Bike India Team

A new era begins

June 25, 2010 by Bike India Team 2 Comments

Bunny Punia feels the world’s best 250cc motorcycle has been worth the wait. But is it worth every single penny?
Photography Sanjay Raikar

It won’t be wrong to say that the bike you see on these pages is probably the most speculated, hyped and awaited motorcycle in the history of Indian two-wheelers. Since it was first showcased at the 2008 Auto Expo in New Delhi, enthusiasts have been waiting patiently for the Ninja 250 to be launched commercially by Bajaj. Before the patience of thousands of local bikers and Ninja fans turned into sore disappointment, the Pune-based manufacturer finally decided to take the right step and uncovered the baby Ninja as well as, most importantly, disclosed the bike’s pricing for the Indian masses last month. Many people say that the bike has come too late and at a price too steep. I do agree with the first statement but for the second argument, all I can say is that one needs to be in the saddle of this bike to really feel and experience true entry-level sports biking in its purest form.

The Ninja 250 had been selling pretty well in various countries without any major changes for over two decades. In 2008, the motorcycle got its first major revamp on every single front – from the design to the engine – and the modern Ninja 250R was born. What we have here is the 2010 model which remains more or less unchanged from the 2008 variant. However, the bike will be sold in only two colour options in India, namely the classic Kawasaki lime green and the all-black version which is called the Ebony in a few markets. The former colour variant, for the year 2010, gets a black rear body panel along with a green seat and a black exhaust instead of the chrome one on earlier models. Visually, this baby Ninja has a very strong character. It looks like a bigger machine and has the right amount of curves with minimal graphics running along its length. The twin front headlamps (one works all the time, similar to the bikes available abroad) look distinctive from a distance but the stupid Indian government regulations mean that the position of the front number plate spoils the mood a bit. Side on, this bike looks the best – the full fairing, petal discs up front and at the rear, the beefy 2×1 exhaust with dual catalysers (do I smell prospective owners already thinking about aftermarket units?) and the raised rear go a long way in making the Ninja the prettiest thing on two-wheels this side of the bigger superbikes in the country. Look closely and you notice bungee hooks below the pillion seat – a boost for tourers. Even though the bike is assembled in India and imported from Thailand as a CKD (Completely Knocked Down) unit, on closer inspection, we found the overall quality of the workmanship and the fit-finish to be perfect.

Swing a leg over and suddenly the big looking small bike seems to shrink. To start with, the fuel tank (in spite of having a capacity of 17 litres) does feel small. The seat height of 790mm is low by sport bikes’ standards. Another thing that really disappoints you is the analogue speedometer console which frankly looks very ‘90s. This bike will be sold in India without a single change from the versions sold abroad and hence the dated looking console. Don’t be discouraged by the above lines though as the moment you bend down a bit, hold onto the clip-on handlebars and thumb the starter, the fun begins. The parallel twin, 249cc, liquid cooled, fuel injected, eight valve motor immediately sets into a slightly high set idling. It doesn’t really sound very exciting until you rev it. Shift into the first, raise the revs, dump the clutch and the next few moments will change your perception towards 250cc bikes completely. This Ninja is the same European model which means we get 33 ponnies on offer along with 22Nm of torque. The bike weighs in at 172 kilos (kerb weight with fuel and oil). This number is three kilos more than the UK model due to the extra weight of the saree guard and the number plate which means the bike has a power-to-weight ratio of 191.8PS per tonne. Impressive? You bet.

SECOND OPINION

The Ninja’s task is to infiltrate, combat and emerge victorious after assassinating its enemies. Though the baby Ninja doesn’t really have any enemies in the Indian market, I feel that it has emerged victorious in every sense. The Kwacker looks sensational especially in its green dress (I personally don’t like the black tail and green seat funda though).
Leaving aside the looks of the bike, the Ninja 250R is a brilliant performer. Extreme refinement, linear power delivery and a peaceful exhaust note make you feel that you are riding something not as fast as a Ninja. However, twist your right wrist and glance at the dated instrumentation console to witness the prowess of the green. It will take you past 100km/h quicker than any other bike in India (not considering those CBU bikes sold in the market) and will max out past 165km/h (on the speedo). The IRC tyres on the bike provide a good grip around corners and the tube diamond frame surprisingly lends amazing handling abilities to the 250R. Pointing the bike heavenwards is no big deal as well. Show the rev friendly engine slightly higher revs and dump the clutch to feel one wheel ecstasy. My final take on the bike? It is a pure Kwacker with a slightly steep price tag. Ride it to get the price tag justification.

