One of the incidents that happened included a Royal Enfield Continental GT 650, Classic 350 and a truck.

BHPian srkasbe recently shared this with other enthusiasts.

I own a 2021 Pulsar 250F bought on Dec 16th 2021. I did not want to wait for the next year to consider the loss of value, etc on the bike registration. So went ahead and bought the bike as soon as the deliveries started.

Test Ride Experience

The bike response was decent, acceleration was linear and had plenty of low-end torque for an engine that makes its peak power and torque way up higher. The handling was a lot different than the Pulsar 220F due to its sheer size and riding position. This felt altogether a different bike than Pulsar 250 and was slightly more nimble and agile in curves. The main selling point was the slipper assist clutch which I intended to use as engine braking was how I had learnt to ride bikes and took me some time to get adjusted but after that, it was just smooth.

Delivery of the Bike

I took delivery on 16th December 2021. Took it to the nearest temple and got the necessary customs finished. Then took it to airlines in Bangalore. Next week went for a short ride of 20kms and everything was going good.

Mishap

All was well until 20th Dec, when disaster struck me from the back. Literally from the back, my friend and I went on a short ride to manchanabele dam near the outskirts of Bangalore and had a fun time riding the twists and turns. I was taking it slow as it had been just a few days from when I brought the bike. My friend owned a Pulsar 200NS which he had bought a few months ago. While on the way back riding downhill curves, as usual, the practise of engine braking and slipper assist clutch helped me maintain a much better pace and an attack angle. with plenty of low-end torque, I could easily accelerate and pickup mid rpms.

The NS on the other hand peaked and is meant to be ridden hard to the redlines to extract fun. It's a different breed of pulsar with its own advantages, but they do not include the slipper assist clutch or the low-end torque. While on a steep L curve I used engine braking, my friend who was on the NS was still learning to ride and held the clutch while he applied brakes, his rear end swung outside when he tried to tame the bike and he was slipping. I saw this and came to a halt at the white border line on the roadside.

He was so busy looking downwards and trying to control the bike, he accelerated hard and since his rear had swung out he was also on the edge of the road. I was looking back at him and honked multiple times in vain trying to get his attention but It did not work.

He rear-ended my bike with the last moment's effort to stop his bike. I held the clutch and released the brakes of my bike in order to absorb the momentum and convert it later so that my bike is not damaged. His front wheel hit my Exhaust and bent it a little. The rear tail tidy was cracked but not broken. Max Damages my bike suffered = Replacing Exhaust Seal. Rear Brake Pedal bent back into place.

The damages on NS200 - His front was a total scrap. All the wirings of the head unit had been exposed and some were even broken. His headlight front unit had to be replaced in its entirety under insurance. His Clutch pedal was jammed and had to be unjammed.

I honestly feel the build quality of the Pulsar 250 is much higher than that of the Pulsar 200NS. It hurt me more that my bike had suffered damages in spite of it not being my fault. But then over time I look back and realise that the lesson is that my safety is primary and once I am outside the danger zone, only then I can look back for others.

First Highway Experience

A few weeks after I requested the service manager of Bajaj Bannerghatta Road Mr. Anoop to get a new seal, the bike was ready. On the Dawn of Jan 23 2022, I was on my way to Mysore via the old expressway. We encountered a lot of fog and mist which was a first for me. I felt the need for gloves and the water-resistant coating on my helmet visor.

My friends were on a RE Bullet 500, GT 650 and we were joined by another friend in Mandya who was on the 2021 RE Classic 350. We were coasting down the highway and were near Srirangapattana when disaster struck for my friend.

Disaster

The GT650 was leading the pack followed closely by the Classic 500 and behind them was my pulsar and my friend. The GT had plenty of torque and could overtake easily at triple-digit speeds whereas the Cassic struggled at triple-digit speeds. There came a situation in which the right lane was occupied by a truck and we were approaching it with speeds of 80-90. The truck driver had turned his indicator left and was signalling his hand. The GT rider did not want to wait and overtook the truck. The Classic was following behind and also wanted to overtake but did not have the pickup at that speed. The truck driver was spooked by the GT overtake and applied his brakes. This caused the Classic to Rear end the Truck and caused a bend in the Mudguard. This was a life / Death situation as there was a truck just behind him which if had not seen the accident would have run over him.

Mysore

After bending the Mudgaurd which had jammed with the wheel, we continued at 80kmph and not dared to cross 100. We reached Mysore and headed towards Chamundi Hills. We were able to climb the hills easily and had our darshan and were returning. While returning I was almost hit head-on by a car that was not just in the wrong lane but at the end of the wrong lane with empty roads. I chased that person back and gave him a mouthful. He accepted his mistake and apologised so I left it and joined my friends at the foot of the hills.

