FZ25 does what it is intended to do. Click pic to read our detailed review..

Yamaha FZ25 Review – Words: Syed Shiraz | Photos: Himanshu Sharma

Guess I’ll have to start this one with a disclaimer. Here it is, then: Please note that out of the four motorcycles I own, three are Yamahas. The fourth one happens to be a Jawa 250 (in case you’re wondering), which was the first motorcycle I’d bought. The fifth bike in our household is my younger brother’s R15. Yes, again a Yamaha (that line sounded quite like the company’s catchline “Yes! Yamaha”, but it was unintentional). However, I had bought all my motorcycles much, much before I got into automotive journalism. Yamaha India didn’t “gift” anything to me. That’s a privilege extended to only a certain Mr. Abraham.

Why this disclaimer, you ask? Because, as I begin to write this, the Yamaha FZ25 review, I have a strong feeling that this review might sound like what some imbeciles call a “paid review”. Although I am not answerable to them (we are answerable to the genuine readers, and this article – NOBLE Prize in Automotive Journalism: Reality Check – was therefore written specially for them) I strongly believe that even the most vicious and malicious hearts can be cured by truth. Hence, the disclaimer. I really do feel compelled to tell those kind of folks that, forget a ‘payment’ or an ‘incentive’ of any sort, most of the times we do not even get a test vehicle on time, or for enough time, upon our first request. And when we do get it, most of the times it is in not too good a state. Heck, on one occasion, I have even been given a litre-class motorcycle for review with less than a litre of fuel in it! I don’t know if they misinterpreted the meaning of ‘litre-class’… Okay, enough of the rant; it’s now time to tell you all about the FZ25.


Before I even talk about the design, let me tell you that I have a big problem with the name given to this motorcycle by Yamaha. Why call it FZ25 and not FZ250? The latter would have been more appropriate and hard hitting. How would you feel if the KTMs were known as the Duke 39, Duke 20, D25, etc.? The message was driven home further when I got at least seven “what’s the cc?” queries for this motorcycle. Yes, I counted. Come on Yamaha, it’s your first quarter-litre bike in India, and you completely miss the point when it came to the nomenclature? Great!

You, of all manufacturers, should not forget that we are a people who, while repainting our RD350s back in the ‘80s and ‘90s, used to write ‘350’ on the RDs’ fuel tanks in billboard-shaming proportions! The next worst thing I saw later in life was a gent, in the radius of less than a half a kilometre from my residence, peeling the GT250 stickers off his Comet and replying with a smug“650!” remark upon being its cubic capacity. And then there are at least two small Harley-Davidsons in my locality that look like Hyosung Aquila 250s… Point is: no manufacturer should undermine our obsession with, er, the size of the engine.

But Yamaha have got the stickering on this motorcycle oh-so-beautifully correct! The tuning fork badges, FZ25 & Yamaha decals, and Blue Core stickers – all have been used minimally. The only other manufacturer that comes to my mind that does that is Ducati. That in itself says a lot. If it doesn’t, then let me tell you that the use of zilch stickering denotes how strong the design is, whereas a splattering of graphics, contrary to what that manufacturer believes, shows how weak the design is. Remember the HH Glamours and Passions I talked about in the Victor’s review? I would give ten on ten to Yamaha for keeping it clean with the FZ 250 (yes, I’ll call it that whenever I feel like; deal with it).

And I don’t know why some design teams either use only a ruler (Duke 250) or a protractor (Mojo, TNT 25, etc.) while designing a bike. They can learn a thing or two from Yamaha. Its design incorporates both straight lines and round contours that result in a muscular, but chiselled look. There is neither a hint of flab anywhere nor does it look like a 3rd grade school kid’s summer vacation drawing assignment completed at the 11th hour using just a pencil and a ruler. And I apologize for using a personal picture here, but I had to because

of three reasons: a) Just look at the bike from this angle! Isn’t it the most sculpted of the lot? It exudes power, and there is more than a passing resemblance to the MT-09. b) Did you notice the position of my right foot? Okay, you can’t really see it completely, but I am sure you can determine looking at the picture that how comfortably I have placed the balls of my foot on the ground. Usually, it’s just the toes. c) Instagram isn’t dying anytime soon.

The fit and finish is typical Yamaha (read: “the benchmark”), but the company could have done a better job with the instrument cluster. No, there is nothing wrong with its quality, and I don’t care about the gear indicator; it’s just that it looks too dull. If costs were a concern, they could have taken the R15’s unit – it would have further brought the cost down while still looking a notch or two better than the current one! It tells you both the real time and average fuel economy though.

