Yezdi Adventure

The Yezdi Adventure was launched in early 2022 as a direct rival to the Royal Enfield Himalayan 411. Although the initial hype was strong due to the nostalgia associated with the Yezdi brand, the sales numbers of the Adventure never soared high as it needed improvements. The latest model, Yezdi says, is a revised iteration of the bike with changes to address the previous niggles. And to let us verify their claims and scrutinise the updates first-hand, Yezdi invited us to Pro Dirt Adventure to give us a brief stint with the bike where we majorly rode it off-road, besides taking it on to the tarmac for a few minutes. Here’s what we came back with.

While Yezdi has kept the overall bodywork of the Adventure untouched, it has replaced the previous, oddly large cage surrounding the fuel tank with a smaller unit, which boasts a plate with ‘Est 69’ lettering. Although small, this tweak has lent the motorcycle a cleaner and more likeable stance. Adding to the visual appeal is the new colour palette which is a good mix of swanky and understated shades. Besides that, it continues to look like a quintessential ADV with tall, sturdy, and industrial aesthetics.

Coming to the changes that don’t meet the eye, the new Adventure runs the revised 334cc, single-cylinder, liquid-cooled engine which Yezdi calls Alpha2. This unit gets tweaked internals for better refinement and sound along with different mapping for improved torque delivery in the low and mid-range. In fact, Yezdi says it has given it gear-based mapping – the first three gears are tuned for better low-end tractability while the higher gears are tuned to be suitable for the highway. The power and torque output, however, remain almost identical at 29.8bhp and 29.8Nm.

While the suspension setup retains the same telescopic forks and link-type monoshock, the damping characteristics have been altered for more comfortable low and high-speed rides. Wheel sizes are the same 21 and 17 inches at the front and rear, respectively. Similarly, a single disc at both ends has been retained with dual-channel ABS that works in three selectable modes (rain, road, and off-road) offering varying intervention. Moreover, the overall kerb weight, with the cage, has witnessed a drop of around 4.5kg and the bike tips the scales at 187kg now. Lastly, the company has worked on improving the quality levels as well. This was evident in the quality of plastic, paint finish, and fitments of panels, all which felt nicer.

The list of features remains unchanged. There’s a digital console which shows ample of data and offers Bluetooth connectivity, turn-by-turn navigation, and tilt adjustment. You also get a slipper clutch, USB-A and USB-C charging ports, and full LED lighting.

As I sat on the bike and cranked up the motor, the improvement in its overall feel and sound was instantly evident. It sounded less clattery with a bassier and throatier exhaust sound. Similarly, the vibrations have gone down drastically. On the move, you do feel a minor buzz around the fuel tank beyond 5,000rpm, but it is not as prominent as on the previous model.

As we hit the trails, the stronger pull in the mid-range was noticeable and this made the bike easier to ride off-road. You don’t need to work the gearbox as hard as before and wrong gear selections are forgiven with a clean pull, even from 3,000rpm. Sliding the bike in first and second gear is easier now. Similarly, the throttle response is crisper and more direct. However, we noticed the engine would stall every time we cranked up the motor and blipped the throttle aggressively at a standstill. This could be an issue with the low-end fuelling but it never posed a problem on the go. The gearbox feels slick for the most part with a minor yet assuring clunk. Although the clutch is a bit heavy to operate, it’s lighter than the one on the Himalayan.

Whenever I moved the Adventure at a standstill, it felt much heavier for a 187kg bike, especially towards the top section. However, the weight almost disappears on the move. Even through the slower sections off-road, the bike doesn’t feel prone to tipping over easily. And when you pick up pace, the large 21-inch front wheel and long wheelbase make it quite stable, thereby inspiring a lot of confidence. I could trust the bike’s geometry and take the more challenging and slippery sections with ease.

In terms of ergonomics, standing up and riding is doable but not outright comfortable. With my 5’11’’ frame, I couldn’t stand upright owing to the low handlebar. This can be fixed by changing the angle of the bar or installing risers. What’s a bane though is the protruding sides of the fuel tank and underseat panels which make grabbing the bike tightly with your legs a bit challenging. That said, these aren’t major issues and riding the Adventure off-road is fun and involving.

Out on the tarmac, when you’re seated, the riding position is comfortable and spacious. But what’s more impressive is the stronger and cleaner acceleration, especially at city speeds. It certainly feels more tractable and doing 30kmph in fourth gear is easier now. Plus, the higher refinement levels only add to the experience.

What is strange though is the evident flat spot between 4,000 to 6,000rpm in third gear when you feel that the bike suddenly stops accelerating and the power comes back with a jerk as you touch 7,000rpm. We are told this is an effect of internal changes made to comply with BS6 OBD 2 norms. Moreover, the engine feels quite strained at 100kmph. It doesn’t go completely out of breath but pulling off overtakes at highway speeds gives an impression of putting pressure on the engine.

On the flip side, what’s commendable is the agile nature of the bike on the road. It is willing to change directions with minimal inputs and feels too nimble for an ADV. Similarly, the front brake delivers a strong bite and the rear has the right amount of progression. Although the ride quality feels to be on the stiffer side on the road at any given speed, the suspension setup doesn’t bottom out easily, even if you go aggressive with the bike off-road.

The new Yezdi Adventure is certainly a better motorcycle than the first iteration we rode in 2022. The quality levels are noticeably better, the engine feels more refined and tractable while sounding less mechanical, and, it looks more likeable with a smaller cage. Plus, the brakes, handling, and ride quality didn’t leave room for complaint in our short stint. And unless you’re as skilled as Pol Tarres, it feels at home off-road with a long wheelbase, a large front wheel, long-travel suspension, and the improved low-end performance. It’s just the lack of slenderness in the mid-section that doesn’t allow you to lock in your legs firmly.

That said, we are eager to test it in the real world, mainly to examine some important aspects like heat dissipation from the engine, how it feels on an open highway, how the ride quality is on imperfect Mumbai roads, fuel efficiency, and if the quality levels are retained over a longer period.

It’s worth noting that the starting price of the new Yezdi Adventure is Rs. 5,000 lower than the outgoing bike. It starts from Rs. 2.10 lakh and goes up to Rs. 2.20 lakh, depending on the colour one chooses. That puts it bang in the middle of the Hero Xpulse 200 and the Royal Enfield Himalayan 450.

Photography by Kaustubh Gandhi