We had mylari dos and went to RE spares who told us they do not have the stock and that we should search the market. We wasted 2 hours and finally found a person who had the spares. After getting the repairs done it was time for us to go visit the backwaters. My friend who was riding classic felt it was his good time and left to Bangalore. The three of us continued and arrived at a serene location. Spent some time relaxing under the coconut tree shades and then left Mysore at 3:00pm. Had lunch on the way and reached Bangalore by 7:00pm.

While coming back, my bike had already crossed the 1000km mark and I got the chance to test its limits. I rode at 120-130 speeds as and when I got the chance. I could feel the heat near my legs and felt that I had pushed the bike a bit too much. But realised that work hardening is going to take effect and so pushed it. It was a good experience but the riding posture was not that effective in long rides. My wrists had started aching and my lower back was also a bit aching. I felt the bike was stable at speeds of 130 and could easily handle the braking duties which was demanded.

Although the initial bite of the brake is not sharp, it is dull. The progressiveness is much better and gives a feeling of confidence, especially while trail braking or braking under heavy loads.

The first Mileage Test was done via the Full tank method and the bike delivered 41.6kmpl although it was ridden at a constant 100s the way back from Mysore. I felt a sense of pride ownership and was satisfied with my bike purchase. I have attached the picture of filling up after the entire trip. I do not have the picture of a full tank before I reset trip meter. But I can say with all my heart that this is the actual mileage.

Coimbatore Trip

This was in the month of April 2022 and was a last-moment plan, decided just a day prior and left the next morning early at 4:00 am. We took the kankapura road to chamrajnagar and via the tiger reserve forest, we descended the hills with almost 27 hairpin turns. The descent was enjoyable with the attack angles almost bottoming out my bike. The trip was a long exhausting 6 hours and we encountered some bad roads near the border of Tamil Nadu and Kerala. We halted at Attapady Hills forest. We took a beautiful homestay and stayed. Had our fun and some slippery slopes with bikes falling due to rain spoiling the already mud roads.

We enjoyed being there and the next afternoon we went to the adiyogi statue. The bike was not able to handle the extreme heat and the throttle felt a bit naggy due to it. After the rest, we left Coimbatore around 3:30 pm and had frequent stops. While coming back we took the Salem Highway and I blasted through with the roads being clear and low traffic and the visibility reducing with time. I was ripping the bike hard at a constant 120s and I did not feel any overheating nags or any throttle gaps. The pickup was so much smoother at the 100s range and felt the bike can be easily pushed past the speeds. The bike did give me a lower average with just a 37kmplon the whole trip. Maybe due to the extreme riding while coming back. Touched the top speeds easily at least 12 times on the way back. Got back in just about 4 hours 30 mins against the 6 hours including stops.

The seat comfort is what I felt lacking. It's not too soft but it's not too hard either so a maximum of 2 hours of riding should start giving the jeebs and pains. While I am looking for gel seats, want to give it another try soon.

Local Trips

Till June the bike was used as a daily driver and felt sufficient for Bengaluru and its traffic woes. My daily riding was for about 25-30kms on weekdays and weekend rides.

In Mid-June, I went with some of my college juniors to Metre Falls in Tamil Nadu. There were nice pictures but the way there was offroad. Yes, I took my bike offroad into the unknown. The Way till the reserve forest area was paved roads with beautiful curves to suit aggressive riding and I realised it once we reached the falls.

It is a very Secluded Place with almost no tourists and it is really dangerous that there is a route to the top of the falls, the bottom of the falls is off-limits as it is a reserve forest and animals are not to be disturbed. The top has no boundaries and no limits, so one always has to plan ahead and also take amazing footwear that is not worn out or has a decent grip on a dusty slippery rock. Here are some pictures of the trip. It was decent Trip took a day due to unnecessary breakdowns and replacements.

Gandikota Trip

The recent most trip was in 2023 february for the housewarming ceremony of my college senior, the trip was with a pillion rider and plenty of luggage. This is after I installed the accessories from hyperrider. Have installed Hyperrider Accessories on my F250, the weight has considerably increased with the front crash guards each weighing a heavy 3kg, so total of 6kg in the front and the top rack and saddle stay weighing 4kgs at the rear. The performance difference was in the acceleration and inertial pull. Although the efficiency with the pillion during the last trip with luggage was still 39kmpl with a constant 90s and 100s being maintained for first 150kms and 80s with bad-average state highways for rest 200 km.

