Hero Karizma ZMR Long Term
Bike Tested: Hero MotoCorp Karizma ZMR
Test Started at – 21 km
Test Concluded at – 5881 km
Kms Done: 5860
Mileage – 37.24 Kmpl
41.51 Kmpl (Best)
31.87 Kmpl (Worst)
Fuel Consumed – 157.92 liters
Fuel Cost – Rs. 10,897/-
Major Repair – Rs. 5850/-
Service Cost – Rs. 2880/-
When Hero Honda launched the Karizma in 2003, it instantly became one of the most popular bikes in India. Soon rivals started to launch competitive offerings and the Karizma’s popularity started to sink all of a sudden. Hero Honda knew they had to do something and after a tiresome delay, the company launched the much awaited upgrade, calling it the Karizma ZMR (link to full review). This upgrade was a significant one, bringing fuel-injection, digital instrumentation, clip-on handle bars, rear disc brake and a full fairing to the Karizma. But not everyone took so well to the Karizma ZMR as they had taken to the original Karizma, the bike created a love it or hate it opinion at first glance. But how is it to live with the flagship Hero? We lived with it for quite some time to answer just that.
Initially we hated the bulbous and awkward faring on the Karmiza ZMR but gradually it grew on us. Most people used to turn and look at the bike and people (including cops) would question us about the price and mileage. Admittedly all this happened not because the Karizma ZMR is a looker, but because it is so rare on the roads. On the second day itself, with just 46 kms on the odo, the ZMR refused to start. This was due to a faulty battery and we had to push start the bike to get it to the nearest service center. Battery replacement was done within 30 minutes and the ZMR was back on its feet.
The Hero Karizma ZMR‘s digital instrument cluster is one of the best we have seen on Indian bikes. Carrying a vast array of data, the well laid out cluster is one of the most accurate around and has very little speed error. The information displayed makes the Karizma ZMR very practical for long distance touring as the cluster has twin trip-meters and a clock. The digital tachometer is difficult to read though and we would have loved a gear indicator on the console. The fuel indicator is very mischievous and suddenly drops from 4 points to 1 and abruptly shows 3 bars at times. The instrument cluster is light sensitive and automatically lights up at night, which is a good touch. The real time average meter is a gimmick and shows anything between 10 – 100 km/l, depending on throttle input. Our bike was the original ZMR and hence had orange coloured instrument cluster. Hero updated the cluster to blue colour from 2011 onwards.
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The Hero Karizma ZMR‘s narrow MRF tyres offered very poor grip and we had to change them to Michelin M45s in the first 500 kms itself. The new rubber costed Rs. 3000/- (after exchanging the old tyres). The chain guard had to be cut slightly to accommodate the slightly wider rear tyre. We continued to take it easy for the first 1000 kms and the first free service was done. There was oil change done along with the routine checks. The first service bill was Rs. 280/-. However due to the large number of Hero bikes on the road, we had to drop off the bike for a couple of days at the service center. The service center tried to justify saying that the Karizma ZMR is an advanced motorcycle and only the ZMR mechanic can service it. So if there are more than a couple of ZMRs for service in one day, you won’t get your bike on the same day, however early you drop it off.
With the first service done, we filled nitrogen in the tyres (Rs. 50/- for first time and Rs. 10/- for subsequent checks), added red racing stripes on the alloy rims (Rs. 200/-) and seat cover lamination (Rs. 100/-). We rode the bike to Pune, which also included a brief stint on the Mumbai-Pune expressway. This is where the Karizma ZMR truly shines. The upright riding position is very comfortable for long rides and the engine feels very composed and relaxed. Doing 100 km/h on the old Mumbai-Pune highway was a breeze and the ZMR never felt stressed out at triple digit speeds. But once you hit 115 km/h, progress starts to slow down dramatically and one needs to crouch to hit 120 km/h or thereabouts. Hitting more than that really requires good wind conditions along with a long and sloping road.
The next few months, the Hero Karizma ZMR was kept at Pune and at times it was unattended for weeks. This happened during winter time and thanks to the fuel injection system, the ZMR would roar to life at the first touch of the starter button. Riding in peak Pune traffic could get difficult sometimes as the heavy fairing would not make it easy to turn and zip through the crowded Pune roads. But once you get used to the ZMR, you won’t find the fairing much of a bother. The quick throttle response and light steering are a boon for riding in the city.
What you would certainly find a bother is the brakes. Initially the brakes were fantastic. Stand on them and the Karimza ZMR would stop right there, without any drama. But as we piled on the kms, the brakes became weak. Even after service and a request to check the brakes, the ZMR’s rear disc would make screeching noises all the time. The service center would say it is because of dust and was totally clueless about how to rectify it. The attitude at the service center was really bad as well. There were very few people to attend to us and most of them were busy with the volumes of Splendors and Passions which came in abundance every day. At this point I thought, had this been a R15 instead of the ZMR, I would have gotten much better service. Mind you, Hero service is not bad, but if you expect to be treated specially for paying almost double the amount of a Splendor then you are mistaken. The service does not live up to what one would expect after buying a motorcycle which costs upwards of Rs. 1. lakh.
