Hero HF Deluxe vs Splendor Plus: Price and On-Road Cost in Delhi

Ex-showroom prices only tell half the story. Add RTO and insurance, and the base HF Deluxe lands near ₹70,700 on-road in Delhi, according to BikeWale’s listing. The base Splendor Plus runs ₹86,600 to ₹89,300 on-road, per Autocar India’s April 2026 figures. Dealers in other cities will quote differently, so treat these as Delhi benchmarks, not promises.

The pricing ladder matters too. If the base HF Deluxe feels too bare, the HF Deluxe Pro at about ₹72,600 ex-showroom still undercuts the entry Splendor Plus. Drivio has covered both the Splendor Plus Xtec 2.0, around ₹81,000 ex-showroom, and the Pro, and they show how quickly Hero’s pricing climbs once you add features.

Same Engine, Different Feel

Open the spec sheets and you will find nothing to separate them. Same 97.2cc single-cylinder motor, same 8.02 PS at 8,000 rpm, same 8.05 Nm at 6,000 rpm, same four-speed gearbox. Hero’s flex-fuel versions of both, launched in Delhi and parts of Maharashtra in mid-2026, share one engine tune as well.

The difference is in the details. The Splendor Plus carries a bigger tank, 9.8 litres against roughly 9.1, which at 60 kmpl means about 590 km between fill-ups instead of 545. The HF Deluxe is a few kilos lighter in kick-start form, and you feel that in lane-splitting traffic around Karol Bagh or Andheri. Neither bike wants to cruise past 70 km/h. If your commute includes a highway stretch, both will feel stretched, and a 110cc rival like the Honda Shine 100 or Bajaj Platina 100, likely in a similar ₹60,000-₹70,000 ex-showroom bracket, deserves a test ride.

Splendor Plus Mileage vs HF Deluxe: What You Actually Pay Per Month

Both bikes claim 70 kmpl, and both fall short of it in stop-start traffic. A realistic city figure is 60 to 65 kmpl. Take a rider doing 1,000 km a month with petrol at a round ₹100 a litre. At 60 kmpl, that is about 16.7 litres and ₹1,670. At 65 kmpl, it is 15.4 litres and ₹1,540. Even at the full claimed 70 kmpl, you would still spend roughly ₹1,430.

Here is the part brochures skip. The two bikes share an engine, gearing and a similar kerb weight, so the real-world fuel gap between them is tiny. You will not recover the ₹16,000 premium through petrol savings. Service costs behave the same way. Expect around ₹2,500 to ₹3,500 in paid servicing and oil by 10,000 km on either bike, likely identical to within a few hundred rupees, because the consumables are shared.

The EMI Reality: What ₹16,000 Does to Your Monthly Budget

Run the numbers on a loan. Assume ₹10,000 down, 36 months and an illustrative 11% interest rate. The HF Deluxe’s on-road price of about ₹70,700 leaves a loan of roughly ₹60,700 and an EMI near ₹1,990. The Splendor Plus at about ₹86,600 means a loan near ₹76,600 and an EMI around ₹2,510.

That is about ₹520 more every month, or close to ₹18,700 over three years. For a rider earning ₹20,000 to ₹25,000 a month, that is a noticeable slice. Actual rates depend on your credit profile and lender, so treat this as a comparison tool rather than a quote.

So, Which One Should You Buy?

The Splendor Plus earns its price in softer ways. It has the stronger badge, nine colour options against the HF Deluxe’s handful, and it usually fetches a better price when you resell. It also has the larger tank and, in Xtec trims, a feature list the HF Deluxe cannot match. If you plan to keep the bike beyond five years, or resale matters to you, the premium is defensible.

For everyone else, the HF Deluxe vs Splendor Plus verdict is clear. The HF Deluxe delivers the same engine, the same economy and the same service network for far less money. A first-time buyer or a rider using the bike purely to commute should take the HF Deluxe and put the saved ₹16,000 towards insurance, a good helmet and a first-year service fund. If the numbers above point you that way, or you still lean towards the Splendor Plus, check the on-road price and EMI for the Hero HF Deluxe in your city on Drivio.

Bajaj Pulsar 125 on-road price and EMI in Delhi

Four variants cover the range, from the ₹92,990 STD to the ₹1,04,318 Premium Split Seat TFT+. The single-seat and split-seat TFT versions sit in the middle, separated by only ₹997. Anyone who carries a pillion should take the split seat without thinking twice.

