Wednesday 14 May 2014

Honda Activa 125 vs Suzuki Access 125: Comparison Review

@ Zigwheel


We recently reviewed Honda’s latest offering in the scooter segment, the Activa 125, and found it to be a seriously impressive scooter. So much, that we felt it betters its 110cc sibling in pretty much every aspect. And that is definitely saying something considering the fact that the 110cc Activa is publically acclaimed and has nearly 43 per cent share in the scooter segment. But while Honda was beaming with its success in the 110cc market, Suzuki, with the help of the Access has been doing to same in the 125cc class. Launched in 2007, the Access has managed to make a mark for itself in the scooter market while Honda despite being the scooter king has been absent from this space until now. The question now is, was it worth the wait?

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Form and Function

Both these scooters are primarily targeted at a more mature audience and to suit their taste the styling has been kept subtle. The Activa 125 with its chrome bits on the front fascia, the smoked windscreen, the new taillights and the larger grab rail looks fresh. The Access on the other hand hasn’t really got an update since the time it was launched. Although thanks to its smooth lines it does have an endearing disposition, the featureless front end, the flat u-shaped taillights, the instrument cluster, the pipe-like grab rails and the chrome heat shield on the exhaust make it look rather bland and dated.

That said, buyers interested in scooters demand a balance between looks and ergonomics, with the latter taking higher priority. In this regard the big H has always been spot on, and it is no different with the Activa 125. The raised handle bars make for a comfortable riding posture. The floorboard too is roomy and has ample of space not just for your foot but also for carrying knick-knacks. And it’s quite easy to mount on the main stand as well.

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What we didn’t like was the seat which was a tad bit too soft for our liking. The switch gear too could have been of better quality as Suzuki trumps its compatriot on this front. The Access’ relatively low set and narrower handle bars make the seating cramped and might just be a cause of discomfort for someone who is tall. The floorboard too isn’t as spaced out as on the Activa 125 either. But overall quality of the switchgear and the seating comfort does earn a few points for the scooter.


A matter of the heart

On paper both these scooters have pretty much the same engine specifications. The Access is powered by a 124cc unit that produces 8.7PS of power and 9.8Nm of torque. The Activa 125 produces the same amount of power but at 10.1Nm has a marginally higher torque rating. While the engine configurations might be very similar, there is quite a difference in the way the two scooters feel. The Access’ engine feels extremely smooth and has a linear power delivery.

Twist your wrist on the Activa and you will immediately feel that the Honda engine is peppier than its rival in discussion. It gains speed quickly and isn’t stressed even when you keep it pinned at 80kmph. And while there is just a difference of 0.3Nm of torque between the two, the Activa 125 feel a lot easier climbing up as opposed to the Access in which you need to work the throttle a little more. The Honda’s powerplant isn’t error free either there is a minor judder on the Activa 125 when picking up from standstill but once in motion the engine is absolutely butter smooth.

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Both bikes are pretty neck-and-neck as far as the engine dynamics are concerned and picking out the superior between the two in that regard is like Sophie’s choice. Having said that, if we were to make a pick, purely for its eagerness and reliability, we would go for the Activa.


Which one is more rideable?

Unlike its smaller sibling, the Activa 125 gets equipped with Telescopic front forks up front and spring loaded hydraulic type suspension at the back. Even on the new scooter, the setup is still stiff due to which the overall ride quality isn’t by any means relaxed but at the same time it does manage to absorb the undulations of the road pretty efficiently. The wide and tall set handle bar makes it easy to maneuver through city traffic. Braking duties are being performed well thanks to the 130mm disc brakes up front. And while there is enough bite to quickly bring the scooter to a halt, we would have liked a little more feedback on the levers. The brakes aren’t really well supported by the 90/90-12 section MRF tyres either and tend to give away under heavy braking.

