Bike India Team, Author at Bike India

Discover matures

July 15, 2010 by Bike India Team Leave a Comment

Bajaj is getting things right with the Discover brand.
Is the new Discover 150 ready to live up to its brand image?
Adhish Alawani finds out

Photography: Sanjay Raikar

Bajaj is on a roll to capture the two-wheeler market. The company has decided to go about achieving this target by introducing sensible machines in an organized segment wise classification of motorcycles. Instead of introducing a machine randomly, the company has defined certain segments of customers and is launching bikes that are targeted to specific consumers. They started doing this sometime last year with the Discover DTS-Si, the one with a 100cc motor purely for the efficiency seeking soul. They reformed the Pulsar brand as well by introducing the streetfighter class within the Pulsar imagery. The Pulsar 135LS opened the avenues of low capacity-high performance bikes. Continuing their philosophy of targeting these specific needs of the consumers, Bajaj has come up with their latest iteration of the Discover – the Discover 150.

Bajaj has realized two things. Firstly, the brands Pulsar and Discover work for them. And secondly, nothing else really succeeds well. The Discover 150 is thus an attempt to carry on the ‘Discover’ brand and get rid of the ‘XCD’ name that didn’t bring the much-needed success to the company when it came to the sales figures. So what does the Discover 150 do? It practically wipes out two models from the Bajaj line-up (XCD135 and Discover 135) and promises to deliver more single-handedly than what these two could do collectively. Let us get the facts straight here – the XCD wasn’t exceptionally great and failed to generate enough sales. However, the Discover 135 was a good machine. For the price and the job it did, there wasn’t an issue with it. But surprisingly, it didn’t do well for Bajaj. Reasons? It neither had the punch that a 150cc would boast of nor did it have the efficiency of a 100cc commuter or for that matter even a 125cc. Bajaj says that it has packed in the right mix of power and fuel efficiency in the new Discover 150. Thus, it is expected to do the job of a commuter in a punchy manner. Sounds too promising? Well then, let’s see if it actually manages to pull out what it promises to do.

To start off with, this Discover looks exactly like the Discover DTS-Si (the 100cc model). No tank scoops like the ones on the 135cc version and the rear fender is broad and commuter-esque, like the one seen on the 100cc Discover. Bajaj continues to maintain its all-black treatment to the engine, alloys, frame, forks, etc. The bike that we got for the test even had its body panels painted in black along with blue graphics. We like the black and blue combination, but find the bike way too monotonous as a complete package. The seat continues to be rock solid (and it isn’t a good thing for God’s sake. It starts troubling your bum within a few minutes of riding). Bajaj has been the pioneer of featuring gizmos on every new product and of course, the Discover 150 is no exception. Alloy wheels, electric starter, auto choke, ride control, Nitrox suspension, ExhausTEC, disc brake, LED taillights, digital console and a wide rear tyre are all standard fitments. These are the things that matter to the Indian customer (though I don’t think they make any difference to the real potential of a motorcycle) and Bajaj knows how to deliver them perfectly. Full marks to the Discover 150 when it comes to the features’ list! But what about its ‘punchy’ 150cc motor?

Yes, it does deliver more punch than a 125cc or a 135cc motor. With a 0-60km/h timing of 5.78 seconds, it is marginally (0.15sec) quicker than the Discover 135 and about 0.27 seconds slower than the Pulsar 150. These minute differences anyways don’t really matter in real world riding, do they? Plus if you see the power output figures, the Discover 150 is rated at 13PS of peak power while the Discover 135 is at 13.1PS of max output. However, the 150 accelerates quicker than the 135. Credit for this goes to the 121 kilo kerb weight of the Disco 150 as against the 133 kilo kerb weight of its 135cc sibling. Also, the max torque on offer is much higher at 12.75Nm in the Discover 150 as against 11.8Nm in the 135 model. Agreed that the 150 is better than the Discover 135, but how does it fare against the other 150cc competitors? On paper, the Discover 150 doesn’t really outshine its rival 150cc bikes on the power and torque front, though it surely manages to keep up as far as acceleration and top speed figures go. Well almost! However, on that note, we would like to mention that it doesn’t even qualify for the streetlight GPs (as per the press release). Nonetheless, the roll-on figures have a fantastic story to tell. The strong torque in low revs delivers a great commuting characteristic to the Discover 150 and makes overtaking maneuvers much more comfortable.

The other and the most important thing that Bajaj promises from the Discover 150, apart from better performance, is the fuel efficiency. With 60kmpl in the city and 72kmpl on the highway, the overall real world efficiency translates to 63kmpl. That is a fantastic efficiency figure from a 150cc motorcycle. And it also proves the motive behind the detuned state of the engine in order to produce lesser power output than the Discover 135 – better fuel efficiency. In fact, going through the efficiency figures of all the 150cc motorcycles available in India, the Discover leads the way by a good margin. Mission accomplished! The icing on the cake comes in the form of the price tag of the Discover 150 – Rs 46,000 (ex-Delhi). Whoa! Does that put this 150cc motorcycle in competition with the price of a 125cc bike? Or maybe even cheaper than that? Yes. In fact, the Discover 150 is almost Rs 5000 shy of the Discover 135’s price tag. For this price and the amazing fuel efficiency, the Discover 150 is the best bet. Though its 150cc motor is something that you can’t boast of for street racing, it at least saves you from being looked down upon for using a meager commuter.