Add RTO charges, insurance and handling, and the base bike likely lands near ₹1.05 lakh on-road in Delhi. The top variant should be around ₹1.17 lakh. Mumbai buyers should expect a few thousand rupees more. These are estimates, so confirm the dealer quote.

Here is the number most listicles skip. Put ₹15,000 down on the base bike and borrow about ₹90,000 over 36 months at an assumed 11 per cent, and the EMI works out to roughly ₹2,950. Total interest is close to ₹16,000. Stretch the loan to 48 months and the EMI falls to about ₹2,325, but interest climbs past ₹21,000. The longer tenure feels cheaper every month and costs you more overall.

What actually changed under the bodywork

The engine is the headline, though not for the reason you might expect. The air/oil-cooled single makes about 12 PS and 11.4 Nm, a small step up from the outgoing 11.63 bhp motor. Nobody should expect a different bike off the line.

The more meaningful changes are mechanical. A new five-speed gearbox arrives. The old double-cradle frame gives way to a single-cradle one, and a monoshock replaces the twin rear shocks. Those changes decide how a commuter bike behaves over potholes, speed breakers and broken tarmac, which is where most Pulsars spend their lives.

Features carry the price premium more than power does. The TFT shows call and SMS alerts and turn-by-turn prompts. It also adds music controls and Google Maps mirroring, which means you can mount the phone in your pocket instead of on the handlebar. Higher variants add ride modes, Crawl Tech for creeping through jams and an Integrated Starter Generator. The base STD keeps an LCD console, so if navigation is why you are here, skip it.

Real running costs: fuel and the 10,000 km service

Bajaj’s launch material does not make the new engine’s ARAI figure easy to pin down. The outgoing bike claimed 51.46 kmpl, and owners report 45 to 50 kmpl in daily use. Take 48 kmpl as a working number until real tests arrive. That figure is expected, not confirmed.

At 1,000 km a month, you burn about 21 litres, which is ₹2,150 at ₹103 a litre. A longer 1,500 km commute pushes it to roughly ₹3,200. Pair the 1,000 km fuel bill with the 36-month EMI above and you are spending close to ₹5,100 a month for the first three years, before insurance renewal.

Servicing is gentler. The 10,000 km visit typically means fresh engine oil, a new oil filter, an air filter check, chain adjustment and a brake inspection. Budget ₹1,500 to ₹2,500 at an authorised Bajaj centre. That is a likely range, not a published rate card, and it varies by city.

Pulsar vs Raider vs SP125: which 125cc is smarter?

The TVS Raider 125 is the closest rival, with roughly 11.4 PS and 11.2 Nm. The Honda SP125 makes about 10.7 PS and 10.9 Nm. The Pulsar’s edge on paper is small, and nobody buys a 125 for its 0.6 PS advantage. What separates them is everything around the engine.

Honda wins on refinement, resale and the sheer reach of its service network. Its console is plainer and the styling is deliberately quiet. The Raider is the sportier alternative, and its TFT sits on a pricier variant. In my view the Bajaj Pulsar 125 wins this comparison for anyone doing 20-plus km a day in stop-start traffic, because the monoshock, the navigation display and the Crawl Tech all pay off in exactly that situation. Base-level rivals are likely cheaper by a few thousand rupees, so verify local quotes.

Also look at the Pulsar N160 if your budget stretches. It costs more but borrows the same TFT idea with more engine behind it.

Who should buy it, and who should not

Buy the split-seat TFT if you commute daily, ride with a pillion and want navigation without a phone mount. It is the variant where the new Pulsar makes the most sense. The Premium TFT+ is only worth the extra for riders who want the Integrated Starter Generator and ride modes, and few will use either every day.

Skip it if your on-road budget is a hard ₹1 lakh. The base STD gets you the new engine and chassis, but without the TFT you lose the main reason to pay Pulsar money. Under that ceiling, the Honda SP125 gives you a calmer, cheaper ownership story. If you ride under 500 km a month, the fuel savings of any 125 are small, so buy on comfort and looks alone.

For most Indian city riders, the new Pulsar is the right call: more tech than its price suggests, a better-sorted chassis and a monthly cost that stays manageable. Check the on-road price and EMI for the Bajaj Pulsar 125 in your city on Drivio.