Bike India Team

East meets West

February 16, 2011 by Bike India Team Leave a Comment

Ex-showroom, both cost the same. On the road, however, they are as far apart from each other as Italy and Japan. Adhish Alawani swings his leg first over the Suzuki GSX-R1000 and then over the Ducati 848 to find out which of the two better suits the Indian customer’s tastes
Photography: Sanjay Raikar

Really speaking, it’s not been long since I last rode to my heart’s content. But, I just don’t seem to get enough. So, on what was a typical morning for other mortals, I decided to have some more fun than usual. I had the Suzuki GSX-R1000 standing outside my house and my head abuzz with ideas for an interesting ride since the evening before. Hmmmm… How about asking someone to give me company? No, no, how about asking someone ‘good’ with something ‘better’ for company? A call went through to a commodore and like-minded two-wheel disciple, Yatin. “Lavasa?” Promptly came the reply, “Gimme 15 minutes.”

So the scene was set with the two of us riding two big machines. Both the GSX-R1000 and the 848 cost approximately Rs 15 lakh on road in Pune, but are extremely different entities. While an inline four engine powers the Japanese motorcycle, its Italian companion comes with a 90-degree V-Twin (also called an L-Twin). One is a litre-class race bike while the other is just a hypersport that doesn’t fit in any international race class. The GSX-R1000 signifies evolution over the years while the 848 is a young project. Indeed, the curiosity about the difference in the characteristics of these two machines was greater than the excitement of riding them. How can two sportsbikes priced so closely be so different?

I have ridden the GSX-R enough in the past and I am quite familiar with it. This litre-class bike comes loaded with insane power – as much as 185 PS. It’s not just the power that drives you crazy. The colossal peak torque (117 Nm) is enough to give a greenhorn on a litre bike the fright of his life. Add to this the bulk of the bike and you are in for serious trouble in case you overestimate your abilities. All this made me believe how impracticable a litre-class machine can be for frequent city riding. At least that is what I thought until I got on to the Ducati.

That the 848 is a typical Ducati is what I had read since its launch in late 2007. But what is a typical Ducati? That was still the question. To start with, it’s a beautifully crafted machine, made by designers who know how to translate aggression from concept into production. The fierce look of the motorcycle is enough to tell us that it means business, serious business. Sharp angles, minimal curves, shark-like fairing nose and absolutely no graphics are a testimony to the no-nonsense stuff on offer. An aggressive character goes along with the Italian badging. Getting on to the saddle revealed a lot more. The seat is a thin sheet of high-density foam offering minimum necessary padding. Clip-ons are low and placed far away. The tank is wide on top and narrows down suddenly at the bottom, creating a perfect hollow to protect the rider’s thighs and knees from the wind-blast. Foot pegs are high and the riding posture is extremely racy. From the pilot’s seat, you get to see the dash that Casey Stoner must have looked at on his GP8 and GP9 bikes.

Compared to the Ducati, the Suzuki now felt a little relaxed and less aggressive with its clip-ons not too far away, foot-pegs not too high up, the seat not too hard and the riding position not too extreme.

The Ducati’s L-Twin is much lower on power and torque as compared to the Suzuki’s inline four. At 135 PS peak power and 96 Nm peak torque, I thought that the Ducati was going to be tamer than the Suzuki. With the first gear red-lined, I was not doing more than 104 km/h on the speedo as compared to the scary 145ish km/h on the GSXR. Further, getting to 160 km/h on the Ducati meant shifting into the third cog whereas it meant shifting into just the second one on the Suzuki. Both bikes deliver extremely linear power. However, the bulky GSXR’s front end kept the bike planted even with the throttle whacked open all the way until the red line.

On the Ducati, it was a different case with the lightweight machine’s front end floating as the revs built up and hit the limiter. I shifted into second and pinned the throttle for the second wheelie in running. More fun on the Italian, I must say! Even with less power, the rawness of the 848’s motor makes it feel much more aggressive.

