New Bike Specifications

Racing Against Time

October 25, 2011 by Bike India Team Leave a Comment

With an excellent all-rounder like the Honda CBR 250R raring to prove its mettle it was but natural that Bike India should put it through its paces. And what better occasion than the sixth anniversary of the publication?

Story: Adhish Alawani
Photography: Sanjay Raikar

It was that time of the year when everyone at Bike India was in the brainstorm mode in an attempt to come up with novel ideas for the sixth anniversary issue. So while a track test to pit the CBR 250R against three other highly potent motorcycles was being finalised, we also thought of actually riding this Honda from Pune to the race-track in Chennai and back to see how this bike could prove itself to be a real all-rounder – in congested traffic, on highways and, finally, on the track.

The idea was that while my colleagues drove in a car to Sriperumbudur, I should hop on the CBR to cover this distance of approximately 1,150 kilometres in one day. In spite of everyone warning me that it was not advisable to ride for that long a distance in one single day, especially considering that the monsoon was round the corner, I stuck fast to my idea of leaving in the morning and reaching the destination by night. It was going to be a long chase, and a timed one with 1,150 km to be covered in approximately 17 hours.

On May 28, I left Pune at 4.00 am sharp. My initial calculation was to travel 75 km per hour to cover those 1,200 km in 17 hours safely. However, I soon realised that I had to cover at least 90 km every hour – taking into account the numerous breaks for fuel, food and rest – so as to make it to Chennai by nightfall. As I covered 80 km in the first pre-dawn hour of riding, I realised that I had to quicken my pace if this time chase was to be successful. With the sun now starting to peep out of the horizon, the second hour of riding proved to be quicker as I covered 180 km by 6.00 am. Another 40 km later, at 200 km on the trip meter, I took my first halt at hotel Sai International, where my colleagues in the car had promised to catch up with me for breakfast. However, a phone call to them revealed that they were still 100 km behind me. Should I stick around, waiting for them, or head further on alone? It was risky both ways, but I decided to wait, have breakfast and then start again with my car-borne colleagues.
Unfortunately, the car got stuck in traffic around the Khambatki Ghat and my colleagues reached the hotel by 7.30 am. A quick breakfast and we left the hotel at 7.50.

Almost an hour-and-a-half of sitting idle was a big setback for me. There was a lot of catching up to do time-wise and twisting the throttle a little more was inevitable. By 10.30 am I found myself crossing Hubli in Karnataka. A distance of 460 km had been covered in six-and-a-half hours and the average speed was now pretty much close to my target. The credit for this goes to the CBR, which showed no hint of nervousness or stress even while cruising at 120 km/h.

The speed dropped once I rode past Dharwad where the road narrowed down to two lanes. Heavy truck traffic made it a little difficult to maintain a constant speed. Now there was a different problem I had to face. The fuel tank of the CBR holds just about 10 litres and owing to the high speeds that I was constantly doing, the bike was returning a fuel efficiency of not more than 30 km per litre. This necessitated a tank-up after every 250 km. Moreover, the inlet of the fuel tank is such that it has a metal strip across its diameter from inside that prevents the dispenser nozzle from going in completely. The attendants at every petrol pump grumbled about it.

As I neared Chitradurga, the road improved drastically and the four-lane, straight highway incited me to test the top speed of the CBR. Going flat out, ducked down, I managed to touch the 158 km/h mark on a slight descent. On the flat surface, the bike reached 153 km/h. The second problem of the day arose now: the right hand side mirror’s allen-key screw fell off. The mirror started rotating around one screw and what a rotating mirror can do to your speed is quite surprising. One, it distracts you and, two, it restricts your ability to ride confidently and execute safe overtakes. Since the road had opened up, the car was going great guns and there was no chance of getting the mirror fixed until we stopped for lunch. Just after Chitradurga, we took a break for a quick (and bland) lunch after which I used a duct tape from the car to fix the mirror temporarily.

