Hero Hunk 440 review: muscle without the mayhem

There’s a particular kind of buzz that comes from pulling into Oulton Park on a misty morning. The circuit’s tarmac is still slick from overnight drizzle and littered with fallen leaves, although the paddock today, which on a trackday morning would be buzzing, is eerily quiet. 

There isn’t even a whiff of bacon sarnie to be whiffed.

That’s because I’m not here for a trackday or race meeting, as today, Oulton Park has to play host to the biggest motorcycle maker on the planet. The bike I’m here to ride is the Hero Hunk 440, a machine that represents the company’s next step into the European market. It’s not every day that you see a manufacturer with 125 million global customers rolling into Cheshire to show what it can do, but that’s exactly what Hero did today.

The event was split between road loops around the park’s leafy B-roads and guided track sessions and photography on Oulton’s undulating layout. While no one was setting lap records or dragging knees, it was a good opportunity to see how the 440 performed in both real-world and controlled conditions. 

What the hell is Hero Motor Corp, and why should I care?

Hero’s team, fresh from launches in Spain and Italy, were on hand to talk through the brand’s global footprint before we swung a leg over a bike - and the numbers are impressive. Eight plants worldwide, a 9.4 million-bike annual capacity, and the title of world’s biggest motorcycle maker by volume for 24 straight years. They’re not here to play at being a boutique brand; they’re here to build bikes that work — and Hero does so, every 18 seconds.

Hero’s story is one of sheer scale. Founded 41 years ago and best known in India and Asia, the company has partnerships with Harley-Davidson, Zero Motorcycles, and Ather, plus a Dakar rally programme that feeds directly into its road bike R&D. Their global tech centre in Germany and innovation hub in Delhi are focused on refining performance, reliability, and emissions, three things that make or break a bike in Europe. And now, with 25 dealers here already (set to rise to 45 next year), Hero wants a slice of the UK’s middleweight pie.

Hero Hunk 440 price, colours, and availability

The Hunk is available for order now via the Hero UK website. It’s priced at £3,499 (plus £200 OTR) and can be picked up on finance for around £69.85 per month. Colour options for the bike include Twilight Blue, Phantom Black, and Titanium Grey - as ridden.

Benchmarking that price against the competition, the Hunk looks like good value. It just undercuts the £3,999 Honda GB350S and the £3,899 Royal Enfield HNTR 350. And only the recently launched BSA Bantam 350 matches it - although that is an introductory offer.

In such a fiercely competitive segment, the question mark for buyers is whether they are willing to buy from a new brand (in the UK market), or from a tried, tested and more well-known company.

Time will tell on that front.

Engine

On paper, the Hunk 440 shouldn’t be anything special. A 440cc, air-cooled, two-valve single cylinder putting out 27 bhp doesn’t sound like much in 2025. But that’s only half the story. On the roads around Oulton Park, the Hunk’s long-stroke motor, which sees peak torque arriving at just 4,000rpm, makes the most of its modest output. It’s got that lazy, unhurried pull that feels old-school in a good way, and while the rev limiter hits abruptly at around 6,000rpm, it doesn’t really matter. You short-shift up the ‘box, enjoy the thump, and let the torque do the talking.

The throttle connection is crisp, the fuelling is smooth enough, and the exhaust note engaging. And unlike some of the bikes I’ve ridden recently, the six-speed gearbox is surprisingly slick and accurate. The slipper-assist clutch deserves a mention too, taking the sting out of downshifts and making low-speed work simple thanks to the feather-light lever. 

Hero calls the bike’s delivery “TORQX,” and while that sounds like PR and marketing buzzword bingo, the real-world effect is just easy, approachable power. It’s the kind of engine that would make a perfect step-up from a 125, or a relaxed commuter for anyone who’s stopped caring about 0–60 times.

Handling

Here’s the surprise: the Hunk rides better than you expect. KYB 43mm USD forks up front and preload-adjustable twin shocks at the rear keep things composed. It feels solid and well-damped over Oulton’s patchy access roads, soaking up bumps without wallowing through its travel. Push on a bit harder and it still holds its line, even if ultimate grip is limited by the MRF tyres — which, if you buy one, you’ll probably swap out before the first service.

Away from the sweeping lanes, the trump card of the Hunk is its low-speed manoeuvrability. Tight and very slow speed riding is a doddle, thanks to the centre of gravity, which feels very low, and chunky delivery. I wish the bike that I completed my Mod 1 riding exam on was as easy to flick into a U-turn as this thing is!

Braking is handled by ByBre calipers, with a 320mm disc at the front and 240mm rear. The front brake feels wooden at the lever, but stopping power is fine for the bike’s performance level, while the rear brake feels equally vague. The chassis itself, a steel trellis frame, gives good feedback and stability. It’s not sharp like a KTM Duke, but it’s honest. Everything the Hunk does, it does predictably, which, for a new rider, is worth its weight in gold.

Comfort

The ergonomics are spot-on. The 803mm seat height is manageable, the step-over is not too wide, and the seat itself is very well-padded. The riding triangle feels natural, relaxed and good for long rides. It’s upright without being too commuter-ish, and your knees tuck neatly up against the tank. 

The comfort is hampered slightly by the vibes from the thumpy, long-stroke single. Sadly, there is nowhere to hide from the quakes, as they appear at low, mid, and high engine speeds, making the mirrors buzz excessively. On the plus side, the TFT dash is clear and easy to read, while the Bluetooth connectivity and turn-by-turn navigation are a bonus for those with a poor sense of direction. 

A mention also needs to go to Hero for the job it's done with the switchgear, which feels a cut above the budget competition. It’s chunky and tactile, and most definitely better than the parts-bin stuff that plagues a lot of cheap and cheerful bikes. LED lighting all around completes the modern touch.

Verdict

Hero isn’t trying to bulldoze the UK market; it’s trying to find riders who want a simple, dependable, affordable motorcycle. On that score, the Hunk 440 makes a solid case for itself. It’s not going to excite seasoned riders, and it won’t be setting any hearts racing in the twisties. But for new A2 licence holders or riders looking for a no-fuss commuter or second bike, it ticks the right boxes. It’s super easy to ride, unintimidating, handles like it should and holds no nasty surprises out on the road. All those traits would also make it an ideal steed for riding schools and training centres, thanks to the easy-going engine delivery and excellent low-speed handling - it even comes equipped with crash bars as standard!

It’s cheap as chips, well built, and refreshingly honest. Sure, it lacks a bit of charm compared to some of the more classically styled retros we Brits tend to love, but at £3,499 plus OTR, you can forgive a lot. If Hero can back it up with solid dealer support and good reliability, then the Hunk 440 could be the start of something big for the biggest bike maker on the planet. 

You’ll just have to get used to telling your mates you’re off to ride your Hunk…

Launch organisation: MotoGB and Luke Brackenbury.

Pics: Chippy Wood

Hero Hunk 440 specs