hero splendoe classic pro

hero splendoe classic pro

Like many of you, the moment I set my eyes on Hero’s Splendor Pro Classic at the 2014 Auto Expo, I almost keeled over laughing. I mean, seriously, what was Hero MotoCorp thinking? A tried-and-tested easy-sipping commuter – the Splendor – which rose to fame by maxing out the kpl back in the day, a bike that drew scores of customers to company showrooms across India, a rather dated motorcycle in 2015, has now been forced to don some scrawny-looking retro garb. After witnessing the mantrap of a machine that is the Royal Enfield Continental GT, India’s first home-grown café racer, the Splendor Pro Classic, in comparison, comes across as a poor man’s café racer – India’s first tapri racer, if you will. But, after just a day astride the Splendor Pro Classic, the company’s efforts to provide a substantially fresh offering to the masses actually made some sense. Before you begin to question my sanity, allow me to explain.

First up, understand that the Splendor Pro Classic is, in actuality, the Splendor that we’ve known for long with some new, unconventional styling bits. So, what you’re dealing with here is the same air-cooled, 97.2cc single-pot motor that produces a little over 8bhp and 8Nm of torque, housed within the tubular double-cradle chassis, the same 4-speed constant mesh gearbox, 18-inch wire-spoke rims, telescopic shocks up front, a 5-step hydraulic setup at the back, and an 11+1.4-litre fuel tank. This means you effectively have the same mild-mannered motorcycle that’s capable of returning close to 50kpl between your legs. The new bits include the old-school chrome finished parts like the front mudguard and the dual-pod instrument cluster, rounded-off headlight and tail-light, side indicators and mirrors. The bike also comes with a low-set handlebar, is shorn of a pillion seat, and doesn’t come with a main stand or rear grab handles, which is a new thing for this segment.

After swinging a leg over the retro-styled Hero, you’ll find the riding position rather comfortable, with the footpegs in the same place as before, only now, you’ll have to lean a bit more to reach the handlebar. Nevertheless, the riding position of this light and agile motorcycle isn’t too taxing on your palms, and is very comfortable over a long distance ride, aided by the well-padded seat. Like we’ve seen before, the engine is smooth, vibe-free, and acts just like the regular old (boring) Splendor. Now, the Pro Classic seems to be the standard Splendor’s alter ego in the way it performs, with the speedometer touching the indicated 100kph mark when you whack the throttle open and rev hard through each cog (which can’t be said about all 100cc motorcycles on sale today). The Ceat tyres provide more than enough grip in a straight line, and around corners. The only shortcomings I’ve found with this motorcycle are the drum brakes, which lack bite, and the flimsy switchgear.

All in all, there’s only so much you can expect from a 100cc commuter bike, and I found the Splendor Pro Classic, which is priced close to the regular Splendor Pro, to add just a tinge of spice to the mix with its unique styling. It’s not properly fast, just like the RE CGT. It’s more of a bold effort from Hero MotoCorp to spice up the commuter segment. So, if you can stomach the looks of the Splendor Pro Classic, beside the fact that it comes as stock as a single-seater, this is one commuter that Indians definitely won’t mind walking up to and riding every day of the week. I wouldn’t.

The numbers
1cyl, 97.2cc, air-cooled, 8.2bhp, 8.05Nm, 4M, Fuel tank: 11+1.4l, 109kg, 47kpl, ?59,563 (on-road, Mumbai)

The verdict
Unique styling cues have upped the appeal of the easy-to-ride, frugal and otherwise prosaic Splendor.