The Xpulse 200T 4V will be introduced by Hero MotoCorp later this month in the Indian market. On the brand’s El Salvador website, however, information about the bike has already surfaced.
The Xpulse 200T 4V receives a dual-tone color scheme, judging by website photos. A body-colored visor has been added to the top of the relocated LED headlamp. The bike also receives new bash plates, tubular grab rails, and rubber gaiters on the front fork.
A digital instrument console with Bluetooth connectivity and turn-by-turn navigation will also be added to the Xpulse 200T 4V.
The Xpulse 200T 4V, as its name implies, will be propelled by a 199.6cc, single-cylinder, 4-valve engine. This engine produces 17.35 Nm at 6,500 rpm and 18.8 BHP at 8,500 rpm. It’s likely that the suspension and brakes will remain intact.
The Kawasaki Versys 650 demonstrates that mounting a set of 17-inch wheels to a motorbike that would often be considered a tour-adventure motorcycle can be a smart move. You end up with a bike that has adjustable suspension to tackle any type of road, but the smaller wheels make the handling light and simple. These motorcycles are ideal for riders who want full all-road comfort and capability but have no interest in riding their vehicles in areas where no roads exist. And that was the XPulse 200T’s promise when it was first unveiled at EICMA 2018 as a brother to the XPulse. However, things didn’t exactly work out as planned.
Given that it has the same bodywork as the off-road bike, there is no mistaking this for an XPulse at a glance. You can find out everything here. However, when you park them side by side, the XPulse will be significantly larger because it has larger wheels and more suspension travel than the T. The T shares its swingarm, brakes, wheels and tires, carbureted engine, and even the rear shock with the Xtreme 200R, although it uses the XPulse’s main frame. And thus lies the first letdown. The T’s front and rear suspension travel are 130mm and 110mm, respectively, as on the Xtreme 200R. That is significantly different from the 190/170mm setup on the XPulse, and it shows.
The T rides just how you would anticipate a typical street bike on the road. The suspension has a nice amount of pliancy, which keeps things pleasant, but it doesn’t quite eat into craters as the XPulse can. Thanks to the sticky MRF rubber, handling is also rather decent, although because of the bike’s longer wheelbase and more relaxed steering angle, it isn’t as responsive or dynamic as the Xtreme.
Although it’s a bit of a stretch, the name ‘T’ is supposed to stand for ‘Tour. The XPulse’s tiny windscreen is one thing, but the T’s larger inconsistency with that designation is in its powerplant. The exact same carburetted 18.4hp/17.1Nm air-cooled, 2-valve motor from the Xtreme is used in the XPulse T, together with a precise 5-speed gearbox. This one can only be used with a carburetor, unlike the XPulse.
The performance is typical, with a tendency to become breathless at 110 kph while being torquey and tractable at lower speeds. The XPulse’s power ratings are the same, but thanks to the optional fuel injection, the bike’s engine is a little less sensitive when required to maintain high speeds for extended periods of time. However, the kind of performance you’ll find on both XPulses is more suited for fast city work or on slow tough trails rather than for carefree cruising.
The XPulse T is a street bike as of right now, and it’s pretty affordably priced at Rs 94,000 (ex-showroom, Delhi). It is even more cost-effective than the Xtreme 200R because it includes a complete LED headlamp and a Bluetooth-enabled LCD instrument console with turn-by-turn navigation. If you do decide to buy this device, you should be aware that the only XPulse-related features are the appearance and the name.
Hero has created a style that is sure to last. This will prevent the motorcycle from aging as quickly as some other motorcycles with comparable styling. Additionally, the cost of the spare components is reasonable. The price of a cone set, for instance, is Rs 500, and the handlebar is similarly priced. The fit and finish are excellent, and the paint quality is respectable. It’s not difficult to steer the motorcycle in congested areas or while moving through traffic. You have a fantastic view and are seated high up. Even in full daylight, the instrument cluster is distinct and easy to see.
The XPulse T handles corners well as well. You can easily bike through the rough things because of the good bump absorption. According to the motorcycle’s onboard trip computer, it delivered close to 40 kmph in terms of fuel efficiency. With this and the 13-liter fuel tank, the range is greater than 500 km. It is safer to start the engine with the side stand on because the engine won’t start otherwise.
Basically, this encapsulates the motorcycle’s good points. Moving on, let’s discuss the areas that may have used improvement.
The Hero XPulse T has a lower ground clearance than its off-road inclined siblings, with 177mm. As a result, a particularly tall speed breaker will be grazed by the belly pan. This is with only a 90 kg rider present.
There is a very good probability of hitting the speed limiter if there is a pillion. Long rides on the pillion seat are uncomfortable. Only 20 minutes into the ride, my pillion passenger began to grumble. Even though it is marketed as a tourer, the 200cc, 18.4PS/17.1Nm engine exhausts itself at 80 kmph. It’s also a little awkward to change from first to second gear. Only those who download the RideGuide app can use the navigating feature.
Even though all of these problems are well-known, it is unsettling that Hero workshops didn’t pay as close of attention as we would have liked. For instance, both of the test XPulse T motorcycles I received had the service indicator turned on. I was given the assurance that these motorcycles had undergone a thorough inspection before being delivered. At the same time, the warning indication will begin to flash when you use the front brake (if your vehicle has ABS) at even low speeds. Even with the Xtreme 200R, I have never seen anything like this (same set of brakes and engine).
Another thing I found was that when the motorcycle is in gear and the engine is off, thumbing the starter will cause the motorcycle to advance by at least two meters. This may be a surprise after knowing too many owners.
The Hero MotoCorp XPulse twins have not yet received a BS6 update. It is expected that the announcement for the XPulse will also be made at the gala event scheduled for February 18, 2020. Price increases of about Rs 5,000 over the carb version are to be anticipated. We think Hero might have fixed these problems by the time the BS6 models are introduced.