With Aspi in the saddle and our test equipment strapped on, the bike managed a naught to 60km/h timing of 2.98 seconds. Zero to 100km/h came up in just 7.9 seconds and the way this Kawasaki continued to gather speeds was simply amazing for a small capacity bike. With a limited straight of just 1.1km at the Bajaj test track, exiting the last left hander in third and pinning the throttle hard saw the test equipment register a true whack of 152km/h. Mind you, this was in fifth with another gear to go. We believe that given the road, this little screamer will go onto hit a genuine 160km/h or around 170km/h on the speedometer. Brilliant! What is also impressive is the way the engine feels at high speeds – completely fuss free with enough power in reserve. We expect the bike to run around 25km to a litre in city traffic and while on the highway, the tall sixth gear should help extract good numbers while touring as well.

But the Ninja is not just about out and out performance. For one, the little two cylinder mill being short stroke, loves being revved and while doing so, it remains almost vibration free. A lot of credit for this goes to the 180 degree crank which helps when it comes to a smooth and free revving character. Like its bigger brother, the ZX-6R, this bike also features dual throttle valves which aid responsiveness across the rev range. The Ninja also has a linear yet terrific midrange, although in the limited riding environment, I really couldn’t judge how well the bike would fare in day-to-day traffic. What I could easily evaluate however was the nimble, effortless and forgiving handling of the bike. The 37mm telescopic front forks and Kawasaki’s UNI-TRAK rear suspension along with the rugged diamond shaped frame and a beefy square cross-section swingarm go a long way in giving the bike a very sweet handling nature. Further, the 110mm front and 130mm rear IRC tyres also lend a helping hand in the way they hug the road. While flicking the bike around the test track or gunning the throttle hard through high speed curves, the Ninja felt like no other small capacity bike in India today. Yes, that is a very strong statement but it is a fact. You can aim the bike in the intended direction without losing composure and take the exact line you want to with perfect ease. The punchy, high revving nature of the motor also helps as you can stick to a lower gear and rev the hell out of the small engine without losing steam on most occasions. The braking feedback is impressive too aided by the 290mm front and 220mm rear brakes work more than exceptionally well.

Before I took the bike for a spin, I already knew its retail price. Yes, I was disappointed like thousands of others but after a half hour riding and thrashing session, my perception changed. This is a bike that draws its lineage from the legendary larger Ninjas. Its rides and feels like one too, albeit in a toned down way. It looks absolutely ravishing and will satisfy those looking for an exhilarating performance too. Being backed by Bajaj’s Probiking network is another added advantage. We are told that spares have already reached dealers and full backup support will be provided to Ninja owners. At Rs 2.69 lakh (ex-showroom), I don’t deny that the bike isn’t cheap. Given the fact that it is imported from Thailand (with which India has a FTA agreement) as a CKD unit, I feel it was possible for Bajaj to have a lower price tag. But then who said fun, excitement and involvement come cheap? The Kawasaki Ninja 250R is a practical sports bike too and its full potential can be easily extracted on Indian roads. At the same time, it has more than enough juice for owners to have ‘grinning from ear to ear’ moments inside the helmet every day. Those who understand the value and meaning of taking the first real step into the world of genuine and legal superbikes will surely look no further.


Beautiful, gorgeous, graceful, sexy – pick your word!	The clip-ons are sporty wiithout being too low. The Ninja can be a good companion for long rides	The liquid cooled parallel twin engine works brilliantly, especially once the tacho needle inches towards the 10,000 mark

Fast not furious

June 25, 2010 by Bike India Team Leave a Comment

Saeed Akhtar is in a stupor as he goes one up on Vin Diesel with a steroid injected Karizma
Photography by Sanjay Raikar

A few decades back, performance enhancement was a term very few bikers in India were familiar with. The racing community was in its nascent stage and most bikers were satisfied with whatever miniscule performance was on offer. But as time progressed, bikers – like all humans – began demanding more from their steeds and started getting familiar with acronyms like NFS, TFATF and thus NOS.