The LED tail light looks pretty and while the headlight is all LED affair, the overall brightness can at best be termed as adequate. Riding at night would not be strenuous though, but I would have still liked a better spread from the high beam. The throw is good, but it’s so concentrated that it looks like an Eveready flashlight than a proper headlamp. It must have been said a zillion times earlier, but there is no denying the fact that the Dominar has upped the bar in this department to a level that looks out of reach for other manufacturers at the moment. Still, the FZ’s low beam saves the day, er, night – the throw and spread would suffice for most nocturnal outings. The headlight is always on and the pass function / high beam flasher is operated by pressing the beam selector.

The seat height of the FZ25 is 795 mm which makes for an easy reach for shorter riders, as I did mention above as well. Taller riders won’t feel cramped too; our six-foot tall photographer approves. The riding position as a street fighter is spot on – fairly upright with rear-set pegs. Thankfully, the pegs are not that far behind that it confuses the pillion. Both the rider and pillion seats are comfortable and my daily over-60 km commute never became a pain in the derriere.

A friend volunteered to give me real time feedback on pillion comfort, provided I drop her home from her workplace. Of course, I obliged. She kept her word too, and told me she won’t mind a long ride on this one. The bike was indeed lucky for me…


The adage “don’t judge a book by its cover” in motorcycles terms would translate to “don’t judge a motorcycle by its spec sheet”. And if this becomes a trend, the Yamaha FZ25 would rightfully go down in the history books of four-strokes in India as the progenitor of this trend. It has already been proven by dear friend Sagar Sheldekar that despite being almost 10 horsepower down than the Duke 250, the Yamaha is quicker to the ton, and even has a higher top speed than the KTM. I shall let our raw video clips reiterate that.

You must have already noticed, but, in case you didn’t, here are the results (all speedo-indicated):

  • 0-100 km/h in around 8 seconds
  • 0-120 km/h in 13 seconds
  • 0-130 km/h in 17 seconds
  • 0-140 km/h in 27 seconds
  • Top speed: 145 km/h

You don’t have to be from Aryabhata’s bloodline to be able to deduce from the numbers above that the Yamaha FZ25 is the quickest 250 cc motorcycle in India! Not only that, it sounds throaty too without getting gruff at any time. In fact, the mild bass in the exhaust note at idle itself tells you that this motor surely has something in it. You press the light clutch, select first, and immediately realize how eager this engine is right from the very moment you let the pressure plate spring into action. Do that a little enthusiastically and the front wheel will give you a standing ovation.

But it’s all controllable on this motorcycle as the FI is absolutely PERFECT! It’s smooth without making the engine sound or feel like a sewing machine, and there is always an instantaneous surge available irrespective of the revs you’re at! That means you’d seldom need a downshift to overtake most traffic. You might do it by force of habit, but this Yamaha doesn’t demand that. In fact, the grunt just doesn’t call it quits even at the top-end, though you can see above that the bike takes quite some time to reach 140 km/h from 130 km/h. Of course, it is natural for the power and torque graphs to taper off hitting their respective peaks, but it’s the degree of descent that matters. I don’t want to confuse you so, in simple terms, what that means is that the bike feels almost as strong from 130 km/h to 140 km/h as it does from, say, 120 km/h to 130 km/h.

This also brings to light the fact that the obvious, but petty differences in stopwatch times do not really matter in the real world. What matters is the confidence a motorcycle’s behaviour bestows on you to take those gaps in traffic neatly, and successfully, without causing a heart-in-mouth situation for yourself or for the other road users around you. This Yamaha 250, then, is as encouraging, dependable, and loyal as your best friend who is always your partner in crime in fun times, but is also be the first one to stop you from going overboard and becoming dead meat.

So while the FZ’s 250 motor will invariably egg you into going faster than usual, its brakes will ensure that you keep having fun for a long time to come (did that rhyme? I guess it did). The brakes are more progressive than Sweden and provide more feedback than an overt shrink. I have always maintained that good brakes are redundant if the tyres are not upto the mark. I am happy to report that there were no involuntary skids and lock-ups from either end (100/80 front and 140/70 rear) of the FZ25. Still, Yamaha should have provided ABS as an option. I know of at least one person who says he won’t buy this motorcycle because it does not have ABS. Just so you know his daily ride is an R15, and he is a mechanical engineer. No, he is not a wimp.