In a country like ours less power is better in view of the limited driveability in terrible traffic. That made me believe that the Ducati would turn out to be more practical. That, however, was not the case. The problem with the 848 is the twin cylinder engine that needs to be kept spinning all the time to avoid snatching. Even in the second gear, at speeds below 40 km/h, the bike will grumble to move without snatching. That was the biggest issue with the 848. As against this, while the litre-class machine has helluva power to be dealt with, it still allows one to ride at low speeds owing to its inline four powerplant. Another problem with the 848 is its hydraulic clutch that needs herculean efforts to operate. As they say, the Italians have never really managed to make clutches that are as easy to operate as the Japanese have.

Coming down to handling, the Ducati is the thing – light, nimble and great chassis-suspension to have fun with. The additional benefit comes from the narrower 5.5-inch alloy with 180-mm section rubber on the 848 as against the six-inch rim with 190-mm section rubber on the Gixxer. It gives the bike better agility that helps a lot while quickly changing direction and the ability to negotiate corners with ease and confidence. The suspension on the Ducati is stiffer, offering more feedback round corners than the slightly softer Gixxer. Overall, the Ducati is definitely more focused round corners with loads of aggression.

At the end of it all, both the bikes were analysed and ridden hard. While one was extreme and aggressive, the other was rideable, smooth and soft.

The question now was, had I been a lot richer, whixh would I buy? Not an easy question to answer considering that each bike has a special something to offer while lacking in some respects. For those who want more of an all-rounder that can do the exciting Sunday rides (though not as aggressively as the Italian) without nit becoming a pain in the city, they can surely go for the much softer Gixxer.

However strange as it may sound, I would go with the Italian for a number of reasons. It’s focused, hardcore, light, nimble, aggressive and without doubt the sexiest looking machine I have seen so far. Sorry, Japs, my loyalties have changed. You might be making more practical bikes, but who cares when I have to ride it just on weekends and get the knee down – I prefer riding something a little less practical yet a hell lot more exotic. Wait, Doc, here I come too!

Parting ways

February 15, 2011 by Bike India Team Leave a Comment

As Hero Honda, India’s leading two-wheeler manufacturers, gear up to detach the Honda name from their logo, we take a close look at their glorious past, dominant present and uncertain future

This has been a potboiler and one of the most dramatic splits the Indian automobile sector has witnessed to date. The end of the Hero and Honda joint venture was, perhaps, the most talked-about, rumoured and speculated news that dominated most part of the financial year 2010-11. It has been almost like a break-up of two Bollywood sweethearts replete with denials, ‘no comments’, ‘we’re very much together’ and then, when people actually began believing that the split might really be a rumour, they confirmed that they were parting ways, but would remain good friends… at least until 2014.

BIKE India tries to bring the split of this very successful partnership of 26 years under the microscope and give you a clear perspective of what to expect of India’s leading two-wheeler maker and the fastest growing Japanese two-wheeler company in the country. We roped in a professional analyst to shed some light on the business point of view and then we have our in-house industry experts who shed some light on things to come.

According to an analysis done by the Standard Chartered Bank, one of India’s leading banks, this could be the beginning of a new era. Following months of speculation the Munjal family of Hero Honda Motors (HH) finally signed an MoU to buy out the entire 26 per cent stake of Honda Motor, Japan, in the joint venture. The deal has been signed for an undisclosed amount (we reckon it to be to the tune of a whopping Rs 8,600 crore), but it is expected to be at a substantial discount to HH’s current market price. The report further suggests that although the market was expecting royalty payments to increase following the news, management has clarified that royalty payments on existing products will either be constant or lower than FY10 level of 2.6 per cent and will eventually stop after FY14. For the new models, as per management, royalty will be anywhere between three per cent and five per cent.
Going by the research, the split does not necessarily have a negative connotation for the Indian firm. It paid an astounding Rs 416.4 crore as royalty in FY10. When this figure goes down, it could result in long-term profitability for HH. But India’s leading two-wheeler manufacturer needs to take three very crucial steps to remain on top of the game.

1983

Joint venture agreement with Honda Motor Company Limited (HML), Japan, signed whereby HML would furnish complete technical information and support to Hero Honda.

1984

Hero Honda Motors Ltd. incorporated on January 19.
The company to manufacture motorcycles upto 100 cc.

1985

CD 100 introduced – the first four-stroke motorcycle to be rolled out in India in the 100-cc range, which is fuel-efficient and lightweight. Also equipped with an electronic ignition system, illuminated speedometer, four-speed gearbox, etc.
Second phase of expansion takes place by increasing production capacity from 1,20,000 to 1,50,000 vehicles per annum.

