcycle. Footpegs positioning is quite neutral as well. Hero’s new 250cc engine is quite smooth across most operating speeds. However, vibrations do creep in at higher engine speeds and they can be particularly felt on handlebar, footpegs and fuel tank. Nothing major, but a tingling buzz.
Hero Xtreme 250R
Braking is one department where I would like some improvements. For starters, Hero is offering a 320 mm front and 230 mm rear disc rotors, mated with dual channel ABS. Despite the motorcycle having dual-channel ABS, the rear wheel locked up on multiple occasions. This ABS system gets Road and Race ABS modes that rider can cycle between that is optimized for both racing and stunts.
Hero Xtreme 250R Instrument Cluster
The instrument cluster gets automatic brightness adjustment based on an ambient light sensor. The same light sensor is used for automatic headlight features as well. This display is legible across multiple lighting scenarios. The trip computer is quite advanced showing twin trip metres along with stats for top speed, 0-60 km/h and 0-100 km/h sprints.
Hero Xtreme 250R Instrument Cluster
It also shows fuel efficiency, service due, date & time, menu for ABS modes, average speed and time consumed. There’s Bluetooth connectivity with Hero App integration allowing advanced functionalities like music control, notification alerts, smartphone stats and turn-by-turn navigation.
Hero Xtreme 250R Switchgear
Some Reservations & Conclusion
1. Hero MotoCorp could have implemented dual horn with Xtreme 250R2. The fully digital instrument cluster is the same one seen on Karizma XMR 210 and this system does not look as posh and sophisticated as the one seen on Xpulse 210.3. Braking performance of this machine should be more sure footed.4. Fuel tank is only 11.5L and a larger capacity could have been better.5. Seat could have been more plush for better comfort.
Hero Xtreme 250R Pegs
These reservations are more of a nitpick and there are no deal breakers with Hero Xtreme 250R. The pricing of Xtreme 250R might go lower if the company decides to sell it via E-commerce platforms like Flipkart. At those lower prices, Hero Xtreme 250R makes a lot more sense than it already does.
Hero Xtreme 250R
It is by far the most appealing motorcycle Hero has designed and it also features the new 250cc engine, which is smooth and performant. It looks like Xtreme 250R has all the ingredients of a great quarter-liter street fighter. We would encourage all discerning buyers to test ride this motorcycle before zeroing in on its rivals. More
