Bajaj Pulsar 150 review: Familiar yet very different

When the first Bajaj Pulsar 150 broke onto the scene in 2001, it shattered the mould of what was expected of an accessible yet sporty commuter motorcycle. This recipe saw such widespread success that nothing Bajaj brought out since has been able to replace it. Therefore, the company went back to the drawing board and has now brought out a new generation of Classic Pulsars, spearheaded by the 125 and 150. In this review, we’ll share what the larger one was like to ride. 

Bajaj Pulsar 150: What’s changed compared to before?

From the mechanicals to the tech, it is all-new

To start with, gone are the double-cradle frame and twin shock absorbers, replaced by a lighter and stiffer diamond frame and monoshock, respectively. Complementing the new chassis is a brand new motor. This engine started life as an engine from a similar displacement N model, but Bajaj has made certain changes to suit this application. The state of tune, various internals and the exhaust system are all different over here. 

The Pulsar 150, understandably, has the sprightlier performance of the two.

Unlike before, the motor is now used as a stressed member of the chassis, and Bajaj has also peppered in the learnings it has made from the N range. For starters, the gearbox now has shorter, more tractable ratios, and there’s also a low rpm assist function, which raises engine rpm slightly to reduce stalling when you’re crawling at a higher gear at low speeds. Furthermore, higher variants of the 150 also come equipped with an Integrated Starter Generator (ISG), which brings in silent start and a reasonably quick start/stop system. 

Pulsar 150 design and quality – 8/10

Looks uncannily similar to the older bike; feels very similar to sit on, too

Considering how much has changed underneath, it’s especially commendable that the Pulsar 150 looks this similar to before. Bajaj’s design team has deliberately gone to great lengths to package everything neatly and retain the bike’s instantly recognisable silhouette. Pulsar hallmarks that people appreciate, like a ‘wolf eye’ headlight, a chunky tank, sharp tank extensions and a pointy tail, all continue, and you won’t be mistaking it for anything other than a classic Pulsar. There are no complaints when it comes to quality, and it’s as well-finished as you’d expect from a commuter bike today. 

Top variants come with a split seat.

Just like the near-unchanged design, the Pulsar 150’s ergonomics are almost the same as before – but that’s a good thing. You’re sat very neutrally, and the riding position is that of a textbook commuter with only slightly rearward pegs for the sporty touch that a Pulsar is known for. With a perch that’s just 795mm off the ground, the 150 strikes a nice chord by being friendly and approachable for both shorter folks and 6’1 Rishaad. To cater to the wants of different riders, Bajaj will sell you a Pulsar equipped with either a single piece seat or split seats. Both options are spacious – the single piece seat understandably more so – and decently padded, capable of accommodating two full-size people without them getting acquainted with each other too intimately. 

Pulsar 150 performance – 8/10

Has enough pep for city and highway duties, engine stalls a little too easily, though 

City traffic is where most Pulsar riders spend most of their time, so we did the same and found that the bike behaves exactly as you’d expect from a commuter. The motor has good low- and mid-range torque, and paired with the super light clutch, wading through the drudgery of traffic doesn’t feel too taxing. 

The new engine is also super smooth, and should you choose to venture out onto the highway, the Pulsar can do that as well. The upper limit of the 150’s comfortable cruising speed is 90-95kph in its top 5th gear, which is par for the course in this class. 

However, for all its strengths, the engine in the Pulsar 150 unit we were allotted displayed a tendency to stall a little too easily, and this happened on multiple occasions to both myself and Rishaad, who rode the bike. 

Pulsar 150 ride and handling – 8/10

Behaves predictably and handles all situations well

While the chassis is largely the same between the 125 and 150, one noteworthy difference is that the bigger one uses a fatter 33mm fork, compared to the 31mm unit on the smaller bike. Also, unlike the 125, the Pulsar 150 comes with the government-mandated safety net of single-channel ABS. All variants come with a 260mm disc brake at the front, paired with either a 230mm drum brake on the lowest variant or a 230mm disc on the higher two variants. 

Pulsar 150 behaves neutrally and predictably when subjected to a variety of riding conditions.

The best way to describe the new Pulsar 150’s handling is neutral and predictable. Neither does it feel as vague as the previous-gen model, nor does it feel as responsive as the N / NS models. The Classic Pulsar 150 retains its surefootedness in a straight line while introducing a newfound taut feeling when taking a corner. Its demeanour is predictable at all times, which is sure to inspire confidence in the varied sort of riders it will cater to. The brakes work well and bring the Pulsar to a stop in a quick fashion without much drama, although overenthusiastic usage will result in the rear locking up.

However, for all its strengths, the Pulsar 150 is not perfect, and there are some areas of improvement. The rear suspension feels slightly underdamped and springy, throwing you off the seat over larger road imperfections. The gearshifts, too, felt a little rubbery and vague, lacking a snick feel. 

Pulsar 150 features and safety – 8/10

Comes with a lot of tech-y features on the top two variants

Following today’s market trends, even a humble commuter like this one now packs a dollop of tech. This includes a USB-C charging port, 4 riding modes (Sport, Tour, Road and Rain), Bluetooth connectivity for the dash via Bajaj’s app, which brings in a host of functions, and you can even cast your phone’s screen onto the TFT display, although some of these functions are still not available yet and will be rolled out at a later date. 

Top variants also come with a colour TFT display and riding modes

To control the TFT display’s functions and switch between the riding modes on the top variants, you also have more comprehensive switchgear whereas the colour LCD dash on the lower variants is paired with a simpler switch cluster. Both displays are informative and well laid-out and bring an air of premiumness from the rider’s POV. Admittedly, most of these features aren’t going to add much value for most everyday riders but for the few that want their motorcycle to double up as a gadget, they’re there. 

Pulsar 150 price and verdict – 8/10

It suits its intended purpose quite well

Aside from a few small misses, the new Pulsar 150 is a lovely commuter, which comes in at a price point that is more or less in line with the competition today. Prices start at Rs 1.15 lakh and go up to Rs 1.23 lakh (ex-showroom, Delhi). Compared to the last-gen 150, this latest-gen Pulsar’s prices have gone up by Rs 4,000-Rs 6,000, which is a digestible amount considering the sheer scale of new components in use here. 

Given the huge demand for a bike that looks like a Classic Pulsar and the fact that this new-gen model is such a quantum leap ahead compared to the old ones while costing just a few thousand rupees more, Bajaj seems to have a winner on its hands.