The FZ 250 is a light bike – it weighs 148 kg with a full tank of fuel! As such, flicking this bike from side to side is a cinch, and you just won’t get tired commuting on this motorcycle even in peak hour traffic. However, the best part is that, despite the lightness, the feeling of solidity remains common to all FZ models which brings about sure-footedness in both corners and straights, irrespective of the speed. The 250 is no exception and its new diamond frame displays impeccable manners in corners, though heavier riders might need to play with the monoshock preload to find their sweet spot. Factory setting (number 3 of 7) worked great for my weight (55 kg) in both the crucial factors – maintaining composure in corners, and not breaking my back or shaking my joints loose on bad roads like the KTMs. The RTR 200 still remains the king in ride quality though.

Still, the FZ25’s good ride quality, cornering composure, straight-line poise, fantastic brakes, and a 14-litre fuel tank should make for a great tourer as well. Oh, that reminds me to tell you that there are zero vibrations up until around 100-105 km/h and even post that mark the intensity of vibrations is nothing to worry about (so you don’t really miss a sixth ratio). While revisiting my ride through the raw footage (captured by the helmet-mounted action-cam), I noticed a section where I was able to maintain triple digit speeds for quite a long period of time (including a steady 140 km/h for around a complete minute) and I couldn’t recollect getting bothered for even a second by vibrations. In any case, they never make their presence felt through the handlebar; it’s only through the pegs and slightly around your groin and knees (if you’re hugging that shapely tank) that you would feel a little of them. I guess there would be a few who might buy it for this very reason…


Did you see the ‘average’ fuel consumption in the instrument cluster’s picture a while back? If you did, you may as well worship it now because I just found out (while calculating the average) that it’s the most accurate fuel consumption indicator that I have seen yet! I say that because the bike showed 32.6 km/l on the display while returning a near identical 33.04 km/l! Mind you, this was when I was riding to the limit 80 per cent of the time. Okay, I confess, make that 100 per cent of the time, whenever I got the opportunity. So this is no ‘average’ fuel consumption figure; it might just be the worst you can expect after running-in the motorcycle. I would stick my neck out and say that you may expect 35-37 km/l in the city and over 40 km/l on the highways, if you are not redlining it in every gear.

Yamaha FZ25 Review: VERDICT

You should have already had one by now. Okay, I understand that you need mine as well. See, I had been recommending this motorcycle to people even BEFORE I could lay my hands on it. Why? Because sometimes you just know. Okay, not all of it was gut feel; the precedents set by Yamaha; friends’, acquaintances’, and my own experience with the company’s products, and the fact that this 250 cc motor is a tried and tested unit – all of that shouted from a mile away that you can’t go wrong with this motorcycle. Having said that, like all others, even I was a little sceptical of how it would fare against the KTMs in pure performance terms. Forget beating the Duke 250, I am sure that no one, no bloody one, would have expected it to beat even the Duke 200. But it did.

And it does that without losing its temper – that too in the worst Delhi summers that I tested the bike in – while the KTMs, despite liquid-cooling, offer free hair-removal therapy for your lower extremities all the time. The Yamaha’s simple, and robust, two-valve engine is air- and oil-cooled, and since it’s not as stressed as the KTMs, it will never heat as much. So, other than not roasting your legs, it would prove more reliable in the longer run than the Austrians. Though I personally don’t believe much in preservation and longevity, I had to mention it because most users do.

I think, with the FZ25, Yamaha India have outdone themselves. Unintentionally. And I say that from an enthusiast’s perspective. See, I love the KTMs, and that is why we have a 390 too in our family, but, come to think of it, until the FZ25 came, our market just had three kinds of motorcycles in the premium segment – fast but unexciting (CBR250, Mojo, CBR150, Dominar, etc.); fast, exciting, but unnerving (the KTMs); and slow, unexciting, and unreliable (the REs). Now, the FZ25 has started a niche where a bike can both be fast and exciting, but still remain unthreatening! The FZ 250 is one such fun bike.

It would neither put you off to sleep at 100 km/h, nor would it cause you to increase your heartbeat idle speed unnecessarily to 2,000 bpm every time you want to go for a ride. Oh, and it would do the customary Leh trip, solo, without breaking down and without needing you to carry a mechanic and 183 kilograms of spares along. At INR 1.19 lakh (ex-Delhi) that’s a lot of fun, excitement, and reliability for your money. Might be too good for some.