1987

100,000th motorcycle produced.

1989

The Sleek, a stylish new model, introduced in July.

1990

Working on a new motorcycle, CD 100 SS, aimed at semi-rural conditions.
Five lakh motorcycles produced.
Company reported to have 46 per cent of the market share.

1994

New motorcycle, the Splendor, introduced.
Ten lakh motorcycles produced.
HH proposes to expand capacity of existing plant to 2.4 lakh units per annum.
Begins setting up of another plant at the Gurgaon Industrial Estate with a capacity of 1.5 lakh units per annum.
Production increased to 1,83,490 motorcycles.

1995

A new technical collaboration agreement signed with Honda Motor Co Ltd, Japan, for the period upto the year 2004, which includes technology to produce bigger capacity motorcycles and scooters.

1997

The Street, a new motorcycle, introduced on January 24, making it India’s first auto clutch step-thru, designed for city use.
Second manufacturing plant at Gurgaon inaugurated
As part of their globalisation plan, set up a plant in Brazil.

1998

Hero Honda consider entering scooter manufacture in collaboration with partners, Honda Motors, after the Japanese company decides to walk out of Kinetic Honda, their scooter venture with the Firodias.
Twenty lakh motorcycles produced.

1999

The company launches its fastest and most powerful bike, the CBZ, which changes the Indian two-wheeler buyer’s perception and raises the bar for the two-wheeler industry.

2000

Forty lakh motorcycles produced.
The bread-and-butter bike, Splendor, declared ‘World No 1’ largest selling single two-wheeler model.

2001

A new 100-cc motorcycle, the Passion, launched. Hero Honda Motors Ltd. become the largest sellers of motorcycles among all Honda companies and venture in the world by selling one million motorcycles during the financial year.
Fifty lakh motorcycles produced.

2002

Ambition, featuring a 133-cc, 11 BHP, four-stroke engine, introduced.
Honda Motor for the first time decide to source motorcycles from their Indian joint venture to sell under the ‘Honda’ brand-name in Vietnam.
Royalty to the Japanese parent, Honda Motor Co, hiked to Rs 630 per vehicle as compared to the flat royalty of Rs 200 on existing models like the Splendor and the Passion.

2003

The Eterno, a geared scooter, launched in May.

2004

Ten lakh units produced.
October witnesses the launch of the Unicorn, HMSI’s first motorcycle for India featuring mono-shock and a 150-cc engine.

2005

New variants of the Activa and the Dio launched in October.
New colours and graphics for the Eterno introduced in November.

2006

Twenty lakh two-wheelers produced.
The Shine, a 125-cc commuter motorcycle, launched in April.
The Unicorn gets an upgrade in October.

2007

The Manesar factory upgraded to produce 6,00,000 scooters and 4,00,000 motorcycles per annum.
The entire range gets a facelift.
Cast wheels introduced on the Unicorn and the Shine.

2008

The production of the Eterno suspended.
A new gearless scooter, the Aviator, launched in January.
The CBF Stunner, a trendy 125-cc motorcycle, launched in June.

2009

The CBF Stunner Fi launched in May.
Fun biking theme. The CBR 1000RR and CB1000R superbikes introduced in February to heighten brand image.

2010

The CB Twister, a 110-cc motorcycle, launched in January.
Hero Honda and Honda officially part ways following a go-ahead given by the HH board.
Foundation laid for a second factory at Tapukara, Rajasthan, with an annual capacity of six lakh units.
Landmark of 60 lakh units reached.
VFR 1200F super-cruiser introduced in July.
Third factory proposed in Andhra Pradesh.
New models aimed at the masses announced.

2014

This is the year when the three decade old partnership between Honda Motors Ltd. Japan and Hero Group hits the end of the road. Where will the two independent companies stand then is the big question.

