[#drivingFreak]

2025 Hero Xpulse 210 Review

Hero Xpulse 210 Pros

• Significant upgrade over its predecessor. A beginner-friendly off-road motorcycle that's comfortable on the road too
• Performance is strong from the 210cc liquid-cooled engine. 24.3 BHP & 20.7 Nm is sufficient for most riders
• New six-speed transmission makes it a more relaxed cruiser at highway speeds (85-95 km/h)
• Improved off-road capability with new chassis, tyres, long travel telescopic front suspension and gas-charged mono-shock with linkages at the rear
• Decent spread of features includes projector LED headlamps, 4.2-inch TFT screen with phone connectivity, turn-by-turn navigation, slip and assist clutch, dual-channel ABS with three modes
• Good value for money with prices starting at Rs 1.76 lakh for the 'Base' variant and Rs 1.86 lakh for the 'Top' variant

Hero Xpulse 210 Cons

• Still not as effortless to ride at triple-digit speeds constantly
• At ~170 kg wet weight, it is substantially heavier compared to its predecessor
• Vibrations can be felt through foot pegs and fuel tank post 7,000rpm
• Hardcore off-road riders would prefer the adjustable suspension and a slimmer fuel tank from the Xpulse 200 4V Pro
• Long-term reliability of the new engine is unknown
• 6,000 km service interval is on the shorter side

Introduction

Since it was first launched in 2019, the Hero Xpulse 200 has been a unique proposition in the market. A lightweight and beginner-friendly dual-sport that was easy on your wallet. Everything from its design to its performance and off-road capabilities made it feel like a purpose-built motorcycle. That being said, being purpose-built has its shortcomings, especially in a market like India where the majority of consumers prefer to have one bike that can serve multiple purposes. The Xpulse 200 mostly excels in off-roading but isn't a great tourer. While the power from the engine is decent, a 6th gear was definitely missed for more effortless cruising.

Enter the new Xpulse 210, which claims to not just solve the shortcomings of its predecessor but further build on its strengths. How well does it manage to do that? We spent a day riding the Xpulse 210 across a variety of terrain including smooth tarmac, off-road trails and some twisties in Udaipur, so let's get to it.

Hero Xpulse 210 Pricing

Hero launched the Xpulse 210 at Rs 1.76 lakh for the 'Base' and Rs 1.86 lakh for the 'Top' variant (both prices ex-showroom). It will be sold alongside the Xpulse 200 4V and Xpulse 200 4V Pro Dakar Edition, priced at Rs 1.52 lakh and Rs 1.65 lakh (ex-showroom), respectively. While the price gap between the Xpulse 210 and its predecessors might look significant, there are ample updates on the former to justify the same.

You can download the brochure for the 2025 Hero Xpulse 210 here: 2025 Hero Xpulse 210 Brochure

[#drivingFreak]

Design & Styling

Right off the bat, the new Xpulse 210 commands a more substantial road presence compared to its predecessor, thanks to its bigger dimensions. The design is more evolutionary with bits like the raised beak upfront and upswept exhaust at the side being carried over from its predecessor. There is a bit of ADVness to the design this time around, primarily helped by the angular shrouds at the sides covering the radiator fan and the wide fuel tank. While riders who primarily ride off-road would have preferred a slimmer fuel tank, the new design will certainly appeal to a wider set of audience. Also, the dual-sport vibe is still evident in the design, especially when viewed from the rear three-quarters.

The Xpulse 210 gets a total of four colour options - Glacier White, Wild Red, Azure Blue and Alpine Silver. The first two are only available with the 'Base' variant while the latter two are exclusive to the 'Top' variant. Additionally, the 'Top' variant you see in the pictures gets a visor, hand guards and a rear luggage rack. There's also a smart and functional addition in the form of a metal grab bar placed in front of the headlamp. It can come in handy to pull the motorcycle out if you are stuck in a slush or any other tricky situation. Overall, the Xpulse 210 looks more upmarket than its predecessor while retaining the purpose-built aura around it.