Next Read: Yamaha RD350 vs Yamaha YZF-R3: One Brand, Two Cylinders, Three Decades

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FZ25 Verdict
Born in the early '80s. Riding since the early '90s. Writing since 2010. Grew up on 2-strokes & petrol jeeps. Lucky enough to own 2 RD350s, a Willys, an RX-100, and a Jawa.


  1. Excellent one Shiraz…………..I was planning to go for the FZ25……..had I continued working in India. Yamaha quality and reliability is unbeatable, neither HMSI nor Suzuki match it.

      • I am in Muscat…….Yamaha doesn’t sell anything here beyond their musical instruments. BTW Harley and Kawasaki have their independent showrooms here, so probably will opt for a Harley

    • Suzuki and Honda manufacturing quality have been equally as good as yamaha since years. Some people undermine simple designed bikes. In real world they provide more practicality. Myself unicorn 150 user before fz25. I also tried gixxer before settling to fz25. I have to tell you about unicorn has excellent smooth and silent engine, the sturdy metal tank cover and overall strong build quality. Some say unicron is uncle bike but this uncle bike design is highly engineered, gives spot on ergonomics, longer seat, easily reachable handle bars, straight riding posture and perfect footpegs position. Unicorn feels more nimble than fz25 though both have same weight and diamond frame may be due to narrower tyres in unicorn. I jumped to fz25 only for more power , for every thing else unicorn is excellent bike.

  2. “on one occasion, I have even been given a litre-class motorcycle for review with less than a litre of fuel in it” – LOLed here, literally 🙂

    “The throw is good, but it’s so concentrated that it looks like an Eveready flashlight than a proper headlamp” – I’d prefer a concentrated throw anyday and night. It helps those coming in opposite direction and unless one is riding through a pitch dark forest at night, you hardly won’t need to turn your head to see what’s on either side of your spread. There’s enough light in cities to ride even without headlamp.
    Your review is making me put this bike into my consideration list especially the part about performance. Like many, yes I read it from the spec and thought it might be slower for its cc. I’m waiting for P200NS-FI or P150NS hoping Bajaj releases it this year. If not, this sounds very enticing.

    “…and told me she won’t mind a long ride on this one..” – can you recollect and see if you can provide/get more feedback on this one? I ride with my wife almost everyday. So, rather than a single line of “won’t mind a long ride”, can you elaborate how comfortable the pillion ride would be for daily riding? About 25-30km on average, one way.

    Enjoyed the read! 🙂

    • “on one occasion, I have even been given a litre-class motorcycle for review with less than a litre of fuel in it” – LOLed here, literally” — hahaha, thanks Zeru, reading it now made laugh as well 🙂

      “The throw is good…… cities to ride even without headlamp” — Fully agree with you here. I had to mention it because I have to. 🙂

      “Your review is making me put this bike into my consideration list especially the part about performance. Like many, yes I read it from the spec and thought it might be slower for its cc. I’m waiting for P200NS-FI or P150NS hoping Bajaj releases it this year. If not, this sounds very enticing.” — Thanks again Zeru. In fact, I am seriously contemplating a buy as I need to add have one more four-stroke in the family. The R15 belongs to the younger brother 🙂

      “and told me she won’t mind a long ride on this one.. I ride with my wife every day” — With one single line I wanted to reiterate that my friend like the comfort so much in the chaotic city ride that she thinks she’ll be comfortable on long rides as well. To be more precise, her feedback came after a 30 km ride on two occasions. So yes, your wife should be comfortable as well on this one. Still, when you go for a test ride, insist that she comes along. If the dealer does not cooperate, please let us know. 🙂 Which city though?

      “Enjoyed the read!” — Thanks a ton!!!!! 🙂

  3. Excellent review again Shiraz!! Spent a lot of time reading it line by line!! I had become a great fan of your writing!! BTW, I like the FZ25 but the top end is what is worrying me a lot. While it’s miles ahead in acceleration (8.58 secs to the ton), its genuine top speed is 134 Kmph, just is in the league of the 10-years old Pulsar 220 (133 Kmph). To back my point, many riders had complained about the lack of grunt on the highways. Between the Dominar and the FZ25, it makes more sense to get the former because it not only accelerates faster but also does a much higher top speed (148 Kmph). But I never want to undermine the latest offering from Yamaha because the the FZ has rewritten the rules that Japanese are always costly for what they offer.

