Legend Vivified

The all-new VFR1200F is coming to India in a few months. Bunny Punia sheds more light on this iconic bike

Even before I thumbed the electric starter, I knew this wouldn’t turn out to be a very long test ride that too on a road that this bike will seldom be seen on. Nevertheless, with a chance to experience one of the most awaited motorcycles in the history of Honda, I wasn’t really complaining. A few minutes later, with my left hand free, the big sweet sounding V4 motor was changing through the gears effortlessly on its own, downshifting quickly without abruptions as I slowed down for the tight curves on Honda’s HSR (Honda Safety Riding) track in Kumamoto. What you see on these pages is the all-new VFR1200F that, hold you breathe, is slated for an Indian launch during the third quarter of the 2010 calendar year.

The VFR series from Honda has a long history. First launched in the 1980s, the bike was available in various engine configurations of 400cc, 700cc and 750cc. The model line-up went on to become one of the most iconic models for Honda, but the company was losing market share rapidly to the competition. Hence, the plan of developing an all-new VFR with a more powerful engine and modern tech gadgetry came up. Apart from the 50 percent increase in cubic capacity, the new VFR comes equipped with something that will set the trend in times to come – a dual clutch transmission.

I got a chance to ride both, the conventional manual as well as the DCT variant of the VFR. Needless to say, the latter is a boon for those who will end up using the bike in its natural environment, long distance touring. The rider has one less thing to worry about – shifting gears – and hence can concentrate more on the biking experience as well as enjoying the vistas around. The engine has been updated from the previous 800cc unit to a new 1237cc motor that belts out 170 ponnies along with 129Nm of torque. This was primarily done to rival the likes of BMW’s K1200 range. However, once seated, you don’t really feel the big engine thanks to a 76 degree layout of the cylinders along with a shift to the SOHC instead of the DOHC set-up. These features have allowed for a more compact engine construction.

Even though HSR’s track didn’t have very long straights, exiting the long sweeping left before the back straight hard saw the digital speedometer register close to 190km/h quickly. The DCT, when left in the automatic mode, changed its shifting frequency depending on the rider’s inputs. However, enthusiasts don’t have a reason to complain as the rider can manually shift up or down with a flick of a button on the left yoke. Even when left in the A/T mode, the rider can choose from the D and the S modes. The D mode offers excellent fuel economy and is suited for daily riding whereas the S mode delivers sportier shifting characteristics for enthusiastic riding. Hard braking saw the VFR shed speed with a reassuring force, and occasionally with a bit of pulsing from the handlebar lever or the foot pedal, as the combined ABS system kicked in. Even though the bike weighs in at a porky 267 kilos, it carries itself pretty well. While following Tohru Ukawa’s (ex-MotoGP and Suzuka 8-hour winner for Honda) lines through the tight bends, it wasn’t really difficult to get the VFR down with the pegs millimeters away from the tarmac.

Though my experience aboard the new VFR lasted for less than an hour, it was more than enough to judge Honda’ flagship sports tourer pretty well. The bike has Honda’s typical rider friendly nature, a sweet throttle response, a great sounding engine and very comfortable ergonomics for serious touring. It might boast of controversial styling (I do like it though), but there is a lot more to this bike than just its looks. The production of the bike is already in full swing though commercial sale begins abroad in a few months. A thumbs-up to Honda for their concrete plans of getting the bike to India around July-August this year. Although we don’t know about the DCT variant as of yet, the manual version due to its lower sticker price will debut here for sure. Watch this space for more!


TVS introduces the Jive, a clutchless motorcycle. Easy commuting? Finds out Adhish Alawani
Photography: Sanjay Raikar

The two-wheeler market in India is extremely large. There are millions of motorcycles already on the road and lakhs more are sold every month. The number of motorcycle enthusiasts is increasing day by day and the number of consumers for performance machines is on the rise. However, the number of commuter machines contributes the maximum to motorcycle sales in India. This means that there is cutthroat competition between the various manufacturers who sell their products in this segment. While some are banking on the fantastic fuel efficiency and reliability offered over the past many years, others are busy introducing various fancy gizmos in order to grab attention. In this state of close competition, TVS has decided to pitch in their new commuter machine, the Jive to take on the fight as fiercely as possible.

What is so special about the Jive then? It looks like any other plain Jane commuter. In fact, it reminds me of the company’s very own Star. The proportions of the Jive are typically commuter-ish – flat seat, upright posture, high handlebar, moderately sized tank that fits perfectly between the thighs and minimal necessary body panels. The headlamp with a bikini fairing gives a sporty touch and so do the alloy wheels. The broad tailpiece looks quite boxy and is probably the only thing on the Jive that feels dated as compared to the other styling bits. The twin-pod instrumentation console houses the speedometer and the odometer on one side while the fuel gauge, tell-tale lights and most importantly the gear indicator are on the other side. The switchgear is well laid out with the starter button on the right hand side and all the other switches (headlamp, upper/dipper, horn, passing light, indicator switch and choke) on the left hand side.Well, that is all about the looks and styling of the Jive – a factor that a consumer will think of last when he goes out to buy a machine in the commuter segment. So what is it that makes the Jive stand out from the other models available in the market? TVS has introduced the Jive with an 110cc engine. There is nothing novel in that, right? Of course not, but what is exciting and quite interesting about the Jive is the transmission mated with the engine. The clutchless rotary gearbox is seen for the first time on an Indian motorcycle (Hero Honda had introduced the Street, a step-though, with a similar technology). Basically with this T-matic (that is what the engineers at TVS call their new transmission) you can shift gears without an actual lever operated clutch. The company has incorporated an automatic clutch in the Jive that takes care of the gearshifts. Plus the rotary box indicates that after the fourth gear, one more tap on the gear lever and you come back to neutral. For safety reasons, this happens only when the bike is stationary. This is all about the novel automatic clutch geared motorcycle on paper, but on a more practical note, how does it ride on the road? Does it serve its purpose? Is it a sensible machine for the city? All these questions were making me anxious until I got onto one of the Jives that TVS offered us. A couple of kilometers on the motorcycle and the answers to all my questions and doubts were taking shape pretty quickly.

The bikini fairing around the headlamp of the TVS Jive lends the commuter bike a touch of sportiness The wide, boxy tail of the Jive is probably the only thing that works against the modern and sporty feel of the bike. The clear glass indicators and the chic tail light are a welcome feature though

The TVS Jive is a commuter and it does its job in a fairly perfect manner. There is no clutch lever in your left hand so it feels a bit weird to start. Getting used to it takes just a few minutes though. As you ignite the motorcycle and press the shifter lever with your toe, the clutch acts automatically and puts the bike in the first gear. As you release the gear lever, the clutch is released automatically and you feel a slight jerk that indicates you are set to roll. However, you won’t move ahead unless you give the throttle. This happens because there are basically two clutches acting, one is the centrifugal and the other is the normal one. The centrifugal clutch takes care that the bike doesn’t move unless the gas is given. This reduces the hassle of shifting back to neutral or depressing the clutch while waiting at a signal in gear. The bike will start rolling as soon as you give the throttle input, just like any gearless scooter. Once in motion, up shifting through the gears is an easy operation. All you have to do is roll the throttle and shift a gear up. With no clutch, gear shifting becomes damn easy since the throttle-clutch co-ordination is not required. This reduces a lot of stress while riding in city traffic where frequent shifting of gears is necessary. In short, the Jive is a mix of a motorcycle and a gearless scooter – ideal for city commuting.

The 110cc motor pumps out a maximum power of 8.5PS at 7500rpm and a peak torque of 8.3Nm at 5500rpm, both of which are perfect for a commuter motorcycle. The bike sprints from standstill to 60km/h in 8.16 seconds – quite impressive for a 110cc commuter  – and runs out of breath at 94.7km/h (speedometer indicated 102km/h). The Jive’s suspension and chassis are good enough for city riding. Zipping through the traffic is no big deal thanks to the good flickability of the bike.