Executive bling

July 14, 2010 by Bike India Team Leave a Comment

Bunny Punia plays judge as Honda’s new Dazzler proves its point in front of the TVS Apache RTR RD and the Yamaha FZ16
Photography Sawan S Hembram

After years of criticizing the Japanese giant for its ignorance towards churning out an upgrade for the 150cc Unicorn, it seems Honda heard us, finally! The Unicorn was always a great product. In fact, it surpassed the expectations of the folks at Honda by doing great numbers on a continuous basis every month. But at the same time, it seemed to lack in a few essential areas, which kept most youngsters away from their showrooms. Better late than never as Honda seems to have taken feedback from prospective buyers as well as the automotive media in a positive manner in the form of the new CB Unicorn Dazzler. It’s sleeker, punchier, loaded with more features and seems all set to snip a major chunk of the market share in the premium 150cc segment. We decided to pit it against the TVS Apache RTR RD (rear disc) and the Yamaha FZ16, two of its direct rivals to see if this new Honda is dazzling enough to challenge and probably beat its competition. Let the sparks fly then…

DESIGN AND LOOKS
I hate to start a segmented review by picking out a winner instantly, but the FZ is so far ahead of its peers here that there is simply no doubt about the Yamaha’s fashionable good looks. Its naked street bike design inspired from its international 1000cc sibling, the FZ1, makes it one of most attractive deals on two wheels in India currently. The minimal front along with a beefy tank spells aggression while the 140mm section rear tyre along with the short and stubby exhaust add heavy doses of sportiness to the FZ’s design. Speak to any owner on the road and eight out of ten will acknowledge its looks as the main factor behind their purchase decision.

The RTR 160, on the other hand, is a pure track inspired tool in the way it looks. Running racing stripes, dual petal discs and rear set footpegs are some of the highlights of the bike’s design angles. We also particularly love the red stripe on the circumference of the alloy wheel, the sharp tank scoops and the small engine fairing. The RTR looks smashing in a quite a few colours including yellow.

The Dazzler doesn’t really set your heart racing when you see it for the first time. However, typical to lot of international Hondas like the Fireblade and the VFR1200, this one too takes time getting used to. Spend a few days with the bike and you will start loving the way it looks. No doubt it is aesthetically better than the Unicorn with changes like wider tyres, a rear disc, a semi digital console, huge floating tank scoops, et al. Worthy of a mention here is the rear half portion of the bike. It looks elevated and adds a touch of sportiness.

COMFORT AND ERGONOMICS
The Unicorn has already won many hearts with its superior monoshock rear suspension. There is simply no denying the fact that even the Dazzler scores supremely high here when it comes to comfort level. Though we would have preferred slightly rear set footpegs, the bike’s riding posture is spot on for the city. This combined with a perfectly well set-up suspension means that the bike soaks up undulations unlike the other two bikes. Honda is known for its smooth engines and this one too goes about performing its duties ably and without any vibrations or harshness. That said, above 5000rpm, there is a pronounced vibration from the knee recesses of the tank. While coming back from our shoot location, a good 65km from Pune, Ramnath and I also felt the Dazzler to be slightly uncomfortable for long stints.

We found ourselves fighting to get hold of the FZ’s keys. The Yamaha might have an upright seating posture, but the soft seat and a wide almost flat handlebar give you a comfortable riding stance even during long stints. The FZ also feels at home in city traffic, being super nimble and easy to manoeuvre through traffic. In fact, the riding posture pesters you into riding the bike in a spirited manner. However, the FZ’s monoshock rear cannot match up to the Dazzler’s, especially when the roads are anything less than smooth. The engine surprisingly remains quite smooth even at high revs while the vibrations are well damped and are hardly noticeable through the bars or the pegs.

This gets us to the third bike, the RTR. Sadly, its racetrack genes mean it is the least comfortable of the lot. In the city, the sporty riding posture puts a lot of weight onto your arms which can be a bother on a daily basis. Further, with a pillion, the RTR becomes quite a handful in congested start-stop traffic conditions. The suspension too is a huge departure from the monos of the other two bikes. Take the bike for a highway ride and the moment you cross 8000 revs, the presence of vibrations from the pegs is alarming.

SUSPENSION AND HANDLING
Pune is blessed with some amazing set of roads with enough curves and short straights to push a new bike to its limits. While we knew the Dazzler would fare very well due to its suspension set-up and a shortened wheelbase as compared to the Unicorn, the FZ wasn’t far behind. Its flat handlebar, upright posture with an amazing grip from the MRFs meant it easily kept up with the Dazzler and even surpassed it on a few occasions. However, as soon as we encountered a few mid-corner bumps, the Dazzler showed its prowess – this is the still the bike to have if you want to scrape the pegs around bends no matter how smooth or undulated they are. The monoshock suspension easily swallows small bumps and potholes even with the bike leaned into a corner at extreme angles.

Meanwhile the FZ’s suspension feels great on smooth roads, but on anything other than that, its feels a little harsh and stiff. The RTR, with its suspension on the stiffer side, is a fantastic bike around the hills too but the competition is simply miles ahead. The RTR’s forward seating stance also means that within a few kilometres, your forearms start aching. However, with its extra punch and a fantastic midrange, you can outdo the Dazzler and the FZ around the bends easily – more on this later.

PERFORMANCE AND EFFICIENCY
If the Yamaha FZ16 is all about looks and the Honda CB Unicorn Dazzler is about engine refinement and a superior suspension, it’s the TVS Apache RTR that redefines performance in this segment. The way TVS boffins have managed to extract that extra power and punch from the 159.7cc engine is impressive. At 15.4PS of power, the RTR manages to smoke the other two bikes in all areas: a 5.04 second 0-60km/h dash, a 118.69km/h top speed and class beating roll-on figures.