Hero’s In-house R&D and finding new partners
Until now Hero had been solely dependent on Honda for all technical support. Although, HH will continue to get technical assistance from the Japanese firm until the financial year 2014 (FY14), they have roughly three years to develop their own R&D facilities and think about re-branding the company. Until that time the current popular models such as the Splendor and Passion will provide it enough momentum to occupy the top slot, but eventually it will need newer model and technology to maintain the leadership. The company is planning to set up its own R&D centre in Dharuhera. Apart from the large investment needed to build this facility, HH will also need to tie up with an established international company. Unfortunately, most major two-wheeler makers are already present in India or have a joint venture with an Indian counterpart and the independent product developers have not been able to impress Indian buyers with their models. However, if you look at history you will notice that Hero had signed the dotted line back in 2003 with Italian performance bike maker, Aprilia, with the intention of introducing scooters and high-end motorcycles in India. Interestingly, a year later HH announced a licensing agreement with Austria-based Bombardier-Rotax to produce 125-cc to 175-cc engines. But nothing was heard about it later on. So, is the Hero Aprilia venture on the backburner or has it been shelved altogether? We are sure the wait for this answer won’t be too long.

Focus and ramp-up of exports
HH has been a marginal player in the export market due to the restrictions imposed by Honda Motors and export constitutes just two per cent of their total volume. The Indian company was not allowed to export to countries where Honda Motors were already established. With the new MoU this restriction has also come to an end. HH would look at expanding in countries like South East Asia, Latin America, Africa and the Middle East. HH’s export limitation gave Bajaj Auto an upper hand to become the market leader in export with a 74 per cent market share. However, now HH are expected to catch up with Bajaj Auto. For the time being HH have the option to use the Hero Honda brand, but we feel that the company will re-brand their export products right from the beginning as it would make more business sense.
There is a rumour that the Hero Group is also very keen on developing a diesel powered two-wheeler in an attempt to create a completely new segment of buyers and will also be looking at exporting the vehicle. Going by the report, the bike will sport a 400-cc diesel motor, which is currently undergoing certification testing at the Automotive Research Association of India (ARAI). The two-wheeler giant is in talks with a South India-based firm for developing the diesel engine and the motorcycle would be assembled at HH’s Dharuhera plant, where they are also developing their own R&D facility.

Local parts to save cost
Until now HH sourced components only from approved vendors from India and abroad. In the next few years the Hero group will try to source spares from more cost-effective vendors in India. As of now HH import six per cent of ancillaries (as a per cent of raw material), which make the company susceptible to the risk of the fluctuating international currency rates. But we see this as a double-edged sword. On the one hand, this step would make the bike more affordable, but then there could be questions about the product quality. Currently the name Hero Honda spells reliability and low maintenance because the company has the most evolved vendor base in the country. With new suppliers coming into the picture we hope Hero do not cut corners and compromise on quality to keep the cost down.

Apart from the steps mentioned above, HH have already started working on their new branding strategy to ensure that the customer goodwill stays intact even after ‘Honda’ is no longer a part of their name. They have put their advertising firm, JWT, to work for a new media campaign which will gradually be put to play towards 2014. The company will be planning a completely new corporate identity and a brand-new logo. It is obvious that the focus of the advertising campaign would be on promoting individual motorcycle models such as the iconic Splendor and Passion. This is the new beginning.

Honda on the offensive
Honda Motorcycle and Scooter India (HMSI), the cent per cent Japanese subsidiary of Honda Motors Japan, is expected to get into the top gear and switch on their aggressive mode in India. Currently they are a marginal player in the two-wheeler segment with a market share of about 12 cent. Though technologically stronger, the Japanese company is far behind HH in terms of deep reach across India. Over the years Hero have built an extremely strong and well-penetrated network which HMSI will take some time to match. Currently HH have about 4,500 outlets that include authorised dealerships, service centres and authorised representative dealerships. HMSI, on the other hand, have just about 1,150 outlets as of now. HMSI now command the fourth position in the two-wheeler market behind HH, Bajaj Auto and TVS Motor, which is something the Japanese firm would like to improve on.