Hassle free gear shifts, a quick engine and good handling – does that mean there are no downsides to the Jive? No. There are some minor issues with the bike. To start with, let’s have a look at the tyres. The TVS tyres on the Jive lend poor grip. Not that one needs the grip of slicks for city commuting, but the bike fails to instill confidence especially when there is a bit of gravel or wet patch on the road. Plus, while the T-matic is an amazing transmission, there is a slight problem with it when it comes to downshifting gears. While slowing down, one has to let the engine revs fall considerably before shifting to a lower gear. If this is not done, the downshift locks up the wheel momentarily and gives an unwelcome jerk to the rider. Apart from these trifling issues, the Jive is a fantastic commuter bike when ridden sensibly in the traffic. The fuel efficiency of the gearless motorcycle is sufficiently high at 62kmpl (overall). And at Rs 41,000 (ex-showroom), the Jive is quite competitively priced and will surely give its rivals a run for their money.

Who says you need a clutch lever to pop a wheelie on a commuter bike?


A combined total of 20,000ccs and 2000bhp. Did this send shivers down your spine and goosebumps across your body? We felt the same while riding with the PRS (Performance Racing Store) Boyz Club

Words Adhish Alawani and Bunny Punia
Photography Sanjay Raikar

The empty and wide back roads of Kharghar on the outskirts of India’s dream city, Mumbai was to play host to a dozen two-wheeled fanatics aboard a perfect combination of exotic, naked and powerful superbikes. The brutal summer sun was already casting a mirage on the road ahead while we waited patiently for the men and the machines to arrive. A few canines lazing under the only tree in the vicinity seemed unruffled by my constant whistling in order to play with them. And then, suddenly they showed signs of restlessness. Their ears stood up and with a faint growl, all of them charged towards a particular direction. Seconds later, we heard the glorious sound of forty-four cylinders firing at their peak, their exhaust notes reverberating through the yet to be occupied newly built societies. A grin appeared on our faces as we saw the line-up of twelve superbikes, all ridden by members of PRS (Performance Racing Store) Boyz Club, heading towards us for this special eight page feature. Before some of you readers start calling up your contacts in the DRI (Department of Revenue Intelligence), let me spoil your party by adding that each of these bikes is a legal machine with clean papers and authenticated
registration. Right then, lets get down to the motorcycles, their details and modifications along with the lucky mortals who own them.


2009 HONDA CB1000R

Yezdi K Irani
Age: 46
Occupation: Businessman, Hotelier
When it comes to biking, age is no bar. We often say that motorcycling keeps you young and Yezdi, even at 46 years of age, is the perfect example of the above two lines. He still loves his two wheels more than two legs and a testimony to this fact comes in the form of the long list of modifications done to his CB1000R – from Michelin tyres to Akrapovic’s full titanium exhaust system, this naked street fighter is loaded to the brim. All these modifications show up within the first few hundred meters and Yezdi for sure likes utilizing the new found power to the brim. The bike sounds gorgeous, accelerates like an unleashed greyhound and brakes even better thanks to all those new aftermarket rotors and pads. Almost all the nuts and bolts have been tastefully given a blue treatment and look closely at the side grooves on both the tyres. Beautiful!

2010 HONDA CBR1000RR

Atul Rathod
Age: 33
Occupation: Petroleum engineer
When you own a motorcycle this good, you really don’t need to invest in add-on jobs. Atul, owner of this red CBR, thinks the same way. We have always loved CBRs although the latest iteration’s looks are somewhat subjective. A couple of spins down the long, empty, cordoned off road and then around the roundabouts makes it clear why motorcycle enthusiasts around the world have been hooked onto this bike. This Honda has one of the best power- to-weight ratios ever, evident in the way it pulls once the tachometer needle is close to the 10,000rpm mark. The second thing that was noticeable was the compact nature of the bike that does not make the rider feel uncomfortable – a trait Honda is known for.

1993 HONDA CBR 1000F

Touring Guide – Part III

This month’s touring guide is all about tackling different terrains and conditions smartly

Rough Terrain

While traveling for long distances one often encounters rough patches. Some like it and some don’t. However, you can make the most of it and have loads of fun by going off-road. Unlike smooth tarmac, you witness a lot of undulations while going off the road. Hence, keeping your body in the right position will help you control the bike in a better way. Always keep your eyes on the surface of the path as even a slight distraction might result in a slip. Never hold the handlebars too tight or very lose. You need to hold them just right and caress the throttle finely which will lend better steering control while going over bumps and dips. Stand on the footpegs and use your knees like a suspension while tackling gravel laden paths. Next on the agenda is braking. Never use the front brake while riding on loose surface as chances of losing control are really high. Instead, use the rear brake which will give you better control even on gravel. Off-road riding can be dangerous especially when you are not completely geared up. So always wear complete riding gear including knee pads and a back protector.

Using the rear brake on rough terain gives you superior braking control Adjusting the suspension settings for off road sections will offer a smoother ride Don’t hold the handle bars tightly. Apply just enough pressure for controlled acceleration

Hill Riding
Riding in mountainous regions with enticing corners is every biker’s desire. However, this longing should be fulfilled with caution and alertness. Hill riding usually involves negotiating blind corners and hairpins and hence it becomes essential for the biker to assess the road and watch out for oncoming traffic. While taking a corner you should always be in the correct lane and use the entire width of the lane to open up a corner which gives you a better view of the oncoming traffic (refer to illustration). You should also maintain a buffer area between you and the opposite lane to ensure extra safety in case someone from the oncoming traffic makes a mistake. Do not force yourself to ride fast after witnessing tantalizing corners. Watch out for patches covered with gravel, dirt or oil and try to avoid them as going over them while entering or exiting a corner might result in a fatal incident. Never shut the bike’s engine off while coming downhill. Instead use engine braking which will also give you superior control over the bike compared to rolling downhill with the engine off. Always remember to park the bike off the road, with the engine in first gear, incase you decide to enjoy the views around you.

Do not rest your bottom on the seat while going off road as it is bad for the back. Instead stand on the footegs for a smooth ride

Night Riding
You may need to ride during the night for a number of reasons. It can be fun as one can munch up the miles by riding swiftly through the almost empty highways. But at the same time, it can also prove to be dangerous. While riding in the dark, one needs a high level of concentration coupled with common sense. Always ride towards the left side in the correct lane, avoiding collision with any oncoming vehicle that may be in your lane. Watch out for illuminated road signs that indicate a turn, a fuel station, a railway crossing, etc. Focussing on the road can work wonders for you. Never look down or away when the headlight beam from oncoming vehicles hits your eyes. Instead, concentrate on the patch of road that is right ahead of you. This way you can exploit the oncoming vehicle’s lights and see the path better. Most highways in West and South India have a lot of high speed Volvo bus traffic which usually sticks to the right lane. It’s always wise to give them way. Incase you have stopped on the side of the road at night, always look out before taking off again. A few essential things like a well-reflected jacket, helmet, perfectly working headlamp/tail lamp and blinkers make you and your bike visible to other road users. A clear, scratch resistant, anti-glare, anti-fog visor is recommended for better visibility on the road. We strongly oppose the use of dark visors at night.


Honda CB Twister vs rivals

Five executive entry-level commuter motorcycles fight for supremacy. But which bike offers the best bang for your buck is the question Bunny Punia tries hard to find an answer to

Photography Sanjay Raikar

When Honda launched the 110cc CB Twister in the market recently, quite a few eyebrows were raised about its high sticker price for a commuter bike. However, the CB turned out to be the most involving and fun to ride commuter we had come across in a long time. It looks smashing, has a gem of an engine, is comfortable for the rider and of course, is a Honda. Does that mean it can divert customers away from other manufacturers straight into Honda showrooms? To get the answer, we decided to pit the CB against its rivals – a top of the line commuter bike from each manufacturer. We chose the 100cc Discover from Bajaj, the 100cc Splendor NXG from Hero Honda, TVS’ 109cc Star City and lastly, the 106cc G5 from Yamaha. All the bikes compared here are top end models.

Bajaj Discover 100

Any bike that makes history by selling 5 lakh units within 225 days of its launch ought to be a great performer. The Discover is just that. Aimed as the country’s first small capacity long distance motorcycle, this little Disco has a lot of aces up its sleeve. It looks nice in a sporty way – an angular chopped exhaust, a raised visor, sporty pattern of the tyres, et al. The bike’s trump card is its 94.38cc engine that makes use of both the twin-spark tech gadgetry as well as the swirl induction technology. The power and torque numbers are nothing to rave about, though the riding experience is what brings a smile to your face. The motor feels eager, always willing to propel the bike ahead in traffic, apparent by the roll-on figures. In fact, maneuverability is top notch and the suspension setup too is just right, though overall comfort is hampered due to the hard seat. During this shootout, most of us didn’t want to ride the bike for this one painful grouse. This is also the only bike in its class to feature a five-speed gearbox. Retailing at Rs 46,400 (on-road, Pune), like other Bajaj offerings, the Discover 100 is a good value for money proposition. Its incredible fuel efficiency comes in the form of the icing on the cake. Is this the best bike here?

