Bike Reviews

Subterms

    Latest story

    138 Shares15 Views

    2025 Suzuki Access Road Test Review – The One To Get?

    by

    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

    More stories

    • 138 Shares89 Views

      in Bike

      Hero Xpulse 210 First Ride Review – From Good To Better

      by

      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

    • 150 Shares187 Views

      in Bike

      Hero Xtreme 250R First Ride Review – Your Next Quarter-Liter Street Fighter?

      by

      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

    • 125 Shares149 Views

      in Bike

      Hero Xoom 125 First Ride Review – Sporty and Comfy!

      by

      Hero Xoom 125 First Ride ReviewThere are scooters and then there are sporty premium 125cc scooters. Hero MotoCorp is targeting the latter with Xoom 125, which was launched at Auto Expo 2025. Media drive event was held recently in Delhi. We experienced the scooter in Delhi across multiple road conditions and here is what we think about Hero’s new sporty 125cc scooter.
      Hero Xoom 125 First Ride Review
      At the media drive event held in New Delhi, Hero MotoCorp provided Rushlane a Xoom 125 ZX trim in Matte Storme Grey shade. With the Xoom 125, Hero MotoCorp aims to carve out a significant chunk of 125cc scooter segment sales, which currently accounts for around half of total scooter sales.
      Hero Xoom 125
      Xoom 125 is the middle child in company’s Xoom family of sporty scooters, slotted above Xoom 110 and below Xoom 160. Xoom 125 comes off as the most complete package in the 125cc segment and has great potential to make a big splash in this segment. All this while achieving price competitiveness over every single one of its rivals.
      Speaking of pricing, Hero has priced Xoom 125 from Rs 86,900 for VX trim and Rs 92,900 for ZX trim. VX trim is offered in two colours – Metallic Turbo Blue and Matte Storm Grey. ZX trim adds two more colours to the palette – Inferno Red and Matte Neon Lime. Personally, I think Matte Neon Lime looks the sportiest and is an eye candy.
      Hero Xoom 125
      Design & Appearance
      When we’re talking about Hero Xoom 125, we have to start from design. This is easily on of the best looking 125cc scooters on sale in India. The company has based Xoom 125 design on other Xoom scooters in the family, inspired by the flight of a Falcon. Company’s presentations suggest Xoom 125 is aimed at individuals who has achieved something big and want to showcase their lifestyle affiliations.
      Hero Xoom 125
      Xoom 125 fits into this projection with its Falcon inspired sharp and edgy design. At the front, we get a handsome fascia with Falcon LED DRL signature. This is the first scooter in this segment to come equipped with LED projector headlights. Handlebar cowl gets sequential LED turn indicators, which is first-in-segment, lending a premium appeal.
      Hero Xoom 125
      These swipe-style LED turn indicators are present at the back too. Even though we quite liked them, these can easily go unnoticed to untrained eyes as the surface area is quite small. LED tail lights are LEDs too and are of split type. Split grab rails look chunky and lend a muscular appeal. Rear tyre is 120-section in width, which is widest in segment and fills the wheel arches quite nicely.
      Hero Xoom 125 Wheels
      Side profile is probably the best angle of Xoom 125. Especially its exhaust side where the dual tone machining for alloy wheels is also visible. Also, Xoom 125 has a single sided mono-shock suspension at the rear, which is at the left, making its exhaust side very photogenic. I just wished front disc brake was also at the exhaust side.
      Hero Xoom 125 External Fuel Filler Cap With Buzzer
      Features & Functionalities
      Where functionalities are concerned, Xoom 125 is a sorted product. It has a flat floor board for practicality, unlike its big brother Xoom 160. The under-seat storage is around 17L and it gets an LED light for illumination on ZX trim, which is a nice touch. I couldn’t fit my beefy XL sized full face helmet here, but Hero did demonstrate a smaller full face helmet and it fits just fine.
      Hero Xoom 125 LED Projector Headlight