The combination of telescopic forks up front and swing arm type coil springs at the back works well on the Access which offers a plush ride quality especially over broken roads. Although the Activa runs the same setup at the front, it feels jittery but at the same time has better handling dynamics. Unlike the Activa, the Access doesn’t flaunt disc brakes but that doesn’t mean that it’s a slouch when it comes to braking. Feedback from the brakes is a lot more than what we felt on the Activa. In fact, the 90/100-10 Dunlop supports the Access better than the MRFs that do duty on the Activa.

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Efficiency equation

This is one extremely important aspect that influences the buying decision. Thanks to the HET technology Honda scooters have always proven to be quite efficient and it continues to be so even with the Activa 125. In our efficiency tests it returned an impressive overall efficiency of 51.6kmpl which is considerably higher than Access that returned just 47kmpl.

Verdict

The Activa 125 that we tested was the top end trim with the optional disc brakes and alloys is priced at Rs 58, 156 (ex-showroom Delhi) while the Access is priced at Rs 51,611 (ex-showroom Delhi). But the standard variant of the Activa without the disc brake and the alloy wheels is priced at Rs 52,447 (ex-showroom Delhi). So at a marginal premium over the Access you get greater comfort, more space and most importantly better fuel efficiency which makes the Activa 125 our pick in this comparison. 

Sunday 11 May 2014

TVS Jupiter: 1,500km Long Term Review


New model?” inquires the person standing next to me at a traffic signal. “Yes”, I said. The journalist in me couldn’t resist asking back, what caught his fancy about the TVS Jupiter. The query was hinted at the fuel tank lid, uniquely positioned at the back of the scooter, between the seat and the tail lamp, and obviously the 3D logo in chrome. As we wait for the traffic signal to turn green, I anticipate the most popular question motorists ask in our country. Taking a closer look at the scooter he asked “Kitna deti hai?” I replied “About 50kmpl in the city,” which quite impressed him.


My experience in the last month with the new TVS Jupiter has been a great one. Of course, the smart design, telescopic forks and large 12-inch alloy wheels makes the scooter quite a head turner. Especially since it is white, the favourite vehicle colour of the state. And I have judiciously used the spacious footboard by carrying my laptop bag along with a couple of grocery bags, which it accommodates with ease. I particularly like the fact that TVS offers two useful hooks, one on the front, a little below the ignition key, and the other just below the seat. There’s ample under-seat storage too, but it just about fits an open face helmet. It’s a bit of squeeze to be honest.


The TVS Jupiter has done about 1,500km. The 110cc engine is mostly smooth and stress free in both the easy going economy mode (a green light on the console guides the rider to attain better fuel economy) and also when I wring the throttle on open roads. The performance is adequate but not really breathtaking. The comfortable suspension setup of the TVS Jupiter handles bad roads well and doesn’t bottom out easily making it perfect for the city

Of late, I have noticed a rattling sound from the exhaust. Sometimes, the front end also lets out a ‘thud’ sound, which probably is the meter-cable hitting the front mudguard. I’m sure these minor issues will be ironed out once I send the TVS Jupiter for servicing this week. It’s quite a well sorted, hassle free scooter and I am quite satisfied with this ride. Hope it remains this way.

Thursday 8 May 2014

2015 Kawasaki ZX-10R unveiled

@ Zigwheel


The Kawasaki Ninja series has completed 30 years of its existence in the American market and to commemorate this occasion, the Japanese two-wheeler manufacturer has launched a special anniversary model of the new ZX-10R.  The Kawasaki GPz900R was the first Ninja to be launched in the US market when it made its debut in 1984. The 2015 Kawasaki Ninja ZX-10R has been endowed with cosmetic updates and will be now available in new shades of Metallic Matte Carbon Gray/Flat Ebony. While the special 30th Anniversary Ninja ZX-10R model features a Lime Green/Pearl Stardust White paint reminiscent of the Ninja’s of the early 1990’s and sports 30th Anniversary badges on each side of the fairing to make it stand out from the standard offering. Also Read: Kawasaki Ninja ZX-10R Review