It isn’t the torquiest of the lot but at 136kg, it has the best power-to-weight ratio. Ride this bike back-to-back with the other two and you can’t help but get a grin on your face each time. The RTR’s shortcoming in terms of handling is easily made up for by its extra performance. The icing on the cake comes in the form of its incredible fuel economy. What more can you expect from a bike that boasts of smoking performance?

Next up is the Dazzler. With more power and less weight than the Unicorn, we did expect an increase in performance. It manages to shed the 0-60km/h acceleration timing by over half a second, but most importantly registers an impressive top whack of 118km/h. The Dazzler’s engine is also tuned for a better top end as compared to the Unicorn. This is apparent by an extended redline and power and torque figures that are now generated at higher revs. While the Dazzler takes 5.45 seconds to 60km/h, just 0.06 seconds less than the FZ, the gap builds up as speeds increase. For instance, the Dazzler dismisses the quarter mile mark in 19.72 seconds, 0.68 seconds quicker than the FZ. What impresses further is the efficient nature of the engine. Even with this kind of incredible performance on tap, the Dazzler still manages to outdo the RTR by a huge margin when it comes to fuel economy.

The FZ sadly has to be content with the third spot here but just about. Even with a wide 140mm section rear tyre, it still manages to churn out some impressive numbers. However, at highway speeds, you easily feel the lack of power. Cruising at a 100 kays, the other two bikes have enough in reserve for overtaking fast moving vehicles, but the FZ struggles. A gush of opposite wind and a slight incline is all it takes to bog down the bike. That said, its roll-on figures are just a second or two off the RTR’s mark. However, the engine is not particularly efficient with an overall fuel economy of just 43.5kmpl.

Verdict
So far, it seems that both the FZ and the Dazzler are neck and neck with the RTR following close behind. However, these bikes are mostly targeted towards the youth and enthusiasts in the 22-30 age bracket. Hence it goes without saying that pricing plays an important role. The RTR RD at Rs 69,782 is the least expensive of the lot. If you are looking for cheap thrills and performance is what you seek, read no further and head to the nearest TVS showroom. But it has its own little flaws. For instance, it isn’t very comfortable for long rides and with the engine spinning hard, vibrations can be bothersome. It is also overshadowed by the other two contenders when it comes to ease of riding in city traffic.

The FZ has secured itself a soft corner in our hearts for the way it looks and the way it rides. How we wish it had some extra punch (Yamaha, are you going to make us happy soon?) and a more efficient engine. What also goes in favour of the FZ are the additional variants on avail, the FZ-S and the Fazer, but of course for some extra dough. The FZ would have been as recommended a bike as the Dazzler if it had an equally appealing sticker price. At Rs 72,649, it is almost three grand more than the RTR RD and Rs 1500 more than the Dazzler. Add to it, the extra running cost over the years due to its lower fuel efficiency and suddenly our focus shifts to the new kid in town, the Dazzler.

For an additional Rs 4000 over the Unicorn, the extra goodies, features and performance you get in the Dazzler are simply put, worthwhile. It looks snazzier, comes with wider tyres, a rear disc and a semi-digital speedometer console. All this without losing out on the essential fuel economy part. It might not be the best looking or the one with the best performance, but like its sibling, the Unicorn, the Dazzler proves to be a perfect all-rounder, capable of playing various roles depending on a customer’s preference. Not really dazzling, but versatile and appealing enough to win this shootout by a whisker.

FZ gets a boost

July 7, 2010 by Bike India Team 1 Comment

BIKE India Editor and his brother team up to design an exhaust system to juice up the FZ

The Yamaha FZ 16/FZ-S is one amazing street fighter. It has a low end grunt which every enthusiast loves in the urban scenario. Flicking the bike around the city chaos and getting the torque from the engine with a slight wring of the right wrist makes it the perfect urban tool. But then, the bike lacks a bit in the higher revs. A biker is not going to be riding in the city all the time. He will sneak out on weekends and do some highway runs. It goes without saying that he will also head towards the mountain roads where the FZ will do uphill climbs around the bends of the ghat sections. This is where the bike suffers a bit. It is strong enough till 5000 revs but after that it becomes a bit tough for the bike to match the expectations of an aficionado.

To solve this very issue and make the biker happy anywhere and everywhere he travels, BIKE India Editor Aspi Bhathena and his brother Sheri Bhathena sat down to design a free flow exhaust system. After tackling quite a few things, a completely new exhaust system was made which included the bend pipe as well as the end canister. The front bend pipe has been given a proper tuned length. The end can, unlike a regular free flow exhaust, has a specific degree and a newly calculated diameter and volume. This has resulted in a uniquely customized system that, as we expected, performs much better than the stock one.

It definitely impressed me once I rode the bike up and down the Dehu Road stretch. Pinning the throttle, the rev counter showed the needle going all the way past the redline and that too pretty freely. The engine didn’t feel stressed at any time throughout the rev range. In fact once past 5000rpm, unlike the stock FZ, the bike with the custom exhaust revs more happily. With the least amount of hesitation, the bike revs more in each gear giving a better top speed in every gear and this finally reflects in the top speed of the bike. To gauge the difference in the performance of the new exhaust and the stock one, we carried the stock exhaust along as well. Testing the same FZ with two different exhaust systems back-to-back left us with baffling results. The data recorded by our testing equipment showed that the stock bike managed 0-60km/h in 6.5 seconds where as the one with the free flow exhaust crossed the same mark in merely 5.2 seconds. (The figures of the stock bike are different from the one we tested earlier since this was a used bike and tested in a different environment than the one that we rode during our road test).

