The first Bajaj Pulsars were introduced in 2001, with the first-generation Pulsar 150 and Pulsar 180. With the strong and muscular design, the first-generation Bajaj Pulsar bikes were pathbreaking models, and at the turn of the century, fully changed the Indian motorcycle member as it was known till the late 1990s. The each-new Bajaj Pulsar 250 is the most important Pulsar ever, with a 250 cc single-cylinder machine. Offered in two flavors, a half-faired Bajaj Pulsar F250, and the naked Bajaj Pulsar N250.
The Pulsar 150 and 180 not just introduced a fully new design language for motorcycles available on trade at that time, but also upped the relegation to offer a 180 cc machine, at a time, when the Indian motorcycle request was fastening on 125 cc and 150 cc models.
With performance and running that offered outside bang for your buck, the Pulsar halves also started an unknown addict following for an Indian motorcycle brand, maybe unexampled in the’ decoration’ side of single-cylinder models available till also.
With the Pulsar 220 existing the biggest model in the Pulsar family for further than a decade, Bajaj Auto has lived kindly late to the party, to present quarter-liter immolation. In Bajaj Auto’s own sanctioned admissions, the new Pulsar 250 is further than a couple of times late to be introduced, with a focus on the Dominar, as well as produced-in-India KTM models taking priority over the last 2-3 times. today, 20 years since the first Bajaj Pulsar was introduced, the each-new Pulsar 250s have been introduced, with the anticipation that these two will ignite the passion for the Bajaj Pulsar brand like the first generation and latterly models did.
First of all Design
Beginning with the styling, it’s clear that Bajaj wanted to play it safe and not do commodity radical that would turn off its large Pulsar addict base. The Pulsar N250 and the F250 are identical when it comes to the energy tank, side panels, and tail section. The differences lie in the F250’ssemi-fairing, sharper-looking LED running lights and altitudinous clip-on bars.
The overall plan itself seems to take cues from Pulsars of history. It’s apparent in the burly tank, the shape of the semi-fairing, LED projector lights and the hand, binary strip LED taillights. I especially like the lightning bolt-shaped tail-light and the frosted lens effect on it. That said, looking at the bike from the hinder angle makes the 130- section tire appear narrow. Bajaj could’ve put a wider tire, but that would’ve meant negotiations in the energy effectiveness, as well as the suspense setup changes, demanded to retain the running as current handling character, which we will come to latterly.
Another comfort from the old Pulsars is seen in the new analog-digital instrument cluster. In a day and age that is dominated by motorcycles with full digital clusters, watching the swoop of a proper tachometer needle comes as a stimulating change. For those wondering why Bajaj did not go down the TVS route and offer Bluetooth connectivity, costs feel like the only logical reason. face-to-face, I do not suppose that is a dealbreaker in any way, but it’s a commodity that stands out in this day and age.
Overall, I like the fresh, immature design of the Pulsar 250s and my fave is the one with the semi-fairing in the red color – the other option being dark slate. Bajaj’s quality situations have also moved a step up from the former Pulsars, be it in the spangling makeup, the bobby color of the machine coverings, fit and finish of the bodywork as well as the tactility of the new switchgear.
Still, the rubber grips on the bars were candescent and felt down-market, while the exhaust cladding could do with a better finish. Bajaj says these quality grouches are limited to the-production bikes and we’ll have to stay to see how the product bikes fare in this regard.
Technology & Safety
The part analog, the part-digital speedometer is participated with both variants and offers the same features, including gear position index, timepiece, energy effectiveness, and distance to blank readings. But there are no new-age features, like smartphone connectivity, a devoted mobile app, or turn-by-turn navigation.
Again, those are jiggers that most riders can live without, but for an each-new flagship Pulsar model, it’s a miss, indeed if it’s just for bragging rights on the pointed front. And there are 200 cc and indeed 160 cc models from rival brands, which have further featured, and indeed riding modes.
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Engine and performance
Both bikes partake the same each-new 249 cc, single-cylinder, air, and canvas- cooled two- stopcock machine which develops24.1 bhp at rpm and21.5 Nm at rpm. On the move, it’s incontinently apparent that the new Pulsar 250 feels more refined, with slick gearshifts. The help and slip clutch helps in offering a light feel on the clutch switch, which is a boon while negotiating business in the megacity. The riding position is friendly and neutral, a commodity which riders of all kinds of height and experience will drink.
The 250 cc machine is smooth and offers direct acceleration to keep effects fairly intriguing, without being intimidating, indeed for new riders. With better aerodynamics, it’s the F250 that offers better top-end performance than the naked. I saw a maximum speed of 142 kmph on the reverse-straight of the Chakan test track on the F250, but on the naked N250, the wind blast kindly dampens the gusto to triadic- number pets. Easily, it’s the F250 that scores on maximum speed and top-end acceleration, despite being heavier.
The machine has a strong mid-range, so you can pull fairly from 45-50 kmph in fifth gear, and indeed when you are decelerating down to negotiate a speed swell, alternate gear can pull fairly without any knocking from the machine. What’s missed, however, is a sixth gear, which could have made sitting at high pets feel indeed more royal, and relaxed.
My Riding Experience:
The new lattice has been strengthened for better running, and that is incontinently egregious by how planted the new Pulsar 250 is around a set of corners. Indeed though the new Pulsar 250 will infrequently ever spend time on a track, it does not mind being hustled around. Handling of the 250s is conceivably stylish on any Pulsar yet, so full marks there for dynamics.
But it’s out in business, and in the megacity, where the Pulsar 250 will spend nearly all of its time in. And it’s then, where the comfortable lift and easy project impresses. The Pulsar 250s make light work of filtering through business, and ride quality is plush and comfortable. Broken tarmac, potholes, and speed combers are despatched without any hint of harshness from the suspense.
But it’s out in business, and in the megacity, where the Pulsar 250 will spend nearly all of its time in. And it’s then, where the comfortable lift and easy project impresses. The Pulsar 250s make light work of filtering through business, and ride quality is plush and comfortable. Broken tarmac, potholes, and speed combers are despatched without any hint of harshness from the suspense.
The part analog, the part-digital speedometer is participated with both variants and offers the same features, including gear position index, timepiece, energy effectiveness, and distance to empty readings. But there is no Bluetooth connectivity, or riding modes, features that could have added further appeal.
Conculsion
Overall, 2021 Bajaj Pulsar is trying at good classic design personally I like the design and performance also good in this segment. Bajaj Pulsar direct competitor at Rs 1.38 lakh, the Pulsar N250 is priced at par with the Yamaha FZ25/FZ25 S and the feature-loaded TVS Apache RTR 200 4v. However, it makes more power than either of them. The Pulsar F250 costs Rs 2,000 more than the N250, but significantly less than the Suzuki Gixxer SF250 and Bajaj Pulsar RS200.
While they may not bring any groundbreaking features to the table, they more than make up for it with the lovely riding experience. One that the typical Pulsar fans are likely to appreciate after they give these bikes.
| Pulsar F250 RS: 140 000/- | Pulsar N250 RS: 138 000/- |
