With the Dominar 400 now powered by a smaller-capacity 349cc engine, Bajaj’s cycle of downsizing all its products, along with the Triumph 400s and select KTM 390s it manufactures, is now complete – an exercise undertaken to benefit from the lower 18 percent GST on two-wheelers under the 350cc threshold. But has this downsizing affected the Dominar 400 in any significant way, and who exactly is this bike for today?

Design and Features – 7/10

It’s been nearly a decade since Bajaj launched the Dominar 400, and in that time, not much has changed visually. While you can call the Dominar a dated-looking machine, you certainly can’t accuse it of being a sparsely equipped one. I don’t mean fancy features and farkles like a laundry list of electronic rider aids or a huge TFT display; instead, the Dominar is well kitted out for its target audience. Things you usually have to purchase as extras on other bikes, such as a pillion backrest integrated into the luggage rack, a comprehensive engine guard, a big front windscreen and knuckle guards, come standard on the Dominar 400.

The biggest change from the rider’s POV is the new Pulsar NS400Z-sourced display and switchgear, which the Dominar received a year ago. With this update, it also got four riding modes (Sport, Road, Rain and Off-road) with distinct ABS calibration for each. One thing that remains exclusive to the Pulsar is the bidirectional quickshifter, which seems like a strange miss on the more expensive Dominar.  

Performance and Fuel Economy – 8/10

The Dominar’s 373cc engine was downsized to 349cc by reducing the stroke from 60mm to 56.1mm while retaining the 89mm bore. Barring some essential changes necessary for the downsizing process to the engine’s head, the mill retains everything from before, including its compression ratio. While the Dominar and Pulsar NS400Z share this engine, there are some differences. Both have distinct mapping and tuning to suit their different roles, and the Dominar also has different camshafts and a heavier flywheel for a stronger mid-range.

In fact, the Dominar 400 is one of those rare cases where the same engine produces more power after being downsized! It never received the 43hp state of tune as the Pulsar did last year and stayed at 40hp, so now there’s a marginal 0.6hp improvement. Torque, however, has dropped from 35Nm to 33.2Nm on the 349cc version.

On the move, the 349cc Dominar 400 retains its predecessor’s relaxed character, although you do feel the drop in low- and mid-range compared to the 373cc version. Nevertheless, the Dominar 400 still has more than enough performance, and out on wide, open roads, sustaining 100-120kph in top gear is quite a placid affair, and commendable highway performance is one of its biggest USPs. Also worth mentioning is that its engine has a calmer and easier-to-use nature than the one in the NS.

Ride and Handling – 9/10

The Dominar 400 has never been about maximum thrills – look at the Pulsar NS400Z for that – and the engine’s relaxed demeanour carries over to the chassis front as well. This is a surefooted and predictable machine, but you wouldn’t call it a sporty one. Flowing through gentle corners is more up the Dominar’s alley than attacking fast switchbacks. Its foot pegs also touch down without too much effort, and it is best to ride this bike in a relaxed yet brisk fashion.

What will put you in that zone is the Dominar’s relaxed riding triangle, plush, well-padded seats for both rider and pillion, and a pliant suspension that rounds off all but the harshest of bumps our roads will throw your way. At 190kg, the Dominar 400 is a heavy machine, and you will feel that at low speeds, but the low 800mm seat height will help most riders get their feet down confidently and manoeuvre the bike as they like. 

Price and Verdict – 8/10

Summing up, of all the Bajaj-made bikes now downsized to 350cc, the Dominar 400 actually benefits the most because its key USP was scoring high on bang for the buck. That quotient has been further enhanced, and at Rs 2.04 lakh (ex-showroom, Delhi), it has very competitive pricing. As for outright performance, it has sacrificed some compared to before, but the big price advantage far outweighs the slight dip.

And when you look at the overall package as well as the standard equipment on offer, the Bajaj Dominar 400 is one of the most affordable and capable road-focused touring machines on sale at this price point. 
 

With its Pulsar NS400Z, Bajaj offered you one of the strongest VFM propositions in the entry-level performance bike segment. Now that the NS400Z has been downsized to 349cc, has the experience been diluted or does it retain its signature strengths?

Design and Features – 7/10

In terms of appearance, quality and features, nothing has changed on the 349cc Pulsar NS400Z. While this design can’t shirk its age off, it is still pleasing to look at, and overall quality is quite decent for the price you pay, although in some areas (like the dated-looking display, rudimentary rear brake pedal and the clicky switchgear) you can tell that this bike was built to meet a target price.

That being said, what is nice to see is that the upgrades the biggest Pulsar received last year (sintered brake pads, radial tyres, 4 riding modes and a software-based bi-directional quickshifter in Sport mode) continue onto the 349cc version as well. 

