March 4, 2019 Hero Destini 125 First Review and First Ride

Hero Destini 125 First Review and First Ride

Hero Maestro Edge is the cash cow for the manufacturer in the 110cc scooter segment. But seeking the share of all others in the premium 125cc segment, Hero has cut that cookie with Destini 125.

Now, if you think Destiny 125 is familiar, then it seems! Hero had shown the scooter back in the auto expo in February, although at that time, it bore the pair 125 bets. Masculine bodywork with smooth lines certainly reminisces other hero scooters. However, Destiny 125 Sports Chrome It is not enough to make a ton, but it is enough to make it, which shows a cut over its 110cc brothers and sisters. Combine shiny metal with an array of rich metal colors on offer and Destiny 125 justifies the blind ‘premium’ tag.

Hero Destini 125 First Review and First Ride

Another factor that defines a premium scooter is the list of features it offers. And compared to its direct competitors, Destiny 125 offers a lot like an external fuel filler cap and optional USB charging. However, Hero has equipped Destiny 125 with i3S technology, which was previously limited to only its motorcycles, which separates it.

This system closes the engine when a certain number of seconds is left on the idle, which causes a bit more protection of fossil fuels. And as easy as it seems, it turns back with only one touch of the rear brake and the turn of the throttle.

Nevertheless, Hero Destiny does not go away with its revolutionary features and provides decent storage space for utilitarian needs. There are two hooks in front of it; On the front of one seat front and one on the front apron The 19-liter boot is good enough to store half-face helmets and some other nick-nac. The boot also includes optional boot lights and USB charging ports that come standard as the VX version.

Destini 125 also provides an analog speedometer with a digital unit that displays the fuel level, tripmeter and odometer. The instrument cluster also has Side Stand Indicator and Service Du Indicator.


Destini 125 is powered by a 124cc, single-cylinder engine, which is placed in the CVT gearbox. This motor produces the power of 8.7bhp and the torque of 10.2Nm. Although these numbers are very similar to their rivals, but the decontamination of the Destiny 125 motor is not surprising. It also does not feel as fast as you would expect to be 125, although it should ensure better fuel efficiency figures.

In our little spin around the city, the telescopic thorns of Destini 125 and Monoshock worked well, pulled out small shocks and pits. The seat is also good for the plush and big riders. In addition, the scooter provides enough leg space which makes for comfortable ride.

No disc version is available and the stopping power comes with a combined braking system as the standard on both ends of the brake drum. While the initial cutting at the front end is not very pleasant, the rear offers excellent cutting and reactions.

Bearing the scales at 111.5kg, Destiny can not be the least lightweight scooter on the block, but it provides a very confident self-confidence balance at a slow pace. It also makes it easy to maneuver through tight turns and filter through traffic.

Take us

In the price of Rs 54,650 and Rs 57,500 (both ex-showroom, Delhi) for the base and high-spec version, Hero has priced the price of Destini 125, compared to its competitors, Suzuki Access 125 and Honda Activa 125. Buyers who want a scooter who do not compromise on style while returning the figures of decent fuel efficiency.

Destini 125 provides a comfortable ride and its flicker gives it the pleasure of riding in the city. If only the hero had thrown in the LED lighting and a disc brake, then as an alternative, the Hero Destiny 125 could have been a better offer.

Read more
March 4, 2019 TVS Apache RR310 First Ride And Review

TVS Apache RR310 First Ride And Review

It’s been almost a year since I started using Apache RR 310 as my long-term motorcycle. And, we have spent many quality time together. We went on a 2,000 km ride south of India; We spent three days on the MMRT race track in Chennai; And, of course, the Mumbai traffic was countless monuments battling heat and humidity.

Apart from reporting on the aforementioned joints, we also listed Hits and Mrs for RR Mid-Way through the long term tenure of the bike. And now, when it’s time to wrap things, we thought it would be worth re-viewing to see the report whether the bike was successful in changing our minds in those cases.

Good waves

We had listed three things under the ‘Misses’ column in our report – the noise of the engine, no actual grab rail to speak, and vibration. This situation is similar in case of lack of engine noise and grabbing rail.

Therefore, RR is still difficult to walk during the park, and the engine noise is still something that needs to be done. And there is nothing to look forward to on this RR. However, there has been a drastic decrease in the vibrations of Apache in the past three months and 3,000 km. In fact, they are not troubled any more. Nor did Vibes leave us recently with Buzz or a numb hand.