No changes have been made on the 2015 model on the mechanical front and it will powered by the same 998cc mill as found on the current bike. The liquid-cooled, in-line-four cylinder motor is capable to churn out 213PS at 13,000rpm and boasts a torque figure of 112Nm at 11,500rpm.To keep all that power in check, the S-KRTC (Sport Kawasaki Traction Control) with three different power setting has been carried forward in the 2015-spec model. Kawasaki hasn’t fiddled with the chassis or the cycle parts and the 2015 Kawasaki Ninja ZX-10R will feature the same as seen on its predecessor.


The new Kawasaki Ninja ZX-10R hasn’t been tinkered on the mechanical front as it still has an edge over its Japanese rivals in terms of performance and handling and its only real competitor in terms of performance is from the European litre-class superbikes. Also one can gauge the amount of advancement the modern superbikes from the fact that the Kawasaki GPz900R was the benchmark in 1984 with 118PS and weighing 228kg, while the current litre-class Ninja produces 213PS and tips the scale at just 198kg. In terms of the Indian market it will be interesting to see by when the 2015 Kawasaki Ninja ZX-10R will land on our shores or if Kawasaki will make the new colour schemes available in our country as it is known to stick to its traditional Green shade for our market. 

Friday 2 May 2014

Bajaj Pulsar SS400 and CS400, first look, review



Visit www.factincept.com for fun and knowledge




Visit www.factincept.com for fun and knowledge



Visit www.factincept.com for fun and knowledge




Visit www.factincept.com for fun and knowledge



Bajaj’s popular home-grown motorcycles, India’s most loved Pulsars are to get bigger, better and racier in days to come. It’s known the faired SS200 ‘junior supersports’ bike will be the very next Pulsar to hit our roads in weeks to come, but other Pulsar variants displayed at the Auto Expo tell us we can expect more excitement as the SS400 and slick looking naked CS400 evolve on Bajaj R&D (known as **Ahead) drawing boards, to roll-in at different points in future.

The SS400 and only just unveiled CS400 are new Pulsar bikes that will run 375cc powerplants derived from the 390 Duke engine, after suitable tweaks are incorporated to match their new personalities. The faired-in SS200 and SS400 Pulsars are to be bold new segment drivers on Indian roads, offering biking enthusiasts here a level of style and performance never previously available from Pulsars, while the CS400 will be a power cruiser, with smoother lines and minimal bodywork.

The SS Pulsar bikes sport a set of aggressive, dual-headlights that peer ahead meanly, where the Pulsar CS400 shows off a single, purposeful looking headlight. Clip-on handlebars are standard on SS models, where the CS400 will rely on a flat set handlebar. All these new Pulsars will show-off plenty of lightweight alloy parts.

Sporty, compact cockpit layouts are the norm on these next generation bikes, with comprehensive, well laid out instruments and Bajaj-typical top drawer switchgear.

Yamaha Alpha review, test ride

@Autocar


Yamaha first showcased its new Alpha scooter at the 2014 Auto Expo earlier in the year, after which we’ve just managed to lay our hands on one to pen this first ride impression. The Alpha is a trendy, up-market looking and stylish new scooter that lives up to its name, in that it targets the Indian males.

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It’s built firmly based upon the Ray platform, but feels perceptibly larger and roomier from the moment you get astride, a good thing given the Ray’s low, petite and more lady friendly proportions. Saddle height is 775mm, which sits you a full 15mm taller on the Alpha, compared to a Ray. It’s an attractive looking scooter with trendy styling unlike most of its boring, conservative looking Indian scooter rivals. There’s a broad headlamp set at handlebar level, with indicators pressed flush into the leading apron at the front. The Alpha’s a light scooter, just like the Ray, weighing an identical 104kg (kerb). It includes a neat set of instruments, these displaying all the scooter essentials, including a speedometer, odometer and fuel-gauge.