Trouble for all
Now, what’s interesting is that when the Munjals pay almost Rs 8,600 crore to Honda Motors for the latter’s 26 per cent share in Hero Honda, Honda would inject a good portion of this amount into their Indian arm, which would work like a steroid to beef up their operations in the country. The current line-up of bikes such as the Twister and Stunner were deliberately aimed at avoiding disruption of HH’s domain and hence did not generate great volumes. Now HMSI can focus on volumes and will target the entry-level segment, which has been the main reason for Hero’s success. Expect a slew of entry-level models from HMSI, similar to the Splendor and Passion, only that it will feature new-age technology, top-notch quality and will also be priced very competitively. Honda will now hit hard and that too where it hurts the most. The disposable income, plus Honda’s aggression make a volatile combination and this will cause trouble not just for HH but for other major players as well. Recently Rahul Bajaj, Bajaj Group chairman, was quoted as saying that post the Hero Honda disintegration, the market may get hyper competitive, but by hindsight, it would be good for customers. Most two-wheeler makers will now keep a keen eye on Honda’s moves and, at the same time, work hard to keep their individual product lines as competitive and attractive as possible. Obviously, we are not complaining.

Hurdles
Ramping up production and distribution is easier said than done. The Japanese auto major has to overcome certain hurdles such as constraints from suppliers, manpower and quality components. Shinji Aoyama, President and CEO, HMSI, recently said that while expanding their product line-up, it was equally important to grow the dealer and vendor network and ensure that there was no shortage of manpower. Aoyama said that Honda may be able to invest in any number of plants, but these other issues were far more important and not immediately within the company’s control. He further stated that while the leadership position of the Activa in the gearless scooter segment was a cause for cheer, HMSI was equally upbeat on motorcycles where it currently produced over 60,000 units a month. Bajaj and TVS are strong players with a longer history than HMSI. There are also many things to learn from them on producing at competitive costs. However, he is not unduly worried because of the Honda belief of providing the best quality products to customers at reasonable prices.

Another hurdle that HMSI have been working hard to overcome is the waiting period for their products. At the moment the two-wheeler maker is struggling to meet the order backlog of over 2.2 lakh motorcycles and scooters. It does have a plan in place and is investing in two new plants, apart from the one in Manesar, Haryana. The second plant in Rajasthan will be operational by June this year and will have an initial capacity of six lakh units, which would solve the waiting period issue for the time being. HMSI expect to roll out over two million two-wheelers from these two facilities per annum. They also propose to set up a third manufacturing facility in the country very soon with a total investment of Rs 1,000 crore. This could be the company’s first plant in the south (reportedly in Andhra Pradesh) and would be spread over an area of 100 acres. The new plant will have a capacity of 2,000 units per month, which the company plans to increase gradually.

HMSI will be introducing the CBR 250R in India next month, which is one of the most anticipated bikes for the country’s enthusiasts. As a brand building exercise the company has gradually launched its international range of superbikes such as the CBR 1000RR, the sports cruiser VFR 1200F and practical street fighter CB 1000R that have captured the attention of Indian performance bike buyers. But it will now enter the all-important mass 100-cc segment that will translate into greater volumes and, in turn, larger profits.
Words: Sarmad Kadiri

Suzuki unveils new 250cc machine

February 15, 2011 by Bike India Team Leave a Comment

To be called the GW250, will come to India soon

After Honda its Suzuki’s turn to thrill young riders with a new 250cc naked street bike that will be coming to India in a years time. Most probably around the 2012 Auto Expo. This new bike was first shown at the 2010 CIMA exhibition in China however, it was shown as a concept bike then but now, just a few months later, Suzuki has announced its plans for launching the bike in China and Brasil along with confirmation on countries like Indonesia and India. The GW250 is a naked street bike with a parallel twin cylinder engine that develops a healthy 26PS of power and 24Nm of torque. The bike borrows its design from the bigger B-King which is a 1300cc naked street bike from Suzuki. The GW will be priced at around Rs. 1.8lakhs making the Honda CBR 250 its closest rival in terms of pricing.

Although its direct competitor in terms of power and weight will be the Kawasaki Ninja 250 which also comes with a parallel twin engine however, develops more power than the GW250.

Words: Ravi Chandnani

A Memorable Experience

February 11, 2011 by Bike India Team Leave a Comment

Sixteen Harley-Davidson motorcycles, three days and unforgettable memories left me longing for more
Words: Ravi Chandnani
Photography: S Bharath and Ravi Chandnani

I distinctly remember it was 2001 when I first learned about Harley-Davidson motorcycles. The contemporary VRSCA V-Rod had just been launched. It was an arresting sight even though it was just a photograph in a foreign magazine. I bought the magazine because of the photo. My heart skipped a beat at the sheer grandeur of the bike. It was the beginning of a love affair and I started indulging myself in the world of Harley-Davidson. I began dreaming of riding an H-D one day!