Hero Honda Splendor NXG

You can never go wrong with a Hero Honda. They are the masters of the commuter segment in India. With six different offerings in the 100cc segment alone, there is a bike for every kind of commuter. We decided to choose the NXG, a sportier, modern and fresh looking avatar of the hugely popular Splendor. Typically Hero Honda, you get to see a lot of sticker work on this bike. The bikini fairing is slightly larger than the company’s other models and along with an all-black colour scheme, it lends the bike a good look. Overall, the proportions are well sorted and the bike makes tall as well as heavy riders feel at home. The NXG turns out to be the lightest bike here and this is evident while encountering rush hour traffic. It is also where the ultra reliable 97.2cc engine comes into its own. It is butter smooth and efficient though the lack of outright punch across the rev range does disappoint, especially when riding with a pillion. However, the gear ratios are tall and the bike even manages the best top speed here at 96.92km/h. For Rs 47,300 (on-road, Pune), the NXG offers a well rounded package with the company’s huge after sales support and best in class resale value. Reasons enough for us to crown it the winner?

TVS Star City

In the July issue, during our 100cc shootout, the Star Sport managed to grab the co-winner’s crown along with the Bajaj Platina. The bigger 110cc Star City shown here only manages to improve on its smaller sibling, proving its credentials strongly. Ergonomics are good, seat comfort is excellent and the bike imparts a solid feel while riding over bad roads. The engine too is strong – 109.7cc belting out 8.3PS of power and 8.1Nm of torque. This is the second most powerful and torquiest bike after the CB and expectedly it is the second quickest of the lot as well. It even manages to be the quickest in the 30-70km/h roll-ons in the fourth gear. The biggest in class fuel tank, a mobile charging point and a five-year warranty for a small amount further gets this bike more brownie points. It also has one of the most comprehensive switchgears among all the bikes here. Rs 45,400 (on-road, Pune) for the top end variant is what it demands, putting itself more or less in the same price bracket as others. Should the competition be worried about this small warrior?

Yamaha Libero G5

If there is a bike here that seems to be perfectly suited for well built riders, it has to be the Libero G5. It feels substantial for a commuter machine and not surprisingly, turns out to be the heaviest of the lot. Everything about the G5 is on the softer side – the well padded seat, the suspension setup and even the way it rides and handles over city roads. In fact, this is a bike that makes you want to go about your daily commuting in a lazy, laid back manner. But this doesn’t mean it lacks outright punch or cruising abilities on the highway. This is the same 106cc engine doing duty on the Crux and the Alba for years now. The G5 also comes with the best switchgear of the lot, offering every possible feature including an engine kill switch. On the looks front, the red and silver colour combination give it a smart look and the bike even sports dummy air scoops under the tank. It won’t be wrong to say that the G5 continues to look good even after five years of launch. Rs 49,000 (on-road Pune) does make the bike dearer by a few grand as compared to the others here. Will this prove to be a
hindrance when it comes to clinching the crown?

Honda CB Twister

A lot has already been discussed about Honda’s first bike for the masses last month. No doubt it is one of the best looking motorcycles in the country, aping its bigger sibling, the CB1000R perfectly. The engine performs brilliantly for a 109cc motor, churning out performance figures that end up shaming quite a few 125cc machines. Like a typical Honda, it doesn’t sacrifice fuel efficiency at all. The motor also feels stress free at highway speeds and unlike the 125cc Hondas, the Twister is pretty smooth and vibe free even at 70-75km/h. The suspension is slightly on the stiffer side, but ride the bike with a pillion and it outshines all the motorcycles here. However, we do miss simple things like a pass switch, an engine kill switch and pilot lamps. Why, Honda why? So, is there a chink in the armour there? Definitely, this is the commuter segment where value for money is the first priority. Consumers want to pay as little as possible and even a difference of a grand can change the final decision. In this case, the CB turns out to be six to nine grand dearer than the other bikes. Agreed, it has a lot of positives as discussed above and also comes with a front disc (absent on the other bikes), but is the price justified?

Royal Bobber

Oshan Kothadiya can’t take his eyes off the latest custom bike on the block built by Rajputana Customs
Photography Vijay Singh

Custom bikes are gaining popularity by the day in India. Even at the 2010 Auto Expo, what really caught my eye was the custom bobber built by Vijay Singh from Jaipur. After completing his studies in Canada, he returned to India recently to pursue his passion for custom motorcycles and built the Original Gangster using a 350cc Royal Enfield Thunderbird twin spark engine. The frame is built by him and his team at Rajputana Customs from the ground up. No compromises were made in the materials used too.

The bike oozes a classy vintage appeal. The retro looking white walled tyres are hard to find in India. The air filter cover looks like a revolver tumbler which sticks to the theme. The Rajputana Customs emblem and the neat detailing given to the footpegs add to the bike’s individuality. The frame has been built from carbon steel and the accelerator is internally built in the handlebar which gives it a
clean look. Adding to the bike’s vintage appeal is the hand shifter (Jockey shifter) which was used in Harleys in the 1940s and 50s. Since the bike is a hard tail, the rider’s seat is given a spring to cushion the ride. The Springer suspension which works on a linkage mechanism looks brilliant and has been totally hand built by Vijay. The bike rides on 21-inch front wheels and 17-inch rears. The wheel hubs for the front tyres too have been built by Vijay.

Equal attention is given to the battery box that is neatly tucked below the rider’s seat. The dual fuel tank is simple but well executed. Even the fuel tank lid does not look like it has been borrowed from some other bike and adds to its distinctive touch.Though the bike is unique it does not lose the Royal Enfield feel. A custom vintage bike like this would cost you around Rs 2.5 lakh which is not a very steep price. We would love to see more bikes from this youngster.

The hog way round

Harley-Davidson announced their formal entry into India with the launch of a dozen models at the Auto Expo at Delhi
early this year in January. A couple of months down the line, I finally managed to get hold of almost the entire H-D range for a ride, an experience and much more.

Words Bunny Punia   
Photography Sanjay Raikar

XL 883R Roadster (Sportster family)
The Sportster family is considered as the first step into the world of Harley- Davidson motorcycles. This family in India consists of the XL 883L Sportster, the XL 883R Roadster, the XL 1200N Nightster and the XR 1200X. The 883s without a doubt are the most important bikes for the country due to their relatively low sticker prices. In fact, the 883L with a sub Rs 7 lakh tag has already lured thousand of enthusiasts around the country including me. This is also the reason why I decided to ride this little machine for a longer period of time. We had the 883R variant for the ride which comes with a few more features and goodies as compared to the L model and of course a slightly higher price tag. Nevertheless, its genes are pure Harley and this American icon is a modern motorcycle that proudly boasts of its heritage. The company’s 883 lineup is legendary, having turned the motorcycling world upside down when they were first introduced way back in 1957.

The 883 has a narrow frame and a raw sporty styling which looks classic and timeless. Its ergonomics are spot on for lazy laid back cruising. In fact, even at slow speeds, you don’t feel its 251kg dry weight at all. The 883, like most Harleys, comes with a 45degree V-twin motor displacing 883cc. The company doesn’t like to disclose its maximum rated power, however, international websites claim it to be anywhere between 40-50horses. Even though the 883 is not about performance, it will still do the 0-100km/h sprint in seven seconds. The bike’s true character lies in lazing around on open highways, munching up miles with your arms and legs stretched out a little. The talking point here is its 70Nm of torque. Slotted in fifth with the needle at 100km/h, there is enough juice left for overtaking maneuvers as well as playing around with fast moving cars. 150km/h is what I saw at one point of time with probably another 10-15km/h to come. However, the 883 feels at home at around the 100-110km/h. The tank holds 12.5 litres of fuel, good for around 300km of highway riding. It might be the smallest bike in the company’s portfolio, but the 883 range is unmistakably Harley including the way it rides with the characteristic vibrations and engine noise. Yours for Rs 7.50 lakh (the 883L is even cheaper at Rs 6.95 lakh), the 883R is your ticket into the world of iconic motorcycles.

