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Bajaj Pulsar NS 200/NS 160

GOOD BITS

 Improved handling, stronger braking

 NS200's engine is entertaining
 200cc engine churns out a good performance

 New USD suspension offers a comfortable ride in the city

 Fuel efficieny is better in BS6

 Value for money

 Gets a tractable engine ( NS 160 )

 Good ride and handling ( NS 160 )

 Affordable spare parts ( NS 160 )

 Class-Leading Performance Figures ( NS 160 )

 Refined Motor ( NS 160 )

 Affordable Service ( NS 160 )

 Impressive Fuel-Efficiency ( NS 160 )

 It packs a pretty powerful engine ( NS 160 )

 Shares the capable perimeter frame with larger Pulsars ( NS 160 )

 Stopping power is pretty good ( NS 160 )

 6-speed gearbox is a boon on the highway ( NS 160 )

 Looks absolutely brilliant in Laser Edged colours

 Most sorted-out ergonomics and ride quality

 Engine refinement can easily put some Japanese rivals to shame

 Impressive mid-range grunt

 Fuel efficient and practical for city riding

BAD BITS

 NS160 feels outdated

 Bikes priced too close to N160/250
 Monoshock is on the firm side

 Poor bottom end grunt

 Features feel dated

 The rear brake doesn’t offer a good feel

 Rear styling could be better

 Doesn’t sound sporty

 Misses out on features

 One of the heaviest bikes in its class

 Old-looking instrument cluster

 It gets skinnier rear tyre as compared to its rivals

 The parts tend to wear out soon

 Single-Channel ABS

 Small Section Tyres And Disc Brakes

 Inadequate Front Suspension

 Not as engaging to ride as its rivals

 Severely toned down mechanicals as compared to NS 200

 Notchy gearshift quality

Bajaj Pulsar NS 200/NS 160 Review

There are now 11 different Pulsars on sale – yes, 11! That's because Bajaj find themselves in a tricky
situation: loyalists don’t want to let go of old motorcycles and many of the new age models (particularly, the
250s) have had a slower acceptance rate than the company would have liked. The result is a strange mix of
machines, some with the latest of Bajaj’s design and technology as well as a number of others that cut
shapes that we have grown familiar with over the last decade or more. The two bikes you see here are very
much from that latter group.

Bajaj tells us that they still sell about 3,500 NS Pulsars in India every month, and that number is doubled
when it comes to overseas sales, primarily from Latin American markets. Clearly, discontinuing these
motorcycles is out of the question so the company did the next best thing – give them a bit of an update.
Both the Pulsar NS 200 and NS 160 now get an upside down front fork, bigger brakes and a few other
updates. Style wise, these are still two thoroughly good looking motorcycles and the Edgar Heinrich design
still looks muscular and proportionate ten years later. If anything, the addition of the USD fork completes
the design. 

This 33mm (inner tube diameter) fork is specially made for the India-spec Pulsars and it’s a different,
slimmer unit than what you’ll find on the Dominar 250. That helps save weight, as do the new wheels,
which have come from the Pulsar 250s. This has resulted in the NS 200 being slightly lighter now, although
the NS 160’s weight has gone up by 1kg because it now shares the larger tyre sizes with the NS 200.  

The other update is that both bikes now get the Grimeca brakes from the Pulsar 250s and they bring larger
300mm front discs on both bikes. Dual channel ABS is also standard and the braking performance on both
bikes has improved, with it being quite good in terms of initial bite and overall power.

The final update worthy of note – apart from the new stickers on top of old colours – is that the bikes get a
tweaked semi-digital instrument cluster. This is like the old display, except that it now displays the gear
position and has a distance to empty readout.

In theory, a USD fork brings in more rigidity and stiffness to the front end, which helps create more feel and
feedback for the rider. Whether this new fork is significantly better than the old one, I cannot tell you
because we didn’t get to ride the old and new bikes back to back, and it’s been ten years since we last rode
the NS 200 on the Bajaj test track. However, the few laps we did get around here showed that the front end
was stable, planted and always felt predictable. What is still like the NS of old is that the rear felt soft in
comparison to the front, which caused it to feel bouncy on some sections of Bajaj's Chakan test track.
Raising preload helps control this behaviour and there’s a good amount of handling ability to exploit before
the foot pegs begin to scrape the tarmac. 

After a fun few laps on the NS 200, we rode both bikes on the road. It didn’t take much time to find plenty
of bumps and potholes, but at no time did we find the ride to be harsh. Most sharp edges were rounded off
nicely and while the softer monoshock wasn’t exactly plush, it also didn’t feel harsh or painful on the back.  

As for the engines, there are no changes except that the bikes are now equipped with OBD2 hardware to
comply with the BS6 Phase II emission norms. 

Performance-wise the NS 200’s liquid-cooled engine has a peaky nature, which makes it quite an
entertainer. It only really comes alive post 6,000-7,000rpm and it’s quite a lot of fun to rev out till
10,000rpm. The NS160, on the other hand, offers better tractability and the power delivery is quite linear.
However, this engine feels its age, and it is nowhere near as refined as the silky smooth Pulsar N160.
To conclude, the NS 160's new and more expensive hardware makes it a slightly better motorcycle to ride,
but it still feels like an old bike. Especially when you consider that the new Pulsar N160 is a much better
motorcycle in most aspects. When you then consider that the NS 160 costs about Rs 4,000 more than the
N160 dual-channel ABS version, it tilts the choice in favour of the N160.

The NS 200, however, continues to make a case for itself, even today. That is because there is no other bike
in the segment with this revvy, brash character, apart from the KTMs. While these updates bring appreciable
improvements, it's still the engine that holds the appeal.

It was almost 11 years ago, when Bajaj Auto launched the first Pulsar, which changed the face of the Indian
motorcycle industry. In the past decade, there have been many versions and facelifts of the Pulsar which kept
the bike going strongly to a sales of 50 lakh units. The Bajaj Pulsar has become one of the most recognisable
brands in India, with enthusiasts swearing by their bikes. There have been upgrades time and again but the
recent one is the most significant. Yes, the Pulsar 200 NS, which is the second generation of the Pulsar, is on the
Indian roads. We ride it to find out, if it is indeed a giant leap or not!

The Bajaj Pulsar 200 NS is an extremely well styled motorcycle with the right use of muscle and edginess
making it a head turner wherever you go. The sharply designed headlight, (which is Benelli inspired), the tank
shrouds shooting forward, the sleekly crafted rear fenders, the front muscular mudguard (with a unique color
pattern), the aluminum number plate holder, the split grab rails (borrowed from family’s younger sibling, the
Pulsar 135) are the stand out points of the Pulsar 200 NS’ styling. The traditional Pulsar twin ‘dagger type’ LED
tail light is mounted a bit differently than other Pulsars and makes the rear a bit quirky to our taste.

The split mudguard, the not so fat looking rubber, an ugly looking saree guard is something we didn’t like.
Standard red colored monoshock used with every color is a disappointment. The rear mudguard has been
restyled and has a ‘Pulsar’ monogram on it. The hidden exhaust is something that the current Pulsar owners
won’t take pleasantly and skipping on the engine belly fairing is also a bad idea. A very Pulsar-ish fact to the
styling is that, it does not have any sort of stickers or graphics on it, just 4-valve and 200 NS badges on both
sides. The red color which is used on the 200 NS, is not that good as the old Pulsar, which has a fantastic
cocktail red. Paint job is good, deep and loads of glitter, a Bajaj forte over the time, which never fails to impress.

The Pulsar 200 NS has a unique digital speedometer when compared to the older Pulsars or any other bike in
India. The tachometer is in the middle, digital speed read out is on the right side, left side consist of basic read
outs such as turn indicator, side stand indicator, high beam, and a Bajaj Logo with chrome garnish on top of it
that glows permanently, day or night, DRL Style. The two buttons, trip, adjust and the red line warning indicator
on the instrument cluster have chrome garnishing. The speedometer now shows service due with a spanner
symbol and time too. Switch gear quality is up to the mark and it is the same as the old Pulsars but the back light
now is blue instead of the traditional white.

