Introduction
This is the Hero Xpulse 210 and it shares nothing with the Xpulse 200 4V in terms of equipment. However, it aims to retain the same essence that the 200 stands for while bringing along significant improvements. But how significant exactly? Is there a world of difference or just an incremental refinement? That’s what we tried to find out by spending some time with the new Xpulse 210, riding it on the road and off-road. And since I am eager to let it out, spare me for the spoiler, it turned out to be a pleasant surprise.
The Visuals
The Xpulse 210 looks like an evolved version of its 200cc iteration, and presents itself as a more quintessential dual-sport offering. The overall stance looks similar but there’s a sporty touch to the 210 with sharper and more angular body panels, and it looks less industrial. From the high-set fender and angular fuel tank extensions to the sleek tail, the Xpulse 210 looks clean and handsome.
Hero has also tried to make the design better functionally with a slimmer tank-seat intersection point and a wider rear section for the ease of grip while charging up a flat and straight dirt track. Plus, the seat cushion and design differ from those of the Xpulse 200. As for the overall build quality and fit and finish, they are reasonably good and the motorcycle doesn’t leave room for complaint in this regard.
The Package
The Xpulse 200 is extremely popular for its accessibility and durability. The new 210 builds upon these traits while bringing along enhancements in three key areas – cruising ability, off-roading ability, and seating and standing-up ergonomics.
It is powered by a bigger and more modern 210cc engine with liquid cooling and DOHC. While the base is the Karizma XMR’s powerplant, Hero has executed a host of changes such as a new design for the cooling system, different intake and exhaust systems, and a different map. Moreover, the gearing has also been tweaked by adding a larger rear sprocket with four more teeth than the sprocket on the Xpulse 200.
On the Xpulse 210, this unit produces 24.2bhp and 20.7Nm, which is higher than the Xpulse 200 by 30 and 20 per cent, respectively. Plus, there’s a six-speed gearbox with a slipper clutch.
It employs an all-new semi-double-cradle frame with better strength and rigidity. Suspension duties are handled by thicker 41mm telescopic forks and a progressive link-type monoshock with a travel of 210mm and 205mm, respectively, which is more than the Xpulse 200. Similarly, the ground clearance is marginally higher at 220mm while the wheelbase is longer at 1,446mm. However, with a kerb weight of 168kg, it is nine kg heavier than the X200.
On the feature front, the Top variant gets a 4.2-inch TFT screen with Bluetooth connectivity, dual-channel ABS with three modes, tall windscreen, knuckle guards, and a rear luggage rack. The Base trim, meanwhile, makes do with an LCD console, smaller flyscreen, and single-channel ABS. It also misses out on the knuckle guards and luggage rack.
The Ride
It didn’t take me long to figure out that this is better than the Xpulse 200 on almost all fronts. While the engine retains good low-end torque, the mid-range is particularly impressive, especially between 5,000 to 7,000rpm. That’s where the bike sounds the nicest, almost like a dirt bike and pulls strongly, whichever gear you’re in. This makes filtering through traffic or sprinting up a mountain road immensely fun.
On the highway, there’s a better surge of torque around 80-90kmph which means overtakes don’t require a lot of planning, downshifting, or rolling on the throttle to the stop. In fact, I can imagine myself doing 100-110kmph on this bike all day long with some power in reserve to pull off overtakes. As for the vibrations, you start feeling some buzz as you cross 80kmph, more on the handlebar than on the pegs. However, they’re much better contained than on the Xpulse 200. Even at 100kmph, you don’t feel unbearable levels of vibes. The gearbox isn’t super slick but cogs shift effortlessly most of the time. This is accompanied by a light clutch, which means riding it in traffic will be a pain-free affair.
The Xpulse 200 is highly revered for its comfortable ride quality and it’s largely the case with the 210. However, the latter showcases different characteristics in some aspects. Ride it over minor undulations at any speed and it literally glides through without transferring any shock to the rider. However, as the amplitude of undulations increases, it starts feeling a little firm but not annoyingly so. It feels settled and composed without bottoming out easily, even if you miss spotting a bump or a pothole and gun your way through it.
For its height, length, and 21-inch front wheel, the Xpulse 210 feels surprisingly well-mannered while changing directions. It’s not outright agile like a naked street bike, but feels taut and stable even if your inputs are aggressive at times. Around corners, it doesn’t have the squishy feeling of its 200cc sibling and you can actually enjoy dropping it into corners. The front disc delivers good bite but in a predictable manner with a soft lever feel, which particularly comes in handy off-road. The rear brake functions more progressively and I could confidently slide the tail out in Trail mode.
Off-road, the new Xpulse 210 inspires a lot of confidence to have some fun, especially for a rider like me with beginner-level skills. Be it serpentine technical trails or straight dirt track, you always feel in control with the Xpulse as its suspension soaks up most of the bumps with reasonable ease and bottoming out only on rare occasions. Despite the weight gain over the X200, the bike feels nimble and light while flicking it from side-to-side, while the linear power delivery only adds to its accessible nature.
What helps its case further is the ergonomics on offer and standing up and riding feels impressively natural and comfortable. Even with my 5’11’’ frame, I don’t need to bend down too much to reach the bar and gripping the bike with legs feels effortless. Moreover, while being seated, getting your feet on the ground is easy and you sit in an upright, commanding, yet profoundly comfortable position.
Should you buy it?
The Base and Top variants of the Hero Xpulse 210 cost Rs. 1.76 lakh and Rs. 1.86 lakh, respectively. That makes them Rs. 26,000 and Rs. 36,000 more expensive than the Xpulse 200’s Base trim. If you decide to make that jump and choose the 210, it will be totally worth it.
The Xpulse 210 is a very playful yet practical motorcycle. The engine sounds sweet and delivers a strong pull in the mid-range. The ergonomics and ride quality are super comfortable while handling is reasonably good. Plus, the hardware and geometry are such that both beginners as well as experienced riders can have a thrilling time off-road. With the added tech, it also feels modern, especially the Top variant. All in all, the new Xpulse 210 is a drastic improvement over the Xpulse 200 4V and deserves your consideration. Now, we can’t wait to spend more time with it, analysing some important parameters in depth like fuel efficiency, engine heating, and touring ability.
Photography by Kapil Angane
Gallery
1/51
Hero Xpulse 210 Right Side View
Double Tap to Zoom