We left early in the morning after breakfast at 4:30 am. Reached kodur and entered the unsuspecting state highways. The pillion was tall at 6'1" and was not comfortably sitting. At every turn and every hump, the pillion would have to hold on to me with his legs so that he did not fall on me. That was a bit upsetting and maybe the reason could have been the excessive luggage and gift which we were carrying on the bike. Nevertheless, I learnt all about Indian roads and their unpredictability while riding. It took me 6 hours to reach the destination and had some dosa on the way. The Gandikota ride was good, but the temperatures were so high, I could feel the heat from the engine with high-speed riding.

Have attached a few pics of Accessories and the latest trip to Gandikota.

Service and Details

I have serviced my bike at regular intervals with chain lubing at every 500kms with a mix of G-oil and 30w E-oil. Chain cleaning done at every 1-1.5k Kms and the first oil change done at 8K kms. Bike was serviced at Popular Bajaj and they have done the needful. The main problem I had was the lack of air filter for the 250 models in south India. I had to order the air filter from 99rpm store and provided the service people to replace it. Since my rides were usually in summer, the dusty conditions, the air filter was pretty badly clogged and could not be cleaned as others due to it being a Viscous Filter.

There was a problem with my battery which led to it getting replaced under warranty. Although the showroom did not provide a proper explanation or other reasons the battery store did assure it may have been a leaking current. There was a slight problem after I had bought the bike with respect to the fuel pump and the service manager informed me that the battery voltage was not sufficient and that it needs to be replaced soon.

My tires are pretty worn out and the bike is now at 10,268km mark. I am currently working on an aluminium 7570 T6 Rear wheel sprocket to test out the effects of a lightweight drivetrain as well as to improve the acceleration. I got the designs made online and manufactured in peenya, did the final polishing touches at home and smoothened the edges with a mini die grinder.

The suspension requires adjustment to weight and the sweet spot is 2 steps before the highest preload on the rear. The front suspension feels a bit lacking and not that assuring on bad roads, the rear soaks up bad roads, not as good as Himalayan but definitely better than most other competitors.

Check out BHPian comments for more insights and information.

Wring the throttle & you'll feel a relentless shove & if you don't hold the tank tight enough, you are sure to test your hand grip strength.

BHPian harmanjeet14 recently shared this with other enthusiasts.

Let's Start

Like many of us here, I was born an automobile enthusiast. My mother says, as an infant, I didn't use to sleep until I had car keys clenched tightly into my hands. As I grew up, my love for anything on wheels just grew. As a kid, I could recognize almost all car models just by their headlights.

My love grew stronger when my sister introduced me to automobile magazines. I learnt a lot about the different parameters a car is judged upon, maintenance and the overall automobile business.

But a real eye-opener was Team Bhp. Since the day I discovered the website, I haven't gone back to commercial magazines. The detailed reviews, ownership experiences, and advice from fellow enthusiasts just got me hooked, and how. I would like to express my heartfelt thanks to all the enthusiasts out there who help thousands of people with their contribution to this one-of-a-kind blog.

Need for an Upgrade

As a teenager, it was always a dream to have a bike for myself. The freedom a motorcycle gives is unmatched. I spent many sleepless nights thinking about owning one. After multiple promises made and broken, finally in late 2011 came my Black Stallion, the fastest Indian version of Pulsar 220. It was a dream to own the bike at that time. It never let me down on the loneliest of the highways, and 10 years later I can safely say the bike exceeded my expectations.

My black stallion gave me the taste for touring. It introduced me to the sports tourer format. I did away with the myth that you need cruisers such as Avengers and REs of the world to cover long distances. From the scenic Himalayas to the beaches down south, I toured everywhere. In whichever part of India I resided, my Black Stallion was with me.

The only drawback with Pulsar as a tourer was that at speeds above 80, the engine felt stressed. With highways becoming better and better every day, maintaining a speed of 100 was a regular affair. But riding continuously at those speeds, although the bike never gave issues, it definitely didn't feel comfortable.

Post my MBA, when I started working again, the itch to upgrade became quite strong. Also, as me growing older, safety was on my mind. Having experienced my fair share of skirmishes, I now wanted a motorcycle with at least ABS in the safety kitty.

Options Explored

With a budget capped at 5 lakhs, I started exploring my options. I have always been an advocator of pre-loved machines, and this time was no different. When looking for a used vehicle, the condition of the vehicle matters more than anything else. Since I will be keeping the bike for a minimum of 5 years, I was looking for a fairly new example. Delhi NCR is one of the best markets in India for pre-owned machines. Therefore I was confident about finding my next ride pre-owned.