We were close to 700 km on the trip meter and over 550 km were yet to be covered before the end of the day. The next destination was the NICE ring road that bypasses Bengaluru and takes you straight on to the Hosur Road near Electronics City. It is hard to believe that we have such a road in our country, which is constantly ridiculed for the pathetic condition of its roads. Get on to the NICE Road and you may think that you are in Malaysia or Singapore. Four lanes and at times even six lanes of tarmac with lush greenery separating the two driving sides make for a relaxed and pleasant ride. For the first time in all the rides I have done across the country, I came across a toll booth for motorcycle. Rs 50 for that kind of a road (and bypassing Bengaluru city completely) was well worth it.

Another hour or so in the heavy truck traffic and narrow roads of the industrial hub of Hosur and I was ready for the last 300 km of the ride. I caught up with my colleagues in the car for a final refreshment at a Kamat restaurant en route. A last tank up was also required.

It was already five o’clock in the evening and we decided to extend our arrival in Sriperumbudur by one hour. A distance of 300 km in the next five hours was not impossible. However, the rain gods had something else in store for me. At about 6.30 pm the sky became completely overcast, dampening my hopes of achieving the goal on time. It started pouring very soon. I was forced to dump my mobile phones and camera in the car. The rain lasted hardly for 20 km, but it still left me completely drenched. Now the final 200 km were a real test both for the rider and the ride. On that wet road I thanked Honda for equipping the CBR with C-ABS, although I didn’t have to call the system to assist me even once.

Fatigue had started creeping in. My eyes were struggling for vision in the darkness through a visor that had become dirty after the rain. The bum was aching and the wrists felt strained. The brain was hard put to concentrating on the road. Whereas I was able to do non-stop runs of 150 to 200 km in the morning, I started halting for a couple of minutes after every 30-35 km towards the end. After what seemed like hours, I finally saw the Nokia factory board – the sign that told me I was very close to Sriperumbudur. With a sigh of relief, I rode the last 10-15 km down the highway and reached Pleasant Days hotel. The clock said 10.20 pm. It had been 18 hours and 20 minutes since I left home in the morning and 1,166 km had been travelled. Even though I had become tired towards the end, it was obvious that the bike was capable of doing even more. I could manage to ride for that long a distance because of the comfort offered by the CBR. The bike had proved to be more than an able tourer.

The big ride was over, but a lot was still to come. A day’s rest and I had to head for the race-track for a track day on the CBR. I had heard people say of the CBR that “it handled like a boat”. Now it was time to check the final attribute of the bike – performance on the track.

Simoncelli tribute

October 25, 2011 by Bike India Team Leave a Comment

A tribute to Marco Simoncelli MotoGP loses its young lion

Marco Simoncelli’s arrival in MotoGP’s lead pack earlier this year was a much-needed boost for the series. Here was a man who didn’t care about the status quo, who wasn’t interested in merely taking his place in the dreary follow-my-leader processions that had become the norm in what is supposed to be bike racing’s greatest championship. Here was a real racer, and a real racer with a lion’s mane of hair.
Simoncelli- the lion's mane Of course, Simoncelli’s graduation to the premier class in 2010 wasn’t greeted with delight by some of his rivals who feared his reputation for fearsome riding. Simoncelli didn’t know how not to have a go. If he saw the slightest chink of daylight between a rival and the kerb, then he went for the gap. His childhood hero was Kevin Schwantz, so it’s no surprise he raced thus.

That’s why Simoncelli was becoming hugely popular, just as Schwantz had been. He was one of those riders you always looked forward to watching, because you knew that he was never going to just find his place in the pack and circulate. He was a fighter, who would do whatever he could to hunt down the rider in front of him. He loved racing motorcycles but he lived for the battle.

It is a horrible irony that the crash that killed him should have been an innocuous front-end lose in a 65mph corner, the result of which would normally have been nothing more than a helmet-full of Italian curses and a scuffed set of leathers. Usually, that crash would have sent Simoncelli sliding out of harm’s way. But when he went down the tyres kept gripping, continuing the arc of the corner. That’s what brought him into the path of two riders behind him. At least he never knew anything about what happened next.

Simoncelli was a racing throwback: scruffy and wild, like racers of 20 or 30 years ago. The lanky, hirsute Italian reinforced that link to the good ol’ days by assuming a Jimi Hendrix persona with his crazily unkempt mop of hair. When he won the 250 title in 2008 he celebrated with a Hendrix-style T-shirt, but in fact he couldn’t name a single Hendrix song! He wasn’t embarrassed by that and indeed he was one of those people who never seemed embarrassed because he was never trying to be anything but himself. He was funny and a bit eccentric and he made a virtue of his goofiness. If he messed up or did something stupid, he’d shrug his shoulders to suggest that no one is perfect, which of course is entirely true.