Hit machine

In the meantime, RR 310 had a very beautiful ‘hits’ column. Quality for RR remains very big positive. This paint finishes, fit, as well as operability. Apart from this, there is still no rattle, no rust or a loose panel to deal with.

Comfort is a strong suit for Apache. Whether it is a cushion seat, the quality of plush rides, light control, or baked legs or thighs etiquette, lack of good engine heat management, RR feels completely at home even on a slow, extreme hourly movement. If anything, a little more power for the front brake makes the right wrist happy. Since today things are standing, it hurts after a long day.

But in the case of progress and cutting, and also reaction to that matter, the brake does a good job. Other positive for Apache includes a tractable engine, a crisp and analog throttle response, extensive instrumentation and a design that guarantees the eyeball.

To buy or not to buy

When we started the trial, RR 310 was priced at 2.05 lakh, ex-showroom. Today, after the price increase, it is more than Rs 2.14 lakhs. And it turns on-road prices in Mumbai for a little over 2.51 lakh rupees. It still makes about 40,000 cheaper than faster and committed – but the CTM RC 390 is more uncomfortable, tight and hot. If you want a twin, it is also ninja 300 to consider, but its price is more than one lakh.

As we see, the RR310 is a great value. Not only is this affordable in its class, it is very good to see, it is easy enough to ride daily to be a daily driver, and although it is not putting blisters quickly, but it is not only on your face Puts a smile, but lives on Sunday very fast.

The tail bag sits very high. But surprisingly, dealing with this did not have the same effect as I thought. With the strength in the bag, it is easy to sit, but there was a little snug with my bag. This kind of work, however, as we realized that sitting further on the seat gives more comfort in the long run.

The motor is definitely. It goes from 80 kmph to 120 kmph, provided you shift to the fifth gear. This makes it easy to overtake slow motorists as little as to open the throttle. Compared to a thing like RC 390, where there is additional performance on the tap, you will find more often downshopping to keep yourself.

TVS Apache RR310 First Ride And Review

He said, RR 310 is much cooler than RC 390. Even after riding an afternoon in the coastal city of Kailaut, these fans were not even started. And when this happens, the heat is directed downwards and away from your feet.

RR also offers a better range. On the ride, it gave us a limit between 320 km and 350 km and returned the fuel efficiency of around 32kmpl. Despite this, due to limited range of KTM we often prevented fuel. In fact, every time we stopped to refuel, RR 310 had a range of 100 kilometers left.

Read more
March 4, 2019 Hero Xtreme 200R First Review and First Ride

Hero Xtreme 200R First Review and First Ride

Therefore, here we have Xtreme 200R, Hero’s second attempt in the premium motorcycle segment, although with a modest price of Rs 89,900 (ex-showroom, Delhi) price tag. In fact, it also holds the title of being the cheapest 200cc motorcycle with standard ABS system as standard.

We had a short spin on the track a while ago but it seemed to be a blurred area for the Xtreme 200R. Does it feel more at home in the real world?


Xtreme looks like 200R, Xtreme Sports and Hunk’s offspring. It is an aggressively styled tank shroud and a muscular tank which flows well in the rear section of the chiselled. While the completeness of the design spotty screams and looks attractive, the eye position lamp like the eyebrow and the wide front fender looks a little bit different.

It also includes a chrome finched foot lever, which could easily be replaced with black-out components like the rest of the bike.

Fits of some parts may not be of the highest level, but the quality of the plastic used is at the top. Switchgear also feels touching and easy to reach. Apart from this, Hero has noted neatly detail on the headlamp cowl and tank shroud, with detailed fuel fill cap and air filled with impure air.


The first impression of Xtreme 200R is its strong character. The single-piece seat seems hard and handlar feels heavy. However, this impression progresses, because adjusting the seat begins to feel anything but uncomfortable.

Suspension setup on the Xtreme 200R is firm but it does a lot of work which absorbs undulations and pits. It also ensures that bikes do not stray at high speed. The position of upright ride and slightly backward set pegs are also spot-on. It can not motivate you to tuck, but it certainly leaves you back after a long time.


The Xtreme 200R is powered by a 199cc, single-cylinder, carbored engine, which produces 18.1bhp and 17.1Nm of torque. Now, these figures can not keep it cc at the top of the fastest 200cc ‘list, but it is definitely the most refined motor in its class. Throttle response is crisp and the bike looks sad and attractive with the go word. Loud Seven Howell further enhances the sparty intentions of Xtreme.