The symbols are slightly different on the Pulsar 200 NS. The turn indicator is quite different to operate. Whether
you push it left or right, if you want to switch it off you need to push the centre button to cancel it. Despite the
space and availability, we found that the auto-cancelling feature was absent. Engine kill buttons kill the engine
as well as the entire instrument cluster. We would have preferred the old way where it only kills the engine.
Horn is puny, courtesy, the dry battery which will be a disappointment for the majority customers who always
had high hopes when it comes to a loud horn from the Bajaj Pulsar. None of the wires are left loose, all wires
are tied up by things which you get in supermarkets to tie your shopping bags.

The riding position is spot on, upright with wide handle bar giving a good vision all around. The rider’s seat is
long and wide than any other bike I have seen before, extremely comfortable for almost anybody of any size.
The tank cover, with which the metal tank beneath is covered, is also well scooped so that your inner thighs get
space to breathe. Aluminum foot pegs which are used for lightness are well placed for the rider, which are now
spring loaded (a Pulsar first). The pillion seat is also comfortably crafted which will have a long range before he
or she complains of fatigue. Grab rails are at the back which now are not just for show, but for use as well. Foot
Pegs which are mounted to the chassis are also on the comfortable side for the pillion. Clutch is light, but not
feather light as the Japanese bikes. Main-stand is omitted from production model, which is sore point when you
encounter a puncture. Racing stand is the need of the day. Rear view mirror’s are adequate, and provide good
vision of what is behind.

Press the self start and the 200cc, 4-valve, 3-spark plug engine comes to life in a smooth and reviving nature,
unlike old Pulsars, which makes one feel as if the entire bike has started rather than just the engine. Let the
engine idle because it will idle in cold or rainy mornings unlike other carburetted bikes. This will idle as much
as you want without the manual throttle input. Thanks to the technologically advanced ignition system,
the Pulsar 200 NS has something which almost resembles the fuel injection system in terms of power delivery
and behavior.

With a power to weight ratio of 162 PS per ton, the Bajaj Pulsar 200 NS will hit 60 km/h in 3.61 seconds and
100 km/h in 9.83 seconds.

Depress the clutch and push the gear lever and you will notice that there is no typical Bajaj Pulsar thud after
engaging the first gear because the gearbox and crankshaft come from the KTM Duke 200, so revving up the
engine up to 11,000 RPM in first gear is insanely quick and before you say anything you are in fourth gear
doing almost 125 km/h. This is because the first three gears of the Pulsar 200 NS are short and other three gears
are relatively tall to aid top-end power and better fuel efficiency. There is some vibration which does filter
through the handle bar at red line. When it comes to mid range, all the high-tech measures to remove lag from
this carburetor has paid off, at any revs, any gear there is no delay between ask and get.

Despite the extra 10 kgs and a reduction of 1.5 BHP and 0.7 NM of torque from the KTM Duke 200, the 200 NS
is on par with the Duke when it comes to acceleration up to 120-125 km/h after which the Duke will take the
lead to its limited top speed of 138 km/h while the Pulsar 200 NS shows 145 km/h on the speedometer (speedo
error this). The engine does not feel strained, nor does it sound extremely loud uptil 100 km/h and cruising at
these speeds on the highway in top gear is easy. Moreover, when you decide to pull the remaining throttle on an
empty stretch, you will hit 135 km/h without crouching. You will feel that the bike is massively stable for a
naked bike. When pottering around in town, there is enough grunt up to 5000 RPM so you can zip away without
revving high.

This Pulsar is not cursed with a wobbly double cradle frame with double sided suspension setup. Instead, it is
blessed with a pressed steel perimeter frame and a piggy back gas charged monoshock at the rear, which makes
the bike 200 percent times more sure-footed around the corners than the previous generation. The 50-50 weight
distribution and mass centralization achieved with the monoshock and underbelly exhaust has dramatically
positive effects on handling.

This frame is stiff and has the capability to handle the power, which the engine produces very fast and in a very
dramatic manner. The wheelbase provides stability but before that, the hard tyres give up the grip. The front
forks are sorted out perfectly for agility and stability around corners. Don’t expect Yamaha YZF-R15 like
feedback since the R15 has a dedicated riding position while the Pulsar 200 NS has a more upright position.
However, it does corner fast and hard with great levels of poise and balance. You can move around to get your
knee down because of the wide seat.

Braking is stupendous. The petal discs with floating calipers at the front and rear with Bybre Setup are the best
in class. After the R15, the 200 NS has the most powerful brakes. While the Duke 200 has bigger brakes on
paper, it lacks the feel that the Bajaj Pulsar 200 NS gives because it is a much taller motorcycle. And since this
bike is short on length, it helps in reducing braking distances too. And these being petal discs, they reduce
unsprung weight and these disc rotors don’t heat up quickly and can go on for hours before fading out. Ride
quality is something which is very well executed. The mature suspension setup which is achieved at the front
and the back is the best of both worlds, it’s not stiff as the Duke 200 or plush as the Pulsar 220, it’s compliant.

Cost effective measures are taken to make this bike reduce weight. There is no lock for opening side panels. To
access the air filter box, the rider seat has bolts instead of the spring loaded action as seen in the older Pulsars,
which have to be removed to access the battery. There is hardly any space for keeping anything under the rear
seat. It is already pre-occupied with first aid kit, tool kit and the bike documents.
If the fuel is low, it is shown in the same place where the red-line warning light is. Engine oil, coolant level, disc
pad life can be seen without any fuss. Chain tensioner is been adopted, so just lube your motorcycle chain and
slackness need not to be adjusted every 1000 kms. Under belly exhaust has been tested in 17 inch of water by
Bajaj Auto already. Radiator has already been fitted with a protector against large and harmful objects. Engine
protection guard comes as a standard “no accessories” with this bike.

Please do get your tyres upgraded to the stock specifications but softer compound as soon as possible. The
Eurogrips are very hard and wheels lock up very fast with the powerful brakes on wet roads, which will make
your drive a lot more safer. Large size people should upgrade to Pulsar 135 rear view mirrors for supreme vision
(suit your needs here).

The Bajaj Pulsar 200 NS is being offered in a mind-altering package. The looks, engine, performance is very
tempting and at this price point, it just makes you to go and grasp your own. Fine, it has a carburetor and 3-
spark plugs which doesn’t appeal, but when it comes to offering the maximum amount of fun for the least
amount of money, I honestly can’t think of anything that even gets close to the Pulsar 200 NS. After all, it is a
proper Pulsar, it is a naked one!

First launched in the year of 2017 to compete in the cut-throat commuter motorcycle market in India, the Bajaj
Pulsar NS 160 has developed a personality of its own over the last three years. Building on the widespread
recognition of its elder sibling, the Bajaj Pulsar NS 200, the Pulsar NS 160 quickly shot to fame and rightly so.
This motorcycle proudly boasts class-defining power figures and a level of practicality that makes it hard for the
other brands to keep up with.

The Pulsar NS 160 is one among the numerous motorcycle options available in the market today in the sub-
200cc category. Bajaj itself contributes over six motorcycles in this segment. When competition from Japanese
brands like Honda and Suzuki is considered, it’s easy for the Pulsar NS 160 to get lost in a long list of reliable
motorcycle names. Is the Pulsar NS 160 just another clog in the wheel of the affordable commuter market in
India? Is this motorcycle just a glorified replacement for the Pulsar AS 150? Or is the Pulsar NS 160 an icon on
its own terms with a lot of soul on offer? Find out all about the above and much more in this detailed research
analysis on the talented underdog, the Pulsar NS 160.

The Pulsar NS 160 is identical to the Pulsar NS 200 for the most part, they both share the multi-reflector
headlight unit that looks absolutely intimidating and sharp, the Pulsar NS 160 is also paired with the sleek-fit
tank shrouds on either side of the metallic-finish fuel tank. This motorcycle, like the Pulsar NS 200, is an
attractive sight from the front.

