Hero Xpulse 210 Long-Term Review: India's Most Honest Adventure Motorcycle
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| image credits:carwale |
When Hero MotoCorp launched the Xpulse 210 in early 2025, the India ADV community had a mixed response. Enthusiasm for the liquid-cooled engine and all-new platform, balanced against scepticism about the 210cc displacement when rivals were pushing 250cc, 390cc, and beyond. And then there was the elephant in the room — could Hero, a brand better associated with commuter dominance than adventure credibility, actually build a motorcycle that earned the trust of riders who take their off-road seriously?
After 3,600+ km across city streets, monsoon roads, a Pune highway run, and a structured off-road trail, here is the complete, unvarnished answer: yes, more often than you'd expect, and not quite in the way you'd assume.
The Xpulse 210 is not the fastest, most exciting, or most exotic ADV you can buy in India at this price. It is, however, the most honest — and after months of daily riding, that quality turns out to matter considerably more.
Design: Evolved, Sharper, Purposeful
The Xpulse 210 is an evolution of the 200's familiar silhouette, not a visual revolution — and that is the right call. Hero's design team has made the 210 sharper without losing the dual-sport accessibility that made the 200 series so popular.
The high-set front fender is more angular now. The tank extensions are more sculpted, with a slimmer intersection where the tank meets the seat — a functional improvement for off-road standing ergonomics that also looks better on the road. The tail section is cleaner and sleeker than the 200. Overall, the 210 presents itself as a more quintessential dual-sport ADV, less industrial, more rider-focused.
Top variant graphics, however, are a point of genuine debate. The colour schemes — especially in the top-spec finish — are busy. Multiple graphics, riot-of-colour schemes, and a glossy plastic finish give certain combinations a toy-like quality that doesn't suit the motorcycle's capability positioning. Hero should offer a simple monotone or minimal graphic option for riders who want the hardware without the visual noise.
Build quality is another honest concern that has emerged from extended ownership. The number of plastic panels and covers is excessive compared to the previous generation Xpulse, and early ownership reports across Team-BHP suggest that panel vibes and buzzing noises are a realistic long-term outcome as these components age. The leg guards are genuinely flimsy for a motorcycle that is expected to take falls during trail use. Aftermarket crash protection is a near-mandatory purchase for any owner who rides off-road seriously. Mirrors extend outward further than ideal — practical for visibility, but vulnerable in urban lane-splitting.
Despite these criticisms, the overall design communicates what it needs to: this is a purposeful dual-sport motorcycle, not a lifestyle prop.
Key specifications:
- Engine: 210cc, liquid-cooled, DOHC, 4-valve, single-cylinder
- Power: 24.3 bhp @ 9,250 rpm
- Torque: 20.7 Nm @ 7,250 rpm
- Gearbox: 6-speed with slipper clutch
- Front suspension: 41mm telescopic forks, 210mm travel
- Rear suspension: Progressive link monoshock, 205mm travel, 10-step pre-load adjustable
- Ground clearance: 220mm
- Wheelbase: 1,446mm
- Kerb weight: 168–170 kg (variant dependent)
- Fuel tank: 13 litres (usable: ~10 litres in practice)
- Price: ₹1.55–1.62 lakh (ex-showroom, variant dependent)
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| image credits:carwale |
The Engine: A Liquid-Cooled First for Xpulse — And It Earns It
This is the headline change, and it delivers. The Xpulse 210 uses the 210cc liquid-cooled DOHC unit first introduced on the Karizma XMR — but Hero has made meaningful modifications specifically for ADV use. New cam profiles, a different intake and exhaust setup, a revised engine map, and critically, a shorter final drive ratio (14/46 vs the Karizma's 14/42) transform the character of what is essentially a shared block into a motorcycle with a very different personality.
The result of that cam timing and shorter gearing work is significant: 70% of the torque is available from 3,000 rpm, which gives the Xpulse 210 a tractability that its peak-power figures on paper don't suggest. In city riding, second and even third gear can be held through crawling traffic without any protest — a quality that makes daily commuting considerably less fatiguing.
The engine sounds good, feels crisp, and is an entertaining performer. The mid-range, between 5,000 and 7,000 rpm, is where the engine is at its best — strong, characterful, and accompanied by an exhaust note that Team-BHP testers compared to a proper dirt bike. It's the kind of sound and feel that makes even a mundane city commute feel rewarding.