The V-Rod started it all. As I started to dig deeper into history I learned more about the company and discovered that Harley-Davidson is much more than just a motorcycle company. It’s a cult that is almost as old as the motorcycle itself.
I got a chance to live my 10-year-old dream towards the end
of the same decade, thanks to Harley-Davidson India, who were kind enough to organise a ride especially for us bike journalists.

It was a hectic Monday when I started the day filled with great enthusiasm to meet the Harley-Davidson family. After flying from one part of the country to another and again to the starting point of the journey, which took up an entire day, I was greeted by the H-D ladies at a royal palace in the Pink City. The beautiful XR-1200, enchanting Night Rod, macho Fat Boy, elegant Softail Heritage and nine other models were neatly lined up. Sixteen bikes for 16 riders, including myself. Indeed, it was difficult for me to slip into slumberland that night with all those dream machines parked outside!

Ha! What a beautiful experience it was to commence the journey. I had requested the H-D folk for the XR-1200 and they duly obliged. I was assigned the XR for the first leg on the first day. Once out on the highway, it was just me and the XR. Nobody else mattered. Even though we were riding in a group, I was engrossed in my own world, enjoying the journey all by myself. I had read a lot about the XR back in 2008 when it made its début. It is relatively a fresh product from the American manufacturer. Just like every other model, the XR has a special character. This bike has been developed keeping the European riding style in mind. It is a sporty, naked bike which also has the ability to cruise for long distances like other Sportster models. Though it is capable of handling zigzags, we hardly came upon any throughout the journey. It was a brief 100-km run before we stopped to re-fuel – both the bikes and their riders. This was also the time when we had to switch bikes. I was sad to let the XR-1200 go, but the delight of riding the Night-Rod made up for it. It was the best of the lot. The second leg also made me aware that sometimes our government does work for the betterment of the masses. I realised this after riding the Night-Rod on the beautifully smooth and straight highways of Rajasthan. Harley-Davidsons feel at home on such smooth roads. One can experience their true character on such roads.

I rode the Night-Rod for most of the afternoon before finally getting onto the Street Glide. Most of you would be familiar with big bikes from H-D that are loaded with saddle boxes, huge front fairings, foot boards and wide handlebars. The Street Glide is that true-blue cruiser with the rustic tourer element that forms the basis of the H-D touring family. It is a bulky machine, albeit well-balanced. You do not feel the bulk once you start rolling.

After the Street Glide I jumped on to the legendary Fat Boy. All ‘Terminator’ fans will remember this bike. The Fat Boy makes you feel royal! I rode it only for 30 kilometres, but that was the most beautiful stretch of the entire journey. I felt like a superhero headed to save the world. The Fat Boy has a unique charm about it, which is difficult to describe in words.

At night we got together on the lawn for an important announcement. H-D India announced two new bikes, the Super Low and the 883 Iron, that would be assembled in India at the company’s new facility in Haryana. I was eager to get on these new H-Ds and ride into the sunset the next day.

The sun was up and I was ready to meet my first date of the day. Forty Eight is the latest machine from H-D’s stable. A retro styled Sportster that has all the right elements of a bobber blended with true Harley character. This was the surprise apart from the Super Low and Iron. Today we were to travel from Jodhpur to Jaisalmer on one of the country’s best roads. This stretch is well known for its long, smooth and uninterrupted straights. Here you can let your H-D talk to you. It is here that you can listen to the loud roar of the 45 degree V-Twin motor as you open the throttle. You don’t care about how fast it can touch 100 km/h or attain its peak speed. It’s about being one, being equal. And being astride a bike that would transport you into nostalgia was an even greater feeling. Thank God, the Forty Eight will be in the market this year.

Next in line for the day was the Super Low, the most affordable and easy to ride Harley-Davidson model in the country. It is a part of the Sportster family and is powered by a 883-cc motor. It may be smaller than its siblings, but it has the true Harley character all the same. The unique roar produced by the 45 degree V-Twin motor, the awesome amount of torque and little things like the Sportster fuel tank, short dual exhaust and twin rear suspension are all present on the Super Low. It is going to be the first Harley for many youngsters.