As with all Yamaha two-wheelers in India, this is a high quality scooter, with switches imparting a good feel, the mirrors feeling solid to adjust and offering good vision. Plus, plush feeling grips and nice-control levers are provided for both hand operated brakes. It’s a pity Yamaha has left out a rear brake locking clamp, essential safety kit on a scooter. Also missed are storage cubbies under the handlebar, which do come with the Ray. There is however a large, lockable under-seat storage bay that opens and shuts with nice, positive clicks.

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The Alpha is a comfy scooter for even tall, well-built adult males, also accommodating large feet easily on its flat, nicely textured floorboard. It’s a particularly nice looking scooter from behind, Yamaha stylists having done a nifty job, and have included a broad alloy grab bar.

All the Alpha’s rubber and plastic components impart a quality, built-to-last feel.


The Alpha shares its engine with the Ray, a 113cc, single-cylinder, four-stroke and force air-cooled powerplant. It’s a button started, carburetor-fed, long-stroke (50x57.8mm) engine with gear-less, CVT-type transmission, making riding around in crowded, congested traffic conditions such a convenient affair. Maximum power is 7bhp, coming in at 7500rpm, and the Alpha feels sprightly enough for a scooter, accelerating off smartly from a standing start, with good throttle response and a reassuring, gossamer-smooth power delivery. The Alpha engine does well to feel every bit as refined and reliable as expected from every Yamaha built two-wheeler. Top speed is in the region of a true 85kph, but more on that in our full test report.

The Alpha is constructed around an under-bone type steel frame, and Yamaha has done well to give this new scooter good suspension, with telescopic forks in front and a single monoshock allied to the engine, a stressed member at rear.


It’s a comfortable steed, with a well padded saddle, nice upright riding position and well positioned handlebars, that don’t ever foul with even a six-foot-tall rider’s knees. Light to handle, and neutral to steer, the Alpha is just as able handling a scooter as any on Indian roads. Ride quality is likewise good, not overly plush and preventing the scooter from wallowing when faced with poor road surfaces mid corner. The Alpha rides on 10-inch pressed steel rims front and rear, with our test scooter coming with nice and grippy, MRF-made tyres. It would be nice if the Alpha also offered alloy rims, with perhaps even a front disc brake, at least as a paid optional. Having said which, its 130mm drum brakes do a good job, stopping the scooter promptly enough with nice progressive feel at the levers.

Expect the Alpha to offer in the region of 40-45kpl, just as with the Ray.



Priced competitively, the Alpha offers good value-for-money making it a potential winner in its segment, right from the word go. Most rival scooters can’t quite match up to this good a quality feel or then lack good suspension, that are both a part of this new Yamaha. Yamaha’s fast earning a reputation in the Indian scooter market, having concentrated hard on this particular segment the past few years, shifting focus here from performance biking, and the Alpha is sure to lend this success story a bit more steam.

Harley-Davidson Street 750 review, test ride

@Autocar


Who would have imagined the Indian big-bike market could grow so fast? Turn the clock not so far back to 2009, and Harley-Davidson had only just commenced India operations, with the Harleys for mangoes exchange legend doing the rounds. No one could have foretold just a few years down the line, the famous American company would actually be manufacturing motorcycles in India. And that's exactly where we are, the famous cruiser bike maker moving at breakneck speed in our market, with prices cascading down and Indian bike enthusiasts having never had it this good.

It's been quite a wait, with so many of us itching to ride the Indian-made Street 750 ever since our September 2013 issue where we announced Harley will manufacture this bike in India. The Street 750 is H-D's first new motorcycle platform since the V-Rod of 13 years ago. Bookings are open, and here's what we've just experienced in the saddle.