XR1200X (Sportster family)

This is a sportier variant of the XR1200R which was the first Harley tuned for European riding and styling tastes. With the X, what you get is a blacked out engine casing and a matte black tail, tank and mudguards to create a more aggressive look and of course brilliant Showas (suspension). The XR1200X looks like no other Harley; it has a charm of its own. It takes time getting used to the high seating position but that in combination with the comfortable upright posture helps in giving you a commanding view of the road ahead. The bike is powered by the same 1202cc motor doing the honours on the 1200 Nightster, though with a different level of tuning. Maximum power is believed to be around 90 horses, but as is the case with most Harleys, the torque does the talking, all 100Nm of it. The bike felt pretty comfortably though the seat could have been softer. Power delivery was great. In fact, with the upright posture, I had to hang on tight during flat out acceleration in the top three cogs. The XR1200X sells for Rs 11.95 lakh – a good deal for a sporty 1200cc V-twin bike.

Super Glide Custom (Dyna family)

This is the first ever factory custom Harley. Though termed as a cruiser, the versatility of this bike surprised me no ends. It might weigh in at 310 kilos (kerb), but the ease with which the Custom handled slow moving traffic and even inside our big resort campus left me impressed. Without any kind of wind protection, the Custom managed to chew up miles easily while sitting at an indicated 110km/h with me saddled up comfortably in the broad seat, holding on the wide pulled back handlerbars. The 1584cc engine belts out 123Nm (gulp!) of torque and is pretty smooth at cruising speeds with that typical Harley twin-cylinder music from the engine.

On the design front, the simplicity of the overall composition will be appreciated by many – the twin flush caps for the tank, the simply laid out speedometer, the upside down indicators upfront, et al. In fact, the true beauty of this bike’s understated charm is its blank slate appeal. The Custom offers a great platform for anyone who likes to leap into the sea of personalizing their bike with Harley’s accessories catalog.

Fat Boy (Softail family)

This is the quintessential tough guy motorcycle and without a doubt, one of the best selling Harley-Davidson bikes ever. Arnie too rode one in The Terminator and if you are in Yankee land, chances are you will end up seeing more of these solid disc wheeled motorcycles than other models on the road. As the company’s Indian MD puts it, the Fat Boy is a timeless combination of power and style. True to its name, it weighs in at 330 kilos, but feels lighter on the move due to its low mass centralization. The 1584cc engine is mated to a six-speed ‘box and is a real pleasure. It hasn’t lost its typical Harley charm with the inclusion of the compulsory fuel injection. Like most Harleys, the well padded generous seat, pulled back bars and footboards allow for a comfortable riding posture but for serious touring, a windshield is recommend. This is where another thing comes up – the list of aftermarket add-ons for the Fat Boy requires a book of its own! If I am in the market for the most outrageous road ready custom, then this bike would sit at the top of the motorcycle chain.

Heritage Softail Classic (Softail family)

The Heritage Softail Classic remains as retro styled as it was when launched two decades ago. With only subtle changes on the design front over the years, this bike retains its old world charm, so loved by a huge chunk of Harley riders. The 21-inch spoke wheels with the white walled rubber, the retro styled leather saddles and the leather extension to the rider’s seat – this is the bike to have for those who love old schools. Beneath all that metal and leather is a modern 1584cc motor putting out an impressive 117Nm of torque at a low 3200rpm. This translates into effortless low speed cruising (so typical of a Harley, isn’t it?). Aboard this bike, you feel you are back in time and yet you get modern touches like ABS. The king sized windshield can be removed, however, I like it this way. Some may think this bike is a bit much of a throwback, but I have to admit that it’s a good looking bike all in all. It’s true what some say about the classics never going out of style, I guess. Rs 19.45 lakh is a lot of money, but certain things just seem better with age, don’t they?

Night Rod Special (V-Rod family)

This is the rock star of the entire H-D gang. It looks mean and menacing and even made me look cool while riding it. Well almost. I did have my arms and legs stretched out, but leaning ahead made me feel more comfortable as well cut through the air properly. At times, all it took were a few seconds to get from an indicated 100 to an indicated 150, thanks to the new generation sophisticated and smooth 1250cc engine that belts out 125 ponnies along with 111Nm of torque. Going from zero to hundred in fewer than four seconds with a top whack of around 225km/h, the Night Rod is unlike any other Harley. In fact, the intoxicating V-twin growl and that linear acceleration are courtesy engine design help from Porsche. For most, the Night Rod might be a difficult bike to handle around curves or in city traffic, but for me it rules the roost and for reasons. Show up on one and people don’t stop staring. For Rs 18.95 lakh you also get custom quality construction, inimitable Harley cachet and a set of wheels that is as much fun to look at as it is to ride. Period.

Road King (Touring family)

When first launched in 1994, its styling was the biggest asset for the Road King – one of the two bikes from the touring family. The bike carries a mix of retro design elements like spoke wheels, three big chrome lamps upfront, inverted indicators, et al. along with modern touches like hard panniers, technological advances for the engine, plus cruise control and ABS! Even the chassis is all-new and it shows its true colours in case you push the bike hard. It has the same 1584cc engine seen on the Softail family, though this one pumps out 127Nm of torque. In fact, I rode the Road King after riding
the XR1200 and was immensely surprised with its smoothness. I could comfortably ride this bike to its full tank range (300km+) between stops and the only snag would be the wind turbulence created by the screen for my tall height. If the likes of Elvis Presley were still alive, they would have one of these gorgeous machines parked in their Graceland garages. Like most say, it’s good to be King, though at an expensive sticker price of Rs 20.45 lakh.

Street Glide (Touring family)

The chunkier and modern of the two touring bikes, the Street Glide had me hooked the moment I swung a leg over. It might look like a Road King with an add-on bat wing type fairing, but there is a lot more to this bike. The Street Glide is the original stripped and slammed (lowered rear suspension) bagger from Harley-Davidson and is powered by the same twin cam 96 V-twin engine as on some of the other models, though it is in its torquiest form here. It performs more than well and during our early morning shoot, getting the rear to spin out was pretty easy. In fact, with the fairing, high speed cruising is better than some of the other machines here. The lowered ride height, however, limits the suspension travel and two-up, bad roads can rattle your insides pretty easily. The six pods in the speedometer console finished in white look sporty with the music system and various buttons under it increasing the functionality. The system, a Harman Kardon unit, was kept near its top volume most of the times much to other motorists’ surprise but this is the way a Harley is to be enjoyed on open Indian roads.

Ultra Classic Electra Glide (CVO family)

Prepare to be coddled. The most powerful, heaviest and comfiest bike of the whole range is the Ultra Classic Electra Glide, a bike born out of the CVO or the Custom Vehicle Operations’ family of Harley-Davidson. Harley’s entire bag of techno tricks are featured on the CVO Ultra, including a 160Watt CD/AM/FM/WB/MP3 Advanced Audio System by Harman Kardon, CB and intercom, passenger audio with controls, cruise control and standard XM Radio to name a few. If size matters with money no bar, this is the machine to have. Both the rider and the passenger sit in the plushest of accommodations and once on the move, its massive 430 kilo weight seems to vanish. In fact, while riding up to the Amer fort, I was effortlessly scraping away expensive metal from the footboards. The engine sounds sweet with an intoxicating intake growl at low revs with a surge of locomotive like torque available throughout. The CVO sits lazily at an indicated 150km/h with much in reserve to tease other smaller models of the family easily. If your idea of a road trip means ditching your business class ticket and riding to Mumbai from Delhi, the CVO is the answer even at its staggering Rs 34.95 lakh sticker price. Who says inspiring dreams is always cheap?

John McEnaney
Harley-Davidson Service Operations Area Representative, India

Favourite H-D bike in India: FXDC Dyna Super Glide Custom
Why? “It’s a no BS bike”

How different will be the maintenance of Harley-Davidson bikes in the Indian riding environment vis-à-vis the US?
Harley-Davidson motorcycles have been ridden for decades in over 70 countries spanning various terrains and weather conditions. In the U.S. itself, we have experienced and tested our motorcycles in every riding condition. To give you an instance from India, the first Founders Ride we did in the country was through torrential rain in New Delhi. Furthermore, our ride through Jaipur presented us with a different set of riding conditions – heat, varied roads and some long stops in traffic. The fantastic thing about India is that the variations and unique riding terrain make it an incredible riding destination. Our vision for our dealerships in the country will be to provide world class after sales maintenance and servicing at par with a Harley-Davidson dealership anywhere. The service teams across our dealerships in India will be trained to ensure customers enjoy every minute of ownership and have an optimum experience.