At the back, this motorcycle is adorned with matte-finish side panels below the riders seat and cool-looking
black grab-rails are also fit on the rear, matte-finish back panel. Completing the rear section is the iconic
vertically split, LED, tail-piece which is both practical and attractive. The matted-out lower section of the
motorcycle like the engine area, front and rear alloys and fenders, and the perimeter frame chassis truly
complements the colour options on offer making the Pulsar NS 160 quite a looker in the city.

Although in comparison to its elder sibling, the Pulsar NS 160 is relatively thinner in its lower area owing to the
smaller tyres, smaller engine, and front suspension setup. But, the three eye-catching colour options offered by
Bajaj more than makeup for this fact.

The Bajaj Pulsar NS 160 features a kick-start option that the Pulsar NS 200 misses out on

The Bajaj Pulsar NS 160 features the same semi-digital instrument cluster available on the Pulsar NS 200. The
odometer and the speedometer are completely digital while the tachometer is of the analogue type. Both the
motorcycles, however, miss out on the gear position indicator. The Pulsar NS 160 also shares its mirrors with its
elder sibling, they provide a good line of sight and look stylish too. Handling the mechanical duties is a fuel-
injected engine complete with a five-speed gearbox. The single-channel ABS on the front wheel is also a
valuable feature to have.

For a motorcycle that’s targeted at the commuter market which aims to offer fuel efficiency and decent
performance, the Pulsar NS 160 does all that and does it much better than most of its competition. Maybe, that’s
what makes this motorcycle tick as much as it does with the customers? Powering this motorcycle is a 160.3cc,
single-cylinder, oil-cooled, fuel-injected, five-speed gearbox engine producing 17.03 BHP at 9000 RPM and
14.6 Nm of torque at 7250 RPM.

The Pulsar NS 160 like any other Pulsar loves to be revved hard and fast while being ridden with a passion like
no other. This motorcycle is comfortable in the lower and mid-range of the RPM meter. The addition of fuel
injection has further improved the engine refinement and in this range is where, you, the rider feels most
comfortable and relaxed. Above 8000 RPM, vibrations understandably creep in making the ride a bit taxing. The
top speed is recorded at 114 km/h (VBOX tested) which is satisfactory.

Between the Pulsar NS 160 and the Pulsar NS 200, the latter features a triple-spark engine and a six-speed
gearbox in place of the dual-spark engine and a five-speed gearbox on offer with the Pulsar NS 160. Both the
engines are similar in nature and offer the same spirited riding experience that the Pulsar NS twins are famous
for.

The Pulsar NS 160 offers highly satisfactory fuel-efficiency figures. In economical city riding conditions, one
can expect 40 – 45 km/l. On the highway, you can expect anywhere between 45 – 48 km/l. With a fuel tank
capacity of 12 litres, the Pulsar NS 160 can also perform on long tours with a riding range of about 510 km.

The Bajaj Pulsar NS 160 handles similarly to the Pulsar NS 200, meaning it’s sharp, accurate, and handles
passionate riding effortlessly. What makes this motorcycle handle like a charm? The telescopic front fork
suspension accompanied by the ‘Nitrox’ mono shock absorber at the rear provides for an attentive setup that
really responds well to the rider. The steel perimeter frame which the motorcycle sits upon distributes the kerb
weight of 151 kg splendidly on both on-road and off-road situations.

On the corners, however, the Pulsar NS 160 fails to inspire the same confidence as its elder sibling. This
motorcycle proudly shares most of the strengths of the Pulsar NS 200, but, shares a few limitations too. The
clip-on handlebars could have been positioned higher up to amplify comfort, the lower part of the tank shrouds,
again, rub up against the rider’s thigh. For the performance at disposal, both the motorcycles are in dire need of
wider section front and rear tyres.

The Pulsar NS series have always been comfortable motorcycles since they were first launched. The BS6 Pulsar
NS 160 is no different. Both motorcycles offer similar levels of comfort since they share various quality-
defining parts and mechanicals. The split-seat layout offers sufficient room for both its occupants and the
material itself is on a bit of a stiffer side, both the seats could have been softer. The rider triangle is semi-
dedicated meaning it’s not too demanding of the rider in terms of physical effort but also does not compromise
on handling and comfort at the same time.

The seat height of 805 mm is on the higher side, meaning the majority of the population may have to tip-toe.
But, the excellent confidence this motorcycle allows paired with the kerb weight of 151 kg should contribute to
a fun riding experience. The Pulsar NS 160 bodes well with long-distance touring too, for both, the rider with
the pillion. The precise placement of the foot-pegs for both the occupants’ results in an upright seating position
and the grab-rails at the back do their job well too.

The Pulsar NS 160 comes equipped with a 260 mm front petal disc and a 230 mm rear petal disc. The petal disc
is known to eliminate over-heating of the discs caused by intense braking and increase the life of both, the brake
pads and the disc.

Further aiding the brakes on this motorcycle is the single-channel ABS on the front wheel and a speed sensor at
the rear. However, the stopping power of this motorcycle is frankly underwhelming. Dual-channel ABS and
wider section tyres would have gone a long way in improving the Pulsar NS 160 in this aspect.

Bajaj being a well-established motorcycle brand has stood the test of time and proved resilient in all its
endeavours. They offer a wide range of authorised service centres and showrooms across the country where
people can buy their motorcycles and get them promptly serviced, at an affordable cost. The average service
interval for the Pulsar NS 160 is anywhere between 4000 to 6000 km, this particular two-wheeler should cost
you somewhere between Rs. 800/- to Rs. 2000/- for its service.
Bajaj is a brand that promises motorcycles that are easy to maintain, sturdy, and have a respectable build quality.
The Pulsar NS 160 should have a fairly adequate resale value depending on the mileage on the odometer,
accidents(if any), and overall maintenance.

The Pulsar NS 160 is available in the following colours:

 Fossil Grey
 Saffire Blue
 Wild Red

While the Bajaj RS 200 and NS 200 have been cosmetically upgraded with new paint schemes, the NS 160
remains unchanged

They say great products sell themselves. Such has been the case with the Bajaj Pulsar 150. Although it’s been a
long time since it got a generation change, the Pulsar 150 continues to be the best-selling motorcycle in its class.
And why shouldn’t it, with the kind of chirpy performance and cheap price tag it comes with. But since the time
this current generation Pulsar 150 was launched, the 150cc segment has split into sub-categories. From being the
preferred choice of wheels, the Pulsar 150’s conventional design no longer appeals to the younger generation as
it used to. The youth of today, want something more stylish, something that is more out there. Bajaj had been
missing a product in this sub-segment until they brought in the Bajaj Pulsar NS160 earlier this month.

In terms of design, the Bajaj Pulsar NS160 looks identical to its larger displacement sibling. Right from the
headlight, large tank, split seat as well as the rear section, everything has been borrowed from the NS200.
However, look closely and you will start noticing the differences – narrower front forks, skinny tyres and a new
swing arm. Being liquid-cooled the NS200 has a radiator at the front which is replaced by a small oil cooler in
the NS160. The only odd bit on the Bajaj Pulsar NS160 is the saree guard. While its ‘grille’ is fitted around the
swing arm, the foot rest is fitted in the traditional manner. We sure couldn’t test its functionality, but it does look
unusual. The NS160 also comes with all the features that are typical of the class – and that includes a front disc
brake, semi-digital instrumentation, and alloy wheels.

At the heart, the Bajaj Pulsar NS160 gets a 160.3cc single-cylinder engine that produces 15.4bhp and 14.6Nm.
First things first, this isn’t an all new engine – it is a heavily worked upon version of the Discover 150 and
AS150 engine. Despite the fact the it tips the scale at 142kg (heaviest in class), the performance is impressive.
The engine revs briskly and you don’t quite feel any vibrations until you cross the 6,500rpm mark. It isn’t as
smooth as the Suzuki Gixxer or even the Yamaha FZ for that matter, but thankfully the vibrations aren’t
bothersome. The beauty of the engine though, is in its adaptability. Its rev happy nature, promises an engaging
ride but at the same time short first and second gears allow you to trundle in town effortlessly at speeds of
30km/h in fourth. The five-speed gearbox is smooth for the most part but it isn’t the most precise one out there.