On the highway, there's a better surge of torque around 80–90 km/h which means overtakes don't require a lot of planning, downshifting, or rolling on the throttle to the stop. In practice, 100–110 km/h is where the engine is most comfortable. Push beyond that and the short gearing means the engine is spinning hard — when pushed beyond 110 km/h, the motorcycle is capable of going up to 140 km/h but the engine is clearly out of its comfort zone at that speed.
For committed highway touring at 120+ km/h, the Xpulse 210 is not the appropriate tool. For everything else — city commuting, weekend trail riding, spirited mountain roads, and occasional highway runs at sensible speeds — the engine is one of the most engaging units available in its segment.
The slipper clutch is well-executed — light at the lever, consistent in action, and provides genuine trail-riding confidence during aggressive downshifts.
One concern that has emerged from extended ownership: the Xpulse 210 has seemingly had a fair few engine reliability issues, as shared by owners online. In Autocar India's 3,600 km long-term test, the check engine light came on three times — twice self-clearing, once cleared by a workshop scan indicating an O2 sensor error. This is consistent with multiple independent owner reports across forums and is the most significant long-term reliability concern for prospective buyers.
Ride & Handling: Long-Travel Suspension That Actually Works
The Xpulse 210 rides on 41mm telescopic forks with 210mm of travel up front and a 10-step pre-load adjustable progressive link monoshock with 205mm travel at the rear. Both represent a significant upgrade over the Xpulse 200 4V's setup, and in daily use, the difference is immediately and consistently appreciated.
On bad broken city roads — the pothole-laden arterials, unmarked speed breakers, and expansion joint sequences that define Indian urban commuting — the Xpulse 210 is, quite simply, one of the most comfortable motorcycles in any segment at this price. The seat is reworked and feels like a sofa. The long-travel suspension absorbs surface imperfections with a progressive, unhurried motion that keeps the rider composed through surfaces that would rattle a conventional street motorcycle. It is a genuine daily rider's luxury in a motorcycle primarily designed for trail capability.
On the road, the suspension setup feels sophisticated. The Xpulse 210 rides stable at triple-digit speeds, and there's no noticeable wallowing over uneven surfaces despite the long-travel setup.
Off-road is where the real capability becomes apparent. The Xpulse has always been a capable off-road motorcycle, and the new one takes it one step further. On a structured trail covering dirt tracks, sand, grassland, and rocky water crossings, the Xpulse 210 handled everything with composure on stock Eurogrip tyres. Rear ABS disabled in Trail mode — the appropriate setting for off-road use — allowed controlled rear slides that experienced riders can manage intuitively.
One consistent criticism across long-term ownership: the suspension is tuned soft enough that under heavy off-road impacts, aggressive jumps, or riding two-up, the rear monoshock approaches its travel limits. Under some jumps or with a pillion, the rear link-based suspension may bottom out. Hardcore trail riders who regularly ride with aggression would benefit from a suspension service and slightly firmer damping calibration. For the majority of dual-sport and beginner-to-intermediate off-road riders, the stock setup is well-matched.
ABS Modes:
- Road mode: Full dual-channel ABS
- Trail mode: Rear ABS disabled — allows rear slides for off-road control
- This dual-mode ABS implementation is a key practical off-road feature at this price point
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| image credits:carwale |
Technology & Features: Punching Above Its Price
The Xpulse 210 Top variant's feature set genuinely exceeds expectations for a motorcycle in the ₹1.55–1.62 lakh price bracket.
The 4.2-inch full-colour TFT display is clear, well-organised, and readable in direct sunlight. It displays the expected suite — gear position, trip meters, fuel level, time — along with a gear-shift indicator that nudges you toward efficient riding, Bluetooth connectivity for phone pairing, and turn-by-turn navigation support. The neat, modern-looking matte-finished TFT displays quite a lot of info and is legible — particularly the gear shift prompts for eco riding indication.
Dual-channel ABS with two road-relevant modes (Road and Trail) is standard on the Top variant — a meaningful safety and capability feature that rivals at this price don't always offer with Trail mode as standard. The slipper clutch adds both daily convenience and trail-riding confidence. A rear luggage rack is standard and offers good mounting points for soft luggage — there are plenty of mounting points for luggage, and the luggage rack is quite practical and offers good mounting options.