If you thought the service does not live up to expectation, there is more bad news to come. Our bikes lower cowl was hit by a stone and we wanted to replace it. The service center told us it would take atleast two months for it to come as it was not in stock. Yes, Hero MotoCorp dealers don’t stock ZMR parts so freely so incase you need any parts, you have to wait for quite some time. The cowl did arrive after around two months and costed us Rs. 2000/-. Meanwhile the seat cover lamination became useless as somebody had put in their keys to tear it. A word of advice, never go for seat cover lamination as some one or the other would just peal it off. Also never go for laminated number plates as it is made of plastic and the one on the ZMR cracked due to vibrations.
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Riding on Indian roads means that you need a very good suspension system. The Karizma ZMR features telescopic forks at the front and inverted gas charged suspension at the rear, which has 5-step adjustment. The adjustment is not so easy to do and we had it set on medium most of the time. Ride quality is very good and the ZMR absorbs most of the bumps on the road. Even after continuously riding on the worst of roads, one doesn’t feel the uneasiness caused by bumps and potholes. The split grab rails are easy to hold and the pillion always found the ride quality to be good. However the seat is a bit hard for our liking.
The strongest part of the Karizma ZMR is undoubtedly its engine. The 223cc single-cylinder Honda motor is very refined all throughout the revv range but redline comes pretty quick at just under 8500 RPM. But its not the high-end performance which one should admire about this bike, rather its the torquey nature throughout the revv range which is truly noteworthy. Slot the Karizma ZMR in any gear and at any speed and twist the throttle and it responds very utmost urgency. In-gear acceleration is very good and one does not need to downshift. Reaching 100 km/h takes around 14 seconds and the ZMR feels quick and sounds throaty when you floor her.
The Karizma ZMR’s performance throughout the revv range is truly remarkable.
No matter how hard you ride the ZMR or for how long you ride it, the engine would never get stressed. It would always start with the same sound even after long rides and never did it over heat. Full marks to Honda then for the fantastic engine in the ZMR. Only if it had more power, it would quench the thirst of people looking for sporty performance. We took the Karizma ZMR occasionally to Lavasa and Lonavala, where we were able to gauge the high speed performance of the bike. Riding on Lavasa roads can be massive fun with the ZMR having ample grunt to maintain triple digit speeds. One can use fifth gear at speeds as low as 40 km/h and accelerate all the way to around 110 km/h without a hiccup.
While the engine is superb, it is not an outright sporty motor. Even with such high levels of refinement from the Honda motor, the ZMR suffers from vibrations at high revvs. Once past 7000 RPM, the footpegs start to vibrate and the vibrations are so prominent, even the pillion can feel it at the grab rails. The gearbox is smooth and clutch action is precise but the ZMR suffers from the neutral problem Karizma’s have been known for. Getting into neutral is a tedious task and we faced it even after 5 services and 5000 kms. The service center wasn’t able to rectify the issue and sometimes we got so frustrated we simply would leave her in first gear. The neutral gear always played with us, it wasn’t there when we needed it and when we didn’t need it, it would pop out of no where. On heavy acceleration and enthusiastic shifts, the ZMR would stop in neutral when you up-shift from 1st to 2nd. Clearly the ZMR is not for those who want outright performance. Neither it is for those who want the engine to behave like a hooligan. The ZMR is refined and relaxed, its adequately fast but doesn’t go about announcing its capabilities.
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The Karizma’s ZMR’s handling is surprisingly good. Even though the bike looks big and bulky, it is extremely easy to push around corners. Mind you, it is no R15 either but for a bike of this size and weight it does the job very well. Yes you can’t push through corners like Rossi but the turn in is light and the ZMR feels nimble. The steering is extremely light and the raised handle bars ensure a very comfortable operation for the rider. We did face some issues with the fairing, which used to occasionally lose a screw and started making weird noises.
A late night dash on the NDA road is enough to fall in love with the ZMR. However the headlights offer poor throw and lighting.
After riding the Karizma ZMR for close to 6000 kms, I did not want to let go off it. But as they say all good things come to an end and so did my tryst with the flagship Hero bike. The ZMR’s sold built quality, refined engine performance, on-tap torque, good ride quality and nimble handling won me over. But there are too many chinks in the ZMR’s armour. The styling is a mixed bag, brakes become screechy, service is below average and then there is that neutral gear. The Karizma ZMR was a splendid bike when it was launched in 2009, since then the competition has moved ahead and the ZMR pales in comparison to newer offerings. If you are looking at a comfortable bike for cruising, the ZMR fits the bill perfectly. But if you are looking at attacking corners and high speed riding, there are much better alternatives to the ZMR today.
Whats Cool
* Torquey Engine
* Fuel Efficiency
* Comfortable Saddle
* Service Costs
Whats Not So Cool
* Front and rear styling don’t match
* Braking performance below average
* Service not upto premium bike standards