The high beam is kind of like a spot light, powerful, and quite focused on a small section of the road ahead.įull-digital LCD console is again nothing too exceptional for the class. The low beam has good spread and intensity. The LED headlight does a decent job of providing adequate illumination. The grab handles are easily accessible but they could be a bit slimmer. It is not too tall as well, quite easy to hop on and off from as well. Softer cushioning will definitely be appreciated more. Pillion riders will find that even though the rear seat looks a bit on the smaller side, it is comfy for city jaunts. Overall, the riding posture hints of sportiness but is still great for city runabouts. The pegs are fairly mid-set and not too high, and don’t put your legs in a cramped position. The handlebar is wide and flat, not requiring much of a forward lean to get to it. For larger riders, there is not a lot of space to move around in the saddle but you aren’t locked in a tight spot either. The slim midsection also helps in this regard and is a boon for those with larger thighs as well. Shorter riders will not find it too difficult to flat foot the bike. Like always, Honda has shied away from providing the saddle height of the bike, but fret not, the seat is quite accessible for all riders.
It is quite light, to begin with, gaining only two kilos over the Hornet 160R. There is an air of familiarity once you get astride the Hornet 2.0. Switchgear is decent but lacks the quality of the Apache 200 and even the fanciness of the backlit switches found on the Pulsar NS200. The handlebar comes with a nice powder-coated finish, and even the seat texture has a nice feel to it. But the standout design feature remains the gold USD fork, which makes it look like a mini Suzuki GSX-S750/GSX-S1000F.īuild quality is par for the course, nothing too exceptional to report here. The short stubby end can and the body-coloured belly panel are nice touches. No tweaks to the signature X-shaped LED tail light though. The LED face looks a bit Transformer-esque, with sleek LED turn indicators at both ends. Honda is the only bikemaker in the 200cc naked segment to offer all-LED lighting, TVS, Bajaj and even KTM failing to do so. The air ducts under the pillion seat are purely aesthetic and aren’t even hollow, to begin with. The tail section of the Hornet 2.0 also has a lot of additional panels, not getting that seamless look of the older 160R. The central tank panel continues to have the faux carbon-fibre texture, which looks kind of tacky. Those sharp tank extensions are separate entities from the tank panels, unlike earlier when they were a single panel. The 12-litre tank, for instance, isn’t too tall, rather quite flat at the top and tapering towards the rider. Hence, it is leaner and not as flared up as the 160R. It seems that in the lockdown period, the Hornet couldn’t go to the gym and had to work out only in the confines of its house. It might bear a larger engine than its predecessor but the Hornet 2.0 is definitely a more compact motorcycle than the Hornet 160R.
FAR HONDA HORNET CRACK
And as you all know it, the Hornet 2.0 was born, Honda’s first crack at the 200cc space, sort of!Īfter waiting for what seems like an eternity, the Hornet 2.0 has finally arrived for us to have a proper go on it.
Honda India has finally shown interest in expanding its horizon beyond the 160s. While 160cc nakeds have sporty credentials, they still have to be good commuters. In India, the current crop of 200cc motorcycles are the real gateways into the world of sport riding. Can this larger Hornet make up for its power disadvantage with lightness and a fancy USD fork to challenge 200cc nakeds?
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