Knuckle guards and a tall windscreen are standard on the Top variant. The windscreen is functional in reducing wind blast but suffers from optical clarity issues — Hero should improve the unit's optical clarity. Distortion at certain viewing angles creates mild visual fatigue on longer highway stints.
The adjustable handlebar is a welcome ergonomic feature — allowing riders to tune the riding position between a more upright trail stance and a slightly more relaxed touring position. Wide bars are well-positioned for off-road control and carry over comfort advantages to city riding.
Service interval: 6,000 km — on the shorter side for a commuter-use motorcycle, and a realistic cost-of-ownership factor to budget for. First service cost: ₹1,346 — among the most accessible service costs for any liquid-cooled ADV in India.
Fuel Efficiency: Consistent and Usable
Real-world fuel efficiency from Autocar India's 3,600 km long-term test:
- City commuting (Mumbai traffic): 27–30 km/l depending on pace
- Highway cruise (Mumbai–Pune): 34 km/l at a comfortable pace around 100 km/h
These are competitive figures for a 210cc liquid-cooled engine. The short gearing improves city rideability but costs efficiency at higher highway speeds — the engine spinning harder than it needs to when pushed past 110 km/h.
One practical note on the fuel tank: even though this is a 13-litre tank, filling up past 10 litres is difficult even when ridden well past the point the low-fuel warning light activates. Effective range in city conditions, at 28–30 km/l on approximately 10 usable litres, is around 280–300 km — reasonable but worth bearing in mind before long rural rides.
The Radiator Fan: An Honest Ergonomic Problem
This is a real-world issue that deserves direct, honest mention. There is a steady hit of hot air that your left leg needs to endure from the radiator fan. It doesn't get burning hot, but it's well beyond what I'd term 'warm', and this could be an issue for some.
The side-mounted radiator directs heat toward the rider's left leg at low speeds and in traffic — precisely the conditions where the fan runs most frequently. In Indian summer conditions, this becomes genuinely uncomfortable for city commuters. It's not a safety concern, but it is a daily ergonomic irritant that Hero should address through better heat management in future variants.
3 Real-World Case Studies
Case Study 1: The Daily Commuter Who Discovered Trails — Karan, Pune
Karan bought the Xpulse 210 Top primarily as a daily commuter after upgrading from a Honda CB Unicorn. He had no prior off-road experience. After four months, the bike has become the vehicle through which he discovered trail riding — starting with light gravel paths near Pune and progressing to structured weekend trail sessions near the Sahyadris. He highlights the Trail ABS mode and compliant suspension as the features that gave him confidence to attempt off-road riding for the first time. His city fuel efficiency of 28–29 km/l meets his commuting budget. His one standing complaint: the radiator fan heat on his left leg during Pune's summer afternoon traffic becomes genuinely uncomfortable.
Case Study 2: The Weekend Adventure Rider — Meghna, Bengaluru
Meghna owns an Xpulse 200 4V and upgraded to the 210 within two months of its launch. The primary motivation: the liquid-cooled engine's extra performance margin for longer weekend rides and the improved touring capability of the sixth gear. After five months of weekend rides across Karnataka's forest roads and trail sections in the Bisle Ghat area, her verdict is enthusiastic: the engine's mid-range character has genuinely expanded the pace she's comfortable carrying on technical terrain, the suspension's longer travel handles trails better than the 200 ever did, and the TFT with Bluetooth is a daily convenience on longer navigation-dependent rides. Her concern: the check engine light appeared twice in five months — self-clearing both times — and has introduced a latent reliability anxiety she didn't have with the 200 4V.
Case Study 3: The Highway Tourer — Arjun, Delhi NCR
Arjun uses the Xpulse 210 for weekend rides from Delhi to the Himachal foothills — typically 300–400 km round trips. His evaluation after six months focuses on the highway experience: the 210 is comfortable and manageable at 90–100 km/h, delivers 32–34 km/l at that pace, and the large seat and adjustable bars reduce fatigue on three-hour stretches. He notes clearly that 120+ km/h highway cruising strains the engine and vibrations through the handlebars become noticeable above 80 km/h. He fitted a national pannier rack and soft bags — and confirms the mounting points make luggage fitment practical and secure. His hill-road feedback is strongly positive: the engine's tractability in second and third gear on mountain switchbacks is impressive and requires minimal gear changes.