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The Street 750 is a big cruiser in the flesh, in typical Harley style, a neat bikini fairing housing its classic circular headlamp. You can customize the Street 750 by ditching the front fairing, to leave your headlight exposed. It's a muscular, low bike, with powerful presence, drawing attention from bystanders whenever you get out for a ride. The front telescopic fork pipes come with rubber boots to protect them, a good thing in India's rugged conditions. There's a solitary instruments pod, with speedometer prominently displayed and reading up to 180kph. The Street 750 comes with plush feeling, high quality grips, as on all Harley bikes, but we found the motorcycle switchgear lacked quality, despite being easy to come to terms with, and its mirrors could have offered better rear view vision too, calling for moving your elbows out of the way to see enough behind the bike.

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The cruiser typical teardrop shape tank sports a lockable and offset filler-lid, which flows smoothly backwards into a wide riding saddle and distinctive, stepped tail, making the Street 750 such an easily recognized motorcycle. Overall quality and fit-finish is inadequate on these early bikes, and not quite on par with other Harley bikes tested by us in India. There's still room for improvement all round in this regard that the company needs to work quickly to get in place.


The Street 750 is powered by a new engine from Harley, four-stroke, 60 degree – wide, for a low centre-of-gravity that promotes better handling – V-twin engine that displaces 749cc, with fuel-injection. It's been christened 'Revolution X' and comes with four valves per cylinder that are chain driven by single overhead camshafts. The Street 750 goes one-up on several sibling Harley bikes, to offer liquid-cooling, as visible from a massive radiator, that rides up the front of the motorcycle from low under the motor. The new Revolution X engine outputs an ample torque spread, its 6.62kgm at 4000rpm figures translating into a nice, easy flowing power delivery on the road, with performance feeling rapid for a cruiser bike of these proportions. Harley doesn't disclose power figures as a rule, but the Street feels good for an estimated 55-60bhp, with power transferred to the rear tyre via a Harley typical toothed belt. Belt drive helps make the Street 750 a quiet motorcycle to ride and this is a reliable system better suited to Indian conditions and calling for lower maintenance as compared to a drive-chain. It's a pity more manufacturers haven't opted for belt drive systems on their bikes in India as yet.

Harley-Davidson has spent time ensuring this new-generation liquid-cooled 'Revolution X' engine makes no acoustic compromise, and we found the Street 750 two-into-one exhaust system drums out a nice, throaty and exciting sounding rumble, easily modified if you're looking for an even louder note. The Street comes with a well weighted, smooth functioning clutch, and six-speed gearbox that shifts smoothly, with precise and even light feel in a 1-down, 5-up pattern. Harley stylists could have done better with this motorcycle exhaust, the Street 750's dark, long unit looking a touch ordinary and out of place on a premium modern motorcycle.


The Street 750 delivers strong acceleration, with immediate throttle response, and the bike feeling good for a 100kph dash in close to 5 seconds. Top speed is in the region of a true 170kph, the bike pulling smoothly up to an indicated 180kph in top gear on our ride. Third is good for close to 120kph, fourth for 145kph and fifth 160kph, all speeds as indicated on the instruments. The Street 750 engine feels really smooth at all times, and is completely buzz and vibe free. It's a refined powerhouse that can cruise all day long at an indicated 130kph, at which speed the engine still has plenty of shove in reserve, before it runs up to meet the limiter. The engine is flexible, easy to master and ride in traffic and all six gear ratios feel well matched to the power on offer.

Harley-Davidson has given the Street 750 a cruiser-typical long wheelbase, 1534mm, while the bike seats riders in comfort, low with a back-upright riding posture that's supported by feet-set-forward footpegs. The Street 750 riding saddle is comfy, and well padded. Harley could have done slightly better on pillion comfort, the rear seat failing to offer as much room as the pilot’s. The Street 750's steel constructed frame spine is supported on 7-spoke alloy rims, telescopic front suspension and a set of dual rear shock absorbers with a rectangle section steel swinging arm.