RE 650 Twins

One of my riding buddies got a Continental 650 (in the pictures below), and I rode it extensively. The engine was a gem, no doubt. The power on tap was good enough coming from P220. The twin-cylinder sound, especially with aftermarket exhausts was music to ears, and boy the bike attracts attention. However, I wasn't able to connect with the bike. Coming for Pulsar, I was used to a high-revving motor. Also, the bike felt jittery over the less-than-perfect tarmac. The bike didn't feel very comfortable at the speeds the engine was capable of.

The last nail in the coffin was too much demand. The depreciation of a pre-owned vehicle was next to nil. So it didn't make sense to go for a pre-owned example.

Honda CBR650R

Boy, this bike made me think long and hard. 4 cylinders: the sound and the smoothness are a dream for every bike enthusiast. It was a bike you buy once in your life and be done with. However, they are not easy to find in the pre-owned market, even in Delhi NCR. I couldn't find a single 650R on sale. I found a few examples of 650F, and even they were a little above my budget. So I had to finally let go of this option.

Ninja 650

I finally decided to narrow down my search to a Ninja 650. The bike ticked most of the boxes for me. It was almost 3 times more powerful than my previous ride. This was a good enough upgrade in my biking journey. A Ninja can easily maintain expressway cruising speeds of about 100-120kmph. Reliable Japanese engineering and bearable Service/Parts cost.

The only negative was I wouldn't get the 4-cylinder sound. This was something I decided to keep for the next purchase from Ninja.

Buying Experience

Since I keep my vehicles for long, I was looking for a motorcycle which was less than 2 years old, single owner, less than 10k on the odo, and color black preferably. Although there was no dearth of black Ninja 650s in Delhi, it wasn't easy to find a well-kept machine.

When dealing with pre-owned cars/bikes, I have a few rules:

• I will buy only from an owner and not at all from a dealer. Apart from getting a better deal, knowing the owner helps to understand how he/she would have maintained the machine.
• I specifically go out for a drive where I insist the owner to drive. This helps me judge the driving style and how the machine may have been driven.

After exploring a few examples, I finally met the one. It was a Black early 2018 ABS model, with about 13k on the odo. The bike was a little more ridden than the mileage cap I had in mind. However, talking to the owner, and also since the example in the discussion was black in color, I decided to check out the bike.

So one fine Saturday I rode on my Pulsar to the seller's house, which was about 60kms from my place. The bike seemed well-kept. It had all the necessary accessories installed such as frame sliders, radiator guard, fork sliders. All from Evotech. This was definitely a plus. They were no signs of abuse or any issues. The owner seemed to be an enthusiast, and I could judge his love for the machine by the way he spoke about it.

I then made a note of the upcoming expenses:

• The bike needed a full service, as the last one was done almost a year ago.
• The chain wasn't well kept and needed a thorough cleaning. Gear changes were also a bit clunky due to this.
• Tires needed a change soon.
• The brake pads needed a change in the next 4-5k km.

We bargained to a mutually acceptable price, and lo and behold a deal was made. I couldn't fathom but the Ninja was coming home soon.

In my opinion the best view of Ninja 650 (2018).

Journey So Far

Having ridden the bike almost 7k kms now, in a variety of scenarios: expressways, city, mountains, here are my thoughts:

Likes

• Engine: It's a performance powerhouse. It can surprise you with its efficiency as well. Engine braking is also quite good. Engine heat is very well managed.
• Handling: The chassis is just superb. The motorcycle is pretty chuckable for its size.
• Braking: The front Nissins are more than capable of the job. Especially the front ones.
• Slipper Clutch: A boon for noob riders who may not shift at the correct times. It has saved me a couple of times during enthusiastic riding.
• Clutch: It's super light for a bike of this size and is well-modulated too.
• Looks: Yes, I dig it, especially the side view (have I mentioned this before)

Dislikes

• Engine note: It should have been louder. There is almost no drama before 4k RPM.
• Rev Limiter: At 10.5k RPM, it's very conservative for the rev-friendly engine. It could have easily stretched till 12k RPM.
• Headlight: The halogen bulbs are not up to the task for the speeds this bike can cruise on easily. With just the headlights, it will be foolish to go beyond 80 kmph on a highway with oncoming traffic.
• Horn: Too meek. Even Activas have a better horn.
• Maintenance costs. Well, this is a premium bike, and it shows in its maintenance costs. But then the quality is top notch so you are ok to bite the bullet.