Build Quality, Fit & Finish

Unlike the Xtreme 250R, we experienced alongside this motorcycle, the fit and finish levels on the Xpulse 210 feel much better. It is more due to the fact that there are no extra panels around the tank area like the Xtreme 250R, hence fewer things that could go wrong. The switchgear is the same as the Xtreme 250R with good finish levels and tactility for the switches. The metal grab rails for the pillion and luggage rack at the rear feel sturdy to hold. However, constant saddling on the motorcycle while using full-sized boots tends to leave scuff marks on the plastic in contact. It remains to be seen how easy or difficult it would be to remove them.

Features and Instrumentation

The Xpulse 210 is decently equipped for the price. It comes with all-LED lighting with projector headlamps, a 4.2-inch TFT screen with phone connectivity and turn-by-turn navigation, and a slip-and-assist clutch. In terms of safety, there's dual-channel ABS on the 'Top' variant (the 'Base' variant gets single-channel ABS) with three modes - Road, Trail and Off-road. Trail mode allows you to turn off the rear ABS while Off-road mode disables both the front and the rear ABS. Unlike the Xtreme 250R, switching between ABS modes is a lot more convenient on the Xpulse 210 and you can switch between modes by simply closing the throttle. Additionally, the motorcycle even remembers the settings when turned off and on, making me wonder why the same wasn't done on the Xtreme 250R.

Wheels & Tyres

The Xpulse 200 was the first motorcycle to introduce a 21-inch front and 18-inch rear tyre setup in its segment, and the Xpulse 210 continues to feature the same wheel sizes. You get TVS Eurogrip tyres as standard. The stock tyres provide excellent grip levels, both on-road and off-road. While there was a pre-planned route provided to us, Hero had basically given us a free hand to test the motorcycle on all kinds of terrain, and the stock tyres didn't disappoint.

Ergonomics and Comfort

The seat height on the Xpulse 210 has gone up to 830 mm from 825 mm on its predecessor. That being said, the seat narrows down near the fuel tank and I didn't face any problem resting my foot down. I am 5'11" for reference. The seating posture is nice and upright, and the footpegs are positioned in a convenient position to offer a comfortable riding experience.

One of the gripes while riding the Xpulse 200 off-road was that standing up and riding it didn't feel natural due to a relatively shorter handlebar. This has been fixed on the Xpulse 210. I could reach the handlebar without having to bend and the foot peg position ensured that I could easily grip the motorcycle with my knees and ankle. In fact, the motorcycle eggs you stand up and ride, which I thoroughly enjoyed doing throughout the day.

The padding on the single-piece seat of the Xpulse 210 is on the firmer side and helps during long-distance touring. I rode the motorcycle for more than 130 km and none of my body parts was hurting at the end of the day. The seat extends a bit onto the fuel tank which should help riders sit all the way ahead during spirited trail riding. There is decent support for the pillion as well, but we would like to test it out extensively before giving a final opinion.

Fuel Tank Capacity & Range

The fuel tank on the Xpulse 210 has a capacity of 13 litres which is the same as its predecessor. Hero claims a fuel efficiency of 35 km/l as per WMTC for the motorcycle, which means extracting more than 350 km of range from a single tank of fuel shouldn't be a problem.

Maintenance

After an initial checkup at 1,000 km, the Xpulse 210 comes with a service interval of 6 months / 6,000 km.

Standard & Extended Warranty

Hero offers a standard warranty of 5 years / 70,000 km with the Xpulse 210.

