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Integration of the side step and saree guard is commendable
Ergonomics – Tall saddle height, wide clip-on handlebars and perfectly-positioned footpegs lend the Pulsar NS 160 a very comfortable and commanding riding position. Just like its elder sibling, this motorcycle can accommodate riders of all sizes without any issues due to its practical and spacious seat. We can term the seating position as a good compromise between the Gixxer and Apache 160. The pillion seat is also very well contoured and the grab rails are sturdy and function as expected. Handlebar controls fall right into place and the recesses of the sculpted fuel tank offer firm grip while cornering. The mirrors are wide and offer a good field of view to the rider even with a riding jacket on!
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As compared to the Pulsar AS 150, power figures have gone down while torque output has been increased
Performance – The NS 200 is known for its intoxicating performance levels. Bearing the NS nomenclature, it was quite expected for the Pulsar NS 160 to carry similar levels of thrill albeit on a smaller scale. The Twin Spark DTS-i oil-cooled motor packed under the Pulsar NS 160 doesn’t come from the NS 200 but is a bored out AS 150 engine which now displaces 160.3cc. Also the most powerful air-cooled motor in its class, this one produces pretty impressive power and torque figures of 15.28 BHP and 14.6 Nm respectively. Quite a performer? No. The low-end isn’t that impressive, power starts to build up early around the mid-range and holds up decently till the 10,000 RPM redline. Being a small displacement motor, progress after triple-digit speeds is painfully slow till its top whack of 114 km/hr (VBOX tested).
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This BS4 compliant motor is oil-cooled and has the best power output in the 160cc segment
The NS 160 is enjoyable at city speeds because of its strong mid-range
What’s more surprising are the refinement levels! This engine feels so refined that you’d almost confuse it with a Jap. There are zero vibrations at idle and the motor feels very smooth on the move. A slight hint of vibrations can be felt around the footpegs and handlebar when you near the redline. Since the powertrain isn’t as responsive as you’d want it to be at lower RPMs, there is an unavoidable need to wring the throttle open a little extra to keep pace with fast-moving traffic. The exhaust rewards you back with the typical Pulsar cacophony in this process but what’s even better is the fuel efficiency of around 45 km/l on an average. Gearshift quality is where Bajaj needs to work upon as the shifts aren’t smooth enough and clutch action isn’t light either.
