Bajaj Pulsar 125

The 2026 Bajaj Pulsar 125 marks the model's biggest update since it first launched, bringing a new engine, a brand new chassis with a monoshock for the first time, and a TFT console option - also for the first time. The new Pulsar 125 will cost you Rs 92,990 for the base variant (has a colour-LCD screen), Rs 99,291 for the Standard Single Seat Variant (TFT), Rs 1,00,288 for the Standard Split Seat version (TFT), and Rs 1,04,318 for the top-end Premium Split Seat model (TFT with Google Maps mirroring). All prices are ex-showroom Delhi.

The bike gets a sharper look with a new LED headlight, twin LED DRLs, redesigned fuel tank extensions, and a reworked taillight. It is offered in both single-seat and split-seat versions, with the split-seat variant getting a sportier look at the rear with split grab rails. The bike gets reworked, sharper-looking side panels with revised graphics too.

The exhaust gets a new pentagon-shaped design too, said to be inspired by the Pulsar 220F. At the back, the iconic twin strip LED tail light has been swapped for a bit more angular one now. Still looks cool in our opinion. The body panels are a bit more sculpted overall, so it looks modern enough from all angles. 

Safety Features

The Pulsar 125 continues with a Combined Braking System as standard, since that's mandatory across the segment. It skips ABS altogether, just like the outgoing model did. Given that rivals are starting to offer at least front ABS at this price, that still feels like a missed opportunity here. Hazard lamps are standard on all variants equipped with the TFT console, whereas the base variant doesn’t have one. Again, a bit disappointing if you ask us.

Convenience Features

The top Premium Split Seat variant gets a proper TFT console with Bluetooth and WiFi connectivity, call and SMS alerts, and even Google Maps mirroring for easy navigation. Navigation is oddly not tied to the bigger screen. The base LCD variant gets Bluetooth with turn-by-turn navigation, while the mid-tier TFT variants (both single-seat and split-seat) only get basic Bluetooth connectivity. 

A gear position indicator is offered across the range, while USB-C charging comes standard on the TFT variants and is available as an optional add-on on the base LCD trim. The belly pan is exclusive to the split-seat TFT+ variant, while hazard lights are reserved for all the variants equipped with the TFT console.

Rider Comfort

The riding position is a slightly sporty stance with raised clip-on bars and moderately rear-set footpegs, comfortable enough for most rider heights. It is 795mm tall, which shouldn’t be a deal-breaker for most riders.

Pillion Comfort

Pillion space should be reasonably good, especially on the single-piece seat version. You’ll also get the option to swap out the seat without requiring to make any major changes.

City & Highway Performance

The new air-cooled engine should feel city-friendly, with good low-end response and minimal fuss shifting gears in traffic, thanks to the new gearbox. On the highway, though, don't expect this to suddenly turn into a cruiser; it should be able to do short highway runs. The new motor makes 12.1PS at 8500rpm (segment-leading) and 11.4Nm at 6500rpm. Like the Pulsar 150, the 125 also gets ride modes for the first time in the segment: Road, Rain, and Sport, letting you adjust throttle response to riding conditions. This is present on all variants except for the base one with the LCD screen.

Mileage should land in a similar ballpark to the outgoing bike's tested 51.46kmpl in the city and 57kmpl on the highway, but we'd expect it to come in a touch lower than that because the engine is tuned to produce more power and torque than the older one. 

Gearbox

It gets a new 5-speed gearbox, and going by the current bike's unit, it should shift cleanly without slipping into false neutrals. The new toe-only shifter, replacing the older heel-and-toe design, might take a ride or two to get used to.

Brakes

Braking now gets a 260mm front disc (on TFT variants) and 130mm rear drum with CBS, replacing the older 240mm front disc. That said, the base variant still uses a 240mm front disc. Without ABS, care on loose or wet surfaces still applies.

Handling & Ride Quality

The old double-cradle frame and twin-shock setup have been swapped for a diamond-type frame with a monoshock. Expect the new one to handle better than the older model as it now gets new suspension. The front fork grows slightly to 31mm in diameter, up from 30mm on the outgoing bike, though stroke length is actually shorter at 125mm versus 135mm before. However, the monoshock’s stroke is longer than the twin shocks, at 110mm (up from 102mm).

Also, the bike weighs 131kg kerb, which is down from 144-146kg in the previous-gen bike. The smaller fuel tank (11 litres instead of the 15-litre one), along with the new engine and chassis, are the reasons for such a big weight reduction. The ground clearance stands at 184mm, which is considerably more than the older bikes 165mm.

It goes up against the Honda SP125, Honda Shine 125, Hero Super Splendor, and Hero Glamour 125.