Performance and Fuel Economy – 8/10

Speaking of the motor, the Pulsar NS400Z’s 373cc capacity was downsized to 349cc by reducing the stroke from 60mm to 56.1mm, while retaining the 89mm bore. Barring some essential changes necessary for the downsizing process to the engine’s head, the mill retains everything from before, including its compression ratio. The end result is that the Pulsar’s peak output has dropped from 43hp and 35Nm of torque to 40.6hp and 33.2Nm, and the motor has also become noticeably more peaky than before.

In the real world, the reworked 349cc engine in the Pulsar NS400Z feels a little more mellow than the 373cc motor in the low- and mid-range, but past 7,000rpm, there’s good performance to be had. Of the four riding modes (Sport, Road, Rain and Off-road), we preferred using Road by and large because it had the most consistent and predictable throttle response (helpful in stop-and-go traffic) and the performance drop compared to Sport mode wasn’t a big one. Some oddities that continue from before are that only Sport mode allows the use of the bidirectional quickshifter, and while each riding mode has different ABS intervention, you can’t turn the rear ABS off in any of the four modes.

Depending on the sort of rider you are, the Pulsar’s newfound mellow nature will be a good or bad thing. If you’re someone used to faster machines or even the older 373cc version, this engine may come across as a bit too calm. On the other hand, if you’re a newer rider looking to move up from a 150-250cc machine, there is surely enough performance to keep you interested for quite a while, and in fact, the mellow nature of this engine will be more welcoming and forgiving for newbie riders.

Ride and Handling – 8/10

Even so, it can be seriously quick, both in a straight line as well as when the road goes squiggly. A short 1346mm wheelbase and a light 176kg kerb weight mean that the Pulsar changes direction quickly without too much effort and you can take corners at seriously quick speeds. The one detractor when riding through the twisties is that the Pulsar scrapes its footpegs and bellypan a little too easily.

Of course, this isn’t a big complaint considering how comfortable the Pulsar’s seating position is, and this would make for a capable and sporty long-distance machine. On open highways, the 349cc motor is capable of sustaining 100-120kph rather easily without any intrusive vibrations at any of the touch points – this is a similar trait to the downsized Triumph 400s, but in contrast to the downsized KTM 390s.

You also need to be aware that while the Pulsar NS400Z is a reasonably comfortable machine that is in the spectrum of sporty naked bikes, over bad roads though, you will feel more of the road surface, although it’s far from being harsh or uncomfortable.

Price and Verdict – 8/10

While the 349cc Pulsar NS400Z has changed in one fundamental way to its 373cc predecessor, it still retains its core strength of being fantastic value for money at Rs 1.82 lakh (ex-showroom, Delhi). There is simply nothing to match up to it in terms of sheer speed and associated giggles under your helmet at this price point. Also, had Bajaj not downsized the NS400Z, it would have cost roughly Rs 30,000 more, which would have eroded its biggest USP, thereby significantly hampering its very existence.

Sure, this bike and platform now seriously feel their age, and the final layer of finesse and polish seen on more premium bikes from other brands is lacking here. However, if you are on a tight budget and want the maximum bang for your buck in terms of sheer performance as well as some bragging rights, the Bajaj Pulsar NS400Z is still top dog.

Kawasaki has updated its KLX230 range for 2027, expanding the lineup with the addition of the new KLX230 S. The three-model range now consists of the KLX230, KLX230 S and off-road-only KLX230R S. 

1. All three models use the same 233cc engine with 19hp and 19Nm
2. KLX230 price rises from Rs 1.84 lakh to Rs 2.19 lakh
3. KLX230 S gets a lower seat height but with reduced suspension travel

2027 Kawasaki KLX230 range details

The KLX230 S is mechanically identical to the standard KLX230, but more accessible for shorter riders

All three models in the MY27 KLX230 range share the same 233cc air-cooled, fuel-injected single-cylinder engine producing 19hp at 7,800rpm and 19Nm at 6,200rpm, paired with a 6-speed gearbox. The KLX230 S is the new addition and is mechanically identical to the standard KLX230, with one key distinction – the seat height is 50mm lower at 830mm versus 880mm on the KLX230. This comes at the cost of reduced suspension travel: 160mm front and 163mm rear on the S, compared to 220mm and 223mm on the KLX230, along with lower ground clearance (220mm vs 255mm). 

The KLX230R S, the most off-road-focused machine of the trio and forgoes the headlamp and road-going equipment of the other two models in favour of a more committed off-road setup with a 900mm seat height and 270mm of ground clearance. 

Kawasaki has also revised pricing for the bikes with prices starting at Rs 1.89 lakh for the KLX230R S and going up to Rs 2.19 lakh for both the KLX230 and KLX230 S (all ex-showroom, Delhi). The price hikes are notable – the KLX230 goes up from Rs 1.84 lakh to Rs 2.19 lakh, while the KLX230R S sees a Rs 10,000 increase to Rs 1.89 lakh. The brand has mentioned that deliveries for the KLX230R S begin from mid-August 2026, with the KLX230 and KLX230 S following in mid-September.