      Considering Xoom 125 is a city scooter, riders are likely to be using lighter and smaller helmets anyways. There are two storage options at the front behind front apron for practicality and convenience. Left side storage space has a USB Type-A port which is not exactly fixed. Floor board is flat and is just accommodating enough for my large feet wearing UK 10 size boots.
      Hero Xoom 125 Utility
      Seat is a single piece and is a stepped unit. The rear step ensures pillion is not very knees up, but it creates a certain discomfort for taller riders like myself (182 cm tall) as I prefer to sit slightly behind the average rider’s spot. That’s because my knees would touch the handlebar when I’m executing lock to lock turns.
      Hero Xoom 125 Boot Space
      The switchgear is new and Hero is giving an illuminated engine start button. Above it is the i3S switch and left switchgear include horn, turn indicators and headlight controls. There’s no hazard light function on this scooter either, which is perfectly fine for this segment. Hero has implemented a buzzer into its external fuel filler cap that beeps at the rider if they forget to leave filler cap open and start ignition or engine, which is a welcome safety feature.
      Hero Xoom 125 Features
      The instrument cluster on Xoom 125 is well executed. It is the same LCD cluster with White backlight, which stays legible even under peak sunlight. We have seen this unit do duty in other Hero MotoCorp family products. This cluster also has Bluetooth connectivity and gets turn-by-turn navigation as well, which some rivals still miss out on, in the sporty 125cc scooter segment.
      Hero Xoom 125 Ride & Dynamics
      Dynamics and Performance
      Hero Xoom 125 is powered by the same 124.6cc single cylinder air cooled engine which also powers Destini 125, which we experienced at the media drive in Goa last year. Xoom 125 gets a more powerful tune as it generates 9.8 bhp of peak power and 10.4 Nm of peak torque. In contrast, Destini 125 topped out at 9 bhp and 10.4 Nm. This engine also gets Hero MotoCorp’s proprietary i3S start/stop feature to increase fuel efficiency.
      Hero Xoom 125 Engine
      As per an internal testing, Hero MotoCorp claims that Xoom 125 is the fastest 125cc scooter on sale in India. The company is promising a 0-60 km/h sprint in 7.6 seconds as well. In real life conditions, Xoom 125 feels peppy and accelerates with quite a gust. We couldn’t find longer stretches of road in the heart of Delhi city to test the max ceiling of performance. It could probably teach triple digit speeds on the highway.
      Hero Xoom 125 Ride & Dynamics
      However, the performance is not as spritely as we would have hoped. That’s because Hero Xoom 125 weighs up to 121 kg. For context, some of its rivals weigh under 100 kg too. Xoom 125 does not feel heavy or cumbersome while riding or even when moving around, say, in a parking lot. However, it could have been lighter. One positive about this weight is that it makes the scooter feel really planted on the road and makes suspension act more supple. The 120-section rear tyre is also a contributor to this secure and dynamic ride.
      Hero Xoom 125 Lighting
      Some Reservations & Conclusion
      While Hero Xoom 125 gets everything one might need and more, there are a few elements that a prospective rider might want, to make their ownership experience even more special. Primary among these is the keyless function which is gaining more popularity and acceptance in the premium scooter segment. Tall riders would have liked a flat seat option for more comfort, at least as an accessory.
      Hero Xoom 125 External Switchgear
      The main gripe is that we wished Hero MotoCorp somehow shelved around 10 kgs off Xoom 125, which would have extracted even more performance from this already potent platform. Other than that, Xoom 125 packs everything a sporty premium 125cc scooter should offer and more, while undercutting every single one of its rivals. It looks good and the 14-inch wheels lend it excellent dynamics. Comparing Apples to Apples, only the Aprilia SR 125 is Xoom 125’s equivalent rival and it costs Rs 38,000 more. More