What about the performance of Harley-Davidson motorcycles in India’s harsh, i.e., hot summer months?
We’ve ridden through the pouring rain in Delhi, the summer heat in Jaipur and the stop-go traffic of Mumbai and Bangalore. Every ride has been a new experience. Over the next few months, we plan to ride across different regions in India and enjoy the thrill of riding through varying terrain and weather conditions which you cannot experience anywhere else in the world.

Anoop Prakash
Managing Director
Age: 37
Favourite H-D bike in India: FLSTF Fat Boy
Why? “A timeless combination of power and style.”

When do we see the first H-D showroom up and running and in which cities?

Bookings for Harley-Davidson motorcycles will open across India on the 20th of April, 2010 and will be taken by our dealers in Mumbai, Hyderabad, New Delhi, Bangalore and Chandigarh. We will announce dealer locations by the first week of April with all five showrooms scheduled to open by the end of summer. This year all 12 motorcycles from our Indian model line-up will be available on sale in addition to a broad selection of accessories, merchandise and apparel.

Which models have been the most popular among prospective Indian buyers till now?
We realized from the start that bringing in one or two models would not come close to meeting the craving and demand for the full Harley-Davidson experience here. Through our website, www.harley-davidson.in, prospective owners from all corners of the country have staked their claim to be among the first to own a 2010 Harley-Davidson motorcycle and we have seen demand across all model
families. For the city riders appreciating our heritage and classic cruiser styling, the Sportsters and Dynas seem to be on the top. For speed enthusiasts, the Night Rod Special has captured their hearts. For executives wanting the classic originals to explore greater India, the Softtails and Touring bikes reign supreme. Additionally, since we have partnered with ICICI Bank to provide loans at 11 percent interest, all riders can find their ride!

Sanjay Tripathi
Director, Marketing
Age: 37
Favourite H-D bike in India: VRSCDX Night Rod Special.
Why? “Speed, torque, stability and of course its hotrod styling!”

Harley-Davidson is an iconic brand and markets itself pretty well. Is this working in your favour in India already?
The stature Harley-Davidson enjoys is because our riders have built a bond not only with their motorcycles but with each other. The inclusiveness of the brand, the enthusiasm of the owners and the camaraderie built between the riders transcends geographical boundaries and binds them into a global HOG (Harley Owners Group) family. We have brought the pure Harley-Davidson experience to India with a range of 12 models from all five of our motorcycle families to give riders here the true look, sound and feel of our heritage, our culture and the Harley-Davidson lifestyle. Our range of MotorClothes will only add more authenticity to the complete Harley-Davidson experience in the country.

Do we see special made in India, for India ad campaigns on the Idiot box soon?
We are in the process of finalizing the right mix for our marketing campaigns and will soon roll them out to bring Harley-Davidson motorcycles closer to our riders. Our campaigns will certainly reflect the Harley-Davidson ethos and from a marketing standpoint we will continue to hold experiential events, so that riders and enthusiasts get the opportunity to really understand the lifestyle and experience.


Words: Mat Oxley 
Photography: Chippy Wood

From the late 1970s to the early 1990s GP racing was ruled by five riders from the same country. Time to take the ultimate American road trip and visit King Kenny Roberts, Wayne Rainey, Eddie Lawson, Freddie Spencer and Kevin Schwantz. In part I of this special series, is the man who started it all: the King.

For a motorcyclist, this is like driving through the gates of Graceland. There’s no Elvis-commissioned ironwork, but the motorcycle sculpture poised above the gates and the National Rifle Association sticker on the entrance keypad tell you all you need to know: this is the home of the King, the most important motorcycle racer in history.

At the end of the half-mile drive is the house where King Kenny Roberts has lived for the past 25 years and the mini racetrack complex where so many world champions have learned and played – from Roberts to Rainey, from Lawson to Kocinski, from Fogarty to Lorenzo.Indoors Roberts is sheltering from a winter storm and taking phone calls from people working on bringing him back to where he belongs: MotoGP. The scale of Roberts’ latest venture is mind-boggling – a long-term budget of several billion dollars (for MotoGP, NASCAR and F1), factory Ducatis and a team Boeing 707 to shuttle hardware between races and a new HQ at the MGM Grand in Las Vegas, where fans will be able watch the bikes being prepped. And the whole deal will be the subject of a TV reality show filmed by Brad Pitt’s production company.

‘Dude, we’ll be on the grid at Doha,’ growls Roberts, whose team last raced MotoGP in 2007. ‘Until then I’ll just play golf or mess around with my motorcycles.’Roberts, who will be 60 next year, has always thought big. It’s what’s allowed him to accomplish a unique number of achievements: twice Grand National dirt champ, knee-down pioneer, three-time 500 king, fighter for riders’ rights, championship-winning team owner and motorcycle manufacturer.

Think on this: when Roberts won the 500 crown at his first attempt in 1978 he started the season contesting the 250, 500 and F750 world championships, which would be like Ben Spies doing Moto2, MotoGP and World Superbike in his rookie international season. He won his second 500 title in 1979 after breaking his back during preseason testing. Oh, and he’s only got one testicle (the legacy of a motocross accident) and he’s got a bullet in his left leg (hunting mishap). We’re talking old school hard man.

Roberts’ success on 500s fronted a wave of American talent that ruled GP racing on and off for more than two decades: Spencer, Lawson, Rainey, Schwantz, John Kocinski and Kenny Roberts Junior all followed in the King’s slipstream.

After Roberts packed up riding in 1983 he created GP racing’s first super team and guided Marlboro Team Roberts rider Rainey to three 500 world championships. And when he tired of racing factory Yamahas he built his own motorcycles from the crankshaft up. His Proton KR3 two-stroke 500 triple was good enough to beat Valentino Rossi to pole position at Phillip Island in 2002, though his Proton V5 MotoGP four-stroke wasn’t so brilliant.

There’s little evidence of Roberts’ stellar successes inside his house. There’s tarnished old racing trophies for doorstops, a V5 crankshaft for a toilet roll holder (‘About all that thing’s good for!’), a couple of guns and a hunting dog that bounds about with excited anticipation whenever Kenny handles his shotgun.

Behind the house it’s a different story. Walk past the hot tub and the wine cellar and you enter the King’s ‘man cave’ – a workshop full of every kind of motorcycle in every stage of disarray – from dirt trackers to motocrossers, from roadracers to road bikes, including an original RD350LC in Yamaha US yellow with no engine. ‘When Yamaha gave me that my manager said “Kenny, that motorcycle must never be used”, but I lent some racer the engine and it never came back.’ There’s also a lathe, a milling machine, some welding kit and faded posters of long-ago glories.

These days Kenny spends a lot of time here, fixing and spannering, welding and hammering. ‘I’m a motorcycle guy who builds motorcycles. Kids keep wrecking them and I keep building them.’

Current project is a bizarre mini-roadracer – a CR450 motocross motor in an aluminium roadrace frame (drawn on Kenny’s drafting board and welded together by the man himself) with minibike wheels. Kenny doesn’t really seem to know what he’s going to do with this one, but that’s not really the point. He’s having fun fiddling and fettling. ‘Next I want to build my own dirt track motor.’

Behind the ‘man cave’ is another building – Kenny’s museum, packed with Grand National and world title winners, at least a dozen homemade Proton and Modenas GP bikes and an Aladdin’s cave of high-end grand prix ‘auto jumble’ – factory YZR engines, racks crammed with all kinds of aluminium chassis, acres of carbon-fibre bodywork, dusty old leathers and piles of dirt trackers’ steel shoes.

Outside there’s dirt track ovals, motocross courses and a mini roadrace track around which Roberts and his disciples would ride, honing their ability to open the throttle faster than anyone in the world. ‘When Wayne was hitting it hard we would ride from sun up to sun down, every day.’ No wonder Rainey went on to emulate his mentor’s 500 title hat-trick.