It provides a strong lower for mid-range pulling up to 9000rpm quickly in the fifth gear, kills close to 120kmph on the clocks. Gear shift through a five-speed transmission is all slick and neutral is not available. Hero Xtreme 200R is equipped with a 276mm front disc and 220mm rear disc with single-channel ABS as a standard. This setup provides excellent cutting and feedback and does not show any signs of fading even after testing to the extent.

Then one of the most important possibilities of a small capacity streetfighter; Its easy to ride in the city And the instability is the key strength of Xtreme 200R. Bike is composed and revolves easily, which is filtering through traffic and quickly becomes quite simple.

The technology

The Hero Xtreme 200R is not fully equipped with lots of technology, but it is enough to complete the job. It has a white backlit analogue tachometer and a digital unit that displays speed, odometer, two trip meters, fuel-gauge, one clock and service reminder.

Traditionally, there are two LED DRL posts on the burnt headlamp. In addition, Xtreme 200R also has a single-channel ABS system, which is the biggest selling point of the bike.

Fuel efficiency

In our fuel efficiency test, the bike has returned an average of 37.5 kilometers per liter. Align with the capacity of a 12.5-liter tank and you are good for the journey of 470 km without having stopped for fuel.

Objective fitness

The manufacturer places Xtreme 200R as an affordable performance bike; However, this is unlikely to attract the attention of an upbeat advance. Instead, the Xtreme 200R is for customers who want to upgrade from 125cc or 160cc motorcycles to something more powerful. In addition to power, Hero is offering a bike with ABS and there is a price band between 160cc motorcycle domains. Retailing at Rs 89,900 (ex-showroom, Delhi), Xtreme 200R Honda CB Hornet is cheaper than a few hundred rupees, and its direct competitor is less than 5,600 less than the base version, TVS Apache RTR 200 4V Who does not get ABS.

Read more
March 4, 2019 Royal Enfield Continental GT 650 First Ride and First Review

Royal Enfield Continental GT 650 First Ride and First Review

This new Royal Enfield 650 Twins is sportier, more youthful and more desirable. And it’s more expensive. But, in the context of mechanical, both are similar. In the same engine and the same condition Same chassis Same suspension And, the same wheel, tire and break The actual difference is in the styling, seating ergonomics, and the way the rear pre-load is set.


As with the interceptor, GT also scores high on quality. From castings to paint quality to fit and finish, all are pretty good. Certainly, this is not the best in business, on the other hand, in reality nothing really stands out as thumb in the throat. More on this in interceptor reviews.


One of the main differences between twins is Seating Eros. GT is the racer. It receives fewer clip-ons and more reset foot pegs. There is also a thin tank in it, which means that you have to catch it differently. Now, they may be, but they are nothing but uncomfortable. Compared to the old GT, this is more honest. And that means less stress on your wrist, especially when riding in traffic.

On the front of the ride, there is more weight on the front, with a lower set handle bar. Add high payloads on rear suspension and feel faster than GT interceptor. It also shakes the head which made us feel less prone to allow it to ride with more and more confidence.


This new 648cc Parallel Twin Engine is lovely. And it is mated to an equally well engineered gearbox. Engine smooth is easy with easy reveiling, mid-range torque, and even though it does not rotate like a sports bike, but the speed is still beautiful. Think about KTM 390. Okay, it’s slower than the KTM, yes, but not too much. In addition, gearshift is near crisp, coherent and intuitive; Something we do not see on the most advanced classics.

Electricity distribution is also linear. No shocks, no wonder, just creating a favorable torque. In fact, 650 twins go so easily about their business that there is a possibility, every time you see Speedo, then you are going faster than you thought. In addition, fueling is consistent, which rides in an air in the city. Relatively light clutch and throttle action also help in this regard.

Handling the intelligent, GT definitely feels more cautious and willing than the interceptor. Turn-ins is more confident; This latter does not weave as much, and it is more game for quick direction change. GT just does not look sporty, it delivers a little over well on its design.

Breaking is also strong. Sufficient power to cut, feel good and bring it down easily at the speed of three points. The interesting thing is that when it comes to stock suspension settings, GT is better. It can feel a bit stronger at slow speed, but on bumpy and insulating accessories, it seems very pleasant.