Hero Xpulse 210 vs. Key Rivals
| Feature | Hero Xpulse 210 Top | Royal Enfield Himalayan 452 | KTM 390 Adventure | Yezdi Adventure |
|---|---|---|---|---|
| Engine | 210cc LC DOHC, 24.3 bhp | 452cc LC DOHC, 40 bhp | 399cc LC DOHC, 46 bhp | 334cc LC DOHC, 29.7 bhp |
| Torque | 20.7 Nm | 40 Nm | 37 Nm | 28.2 Nm |
| Suspension Travel (F/R) | 210 / 205 mm | 200 / 200 mm | 170 / 177 mm | 200 / 190 mm |
| Ground Clearance | 220 mm | 230 mm | 200 mm | 220 mm |
| Trail ABS Mode | ✅ Yes | ✅ Yes | ✅ Yes | ❌ No |
| TFT Display | ✅ Yes (4.2-inch) | ✅ Yes (4-inch) | ✅ Yes | ✅ Yes |
| Slipper Clutch | ✅ Yes | ✅ Yes | ✅ Yes | ✅ Yes |
| Kerb Weight | 168–170 kg | 196 kg | 185 kg | 186 kg |
| City Fuel Efficiency | 27–30 km/l | 25–28 km/l | 22–25 km/l | 25–28 km/l |
| Service Cost | ✅ Lowest (₹1,346 first) | ❌ High | ❌ Highest | Moderate |
| Price (ex-showroom) | ₹1.55–1.62 lakh | ₹2.69–2.84 lakh | ₹3.73–3.87 lakh | ₹2.09–2.26 lakh |
| Off-road Accessibility | ⭐⭐⭐⭐⭐ | ⭐⭐⭐⭐ | ⭐⭐⭐ | ⭐⭐⭐⭐ |
| Highway Touring | ⭐⭐⭐ | ⭐⭐⭐⭐⭐ | ⭐⭐⭐⭐⭐ | ⭐⭐⭐⭐ |
What We Love After 3,600 km
- Liquid-cooled 210cc engine — a genuine generational leap over the 200 4V; characterful, tractable, rewarding to ride
- Long-travel suspension — 210mm front and 205mm rear travel make every road surface, from broken city tarmac to trail terrain, manageable with confidence
- Trail ABS mode — disables rear ABS for off-road control; a meaningful, practical feature at this price bracket
- City commuting ergonomics — the Xpulse 210 is genuinely one of the most comfortable daily city motorcycles available at any price
- Fuel efficiency — 27–34 km/l across conditions is class-competitive for a liquid-cooled ADV
- Service costs — ₹1,346 for the first service; Hero's dealer network accessibility is unmatched in India
- Luggage mounting system — rack and multiple mounting points make adventure-use luggage setup genuinely practical
- Price-to-capability ratio — at ₹1.55–1.62 lakh, nothing in India offers this combination of off-road capability, daily comfort, and feature set
- Dakar development input — Hero MotoSports involvement in chassis development is real and felt in the off-road composure
What Could Be Better
- Check engine light reliability concern — three incidents in 3,600 km (Autocar India); consistent pattern in owner community; needs monitoring
- Radiator fan heat on left leg — a genuine daily ergonomic issue in city conditions and Indian summer heat
- Short gearing limits highway cruising comfort — comfortable at 90–100 km/h; strained above 115 km/h
- Plastic build quality and panel count — too many panels; vibration and rattling likely with age; not off-road fall-friendly
- Leg guards are flimsy — aftermarket crash protection is near-mandatory for serious trail riders
- 10-litre effective fuel tank capacity — despite a 13-litre tank, real usable range is limited
- Windscreen optical clarity — functional for wind reduction but distorts vision at certain angles
- Soft suspension may bottom out under aggressive off-road riding or with a pillion — stock tune suits beginner-to-intermediate riders
Verdict: India's Most Honest Adventure Motorcycle
After 3,600+ km — across city traffic, monsoon roads, a highway run to Pune, and genuine off-road trails — the Hero Xpulse 210 has delivered what its most enthusiastic advocates promised and confirmed what its sceptics warned about.