    • Thanks a ton Ben! And apologies for the delayed response. See, the grunt on highways, or anywhere else for that matter, is something that you will never find lacking in this one. I don’t agree with those who have complained about it. In fact, I have reiterated that this motorcycle feels bloody strong at the top end as well! I just told another regular reader, Zeru (I don’t know why the comment is not appearing here. Will check), that I might end up buying this one as I need to have one four-stroke for myself. The R15 belongs to the younger brother you see 😉

  4. Excellent analysis and review! Covers supurb details as a target user is looking for (like me). I am looking to upgrade from my Uni and following are requirements.
    – Engine displacement 200+ cc
    – Price around 1.2 Lakh.
    – Six speed gearbox
    – Excellent ride in 0 to 70 kmph speed range (I have minor lower back problem)
    – No lag. Twist the throttle and it should move in ANY gear.
    – Least gear changes
    – City friendly handling
    – Refined and silent engine (coming from Unicorn)
    – Healthy seating position for daily office commute (I am 5’6″)
    – Decent fuel economy

    After reading few reviews, I had finalized to book a RTR 200 and went showroom for test ride. The test ride bike looked like rode for more than thousand KMs but the speedo cable was kept detached for sale to a customer. The bike was somewhat abused. I rode the bike for 3 kms with sales rep pillion and half km solo drive. Here are my findings for the Carb version.
    1) Very proportionate and looker bike
    2) Good ride on any speed.
    3) Good road grip even without Pirelli.
    4) Refined engine (but less than brand new Unicorn) – Did not vibrate when I rode till 70 kmph
    5) Very loud exaust – I couldnt bear such sound after working in office. Really a headache. Sweet or Bitter doesnt matter, the bike should sound only when I want.
    6) Lot of things on console. Looks trendy.
    7) Unimpressive driveability, specifically on 5th gear. It doesnt accelerate before 3.5K rpm. Just keep the speed.
    8) Very good seat foam. Should be comfortable for 2 hr ride as well. Rear seat sufficiently broad. Can ride with ladies.
    9) Slightly aggresive yet comfortable ride position for my height. When I say (short) height it also means short hands too and have to reach handlebars.
    10) Switchgear and overall build wuality is top notch.
    11) Power starts to build from 4K RPM and get a good pull after 7k. It is very loud when you reach there. I almost always drive between 3k – 5.5k rpms.
    12) No sixth gear, No FI, No ABS even though bochure mentions it.
    13) 1.12L (Pirelli) on road. In budget.

    I was disappointed with my experience and reviews not matching. Had Yamaha showroom in same building with brand new FZ25 standing for test ride. I was not planning Yamaha but to gain something from the visit I test rode it. Drove bike around 4 km including highway and bad to very bad narrow road. Following are my observations (it was before I read this review)

    1) Muscular stance, All LED headlight with AHO. I liked it but RTR200 looks more proportionate.
    2) BS4, Fuel Injection 250cc, 2 valves engine. Butter smooth and silent. Roars past 5K rpms. This is how I like bikes.
    3) Console has Distance To Empty indicator. Extremely helpful feature. Even my i20 doesn’t have it.
    4) Ride quality slightly stiff on low speed. Better on high speed.
    5) Seat foam is decent but it is better on RTR200. The TVS is better on seat design too. This is not pillion rider friendly and is like any other bike in the segment. Ok for 10 min drive. It is narrow at the ends.
    6) Mind blowing torque delivery. No engine lugging. I was able to drive double seat at 2500 rpm on 5th gear with no lugging. I twited the throttle and it pulled cleanly. Superb. Same is case for other gears. No much gear changes required in city.
    7) Very smooth and linear power delivery. Twist the trottle and move ahead. Keep it slightly under tension and it keeps going.
    8) Engine is almost silent for lower to mid rps band. Due to the abudant torque it accelerates on any gear. I was super happy to effortlessly zoom past flashy and loud bullets with no sound. You can see the bullet rider in disbelief and shock in rear view mirror.
    9) The RTR handle and rides better in city traffic. This one is ok. Livable. It is matter of habit.
    10) To my height and hand length FZ25 is slight painful in shoulder. I have to reach out to properly hold handle. If I seat bit forward sticking to fuel tank my legs go way backward. After the drive I was not fully comfortable. I am doubtful of daily office rides if would allow me work or just matter of habit.
    11) Refined nature of engine and components, sturdy fit and finish of plastics and metal parts imparts a feeling of being long troublefree service. I dont want to visit service centers frequently other than regular services. My previous bike is victim of bad quality service. Then you have nowhere to go.
    12) No ABS. No sixth gear.
    13) On road price 1.37 Lakh. Somewhat beyond my budget.