Nitrous oxide systems are still regarded as an arcane art even in most tuning circles. Movies like the Fast and the Furious series, Dhoom and the Need for Speed games franchise have elevated the NOS acronym to something of a cult yet they are also notorious for wrecked powertrains and giant fireballs. First used during World War II in Luftwaffe aircrafts to boost the power output, Nitrous Oxide or N20 is a colourless non-flammable gas with a pleasant, slightly sweet odour and taste. It is popularly known as laughing gas because of the euphoria it induces in humans. Amongst petrolheads too, it induces euphoria but of a slightly different sort. Although it is not flammable in itself, its ability to deliver more oxygen by breaking down at elevated temperatures makes it an excellent catalyst for burning Saudi Arabia’s finest in the fastest possible time. The gas is stored in liquid form and injected either into the intake manifold or right before the cylinder (direct port injection) whereupon its expansion causes more air/fuel mixture to enter the cylinder. By this simple expedient of burning more fuel, very large power gains are possible provided you know how much stress your machine can handle. The increased cylinder pressures caused by nitrous induction have to be harnessed very carefully otherwise you risk blowing off your valves or melting the piston to a molten lump in your enthusiasm. No kidding.

BIKE India has tested NOS kits fitted on the Yamaha Enticer pseudo-cruiser as well as on the screaming Pulsar 180 third gen in the past. This misty morning we ushered in Diwali with the best firecracker we could lay our hands on – a modified Hero Honda Karizma with NOS and a reworked, longer gearing. The blue Karizma featured here is fitted with a 300ml nitrous oxide can that is sufficient to propel the 223cc bike forward for 15 short bursts. Harish Chellani, the owner, importer and installer of the NOS kit, will happily supply you bigger containers for more bursts if you don’t fancy visiting the refill shop too often. Speaking of refills, a 300ml refill will cost you only 150 bucks – a fair bargain considering the power that’s on offer. Harish has found a convenient location for the cylinder in the sari guard, from where a silver coated pipe carries the gas to the inlet manifold. Call it direct injection if you will. A toggle switch, resembling the ones used in old spy movies, that controls the NOX induction is mounted inside the fairing. With it, in the on position, the horn switch ditches its usual duty as a traffic shredder and assumes the role of a catapult. Harish hasn’t fiddled with the carb yet but he has two jets of different sizes for varying amounts of nitrous boost, depending on your craving. The smaller one was on the bike and the bigger one was, well, in his friend’s pocket. Bugger!

The rules are clear and simple, you can employ nitrous boost in every gear provided the rpm is above 4000 and the throttle is fully wrung to the stop. On my first run on the expressway, I gingerly pressed the horn button while in the second gear and braced myself for the kick in the back. Although it didn’t quite qualify as a kick, the tacho needle went berserk and raced up the limiter very fast – too fast for a 223cc bike! Approaching the limiter, the engine roared like it was going to blast its innards out if I persisted anymore. Hmmm. . . . must be time to wind up another gear. A momentary slowing down of pace and it was mayhem again as I pressed the horn button hard enough to snap it off its mounting. No time for glancing down at the speedo or tacho, my eyes were too busy watching out for innocent and beautiful belles with pitchers straying on the tarmac as well as four-legged creatures answering nature’s call right in the middle of NHAI’s crowning glory. If you have not ridden anything on the far side of a Ninja 250 or a RD350, the acceleration even with the smaller jet and longer gearing (14 teeth front/38 teeth rear sprocket a opposed to 13/40 stock sprockets) is astounding. The noise too! Even in higher gears, the bike pulls with such alacrity, that it is very easy to cross sane speeds unless you are also keeping an eye on the speedo. Which frankly, we won’t recommend. Whereas this Karizma (with a reworked gearing) does the 0-60km/h run in 4.77sec sans the laughing gas, it does the same run in 3.87sec flat with it. The 100km/h mark was done and dusted in 10.06sec with NOS. Without it, the bike touches the ton at a relatively slow 13.10sec. Lack of saddle time and horrendous traffic prevented us from taking the top speed estimate, although it must be fairly high up on the stock bike. Sorry.