Even the top speed of the FZ has gone up considerably from 110km/h (true) to 114.7 km/h (true). While delivering the performance, the sound level has also been kept as low as possible for the free flow exhaust. Though it is louder than the stock one, it is not at all annoying for the rider, the pillion or the people around them on the road and in the neighbourhood. Apart from the performance gain achieved on the FZ, another modification has been done to the bike giving it a better braking ability. The rear disc break unit from the Pulsar 220 has been installed on the bike to improve the overall braking at higher speeds.

For further details and to buy one of these for your very own FZ, contact: Prakash Kunthe +91 9822442911 Sheri Bhathena +91 9850057477 Pramod +91 9422080811

Riding with a pillion

July 7, 2010 by Bike India Team Leave a Comment

How To… keep your pillion happy.

First and foremost:
How many times have you come across a pillion wearing just a basic helmet and casual clothing, while the rider is geared in a proper top-of-the line helmet and leather gear. We don’t see any reason to treat your pillion like this because he/she is as vulnerable as you during an accident. So make sure you keep the pillion well kitted out with a good, safe helmet and protective gearing. The same goes for having wet/cold weather clothing available if necessary.

The bike:
All bikes come with adjustable rear suspension. Before going on a ride with a pillion, ensure that you increase the pre-load to compensate for the weight increase over the rear wheel. This will also keep the bike’s steering geometry right by keeping the rear end from bottoming out, apart from keeping a check on the overall ground clearance of the bike. If you are one of those lucky riders to have a bike with adjustable front suspension, then extra preload plus a little more compression damping will help reduce fork dive during hard braking when the extra weight is transferred to the front end. Also let the grab-rail be there. It is fitted there for a reason!


Novice pillions can be nervous pillions. Talk to them and try to relax them. Speak to them about how to get onto the bike without putting the whole weight on any one peg, where and how to hold the grab-rail.	Assure the pillion its OK for him to speak up, or even shout if necessary, if they aren’t comfortable with the way you are riding or with the speeds you are keeping. During stops, do talk to them about the same.	(Don’t do this!) As a rider, the pillion’s well-being is your responsibility. Stay away from antics like getting the knee down, as this may make the pillion nervous. A sudden shift in their body could easily lead to a loss of balance.

Explain to the pillion how to shift their body weight, for example, as the rider begins to brake, lean or accelerate. It’s better for them to look straight at you from behind and let it all happen naturally.	Do pillions lean with you in the corner? Yes, but just a little. They should lean at the same angle as the bike makes with vertical or just a little more (into the lean). Overleaning or underleaning affect the balance of the bike.	The best way for a pillion not to bang into you under hard braking is to grip the tank. But don’t forget to tell them to hold on to the grab rail or to your waist too, in case you are likely to accelerate immediately.

Pillion specific bikes:
Generally speaking, sports bikes such as the Fireblades or the latest Ninjas are not as comfortable as other bikes. They fail to take a pillion’s needs into account. But still, any bike with pillion foot-pegs and a rear seat will be able to carry a pillion, although not necessarily in a comfortable manner. Put yourself in the pillion’s place and you’ll definitely plan more stops for stretching your legs. If you ride often with a pillion, it’s better to take along the passenger while you are out shopping for a bike so that you both can choose a bike which can keep the pillion happy. Also, if the bike has a more flexible engine, it helps as you don’t have to shift up (or down) too much and this protects the pillion from sudden jerks. Among Indian bikes the best equipped from a pillion perspective are the Enfield Bullets, the Hero Honda Karizma and also the Yamaha Fazer. And almost all Indian bikes come with grabrails fitted as standard.

Tale of two scooters

July 7, 2010 by Bike India Team Leave a Comment

Mahindra adds two new scooters to its portfolio. Ajay Joyson brings you an exclusive first impression

If you ask a common biker about Mahindra, he might have heard of the brand but in all probability, he would have no clue about its qualities or value. He may have read the name a zillion times in his rear view mirror, but would not be acquainted with the brand or its heritage. However, that is all set to change. After acquiring the erstwhile ailing Kinetic Motors, Mahindra two-wheelers has certainly gained momentum by launching two new models in the market called the Rodeo and the Duro.

If you are looking to flaunt you ride, then the Rodeo is the obvious choice. Though largely based on the Flyte, the new scooter has some interesting styling cues that make it stand apart. A front mudguard, a slightly revised front end and new turn indicators differentiate the Rodeo from the Flyte. Apart from this, the rear grab handle, the colour scheme and snazzy decals are also new. However, what really makes the Rodeo unique is its fantastic digital instrumentation display. Apart from the usual speedo and fuel gauges, it also offers a tachometer (the only production scooter in India to have this), a trip meter, an acceleration indicator and a clock. What bemused us is the option to change the colour of the scoot’s LCD backlight – green, blue, orange, red – you name it and at the press of a button the backlight can be changed to match the colour of your shoes, fingernails or hair. Mahindra has also given the Rodeo a 12 Volt power socket for charging your mobile phone or other electric devices on the go. Features don’t end just there as the scooter also gets a side stand warning buzzer as well as an illuminated underseat storage area.

