Key Specs of XPulse 200
Hero XPulse 200 Highlights
Hero has revealed the XPulse 200 BS6's specifications on its website. The new motorcycle now gets an oil cooler and catalytic convertor and makes less power than before. Rest of the underpinnings remain unchanged. Bookings for the Hero XPulse 200 BS6 had commenced in March. The token amount ranges from Rs 1,000 to Rs 2,000, depending on the dealership. With the current coronavirus epidemic, the XPulse 200 BS6 launch has been delayed. The entry-level adventure motorcycle could launch by end April or early-May. The BS6 Hero XPulse 200 is likely to command a premium of around Rs 10,000 over the BS4 Hero XPulse 200, which is priced at Rs 1.06 lakh.
Hero MotoCorp recently launched the Rally kit for the XPulse 200. The new kit costs Rs 38,000 and is available at select Hero dealerships. The kit includes fully adjustable longer travel suspension, Maxxis rally-spec tyres, a flatter seat, and handlebar risers. Check out the detailed price list here.
The bike is powered by a BS6-compliant 199.6cc, fuel-injected, air and oil-cooled engine that makes 18.08PS at 8500rpm and 16.45Nm at 6500rpm. That's a drop of 0.3PS and 0.65Nm over the BS4 variant. It still continues to use a 5-speed gearbox. Underpinnings include the same 37mm telescopic forks and an adjustable rear monoshock. Its 21-inch and 18-inch front and rear spoked wheels come wrapped in dual-purpose tyres. The braking setup consists of disc brakes at the front and rear paired with single-channel ABS (Anti-lock Braking System).
The XPulse 200 features a raised front beak, sump guard, high-mounted exhaust, knobby tyres, and long-travel suspension befitting its adventure touring nature. It is available in 5 colours -- White, Panther Black, Sports Red, Matte Green and Matte Grey. On the feature front, the bike gets LED lights at both ends, a Bluetooth-enabled full-digital instrument cluster, and a USB charging port. The XPulse 200 doesn't have any direct competition, but its closest rival is the Royal Enfield Himalayan. For the same price, you can also get a Yamaha FZ V3.
Hero XPulse 200 Pros and Cons
Things We Like in XPulse 200
- Off-road capability
- Feels built to last
- Segment-first features
- Comfortable and fun commuter
Things We Don't Like in XPulse 200
- Poor illumination from LED headlights
- Engine isn’t smooth at high revs
- Not enough punch for highways
- Firm low-speed ride quality
Stand Out Features
Large 21-inch front and 18-inch rear wheel sizes are great for rough roads
Turn-by-turn navigation on instrument cluster via Bluetooth link
High value-for-money quotient
XPulse 200 Price
|XPulse 200 BS6||Rs.1,15,000Estimated Price|
2 Offers Available
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- Hero XPulse 200 Rally Kit Walkaround Review | Top speed, exhaust, suspension & moreNov 14, 2019
- Hero Xpulse 200 : Perfect motorcycle for India? : PowerDriftOct 14, 2019
- Hero XPulse 200 vs Royal Enfield Himalayan & Comparison TestJul 20, 2019
- Hero Xpulse 200 & 200T : Better than the ImpulseMay 02, 2019
- Hero XPulse 200 First Ride Review | More than an Impulse replacement?May 02, 2019
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The Xpulse 200 picks up exactly from where the Impulse left off. The latter kick-started a lot of off-road dreams when it was launched in 2011, but the underpowered Honda Unicorn-sourced engine kept the Impulse from being a runaway success. It was discontinued in 2017 and now, after enduring an agonising wait and a fair number of teasers, Hero has finally decided to let us have the XPulse 200, which promises to better the Impulse by being more exciting and more versatile too.
Design and Features
As is expected of any off-road worthy motorcycle, the Xpulse features a raised front fender and a secondary semi-mudguard that’s mounted closer to the front wheel. Its adventure-ready credentials are reaffirmed by the large 21-inch (front) and 18-inch (rear) wire-spoke wheels running Ceat Gripp off-road biased tyres. It looks tough and ready to mud-plug, thanks to the long travel fork with rubber gaiters, an elaborate sump guard to protect the engine, serrated footpegs for the rider and a dirtbike-style exhaust that’s routed parallel to the cylinder head. The Xpulse may not seem radically different from the Impulse, but in reality, the two have nothing in common in terms of the bodywork.
What’s undoubtedly new is the headlight - a small, round, full-LED unit which adds the ‘neo’ to this largely old-school design. Sadly, it doesn’t work very well, as we learnt over a short night stint.
In terms of quality, the XPulse felt built to last, however, the finish of the exhaust joints and the pillion footpeg subframe lacked premium flair.
Engine and Performance
A strong reason for the XPulse coming into being, or behind the Impulse being discontinued, was the heart of the matter - the engine. While the Impulse borrowed its motor from the Honda Unicorn, along with all its virtues, what it lost out on was outright exciting performance. The XPulse has no such engine donor, and instead, it shares its 199.6cc, 2-valve, SOHC, single-cylinder motor with the Xtreme 200R. Our test bike featured fuel-injection, but at the time of launch, Hero revealed a (cheaper) carburetted version as well. Now that you know the details, the first thing you need to accept about the XPulse is that it works best as an off-road bike that you can also use in the city and, perhaps, for short highway stints. Given the nature of the engine, you will have to exempt it of the responsibilities of long-distance touring, exuberant corner-carving and so on.
The initial response from standstill is energetic and the 5-speed gearbox works well. In the city, the XPulse is fairly tractable with zippy low-end performance, a definite departure from the milder Impulse. Post 60kmph, the performance dwindles gradually and going above 90kmph on the XPulse requires commitment and open roads. It hits the 100kmph mark at 7000rpm, which is quite high when you also consider that it redlines at 9000rpm. The speedo can eventually creep up to 120kmph, however regaining the pace after encountering a slow-moving truck in your path, for instance, will require patience and persistence. Refinement at low revs is good too, but beyond 6000rpm, there is a buzz in the handlebar, pegs and tank which never goes away.
Off the road, however, the XPulse is delightful with enough torque to make the most of tricky situations and it retains the learner-class friendliness the Impulse was so appreciated for. Overall, the XPulse isn’t an explosive performer in any sense, but it’s got enough to help introduce you to the magical world of dirt riding - without draining your wallet, that is.
Braking and Handling
Also helping it in this aspect are the decently configured underpinnings. The 37mm telescopic fork enables 190mm of front wheel travel while the 10-step preload-adjustable gas-charged monoshock allows for 170mm of wheel travel. Impressively, despite being 20kg heavier than the Impulse, the XPulse felt as agile, if not more! Ride quality is a bit firm at lower speeds, but over demanding off-road surfaces, the XPulse displays confidence and sturdiness that is again a notch better than the Impulse. The brakes too offer a good balance between the bite needed on the road and the progression required off the road, and it helps that the front wheel can be kept in check, thanks to the unintrusive single-channel ABS. The rear disc will be a boon for dirt riders as it will stand up to abuse much better than the drum brake seen on the Impulse.
Hero XPulse 200 Road Test
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