On the positive side: the liquid-cooled engine is a genuine revelation — characterful, tractable, and rewarding in a way that no air-cooled Xpulse ever was. The long-travel suspension makes the Xpulse 210 one of the most comfortable daily riders in India at any price. The Trail ABS mode, adjustable bars, practical luggage mounting, and accessible service costs complete a package that is, at ₹1.55–1.62 lakh, genuinely remarkable value.
On the concern side: the check engine light pattern across multiple owner experiences is a legitimate question mark over long-term engine reliability that Hero needs to address through a software or hardware update. The radiator fan heat management is a daily irritant that has no business being present in a production motorcycle. The plastic panel count and build quality raise realistic concerns about ageing gracefully.
It's an honest, characterful, and thoroughly enjoyable motorcycle — and that is exactly the right verdict after months of real-world use. It is not trying to be the fastest, the most powerful, or the most prestigious ADV in India. It is trying to be the most accessible, most capable-per-rupee, and most enjoyable dual-sport motorcycle available to Indian riders today — and at that specific brief, it succeeds more completely than any rival at its price.
For beginner-to-intermediate riders seeking their first real ADV experience, daily commuters who want off-road capability without compromise in city usability, and weekend trail riders on a budget, the Hero Xpulse 210 Top is the clearest, most honest recommendation in Indian adventure motorcycling under ₹2 lakh. Just buy aftermarket crash protection on day one.
Final Score: 4.1 / 5
| Category | Score |
|---|---|
| Engine Character & Performance | 4.4 / 5 |
| Suspension & Ride Quality | 4.5 / 5 |
| Off-road Capability | 4.3 / 5 |
| City Commuting Comfort | 4.6 / 5 |
| Build Quality & Finish | 3.4 / 5 |
| Features & Technology | 4.2 / 5 |
| Fuel Efficiency | 4.3 / 5 |
| Long-term Reliability | 3.5 / 5 |
| Value for Money | 4.7 / 5 |
| Overall | 4.1 / 5 |
Frequently Asked Questions
Q: What is the real-world fuel efficiency of the Hero Xpulse 210? City commuting delivers 27–30 km/l depending on traffic pace. Highway riding at around 100 km/h returns approximately 34 km/l. These are figures from Autocar India's official 3,600 km long-term test.
Q: Is the Hero Xpulse 210 good for highway touring? Comfortable for highway runs at 90–100 km/h. Effective usable fuel tank capacity of approximately 10 litres limits range to around 300 km per fill. The short gearing makes sustained speeds above 115 km/h hard work. For primarily highway use, the Royal Enfield Himalayan 452 is a more suitable choice. For mixed city, trail, and occasional highway use, the Xpulse 210 is excellent.
Q: How does the Xpulse 210 compare to the Royal Enfield Himalayan 452? The Himalayan 452 is the superior highway tourer — more power, better long-distance comfort, and a more refined high-speed character. The Xpulse 210 is the better off-road performer for its weight class, significantly more fuel efficient, dramatically lower in service costs, and offers better value per rupee. Budget determines the choice: at ₹1.55–1.62 lakh vs ₹2.69–2.84 lakh, they aren't directly comparable.
Q: Is the check engine light issue a serious concern? It is a genuine concern that deserves transparent acknowledgement. Multiple owner reports and Autocar India's long-term test confirm the pattern. In most cases, the light has been self-clearing or cleared by a basic scanner with no mechanical consequences. However, for long-distance remote touring, this is a reliability question mark buyers should weigh before purchase.
Q: Is aftermarket crash protection necessary for the Xpulse 210? For any owner who rides off-road, yes — emphatically. The stock leg guards are too light for serious trail use. Engine guard, crash bars, and hand guard upgrades are recommended purchases alongside the motorcycle for riders who intend to use it for its intended purpose.
💬 Share Your Xpulse 210 Story
The Xpulse 210 community in India is one of the most active and genuinely enthusiastic in any segment. Long-distance ride reports, trail discoveries, luggage setups, and real-world reliability experiences are being shared daily on Team-BHP, Xpulse owners' groups, and social platforms. Have you owned the Xpulse 210 for an extended period? Did the check engine light appear for you? How did the suspension hold up under your riding style?
Drop your experience, mileage, and honest verdict in the comments below — we read every one.
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