The Rodeo has the Flyte’s novel front fuelling system which has indeed found quite a following. It retains the smart mirrors that fold inwards in the event of an impact resulting in almost no damage – a feature earlier seen on the Flyte. The four-in-one antitheft key by which one can start the engine, open the fuel filler cover, engage the handle lock and secure the keyhole with a magnetic key lock also finds its way into the Rodeo. This scooter is powered by the same 125cc engine that does its duty on the Flyte. The engine feels silky smooth to rev and the power and torque figures at 8bhp and 9Nm are quite respectable for its class. The rest of the underpinnings remain identical to the Flyte and the new model is quite able-bodied in the ride and handling department, if not exceptional. The ergonomics, fit-finish and overall quality are also satisfactory.

The Duro, on the other hand, is strikingly similar in looks to the old Kinetic Nova. But that’s where the familiarity ends because underneath the innovative body is a completely new engine. Additionally, unlike general comprehension, the basic frame of the Duro also differs from the older Nova. The new scooter gets the same 125cc SYM engine found in both, the Flyte as well as the Rodeo, producing 8bhp and 9Nm of torque. At 1290mm, the Duro has one of the longest wheelbases among Indian scooters. This along with wide 3.5inch rubbers gives the scoot good stability and road holding capabilities. The saddle is also comfortable for two average sized adults. Although the legroom is ample, on our short first ride, we found the riding position to be a little bit of a concern for tall riders as the handle tends to come in contact with the rider’s knee especially when negotiating U-turns. Compared to the Rodeo, the Duro has fewer goodies up its sleeve since it is conceived as a no-nonsense scooter for the masses. Although it comes with a conventional underseat fuel tank, the storage space is very generous and even large helmets fit in easily with space to spare! The rest of the scoot is pretty basic. The instrument cluster that houses a speedo, a fuel gauge and the standard array of telltale lights is simple and legible.
The manufacturer has played the pricing game competitively for both the scooters thus ensuring that they have mass appeal. The Duro is priced at Rs 38,299 (ex-showroom, Pune) which is very compelling for a 125cc scooter. The swankier Rodeo retails for Rs 41,299 (ex-showroom, Pune) which is also quite appealing. Mahindra vehicles have always been applauded for their robustness and vigour and these traits find their way into their newest offerings as well.

Doped R15

July 6, 2010 by Bike India Team Leave a Comment

Mulund lad, Gaurav custom builds an exhaust system for the YZF-R15.Adhish Alawani finds out if it performs better

Yamaha introduced the YZF-R15 with the intention of acquainting Indian bikers with hardcore performance. No doubt, the Japanese company successfully defined track performance with the R15 in India. However, most costumers in the country are going to use the bike in cities and for sport touring on highways. Like a trademark Yamaha race bike, the R15 has its power band in the higher revs, more precisely over 7500rpm. Riding the bike in such high revs is not practical on a daily basis in town. The R15 definitely feels a lot sluggish from the bottom end to the midrange making it a chore for tackling traffic.

Gaurav, an avid BIKE India reader and a hardcore sports touring fan, decided to modify his R15 so that it would deliver a better midrange performance. To start the project, he made a new exhaust system for his YZF-R15. Obviously, he was not keen on making just a new free flow canister. Gaurav decided to engineer the complete exhaust system which included the pipe as well as the end can.

Getting help from some local mechanics for the labour work, Gaurav managed to make an exhaust system for his bike which he felt was good enough to kill the stock R15 in straight line acceleration as well as top speed. So we decided to hook up our performance testing equipment on his modified bike and gauge its performance against the stock R15.

Looking at the exhaust, you can immediately make out that this one is a bit smaller than the stock exhaust. However, it has the same cap on it that is found on the stock one making it look more familiar to a layman’s eye. Leaving aside the looks, I decided to do a couple of performance runs on the bike. The second run itself gave a 0-60km/h timing of 4.5 seconds. Just a new exhaust system has trimmed off more than over half a second in the 0-60km/h acceleration run. Even the 0-100km/h run showed us that the modified R15 managed the sprint in 12.5 seconds as against 13.2 seconds of the stock bike. As far as top speed is concerned, the bike recorded a top whack of 134km/h on the equipment. A slightly longer straight with lesser traffic to bother about would have raised the top speed further is what we felt looking at the few more revs to go in the top gear.

This rise in performance of the R15 can be experienced from around 5000rpm unlike the stock bike which comes alive just after 7500rpm. The midrange of the bike was much stronger than the stock R15 which I am sure will make a positive difference for city riding. Also, the sound note from the free flow system is louder than the stock one yet much better and quieter than the other locally made exhaust systems.

This exhaust system for your R15 can be bought at a humble price of Rs 9000 (includes the pipe and the canister) Contact: +91 9819003637

Karizma ZMR~The King Returns!

June 29, 2010 by Bike India Team Leave a Comment

A heavy dose of cosmetic as well as engine updates mark the birth of the new Karizma ZMR. Bunny Punia gives it the stick to see if the bike has been worth the wait
Bunny Punia, Photography Sanjay Raikar

The previous night had been very interesting with a live band and an open bar taking care of a select few journalists who had been flown in for an exclusive first ride of the new Karizma. No matter how much I pestered the Hero Honda guys to divulge some dope on the new bike, it was futile. It was half past six in the morning the next day when I was about to finish my second cup of hot tea in order to awaken my half sleepy brain that I happened to hear a rather familiar exhaust note. Minutes later, the first look of one of the most awaited upgrade in the Indian two-wheeler industry more than livened up the lazy bum in me. A full body kit, exciting graphics and tweaks here and there – the wait for the new Karizma, or the ZMR as the company puts it, seemed worth it.

