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Hero Passion Pro, XPro: All snazzed up now; prices start at Rs 52,689

Hero Passion range has been  snazzed  up to contemporary standards with the Pro and XPro twins. Visually different from each other, the XPro is definitely  themore  appealing design. That being said, thanks to revisions to the bodywork, it’s the more conservative Pro that gets the sportier-looking seat while the XPro has to make do with the  flatter  unit Hero Passion Pro is the friendlier, more conservative one while the XPro tries its hand at spiritedness. The XPro getting a longer swingarm and this has a noticeable impact on the cornering liberties, it lends you. Image source: Company website HeroMotoCorp starts Argentina ops, launches Glamour motorcycle

The Passion is a honest-to-earth and a reputable brand that has contributed immensely to Hero’s gigantic, overpowering presence as a mass-market manufacturer. And in its latest guise, the Passion range has been snazzed up to contemporary standards with the Pro and XPro twins. Visually different from each other, the XPro is definitely themore appealing design. That being said, thanks to revisions to the bodywork, it’s the more conservative Pro that gets the sportier-looking seat while the XPro has to make do with the flatter unit.

In terms of mannerisms, the Passion Pro is the friendlier, more conservative one while the XPro tries its hand at spiritedness. The XPro getting a longer swingarm and this has a noticeable impact on the cornering liberties, it lends you. The XPro also utilises a stiffer rear shock which adds to its handling prowess and the Pro is, obviously, the more comfortable commuter, as a result. Both motorcycles now get the non-sloper, in-house developed 109.1cc motor previously seen only on the Splendor iSmart 110. The output figures on both Passions are identical 9.5hp at 7,500rpm and 9Nm of torque at 5,500rpm  and both share the 4-speed gearbox, as well. Both get electric starters (as well as a kick) and are carburetted, and i3S (idle-start-stop) is standard on both, too. This mill is linear and has decent low-end grunt but lacks the refinement of the Honda Dream range, especially at higher revs. Short-shifting is the way to go on these motorcycles since efficiency is, in any case, the priority for in this segment. In the short riding loop I had access to, I managed to get its analogue speedometer to display 80kph, but it’s definitely more at home doing 65kph or lower.

Both take kindly to bumps and while the Pro is more absorbing thanks to its softer-set suspension, both are pliant and can take on India’s worst with ease. The 18-inch alloys contribute to their relative long-leggedness although I certainly preferred the XPro to the Pro for its longer-swingarm-aided longer wheelbase and the consequent stability. On a different note, the 240mm disc tends to overpower the front tyre (2.75 x 18 on the Pro, 80/100 R18 on the XPro) and hard braking results in the handlebar getting a pronounced tug to the right.

Which section of people are buying these bikes? Honestly, for all the XPro’s appeal, the Pro is the one to go for. It’s more comfortable and isn’t trying too hard to impress. Since the Pro is lighter (by 3kg), taller (in terms of its seat height 781mm; 778m for the XPro), and has the bigger fuel tank (11 litres; 9.2 litres on the Xpro), it’s more practical and fit for its intended purpose. That having been said, the XPro is worth a consideration if you want a commuter with a slim sporty intent without losing out on efficiency.

By Ruman Devmane, DNA)

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