Just across from the hot tub is what can only be described as a GP racers’ vegetable patch. There’s a chicken wire cage protecting half a dozen old Team Roberts flight cases, with tomatoes growing inside.

Back indoors is another ‘activities’ room. More chaos: old helmets, golf clubs (Roberts is an ace golfer, he made the cut in last year’s Pebble Beach Pro-Am), an artist’s easel, a half-finished oil painting. Who’d have thought this hard-man racer was an artist? ‘When you paint, everything else goes; it’s like taking a ride up into the mountains on your motorcycle. If you’re pent up, it makes it a different day.’

Roberts’ ranch is a two-hour ride from the fleshpots of San Francisco. This isn’t California Girls or Gangster Paradise country, it’s farming land – almond trees and cattle all the way to the Sierra mountains where Roberts buys his wine from micro-wineries. ‘Finding some American wines I like was a big relief, because I was always afraid I was going to run out of the stuff I brought back from Europe.’

The King was born just down the road in Modesto, where his parents and grandparents settled after escaping the Midwest dustbowls of the 1930s depression.

He started riding bikes by chance, aged 12. ‘I was training horses, I was going to be a cowboy. These people I worked for in Modesto bought their kids this minibike with a lawnmower engine. I go to feed the horses one day, they say “Kenny, ride the bike”, I say “no, don’t want to”. They say “you’re a baby, you’re a chicken”. ‘No, I’m not chicken, I just don’t want to ride it.” “You’re a chicken”. Okay, so I rode the minibike. Scared the shit out of me, so I had to have one.’

Doing things the hard way, taking the tough option has always appealed. ‘All through my career I’ve tended to stack more on my plate than I needed. If someone says I can’t do something, then I have to do it.’

It was the same when the rookie roadracer started hanging off, getting his knee down and rear-wheel steering in the early 1970s. His mentor Kel Carruthers told him he was insane. Within years everyone was doing it.

And it was the same when he came to Europe and started agitating for riders’ rights. ‘We were treated like monkeys. The tracks were dangerous and we got ripped off. If we complained, they told us “shut up or we’ll pull your licence and you won’t be able to race”.’ Roberts’ breakaway championship, World Series, never happened but it shocked the racing establishment into treating riders right.

Over the years he has been just as much of a technical maverick. Team Roberts was the first outfit to use carbon brakes and the first to make serious use of datalogging. When Yamaha dragged their feet on development he went and built his own GP bikes.

‘I’ve got this disease which makes me want to do everything myself. I can get stuff done right by someone else but I want to do it myself. Yamaha were giving me a hard time, so I walked.’

He thinks this attitude might have something to do with aggression – he’s always had a big fire in his belly. ‘I was pretty aggressive when I was a kid. I used to get into fights a lot, I was always in trouble.

‘I wasn’t at school much. I have dyslexia, so when I left high school I couldn’t read or write nothing. When I was 19 and Yamaha threw my first contract in front of me, I was, like, what do I do with this?’

He may not be very literate but Roberts has fierce intelligence. He brought a new level of technique and analysis to the sport. ‘If someone went through a corner faster than me I would have to analyse that: why was he faster? There has to be a reason. Putting it all together intrigues me.’

That ability to look at things and understand what needs to be done helped him become GP racing’s first big shot team boss. Back in the 1990s he was running an outfit with a budget of $18 million, not bad for a kid who could hardly read or write.

1969 Starts dirt track aged 13
1970 US national novice champion
1971 US national junior champion
1972 4th US national expert championship (Yamaha)
1973 US Grand National champion (Yamaha)
1974 US Grand National champion (Yamaha)
1975 2nd US Grand National championship (Yamaha)
1976 3rd US Grand National championship (Yamaha)
1977 4th US Grand National championship (Yamaha)
1978 500 world champion (Yamaha)
1979 500 world champion (Yamaha)
1980 500 world champion (Yamaha)
1981 3rd 500 world championship (Yamaha)
1982 4th 500 world championship (Yamaha)
1983 2nd 500 world championship (Yamaha)
1990 Marlboro Team Roberts Yamaha
Wayne Rainey, 500 world champion
John Kocinski, 250 world champion
1991 Marlboro Team Roberts Yamaha
Wayne Rainey, 500 world champion
1992 Marlboro Team Roberts Yamaha
Wayne Rainey, 500 world champion

Roberts has never been able to back down. That’s why he accepted an invitation to ride his infamous TZ750 dirt tracker at the Indy Mile during last year’s Indianapolis MotoGP weekend. The Tee Zee Miler is the bike upon which the King won (in his opinion) his greatest victory, at Indy in 1975. It is arguably the most evil piece of over-powered machinery ever created – 120 horsepower, dirt tyres, no front brake.

‘I hadn’t ridden a bike for at least a year, so I can tell you I had some sleepless nights.’ And yet when he got to Indy he didn’t even practice, ‘because I wanted people to see it full throttle and go “wow!”. I didn’t build my career the way I did to ride around waving to the crowd.’

His WFO ride left the crowd – including Valentino Rossi – dumbfounded. ‘Once I kicked into turn one and got it sideways then I was okay. Obviously I can go sideways till I die…’

You get the feeling that’s exactly what he will do. Aged 58, Roberts is as far as he’s ever been from hanging up his steel shoe and kicking back on the porch. As we get ready to leave and hit the road to Wayne Rainey’s home in Monterey, we push him for more details about this 2010 MotoGP deal. ‘I could tell ya,’ he says, helpfully. ‘But then I’d have to kill ya.’ And judging by the way he handles that shotgun, he may not be joking.

King Kenny Roberts has always liked a drink, so he can be a dangerous man to know on Sunday nights

‘I got drunk after I’d won the first 500 GP of 1980 in Italy. They were giving me champagne at the track and I rode to the hotel on the luggage rack on top of the car. The guys tried to get me off the roof but they couldn’t. I ended up eating at the hotel, with Randy [Mamola] and some other guys. There were these English journalists, eating at a corner table. They’d really pissed me off because they wrote all the wrong stuff about my World Series thing. I remember telling those guys: “if you ever do that again, I’m not going to get a lawyer, I’m not going to sue you, I’m going to kick your ass”. Boy, were they nervous, they were shitting bricks. So we’re in the hotel dining room and I shout to them: “you guys want some champagne?” “Oh yeah, thanks, Kenny!”. So I throw this bottle, it goes flying across the room and smashes against their table and the wall. All of a sudden they were eating so fast, trying to get out of there. Then I say: “you guys want some more champagne?”. “Oh no, no thanks Kenny!” I never got along with the British press, I wasn’t diplomatic back then.’


Royal Enfield gives a new lease of life to the Bullet Electra with a modern powerplant
Words: Ravi Chandnani   
Photography: Sawan Hembram

They say evolution is inevitable and Royal Enfield is no exception to this fact. The company has been able to churn out machines that are reminiscent of the past and at the same time are also fitted with contemporary technology. As a testimony to the above quote, the Thunderbird twin spark was followed by the Classic series with a new unit construction engine and fuel injection. However, this evolution was somewhat incomplete as the Electra was the only bike in Royal Enfield’s product line-up with the same old cast iron engine. It was an ageing bike which had a bit of Botox in 2005 when it received an electric starter, a five-speed transmission as well as a disc brake. It was high time for the manufacturer to recognize the winds of change and revive the Electra in the same way that it reanimated the Thunderbird. Realizing this, Royal Enfield has placed a new heart in that old world styled frame of the Electra – better late than never.