The sharply designed front headlamp looks great and seems to have been inspired by the Suzuki GSX-R and the Triumph Sprint. The slot for the pilot lamps is swept back giving a sporty look. The black visor is probably the biggest on any Indian bike and the fairing mounted rear view mirrors not only look good, but as I found out on the ride, serve their purpose well. The same air-intakes on either side of the lamp and the “oil-cooled” stickers hinted at a more powerful engine. Side on, the indicators are integrated into the panels like the current bike and the fairing ends near the brake lever like commonly seen aftermarket jobs. The difference here, however, is the quality – the plastics seem durable with an up market fit and finish. The side panels are the same with a slight bulging rear and the new split grab rail along with the striking LED tail lamp assembly give the rear a pleasing look.

The spoilsport here is the skinny rear tyre. This will be the first modification most owners will end up doing, I reckon. With a rather muscular and big fairing, fitting a wider, say 120mm rear tyre would have added more muscle to the overall look in my opinion. You can’t help but notice the rear disc brake and the GRS equipped rear shock absorbers. The changes don’t stop here. Swing a leg over the bike and once seated in the comfortable well padded seat, you will notice the forged aluminum clip-ons. As with Hero Honda, the execution is superb but what really strikes you is the complete digital display unit. A la Hunk styled chromed counter in the middle serves as a tachometer with a display for speed (ourtesy the contact less magnetic sensor, the speedometer is very accurate) on the left, fuel in the middle and trip meter and a real time fuel economy display on the right. There is also a programmable welcome display which can be altered as per the owner’s requirement. Want to impress your girl? You can get her name to be displayed each time the ignition is switched on!

Thumb the starter and the engine fires into life. The Karizma has always been a smooth operator and with Honda’s famed PGM-FI finding its way in here, the 223cc engine feels a touch more refined. Yes the engine capacity remains the same, however, there are a lot of changes to the motor. The idle air control valve ensures automatic stabilization of rpm over all terrain (a boost for tourers), the FI unit eliminates the need for a choke and the twelve Orific injector nozzles ensure a highly atomized air-fuel mixture for better combustion and efficiency. All this along with other high tech features in addition to a slight retuning sees the maximum power go up marginally to 17.6bhp or 17.84PS at the same rpm. The maximum torque remains the same though. These figures might be disappointing for those seeking more juice from the Karizma. The ECU unit also has six sensors for various functions including intake air temperature, oxygen sensor, etc.

The Karizma’s motor has always been in a relatively soft state of tune. This one too feels the same. The throttle response isn’t very sharp or jerky, the way it gains speeds in any gear is seamless and the engine seems to be barely bothered even when pushed near the redline. The slight increase in power can hardly be felt and this is reflected in the performance figures that I managed. A 4.9 second 0-60km/h timing with me on board is more or less the same as the previous bike’s 4.7 second timing with a 70kg rider. What has changed though is the way the bike reaches high speeds and its ability to maintain the same for prolonged distances. The icing on the cake comes in the form of better efficiency and we won’t be surprised if the ZMR manages 45kmpl in the city with ease. This bike remains a stunter’s delight – wheelies, stoppies and rolling burnouts – it delivers when given the stick as is evident from the pictures on these pages.

The handling remains as sweet as ever, though in the wake of increased competition, the front seems a tad too soft for serious riding around the twisties or on the track. However, the suspension shines when ridden on broken roads and the bike’s ability to dismiss such patches with ease is hard to match by the competition even today. The rear now gets the GRS suspension from the Hunk and is a step in the right direction. The rear disc brake, a Nissin unit, works well and the feedback is great. The front tyre has been made slightly wider (80mm against the older 70mm) and the ZMR runs on tubeless tyres. The bike now sports a louder dual horn for keeping away heavy traffic on the highway.

With all these changes in place, we expect a premium of around Rs 15,000 to Rs 18,000 over the current Karizma that will continue to sell alongside the ZMR. This will make the bike close to a lakh on the road. Perhaps the enthusiasts who have been waiting for something powerful might not feel the price tag to be well justified. Nonetheless, visually and technologically, the ZMR is a huge step forward. The list of standard features is impressive too.

Watch out for an exhaustive road test in our next issue. Visit www.youtube.com/bikeindia for videos of the ZMR.

A day out with the Falcon

June 29, 2010 by Bike India Team Leave a Comment

Bunny Punia takes the Suzuki Hayabusa on a date with eighteen other superbikes in New Delhi

Having grown up spending weekends chasing superbike groups in Delhi, it was always a dream for me to ride along with them someday. Being good friends with the founder of one of India’s biggest superbike groups also meant that it wasn’t long before I would be riding neck to neck with the finest superbikes that grace our Indian roads.

I was visiting my hometown Delhi for a weekend last month when suddenly the idea of realizing my childhood dream popped up. I have ridden various superbikes (both the legal as well as the grey market ones) but I have never had the opportunity to ride in a group of big bikes. All it took was a call to Suzuki and they were more than happy to arrange the big momma of all bikes – the Suzuki Hayabusa GSX-R1300 for me.