Let's dive into the details now.

Engine

Well, what to say, the bike is all about its engine. It's a gem. Low-speed tractability, mid-range punch, or the high-rev rush, it has it all. The only thing it lacks, and that too by much, is the sound, and the associated drama. It doesn't sound half as good as it performs.

The engine is very docile under 4k rpms. A Splendor will sound louder at these RPMs. Yes, it's that quiet, no kidding! The docile nature at low revs is good for newbies as the bike will not take you by surprise. Post 4K RPMs is where the 70 horses start kicking in. The engine note changes. The bike growls louder now, the two cylinders are in their rhythm now, and the engine note at these RPMs is quite sporty too. Wring the throttle, and you feel a relentless shove all up to the rev limiter. If you don't hold the tank tight enough, you are sure to test your hand grip strength. The mid-range packs enough punch to blur the horizon. Let the revs rise higher, and the acceleration only increases. The engine remains smooth and rev-friendly throughout the ranges. Though it is quite vibey in nature, especially at low RPMs.

At just 10.5k RPMs, the rev limiter seems very conservative. It feels like the engine can easily do 12k RPM and much more. But then, you remember the bike doesn't need the highest octane fuel. You make peace with the early limiter, and enjoy the mid-range. All is forgotten.

Cockpit View.

Chassis/Suspension/Handling

The highlight, well it has to be the swingarm. It's a piece of art to look at (the right half). To keep it short and simple, the chassis is well-balanced. It's spot on. Coming from 200-300CC the bike may feel heavy, provided you don't already ride a bullet. Once you get a hang of the weight, it feels pretty chuckable too. You can do pretty decent angles, and carry speeds on turns.

The suspension is pretty simple by modern motorcycle standards but does the job well for touring purposes as it's more comfort biased. Potholes are taken into stride quite well. The bike simply glides over small potholes and expansion joints. But you do feel the suspension is a bit soft. During hard breaking the front end dives quite a bit.

The rear monoshock is 6-step adjustable. I keep it at the highest setting as I prefer a stiffer setup. This setup is good for cruising at expressway speeds, but you do need to keep into account the undulations you see even on the best of the Indian highways. The bike is quite stable at highway speeds. But at the very limit, it's not the most confidence-inspiring. The tank needs a special mention since it's beautifully designed and you are very comfortable holding the bike from its tank.

Above the mountain line. With my friend's Duke 390.

Brakes

The front brakes are spot on. They have decent progression and enough bite as you increase the pressure on the lever. The rear brake is a bit underwhelming. But since the engine braking on the motorcycle is pretty good, you don't feel the need for a very strong rear brake. The rear brake can definitely do with a lot more feel and bite though.

The brake lines are all rubber, and this is a bit concerning for me. As I plan to keep the motorcycle long, the lines will become harder with time and may lose their performance. Heck, why can't Kawasaki give steel braided lines? Even my Pulsar 220 had a steel braided line for the front disc.

Tyres

The motorcycle had done around 13k when I got it. Riding on the stock Dunlops, you always needed a prayer on your lips. No kidding! There was no grip remaining. The motorcycle felt very nervous on anything but the smoothest roads, which we all know just comes in parts in India.

I upgraded to Timsuns at around the 15k mark. Having ridden 5k on these tyres, they are quite decent for the money. The motorcycle feels much more confident than the Dunlops. Loose gravel doesn't scare me much now. The wet and dry grip is decent. Tyre edges have soft rubber, which gives a decent grip and confidence while leaning the bike into turns.

Without the rear fender.

Horn, Headlight, etc

The stock horn was a joke. The Activas have it better. The meek horn was scarier on the highways as the motorcycle is capable of decent speeds, and in India, you need a loud horn to alert others at a reasonable distance. I upgraded it myself with a Minda horn (more on this later). Since then this fear has been alleviated.

The headlight is decent. Period. If you have no oncoming traffic they perform well. However, they are not meant for the high-speed runs the motorcycle is capable of. I do not recommend night touring on this motorcycle with stock headlights. My Pulsar, with the projector setup was definitely better. I am contemplating a LED upgrade. But I believe the upgrade will be more cosmetic than a performance upgrade.

Tank Range & Duel Economy

Boy, did I mention before the engine is the best part of the package? Hell yeah! The engine doesn't deliver just performance, but good efficiency as well. This is Japanese engineering at its best. In the city, the motorcycle delivers around 22-23 kmpl. On highways, it's an easy 27-28. And if you cruise at speeds of around a ton, this motorcycle can shame motorcycles from the segments below.

