Hero Xpulse 210 first ride review

Introduction
The Hero Xpulse has long been India's budget ADV darling â€" a cheerful little thing that didn't mind getting its boots dirty. But as more riders look to level up their trail game without selling a kidney, along comes the Xpulse 210. It's not the all-conquering 400cc ADV we've all been secretly manifesting into existence, but it is a proper evolution. A tougher, cleverer Xpulse. Still built for Bharat, but with ambitions that stretch a bit further.

Chassis & Suspension
The spec sheet won't bowl you over, but the cumulative tweaks are more than just superficial. The new 41mm front forks (up from 37mm) now boast 210mm of travel, while the rear gets 205mm â€" numbers that are segment-best and more importantly, trail-approved.

The front axle is now a stouter 15mm unit, adding stiffness to the setup, and the wheelbase grows by 35mm. It's a change you actually feel â€" the bike feels more settled on the highway and cornering is a touch more confident. Impressively though, the bike hasn't lost its flickability off-road. Yes, weight has gone up a tad, but with just a 1% bump up front and at the top, the 210 still dances light on its feet.

The integrated luggage rack is a welcome touch â€" good for a small tail bag â€" though the forward slant could cause it to push the load forward.

The suspension tuning aims to be progressive â€" supple at low speeds, supportive when things get rocky. In practice, it leans slightly firmer than expected over broken tarmac, which, let's be honest, is everywhere. But hit the trails and it's purebred Xpulse again. Rocks, ruts, whatever â€" it soaks it up with the same eagerness as before. And this isn't even the Rally Edition.

The monoshock linkage now gets preload adjustment â€" handy when you load up for touring. That said, Hero still has some convincing to do when it comes to long-term durability, considering past rust issues. Let's hope this one ages better than the last.

The 210 engine from the Karizma XMR doesn't have a mountain of torque down low, but that might be a good thing. It keeps the Xpulse friendly and unintimidating

Powertrain
Here's where things get spicy. Under the tank now lies the 210cc liquid-cooled mill from the new Karizma XMR. It's only a 10cc gain on paper, but performance-wise, it's definitely a step up. Speedo numbers were 25kmph higher than the old 200, and with the right tailwind and a heavy breakfast, we even saw 140kmph. Real-world top speed? Around 125kmph. More importantly, it'll cruise at 100-110kmph all day, though vibes do creep in past the 110 mark â€" enough to remind you you're not on a twin.

The liquid-cooling, however, is a genuine upgrade. In the searing 30°C Rajasthani heat, the 210 took everything from long highway stretches to slow off-road grinds without breaking a sweat â€" or leaking one. The radiator's neatly tucked behind the tank shrouds, and unless you take a truly heroic tumble, it's unlikely to suffer damage.

Any issues? Just the one. The bike had a habit of stalling in first gear â€" likely a case of early jitters from a unit with barely 200km on the odo. Should smooth out with more miles. Hopefully.

Rideability & Gearing
To give it a bit more punch down low, Hero's thrown on a rear sprocket with four extra teeth. It does help in tighter sections but don't expect earth-shattering torque. The engine wakes up properly post 5,000rpm, so the low-end still requires a little patience â€" or a few more revs.

That said, this might be a blessing in disguise. There's no sudden surge or snatchiness. It's still the friendly, unintimidating Xpulse we've come to love â€" and if you're a new rider, it won't toss you into the bushes the first time you blip the throttle.

Brakes
The initial feel at the lever is soft â€" almost spongey â€" but that's deliberate. Off-road, a grabby brake is a recipe for a faceful of gravel. Once you find the bite point, single-finger braking becomes second nature.

There are three ABS modes:
- Road: Standard front and rear ABS
- Trail: Rear ABS off, front allows a bit of slip
- ABS Off: You guessed it â€" no ABS at all

Trail mode is the sweet spot for when you want to steer with the rear or get a bit rowdy. It's not flashy, but it works. And that's what matters.

Engine braking is also well-judged â€" strong but predictable â€" so whether you're scrubbing speed on gravel or tarmac, the deceleration feels natural.

Comfort, Ergonomics & Practicality
The new seat is flatter and wider, making it a much better place to park yourself â€" whether you're commuting or touring. The integrated luggage rack is a nice touch, but its slight forward tilt means your tail bag might be doing the cha-cha against your lower back. A flatter rack would've been more logical.

Handguards are still there â€" and still cosmetic. Mounted to the lever brackets with zero metal bracing, they'll deflect chilly winds and maybe the odd thorny branch, but drop the bike and they'll fold like paper straws. Come on, Hero. You can do better.

Verdict: Evolution Over Revolution â€" and That's Just Fine
The Xpulse 210 doesn't try to reinvent the entry-level ADV. It simply makes the good stuff better. It's faster, tougher, and better suited to our conditions â€" all without pricing itself out of reach.

If you already own an Xpulse 200, this isn't a must-upgrade unless you're specifically chasing more performance or want better cooling for long rides. But if you're new to the ADV life â€" or need a lightweight companion to your big, burly touring rig â€" the 210 is a brilliant choice.

No, it's not the 400 we're still holding out for, but until that mythical unicorn arrives, this one will do just fine. It's still the segment's GOAT â€" now with a little more bite.