Words Abhishek Pandey | Photography Shrenith Bhandary

Hero introduced the range of its next-generation products at EICMA 2024 and launched them a few months later at the Bharat Mobility Global Expo 2025. A week ago, we rode the first product from their latest lineup, the Xoom 125, and now we were in Udaipur to ride Hero’s second offering, the Xtreme 250R. The Xtreme 250R is set to compete in the super-competitive 250-300cc naked bike segment against rivals like the KTM 250 Duke, Suzuki Gixxer 250, Bajaj Dominar 250 and the Bajaj Pulsar NS 250. The Xtreme 250R gets a completely new chassis along with a new engine and seems to be loaded with a lot of firsts from Hero. But the question is, is it enough to take on the established competition? Let’s find out.

First look at the Hero Xtreme 250R, and you won’t be able to help but feel that the motorcycle looks big and sharp. It carries the typical aggressive streetfighter stance, and it carries a modern naked bike design language. The visual mass is focused towards the front of the bike, where the panels seem to be bulging towards the front, almost making me think of the Ducati Streetfighter (not in the way it looks but more design philosophy-wise). It looks sharp and chiselled from any angle you look at it; the low-slung LED headlamp looks beautiful and adds to the streetfighter attitude. The tank is a busy unit where floating panels wrap the tank around them and give it a multilayered look. The shrouds make the bike feel larger than it is while hiding the radiator and coolant tank inside them.

It is the side profile where the motorcycle manages to look the most striking, as all the dual-layered panels and curves are clearly visible from this angle. The tail carries a new H-shaped LED taillamp, which is very nicely integrated. Hero has certainly improved on the fit and finish levels of the parts and the bike manages to look and feel like a premium product. However, with so many overlapping plastic parts, one won’t be able to deny the possibility of rattles creeping in over time and even our test bike suffered from a minor buzzing from the front panels.

The rider’s seat is nicely cushioned, spacious and accommodating, thus granting you a comfortable perch. The riding position is leaned forward a bit as the flat handlebar is positioned low, allowing for a more aggressive riding style. The foot pegs are also positioned in a manner that you won’t feel cramped and will have a lot of space to move. The overall stance of the motorcycle is sporty but not too aggressive to make it uncomfortable and will be welcoming for riders upgrading from a smaller motorcycle.

The rectangular LCD display is easy to read and doesn’t obstruct the rider’s view. Apart from the normal information, it also displays information like lap timing, drag timing, battery voltage and fuel economy. It also has Bluetooth connectivity with turn-by-turn navigation, call and SMS alerts and an eSIM-based Hero Connect that, with the help of an app, allows for connected features like vehicle tracking, topple alert, SOS alert and geofencing, among others. It also gets switchable ABS in the form of two different modes, namely Road and Track. Where the road has ABS fully activated, Track mode allows for ABS only on the front wheel with a delayed intervention.

The Xtreme 250R is powered by a new 250cc, liquid-cooled, 4-valve DOHC engine that offers 30PS of power at 9,250rpm and 25Nm of torque at 7,250rpm. The engine has been tuned to keep both city commutes and fun-spirited highway riding in mind and that is clearly visible the moment you head out. The feel of the engine is refined without being monotonous; there is a distinct character to the engine that puts it somewhere between the refinement of a Japanese engine and the raw feel of a KTM 250 engine. The throttle response is crisp which, paired with good low-end torque, allows for easy ridability. I was able to pull the bike from as low as 16kmph in the third gear without much drama. The clutch action is light and the 6-speed transmission has smooth shifts which are precise as well. The engine has been tuned nicely and doesn’t feel stressed even at 100-110kmph and allows for effortless highway cruising. The bike has all the characteristics to be called a proper streetfighter.

What complements the beautiful engine is the brilliant handling dynamics of the Xtreme 250R. The 43mm upside-down forks and the rear gas-charged monoshock with 6-step preload adjustment have been tuned to give a lot of feedback and support the competent trellis frame. The motorcycle feels very nimble and quick directional changes come naturally. In fact, the motorcycle inspires a lot of confidence around the corners and you are able to push it hard. The sharp steering geometry adds to the overall agility of the bike. However, the 110/70-17 front and 150/60-17 tyres from MRF don’t do justice to the capable machine and struggle to grip in fast-flowing corners.