The performance is a bit limited by the tank range though. At just 14 litres, the tank gives a real-world range of around 280 kms. For a motorcycle which was meant for touring, a larger tank capacity would have definitely helped.

The motorcycle is quite a comfortable cruiser.

I plan to update the read with maintenance, riding gear, and upgrades as well as the trips I have done with her.

Check out BHPian comments for more insights and information.

The new Pulsar P150 is based on the next-gen Pulsar platform that was introduced in October 2021.

Bajaj Auto has announced the launch of the all-new Pulsar P150. The bike is available in two variants: single-disc and twin-disc, priced at Rs 1,16,755 and Rs 1,19,757 (ex-showroom, Delhi).

The new Pulsar P150 is based on the next-gen Pulsar platform that was introduced in October 2021. The bike now features a sharper, sportier design and an underbelly exhaust. The single-disc variant offers an upright riding position, while the twin-disc variant has a sportier stance and comes with a split seat.

The Pulsar P150 is powered by a new 149.68cc, single-cylinder engine that produces 14.3 BHP @ 8,500 rpm and 13.5 Nm @ 6,000 rpm. The engine is mated to a 5-speed gearbox.

Bajaj claims that 90% of the torque is available across the usable RPM range. The bike weighs 10 kg less than its predecessor, which is said to translate to an 11% increase in the power-to-weight ratio.

The P150 comes with a conventional telescopic fork suspension at the front and a mono-shock at the rear. Braking is handled by 260 mm and 230 mm discs at the front and rear respectively, while the lower variant gets a 130 mm drum at the rear.

The ride of the Pulsar N160 is adequately comfortable. The bike took most of the potholes and speed breakers easily.

Riding the Pulsar N160

The entire test-ride happened in heavy rains on a mix of the Mumbai-Pune Highway and some side roads.

Bikes are scary. A bike that you have never ridden before is literally the worst thing to ride in heavy rain, especially on unknown roads. But the Pulsar has that familiarity to it since it's been around for over two decades. Right from the word go, the bike felt comfortable. The seat is wide but could have been a little wider. The foot pegs are comfortably placed. While riding, I did need to stand up once while easing off over a particularly nasty pothole.

The Pulsar N160 is powered by a 164.82cc single-cylinder engine that puts out 15.78 BHP and 14.65 Nm. It's a bike that weighs over 150 kilos and is not exactly a power monster. The first thing you notice is that the low-end torque is poor. From standstill, for my 95 kilo body, it was almost mandatory to come down to the first gear. Off the red light, the N160 will not win any prizes, but it won't be too far behind more aggressive bikes in the segment. Once on the move you can easily putter around in the 40's and 50's in top gear. But anytime you need to overtake, it's necessary to drop a gear or two and get the engine in the mid-range, where there is some power available. Shift down a gear and there is adequate acceleration available.

Since it was raining heavily and I was on unfamiliar roads, it was not possible for me to go faster without endangering my life or that of others. I wish the roads were dry and I was not blinded by the heavy downpour as this seriously restricted my ability to test the bike at a slightly faster pace.

The clutch is super-light, which makes the process of shifting gears easier.  The transmission, however, is prone to false shifts, especially between neutral and second gear.

Coming to NVH, there are no irritating vibrations felt on switching on the engine. Engine noise is muted while riding at low rpms. It's only on hard acceleration that the engine gets noisy. Overall, the bike sounds very similar to other bikes in the segment.

The ride of the Pulsar N160 is adequately comfortable. The bike took most of the potholes and speed breakers easily. But this segment hardly has any bike, which does not do the same.

Again, as it was raining heavily and my speeds were restricted, it is not possible to comment on the straight line stability at higher speeds. While, the handling is predictable at city speeds, how the bike handles at high speeds remains to be seen.

The N160 has very good brakes. After a couple of stops, I had enough confidence in the brakes. I was able to slam them without the fear of a skid. Despite the flooded roads, the bike did not display any nervousness while braking. It held its line really well. I have not ridden the single channel variant, but as there is a better option available, I request everyone to buy this dual channel ABS version over the cheaper alternative.

Some images from the test-ride:

Continue reading the discussion on the Bajaj Pulsar N160 on our forum.

Despite the flooded roads, the bike did not display any nervousness while braking. It held its line really well.