The downsides of this manic exercise are that it becomes very difficult to resist a dab on the horn button every time you see an open stretch of tarmac. If you are ready to compromise a fair bit on the longevity front for some adrenalin, go right ahead and install it – it’s worth every precious penny. Whether it should be used on public roads is an issue only your heart can decide. However, continuous high revving will eventually take its toll on the bike. A small price to pay, we reckon, considering the excitement that’s on offer.


The NOS cylinder finds a convenient home in the saree guard	The sprocketing has been revised for a higher top speed	Faster acceleration and higher top speed hand in hand, gimme more.

Group riding

June 25, 2010 by Bike India Team Leave a Comment

Monsoon clouds are giving way to clear skies but leaving behind lush green landscapes with seasonal waterfalls here and there. It’s the right time to appreciate Mother Nature before the scene changes. Just the perfect time we reckon to get together with friends and ride by those beautiful mountains, spectacular riversides and breathtakingly picturesque views. Sawan S Hembram gives you some tips on how to ride in and as a group
photography: sanjay raikar

When a few people come forward for a group ride, the motive must be clear – whether it is a leisure ride or the emphasis is on reaching a particular destination. This plays a major role for all other issues associated with group riding. Accordingly, planning the ride becomes easier.

Group riding may involve individuals with different levels of riding skills, experiences as well as mentalities. It’s quite possible that only a few are familiar with the route to be followed. In such case, routes should be discussed beforehand. All riders need to know about checkpoints such as refuelling stops or food joints, etc. If the group is fairly large, it is recommended to split in smaller groups, each with at least one experienced rider and with a sense of responsibility. Sub-grouping may be done according to riding skills so that slower bikers remain in each others’ company. Exchanging cell phone numbers with fellow riders is a good idea to deal with any eventuality. It is also important to discuss beforehand how to deal with any possible crisis.

Once a biker group takes to the road, the state of affairs could become quite complex and chaotic. However, sticking to a previously discussed formation is the best idea. It is always recommended to maintain safe distance from fellow riders. If a rider in front finds a challenging situation and slams the brakes, others behind him should have enough room to react safely. Similarly, formation must be such that all riders get the maximum view of the road ahead. This is easier said than done. Remember, a rider on a bike would cover much less view (due to the helmet) in comparison to a four wheeler and further more, a bunch of riders in front of you could block the entire view of road ahead. A diagonal formation with sufficient gaps in between solves this problem to a large extent.

Another usual occurrence during group riding is that skilled riders with powerful bikes zip ahead fast. Invariably other followers push themselves hard just to keep up. Many a times this results in accidents. Less skilled riders in order to keep up enter corners at high speeds, fail to exit properly and end up biting dust, literally! You can avoid this by looking at the road ahead instead of the taillight of the bike in front of you. If there are sub-groups of faster and slower riders, such occurrences can be completely evaded.

Overtaking becomes another major issue while riding in a group. Adrenaline seekers love to overtake each other often forgetting the whole idea of a joyride. This could translate into a crisis if it involves a large group. It is better to lay out rules regarding overtaking (whether it is allowed or not) for all the riders within a group. Similarly, overtaking other bigger vehicles in a row must be avoided. While the bike in front may instantly react to any critical situation, those closely following it have little chance to do that. Also refrain from showing off while in a group.

Remember to slowdown while passing through populated areas such as towns and villages especially when there is a road sign implicating a school ahead. Even at a reasonable speed, a large group of bikers can be seen as rowdy fellows by others. If passing through populated areas at night, you must use the low beam in order to not blind other oncoming vehicles and locals on the road.

A proper interaction among all the riders results in riding as a group rather than just riding with a group. This will further increase team spirit and the joy of riding. Remember to care for yourself as well as your fellow riders. If have a pillion rider, be considerate to him/her and be extra careful. Don’t forget to wear adequate riding gear and carry a first aid kit. Enjoy your ride.

