The Bajaj Pulsar 125 was introduced back in 2019, and it is among the smallest Pulsars. Since then, Bajaj has given the motorcycle mild refreshes, like the split seat option in 2020 and an LED headlamp along with an LCD instrument cluster with Bluetooth connectivity in 2024. But this year, Bajaj has gone all out on the OGs (Pulsar 125 and Pulsar 150) to mark 25 years of the Pulsar nameplate, with a new chassis, engine, tech, and more. So, let’s find out if the OG can keep up with Gen Z.
Let’s start with the thing that remained more or less the same: the design. Bajaj has intentionally kept the design changes minimal to keep the ergonomics and visual identity of the Pulsar intact, but has updated it just enough to keep it relevant. It gets LED lighting all around, with new headlamp and taillamp designs, a fresh design for the 17-inch alloy wheels, and a new exhaust design inspired by the 220F, along with new colours. But under the skin is where the magic happens.
On the features front, the Pulsar 125 gets a TFT, which was introduced on the N160 SS. It is a 5-inch unit with Google Maps mirroring, WiFi connectivity, document storage, and ride modes. The interesting thing about the ride modes is that the bike doesn’t have ride-by-wire; it has a mechanical throttle body. Yet it still gets ride modes, which I think is achieved by adjusting the fuel and ignition timing according to throttle position — kudos to Bajaj’s engineers for pulling that off. However, all this tech is only available on the higher trims; the base trim comes with a 5-inch LCD unit with Bluetooth. It is a decent unit and offers all the essential information, but in direct sunlight, legibility becomes an issue. Another new addition available only on the higher trims is the integrated starter generator, which gives the motorcycle a silent start. But if you want to hear it roar to life, a kick is also present — to use it, you’ll have to fold the front right footpeg, as it gets in the way. Because of the new frame, the position of the engine has changed, while the ergonomics haven’t.
The frame is also new: a diamond type where the engine is the stressed member, replacing the double cradle and reducing the kerb weight by 15kg. It also adds a monoshock at the rear, replacing the twin shocks. But the main highlight of the motorcycle is the engine; Bajaj has thoroughly reworked the internals for less rotating mass and less inertia, while 85 percent of the torque is available right from 3,000rpm.
Now, let’s talk about how all these changes translate when riding the motorcycle on Pune’s busy streets. The first thing I noticed as soon as I fired up the engine was the refinement; the engine revs freely and smoothly, with slight vibrations at the top end. During city riding, the power delivery is effortless, thanks to the low-end torque. An honourable mention goes to the Crawl Tech, which makes commuting a breeze; you can just leave the bike in higher gears and relax — the engine does the rest. The diamond-type frame and the monoshock complement the sporty nature of the motorcycle, and because of the reduced weight, the bike feels nimble and planted during some spirited riding. Bajaj has also improved the gearing, which helps during highway runs; the bike can maintain speeds of 70kmph effortlessly. The suspension is on the stiffer side, but it still does a pretty good job of soaking up the bumps.
Overall, it is a pretty efficient and effortless bike, which does what it is supposed to do: be a comfortable commuter, with a touch of sportiness. The reduced weight, better refinement, and the added tech make the Pulsar 125 worthy of the legacy it carries, while also catering to the needs of the new generation of buyers. If you are in the market for a fun 125cc motorcycle, the Pulsar 125 is a worthy contender.
Twenty-five years and three generations later, the OG still has a few cards up its sleeve — and yes, your dad probably had one too, though his definitely didn’t come with a TFT screen.