Bajaj Pulsar N160 Pros

• Smooth and refined engine offers good power and fuel efficiency
• Excellent braking especially in very wet condition thanks to the dual channel ABS
• Comfortable riding position
• Extremely light clutch is a boon in urban traffic
• Looks similar to the more powerful Bajaj Pulsar F250
• Bajaj's pan-India presence and solid service network

Bajaj Pulsar N160 Cons

• Gearbox is prone to false shifts, especially between neutral and second
• Low end torque is irritating in heavy traffic
• No smart phone connectivity
• Priced higher than some more powerful options
• Competing in an over-crowded segment with not just bikes from other manufacturers, but Bajaj itself

Read Team-BHP's detailed Bajaj Pulsar N160 Review.

The 2022 Pulsar N160 is based on the new Pulsar platform.

Bajaj has launched the new Pulsar N160 priced at Rs. 1,27,853 (ex-showroom, Delhi).

The 2022 Pulsar N160 is based on the new Pulsar platform, which was introduced with the launch of the Pulsar 250 last year.

The bike features an aggressive design with a step seat and an underbelly exhaust. It comes with an LED projector headlamp, a semi-digital instrument cluster and a USB mobile charger.

Powering the Pulsar N160 is a 165cc, single-cylinder engine that makes 16 BHP and 14.65 Nm. The bike rides on telescopic fork front suspension and a monoshock at the rear, while the braking setup comprises a 300 mm front disc and a 230 mm disc brake at the rear. It also comes with dual-channel ABS.

The all-new Pulsar 250 range was launched in October last year with prices starting at Rs. 1.38 lakh (ex-showroom).

Bajaj Auto has sold 10,000 units of the new Pulsar N250 and Pulsar F250 in less than 6 months since their launch.

The all-new Pulsar 250 range was launched in October last year with prices starting at Rs. 1.38 lakh (ex-showroom).

The new Pulsar 250 range is based on a tubular frame and features telescopic fork suspension at the front and a mono-shock at the rear. Both bikes get disc brakes in the front and rear as well as single-channel ABS.

The Pulsar N250 and F250 use the same 249cc, single-cylinder, oil-cooled engine that makes 24 BHP @ 8,750 rpm and 21.5 Nm @ 6,500 rpm. It is mated to a 5-speed gearbox accompanied by a slip and assist clutch.

The next-gen Bajaj Pulsar 125 could be launched in the Indian market later this year.

The next-generation Bajaj Pulsar 125 has been spotted testing in Chakan, near Pune.

While there is no clear indication of this being a 125cc bike, its overall dimensions and the size of the engine block suggest that it could be the entry-level Pulsar. Moreover, the it appears to be powered by an air-cooled engine and has the chain cover similar to the current-gen Pulsar 125.

The spy image suggest that the new Pulsar 125 could get a bikini-style fairing that houses a single projector headlamp. It also has a chin fairing and a flat seat.

The test bike is equipped with conventional telescopic fork suspension and alloy wheels. It has a single disc brake at the front.

Reports suggest that the next-gen Bajaj Pulsar 125 could be launched in the Indian market later this year.

Source: Autocar India

The motorcycle has not been used for the last 4+ years. Due to the limited parking space, it has been left in the open.

BHPian amvj recently shared this with other enthusiasts.

I am in a dilemma about an old Pulsar 150 which I have bought in 2006 and it is TN registered. It is currently in Bangalore and a non-runner for the past 4+ years. Riding a TN registered vehicle in KA is a hassle. Need to deal with cops on a regular basis. So I bought new vehicles in Bangalore. The car parking area is small and it is occupied by my car and my KA registered scooter. The Pulsar is left in the open and getting sun and rain. Although I tried to put cover, the majority of the year it is very windy and makes the cover difficult to stay on the bike. Now I am thinking about moving it back to TN.

Is it possible to move it using packers & movers? I believe they will ask for a pollution certificate (bike is a non-runner), insurance (no insurance of the bike at the moment but can be taken) and road tax (road tax expired on July 2021).

Repair or sell or exchange or scarp?

• Repair: Repair, move it back to TN and sell it there?
• Sell: Selling the bike (may sell for peanuts) in KA is another hassle since it is TN registered. My biggest worry is the proper name transfer rather than the money I might get. The bike is currently in terrible condition and no one will come forward for it. Not interested in Olx and other platforms as it is more of a headache to deal with random people.
• Exchange it in the KA through motorcycle dealers and get a new KA bike? Not sure whether it is possible or any dealer will even look at it. Need help. Also, I don't need to buy a new vehicle.
• Scarp: Is it possible? I assume closing the RC is a bit of a hassle?