Free flow performance

June 25, 2010 by Bike India Team Leave a Comment

The leading performance parts maker from U.S.A, Two Brothers Racing introduce a special exhaust system designed specifically for the Yamaha R15. Adhish Alawani finds out just how good it is

The YZF-R15 was launched in the Indian market more than a year ago and it raised the standard of sport biking in the country to a new level. The country’s performance motorcycle scene has been scaling new heights ever since. An appreciable change that is currently being witnessed in the Indian biker is that he has started preferring performance upgrades to the cosmetic ones these days. As a result, various options along these lines are being explored today.

After testing the performance kit from Daytona and a locally made exhaust system for the R15 in our previous issues, what we have here is the latest offering from Two Brothers Racing (TBR), USA. Specially designed for the YZF-R15, this exhaust system comes from the US manufacturer who has been making high performance racing canisters and full exhaust systems across the global range of street motorcycles, motocrossers and ATVs.

The end can of the exhaust system offered by TBR features their patented lightweight, thin wall die-cast aluminum inlets and outlets. The vertical oval canister from the M-2 series comes with the V.A.L.E. (Variable Axis Locking Exhaust) system – a method in which the muffler canister is attached to the exhaust tube without the use of welding. With the V.A.L.E. systems, the muffler assembly – the exhaust tube and canister – can be positioned perfectly on the bike before all the mounting hardware is fully tightened. Once the canister and exhaust tubes are properly aligned, the V.A.L.E. assembly locks the muffler canister to the exhaust tube assuring a perfect, leak free fit. A lot of technical science, is it? Okay, let’s talk the language a biker understands. Performance. With the data logging equipment mounted on the R15, we decided to do 0-100km/h runs on the stock bike as well as the one with the TBR system. Very frankly, we didn’t need the data logger to tell us that there was a noticeable rise in the performance of the Yammie. The R15 started pulling pretty strongly right from 5000rpm unlike the stock model which does the job from around 7000rpm. The midrange of the bike feels much stronger than the stock one making it a more tractable machine for city use. If one has to speak in terms of accurate timings then with the TBR exhaust system, the R15 managed 0-60km/h in 4.15 seconds as against 4.9 seconds of the stock bike. The R15 crossed the three digit mark in a mere 11.76 seconds with TBR which is much quicker as compared to 13.04 seconds with the stock exhaust. With an improvement of 1.28 seconds in the 0-100km/h run, the TBR system definitely does the job it is intended to do. The weight of the new exhaust system is just 2.09 kg, almost a whopping 3.5 kg lesser than the stock one, which helps in boosting performance to a considerable extent.

Apart from the fantastic performance offered by the exhaust system, there is no doubt about the cosmetics of the canister. The brilliant finishing and the upmarket styling of the muffler, like the ones on Fireblades and R1s, will definitely add glamour to your bike. However, being a pure racing product, the TBR system is loud and can technically be used only on the racetrack. Riding the R15 with this system on a daily basis in the city is not really going to be comfortable for anyone’s ears. The company claims that they will soon be coming out with the Power Tip accessory for the exhaust that will help in suppressing the sound emission to a great extent with a negligible reduction in the performance. Apart from the loud nature of the exhaust, the price is going to be another negative aspect. At Rs 19,990, the exhaust is quite expensive but then, it’s the racing performance that we are talking about and every bit of it comes at a price – especially when it is from the masters who have been delivering amazing products for quite some time in the international market. The TBR exhaust for the R15 will also be available with csarbon or titanium canisters (Rs 27,500).


Full System The kit will include the pipe as well as the canister along with all the nuts and bolts and accessories for fitment	Muffler Cap The canister comes with a neatly crafted magnesium cap

Heart transplant

June 24, 2010 by Bike India Team Leave a Comment

Honda plays it safe with a new powerplant for the Aviator. Adhish Alawani answers the questions ‘why’ and ‘how’

The Indian automobile market has some peculiar characteristics. When Honda entered the Indian market more than two decades ago (along with Kinetic), the company’s intention was to study the customer, his requirements, his mentality and the market behaviour apart from making a name for themselves. The Japanese manufacturer did its job flawlessly and got out of the venture to set up their unit. The first independent wing badged product to roll out in India was the Activa. I clearly remember that the scooter market was almost dead at the time of Activa’s launch way back in 2001. Would you believe it if I said that a leading two-wheeler manufacturer in India had actually ridiculed Honda for entering India with just an Activa on offer when the market for scooters was rapidly fading? Honda proved the critics wrong and how! Not only did the company run down the competition with a mere Activa, but they also came up with products like the Dio and the Aviator which featured the same function in different forms. The Honda scooters ruled the segment for years before facing some competition. Now when there are products in the market that can challenge Honda’s prowess, the company is on its way to upgrade its line-up.