After a quick photo-op, we all started back for Delhi but the group soon broke up which also allowed me to spend more time with the big ‘Busa, appreciate its finer points and indulge in high speed touring whenever the road allowed. I also took a detour to meet a few more biking fellows of xBhp with a Yamaha MT-01, Kawasaki 636 Ninja and Honda 954RR for company. But as expected, the mighty Suzuki stood out. The world’s fastest production machine has an aura that none of the other bikes can match. The two days I spent with this legendary bike have to be one of the most enjoyable biking moments of my life.

If you are in Delhi, you can catch a glimpse of the GODS almost every Sunday at 6 am, next to the Shiv Murti pump on the Gurgaon highway

Fill it shut it forget it

June 29, 2010 by Bike India Team 2 Comments

The world’s second largest two-wheeler market relies solely on fuel efficient bikes – reason enough for a special report by Bunny Punia on the machines that go that extra mile in their respective categories

The Rationale:

Aspi Bhathena, Executive Editor -BIKE India, performed the fuel efficiency tests by turning off the fuel supply and running the bike dry. Then a fuel test bottle is attached to the carburetor and filled with a stipulated amount of fuel every time. The bike is then run on a specified city route, which we take for every bike. Of course, there may be variations in fuel efficiency figures that our readers get but that is obvious, given the varied traffic conditions in different cities at various times. For fuel injected bikes though, apart from the Honda CBF Stunner FI, we have calculated the mileage from a tank full to tank full, running the bike on the same route numerous times.

BAJAJ PULSAR 220 – 220cc and above
The new Pulsar 220 DTS-i delivers impressive fuel efficiency for its size. The new 220 runs 42.5km in the city and close to 50km per litre on open highways. In the overall analysis, the Bajaj Pulsar 220 DTS-i wins in the 220cc and above segment, closely followed by the Hero Honda Karizma.

TVS APACHE RTR 160 FI – 150 to 220cc

Last year, the inclusion of a fuel injected variant of the 160cc RTR further made it a very potent bike, as the bike goes more than 50km to a litre when ridden sanely in city traffic conditions. This figure further gets bumped to more than 60km on open highways when speed is maintained around the 60-65km/h mark. The overall figure of 55kmpl is more than enough to make the TVS Apache RTR 160 FI the winner in the 160 to 220cc segment, far ahead of the runner-up, the Bajaj Pulsar 180.

HERO HONDA CBZ XTREME – 125 to 150cc

The CBZ Xtreme uses the same 150cc engine that is found in the Honda Unicorn. However, Hero Honda have extracted the best of both the world’s from the 149cc motor by making it give better performance figures and class leading fuel efficiency. 57km to a litre in the city and 70km on the highway are numbers that amaze us to no end. These figures are just shy of what the Discover 135 manages. The tall fifth gear of the CBZ also helps to draw out the best from the machine. Even at cruising speeds of 80-85km/h, this bike can manage over 50km to a litre on the highway.

HERO HONDA GLAMOUR FI – 100 to 125cc

Even in the 125cc segment, the Glamour has stood out for being a very efficient bike. And, when the fuel injected variant of the Glamour was introduced, even the efficient Honda Shine couldn’t match it. Ride the Glamour FI with a light right wrist and the bike will easily go more than 75km to a litre. On the highway, at speeds of around 45-50km/h, the engine hardly sips any fuel resulting in a figure of 92kmpl!

HERO HONDA SPLENDOR NXG

The NXG comes loaded with goodies for a 100cc bike and at the same time, looks attractive for this segment. The 97.2cc engine has been in the market for donkey’s years and from time to time, it has seen improvements that have made it one of the most reliable and smoothest powerplants in the country. Commuters we spoke to during the photo shoot are easily getting around 70km to a litre in the city, close to our test figures that stand at 74kmpl for the city and 86kmpl for the highway which are almost identical to its sibling, the CD Deluxe.

VERDICT:

Small capacity bikes are not always the most fuel efficient. What matters is how efficiently the fuel is burnt in the engine. Having a fuel injection setup further helps as is evident in the case of the Glamour and the Apache RTR 160. In these bikes, the ECU and its sensors keep adjusting to varying throttle inputs as well as weather conditions and altitude to make sure that the fuel is utilized in the most efficient manner.

It is also quite simple to extract the best from your engine in terms of fuel economy. Correct tyre pressure, lubed chain, a light right wrist and sticking to 40-45km/h in the top gear during city runs will have drastic results. Try for yourself and let us know your feedback.

Honda CB1000R – Brute Force

June 29, 2010 by Bike India Team Leave a Comment

Honda’s naked urban weapon is here to enthral enthusiasts in the country. Adhish Alawani rides one hard to become a victim of this intoxicating machine

The main street just outside the BI office lane stretches for 400 meters before the first crossing. There is a four feet tall divider on one side and barren army land on the other, both of which ensure that nothing is going to cross your path on this small stretch. Coming out of the office lane at about 30km/h, I hit the main street, wrung my wrist hard and before I could start braking for the cross road ahead, I had already crossed the three digit figure on the small blue-backlit speedometer housed in a corner of the techy instrument console of the Honda CB1000R. The fact that this bike can so easily manage speeds in excess of 100km/h is a mind boggling reality indigestible for most people in a country where ‘fuel efficient’ bikes enjoy the maximum share of the market. However, times are changing and we are ready to take on these ruthlessly powerful bikes. At the same time, a thought crossed my mind. We, a few hardcore yet responsible bikers, are ready to exploit the abilities of the hundreds of horses packed on two wheels, but are such machines really practical in a country like India?

