Honda Unicorn

I don’t think I’ll ever quite forget the first time I laid eyes on the first gen Honda Unicorn in the flesh. It was on the grounds of my college campus, and, although there were many more  faster, sportier, more powerful bikes right beside it, it somehow emanated an aura that none of them could quite match. 

It was that darn monoshock. A hitherto unseen rear suspension type in its class, and so, by extension, in Indian motorcycling (because, y’know, 150cc was as high as things got back then). 

Fast-forward two decades and now, we have the 2025 Unicorn, which, from the looks of it, is trying extremely hard to look and feel exactly the same as it did then. Counterintuitive, surely, right, for who in their right minds would completely forego evolution in favour of staying exactly the same?

Well, as it turns out, a lot of people actually. You see, Honda discontinued the ageing Unicorn briefly in favour of the sliiiiiightly newer CB Unicorn 160, but apparently there were a lot of complaints from fans who wanted exactly the old wine, and in the same bottle too for good measure.

So here we are, with a motorcycle that boasts the latest in emissions compliance, packaged in a body that takes the “If it ain’t broke, don’t fix it” mantra to an extreme.

Design-wise, the Unicorn hasn’t strayed far from the blueprint that’s worked for years, nay, decades, and honestly, that’s kind of its selling point now–the whole reason it came back. It plays the part of a modest commuter, wearing smooth, clean lines that don’t scream for attention. It won’t win any style awards, but it fits right in for buyers who want subtlety over swagger.

Honda is offering the Unicorn in three plain colours: Matt Axis Grey, Metallic Pearl Igneous Black, and Radiant Red Metallic. All three are pretty much what the motorcycle came with two decades ago. We reckon potential customers of the Unicorn are people who desire stealth and understated looks, so for that, the black shade should serve the purpose the best. 

For a very long time the Unicorn soldiered on with plain ol’ spoked wheels, so much so that it became a part of its identity or charm. Well, it was inevitable that it would eventually move to alloys, and that’s what happened during the last days of its original run. The Unicorn now comes shod with black five-spoke 18-inch alloys wrapped in tubeless 80/100 and 100/90 tyres at the front and back, respectively. Nothing groundbreaking in their style, but they do give the ageing design a much needed splash of modernity.   

One of the factors that made the OG Unicorn such a hit two decades ago was its sheer quality. You see, Honda was new to the Indian motorcycle market and the Unicorn was their first salvo. Indian bike buyers, who had till then been exposed to desi build quality in its various forms, suddenly had something truly world class to compare against, and the Unicorn delivered.

That still hasn’t changed today, and this new iteration, despite looking more or less the same as it did two decades back, is every bit as solidly built as before. Overall, the build feels sturdy, and the quality of the fit and finish is classic Honda: nothing overly luxurious, but solid and consistent throughout.

Not much has changed on the Unicorn’s safety front. The highlight here is the addition of an LED headlight. But even that sits inside the same casing as the older halogen setup, so visually, it’s more functional than fancy. Chrome bits scattered around lend a gentle dash of class. There’s a bit of an old-school, upper-shelf vibe that mature riders might appreciate.

Out on the murky nights, the LED headlamp throws a markedly tighter, brighter beam than the old halogen one did. Not revolutionary, but definitely a step up.

Feature-wise, the Unicorn keeps it clean and practical. That said, the 2025 tweak adds a few thoughtful touches that lift its daily usability. One of the highlights is the new fully digital display. It shows you your speed, fuel level, trip data, and gear position, and it does so without bombarding you, a blessing when darting through city traffic and needing quick info at a glance.

A small but really handy addition is the USB Type-C charging port. It’s well placed and makes it easy to juice up your phone on the go, perfect if you're running navigation or streaming tunes while commuting. Then there’s the side-stand engine cut-off, a simple safety net that stops the bike from firing up if the stand’s down. You’ve also got an engine kill switch now, which proves useful in stop-and-go traffic or when you need a quick shutdown.

Still, it’s fair to say the Unicorn lags behind the curve when it comes to modern features. No Bluetooth, no turn-by-turn directions, no ride modes. If you’re okay trading tech for simplicity, it delivers. Just don’t expect a gadget-packed ride.

Another aspect that set the Unicorn apart from everything, and we really do mean everything, on the market back then was its unparalleled comfort and ergonomics. And that holds true still today. Except for its monoshock the Unicorn rides on a bog-standard typical 150cc setup, but it’s all tuned so very perfectly.