    • 88 Shares149 Views

      in Bike

      BattRE Storie Electric Scooter Test Ride Review

      by

      BattRE Storie Electric ScooterElectric scooters initially struggled to gain traction due to their plastic build, toy-like feel, and awkward designs. However, brands like Bajaj and TVS raised expectations by offering better build quality and feature-loaded EVs. This shift has forced brands like Ampere and Okinawa, along with newer players, to carve their own niche. Enter BattRE Storie, a retro-classic styled electric scooter that positions itself between the mass-market and premium e-scooters in India. But does it bring anything new to the table?
      Design & Build – Retro Charm with Modern Touches
      At first glance, the BattRE Storie doesn’t scream for attention, but its Vespa-inspired styling makes it instantly inviting. The metal body panels give it a more premium appeal compared to its plastic-bodied rivals, though a closer look reveals differences in build quality.
      BattRE Storie Electric Scooter
      Key design highlights:
      – Round headlamp with integrated LED DRL– Cartoonish front indicators mounted on the apron– Wrap-around rear indicators & sleek LED tail lamp– Minimal yet stylish grab rail
      BattRE Storie Electric Scooter
      While the footboard offers ample space, the under-seat storage is compromised by the 3.1kWh swappable battery, leaving limited room for daily essentials. A full-face helmet won’t fit, but smaller bags and groceries will.
      Battery & Charging
      The BattRE Storie uses a CAN-enabled 3.1kWh lithium-ion battery, which takes 5 hours to fully charge. Charging is convenient with an external port, so you don’t have to remove the battery every time. However, if you do swap it out, a portable charger can directly charge a spare battery as well.
      BattRE Storie Electric Scooter
      Performance & Ride Quality – Built for City Use
      Powering the Storie is a 2kW hub motor from LUCAS TVS, offering a top speed of 65 kmph. The three ride modes (Eco, Power, and Sport) show only a minor difference in acceleration, with Sport mode being the most responsive. The company claims 132 km IDC range, and our real-world mixed riding conditions delivered close to that. There’s also a reverse mode, activated by a dedicated switch—an appreciated touch.
      BattRE Storie Electric Scooter
      Handling is smooth on well-paved roads, but the stiff suspension makes bumpy roads less enjoyable. The 10-inch wheels struggle on potholes, and braking performance, while adequate, could have been better with a front disc. The regen braking is non-adjustable, which can feel intrusive, especially on an underpowered 2kW motor.
      Tech & Features – Simple & Functional
      The LCD display presents vital information in a clean, easy-to-read layout. Other notable features include:
      BattRE Storie Electric Scooter
      – Keyless Start– Side Stand Cut-off– Anti-theft Alarm
      The Storie is available in 11 eye-catching colours, including Gunmetal Black, Midnight Black, Cosmic Blue, Ice Blue, Starlight Blue, Canary Red, Pearl White, Hunter Green, and more.
      BattRE Storie Electric Scooter
      Verdict – Should You Consider the BattRE Storie?
      At Rs 1,14,999 (ex-showroom, Delhi), the BattRE Storie isn’t the best in class, but it doesn’t try to be. It’s a simple, no-nonsense EV with retro styling, a sturdy metal body, and a decent real-world range. If braking performance and ride comfort on bad roads are deal-breakers, this may not be your pick. However, if you want an easy-to-ride, and practical electric scooter with the convenience of a swappable battery, the Storie is worth a test ride. More

    • 125 Shares199 Views

      in Bike

      Hero Mavrick 440 1000 Km Review – Surprisingly Underrated Package!

      by

      Hero Mavrick 440 1000 Km Review After experiencing Hero Mavrick 440 for over 1,000 km, we think it is very underrated and deserves a lot more attention Ever since the Mavrick 440 was launched, Hero MotorCorp had a big bike for the first time. This is a brand-engineered product between Hero MotoCorp and Harley-Davidson and […] More