The Street 750 offers 2 inches more ground clearance and 2 inches of extra suspension travel over any other Harley-Davidson currently sold in India. The 222kg Street 750 isn't a light or nimble motorcycle, but it is still manageable and not cumbersome, even in crowded urban Indian conditions. The handlebars are wide for good leverage, and the bike steers with a confident, neutral feel, going exactly where pointed. Cornering manners are good for a heavy cruiser. Ride quality is good too. The Street 750 runs on Indian manufactured MRF tyres front and rear, these working well to give the bike confident grip up to reasonably high speeds, only starting to feel stressed when riding beyond 140kph. Traction is otherwise good even when hustling the big Harley through a set of quick corners.

MRF tell us they have already developed a tailor-made, oversize 170/70 x 15 inch rear tyre especially for the Street 750, ready to fit to the bike and upgrade from the stock 150/70 unit. Braking is via a pair of single, ventilated discs at both ends. The big Harley stops when you want it to, but the brakes lack powerful bite, require pressure at the levers and fail to communicate a reassuring enough feel when trying to haul the bike down urgently from really high speed. ABS is also missed, and Harley would do well to add this to the new bike.




The Street 750 is produced by Harley-Davidson for India, in India at Bawal, Haryana, using several key components sourced from Indian vendors. This isn't the very first time the well known American manufacturer has built bikes outside the US, but India becomes today the only other manufacturing facility outside America, with an aim to rapidly ramp up localisation, all the while striving to maintain H-D quality standards.

At Rs 4.10 lakh (ex-showroom, Delhi), our ride confirms the Street 750 delivers in spades, offering an undiluted, 'pukka' Harley feel, at a never before value-for-money price. It's a landmark bike, not just for Harley, but for the expanding and evolving Indian big-bike market, a big bonus being the refined, smooth performing Revolution X engine offering liquid-cooling, which isn't otherwise available on sibling Harley bikes, unless they cost far more, this also making for a notable advantage in hot and sun-drenched India. The Street 750 makes a solid case for itself, offering better value-for-money over not just every other Harley-Davidson bike, but almost every other big-bike today available in our market. There's absolutely no doubt, barring lacklustre overall quality that Harley is sure to work on and improve in time to come, the Street 750 has what it takes to earn itself a coveted crown in India, to rise and become the largest selling big-bike here in the not so distant future.

Rishad Cooper

Bajaj Discover 125M review, test ride

@ Autocar


Close on the heels of the Discover’s T and ST, Bajaj has introduced a new 125cc Discover, the  Discover 125M, soon to replace the current Discover 125.

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The Bajaj Discover 125M retains its family DNA, with a familiar angular headlight and twin pilot lamps nestling within a bikini fairing. The instruments house a speedometer, odometer, fuel-gauge and other basic warning icons. Switchgear is good quality, and new, softer palm grips provide good comfort, fitted to a short handlebar with broad rear view mirrors. The masculine bike’s new fuel-tank slopes back to a somewhat flat riding saddle.




Bajaj is offering ten-spoke alloy wheels finished in black, similar to the motorcycle engine and exhaust. Overall quality is good, at par with the best in the market.

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The 125M features a 124.6cc, four-stroke, single-cylinder, air-cooled and carburetted DTS-i engine, with a four-valve head. This new Discover can be brought to life via an electric or kick starter. Maximum power produced is 11.3bhp at 8000rpm, while peak torque is 1.10kgm at 6000rpm, that sums the Discover 125M up as a rather nippy motorcycle on the streets, if not the quickest out there. Power delivery is linear, and the four-speed gearbox shifts reasonably well, in an all four-up shift pattern.



The 125M offers commuter friendly ergonomics, a well padded seat and comfortable riding posture. It comes with telescopic front forks and dual gas-charged rear shock absorbers that provide good ride quality, even over potholes and undulating roads. The Discover 125M handles well around corners. Bajaj has provided the Discover 125M with a 200mm front petal disc and a 130mm rear drum, both working efficiently in tandem to provide good stopping power on the new motorcycle.