The new unit construction engine is able to lend the bike a smoother ride

The Electra has been impressing on the sales charts for a long time now and with the introduction of the new unit construction engine, it ends up becoming better in a lot of ways. Well almost. We received the bike for a short ride experience and needless to say, I quickly headed for the highway. The first thing that drew my attention after starting the bike was the quieter exhaust note which is achieved using a longer muffler providing better sound insulation – blame the government regulations for this. It sounded much more subdued compared to the older model. The handling of the new Electra has changed fairly given the fact that it has a higher centre of gravity compared to the older model. This is due to the design differences in the engines. To an extent, the new Electra feels a bit heavy even though the weight of the new bike is almost the same as the previous version. The ever present vibrations still exist, however, their density has gone down considerably. The new Electra is now wider by 60mm, taller by 40mm and longer by 20mm with the same wheelbase as the older version

The unit construction engine is the same motor that also powers the Classic 350 and it was no surprise that the performance of this powerplant was almost similar to the Classic. The new engine might be smoother, however, it is not as torquey as the Electra 5S, churning out just 28Nm of torque at 4000rpm – a drop of four Nm. The reason for this is the lighter crank. Nonetheless, the power output has been upped by 9.1 percent at 20PS.The styling and aesthetic value of the bike is still very much the same if you overlook the motor. It retains its retro charm just like other models in the Royal Enfield family. Overall the initial impression of the new Electra is pretty impressive, however, the excitement level might have gone for some die-hard ‘thump’ fans. But it goes without saying that even at an on-road (Pune) price of Rs 1.08 lakh, the Electra still remains the best option for the new and the old Enfield fan.

brothers in arms

Saeed Akhtar pits the new Pulsar 150 against its peers to determine which one gives the biggest bang for your buck
Photography by Sanjay Raikar

The 150cc segment is one of the most hotly contested categories in the Indian motorcycle market. It caters to both the youth looking for performance on a budget as well as the middle-aged executive looking for a reasonably fast mode of commuting to work. For long, Bajaj has ruled the roost in this segment with the rest of the manufacturers playing catch up. For this shootout, we have shortlisted these five bikes that not only fall in the same price bracket but are also targeted squarely at each other. Recently, Yamaha stirred up things in this segment by introducing bikes that were so far ahead of the curve (in terms of price as well as technology) that we decided to give them a miss from this comparison as their target customer is pretty different from these five rivals. Let the game begin. . . . . .

Price Rs. 67,008(OTR,Pune)
Top speed 111.3km/h
Power 13.5PS
Maintenance free battery, viscous air filter and BS-III norms compliant now
Price Rs. 65,893 (OTR,Pune)
Top speed 107.12km/h
Power 14.4PS
Honda antecedents, but the Hunk is Hero Honda’s take on what a 150 should be
Price Rs. 67,521 (OTR,Pune)
Top speed 118.69km/h
Power 15.4PS
TVS’ Racing DNA has infused this bike with enviable performance figures 
Price Rs. 67,955(OTR,Pune)
Top speed 108.1km/h
Power 14PS
Loaded with gadgets and gives that big bike feel like no other motorcycle here
Price Rs.67,500(OTR,Pune)
Top speed 115km/h
Power 15.06PS
Bajaj’s crowd puller gets clip-on ’bars and a wee bit more power. Is it enough?

Hallowed be thy name

The Pulsar still remains the brawler it was, being outclassed in the performance stakes by only the Apache RTR, a lighter bike that also happens to possess 10ccs more

Enlightened philosophers everywhere tell us that it is even tougher staying at the top than getting there. The fact that the Bajaj Pulsar did exactly this since its launch nine years ago is testimony enough to its timeless appeal and clout. Now in its fifth iteration, India’s most popular performance bike is getting a bit long in the tooth but is still the most popular of the lot here. Recently, Bajaj seems to have stopped going for radical redesigns and opted for a few nips and tucks along with some cosmetic upgrades. The latest Pulsar continues this tradition with clip-on handlebars that are borrowed from its siblings. These lend the bike a slightly sportier riding position than before with the rider leant over to the front a wee bit more. The rest of the bikes here except the RTR make do with regular handlebars. The new bigger carburetor aids the engine in churning out a wee bit more power but the torque figure has taken an adverse hit. The Pulsar has got the lightest throttle feel here. The seat is a trifle hard for long commutes and the pillion seat is a bit on the thinner side.

Clip-on handlebars now a standard on all Pulsars, from 135cc to 220cc The mechanical bits are now done up in black, lending a touch of class to the new Pulsar

Performance wise, the Pulsar remains the same rev happy hooligan that made it such a hit originally. The whining sound from the air intake just makes you want to twist the throttle a bit more. However, the Pulsar lacks some midrange grunt and you have to keep shifting gears to keep it in the power band. If you are comfortable with that, the bike rewards you with oodles of fun and its handling complements spirited riding very well. The suspension dives a bit under braking but it is more than adequate for the kind of fast riding a typical customer would ever put it through. The bike is also pretty vibey at high rpms although it is quite bearable at low rpms. The gearshift quality has been improved by several notches over its earlier versions, however compared to its Honda peers, the Bajaj still has some way to go. In this test, the Pulsar beat its previous top speed record of 114km/h by approximately two more km/h while also being faster in the sprint to 60km/h. The Pulsar still remains the brawler it was, being outclassed in the performance stakes by only the Apache RTR, a lighter bike that also happened to possess 10ccs more.

The generous side of Bunny – lending his phone to an old stranger who had a son far away One of the few ways to differentiate the Pulsar 150 from its siblings

The Pulsar loves being ridden hard and rewards you for it



One more Pulsar 150 upgrade? Yet more power? While you might have to use a magnifying glass to find the changes, the moment you ride the bike, the increase in performance and refinement is noticeable. Clip-ons manage to lend a sportier riding posture as well. However, the hard seat and the bike’s tendency to dive under heavy braking isn’t to my liking.


The Emperor’s new clothes

The Hunk is the third bike into which Hero Honda plonked the Unicorn mill. The first bike, Achiever, did not exactly set the sales charts on fire, but it sure paved the way for the CBZ Xtreme which followed shortly. Maybe it had something to do with the iconic CBZ tag but the Xtreme, in spite of some lackluster styling, was a success for Hero Honda. Or maybe it was the performance and handling. Despite featuring a very conventional suspension arrangement, the bike was so well set-up that it tackled corners like a proper sportsbike and not a commuter.

The Hunk is one of the only two bikes here with a completely analogue instrument console Red accents on the Hunk lend a touch of flair to the bike

The Hunk is practically the CBZ Xtreme in a more stylish and muscular costume. The bulging tank scoops shout for attention from every angle. The front as well as the rear suspension is done up in a dull gold colour, however whether one likes it or not, is entirely a matter of personal taste. The rear also features Hero Honda’s first gas-charged shock absorbers, which the company calls GRS. Our test bike came in the new paint scheme – a splash of red graphics and bull logos that accentuated the muscular profile of the Hunk. We still feel that the bike could have done better with a nice name. And why did they have to spell out ‘Hunk’ in chrome? The bike’s build quality is trademark HH – robust and solid. The paintjob on the Hunk was the best on the test. One little grouse with the Hunk is the placement of the side stand. The slightly rear set pegs come in the way when you try to access the side stand lever with your left foot.

Gas-charged shock absorbers – a first for Hero Honda Ludicrous amount of muscle here. Love the red accents though

Coming to the performance, the Hunk immediately impressed with its brimming midrange torque which meant we could power our way out of tight spots with minimal effort. However, the bike’s short gearing, while helping in acceleration, takes its toll on the top speed, topping out at a mere 107.16km/h. It gets up to the 80km/h mark pretty fast but then the engine starts running out of breath and tapers out. The Hunk’s handling is on par with its peers with the ergonomic riding posture aiding considerably. The suspension is set a tad on the hard side which may be a deterrent for commuters looking for a plush ride. It does come with that Hero Honda cachet which means that the bike will prove to be reliable and enjoy a good resale value even years down the line.

The BIKE India slow race formation


Senior Correspondent

Although the Hunk and the Unicorn share the same engine, they feel like completely different sets of wheels. The Hunk looks muscular and sporty, has the very reliable and proven Honda engine and comes with the best after sales service network in the country. Despite all these features, it has its downside as it may look a bit over the top to some. That is probably the reason it has not managed to soar on the sales charts. Yet the Hunk remains a great overall package and will continue to sell for years to come

Don’t judge a book by its cover

The chromed wing logo on its tank is the Unicorn’s only redeeming style factor but it would be really nice to see some serious changes. And soon

The most understated bike here, the Unicorn has managed to stay near the top of the sales charts solely on the sheer power of its mechanical bits. It may not be a beauty pageant winner by any stretch but the Unicorn oozes solid engineering brilliance and top notch build quality. Honda has chosen not to tinker much with the bike’s looks, giving it some very minor cosmetic upgrades over the last few years and almost nothing else. This time around, the Unicorn gets a viscous air filter, a maintenance free battery and a CB sticker on its rear side panels. The Unicorn is also BS-III norms compliant. These changes to the engine have not resulted in any noticeable alterations in the bike’s performance though. The chromed wing logo on its tank is the Unicorn’s only redeeming style factor but it would be really nice to see some serious changes. And soon.