After the Super Low it was time to hop on to the Iron. It is basically the same 883 R which was already available in the market. However, it now comes with a matte finish paint, which is quite interesting. Again this Sportster maintains a low profile with minimalistic design and features. It is a raw bike meant for the no-nonsense guy. You can enjoy one for Rs 6.5 lakh (ex-showroom).

Day two was dedicated to these new machines that are destined to become the largest selling H-D models in India. After being with these beauties on a smooth, straight highway and an uninterrupted day of riding, I felt what it was like to ride back then. I had spent the entire day on bikes from the longest running series by H-D – the Sportster.
The last day of the journey turned out to be quite interesting. It was the day when this dream journey came to an end. Street Bob, a humble machine, was my steed for the first leg of the last day. I remember it was standing in the sun and had a purple shade that had the ability to appear blue from certain angles. It was one of the best cruise bikes I had ever ridden. Nice power combined with comfortable seating and good handling made riding the Street Bob a memorable experience.

In the second leg of the day I was handed the legendary Road King. One of the oldest running H-D models, the Road King has a mix of many different touring models. It was a bike that can truly make you experience the Harley character. However, you have to be an enthusiast to appreciate it.

After going out with the most lovely H-D ladies for three days I was disappointed not because it was the end of a fine journey, but because it was time to say good-bye. I had come to feel like a member of the Harley-Davidson family.
I met 13 ladies, all of whom had something special about them. Some were naughty, whereas some others were mature and serious, but no two were alike. You have to be a die-hard enthusiast to understand the true nature of these motorcycles. They might not be tech-packed like the Japanese machines, but they have something that the latter lack. These are bikes that you can connect with…bond with. After a while a Harley-Davidson does not remain just a bike, it becomes a member of the family.

The feeling of being free and one with nature can only be experienced on a raw bike like an H-D. They can kill stress and make you forget about the mundane issue of life. They did that for me.

‘If you have to ask, you wouldn’t understand’, reads a Harley-Davidson slogan and this journey was no different. It’s hard to explain everything I experienced, but what I distinctly remember was that I lived my dream. And I hope to do it again.

One-wheel Ride

February 11, 2011 by Bike India Team Leave a Comment

These bikes do not have a headlamp. They have an awkward looking iron bar extending from the rear seat. They are generally covered with thousands of stickers and they tend to sound like the loudest factories in the locality.

Though they are registered as two-wheelers, the riders prefer to go on a ‘One-wheel Ride’.

Xkmph.com organised the second annual motorcycle stunt show in Kurseong, West Bengal, on December 26, 2010. The ‘One-wheel Ride’ is one of the most awaited stunt shows in the hills of West Bengal and Sikkim.

The show had some of the finest stunters from Kurseong like Wang, Rohin, Prawesh, Ananta and Kunal. They were representing the Kurseong xKmph stunting community. The team performed some excellent stunts and tricks that were lustily cheered by the crowd. The major attraction of the show turned out to be the official stunters of xKmph, Milan Pradhan and Monu. The duo kept the audience on their feet as they carried on with breathtaking stunts one after the other. Wheelies, stoppies, rolling stoppies, one-hander stoppies, high chairs, human compass and donuts, all came quite easily from the duo.

With proper gear and protection we had a super fun session of volunteers to ride as the stunters’ pillion as they performed stoppies and wheelies. Both of them used several bikes from different makers and performed some adventurous stunts even with multiple pillion riders.

One of the additions to this year’s show was the inclusion of ‘daCyclist.com’ members. DaCyclist.com was launched in mid-2010 as a sister Website of xKmph.com. It is aimed at bringing a greener lifestyle into existence by promoting the use of bicycles. One-wheel Ride was a good opportunity to showcase the hidden talent of this community. Three cyclists from daCyclist.com performed beside the biking stunters. Dhiraj, Rana and Sunny performed everything that our bikers had performed on the motorised variants.

The message that everyone carries at xKmph is quite simple, be it stunters, tourers or even pillions: ‘Ride hard, ride safe and always wear a helmet’.