The technology

Royal Enfield wanted to keep things simple with 650 twins. So, like an interceptor, there are no riding modes, no traction control, no TFT screen and no LED lighting. Although it has dual channel ABS, fuel injection and disc on both ends. I think it can not be easier than that! Good news, it still works.

Fuel efficiency

We have not tested GT. But given that there is no real difference in mechanical or weight, expect the same economy. It is between 22-23kmpl when hard to hard, and a lad on 30kmpl when you stop trying to choke.

Objective fitness

For us, the interceptor model is 650 twins. This is a modern classic in the true sense. GT comes closer, and it works as a sporty alternative. But, it does not feel particularly as an interceptor.

Take us

GT is a great bike. Like the interceptor. But, it does not make your heart beat as much as interceptor does. Yes, GT is a beautiful thing to ride on your favorite Twisty Road, or even for road tripping, if it comes to push.

Read more
March 4, 2019 Yamaha FZ25 First Ride and Review

Yamaha FZ25 First Ride and Review

Almost 11 months and 7000kms later, it is time for me to bid adieu for one of the most preferred elongated conditions, Yamaha FZ25. In the past year, this quarter-liter Yamaha has enjoyed a lot. We traveled 3500 kilometers long in the south, spent a terrible day on the track and it was my favorite companion for every day traffic.


This is a beautiful looking bike. FZ25’s design caters to a wide range of buyers and is a great move by the company. Apart from this, three selected colors go well with aggressive and sharp crease on the bike. To make it up, the paint finish and overall quality aspects are really well taken care of.

FZ25 is the highest comfort, especially on long hair. The quality of the ride is good. Seat ergonomics is excursion as well as city friendly and the seat is wide and well crafted. In addition, saddle bags and tank bags fit properly. There is also a place on the handlar to install the phone charger and phone holder.

He is a gemstone of 250cc single-cylinder motor. Lots of torque on low and mid-range It’s also fuel-efficient. Vibes are, yes, but not so bad that it should be made a deal breaker.

No-So Positive

250cc bike with no ABS! Do not feel good, right? Even a single-channel system has done miracles too. But Yamaha decided that till the ABS norms did not slip down. The engine feels a little rigid after spending more time on Revs. Gearshifts are also slightly cluny.

While the LED headlamp on FZ25 looks stunning, it does not throw the required light on the road. The lights are not up to the mark. FZ25 could do with better front brakes. There is currently a lack of power and bit, especially when riding fast.

To buy or not to buy

To make things smaller, the FZ25 is a good all-rounder motorcycle. It provides good value, thanks to its practicality and versatility. It looks great. As a daily companion, FZ25 did not disappoint you and for the weekend ride, there is enough performance in the engine to cover the mile with ease. If you buy this Yamaha, there is no reason to be the owner of the second bike. FZ25 will quench your thirst.

Bike Stats

Odometer: 7600 km

Kilometers in the month: 80 km

Average of this month: 34kmpl


Yamaha made its name in the Indian bike market as a demonstration brand. YZF-R15 was a testament about Yamaha: the joy of displaying and riding. Somewhere down the line, the focus was on scooters because the profit is right there. However, Yamaha can not ignore the entry-level sports bike segment of the level from 200cc to 400cc in India.

The WZF-R3 was brought, but not due to its capabilities, but its high asking price and the presence of formidable players such as Kawasaki, Honda, and notably due to the KTM did not have much impact. Yamaha needed nothing in not only sub-50 space, but there was a need for some more affordable. Something out of the box

Ride and Handling

The ride situation is similar to FZ16 – sporty is comfortable enough for long ride yet. Large 14-liter tank has large knees which are also useful for tall riders. To adjust the wide handlebars, there is also a holiday in front of the tank. Both rider and pillion seats are wide and provide the right amount of cushion. They are quite comfortable and you should cover a distance of 100 kilometers without any difficulty.

FZ25 has a diamond-shaped frame and has a 1360 mm wheelbase, which is 20mm smaller than YZF-R3. A small wheelbase with a light front end confirms FZ25 being light on its feet. It can be partially attributed to the germination weight of 148 kgs. The front end looks light and fast, there is a boon in the city. Front 41mm forks and rear monocock are well tuned and do not compromise with Ride Quality. Ride is on the firear, but it absorbs poor roads and pits very well.

Read more