Another aspect where the Bajaj Pulsar NS160 really stood out is its ride quality. Bajaj says that they have
intentionally softened the suspension in comparison to the NS200. While we won’t call it soft, but it isn’t firm
either. In fact, it finds the right balance of the two which helps it in tackling bad roads and corners with equal
aplomb. The rain Gods weren’t quite kind to us during our ride due to which we couldn’t push the Bajaj Pulsar
NS160 to its limit. The little that we did, the MRF tyres gripped well and the bike felt stable. To perform
braking duties the NS160 has been fitted with a 240mm disc up front and a 130mm drum setup at the back.
While some of the competitors offer a disc brake option at the back but considering that the disc-drum combo
performs brilliantly for the NS160, you won’t quite feel the need for a rear disc.

What Bajaj has managed to achieve with the Bajaj Pulsar NS160 is truly remarkable. From offering a
comfortable ride to peppy performance, it does most things right. Priced at Rs 78, 368, it sits right in the middle
of the Suzuki Gixxer and the marginally more expensive Yamaha FZ-S FI. Although Bajaj has taken their time
to bring in a product in this segment, it must be said that they have managed quite a wholesome package.
Bajaj really hit the spot with the Pulsar NS200 in 2012. As far as naked streetfighters go, this bike looked
very, very good. It was quite refined, well-powered, handled great and came with a thrifty price tag. But
then, in 2015, Bajaj stopped selling it. Tears were shed and protests made, but the cannibalising of its
sibling, the AS200, could just not be permitted.

Those tears and protests were perhaps not in vain, because now, in a dramatic turn of events, the replacer
has become the replaced. The NS200 is back by popular demand, and will take the place of the AS200 in
Bajaj’s extensive Pulsar line-up.

The 2017 NS200 features a handful of changes. Most importantly, it is now BS-IV compliant, which was
achieved by changes to the fuelling and exhaust systems. While these changes will alter performance, they
will do so only marginally and, as we can attest, imperceptibly. One perceptible change, however, is in the
engine note. Bajaj has tried to make the bike sound raspier and bassier, and has successfully done so.

The other changes are mostly aesthetic. The NS200 is now available in three new colour schemes – Graphite
Black, Mirage White and Wild Red (we particularly like the first and last ones) – and features new graphics.
It also gets a new belly pan which fits in rather well with its streetfighter appeal.

Apart from the switch to BS-IV conformity, things remain unchanged on the engine front. The power and
torque figures remain unchanged with 23.5hp at 9,500rpm and 18.3Nm at 8,000rpm, respectively. The
liquid-cooled, single-cylinder unit continues to be mated to a six-speed gearbox. In terms of performance,
the NS200 continues to be a punchy and enjoyable bike to ride. The powerband is wide, which means that it
will suit the urban atmosphere well. The powerband, in fact, stretches all the way to the imposed limit of
11,000rpm. The short-stroke nature of the engine – 72mm x 49mm – means that it revs quite freely too. The
new exhaust note makes the NS200 sound a bit more like its distant cousin, the KTM 200 Duke, but on the
whole, performance is much the same as it always was.

A sequel to any blockbuster faces an uphill challenge, to live up to tall expectations. The Pulsars can
proudly proclaim themselves the biggest all-Indian two-wheeler success story, which means the new 200NS
has its hands full.

The Pulsar 200NS must embrace the family DNA to strike a balance between sporty and practical if it is to
successfully lift the baton from where the outgoing Pulsars sign off.

The Bajaj Pulsar 150 was one of the first motorcycles to really kick off the performance 150cc segment in
India. Powerful, muscular and primarily affordable – this was the mantra that worked in favour of the
original Pulsar and there has really been no looking back ever since. However, this segment of motorcycles
has seen an evolution over the past few years and now features European styling, improved dynamics and
even a bump in cubic capacity. The Pulsar 150, evolved as it might have, never really got on this
bandwagon. But Bajaj finally has a remedy to that in the form of the new Pulsar NS160.

Of course, this doesn’t mean that the Pulsar 150 will be replaced – far from it! It still contributes to a large
number of sales for the company and it will live on in a slightly more ‘commuter’ role, while this new
NS160 will be squarely aimed at those customers who want a more premium and sportier motorcycle.

Bajaj really did a great job with aesthetics when they rolled out their original NS, the NS200, back in 2012.
The bike saw a brand new design language for the Pulsar family that took inspiration from internationally
successful high-capacity street nakeds such as the Honda CBR1000R, and even five years on, it’s still one of
the best-looking bikes in its segment. So enthusiasts should really appreciate the fact that Bajaj has kept the
styling of this new NS160 nearly identical to the 200’s. All the panels, such as the bikini fairing (including
the headlight), the chunky fuel tank with its extensions and the sharp tail have been carried over without
change. It even retains the same clip-on handlebars, digital instrument cluster with analogue speedometer,
split seats, foot peg brackets and foot pegs, along with the minimalist number-plate holder. In fact, at a
quick glance, you’d be hard pressed to notice any visual difference between this NS160 and its larger
sibling. From the saddle, there’s no way of telling them apart, thanks to the riding position being identical.

Take a closer look and the differences can be seen. The front forks are thinner, as is the swingarm and the
tyres. And since this has an air-cooled motor, the radiator shrouds are empty for the most part (though if you
peep far enough inside, you can see a new oil cooler), the motor is visually smaller, with distinct cooling
fins, and there is no rear disc brake either. You’ll also notice a kick-starter on the right side of the engine
casing – a feature notably absent on the NS200.

With styling from a bike playing in a full segment higher, the NS160 is a good-looking motorcycle no
doubt. However, the skinnier forks and tyres lend it somewhat of an odd look from certain angles – the
analogy of a body builder with chicken legs comes to mind.

As mentioned earlier, the seating posture is no different from the NS200, with an unchanged rider’s triangle
(the distances from seat to handlebars to foot pegs). This makes the NS160 feel like a much bigger bike than
anything else in this segment as soon as you hop on to the saddle. While many might rejoice this, the tallish
805mm seat is higher than all its rivals, and though we don’t think this will be a problem for anyone but the
shortest of riders, the fact does remain that many buyers in this segment appreciate lower saddle heights.
However, its 170mm ground clearance is the highest amongst its rivals and something a lot of riders in India
will be grateful for.

The real highlight of this Pulsar NS160 is its new engine. Lessons learned when creating the powerplants for
the Discover 150 and later the AS150 have given birth to a 160.3cc, air-cooled, twin-spark motor which gets
a four-valve head as well as oil cooling. It makes a healthy 15.5hp of peak power at 8,500rpm and 14.6Nm
of torque coming in 6,500rpm. With the most power and second-most torque in its segment, the performance
is really noticeable. We weren’t able to record any performance figures during our short test ride, but the
motor just loves to rev and the acceleration is rather brisk. But more impressive than that is the engine’s
sheer tractability. Thanks to a long-stroke configuration, there’s plenty of grunt at low and mid ranges which
allows you to pootle around town at speeds as low as 18-20kph in third gear without batting an eyelid. And
even when you poke it with a stick, the motor feels completely comfortable holding speeds of up to 110kph
at around 9,500rpm in fifth gear. Ride it at about 80-85kph in fifth gear, and the motor feels absolutely in its
sweet spot.

Bajaj decided to stick with a five-speed gearbox for the NS160, but its ratios feel perfectly suited to the
motor’s power delivery characteristics, with extremely short first and second gears for easy city ridability.
Another pleasant surprise with this engine is the refinement level. Sure, it doesn’t match the refinement
levels of bikes like the Suzuki Gixxer or the Yamaha FZ FI, and there is a typical ‘Pulsarness’ to the way it
sounds, but it’s smooth for the most part and even the buzz that did come into the bars and foot pegs at
about 6,500-7,000rpm doesn’t feel too intrusive.