    • 163 Shares119 Views

      in Bike

      Oben Rorr EZ Is More Than Just a Commuter Bike – First Impression

      by

      Oben Rorr EZ Electric MotorcycleWe ride the new Oben Rorr EZ electric motorcycle, priced from Rs 89,999 ex-sh – Here is our first impression
      Annual motorcycle ownership costs today are about Rs 35,000 to Rs 40,000. With inflation and rising fuel prices, these costs will only increase, putting a strain on people’s budget.
      Add to that the stress of daily commuting with constant clutch press, gear shifting, heat, vibration  etc. It’s clear that conventional ICE (Internal Combustion Engine) motorcycles aren’t making life easier for their owners. This is something I could relate to as I navigated the daily grind, facing high fuel costs and the fatigue of gear shifts and vibrations.
      Oben Rorr EZ Electric Motorcycle
      Enter the Oben Rorr EZ – an electric motorcycle poised to change the game. Oben Electric, one of India’s top homegrown electric vehicle manufacturers based in Bengaluru, has launched the Rorr EZ at a starting price of Rs 89,999 (ex-showroom).
      Oben Rorr EZ Electric Motorcycle
      A Head-Turning Design
      For a price Rs 89,999, ex-sh, most would expect a basic-looking ICE commuter. But the Rorr EZ shatters that notion with its bold appearance. It looks like a 200cc motorcycle, which immediately appealed to me.
      Oben Rorr EZ Electric Motorcycle
      During my test ride, I had several moments where enthusiasts came up to ask about the bike. I couldn’t help but notice the admiring glances from passersby, captivated by the bike’s striking design.
      Oben Rorr EZ Electric Motorcycle
      Oben’s neo-retro styling, from the round LED headlight to the sleek LED indicators and muscular tank element, created a striking first impression. The battery pack positioned where an engine would traditionally be made to look balanced and modern.
      Oben Rorr EZ Electric Motorcycle
      I also found the fully digital instrument cluster both practical and stylish. The sleek rear LED taillights, stylish alloy wheels with tubeless tyres, and the comfortable seat added to its attractive profile. The choice of five vibrant colours—Electro Amber, Surge Cyan, Lumina Green, Photon White, and Flux Grey (available with 2.6 kWh variant)—ensures that there’s something for everyone.
      Oben Rorr EZ Electric Motorcycle
      What I really appreciated was the 200mm ground clearance, which gave me confidence while tackling speed bumps and rough patches on Indian roads. Despite the high ground clearance, the 810mm seat height was manageable, making it accessible and comfortable to ride.
      The EZ City Commuter
      Oben Rorr EZ is designed to minimize rider fatigue during daily commutes. It comes with a belt drive, which provides a vibration-free experience that many ICE bikes fail to offer. Knowing that the belt drive requires less maintenance and doesn’t need regular lubrication was a big plus, as it adds convenience and peace of mind.
      Oben Rorr EZ Electric Motorcycle
      The power delivery from the mid-mounted motor was impressive. It was silent, smooth, and completely vibe-free. I didn’t miss the clutch action or gear shifts at all—instead, I found myself appreciating the seamless nature of riding the Rorr EZ. Commuting through the city traffic without constant gear changes is a blessing.
      Engineered for City Life
      The proprietary ARX framework of the Oben Rorr EZ immediately felt stable and well-balanced as I navigated through city traffic. The suspension setup, with RSU telescopic front forks and a rear mono-shock, provided a comfortable and responsive ride.
      Oben Rorr EZ Electric Motorcycle
      I was especially impressed by the braking performance with ByBre disc brakes at both ends, which offered strong and reliable stopping power. The bike’s 1,433 mm wheelbase and 138-148 kg kerb weight (depending on the battery variant) made it agile and easy to manoeuvre.
      Oben Rorr EZ Electric Motorcycle
      Electrifying Performance