The Discover 125M will be available in a variety of colour options; blue, red, magenta, green and silver, in blue and orange combinations. The drum brake variant Discover 125M is priced at Rs 48,500 (ex-showroom, Delhi), while a disc brake-equipped version sells for Rs 50,499 (ex-showroom, Delhi). Bajaj will sell the new bike alongside the Discover 125ST and 125T. 

Hero Splendor iSmart review, test ride

@Autocar



Succeeding the CD 100’s path, the first-generation Splendor bike was launched in India in 1994 under Hero’s partnership with Honda, receiving strong sales figures ever since, with nominal technical and cosmetic upgrades over time. This time round, Hero MotoCorp has provided the Splendor with an innovative technology called the i3S (idle stop and start system), which is more commonly seen in cars. The company claims that this technology enables the new Splendor iSmart to achieve better fuel efficiency figures. We get astride this new motorcycle to give you an insight on how well it commutes in our busy traffic conditions.

The Splendor iSmart makes a fresh style statement, and is easily recognisable as a commuter from its Hero family, showing off design cues similar to its predecessor the Splendor NXG. But that’s where the similarity ends as Hero has provided this commuter with smart looking graphics that makes the bike stand out in comparison to its competitors. A clear lens headlight, powered by a halogen lamp, sits within a bikini fairing. Apart from this, the bike gets an instrument cluster tucked under a black visor, housing an analogue speedometer, odometer and fuel meter, along with an i3S indicator and other basic warning lights, all of which are easily legible. The Splendor iSmart comes with sporty, 18-inch alloy wheels, finished in black along with its engine, exhaust and chain guard.

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The iSmart offers good quality palm grips and crisp feeling switchgear that includes a pass light flasher and i3S cut-off switch.


The new commuter comes with rather short rear-view mirrors that hamper rear visibility up to some extent. The stylish fuel tank accommodates an old-school fuel filler lid. Saddle on the iSmart gets red stitching to give it a premium feel, with body coloured split grab rails. The Splendor iSmart gets a box-shaped tail section which looks a bit dreary. On the whole, build quality and fit-finish is as good as expected from Hero MotoCorp.


The Splendor iSmart is powered by a refined, four-stroke, 97.2cc, single-cylinder and air-cooled engine brought to life via an electric and a kick starter. The engine is inclined from horizontal position as commonly seen on other 100cc bike offerings from Hero. Maximum power of 7.7bhp is generated at 7500rpm with peak torque of 0.82kgm at 4500rpm; all this is managed by a four-speed gearbox, shifting in the all-up pattern seamlessly. The clutch on this commuter bike feels light. Power delivery is linear and performance is on par with other 100cc motorcycles in this segment. The i3S technology kicks in every time you halt at a signal, shutting the engine down to prevent loss of fuel; the engine comes back to life the moment you engage the clutch. This fuel saving feature can be also be managed via a cut-off switch provided above the electric starter.
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The Splendor iSmart is built around a tubular steel frame with telescopic front forks and a set of hydraulic rear shock absorbers at the rear, supported by a rectangular section swingarm. The iSmart offers rider friendly ergonomics with an upright riding position making city commutes a comfortable experience, the saddle though is a tad bit too soft.

Ride quality is good, and the suspension provides good feedback even with a pillion onboard, be it low speeds or high speeds over 50kph. The iSmart uses MRF tubeless tyres at the front and rear, which provide sufficient grip while cornering. The new Hero is equipped with a 130mm drum brake up front, and a 110mm drum brake at the rear, offering ample stopping power.

The Hero Splendor iSmart is competitively priced at Rs 47,250 (ex-showroom, Delhi), with built-to-last quality from Hero and is a well-rounded, reliable package.