The Xtreme gets a 320mm petal disc with an axially mounted 2-pot calliper, and the rear is a 220mm disc. The brakes have been turned to give a more progressive feel and feel okay to be honest. I would have really appreciated a bit more bite, and it would have gone well with the overall sporty character of the motorcycle.

To summarise it all, Hero has made a product that is the right combination of aggression, aesthetics and performance. A motorcycle that would not only attract young college-goers but also a more mature audience. We rode the bike for more than 200kms and came out craving more saddle time. The biggest Xtreme is big in all the required aspects and with an ex-showroom price of ₹1,80,000 is a really impressive proposition in the 250cc class. 

The post 2025 Hero Xtreme 250R First Ride Review first appeared on Turbocharged.

When it comes to motorcycles, there can be such a thing as too much power. Don’t get me wrong, the mere thought of straddling a 150PS missile fills my mind with glee, but realistically it is not possible to safely explore even one percent of the potential performance envelope of such a machine on public roads. This is particularly true for younger riders, those who are starting out on their motorcycling journey. Even a 400cc machine with upwards of 40PS can be a handful.

So, for people who are getting their first motorcycle or upgrading from a 150cc machine, the 250cc to 300cc category should be the best stepping stone to more power later down the line. However, pickings are slim in this category, and the updated 2023 KTM 250 Duke is one of the few motorcycles in this segment. Is it able to fulfil the role of a do-it-all bike, which is often the case with first-time buyers or people upgrading from the commuter segment? Let’s find out.

The 250 Duke looks sharp. It also looks quite similar to the 390 Duke, as the two motorcycles share the same platform. This is a good thing for the 250 Duke customers, as they get the edgy premium styling of the 390. The headlamp is nearly identical, save for the lack of vertical LED DRLs present on the 390. The large tank shrouds are visually distinctive and look better in person than in photos. KTM also decided to ditch the rear tyre hugger, which may make monsoons a bit challenging, but offers a clean-looking rear end.

Speaking of the rear section, the rear subframe is this beautifully engineered piece of aluminium, with a single spine and a rib cage-like structure towards the pillion seat. It is a very European piece of industrial design and on our Electric Orange bike came painted in silver, though the Ceramic White bike gets a black one which blends in. The grabrail is bolted to the subframe with exposed bolts, adding to the distinctive design statement. The matte grey finish on the tank and the front fender lend it a very distinctive look as well, underlining that European industrial heritage.

The last-gen 250 Duke had an ADV-rivalling 823mm seat height, which KTM has managed to bring down to a manageable 800mm. Also, as the seat tapers towards the front, even shorter people will find it comfortable to put their feet flat on the ground. The handlebar is wide and reasonably high, which helps with manoeuvrability – more on this later. The distance from the seat to the handlebar initially felt a bit cramped for my nearly 6-foot frame, but soon I got used to it. The seat is firm, which makes it ideal for touring.

The 250 Duke gets a new 5.0-inch white LCD console which suits the industrial identity of the bike better than the TFT display found on its elder sibling. The controls for the display are on the left-hand switchgear which also impresses with its premium quality.

The display has a boatload of information, but what sets it apart is the clarity. Even at high speeds, one glance is enough to glean the required information from the display. I particularly like the geeky temperature display which makes the KTM ‘ready to race’ motto feel authentic. The new 250 Duke comes with the quickshifter lifted straight from the 390 which makes it a joy to go up or down the gears in quick succession. Also, the 250 Duke gets Supermoto ABS, which is essentially the street name for off-road ABS – it allows you to turn off ABS at the rear.