Our first small test ride of the NS160 happened on rain-soaked roads outside of Pune, so there wasn’t much
of a chance to really push the handling envelope of the motorcycle. But any concerns about its slim tyres –
80/100-17 in the front and 110/80-17 at the back – were thrown out the window after the first couple of
corners. At low to moderate leans at whatever speeds the rain allowed, the NS160 felt absolutely planted
and didn’t set one foot wrong. No doubt, the MRF rubber at both ends do a great job, but a lot of this
dynamic ability has been achieved thanks to well-tuned suspension and that phenomenal twin-spar frame
that’s been lifted straight from the NS200. This frame was originally designed to manage quite a bit more
power that the NS160 can throw at it, and the ease at which it handles anything this smaller-capacity motor
demands is noteworthy.

When you factor in the reduced resistance that the slenderer tyres offer, coupled with the 10kg weight
reduction from the NS200 (the NS160 weighs just 142kg), you end up with a bike that’s willing to change
direction without much effort. And at the same time, the longest-in-segment 1,363mm wheelbase (identical
to the 200) ensures that there is plenty of stability when manoeuvring the motorcycle.

As mentioned, the suspension is really well set-up, but not just for improved cornering ability like the
NS200, which can feel a bit too stiff over sharp bumps. The NS160’s suspension, which comprises of
conventional telescopic forks at the front and a gas-charged monoshock at the back, feels firm, but there is
no harshness when riding over broken roads. Even bumpy surfaces do very little to upset the bike’s
orientation. To be honest, it offers a good blend of ride quality and handling, and while it can’t be defined as
plush, the word ‘comfortable’ certainly comes to mind.

On the braking front, the NS160 comes equipped with a 240mm petal disc at the front and a 130mm drum at
the back. These aren’t the largest brakes in the segment, but there’s plenty of bite and adequate feel when
squeezing the lever. Even when riding on wet roads, the brakes offered predictable stopping power and the
tyres felt up to the mark in handling retardation forces as well.

Bajaj has certainly hit all the right marks when creating the NS160. It looks great for the most part, the
motor is highly tractable and the bike handles and rides well too. Our short first ride left us with a very
positive impression of the bike. However, let’s not forget that it has to go up against extremely capable
motorcycles in the segment which it plays in. Priced at Rs 78,368 (ex-showroom, Delhi), it does hold a price
advantage over the likes of the Yamaha FZ FI and the Honda CB Hornet 160 (although it’s marginally more
expensive than the Suzuki Gixxer). However, its premium design and top-shelf kit, such as its perimeter
frame mean that at least in this premium, sporty 150-160cc segment, the Pulsar is no longer the
‘significantly more affordable’ option. We remain fairly positive, but whether it can make a dent in this
space is something that remains to be seen.

There’s no two ways about it. Bajaj’s Pulsar 200NS is a storm raiser. On our first ride today the all-new
Pulsar impressed us with its ample performance and sharp handling. Even at standstill the P200 NS looks
potent. Its face looks inspired from Honda’s CB1000R and that is no bad thing in our books. Look closer
and you can see some Pulsar family traits. The tank gives good thigh support and the LED split tail lamp at
the rear is typical of Bajaj’s sports bike family.

The Pulsar 200 NS has been armed with the right hardware. It has petal disc brakes front and rear, a steel
rectangular section swingarm and a pressed steel twin-spar frame. And out on the track it all came together
to work beautifully. The Pulsar 200NS felt at home on the track, turning into corners with precision and
eagerness. The engine matches the chassis by providing smooth and flexible power delivery.

The short-stroke engine pulls well even at low speeds thanks to Bajaj’s ExhausTEC resonance chamber on
the silencer. The use of a counterbalancer makes the engine very smooth, so you can even ride the P200 NS
in 6th gear at little over 30kph and then open the throttle to roll away smoothly. The spread of power and
torque is very linear, the engine pulling cleanly all the way to the upper reaches of the rev range. The shift
light plays spoilsport and the ECU cuts in at 10,800rpm. We even hit an indicated 140kph in 6 th gear. The
gearbox too is game offering light and crisp shifts.

 Good looking, well equipped, packed with exhilarating performance and handling, Bajaj’s 200NS takes the
Pulsar family into a higher plane. The pricing is the only unknown quantity, but keeping Bajaj’s track record
in mind the Pulsar 200NS will carry a tantalising price tag (expected at Rs 90,000). The 200 NS’ is all set to
jump start an exciting new chapter in the Pulsar story. 

Price – NS 200 – Rs 1.47 Lakh

NS 160 – Rs 1.35 Lakh
2.Royal Enfield Bullet 350

GOOD BITS

 Has a very strong brand image

 Engine has ample torque
 Comfortable for long rides
 The bike for the Royal Enfield purist
 Old-school styling has oodles of charm
 Classic, vintage design
 Comfortable ride for long distances
BAD BITS

 Bike is a bit heavy

 Vibrations throughout the revs
 Brakes lack performance
 Motor lacks sophistication
 Scores a little low on reliability
 Heavy weight makes it difficult to maneuver in tight spaces
 Vibrations at higher speeds
Royal Enfield Bullet 350 Review
Royal Enfield Bullet 350 is a cruiser bike available at a starting price of Rs. 1,89,379 in India. It is available in 3
variants and 6 colours with top variant price starting from Rs. 2,06,991. The Royal Enfield Bullet 350 is
powered by 346cc BS6 engine which develops a power of 19.1 bhp and a torque of 28 Nm. With front disc and
rear drum brakes, Royal Enfield Bullet 350 comes up with anti-locking braking system. This Bullet 350 bike
weighs 191 kg and has a fuel tank capacity of 13.5 liters.

The Bullet 350 is Royal Enfield’s oldest and entry-level offering that is available in three different variants. The
standard model features the original old-school Royal Enfield badging with kick starter. Meanwhile, the X
models are available with kick starter and electric starter both along with other cosmetic changes over the
standard variant which make them look slightly more modern.

The X trims of the Bullet 350 feature a blacked-out theme with only the fuel tank being the coloured
component. The new variants sport blacked-out fenders, rims, engine, turn indicators, battery cover and side
panels. Over the years, the iconic Bullet has evolved but still stayed true to its essence of being an old-school
cruiser.

The Bullet 350 features retro dials with an analogue speedometer, ammeter, and a key slot on the console. It is
powered by an air-cooled 346cc, single-cylinder, fuel-injected mill churning out 19.1bhp of power at 5,250rpm
and 28Nm of torque at 4,000rpm. This motor comes mated to a five-speed gearbox. The Bullet maintains its
retro theme in terms of hardware with a single downtube chassis, spoke wheels, conventional front forks and
dual shock absorbers at the rear. For braking, it gets a disc brake only at the front with ABS while the rear does
away with a drum brake.

The standard variant of the Bullet 350 comes in green and black colour options. As for the X variant, the KS
model gets silver and black colour options while the ES is available in red, blue and black paint schemes.

It is a bike for die-hard Royal Enfield enthusiasts offering retro styling and the iconic thump

The price of Royal Enfield Bullet 350 in India starts at Rs. 1,50,999.and goes upto Rs. 1,66,337. Royal Enfield
Bullet 350 comes with 2 variants which includes Royal Enfield Bullet 350 X Kick Start. The top variant is
Royal Enfield Bullet 350 X Electric Start which comes at a price tag of Rs. 1,66,337.
The Royal Enfield Bullet 350 is the oldest running model of the brand which makes it an iconic bike to own.
Comfortable for long rides, the motorcycle is also the most affordable 350cc motorcycle you can buy in India. 
The Royal Enfield Bullet 350 is the oldest running model of the brand which makes it an iconic bike to own.
Comfortable for long rides, the motorcycle is also the most affordable 350cc motorcycle you can buy in India. 

Price – Rs.1.51 - 1.66 Lakh

2.Jawa 42

GOOD BITS

 Strong brand image

 The 300cc engine is really good
 Gets dual-channel ABS system

 Distinctive styling
 Brisk performance 
 Light weight
 Low seat height 
 Ease of riding

 Attention to detail

 Modern underpinnings and powertrain

BAD BITS
 The bike doesn't feel and look big
 Overall built quality could have been better
 Long waiting period
 Small and narrow seat
 Spartan instrument console
 No rear disc brake
 Tight Ergonomics

Jawa 42 Review

The bike you see here is not a replacement for the current Jawa Forty Two, and will sell side-by-side in the
brand’s showrooms. While most of the obvious changes are style-based, there are some mechanical
improvements hidden under the skin as well. 