[#drivingFreak]

Riding the Hero Xpulse 210

Powering the Xpulse 210 is a 210cc liquid-cooled single-cylinder engine with DOHC tech. The engine was first introduced on the Karizma XMR 210 and boasts outputs of 24.3 BHP @ 9,250rpm and 20.7 Nm @ 7,250rpm. It offers a significant bump in power and torque compared to the Xpulse 200 4V, which has outputs of 18.9 BHP @ 8,500rpm and 17.35 Nm @ 6,500rpm. While on paper it might seem like the Xpulse 210 might have a weaker bottom end, that's not exactly the case. A different engine map and cam timing optimisation on the Xpulse 210 compared to Karizma XMR 210, means that 70% of the torque is available from 3,000rpm. Combine that with the shorter gearing (46T rear sprocket compared to 42T on the Karizma XMR 210) with the new six-speed gearbox, and the Xpulse 210 feels urgent off the line.

On-road performance of the Xpulse 210 feels like a big upgrade over its predecessor. The motorcycle accelerates to 85 km/h in no time. At 100 km/h, with revs at 7,000rpm in sixth gear, ample power is in reserve to make quick overtakes. Cruising at triple-digit speeds is not an issue, but the motorcycle doesn't mask these speeds very well and you can feel the engine being under some strain. The clutch action is light and the six-speed gearbox offers slick shifts. The motorcycle feels most relaxed between 85 - 95 km/h which is good for most riders.



Why didn't Hero offer the Xpulse with the 250cc engine from Xtreme 250R? I am sure most if not all journalists present at the event might have asked this question to Hero, including us. Unfortunately, Hero didn't really have a concrete answer to this question. My guess is there are two primary reasons for this decision - one, to keep the costs in check and second, to keep the motorcycle as beginner-friendly as its predecessor.

Suspension and Handling

The Xpulse 210 is underpinned by a new semi-dual cradle frame suspended by beefier telescopic forks (non-adjustable) up front and a 10-step pre-load adjustable gas-charged mono-shock with linkages at the rear. Suspension travel has gone up on both ends (compared to Xpulse 200 4V) with 210 mm (from 190mm) at the front and 205mm (from 170mm) of travel at the rear. The wheelbase too has gone up and now stands at 1,446mm. The ground clearance remains the same at 220mm. The Xpulse is now significantly heavier from 159kg on the Xpulse 200 4V to 170kg on the 'Top' variant of the Xpulse 210.

On the road, the suspension setup feels sophisticated. The Xpulse 210 rides stable at triple-digit speeds and I didn't notice any wallowing over uneven surfaces despite the long-travel suspension. There is some amount of nose dive under hard braking but that is expected on a setup like this. Off-road is where the new setup shines.

Off-roading with the Xpulse 210

The Xpulse has always been a capable off-road motorcycle, and the new one takes it one step further. Our off-road testing route was a mix of dirt track, sand, grasslands and some small rocky water crossings. And the Xpulse 210 dealt with all of it with great poise. Most of the testing was done in the 'Trail mode' with rear ABS disabled. Starting with the dirt track, I was able to maintain 55-65 km/h without worrying about the tyres losing traction. Here I encountered a few dips and felt the compression (slightly firm) and rebound damping to be on point. Moving to the rocky stuff, the 21-inch front wheel had no problem dealing with both large and small rocks. Taking on the sand patch felt a bit tricky at first where I was worried about the front-end washing out. Thankfully, we had an instructor with us who suggested I trust the front end, let it float, and only concentrate on throttle input and steering the motorcycle with the lower body. I did as asked, and faced no issues whatsoever.



The linkages to the rear is a substantial addition to the setup. It allows the rear to have better bottom-out resistance and traction. Additionally, the compression on high-speed impact doesn't send a sudden jolt through the body instead feels a lot more progressive allowing better control of the motorcycle. On one occasion, I encountered a deep rut at decent speeds and thought a crash was imminent. Not only did the motorcycle deal with it without losing stability, but it didn't bottom out as well. Ground clearance wasn't an issue during our testing either. As mentioned earlier, all this riding was done on stock tyres. The addition of knobbies will further enhance the Xpulse 210's capabilities.

