Hero Super Splendor

If the Splendor Plus is the bike that doesn't try, the Super Splendor is the one that tries just a little — and it shows in small but meaningful ways. The body panels carry a slightly rounder, more filled-out design language compared to the flat, rectangular Splendor Plus, giving it a more "grown-up" presence on the road.

Tubeless alloy wheels are the headline upgrade here, and they're not just a spec-sheet bullet point. We rode through a stretch near Kalanki where construction debris and scattered nails are a near-daily hazard, and the peace of mind from tubeless tyres — slow leaks instead of sudden flats — is the kind of thing you only appreciate the first time it saves you from pushing a bike home.

Paint and panel fit feel a step above the Splendor Plus, though predictably a step below the Honda Shine's fit and finish. The three available colors — Black with Red, Black with Grey, and Candy Blazing Red — lean slightly more premium than the Splendor Plus's two-color lineup.

The 124.07cc fuel-injected single-cylinder engine producing 10.7 hp and 10.6 Nm is genuinely the strongest performer in the Hero commuter lineup, and it's noticeably stronger than the Honda Shine 125's 10.59 hp on paper — though real-world feel often comes down to gearing and tuning rather than the numbers alone.

City riding:

In Kathmandu traffic, the extra displacement over the Splendor Plus is immediately noticeable from a standstill. First and second gear pulls feel more eager, and there's a usable mid-range that means you're not constantly hunting for the right gear in stop-start conditions. Fuel injection means cold starts on chilly mornings are instant — no choke, no warm-up ritual.

Highway stretch:

On a short highway run, the Super Splendor settled comfortably into fifth gear at 60-70 km/h with relaxed engine character — vibration through the handlebar stays minimal, and there's enough in reserve for quick overtakes without dropping a gear. The claimed 90 km/h top speed is achievable on a flat stretch, though 70-80 km/h is where the bike feels most composed.

5-speed gearbox:

The 1-N-2-3-4-5 shift pattern is the familiar layout most riders coming from other bikes will already know, unlike the all-up pattern on the Splendor Plus and Shine. Shifts are smooth, and the extra gear compared to the Splendor Plus's 4-speed unit means better-spaced ratios for both city crawling and highway cruising.

At 123 kg, the Super Splendor is the heaviest of the three Hero/Honda commuters we've tested, but it doesn't feel cumbersome — the extra weight translates into a more planted, stable feel rather than sluggishness.

City handling:

Through narrow lanes and tight Kathmandu intersections, the bike responds predictably. The 17-inch wheels (smaller than the Splendor Plus and Shine's 18-inch setups) make direction changes feel slightly quicker, which is useful when you're constantly adjusting your line around parked cars and pedestrians.

Rough roads:

On potholed sections near the inner-city back roads, the telescopic front forks and 5-step adjustable rear shocks did their job well — soft enough to soak up sharp impacts, firm enough not to feel wallowy with a pillion aboard. The adjustable rear preload is genuinely useful if you're regularly riding two-up.

Ergonomics:

The single-piece long seat and upright riding posture mirror the Splendor Plus's comfort-first approach. Seat height at 785mm matches the Splendor Plus exactly, so the fit will feel familiar to anyone upgrading from one to the other.

Pillion comfort:

This is where the Super Splendor's extra size pays off. The longer wheelbase (1267mm vs the Splendor Plus's 1230mm) and wider seat give a noticeably roomier pillion experience — better for couples or riders who regularly carry a passenger for longer stretches.

Drum brakes front and rear, backed by Hero's CBS (Combined Braking System) — a step up in naming from the Splendor Plus's IBS, though functionally both systems link front and rear braking force.

Braking performance:

In city traffic, the CBS setup felt confident for everyday stops — predictable lever feel, decent initial bite for a drum setup. On the short highway section, braking from higher speeds required more lever travel than a disc-equipped bike would, which is the honest tradeoff at this price point.

No front disc: Like the Splendor Plus, there's no disc brake option on this variant, and no ABS. For a 125cc commuter in 2026, this is increasingly the segment's weak spot across the board — the Honda Shine 125 remains the only bike in this trio with a front disc.

Suspension in detail:

The 5-step adjustable rear shocks are a genuinely useful feature carried over from the Splendor Plus — and with the Super Splendor's extra weight and pillion-friendly intent, having that adjustability matters more here.

Fuel efficiency remains a core strength, even with the larger engine and tank.

Claimed: 60 km/l
Our observed range: 55–60 km/l

With a 13-litre tank and ~57 km/l average, the riding range comes to roughly 740 km per full tank — the longest range of the three Hero/Honda bikes compared here, despite having the largest engine. For riders covering 30-35 km daily, that's close to a full month between fuel stops.