Internally known as the Forty Two 2.1 – 2.0 was what the company called its BS6 model – the new Forty
Two brings in quite a few design changes, but perhaps the most relevant is the switch to alloy wheels. These
black wheels support tubeless tyres and they will be available as accessories for Classic Jawa customers and
older Forty Two owners. 

Gelling with the alloy wheels is a blacked-out theme on the engine and exhaust pipes, just like on the  Jawa
Perak. There are new pin stripes on the wheel and a fat racing stripe over the fuel tank as well. Both of
these details incorporate the name Classic Legends to remind people about who makes Jawa motorcycles in
India. 

The bar-end mirrors you see on this bike are standard equipment, while the headlamp grille, small flyscreen
and rear metal rack can all be bought as accessories. Those mirrors do make contact with your hand, but
they work well and also don’t get in the way too much while filtering through traffic.

The company has also given the bike a new set of switches, including a small button to scroll through the
new trip meters. However, the tiny digital screen is quite basic and you don’t get things like a clock, a gear
position indicator or a trip computer.

Overall, the Forty Two carries these changes quite well and the design still looks handsome, with the only
eyesore being the gap between the rear fender and the tyre. The new Forty Two will be available in red,
white and black colours, but if you prefer the classic chrome-and-silver look of the original Forty Two, that
bike will still be available in all of its six colour options.

Jawa says that it has strengthened the chassis in strategic points and also adjusted the preload in the front
suspension. This is meant to reduce the tendency of the bike bottoming when riders keep the front brake
held over speed breakers.
Neither of those things are something you'll spot on a spec sheet, but what does catch the attention is that
with a kerb weight of 171kg – the new Forty Two has lost around a kilo of weight. This has been achieved
by removing the earlier catalytic convertor from underneath the bike. Now, there are two smaller catcons
situated where the exhaust pipes emerge from the engine.

There have also been some changes within the engine that have actually resulted in a small increase in
power – it’s up by 0.8hp. This is through further refinements made to Jawa's Cross Port technology that
debuted in the company's BS6-compliant bikes last year. Essentially, the Cross Port system allows the gases
emerging from both exhaust ports in the cylinder head to interact with each other before they exit via the
dual exhaust pipes. The latest revisions have further revised the profiles of these ports to make them more
efficient. The company says this enables a more precise functioning of the lambda sensor as well as better
flow of exhaust and intake gasses, which results in the power increase.  

So how does all this translate to the road? Well, the increments are small, but they are noticeable. Whether
the bike is actually faster is something only a VBox test will reveal, but the Jawa’s engine does feel a little
more involving. The difference is felt in the slightly stronger mid-range, which is a welcome change over
the old bike’s flat power delivery. Another upside is that the exhaust sound seems to pack a slightly deeper
pulse and it sounds a little crisper.

The fun factor around corners has increased too because the company has redesigned the side stand so it
doesn’t scrape quite as easily. The bike is light and eager, and there's quite a lot of fun to be had before the
side stand, and inevitably, the exhausts start to scrape the road. 

It's not just the dynamics that have improved. Jawa has also redesigned the seat pan while using a higher
density foam. We didn’t get enough time with the bike to see what it’s like all day, but this seat is
undoubtedly much more supportive than the old one. The seat height remains unchanged and the Jawa still
has lower body ergonomics, which aren’t the best for tall riders. Ride quality is slightly on the firm side, but
bumps are dealt with well.

It's been a long time since we last rode a normal Jawa motorcycle, but it's a good reminder that the relatively
light and powerful Jawa is definitely the sportiest of the current crop of classic motorcycles, including
the Royal Enfields, the Honda H’ness CB 350  and the Benelli Imperiale 400. On the other hand, the only
really classic thing about this bike is the way it looks. Whether that’s a good or bad thing completely
depends on what you want from your motorcycle. 

Jawa tells us that all the mechanical- and feature-based changes you see on this bike will soon be available
on the normal Forty Two and the Jawa Classic. This new Forty Two will only be available in the dual-
channel ABS variant and be priced higher than the standard model at Rs 1.84 lakh.
The new bike presents marked improvements, but the big challenge for Jawa remains its ability to meet
demand and prove its reliability. This is something we hope to see from the company over the course of
2021. 

Jawa 42 is a cruiser bike available at a starting price of Rs. 2,03,680 in India. It is available in 3 variants and 10
colours with top variant price starting from Rs. 2,31,275. The Jawa 42 is powered by 294.72cc BS6 engine
which develops a power of 26.95 bhp and a torque of 26.84 Nm. With both front and rear disc brakes, Jawa 42
comes up with anti-locking braking system. This 42 bike weighs 182 kg and has a fuel tank capacity of 13.2
liters.

Classic Legends have extended the Jawa 42 range with the addition of the Version 2.1 in the Indian market. The
new Jawa 42 Version gets several upgrades that make the motorcycle more modern than ever before.

The biggest upgrade is the addition of alloy wheels that replace the wire-spoke setup. The new set of wheels are
wrapped in tubeless tyres. The styling upgrades include a dark theme and the new Jawa 42 Version 2.1 gets a
black finish to the engine, exhaust canisters, front fork covers, and the rear springs. The motorcycle also features
an offset racing stripe that runs along the fuel tank and into the rear fender. Other changes to the motorcycle
include a revision to the seat padding and a new design for the pillion grabrail. Classic Legends have also added
a flyscreen and a headlamp grille as optional extras.

The motorcycle retains cycle parts such as telescopic front forks, preload-adjustable twin rear springs, a 280mm
disc at the front, a 240mm rotor at the rear, and dual-channel ABS. The new Jawa 42 version 2.1 will be
available in three colours – Orion Red, Sirius White, and All Star Black.

Mechanical specifications continue to feature a 293cc, single-cylinder, liquid-cooled engine that makes 27bhp
and 27Nm of peak torque. The motor is linked to a six-speed gearbox. The Jawa 42 series rivals the likes of
Royal Enfield Meteor 350, Honda CB350, and the Benelli Imperiale 400.

Modern-classic bikes are literally a rage today, and there are a lot of manufacturers trying to cash in on their ever-
growing popularity. Classic Legends is one such Indian brand. It brought back the iconic Jawa name in November
2018 after it had gone into oblivion for a few years. Jawa’s re-incarnation took place with two motorcycles –
the Jawa Standard and the 42. While the standard is still the same chrome-adorning, nostalgia-invoking old-school
machine, the 42 did receive a bunch of updates earlier this year along with the suffix 2.1. It is sold alongside the
older version for those who want something fancier. 

So, if you have your eyes stuck on the Jawa 42 version 2.1, but are looking for definite reasons to buy it, we give
you five of them. And if you haven’t read our detailed review of the Jawa 42 version 2.1, head here. 

One of the most outstanding traits of the 42 version 2.1 is the way it looks. Now, design is a subjective matter, we
agree. But the 42 guarantees a distinctive visual appeal with its all-black theme in the middle of other chrome-laden
bikes in this category. It gets a blacked-out treatment on its entire hardware package including alloy wheels, engine
casing, exhaust and handlebar. And the black colour variant which we had ridden looks properly stealth with even
the fuel tank, side panels and fenders finished in black. But for those who like their bikes to look swankier, there’s
also a white and a red paint scheme available. 
The 42, or all the Jawas for that matter, offer impressive engine performance. Propelling the bike is a 293cc, single-
cylinder, liquid-cooled engine that produces around 27bhp of power and 27.02Nm of peak torque. Now, the torque
figure is on par with its rivals but the power figure is considerably higher. So what you get is a decently quick
motorcycle. It’s not only relaxed and stress-free to ride at slow speeds, but also satisfying when you go gunning it
spiritedly. And with the BS6 update, this engine has also become more refined and responsive than its BS4
derivative. Helping its case further is the availability of a six-speed gearbox that makes it more engaging to ride and
gives it better highway cruising ability. 
With all-metal body work that the modern-classics carry, most of them tend to weigh heavier than other bikes with
plastic panels. But that’s not the case with the Jawa 42. In its segment, the 42 is the lightest machine with a kerb
weight of 172kg. Its close contenders like the Royal Enfield Classic 350 and the Benelli Imperiale 400 are around
20-30kgs heavier. And that means the Jawa is much easier to live with. Pushing it around in the parking or trudging
ahead in crawling traffic, all of this feels almost effortless on the 42. Not to forget, the low kerb weight also aids in
its handling, making it more agile while changing directions. 