      One of the standout features for me was the choice of LFP battery options—2.6 kWh, 3.4 kWh, and 4.4 kWh. LFP batteries are known for their high safety standards and durability, and Oben’s use of them underscores their commitment to quality. These batteries offer 50% higher temperature resistance and twice the lifespan of conventional ones. The variant I was riding is the 3.4 kWh option, which delivers an IDC claimed range of 140 kms and a true range of 110 kms in real world conditions.
      Oben Rorr EZ Electric Motorcycle
      The ride modes—Eco, City, and Havoc—added versatility. Eco mode focused on maximizing range, which I could see being useful for long trips, while Havoc mode delivered thrilling performance for spirited rides. I found the City mode to be a balanced option, perfect for the kind of riding I do most often during commuting.
      The peak power output of 7.5 kW and 52 Nm of torque translated to quick acceleration, making weaving through city traffic a breeze. The 0-40 km/h sprint in just 3.3 seconds and a top speed of 95 km/h were impressive for a commuter electric bike. During my test ride, I even managed to touch a speed of 103 km/h downhill. The bike remained stable and predictable even at high speed.
      Oben Rorr EZ Electric Motorcycle
      Features, Charging, and Warranty
      The charging port is located inside the tank element, making it easily accessible, and there’s even a small storage area that fits your smartphone or even 1-liter water bottle.
      Oben Rorr EZ Electric Motorcycle
      Under-seat storage for the charger was another practical touch that I liked. Charging was quick, with the 4.4 kWh variant reaching 80% in 2 hours, 3.4 kWh variant in 1.5 hours and the 2.6 kWh variant in just 45 minutes.
      Oben Rorr EZ Electric Motorcycle
      The fully digital LED instrument cluster, complete with adaptive brightness, was intuitive and easy to read. The bike came well-equipped with LED lighting all around and high-quality switchgear. Connectivity features like Ride Vitals, Remote Diagnostics, and Bike Tracking provided a modern edge, while advanced safety features like the Driver Alert System (DAS), Geo-Fencing, and Battery Theft Protection gives peace of mind to owners.
      Battery and Motor Warranty
      Oben Care offers a reassuring ownership experience. The Rorr EZ comes with a 3-year/50,000 km warranty on both the battery and motor, and the Comprehensive Oben Protect extended warranty spans up to 5 years or 75,000 km. This added layer of support is a significant positive for buyers, as it underscores Oben’s confidence in their product.
      Oben Rorr EZ Electric Motorcycle
      Where it can improve
      While the Oben Rorr EZ has many positives, there are a few areas where it could improve:
      1. Firm Suspension: The suspension felt slightly on the stiffer side, making rides over bumps and potholes a bit uncomfortable at times. But the good news is that the suspension is adjustable to make it as per rider preference.
      2. Seat Length: The seat could benefit from being a bit longer to provide added comfort for pillion riders.
      3.Brake Activation on Inclines: When waiting on an incline, there’s no way to lock the bike’s brake. A lever lock system, similar to what some scooters offer, would be a helpful addition.
      Oben Rorr EZ Electric Motorcycle
      Final Thoughts
      After my first ride on the Oben Rorr EZ, I felt that this electric motorcycle is a game-changer for anyone looking to upgrade their daily commuter, whether from an ICE bike or another electric option. The sleek design, impressive performance, and thoughtful features make it stand out in the crowd.
      With Oben’s plan to open 60 showrooms and service centres in major cities, access to this electric bike will soon be easier than ever. Bookings have started at Rs 2,999, and with immediate test rides and deliveries, plus flexible financing options and EMIs from just Rs 2,200, getting an Oben Rorr EZ is more convenient than ever. If you haven’t taken it for a test ride yet, I highly recommend experiencing it firsthand. More

