The Unicorn’s clocks haven’t really changed since it launched – and we don’t mean the facelift. This is one of the last few all-analog units you’ll be able to purchase new today. It has a speedo, fuel gauge, tacho and a single trip meter that can be reset by pressing the button on the console at any point of time, including when it is parked.
The Pulsar, on the other hand, offers an analog tachometer and digital everything else. It gets twin trip meters that can’t be reset by a passerby with evil intentions. There’s also a neat carbonfibre finish like we’ve mentioned before that gives it a touch of class that the Unicorn lacks. The Pulsar also gets a very useful engine killswitch that the Unicorn misses out on.
The Unicorn’s riding position seats the rider comfortably upright with the arms wide. The foot pegs feel uncomfortably forward-placed unless you sit yourself just right on that extra-long seat; that means finding how far you can sit without being uncomfortable and sticking to that point on the seat. The length of the seat also means a pillion is always comfortable, no matter the size or when one is sitting side saddle. The Pulsar’s usual split seat takes a pass on the 150, wisely giving the commuter what he wants in a single seat. The support is wrong – anything over an hour of riding has your posterior aching for a break. The reach to the handlebars is comfortable, but you never really get into a comfortable riding position on it like you do with the Unicorn. It is sportier than the Honda for sure; but it isn’t as comfortable.
It’s evened up here, the Unicorn offering a great seat and riding position to the Pulsar’s more contemporary instrumentation.