I had been baffled by this thought since the advent of big bikes in India. After a long wait, I have finally got an answer in the form of the latest offering from the Honda stable. The Japanese manufacturer recently launched a couple of their litre bikes in the Indian market in the form of the CBR1000RR Fireblade and the CB1000R. We tested the Fireblade a couple of months ago and found out how much power it packs in and how great a handler the bike is. We also learnt how clinical the CBR is and how we wished it was a bit more than just that. Or did we wish for a CB1000R? Probably!
Honda designed the CB1000R in Europe, more specifically in an Italian design house. The CB looks nasty, ready to attack everything that comes in its path. And it is meant to do so. The aggressive, urban street weapon has a striking design which yells out its European character. With the CB1000R, Honda has finally managed to shake off its conservative design philosophy and adopt something much more adventurous and exciting. The triangular headlight with a blue pilot lamp housed at the bottom is topped with a small cowl covering the futuristic instrumentation console. The edgy radiator cover gels perfectly well with the tank. The bike has a meaty front but tapers drastically towards the rear. The CB’s tail with the small LED brake lights is very narrow with a pillion seat for an extremely figure conscious girl friend. However, what catches your attention at first sight is the beautifully crafted four-spoke rear alloy wheel mounted on a single-sided swingarm. The stubby, state of the art exhaust on the CB1000R is simply fabulous and contributes a lot to the bike’s aggressive character. The upright stance of the machine furthers strengthens its street fighter appeal. The CB’s handlebar is not too wide, not too short and fits perfectly well in the seat-footpeg-handlebar geometry giving the rider a comfortable posture. Has Honda missed out on any of the design elements of the bike? I fear not. They have managed to pull out a bike that can put the Italians to shame and then they have launched it in India to kill a competition that doesn’t exist at all. By all means, this is a bike that will guarantee you a second look and maybe a third or fourth look from onlookers on the street.

Does that make it a poser’s bike? Definitely not! What Honda has done apart from the mind blowing design of the bike is that they have applied all their engineer brains in every possible manner while making the CB. They have taken the 998cc motor straight from the 2007 Fireblade, detuned it to 125PS and put it in the CB1000R. But hold on before you come to the conclusion that this bike is highly underpowered as compared to the Fireblade since it packs in almost 50 odd horses less than the CBR1000RR. What Honda guys have managed to do, in a flawless manner, is that they have brilliantly compensated the loss in peak power by providing a gain in low and midrange torque. Thus, the bike has become a lot more rideable in city traffic where it is likely to spend most of its time being a street fighter. Another reason why it becomes a lot more tractable in the city is its extremely linear and smooth power delivery. There is absolutely no hint of a sudden surge anywhere through the rev range which ensures a highly comfortable ride. Going at 2000rpm in the fourth gear you will be as comfortable as on any small capacity Indian bike. To add to that is the upright posture of the CB1000R which lends it an amazing flickability on congested streets. One has to really ride the CB1000R to believe that a litre class bike can be flicked around in the traffic and can be toyed around in the city. So while the low end grunt takes care of your lazy ride through the street, the midrange takes care of your urban assault. Go past 4000 revs and you are surely in for some serious fun. If that is not enough, go full blast past six and a half grand on the digital bar type tacho for those ‘front end floating’ moments. It becomes quite difficult to keep your front wheel on the ground under hard acceleration considering that the CB doesn’t have a front heavy posture. Does that hint to something called as wheelies? I doubt if I need to explain it in words when the pictures can do all the talking. The CB1000R is one hell of a machine to stunt on. Carrying those long wheelies at speeds in excess of 100km/h is no more a pro’s job. It is quite unbelievable the way the CB works itself up in the air with a slight clutch input in the second gear and continues to do so for as long as you wish and the road conditions permit. It hardly takes any time to get addicted to the immense amount of practical power offered by the Honda. Just one thing that I missed on the CB, considering that it keeps on lifting its front wheel every now and then when you are full on gas, is the steering damper. Even an expert might experience a heavy tankslapper if he is not able to land the front wheel properly.
While this is the story while city riding and stunting, I was not quite pleased with the Honda’s highway abilities. I am not saying that the bike doesn’t pack enough juice for the touring soul, but we have to accept the fact that every coin has two sides. The CB1000R with its upright posture does take care of your back on those long rides, but then you can’t go full blast on the highways either because of the same upright posture. The windblast starts disturbing you from 150km/h and the neck muscles start struggling to keep the head steady. I understand that 150km/h is in itself a very high speed over Indian highways, but then when the bike is capable of doing speeds in excess of 220km/h and can reach there within no time, you are not going to be satisfied with a ton and a half on the speedo. The CB will negotiate corners in a very stable manner and without losing its composure. But show it wet tarmac, and the tyres fail to instil even the slightest amount of confidence while leaning in corners.
While this is the story while city riding and stunting, I was not quite pleased with the Honda’s highway abilities. I am not saying that the bike doesn’t pack enough juice for the touring soul, but we have to accept the fact that every coin has two sides. The CB1000R with its upright posture does take care of your back on those long rides, but then you can’t go full blast on the highways either because of the same upright posture. The windblast starts disturbing you from 150km/h and the neck muscles start struggling to keep the head steady. I understand that 150km/h is in itself a very high speed over Indian highways, but then when the bike is capable of doing speeds in excess of 220km/h and can reach there within no time, you are not going to be satisfied with a ton and a half on the speedo. The CB will negotiate corners in a very stable manner and without losing its composure. But show it wet tarmac, and the tyres fail to instil even the slightest amount of confidence while leaning in corners.