Over a year at 12,000 km and petrol at NPR 180/litre:

• Super Splendor at 57 km/l: approximately NPR 37,900 in annual fuel cost
• Slightly higher than the Splendor Plus (~NPR 36,000) but lower than the Shine 125 (~NPR 39,300), despite having more power than both

The Super Splendor sits in a sensible middle ground — more than the bare-bones Splendor Plus, less than a feature-loaded premium commuter.

What it has: fuel injection, tubeless tyres, i3S idle start-stop, side-stand engine cutoff (a genuinely useful safety touch when parking on slopes around Kathmandu's hillier neighborhoods), and a digital tripmeter alongside the analogue cluster.

What it doesn't have: no gear indicator, no USB port, no Bluetooth, no LED lighting.

The side-stand engine cutoff deserves a specific mention for Nepal — anyone who's forgotten their bike was in gear with the side stand down on a slope knows why this small feature matters.

Halogen lighting: As with the Splendor Plus, all lighting is halogen. Adequate on lit roads, limited on darker residential streets.

The Super Splendor's added power, bigger tank, and roomier dimensions make it the practical pick for a specific group of riders:

• Riders upgrading from a 100cc bike who want more confidence on highways and hilly approaches without jumping to a 150cc+ machine
• Regular pillion riders — couples, or anyone who frequently carries a passenger for longer trips, benefit from the extra wheelbase and seat comfort
• Students and office commuters covering longer daily distances who want fewer fuel stops than even the Splendor Plus offers, thanks to the bigger tank
• Delivery riders carrying light cargo or a passenger regularly, where the extra torque is genuinely useful rather than just a number

Tubeless tyres add a layer of practical safety for anyone riding through Kathmandu's debris-prone construction zones regularly.

Same extensive Hero network as the Splendor Plus — parts and trained mechanics are available virtually everywhere in Nepal.

Service schedule:

Estimated costs per service:

Warranty: 5 years / 50,000 km — slightly less km coverage than the Splendor Plus's 70,000km, but still well above the Shine's 42,000km.

Ex-showroom price: Rs 2,55,900 (BS4) / Rs 2,66,900 (Xtec BS6, Tubeless)

How it compares in Nepal's commuter segment:

The Super Splendor sits neatly between the Splendor Plus and the Honda Shine — roughly Rs 29,000 more than the Splendor Plus, and about Rs 33,000 less than the Shine. For that premium over the Splendor Plus, you get a 5-speed gearbox, fuel injection, a bigger tank, tubeless tyres, and noticeably more pillion-friendly proportions.

On-road cost estimate: Add registration, insurance, and road tax — total on-road cost in Kathmandu is approximately Rs 2,90,000–3,05,000 for the Xtec BS6 variant, depending on current rates. Confirm with your dealer.

Pros:

• Strongest engine in Hero's commuter lineup (10.7 hp / 10.6 Nm)
• Largest fuel tank (13L) and longest range (~740km) in this comparison
• Tubeless tyres — meaningful puncture protection
• 5-speed gearbox with familiar shift pattern
• Roomier pillion accommodation (longer wheelbase, wider seat)
• Side-stand engine cutoff — genuinely useful on Kathmandu's slopes
• 5-year/50,000km warranty
• Fuel injection for reliable cold starts and altitude consistency

Cons:

• No front disc brake, no ABS
• Heaviest of the three bikes compared (123 kg)
• Fully analogue console — no gear indicator
• Halogen lighting throughout
• Costs more than the Splendor Plus without a disc brake to show for it

The Hero Super Splendor occupies a sensible middle slot — more engine, more tank, more pillion comfort than the Splendor Plus, at a price that still undercuts the Honda Shine by a meaningful margin. After riding it through Kathmandu's traffic, rougher back roads, and a short highway stretch, it feels like exactly what Hero intended: a Splendor Plus for riders who need a bit more.

It won't out-handle the Shine's disc brake or 18-inch wheel setup, and it won't match the Splendor Plus's rock-bottom running costs. But for someone regularly carrying a pillion, covering longer daily distances, or simply wanting a bit more confidence in the engine without leaving the Hero ecosystem and its nationwide service network, the Super Splendor makes a quietly convincing case.

Buy the Hero Super Splendor if:

• You regularly ride with a pillion and want more space and stability
• You want more engine power than the Splendor Plus without paying Honda Shine money
• A bigger fuel tank and longer range between fill-ups matters to you
• You're upgrading from a 100cc bike and want a familiar 5-speed gearbox

Consider alternatives if:

• A front disc brake is essential — look at the Honda Shine 125
• Absolute lowest running cost is your priority — the Splendor Plus edges it out
• You want the lightest, easiest-to-manage bike in traffic

At Rs 2,55,900–2,66,900, the Hero Super Splendor remains a smart, sensible step up for Nepali riders who've outgrown the basics but don't need — or want to pay for — a premium commuter.

Review by MotorMandu — Tested in Kathmandu Valley. Last updated: June 2026.