At no point did the engine with its increased power feel intimidating. Nor does it feel insufficient. The bottom-end grunt in the second and third gear was more than enough to get out of slow corners and I seldom had to shift to the first gear. The weight wasn't a problem for the most part except when taking sharp u-turns at slow speeds, where the motorcycle showcased a bit of top-heaviness.

Refinement & NVH

The 210cc engine remains vibe-free until 7,000rpm, post which there are vibes felt in the foot pegs primarily. As mentioned before, this is the same rev range where you hit 100 km/h and above. This is another reason why the motorcycle feels a bit strained at triple-digit speeds. That being said, I didn't notice any tyre noises and there was no rattling sound from anywhere on the motorcycle after dealing with the rough stuff throughout the day.

Braking

The braking hardware on the Xpulse 210 comprises of a 276mm front disc and a 220mm disc at the rear. The callipers are sourced from Nisin. The feel from both levers is soft. There is ample stopping power on offer, though. On the road, you might feel the need for more bite from the front but the setup works well in off-road conditions. However, I would have preferred slightly more bite from the rear, especially when using it to slide during off-roading.

Closing Thoughts

To answer the question we began the review with, the Xpulse 210 is a significant and worthy upgrade over the Xpulse 200 4V. The updated engine and new six-speed gearbox takes care of touring while the updated suspension setup adds to the motorcycle's off-road capabilities. Yes, the 250cc engine from the Xtreme 250R would have made this motorcycle an even better tourer and a complete package, but it would have come at the cost of affordability. Additionally, the extra power from that engine might have felt intimidating for off-road beginners. Overall, the Xpulse 210 does make a strong case for itself as being one motorcycle for most, if not all your needs.

[#drivingFreak]

Hero Xpulse 210 Images

Hero has done a good job of designing the Xpulse 210 to appeal to a larger audience without losing its purpose-built aura:


The Xpulse 210 measures 2,254 mm in length, 884 mm (Top) in width, and 1,348 mm (Top) in height. The overall fit and finish levels are good:


It has a wheelbase of 1,446 mm and the seat height is 830 mm. The bike has a healthy ground clearance of 220 mm:


Metal grab bar to help you pull the motorcycle out of sticky situations. Smart touch! Also, notice the 'H' shaped DRL:


LED projector headlamp and turn indicators in action in the dark:


Visor on the 'Top' variant provides decent protection against wind:


Raised beak has become one of the design highlights of the Xpulse lineup:


90/90-21 section front wheel shod with TVS Eurogrip tyre. The chunkier 41mm telescopic front has a slight firm edge to it:


120/80-18 section rear wheel shod with TVS Eurogrip. A little more bite on the 220mm disc brake at the rear would have been nice:


276mm disc brake up front provides decent stopping power. Soft feel on the lever helps in off-road conditions:


Ample protection for the radiator fan. The motorcycle runs cool for the most part, but the fan did come on after an intense session of off-roading. That's when heat can be felt on the left inner thigh:


Design of the fuel tank and shrouds give the Xpulse 210 an ADV feel:


Your view from the saddle. Feels bigger to ride compared to the Xpulse 200 4V:


Good quality switchgear with decent tactility and finish:


Modern-looking 4.2-TFT screen offers good visibility even under direct sunlight and adds to the upmarket feel of the motorcycle:


Hand guards come as standard fitment on the 'Top' variant:


Unlike the Xtreme 250R, I didn't feel an issue regarding reach to the levers:


USB-A charging port conveniently placed under the TFT screen:


Top view of the 13-litre fuel tank. Notice how the seat extends onto the tank allowing the rider to sit all the way to the front during trail riding:


Single-piece seat is wide, supportive, and offers decent comfort over long distances:


A look under the seat:


Decent space for the pillion. 'Top' variant gets a luggage rack in addition to metal grab bars for the passenger. Should be more friendly for touring compared to its predecessor:


New six-speed transmission adds to the practicality of the motorcycle. Xpulse 210 feels effortless at cruising between 85-95 km/h:


Metal bash plate protection for the exhaust manifold. The engine is further cocooned by the new semi-dual cradle frame:


Good quality footpegs. Rubber bushings provide decent grip while saddling on the motorcycle:


Side stand provides a comfortable lean angle and feels sturdy:


Rear mono-shock is nearly vertically placed and now comes with linkages. The setup provides 205mm wheel travel with progressive damping and better comfort:


Upswept exhaust adds to the dual-sport vibe and helps in better water-wading capacity:


46-teeth rear sprocket makes the engine feel lively and quick:


LED tail lamp in action in the dark:


Disclaimer: Hero invited Team-BHP for the Hero Xpulse 210 test-ride. They covered all the travel expenses for this riding event.

[Omkar]

Thread moved out from the Assembly Line. Thanks for sharing!

[BullettuPaandi]

Thanks for the review! One of the bikes that sits closer to my heart, and can't wait test ride one myself.

Why didn't Hero offer the Xpulse with the 250cc engine from Xtreme 250R? I am sure most if not all journalists present at the event might have asked this question to Hero, including us. Unfortunately, Hero didn't really have a concrete answer to this question. My guess is there are two primary reasons for this decision - one, to keep the costs in check and second, to keep the motorcycle as beginner-friendly as its predecessor.

My guess is much simpler. Much like most OEMs that participate in Motorsports, the 'Racing Team' is probably relatively tiny, and operate pretty much on their own, focused just on the sport, with little to no collaboration with the rest of the Motorcycle company. I suppose this team is yet to borrow the new 250R platform, and make it 'Dirt-y'; rather hoping they do that much as anyone would. This lag would be annoying for us customers, and Hero should consider taking the XPulse's sales a little bit more seriously and focus on the same, because increasingly, the rest of the country has been. Also, launching mostly similar bikes with minor differences, has its advantages in logistics, product placement as well among other things. I'm certain, if an XPulse 250 was launched in tandem with the Xtreme 250R, the general public would have a bit more context to understand such bikes better.

The Design team doesn't discriminate I guess, they've done a fabulous job with both the bikes, and by all means, the 'de facto' beginner off-road bike is now a more interesting proposition.

[ergon_9700]

I think Hero did a pretty good job here with this bike compared to the 200 4V. Building on the strengths of 200 4V and improving it in other lagging aspects. Shame it is available only in Premia showrooms.

I think they need to give some differentiation with the upcoming 421cc Xpulse that is why I think they went with the 210 and not 250. As it's (250) 30hp output can result in higher cannibalisation if the output for 421 is believed to be around 35hp to 40hp.

Now all eyes will be on the bigger bike. Mine certainly is.

[b16h22]

Is it true that the Xpulse 210 will be only sold through the premia dealers? Autocar said there are only about 65 in the country. It's a good intiative to shift the premium products to a dedicated dealership network but the lack of availability is a bummer. Especially since that's one of Hero's USPs

[Flyingdutchman]

Excellent launch by Hero. From what I have seen from YouTube reviews, Headlight throw is one of the best, if not the best in the segment ; negates the need for an Aux LED setup. Hero has given effective illuminations in all of it's modern generation of bikes. People often give a pass to companies nowadays for having poor illumination from factory (Himalayan) but there needs to be some sort of standard on how should it be designed. I am glad that Hero is giving a serious consideration to this important aspect. Kudos!

[Rudraksh]

This looks so tempting and feels like I should immediately upgrade from my current 2004v.
But, the only question arises is it worth upgrading? Even though it gets brand new motorcycle-like features upgrades, it is not.

The 210 will be best for new buyers, and in my view if anyone wants to upgrade from the previous Xpulse then better wait for the bigger Xpulse.

Hero has done a commendable job developing in-house engines and tuning them right for different categories of products.
The 210 now deserves more sales and that is only possible if Hero opens more Premia stores (current 65) before the festive season kicks in.