A majority of Indian riders are mostly concerned about the seat height of the bike, especially those with short stature.
In this regard, the Jawa 42 is quite forgiving with a seat height of 765mm. The only bike that has an equally
accessible saddle height is the Royal Enfield Meteor 350. Whereas the others sit more or less higher. So it is easier
to get astride the 42. Even in traffic and other slow-moving scenarios, getting your feet on and off the pegs doesn’t
feel bothersome. And now that we are talking about the seat, Classic Legends has made changes to its cushioning by
stuffing it with denser foam. This should help you munch longer miles on the 42 without taking too many stops. 
The fifth positive about the 42 is the easy and seamless riding experience it delivers and this is a result of various
attributes of the bike. The engine performance is brisk yet friendly, the controls feel light, the brakes are progressive
and the low speed handling is also admirable. And it also has a tight turning radius. So these qualities of the bike
collectively make it a stress-free and friendly companion, whether you chose to commute on it, take it to your short
weekend rides or decide to set out on long excursions. And if you happen to have a puncture while doing all of this,
fixing it won’t be a big task. Due to the inclusion of alloy wheels, the 42 version 2.1 gets tubeless tyres now that are
much easier to repair as compared to the tube-type rubbers.
Classic Legends has priced the Jawa 42 version 2.1 at Rs 1.84 lakh (ex-showroom, Delhi). That makes it around Rs
12,000 more expensive than the older version 2.0. For that extra money, you get a bike that’s not only desirable
visually, but also on the practicality front. 

Jawa 42 Price – Rs.1.94 Lakh

3.Hero Maestro Edge

GOOD BITS

 Runs a refined engine

 Gets option of fuel-injected motor
 Features external fuel filler cap
 Ride well over bad roads
 110cc engine is refined and smooth
 Gets multi-function ignition key

 FI provides snappy throttle response

 Packs a good amount of features for the price

 Riding position is quite comfortable

 Feels nimble and confident at city speeds

 Engine with FI has a strong mid-range and a good top-end

 Riding dynamics are on-point, the scooter feels very agile

 Braking feedback is just brilliant, the disc brake does the job well

 Striking looks

 Improved handling

 VFM quotient due to presence of nifty features

 Hero service network

BAD BITS

 Some vibrations at about 50 kmph

 Rear feels a bit bouncy over large bumps
 Design still looks like Maestro Edge 110
 Initial acceleration is lethargic
 Limited side mirror adjustment
 Vibrates at certain speeds
 Misses out on LED headlamp
 Instrument cluster looks dated
 Under seat storage capacity
 Rear view mirrors offer little adjustment
 Does not get a fully digital console yet
 Misses out on an LED headlight, gets only a new DRL
 Under-seat storage isn’t big enough to hold a full-size helmet

Hero Maestro Edge Review

The last few years have seen more and more 125cc scooters enter the list of top 10 highest-selling
scooters in India. Nearly half of the list from February 2019 comprises 125s and that’s most
certainly the biggest indicator of where the Indian scooter market is headed. Hero was quite late
when it entered this segment with the Destini 125 in October 2018, but its second offering in the
space, the Maestro Edge 125, has followed quickly. While the Destini has been positioned as a
family scooter for a more mass-market appeal, the new Maestro, in Hero’s own words, is
"designed for today’s young generation."

At first glance, nothing on the scooter looks new, which is because it looks very similar to the
Maestro Edge that first made its debut around four years back, in 2015. While some areas, like the
side panels, tail-light and front cowl, have changed slightly, the scooter looks too similar to the
standard Maestro that is now from a segment below it. The Maestro Edge 125 is the company’s
new fuel-injection debuting, flagship offering, and it could and should have carried a more unique
design, especially since many panels have been redesigned. Nevertheless, the styling it currently
has doesn’t show its age as much as one would imagine. The well-styled bodywork, wide tail-light
and sporty stance are to thank for this.

Hero has also tried livening up the styling by offering a dual-tone colour scheme, where the fuel-
injected model in white features brown inner panels and the black sports bright red bodywork. To
be honest, it is a pity that the FI model can’t be had in a single-tone scheme, like with the
carburetted variant.

As far as features go, the new Maestro misses out on LED lighting, but gains a unique, triangular
DRL that sits below the numberplate holder. The scooter also features a semi-digital instrument
cluster, an external fuel-filler cap, a USB charging port and an underseat light. However, it misses
out on a brake lock clasp, a useful feature that you will find on much more affordable scooters.
The 125 also comes with an exhaust muffler that looks far more conventional than the one on the
regular Maestro Edge. The switchgear the scooter uses deserves special mention as it looks and
feels upmarket. The carb variant of the Maestro Edge 125 features Hero’s auto start-stop tech
called i3S, but the FI model doesn’t.

The Maestro Edge 125 has nearly the same chassis as the existing Maestro Edge 110, resulting in
similarly nimble and well-gauged handling. However, the small, 10-inch rear wheel translates to
reduced stability, particularly, at high speeds. The scooter also changes direction quickly, and the
MRF tyres it uses work really well. With a kerb weight of around 110kg, the Maestro Edge is not
the lightest in its segment, but it is not the heaviest either. Interestingly, the carb version of the 125
has a slightly larger fuel tank, at 5.5 litres, compared to the 5 litre one on the FI model. Hero
probably decreased the size of the tank in order to make room for the additional components that
come with the FI system.

Towards the front, the scooter uses a telescopic fork and a 12-inch wheel, both segment-standard
features. The ride quality on the Maestro Edge is decent – it feels firm, but doesn’t shake up the
scooter on rough surfaces, except for really deep potholes. Similarly, the braking is decent too, but
we would have liked a little more bite from the disc.

Luckily for Hero, the majority of buyers in this segment also value performance as highly as
styling and features. These buyers will be happy to know that the 125 feels like a big step up from
the 110 because of the additional power and the fuel-injection tech. The FI variant we spent our
day riding makes 9.2hp, while the carb model produces a lower 8.8hp. The peak horsepower
figures come in at different rpms as well, 7,000rpm on the FI and 6,750rpm on the carb model.
Torque on both variants, meanwhile, remain the same – 10.2Nm at 5,000rpm. The Hero Maestro
Edge 125 is India’s first scooter to use fuel-injection as a fuelling method.

While it doesn’t feel the quickest off the line, the Maestro Edge 125 does get going after around
20-30kph. It gets to 80kph with ease and we even witnessed a speedo indicated top speed of 95kph
while sitting upright. The motor also feels noticeably more refined, thanks to the fuel-injection
system. The scooter is free of vibrations, aside from minor ones present near the floorboard.

The Hero Maestro Edge 125 is available in three variants – a carburettor drum brake variant priced
at Rs 58,500, a carburettor disc brake variant at Rs 60,000 and a fuel-injected variant at Rs 62,700.
At these prices, it doesn’t undercut its rivals in typical Hero fashion, but it is priced on par with
them. To give you an idea, prices for direct rivals like the TVS Ntorq 125 and Honda Grazia 125
start at Rs 58,262 and Rs 60,723, respectively (all prices, ex-showroom, Delhi). This could be
detrimental to the Maestro Edge 125’s success because the TVS Ntorq 125 is, at present, the king
of 125cc sporty scooters. That said, only a back-to-back comparison will reveal exactly how they
stack up.