    • 150 Shares179 Views

      in Bike

      Bajaj Pulsar N125 Launch Price Starts Rs 95K – First Ride Review

      by

      Bajaj Pulsar N125 First-Ride ReviewWith the launch of Pulsar N125, Bajaj has carved out a sportier product promising the highest power-to-weight ratio in its segment
      Ever since the launch of Classic Pulsar 150, Bajaj has been a staple name among India’s motorcycling enthusiasts looking for an exciting, yet affordable motorcycle. Pulsar brand has been enjoying a cult following in India and is a preferred choice for many. In 125cc segment, Bajaj has added a new Pulsar, bridging more excitement to the masses than it did before.
      Of course, we’re talking about the just launched Bajaj Pulsar N125 boasting an exciting new design along with best-in-segment performance credentials. But is it enough to take on the competition which includes TVS Raider 125 and Hero Xtreme 125R? Considering that 125cc Pulsars (Pulsar 125 and Pulsar NS125) are Bajaj’s best-selling offerings, will new Pulsar N125 push the envelope further? Let’s take a look.
      [embedded content]
      Bajaj Pulsar N125 First-Ride Review
      The company arranged a media drive for Pulsar N125 at Raftaar Gokarting Track in Pune, Maharashtra. Bajaj provided Rushlane with top-spec Pulsar N125 LED Disc BT Variant in Ebony Black Purple Fury shade for a short ride. This colourway looked a lot more appealing than the other two colourways – Ebony Black Cocktail Wine Red and Pewter Grey Citrus Rush. Base LED Disc variant is offered in Pearl Metallic White, Ebony Black, Cocktail Wine Red and Carribean Blue.
      As the name suggests, LED Disc BT variant comes with a Bluetooth-equipped instrument console priced at Rs 98,707 (Ex-sh), while the base LED Disc is priced at Rs 94,707 (Ex-sh). Prices are in line with what rivals are offering, considering the equipment on board. Within Bajaj’s 125cc Pulsar lineup, Pulsar N125 is positioned above Classic Pulsar 125 and below Pulsar NS125.
      Pulsar N125 Prices
      Where design is concerned, I think Bajaj has hit it out of the park this time around. Pulsar N125 gets a refreshing new design language which is edgy and has a lot of presence. It is sporty in appearance and is the sharpest-looking 125cc Pulsar Bajaj ever sold. With premium 125cc segment booming, Pulsar N125 fits right in and aims to carve out a niche for itself, setting it apart from TVS Raider and Hero Xtreme 125R.
      Bajaj Pulsar N125
      How does it look?
      Before the launch, Pulsar N125 was speculated to be an ADV-type offering as test mules showed a few ADV-like elements. These have been carried over in the production model. For example, we have a long split seat, a pronounced grab rail for pillion, a headlight design shaped like it has a tiny faux beak and the segment-best 198 mm ground clearance. Despite being high off the ground, Pulsar N125 has an accessible seat height of 795 mm.
      Bajaj Pulsar N125 Design
      Main draw for Pulsar N125 is that it has beefy suspension covers, lending a macho appeal. A chiseled fuel tank, muscular tank shrouds extending into its engine bay, angular body panels and striking dual-tone floating panels are other notable elements. Headlight assembly is a dual-pod element with vertically stacked chambers populated by LEDs. Rear has neatly laid out LED tail lights, which encompass Pulsar DNA. Beneath front fork covers, we have RSU telescopic forks, while rear gets a mono-shock setup. Keeping the bike compact is an underbelly exhaust.
      Bajaj Pulsar N125 Front Fork Covers
      17-inch alloy wheels remind me of Pulsar P150 (RIP). Switchgear has all the elements one would expect with a 125cc motorcycle. To control Bluetooth-equipped instrument cluster, there is a Mode button as well. Bajaj is offering a Type-A USB charging port on fuel tank. Right-side switchgear has a toggle for auto engine start/stop feature too. Only the front wheel gets disc brake and Bajaj is offering CBS, leaving Xtreme 125R as the only one in this segment to offer single-channel ABS.
      Bajaj Pulsar N125 Switchgear
      Ride, Handling and Performance
      Bajaj arranged the media drive for Pulsar at Raftaar Gokarting Track in Pune, for a reason. This Go Karting track is perfect to test slow-speed manoeuvrability of Pulsar N125 along with its handling characteristics at a higher pace. Before that, we have to get engine’s performance metrics out of the way. So, a 124.58 cc engine generates 12 PS at 8,500 RPM and 11 Nm at 6,000 RPM, mated to a 5-speed gearbox.
      Bajaj Pulsar N125 Engine
      12 PS is segment best, but is the same as Pulsar NS125’s numbers. However, Pulsar NS125 weighs a hefty 144 kg, whereas Pulsar N125 weighs only 125 kg. Thus Pulsar N125 claims the highest power-to-weight ratio of 96 PS per tonne, which is again best-in-segment. In real-world conditions, these numbers do translate well and ensure peppy performance with enough vigour to thrill riders.
      Bajaj Pulsar N125 Seat
      Acceleration is brisk where 125cc premium commuters are concerned and Pulsar N125 has a youthful character. 1,295 mm wheelbase is not the shortest in this segment, nor is it the longest, offering a right blend of straight-line stability and handling. In city traffic, Pulsar N125 was easy to flick around. This bike inspires confidence to be playful and have a thrilling commute. Bajaj claims around 97 km/h top speed, but the bike reached 110 km/h in our testing (speedo indicated).
      Bajaj Pulsar N125
      Suspension is neutral as it offers a decent blend of great handling and bump absorption. 198 mm ground clearance ensured that we did not bottom out on bad patches of roads, which are frequent occurrences in Pune. Braking is par for this segment and offers a good bite to bring this machine to a halt. Weighing less definitely contributes to good braking feedback.
      Bajaj Pulsar N125 Instrument Console
      Conclusion
      Concluding Bajaj Pulsar N125 is very easy. It is the lightest 125cc Pulsar sold by Bajaj and we think it is the sportiest to look at. With Pulsar N125, Bajaj is expanding its best-selling segment and is offering tough competition to TVS Raider 125 and Hero Xtreme 125R. It looks the part and offers highest ground clearance, which is unique in this segment.
      Bajaj Pulsar N125
      However, Pulsar N125 is not perfect. Hero is offering single-channel ABS and LED turn indicators, which Bajaj could have offered as well. TVS Raider offers the best TFT instrument cluster in this segment with a plethora of features. In contrast, Bajaj Pulsar N125’s LCD cluster lacks basic features like a tachometer and gear position indicator. Bluetooth connectivity is also very limited in functionality as there is no navigation feature.
      Bajaj Pulsar N125 LED Headlight
      There could have been a variant with drum brakes at the front, for an even more accessible base price. Also, the Automatic engine stop/start feature was not working on our unit during the testing. Which was a bummer. Instrument cluster showed a real-time fuel economy of around 31 km/l, which is not accurate considering that it is a new vehicle and will yield more mileage (fuel efficiency) with time. Claimed FE of the new N125 is around 60-65 kmpl. More