The Unicorn loses out on gadgets like a digital instrument console Refinement and reliability are the engine’s hallmarks

It is the only bike here to sport a monoshock suspension and we must say it is a superlatively engineered piece of technology. As Aspi said, the first time he took the Unicorn out onto the not too well surfaced Chennai racetrack, it was as if the bumps had practically disappeared. The Unicorn outclasses all the other bikes here when it comes to ride and handling. Along with the GS150R, the Unicorn has got the most relaxed riding position of this bunch. It is also the most composed with a pillion on board. It might have a narrower seat than the GS but the Unicorn pampers its rider and pillion equally well. Refinement is another strong point with the Unicorn. There is negligible vibration even when the bike is revved all the way to the redline and the butter smooth gearbox complements it beautifully. Performance wise, the Unicorn is no slouch but it is no sprinting cheetah either. The Honda manages to complete the 0-60km/h run in 6.10sec and tops out at 111.3km/h.

Beautifully calibrated monoshock is key to the Unicorn’s ride quality The CB Unicorn still doesn’t have a pilot lamp. How shocking is that?

The Unicorn and the Hunk are the only two bikes here to feature completely analogue instrumentation and that makes them incongruous in this crowd which is rapidly going digital. Older Unicorns had some niggles with build quality but the new lot of bikes feature much improved build quality and paintjobs. At Rs 67,000 (OTR, Pune), the Unicorn is the second cheapest bike in this shootout and that makes it an irresistible buy.

It is the best handler of the lot and by a fair margin



Is it Honda’s remarkable technology or the inability of the competition to catch up? Either way, the Unicorn, err the CB Unicorn, even after being in the market for almost five years, still manages to be in a different world all together when it comes to engine refinement, ride and of course handling. Ergonomics are also up there with the best. However, it badly needs a major Botox treatment now.

Loaded to the brim

The GS150r is the only bike in this bunch to feature a six-speed transmission, a positive throttle response and a gear indicator on the instrument console

The GS is Suzuki’s first 150cc offering in their second outing here. When the bike’s pictures were first revealed, the Suzuki was criticized for bearing too close a resemblance to the Pulsar. But when you set eyes on the GS for the first time or its spec sheet for that matter, all of that changes. This is a much larger bike, far more muscular and beefier than your average 150cc bike. Take the fuel tank for instance. It rises from the seat in a manner similar to bigger superbikes and there are also the trademark Gixxer stripes on it just to drive the point home. There is a splash of chrome on the side panel covering the air filter/battery that adds some style quotient to its side profile. There are two air vents beneath the bikini fairing that serve no purpose whatsoever but definitely look good. The rear end has its own attraction with snazzy LED taillights and integrated blinkers, making it one of the best in the country. The alloy wheels feature a swirl pattern that differentiates them from the rest with their straight spokes.

The GS’ expansive console features a gear position indicator and a shifter LED light Integrated turn signals and LEDs turn heads everywhere

Did we mention the spec sheet? Ah yes, the kind folks at Suzuki have loaded the GS to the brim with a host of gizmos. It is the only bike in this bunch to feature a six-speed transmission, a positive throttle response (it features dual throttle cables) and a gear indicator on the instrument console. The instrument console incorporates an analogue tachometer (with extra large fonts) while everything else is digital. There is also a LED warning light on the bottom left corner of the console that works in conjunction with the ECU to tell you how exactly you are burning up your hard earned fuel depending on the mode you choose to ride in. There is also a ‘God mode’ which tells the ECU that you are in full control of your riding and switches the warning light off forever.

The sixth gear is meant for cruising duties mostly Swirl type spokes differentiate the GS’ alloys from the competition

The GS features the widest seat of the bunch. Although it appears too sportily contoured, the superior padding and relaxed riding position make the GS one of the most comfortable bikes in this shootout. Performance figures are impressive with a 0-60km/h timing of 5.46sec and a top speed of 108.1km/h. Incidentally the bike attains its top speed in the fifth gear instead of the sixth cog which is basically meant for relaxed cruising.

This Suzuki is the biggest bike of the lot


Senior Correspondent

The Suzuki is definitely one of my favourites in this segment and size. The ride can appear to be too soft for some but it is perfect for in-city commuting and probably that’s where it’ll spend most of its life. Moreover, the GS150R is the only bike in this shootout that sports a six-speed gearbox that makes it a breeze to ride on highways too. I know it’s not the fastest but it is supremely comfortable and dependable. I just hope Suzuki does something about the service network.

Catch me if you can

If performance and only performance is what you seek, look no further, here’s your Holy Grail

The TVS Apache RTR took the term ‘affordable performance’ and made mincemeat of it when it was first unleashed on the unsuspecting public in mid-2007. Adding an extra 10ccs to the already potent Apache mill did wonders for the motorcycle. In this shootout, this is the bike that comes closest to the ‘no-holds barred performance’ tag. The riding position is uncompromising; it throws you over the clip-on ‘bars and pulls your legs quite a good distance backwards so that Mother aerodynamics doesn’t complain. The racing stripes on the panels and the tacho face endow the bike with just the right amount of sportiness. There is even a 0-60km/h timer and a top speed recorder on the LCD display. The short wheelbase makes the bike as flickable and agile as a cat on amphetamines. However, some bigger riders might find the Apache a bit cramped.

A 0-60km/h timer and top speed recorder underlines just how hardcore this bike is Split grab rails and LED lamps – this baby is loaded

If performance and only performance is what you seek, look no further, here’s your Holy Grail. The bike does the quarter mile sprint in just 19.82sec and goes on all the way to a top speed of 118.7km/h. This top speed figure makes the Apache the fastest of the lot by some margin. Because of its short wheelbase, the RTR may initially feel just that bit nervous while entering corners, but once you get used to it, it proves itself a very capable corner carver. The biggest grouse we had with the RTR was the lack of refinement from the engine and transmission.

The five contenders lock horns in a churchyard. Talk about irony Apache has the highest revving (upto 11,000rpm) engine here

There were vibes emanating from the ‘bars as well as the footpegs, spoiling much of the fun provided by the screamer engine. This vibey nature also took its toll on the visibility from the rear view mirrors, rendering them virtually useless at high speeds. All of us loved the throaty exhaust note though. The RTR is the only bike here to sport split grab rails for the pillion and also to feature an open chain, thus underlining its sporty leanings. At Rs 67, 521(OTR, Pune), the Apache RTR is a bargain for a bike that offers oodles of fun and excitement every time you wheel it out for a swift sprint. Just don’t relegate it to the confines of the city.

The short wheelbase of the Apache endows it with the nimblest handling of the lot


Deputy Editor

If you are one of those who regularly indulge in traffic light MotoGPs, the RTR should be your choice. If you like heading out to the nearest set of twisties on a Sunday morning, look no further. But (make it BUT), there are a few downfalls. Ergonomics for one. Second, the vibrations will irritate you no end on a long ride. However, the racing stripes and petal disc cannot be ignored, can they?


All the bikes featured here are competent in their own right and it is a tough call to zero in on one particular winner. At one end of the spectrum you have the TVS Apache RTR, a no-compromise performance bike for the enthusiast. If you are looking for outright performance, look no further. It is the fastest, the quickest and the most powerful of the lot here. It may be a bit too sporty for daily city rides, but take it out of the confines once and let the bike do its own talking. The Hero Honda Hunk inherits the UnicornÕs peerless mill but in a more stylish, flashy set of clothes. It is the perfect bike for the Hero Honda fan who desires a modicum of style in a solid and efficient package.

The Pulsar 150 is the oldest bike in here and although it is as competent as ever, it needs a serious upgrade soon. That leaves us with the Unicorn and the GS150R. The Unicorn, despite being dated and bland, manages to stay near the top solely because it scores points in the most crucial parameters – reliability, refinement, handling and ride quality. It manages to give a tough fight to the GS for the top spot and we have no hesitation in saying that with a proper upgrade, it just might clinch the crown. But for now, it is the Suzuki GS150R that claims the title of the best 150cc power commuter. It offers the right mix of efficiency, style, performance and comes loaded with gizmos that enhance the ownership experience – just what most of the 150cc buyers look out for.