Unlike most 150cc bikes with sporty pretensions, the Unicorn unabashedly wears its executive commuter genes on its sleeve. The riding geometry is just about perfect for my 1.71cm/68kg frame, though I wish the handlebars were a bit wider for more leverage in turns. And if there’s any 150cc bike where a heel-and-toe gear shifter makes more sense, it’s this one. 

Pillion comfort is the same solid deal here. Be it long or short jaunts, that long and wide single-piece affair is a delight to rest on. The simple single-piece grab rail at the rear is functional but does the job well. 

Engine

Under the tank, the Unicorn houses a 162.71cc single-cylinder, air-cooled engine, the same one you’ll find in Honda’s SP160, producing 13.18PS of power and 14.58Nm of torque. Unbelievably silent and smooth, it is one of the smoothest-running motors in its class, but do note that Honda’s BS6 range of 160cc engines are derived from the SP125’s, and differ quite a bit from the original CB Unicorn venerable 150cc unit.

City Performance

As a daily commuter, the Unicorn’s engine strikes a great balance between punch and efficiency. There’s a good chunk of low-end grunt, making it well-suited for weaving through city traffic without constantly rowing through gears. Throttle response is linear, and the power comes in gently. There’s enough zip to slip past slower traffic, and it doesn’t feel like it’s running out of breath in day-to-day conditions. Heat management is impressive, too: even in sweltering traffic, the engine doesn’t run hot enough to bother you.

Highway Performance

It gets up to 80kmph briskly and holds a relaxed 90kmph on the highway. Push beyond that, and a mild buzz creeps into the handlebars — not harsh, but you’ll feel it. Top speed is a respectable 106 kmph.

Gearbox

It’s paired with a butter-smooth 5-speed gearbox that clicks through shifts without drama. Hardly any false naturals to spoil the experience and the gearbox remains slick even after a few deceased have gone by.

Mileage/Range

Mileage-wise, it does well. You can expect about 50kmpl in the city, while highway cruising gives you closer to 55kmpl. Combine the two, and you’re looking at a respectable 52–53kmpl overall — on par with, or slightly ahead of, its direct competition.

The Unicorn rides on 18-inch wheels, an oddity in its segment, shod with tubeless 80/100 and 100/90 tyres at the front and back, respectively.

Braking duties are split between a front disc and a rear drum. The front brake offers decent bite and feel, though a rear disc would have inspired more confidence during sharper stops. That feels like a missed opportunity. The tyres are good enough for everyday use, though they may fall short for those who ride with a bit more spirit.

No, it’s not going to carve corners like a sportsbike. But for city maneuvering, the Unicorn feels agile and easy-going. In traffic, it’s nimble enough to filter through tight spots without effort. The handlebar gives you good leverage, and the low kerb weight makes quick changes in direction feel natural.

Out on the highway, it stays composed up to around 90kmph. No twitchiness, no wobble. Crosswinds and uneven patches don’t really throw it off balance either. While it won’t encourage aggressive leaning through bends, there’s enough assurance for moderate curves.

While it is not built for sharp corner carving, the Unicorn does offer enough confidence for easy, everyday turns. It feels predictable when leaned over slightly, but aggressive riders may find the overall setup a bit too relaxed for enthusiastic cornering.

The Honda Unicorn is the commuteriest commuter you can buy with a 150cc engine, period. Almost every motorcycle in its engine bracket will outshine it for snob value, so if factors like that and street presence are even part of your vocabulary, look elsewhere.

And yet, there is a market for the Unicorn, and deservedly so. At its core, it delivers what it has always promised: a smooth, reliable, and comfortable commute. It doesn’t chase trends or flash tech for attention. That’s intentional. It’s the kind of bike that gets the basics right and stays out of your way.

If you’re looking for a bike that’s easy to live with, delivers dependable performance, and sips fuel without complaining, the Unicorn ticks those boxes. It may not dazzle gadget lovers or thrill seekers, but for the everyday rider, it more than holds its ground.

In the bustling 160cc segment, the Unicorn isn’t short on competition. The TVS Apache RTR 160 2V packs in more features, sharper styling, and a sportier character, ideal for riders chasing excitement. Then there’s the Bajaj Pulsar 150, a veteran with a strong mid-range and a vast service network that keeps it popular among everyday buyers.

If you’re considering something smaller but more tech-loaded, the Hero Glamour in the 125cc space is an option. It brings in turn-by-turn navigation, Bluetooth connectivity, and a more modern look, though it can’t match the Unicorn’s performance. You could also check out the Yamaha FZ-S and Suzuki Gixxer. Both bring sportier personalities, but with a price tag to match. Heck, you can even take a long hard look at the SP125 if you have made up your mind to stick to Honda’s stable of offerings.