    • 113 Shares159 Views

      in Bike

      Hero Xpulse 200 Pro ADV Review – Almost There!

      by

      Hero Xpulse 200 Pro ReviewThe front suspension on Hero Xpulse 200 Pro is adjustable for compression and rebound, while rear gets preload and rebound adjustment
      ADVs are currently a rage in India and many aspiring buyers look to this segment as an upgrade to their current premium commuter or a cruiser. Catering to this segment is world’s largest motorcycle manufacturer, Hero MotoCorp, with the Hero Xpulse 200. This is the most affordable off-road motorcycle in India and is a great weapon in the company’s arsenal.
      The word ADV has become a broader sub-segment and is being used lightly by OEMs too. Like SUV in the car world. However, Hero Xpulse is a true-blue ADV and an extremely potent off-roader as well. Hero MotoCorp provided Rushlane with an Xpulse 200 Pro set-up for off-roading for a real-world review. After testing the motorcycle in varied terrains, environments and road conditions, here is what we think about this motorcycle.
      Hero Xpulse 200 Pro Review
      Hero Xpulse 200 Pro Review
      Hero has priced this motorcycle very aggressively. For around Rs 1.55 lakh (Ex-sh), one can get a true blue off-roader with fully adjustable front and rear long travel suspension, 270 mm ground clearance and a lot of modern features. That is less than a certain smartphone with decent storage option ticked, these days.
      Where design is concerned, Xpulse is not much of a looker and it was not meant to be either. It bears a purposeful look and it gravitates more towards the function, than form. It has round LED headlights with H-shaped LED DRL signature, a decently sized windscreen along with a front beak. The White, Red and Black colourway is unique to the Pro variant and is appealing to look at.
      Hero Xpulse 200 Pro Rear
      There are knuckle guards on Xpulse 200 Pro, which are sturdy enough. They’re very inexpensive as well, if one needs to replace them after a fall, or something like that. I wish Hero hadn’t painted the ORVM in White shade as it looks gaudy. Personally, I think this motorcycle looks a lot prettier and like a neo-retro machine if it didn’t have a front beak. Maybe that’s just me.
      The first remark we had for this motorcycle was that it is a “tall” motorcycle. Like really tall. Because of that reason, it stands out in the crowd. Even though the Xpulse 200 Pro variant has been around for a long time and Xpulse 200 Rally Kit existed before that, this motorcycle still grabs a lot of eyeballs. It has a commanding road presence and sticks out around regular motorcycles. Especially when a tall rider is sitting on it upright, wearing an XL sized helmet.
      Hero Xpulse 200 Pro Size Comparison
      Standing next to regular commuter motorcycles, Xpulse 200 Pro makes them look like toys and the effect is quite hilarious. As seen in the image above, Xpulse 200 Pro looks humongous when parked beside regular motorcycles. Without Maxxis tyres, seat height is around 885mm and ground clearance is 270 mm. With the Maxxis knobby tyres, seat height goes 890mm+ and ground clearance is around 10 mm higher.
      Ergonomics and comfort
      I am a 182 cm tall individual and I did not face any issues swinging my leg around this tall motorcycle. Even with regular everyday shoes, I could easily flatfoot on both sides without any issues and the process was a lot more forgiving with taller riding shoes. The ergonomics of Xpulse 200 felt like they were tailor-made for a tall individual like myself. I had no fatigue on this motorcycle around my neck, back, shoulders and legs even after longer rides.
      Hero Xpulse 200 Pro Tall Stance
      Cushioning on the long seat can get slightly uncomfortable as you spend more time on it. Xpulse 200 has excellent ergonomics for standing and riding in off-road conditions. I could grip the motorcycle between my thighs for optimum control and the handlebar risers on Xpulse 200 Pro ensured easy reachability.
      I wished the seat was slightly wider and contoured for optimum support, but then it would intrude into the off-roading experience a narrow seat facilitates, especially when standing and riding. Because this review unit was set up for off-roading, it lacked rear foot pegs and centre stand for weight saving. So, it was not possible to test the pillion comfort of this motorcycle and how easy it would be for them to get on this motorcycle.
      Hero Xpulse 200 Pro Engine
      Powertrain and Components
      Hero Xpulse 200 Pro is powered by a 199.6 cc SOHC 4V oil-cooled single-cylinder engine. This engine is capable of around 19 bhp of peak power and 17.35 Nm of peak torque, mated to a 5-speed gearbox. The oil cooling radiator is positioned vertically and is a relatively smaller unit. But there doesn’t seem to be a need for a larger and more robust cooling system as heat is well controlled.
      Main highlight of Xpulse 200 Pro is that it is the most affordable motorcycle in India with fully adjustable suspension. It gets compression and rebound adjustability at the front, controlled by the two knobs positioned on its forks. Suspension travel is 250 mm at the front, which is up from 190 mm on standard Xpulse 200. Rear suspension is adjustable for preload and rebound offering 220 mm of travel as opposed to 170 mm of standard bike.
      Hero Xpulse 200 Pro Adjustable Front Suspension and Type-A USB Port
      Xpulse Pro got ABS modes last year and has three modes to control the single-channel ABS offered on front wheel. Hero has equipped Xpulse 200 Pro with disc brakes at both ends with single petal rotors. Both wheels are of wire-spoke type and with a 21-inch unit at the front and 18-inch unit at the rear, shod with tube-type Maxxis knobby tyres. The exhaust is up-swept in design to aid water wading.
      Where features are concerned, Hero offers a USB Type-A charging port with Xpulse. While it would be nicer if it was a Type-C port, Type-A is still relevant considering a few smartphones costing around Rs 1 lakh are still getting Type-A to Type-C cable in the box. There is a fully digital instrument cluster with gear position indicator, extensive trip computer and smartphone connectivity with turn-by-turn navigation.