The power is now 31PS and torque 25Nm – both have gone up by one unit. The peak torque comes in at a lower rpm than before, while peak power comes in at a higher rpm. The engine is completely new according to KTM and one of the major changes is the switch from DOHC to SOHC in a bid to reduce cost and complexity, the side effect of which is an improved midrange – a larger airbox may have contributed to it as well. The overall refinement levels have improved as well alongside the tractability. The new motor feels a lot more engaging with power delivery being more accessible in the rev range. More importantly, it now delivers the signature KTM shove that comes in at around 3,500-4,000rpm.

KTM has shortened the first and the third gear ratios and made the second and final drive taller, which has resulted in a better spread of usable power. It also gives the bike a long-legged feel on the highway as fourth to sixth are unchanged – a focus on touring capabilities during development. KTM says the bike is limited to 130kmph though they have seen higher numbers during testing. Special mention to the exhaust sound, which is now a rather pleasing burbly note – miles better than the dull sound generally associated with KTMs.

As I mentioned earlier, the reach to the handlebar is shorter, which coupled with its width bestows upon the Duke an exceptional ability to negotiate u-turns. KTM made the rake angle sharper by half a degree which increased the agility, but thanks to relocating the exhaust under the motorcycle aka the OG 200 Duke, the centre of gravity is down (other contributing factors are better packaging thanks to the new chassis with the offset monoshock) despite the ground clearance going up by 25mm! The result of that is you no longer have to worry about scraping the bottom on tall speed breakers and at the same time being able to turn on a dime.

The suspension is definitely on the firmer side and the factory setting for the 10-step adjustable rear monoshock was at the fifth position, which works out for me as well as other people who were considerably lighter. The damping is well-judged and the 250 Duke filters out most of the undulations. This, despite the motorcycle being rock solid at high speeds. The new front disc is bolted to the spokes instead of the hub of the wheel like the 390 Duke, which in conjunction with the ByBre Radial calipers offer top-notch retardation without losing out on feel.

Even with all these upgrades, KTM has managed to price the new 250 Duke at Rs 2.39 lakh, whereas the last-gen model sold for Rs 2.38 lakh. While it is still pricey, it makes a great option for anyone looking for a sub Rs 2.5 lakh motorcycle and by only incorporating the upgrades that matter most such as the quickshifter and ditching non-necessary ones like a TFT dash KTM has delivered one of the best all-rounders in the sub-300cc motorcycle segment while improving the VFM quotient.

The post KTM 250 Duke: First Ride Review first appeared on Turbocharged.

The updated KTM 390 Duke that made its global debut a couple of weeks ago has now been launched in India, with prices starting at Rs 3.11 lakh, ex-showroom. Its smaller sibling, the 250 Duke also gets the updates, and costs Rs 2.39 lakh, ex-showroom. There are a host of changes to both the models for this year, most notably a new chassis and updated engines.

2023 KTM 390 Duke:
The MY2023 iteration of the most potent sub-400cc motorcycle in India gets a new engine, displacing 398.7cc and pumping out 44.8PS and 39Nm, up from 373.3cc, 43.5PS and 37Nm. To help the new engine breathe better, there’s a larger airbox. The frame is also new, with a different aluminium subframe accompanying it. Seat height is now 800mm with an optional 820mm seat. The suspension is now adjustable – the front forks for compression / rebound and the offset rear monoshock for rebound / preload. 

On the electronics front, the new 390 Duke gets traction control with three ride modes: Track, Street and Rain, cornering ABS and supermoto ABS, a track screen and launch control. There’s a Type-C charging port as well.

2023 KTM 250 Duke:
KTM says the cylinder head and gearbox has been optimised, but no numbers are out as of now. It receives a bunch of upgrades from the 390 though, including the new chassis and the offset rear monoshock, the 800mm seat height (820mm seat optional), the larger airbox and the Type-C charging port.

The rivals of the KTM 390 Duke include the BMW G 310 R, the Triumph Speed 400 and the TVS Apache RTR 310. On the other hand, the rivals of the KTM 250 Duke comprise the Husqvarna Vitpilen 250 and the Honda CB300R.

The post The 2023 KTM 390 Duke is here at Rs 3.11 lakh first appeared on Turbocharged.