[MGSP]

While Xpulse 210 looks tempting (with right hardware) for first time buyers, Hero is giving a miss to large segment of Indian hearts, whose average height is 5.3ft ~ male and 4.9ft ~ female, who gets put of with 830mm seat height.

If one factor-in pillion height, which is the actual height of the bike, then average Indian will find challenging crossing the leg over to hop on bike & balance while standing. This segment will pass Xpulse 210 & will consider seriously TVS RTX 300 in coming days.

Wish Hero takes note and consider launching Xpulse 210 variant ASAP with front 19-inch wheel (TL + alloys + lower GC), then acceptance by large segment will drive volumes to them.

[FlankerFury]

Originally Posted by MGSP

While Xpulse 210 looks tempting (with right hardware) for first time buyers, Hero is giving a miss to large segment of Indian hearts, whose average height is 5.3ft ~ male and 4.9ft ~ female, who gets put of with 830mm seat height.

While I agree that the 830mm seat height figure seems intimidating, please don't reject a bike based on that number alone.

The seat appears to be narrow near the fuel tank, so getting your feet down wouldn't be too difficult. Moreover, the bike will sag a little once you're seated on it due to the riders weight which will reduce the height further.


@yazinmohammed | Instagram

Attaching Zigwheels' seat height test for the Xpulse 210 below, for heights ranging from 5'5 to 6'

https://youtube.com/watch?v=g2XU4aGQ...xgTSHslBtw_xvt

That being said, it will be quite annoying to ride a tall bike for shorter riders in stop and go traffic. Only a proper test ride can answer if it is indeed worth it.

Wish Hero takes note and consider launching Xpulse 210 variant ASAP with front 19-inch wheel (TL + alloys + lower GC), then acceptance by large segment will drive volumes to them.

A Supermoto option with 17in rims front and rear would be cool too.
____

I wish Hero would release more images of their vehicles on their website like the bare chassis, top down view and close up shots like KTM does.

[Vikram9193]

I had hoped that sixth gear on the 210 would be a little taller than fifth on the 4V but that doesn’t seem to be the case. As a result, at least a few reviewers have said that the properly effortless cruising speed remains around 70-80, quite like the 4V.

Not saying you can’t wind it out and sit at 100-110, but it seems the urge to find another gear will show up around the same 75-80 kmph as before. Which is just below the 80-90 kmph bracket that one might ride in on many highways. Seems like it will take a 250 engine to solve this issue.

So the highway gains are more to do with passing power, exhaust note, refinement and also better stability thanks to less cheap-and-soft suspension and a longer wheelbase.

Also good to see a strong headlight and a better seat. And thank goodness there’s finally rear ABS. All of these were much needed.

Has the jerky on-off fueling gone away? Will a sprocket change make for a more relaxed highway cruiser, or is there just not enough torque to bother? These are some questions I’m left with.

Meanwhile, it’s kind of fun to see an Xpulse that is being dragged with Duke 200s, and keeping up!

[revhappy]

Originally Posted by FlankerFury

https://Youtube.com/watch?v=g2XU4aGQ...xgTSHslBtw_xvt

I am 5' 5.5", so that 5'5" guy testing looks encouraging
Although, I think some people legs are taller as a proportion of their body(in my case) and I know some people the upper half is big, but their legs are short.
Still the video is encouraging, I might pick up a used Xpulse 200 4V, the seat height is slightly lower and the prices should be good too.

Any advice whether buying from Beepkart is worth it?

[FlankerFury]

Originally Posted by revhappy

Although, I think some people legs are taller as a proportion of their body(in my case) and I know some people the upper half is big, but their legs are short.

That's why inseam length is a better metric than height alone when looking at saddle heights.

The easiest way to relate seat height to body type is inseam measurement, which is the distance between your crotch and the ground.

msi.org.za | seat height