Hero Splendor Plus

No motorcycle sells in India the way the Splendor does, and it has almost nothing to do with excitement. It is the bike your father rode to work, the bike your local milkman still trusts, and the bike a first-time buyer can service in any village of the country.

Let's start with money, because that's what everyone asks me first. It's a commuter bike, ₹79,500 ex-showroom, and about ₹93,500 (roughly ₹0.94 lakh) by the time it's on the road in a metro. That gap is road tax, insurance and dealer charges, and it moves a fair bit between states — Delhi is around 6%, Karnataka nearly 14%. I've seen two friends pay ₹9,000 apart for the same bike in different cities. Ask for the breakup in writing.

Used, a tidy 2016-2022 example usually goes for ₹32,000 to ₹58,000. What decides where you land in that band isn't the odometer as much as the service book. A single-owner bike with every stamp in place will cost you 10-15% more, and honestly, pay it. The cheap one always turns out to be the expensive one.

The 2026 Splendor keeps its upright tank, long single-piece seat and chrome touches, now with an i3S start-stop system and a part-digital console on the higher trim. It looks conservative on purpose - this bike is bought by people who dislike surprises.

When you're standing next to it in the showroom, do the boring checks. Run a finger along the panel gaps near the tank, click the switches a few times, and sit on it with the side stand up and both feet down. The 785 mm seat sounds fine on paper and then surprises people at a signal. At 112 kg, it felt easy enough to shove around, even if you're fairly new to bikes.

The numbers: 97.2cc air-cooled single, OBD-2B, 7.9 PS @ 8,000 rpm, 8.05 Nm @ 6,000 rpm, through a 4-speed, and it'll see about 87 kmph if you find the road for it. You won't. What actually matters here is what the bike does between 40 and 90 kmph, because that's where your entire riding life happens in this country.

Ride quality is soft and forgiving over broken tarmac, the clutch is feather-light in traffic, and the 4-speed gearbox is geared for 45-60 kmph cruising. Push past 75 kmph and vibrations creep into the pegs, but that is well outside its brief.

Mileage worked out to 68-72 kmpl in mixed riding for me, with a 9.8 litres tank — so you can do the range maths yourself and plan fuel stops without drama. Fair warning: your right wrist decides this number far more than the brochure does. Ride it hard and 15-20% of that mileage quietly disappears.

Everything mechanical is in the table below. Short version: telescopic front, twin shock rear holding it up, and 130 mm drum front/rear (disc optional), cbs slowing it down. One opinion I won't budge on — if you ride in rain or unpredictable traffic, dual-channel ABS is worth whatever it costs. Single-channel only looks after the front wheel, and it's rarely the front that catches you out.

Almost nobody pays cash for a bike, so let's do the loan maths. Put down 20% — ₹18,700 — borrow ₹74,800 at 9.5%, and you get the EMIs in the table and calculator below for 12, 24, 36 and 48 months.

Two things I tell everyone who asks. A longer tenure makes the EMI look friendly and quietly costs you thousands more in interest, so take the shortest one you can actually live with. And don't sign the dealer's finance form just because it's on the desk — a pre-approved offer from your own bank usually comes in 1-2 percentage points cheaper, and if you're salaried, the PSU banks are normally the best of the lot.

Keep ₹1,500-3,000 aside for processing fees, plus documentation charges and the five-year third-party insurance that's baked into the on-road price. Then read the quotation properly. Accessories you never asked for and an "extended warranty" you didn't agree to are the two lines I find padded most often.

Spares are the cheapest in the market, a clutch plate set costs under ₹700 and every mechanic in India knows the engine blind. Real-world mileage of 65-70 kmpl means a 30 km daily commute costs roughly ₹1,300 a month in fuel.

Servicing is ₹450-700 per service, every 4,000 km, comprehensive insurance ₹2,300-3,400 a year comprehensive. On top of that, tyres every 20,000-25,000 km, a chain and sprocket set around the same time if it's chain-driven, and brake pads once or twice a year if you're in city traffic all day.

The one number I'd actually compare bikes on is cost per kilometre. Take your fuel spend at 68-72 kmpl and today's petrol price, add a year of servicing and insurance, divide by however much you really ride. Do that for two or three bikes and the decision usually makes itself — no showroom pitch required.

The Honda Shine 100 undercuts it slightly and rides marginally better, while the TVS Radeon adds more equipment. Neither matches the Splendor's resale value or service network reach.

If you can, ride your shortlist on the same day, on the same road, wearing the same gear. Demo bikes are set up differently and your memory of yesterday's test ride is unreliable. Watch three things while you're at it: how heavy the clutch feels in traffic, whether the mirrors blur at 60 kmph, and how comfortably you can put both feet down at a signal. Those are the things that decide whether you still like the bike two years in.

A three-year-old one goes for ₹32,000-₹58,000 against ₹93,500 on-road new. That's a lot of money for the same riding experience. Resale here is excellent - roughly 62-68% after three years, so if you buy used and sell in a couple of years, you lose very little in between.

Physically: check the date codes on the tyres, chain slack, fork seals for any oil weep, how much disc is left, and get your phone torch under the engine looking for leaks. Cycle all the electricals too — the ABS light should come on with the ignition and go off once you're rolling. Then take it for at least 5 km, and brake hard once from 50 kmph so you know what you're buying.

Paperwork, briefly: ₹500-1,500 for the RC transfer, insurance moved into your name within 14 days, and never pay the full amount before the transfer forms are signed and submitted. I've seen that go wrong more than once.

If your priority is the lowest possible cost per kilometre with zero drama, this is still the safest purchase in Indian two-wheeling. Buy the drum-brake i3S variant and skip the alloy-wheel premium unless you ride on bad roads daily.

If you're under about 5'6", go sit on it before you book anything — that 785 mm seat height is the single most common regret I hear. And if someone rides behind you every day, take them along on the test ride. Pillion comfort varies wildly between these bikes and no spec sheet will tell you that.

So why is the Hero Splendor Plus on this list? Mainly unbeatable running cost and strongest resale in the segment. Its problems — no disc brake as standard, dated 4-speed gearbox, uninspiring performance — are real, but you can see all of them from the showroom floor. Nothing here ambushes you six months later, which is more than I can say for some of its rivals.

₹93,500 on-road new, ₹32,000-₹58,000 used. Right bike for the rider I described above, wrong bike for most other people, and that's fine. Before you go anywhere, put your own down payment and tenure into the calculator above and hold that EMI against what's actually left in your account at month-end — not your salary. — Aditi Raghunathan, Bengaluru, Karnataka