The 4-valve, twin-spark engine (left) is a first for the segment and it packs good performance too. Another first is the rear monoshock (above), which is gas charged and adjustable for preload.
The Discover 125ST isn't short on features either but it doesn't get a digital display. It is however The engine is new and most refined in this test, but comes with a four-speed box. The rear suspension uses two springs with different ratings for better ride The switchgear design is the fanciest and its works well too (above). Also, the TVS is the only bike here to get digital instrumentation, but the digital speedo is difficult to read The Phoenix comes with a petal disc upfront, which offers great bite and with it the shortest stopping distance among the three. The front suspension, as is the norm in the class, is a telescopic fork setupbetter looking than the TVS. It looks more current and with stuff like LED tail lamps and a monoshock rear suspension, it radiates a more upmarket aura. However, it is the Stunner that's really the best looking bike in this segment. It has more road presence than the other two and it looks more edgy and a lot racier.
The Stunner too is a good looking motorcycle. The 2010 model has been upgraded and now sports a tachometer, bar end weights, O-ring sealed chain, under belly cowl, new body graphics and maintenance-free battery. But it's still not in the Pulsar's league. The Gladiator though looks dated. Not to mention it gets the least equipment.
It is also the only bike here to sport a tachometer. The instrumentation is all analogue, but is designed well. The Stunner also boasts of the best quality and finish among the three and the attention to detail, be the design of the various plastic parts or the packaging, is of a much higher level.
The Stunner switchgear is as comprehensive as the others, but the clocks offer more info.
The Stunner also impresses with its seating ergonomics, which is easily the most sorted in this bunch. It has a firm seat and with a slightly lower positioned but wide handlebar, and relatively rearset footpegs. It feels sporty and comfortable at the same time. It's also the best bike here to spend long hours in. What it could do with, though, is better ride. The ride is on the stiffer side and with just the rider onboard, things can get jumpy over poor roads.
The Phoenix comes with a petal disc upfront, which offers great bite and with it the shortest stopping distance among the three. The front suspension, as is the norm in the class, is a telescopic fork setup.
The Phoenix rides better, but only at lower speeds. With the speedo needle past 70kmph, the suspension struggles to cope with pronounced bumps. Plus, the soft seat and the very commuter like seating ergonomics — tall but closely placed handlebar, and the low and forward set footpegs — don't help things at speed either.
The Discover 125ST's ride isn't plush either, but it manages to iron out road irregularities better and with less vibrations than the Honda. But again, like the TVS, the ride does suffer at higher speeds. The seating though is more comfortable than the Phoenix with the handlebar further away and footpegs closer to the seat. But, overall, it's the Honda that emerges as the most comfortable commuter bike, the stiff ride notwithstanding.
The Honda is also the best handling bike of the three. The front-end grip and feel is much better and it also turns in with more confidence and higher stability. Even quick directions are easily dispatched and it brakes well too. But, the Honda isn't as quick as the Discover or as fuel efficient as the TVS. The 11bhp, 125cc single isn't the most refined either and along with the short-geared five speed box, one does end up riding it in its worst rpm zone — between 5000-6000rpm, most often.
125 cc
55.5 kmpl
13 bhp
124 kg
