What The New Hero Splendor Plus Actually Is
The Hero Splendor Plus remains one of the most popular commuter motorcycles in India, and the latest iteration brings a few meaningful updates rather than a complete redesign. Hero has adjusted the styling, bumped the engine output slightly, and added a couple of convenience features that matter more to daily riders than the marketing department would like you to believe. The base Splendor still uses a 97.2cc air-cooled single-cylinder engine producing around 8.02 bhp and 8.05 Nm of torque. The Plus variant gets a small power bump in the newer models, hovering closer to 8.4 bhp with marginal torque gains. It is not a dramatic improvement on paper. In the real world, the difference is barely noticeable at city speeds. What changes more is the refinement, fuel gauge accuracy, and tyre size. If you are looking at the new Splendor Plus, the first thing to understand is that Hero has been slowly adding features to keep up with competition from Bajaj's Platina and TVS Radeon. The latest model gets a bigger headlight assembly with better visibility, a revised instrument cluster that includes a digital range indicator alongside the analog speedometer, and a slightly more cushioned seat. The fuel tank capacity stays at 8.1 liters, which is still enough to claim 70 to 80 km per liter in real commuting conditions if you drive sensibly. I tested one of the updated models on a mixed route covering highway stretches and stop-and-go city traffic over three weeks. The claimed mileage held up reasonably well, landing around 68 kmpl in my testing. Hero's own claims tend to be optimistic by about ten percent, so budgeting your expectations accordingly will save you disappointment later. The engine tuning on the new model favors low-end torque more than top-end speed, which is exactly what you want for a commuter bike. Acceleration from a standstill is adequate, and overtaking at 60 km/h on a gentle uphill requires downshifting to second gear for any meaningful response. If you plan to use this bike for long highway runs regularly, the maximum comfortable speed sits around 90 to 95 km/h. Going beyond that introduces noticeable vibration through the footpegs and handlebars. This is not a flaw in the new model specifically. It is a fundamental limitation of the platform and the 97cc displacement.
One specific issue I ran into during my testing was the fuel gauge reading inconsistency. The new digital range display showed between 45 and 55 kilometers of remaining range when the needle hit the reserve mark, but actual reserve exploration revealed the tank could still deliver another 8 to 10 kilometers past that point. The workaround I used was simple: I reset the trip meter after every full tank fill and tracked my consumption manually. This gave me a personal average of 72 kmpl across the test period, which matched what the bike was actually delivering rather than what the onboard computer estimated. If you rely solely on the factory range indicator, you will occasionally find yourself stranded near a pump because the display decides to round down aggressively. The braking system uses a drum brake at the rear and either a 130mm or 200mm disc at the front depending on the variant. The disc variant provides noticeably better stopping power in wet conditions, which matters more than most buyers realize. I experienced a sudden downpour during a test ride, and the drum-equipped version required about 15 percent more distance to come to a halt compared to the disc option on the same stretch. That is a real difference when you are riding in monsoon conditions regularly. Upgrade to the disc variant if your area gets heavy rainfall for four or more months of the year. The chain and sprocket setup on the new Splendor Plus is standard closed-type, which Hero claims reduces maintenance frequency. In practice, you still need to adjust chain tension every 1,000 kilometers and lubricate it weekly if you ride in dusty conditions. I found that using a dry lube spray instead of the thicker wet lube that comes with the service kit kept the chain cleaner for longer and prevented the usual grime buildup that slows down sprocket life. The recommended interval for chain adjustment is 500 kilometers in the first month, then every 1,000 kilometers after that. Skipping the first month adjustment causes premature wear on the sprockets, and Hero service centers will blame owner neglect even though the manual recommends this schedule.
Oil changes are straightforward and inexpensive. Use 10W-30 or 20N-grade motor oil as specified in the owner's manual, and change it every 3,000 kilometers or three months, whichever comes first. Some riders extend this to 5,000 kilometers to save money, and the engine tolerates it without immediate issues. However, pushing beyond 5,000 kilometers consistently will cause oil degradation that affects clutch performance and valve clearance over time. I noticed a slight increase in clutch drag after running the same oil for 7,000 kilometers on one test bike, which required a valve clearance adjustment that cost about 800 rupees at a local mechanic. The oil itself costs roughly 250 rupees for a 0.8-liter bottle. Doing the change at 3,000 kilometer intervals is cheaper in the long run when you factor in avoided repairs. The new model also introduced an option for a tubeless tyre upgrade at the factory on certain variants. Tubeless tyres are genuinely more convenient for daily commuting because a slow puncture does not leave you stranded immediately. Standard tubed tyres require you to carry a tube repair kit or call for roadside assistance on every puncture event. If your route includes construction zones or areas with scattered debris, tubeless tyres reduce your downtime significantly. The trade-off is that tubeless tyres are slightly more expensive to replace and require an air-tight sealant for rim compatibility. Budget an additional 500 to 800 rupees per tyre if you opt for tubeless. The seat height remains at 790 millimeters, which works for most riders between 5 feet 2 inches and 6 feet tall. Taller riders may find the seat a bit low relative to their leg length, making flat-ground stops feel slightly awkward. The ground clearance of 170 millimeters handles typical Indian roadconditions without scraping, but the underbelly exhaust pipe on non-BS6 models ran hot enough to cause minor burns if you shuffled your feet while waiting at signals. The BS6-certified newer models have improved heat shielding on the exhaust, which reduces this issue considerably. Check your specific variant's model year before assuming heat protection is adequate.
Get the Full Details
Insurance costs for the new Splendor Plus fall in the affordable category, with third-party coverage running around 500 to 700 rupees annually and a comprehensive policy starting near 2,500 to 3,000 rupees depending on your city and deductible choice. The ex-showroom price varies by region but typically ranges between 68,000 and 80,000 rupees for the Plus variant. On-road prices include registration, handling charges, and insurance, which push the total cost into the 78,000 to 95,000 rupee range depending on your state's registration fees. Delhi and Maharashtra tend to be on the higher end due to road tax and registration charges, while states like Uttar Pradesh and Bihar keep the on-road price closer to the lower end of that range. The resale value of the Splendor Plus holds up better than most commuter bikes in its segment because Hero maintains a vast service network across India. A three-year-old model in good condition typically retains around 60 to 65 percent of its original on-road price. This is useful if you plan to upgrade within two or three years. Keeping the service records intact and getting all routine maintenance done at authorized centers makes a noticeable difference during resale negotiations. Private buyers and dealers both check these records, and missing documentation reduces offers by approximately 5 to 8 percent. If you need a no-nonsense commuter that prioritizes fuel economy and low running costs over performance or feature richness, the new Splendor Plus delivers exactly that. It is not exciting to ride, and the build quality reflects its price point. Some plastics feel thin, and the switchgear has a slightlycheap tactile feedback compared to premium commuter bikes from Honda or Yamaha. However, these are minor complaints that do not affect reliability. The engine has proven durability over decades of use, and replacement parts are available at nearly every village-level service center in India. That availability is the single biggest advantage this bike offers over newer competitors that may look better on paper but lack the same distribution network.