I believe the following things need to be changed or repaired:

• Both tyres need to be replaced - ~4K
• Battery (already taken out) - ~1.5K
• Suspension is saggy
• Springs might have worn out
• Fork oil
• Engine oil
• If new suspension ~ 5K
• Brakes are kind of jammed as it is hard to move. Might need new brakes.
• Brake calipers - ~1K
• Brake disc + fluid reservoir - ~ 1.5K. I checked the brake fluid reservoir and the liquid is all hardened kind of gummy.
• Brake fluid - 100
• Need to check the rear brake as well
• Fuel pipes - 500
• New oil, petrol - 3K
• Air filter - ~200
• Labour charge - Not sure (4K?)
• Road tax - 3K? (including agent charge, etc)
• Chain, sprocket change - 1K
• Engine service
• Carburettor cleanup
• Labour charge
• Insurance - ~1K
• Road tax - ~1K

I did some rough calculations and the repairs may cost around anywhere between 20-30K but I am in a dilemma whether it is worth repairing a 15-year-old Bajaj.

What is the best way to proceed forward?

Here's what BHPian gkveda had to say about the matter:

My suggestion is to go to Hosur (just 35kms from Bangalore) and catch some mechanic and tell him about the bike. Ask him if he is interested in the purchase and resell to some locals. Whatever rate he quotes, accept it and sell it to him. You may need to spend some 1-2 k to make the bike runnable. Once it starts and is ready to run, ride to Hosur and complete the transaction (both legally and financially).

Here's what BHPian anjan_c2007 had to say about the matter:

Apart from the costs involved that you have stated, the bike after clearance of all taxes will have to undergo the 15-year plus fitness test (2006-21) to enable it to run for a further five years.

It appears that you can do without the bike too at this stage due to your parking problems and the bike getting neglected. Hence, you can apply for de-registration at the RTO where it was registered saying the bike is rendered mechanically unfit for further usage. After deregistering, you can sell it for scrap to some used bike dealer though it will fetch you a pittance.

Or else, you can await the vehicle scrappage policy that shall be effective for private vehicles very soon. Herein, hassles like payment of full due RTO taxes before de-registration and issue of scrapping certificate have been removed.

The current procedure for de-registration is available on the VAHAN website.

Here's what BHPian condor had to say about the matter:

Unofficial scrapping: grind out the engine number & chassis number, remove the number plates and sell it to a mechanic.

The Pulsar 2006 is in noman's land. There are newer Pulsars that people can get.

One other option is to take it back to TN, donate it to someone but ensure that he takes care of the RC transfer and fitness requirements. Of course, to do an RC transfer the bike must first pass the fitness.

Here's what BHPian dhanushs had to say about the matter:

If the bike doesn't have a sentimental value, I'd suggest scrapping it or selling it legally in TN for whatever you can get.

I personally have learnt that maintaining old vehicles, even if very well maintained, is getting tougher day by day.

Here's what BHPian 2000rpm had to say about the matter:

This bike will be on the road within 5k and will be in excellent condition with 10K. You are highly overestimating the costs. Remember it's a Bajaj, the only thing it is good at is being cheap.

Check out BHPian comments for more insights and information.

The Pulsar F250 competes with the Suzuki Gixxer SF 250 and the likes. On the other hand, the Pulsar N250 locks horns with bikes such as the Suzuki Gixxer 250 and Yamaha FZ-25.

Bajaj Auto has launched the Pulsar F250 and N250. The former is a semi-faired model that has been priced at Rs. 1.40 lakh whereas the latter is a naked variant that costs Rs. 1.38 lakh (ex-showroom). Both bikes are available in two colours - Techno Grey and Racing Red.

The Bajaj Pulsar F250 and N250 use a tubular frame. They are powered by a 249cc, single-cylinder, oil-cooled engine that makes 24 BHP and 21.5 Nm. It is mated to a 5-speed gearbox accompanied by a slip and assist clutch.

In terms of features, both motorcycles come with an “Infinity Display Console” with a tachometer needle, split seats, alloy wheels, split pillion grab rail, and a USB charger. They also have a bi-functional projector-type LED headlamp along with LED DRLs.

For the suspension, the Bajaj Pulsar F250 and N250 have a pair of telescopic forks at the front and a mono-shock at the back. The braking duties are handled by a 300 mm front disc and a 230 mm rear disc. A single-channel ABS comes as standard.

The Bajaj Pulsar F250 competes with the Suzuki Gixxer SF 250 and the likes. On the other hand, the Pulsar N250 locks horns with bikes such as the Suzuki Gixxer 250 and Yamaha FZ-25.