A few months ago, Honda reintroduced the new Activa with restyled bodywork and more importantly, a new 110cc engine. What follows as the next step in their current market strategy is the introduction of the same 110cc engine in the Aviator. Why? Simple. The Indian consumer believes in one major factor – brand name. The Honda tag has come to be associated with reliability. Plus, the Indian consumer wants something unique that is not very common on the road. So, the Aviator is kind of an answer to this situation. Honda is providing the same reliability, performance and efficiency as
that of the Activa in a machine with a different form. But what is this new 110cc engine all about? What exactly is its benefit over the earlier 100cc engine? To start off, the Aviator now boasts 8.1PS of peak power, almost 1PS over its predecessor. More importantly, the peak torque figure has also gone up by 1.2Nm over the previous iteration giving the scooter a much better rideability in city traffic. The stop and go chaos in urban areas demands more torque and that is where the Aviator wins over its predecessor. Its potent motor is ever ready to propel you ahead comfortably every time you wring the right wrist. However, that doesn’t mean you should expect a sudden surge of power when the scoot is abused with a full throttle. Like a typical Honda, the scooter’s power delivery is extremely linear and smooth giving you a jerk free ride. Also, with its slightly increased cubic capacity, expect the Aviator to hit a top speed that is a tad higher than the previous variant. But does this increase in power and torque translate to compromised fuel efficiency? Surprisingly not. The Aviator managed to deliver an overall economy of 52kmpl as against 46kmpl of its earlier version, which translates to a fantastic 13 percent rise in efficiency.

While more power and torque coupled with a better fuel efficiency is the story of the new 110cc engine from the Honda stable, there are some additions to the features list of the Aviator as well. The scooter comes in two variants as earlier – one with a disc brake up front and the other with the plain simple drum. The company has also introduced the Combined Braking System (CBS) on the Aviator that was first seen on the refreshed Activa. However unlike the Activa, since the Deluxe version of the Aviator sports a disc brake in the front, it calls for a more complex CBS system than the regular cable actuated drum brakes. The CBS unit has been nicely concealed behind the front board under the handlebar. Basically, this back-to-front CBS system ensures that even if you pull just the rear brake, the front one is also partially actuated making deceleration safer. This helps in reducing the braking distance as well as the braking time. The chassis, suspension and wheels from the old version of the Aviator have been retained in the new model thus assuring the same class of handling and ride quality. Also new on the features list is the introduction of a new viscous air filter and a maintenance free battery.

So will your new Aviator stand out from the older one? Yes, but very frankly, not in a way that I would want it to. The Aviator has carried a polished and elegant look since its launch a couple of years ago. Its styling has either attracted a lot of love or a lot of hatred. I have personally loved the Aviator’s design considering the fact that the scooter is primarily targeted at the executive male consumer. However, the elegance of the Aviator has taken a hit with the introduction of chrome in place of the matte finish front panel parts. In my opinion, the chrome adds a lot of bling to the scooter rather than elegance. There are a couple of new colour options on offer and the grab rails now come painted in the body scheme. Apart from that, there is nothing noticeable in the styling of the Aviator. Moving on to the fifty grand question – would you buy it? If the chrome at the front doesn’t matter much to you and you have that extra moolah to shell out on reliability, performance and the feel good factor offered by the Honda, then there is absolutely no reason why you shouldn’t be riding the Aviator.


The grab rails on the new Aviator now come in the body paint scheme unlike the silver ones on the earlier version	The front end of the new Aviator sports chrome in place of the more elegant matte finish panel – a change less welcome