The Maestro Edge 125 is a premium 125cc scooter from Hero MotoCorp

Hero MotoCorp launched the Destini 125 last year and but did not utter a word about the Maestro.
This year, however, they have launched the Maestro Edge 125 along with the Pleasure Plus. We were
able to spend some time with India’s first scooter with FI, so let’s find out what the Maestro Edge 125
FI is all about.

Motor Quest: Hero MotoCorp showcased the Destini 125 and the Maestro Edge 125 at the 2018 Auto
Expo. However, they launched the Maestro Edge 125 this year which is an elder sibling to the
Maestro Edge.

The edgy styling has been continued from the Maestro 110

The Maestro Edge 125 looks very similar to the ongoing Maestro, however, there are a few bits which
make it stand out. Like the front apron, the design is the same but the 125 gets an LED DRL.
However, there is no LED headlight or indicator but the tail light has always been LED. This time
around it is a split unit which differs from the regular Maestro. The overall graphics are now subtle on
the 125 while the FI variant also gets dual-tone colours. The FI variant gets 2 colour options while the
carb variant gets 4 colour options which are all matte.

Analogue-digital console looks fresh yet it’s the same unit

The instrument cluster on the Maestro Edge 125 has been carried over from the older Maestro.
However, the analogue-digital unit looks fresh and has a different background to it too. The
speedometer is analogue while the trip meter, odometer, fuel gauge and a clock are placed in the
digital LCD. It also gets a small set of tell-tale lights which has a side-stand indicator. The switchgear,
on the other hand, is new and feels quite premium than before. There is no i3s switch here but the carb
variant gets one just like the Destini 125.
The seat cushioning is quite plush and comfortable

The key knob on the Maestro is a convenient unit as with the ignition section itself, the rider can open
the seat or the fuel tank. The ergonomics of the 125 are carried over from the older Maestro and it has
a seat height of 775 mm which makes it quite accessible. The footboard area is also wide while the
handlebar is short yet it feels a little stubby and heavy to operate. The riding posture is upright and the
seat cushioning is quite good making it a comfortable scooter to sit on, even for the pillion. The
mirrors are wide enough and give a good view of what’s behind.

FI aids in better NVH and improves the throttle response

The 124.6cc motor is shared with the Destini and the power delivery is linear while it has a decent
mid-range and a good top-end. The main difference here is the inclusion of FI which has resulted in
0.4 more BHP from the engine. The throttle response is little sharper now while the delivery feels
linear throughout. This motor still misses out on a strong low-end but the strong mid-range with FI
makes up for it. The motor has a happy spot at 70 km/hr while it will top-out at 90 km/hr without any
trouble. The older Maestro had a lot of vibrations which have been rectified in the 125 thanks to the
FI. This also helps in a better fuel economy and the Maestro Edge 125 will return close to 50 km/l.

Suspension setup is well engineered for Indian road conditions

The Maestro always had a telescopic suspension at the front which resulted in very confident feel and
feedback. Even though the handlebar might feel heavy, manoeuvring through traffic is a piece of
cake. The suspension setup absorbs bumps pretty well and while the scooter feels agile, tipping it into
corners is also confidence inspiring. The off-size tyres from MRF grip well while as an addition the
Maestro now gets a 190 mm disc brake at the front. The feedback from the brakes is very good and
the integrated braking system performs pretty well too. The overall dynamics are enjoyable and with
the extra power, the Maestro is quite a capable scooter.

It is simply the most VFM 125cc scooter

The Hero Maestro Edge 125 is the most premium scooter right now in the Hero line-up. It covers
almost all the drawbacks which the Destini 125 has and yet it gives a premium and fresh appeal. The
biggest USP has to be the FI system which makes the Maestro India’s first scooter to ever get it. The
Maestro rides well and has a very punchy performance, this coupled with the competitive pricing
makes it a very attractive package. The Maestro does miss out on an LED headlight and a few more
bits but makes a lot of sense for anyone upgrading to the 125cc segment.

The DRL is integrated pretty well in the front apron

The Hero Maestro Edge makes for a great option in the 110cc scooter segment, it’s very feature rich

Hero MotoCorp single handedly dominates the commuter bike segment with its Splendor and Passion
series of bikes. But in the recent past, scooter sales have increased rapidly due to the ever increasing
traffic in cities and the convenience offered by these vehicles. The Indian bikemaker has been in the
segment with the Pleasure and Maestro scooters but the latter has been around for quite some time
now. Hence it has decided to launch a more edgier version of the same. Have they been successful in
doing that?

Hero has made sure that the design of the Maestro Edge is funky enough to attract younger customers.
It is longer and taller than the old Maestro but is a bit less in terms of width. The front fascia gets
quite a few changes with a small windshield incorporated above the headlamp and dual tone rearview
mirrors. The front apron and mudguard design has evolved and they get multiple cuts and creases.
The same theme continues all throughout with all panels getting multiple design elements. The tail-
light is a LED unit which looks particularly good. The exhaust also gets a rather unique design and
looks nice.

The instrument cluster is an analogue-digital unit like the old Maestro but has been redesigned to suit
the new styling and it is loaded with features including a service reminder. Switch gear also receives
changes with the buttons set in a silver panel on either sides of the handlebar. The quality of the same
is impressive and it feels better than the ones on scooters in the similar price range. It gets a side stand
indicator too in addition to big and easy to read font for the speedometer. It gets a trip meter which
makes fuel efficiency calculations easier. A very nice feature is the pass switch for the headlamp
which would help while overtaking at night.

The Hero Maestro Edge gets a new in-house developed 110.9cc engine which produces 8.43 PS of
power at 8000 RPM and 8.3 Nm of torque at 6500 RPM, the claimed mileage being 65.8 km/l. The
power is slightly more than the Maestro but the torque is about 10% lesser. Also, peak power is
delivered at a higher RPM and so is peak torque. With the weight being the same as the older scooter
at 110 kgs, performance hasn’t changed by a whole lot. The acceleration is nice and gradual with it
takes its own sweet time to reach higher speeds.

The Maestro Edge is a good performer and has good dynamics

The engine on the scooter is sufficient for city duties but feels a tad under-powered on open roads.
Overtaking will need some planning at speeds in excess of 60 km/hr because mashing the throttle
wouldn’t be of much use, after all, this is a 110cc scooter aimed at city riding. No vibrations are felt at
any speeds which reduces riding fatigue and is also a testimony to the high amount of testing done by
the company. The engine is complemented by forgiving suspension and good brakes.

Riding dynamics are something which have changed by a whole lot as the Hero Maestro Edge gets
multiple changes on this front. It gets a bigger 12-inch wheel up front which helps in tackling bad
roads more easily. The suspension has been changed from the ancient spring loaded hydraulic
dampers to more modern telescopic unit. This helps in improving ride comfort by a great extent and
has also helped handling. Brakes on the scooter give good bite and make it stop from most speeds
without any drama, the integrated braking system working well. One thing which everyone hates is
getting off the scooter for fueling up. Hero has taken care of that by shifting the fuel filler outside and
placing it right behind the seat. Addition of USB 3.0 charging socket and boot lamp adds to the
convenience as well.

The Hero Maestro Edge is a scooter which has improved by a big margin over the regular Maestro
and makes a compelling case for itself. Multiple useful features such as USB 3.0 charging port, under-
seat luggage lamp, magnetic holder for the stand and rear luggage hook add to the convenience. Alloy
wheels with tubeless tyres also help since air leakage in case of a small puncture is gradual and not
sudden. Two models are available which makes the price sensitive buyers save a bit of money by
going in for the cheaper LX variant. The biggest plus point with the new scooter is the styling which
makes it stand out in the sea of scooters out there. The Hero Maestro Edge is sure to steal some
thunder from the Honda Activa, helping India’s largest bike maker regain the number one selling two-
wheeler slot with the Splendor while also boosting presence in the scooter segment.

The Hero Maestro Edge is a great option for someone considering a scooter for daily chores. Nifty
features help a lot and make it much more value for money than the other scooters in the segment.

Hero Maestro Edge 110 Price – Rs.68,698 - 73,616

Hero Maestro Edge 125 Price – ₹ 1,08,368