    I cannot use Bajaj because of their long term unreliability, no Honda because of bad after sales service, not looking for highway as I have car. After reading this review I almost decided to switch my decision to buy FZ25 (who doesnt like second opinion for somethig special purchases). But then I noticed the issues I had with RTR200 could be because of I did not have FI variant with me. I heard it has very good driveability over card version. Dont know how simialr to FZ25. Then saw it running on road. It was not that loud. Possibily the test ride bike was too much abused. So I kept an option open to RTR200 FI ABS Pirelli if it launched in ciuple of months. Can compare both bikes again head to head. If not would buy FZ25.

    Thanks to your both reviews Shiraj. The things I missed in test drive are avaiable on your review. Apologies for the long comment.

  5. Well written Shiraz … As you said in disclosure “Please note that out of the four motorcycles I own, three are Yamahas”, this was completely from a fans perspective.
    Meanwhile can we have a comprehensive road comparison review from Bikeadvice in this segment, most of us are looking for it.

    • Thanks DurgaPrasad 🙂 But, you didn’t understand the disclaimer (not a disclosure) apparently. Please read the first two paragraphs again. They were written to let the readers know that the review is NOT from a fan’s perspective. It just cannot be. Otherwise, the R3 wouldn’t have won in the RD vs R3 story 🙂

      A comparo is always interesting, and I shall try to get something on those lines. How about this: FZ25 vs RTR 200 vs Duke 200 vs NS200? Pour in your idea(s) as well 🙂

  6. Hi Shiraz..Nice review but a tad too optimistic about the Yamaha. Trust me, FZ25 cannot hold a candle to the Dominar or even the Mojo in any sustainable high speed highway cruising. The engine does not feel relaxed at speeds above 110 along with the instability from crosswinds where as the Dom and Mojo are in different league at those speeds and beyond. A 6th gear is dearly missed.The mojo beats it with the “vibration free 125 kmph cruising ability” stress free engine and the intoxicating exhaust note, the Dom beats it in essential safety features and high speed stability. FZ25 is more of a hooligan street bike with great looks and will be fine for an occasional intercity trip but in no way can it challenge the Dom or the Mojo in relaxed highway cruising manners.

    • Thanks Sourav! But where did I say that the FZ is a better highway motorcycle than the Domi or the Mojo? I didn’t.
      And your statement — “the FZ cannot hold a candle…” — is way too optimistic for the Domi and Mojo. Because, and here I disagree with your second statement — “The engine does not feel relaxed at speeds above 110 along with the instability from crosswinds” — also, a) the engine is NOT supposed to feel relaxed in a street fighter (which you accept in the last few lines of your paragraph). It does NOT feel stressed; it feels strong through the entire rev range; and b) there is a lot more to straight-line stability than just the weight of the motorcycle. In fact, being heavier might make the Mojo and Domi half a notch better in crosswinds, but the same extra weight is a curse in city traffic. I am certain the buyers in this category will spend 80-90 per cent of their saddle time in and around city roads commuting to work and back, while the rest 10-20 per cent [at max, unless they are getting sponsored by Bajaj/Mahindra to make videos on how these two are better at cruising than the REs 🙂 ] will see them on the highways.
      Coming to the “safety features”, let me tell you that the friend, who got the Dominar, while we were doing the RD vs R3 shoot, told us that he was able to lock the rear at least three times! Yes, the headlight of the Domi is exceptional. which is something I have mentioned in the review as well 🙂 And I also agree with you on the Mojo’s refinement — it is second to none in the segment! The FZ250 is not here to compete with the Mojo or the Domi, but it does more things better than these two, period. 🙂

  7. Kudos on the great review. I was looking to buy a 200-250cc class bike in India. With my budget I had Ns200 and Fz25 in mind. I had zeroed on the NS since it offers ABS and has better specs on paper and is cheaper of the two. All that went to s**t when I rode both the bikes side to side. The Fz impressed me beyond my expectation(That has been the case with anyone who rides it now). The engine, the exhaust note, the fit and finish of the product all were way better than that of the NS. Having owned an Fz-S in the past I see this as a very good upgrade for any other Fz fan out there wanting to upgrade to a slightly bigger engine motorcycle. I have booked the bike in white today and hoping to get it delivered by this weekend.

    • Thanks a ton for the kind words, Rohit! And I am glad that you made an informed decision. Congrats and best wishes for the new motorcycle 🙂


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