      Hero Xpulse 200 Pro Oil Cooler
      Performance and Ride
      Xpulse 200’s performance metrics of around 19 bhp and 17.35 Nm are not exactly on the lower side, but larger 21-inch front and 18-inch rear wheels contribute to making this motorcycle feel slow. While city rides were fine, the lack in grunt is noticeable on highways as the engine runs out of breath quite early and lacks vigor to push the envelope and clock higher cruise speeds. Lack of a 6-speed gearbox is a contributor here.
      Highway cruising has been a chink in Xpulse’s armour since its inception and was significantly improved in 4V model. However, it is still not up to the mark and is the only hindrance for Xpulse 200 to be one’s only motorcycle in the garage. Acceleration is brisk and the engine is vibe free in the engine’s low-end and mid-range. At higher revs, vibes do kick in and make their presence known on pegs, handlebar and fuel tank.
      Hero Xpulse 200 Pro Switchgear
      Xpulse 200 Pro weighs 161 kg and is very manageable to ride even in chock-a-block Pune traffic. What impressed me the most in the city is that the clutch is rather light and my left wrist was very thankful for this fact. Something which can’t be said about its rival costing more than twice in price. Combination of low weight and light clutch made sure I enjoyed riding the motorcycle in city and highways, rather than feeling punished for doing so.
      Thanks to large 21-inch front and 18-inch rear tyres, Xpulse glides over everything. Because the suspension is adjustable for rebound and compression, rider can adjust the bike’s characteristics on the fly to suit road conditions they are on. These adjustable suspension are not gimmicks and genuinely help rider in setting up the motorcycle based on their needs. While front suspension is easily adjustable on the fly, rear suspension adjustment is very difficult to access.
      Hero Xpulse 200 Pro Tail Light
      Because of the immense suspension travel, there is some nose dive under hard braking, which can be reduced by stiffening the front suspension. Handling-wise, Xpulse is not a corner carver, especially with the skinny off-road tyres our review unit had. The 21-inch front wheel makes sure steering is rather lazy and is not apt for quick maneuvers. Handling is something Xpulse is not advertised for and we can forgive it for that reason.
      Maxxis Tyres Not For Road Use
      The Maxxis knobby tyres, however, are not recommended to use on road. They are road legal, as confirmed by Hero MotoCorp. Just not recommended for extensive road use and I found out the reason for this during our testing. These tyres don’t like tarmac a lot and craves soft ground to dig into. When riding on the road, abnormalities can unsettle these tyres and kick the tail out in some cases. Stock tyres are fatter and will be a lot more stable.
      Hero Xpulse 200 Pro Maxxis Knobby Tyres
      Another aspect of these Maxxis knobby tyres offered with Xpulse is that they’re loud. They might be louder than the actual engine. When riding on the road at higher speeds of around 60 km/h or above, these tyres make a lot of noise. They are so loud, I often felt like there was a big truck tailgating me on the highway, only to realize this noise was not from the truck’s tyres, but Xpulse’s.
      I took Xpulse to a few beaten paths in and around Pune and also to farms and wastelands outside the city. This is where Xpulse absolutely felt at home. It will do everything you can ask of it and does it in such grace. Xpulse’s low kerb weight is a godsend in off-road conditions and is very forgiving if there are rider errors. In the event of a fall, there is hardly anything to break on Xpulse, which is a good thing. Even if something does break, it is very economical to replace.
      Hero Xpulse 200 Pro Long Seat
      Maxxis knobby tyres rose to occasion in off-road situations and shines bright as it makes light work of everything I threw at it. I even tried a few jumps on the Xpulse and it handled everything like a champ. One can fine tune the suspension to suit their individual preferences. Seasoned off-road riders can even switch front ABS off, for complete nanny-free manual mode.
      Conclusion
      While Hero Xpulse 200 Pro is a brilliant motorcycle, concluding it for this real world review is slightly tricky. There are a few niggles with this motorcycle we encountered, which could have been improved. For starters, the smartphone app to connect to Xpulse did not validate the bike’s chassis number and engine number even after multiple correct entries. So, I couldn’t connect my phone with Xpulse to enable navigation, which was a big bummer.
      Hero Xpulse 200 Pro Instrument Cluster
      The switchgear on the right side containing the engine kill switch, was finicky to operate. There was some fogging in the instrument cluster after it rained. Also, the LED headlights were nothing to write home about, despite Hero promising reworked lighting elements. These niggles aside, the best thing about Hero Xpulse 200 Pro is that it didn’t have any deal breakers. Any shortcomings are forgivable if we bring pricing into the equation.
      Motorcycling enthusiasts who are looking at the Xpulse as their second or third motorcycle, Pro variant is an easy recommendation and we encourage them to buy one right away. There’s unmatched off-roading prowess for its price and fully adjustable suspension is the icing on a very serious and potent cake. This motorcycle is made for tall riders and being one, I loved Xpulse 200 Pro more than I should.
      Hero Xpulse 200 Pro Rear Adjustable Suspension
      For buyers who are looking for that one motorcycle to do everything including high-speed touring, Hero MotoCorp is cooking a new Xpulse with the same 210cc DOHC 4V liquid-cooled engine from Karizma XMR 210 with a 6-speed gearbox, slipper clutch and probably dual-channel ABS. Combining Xpulse Pro’s spectacular chassis and off-road prowess with the more powerful engine with a 6th gear might just yield the next best thing in the premium motorcycle segment. A prospect so good, I might consider buying an Xpulse 210 Pro for myself.
      Hero Xpulse 200 Pro LED Headlight More