Simoncelli was just as fearless in the paddock. He was a great interview – not at all guarded in what he said, obviously excited about going racing and a delight to watch as he talked with his hands, those big arms always flailing around to emphasise every point. His honesty was always refreshing, especially in a paddock where too many people try too hard to toe the corporate line.

Simoncelli during an earlier crash

Simoncelli liked to live large and he would have made a great superstar. Asked to conjure up his dream dinner party, he named Valentino Rossi, Barry Sheene and Steve McQueen as his guests. You can only imagine how messy that would’ve got.

Rossi says Simoncelli was like his younger brother. They were born a few miles apart: Simoncelli in the beach resort of Cattolica, Rossi a short ride into the hills in Tavullia. They trained together and were often seen enjoying a beer and a pizza.

As a boy, Simoncelli didn’t only worship Schwantz, he also appreciated the talents of Eddie Lawson – the Americans who were once the yin and yang of GP racing. His aim was to become a rider who blended the Texan’s wildness with the Californian’s cool: “I try to become like both of them”. His recent form suggested he was on his way to achieving that dream.

He was stunningly fast at the start of 2011 but still had to learn how to run with MotoGP’s leading pack. The controversy that followed his Le Mans collision with Dani Pedrosa affected his results but by Brno he had put that behind him to score his first podium. He backed that up with a brilliant runner-up finish at Phillip Island, the weekend before his fatal crash. Phillip Island was surely the race that proved he had come of age, where he found some yin to go with all that yang. He was running a safe second when a squall of rain hit the track. Several other riders crashed but Simoncelli didn’t. He slowed down, had Andrea Dovizioso come past him, then counter-attacked to regain second place.

Like every racer, Simoncelli searched for that knife-edge between riding over the limit and not riding close enough to the limit. In Australia it seemed like he had finally found it. It’s a tragedy he’s gone and we will all miss him – he would have been a sight to behold on a 1000.

It started with a Christmas present
Like nearly all his MotoGP rivals, Simoncelli inherited his love of motorcycling from his father who ran an ice-cream business in their home town of Cattolica, a popular beach resort on Italy’s Adriatic coast. Paolo Simoncelli – who used the profits from his business to fund his son’s career – was a late starter on bikes by Italian standards. He was in his thirties when he bought his first motorcycle, and while he was visiting his local dealer, four-year-old Marco spotted a minicross bike. His father gave it to him for Christmas.

12 year old Simoncelli on the track

“I started riding the minicross bike around the garden, just for fun,” Simoncelli recalled. “Then four years later my father bought me a minimoto bike and I told my father I wanted to race. We went to my mother to ask her. At first she said, no, no, then after she said okay.”

From his earliest days racing minimotos around tracks in the Adriatic resorts – the crucible of Italian racing talent – he was well known for his willingness to rub elbows with rivals. During this time he began a bitter rivalry with Andrea Dovizioso that continued all the way into MotoGP.

After back-to-back victories in the 1999 and 2000 Italian minimoto championships, Simoncelli made the traditional step into 125s, winning the European championship just two years later in 2002.

Super Sic’s GP years
A tribute to Marco Simoncelli Simoncelli may only have been 24-years-old when he was cruelly struck down at Sepang, but he was already close to completing his ninth season in GPs. ‘Super Sic’ (the nickname came from his on-screen name abbreviation – ‘SIC’ – which was chosen because ‘SIM’ had already been taken by Julian Simon) started his full-time GP career in 2003 and took his first GP win the following year at Jerez. He only scored one more 125 GP in the next year and a half, his progress hampered by too many falls.

Nevertheless, his talent had been noted by Giampiero Sacchi, the man who had brought Valentino Rossi into the GP racing. Sacchi signed Simoncelli for the 250 Gilera team in 2006, but for a couple of years Sacchi wasn’t sure if he’d done the right thing. Simoncelli jumped off to often and didn’t score his first 250 podium until his third year in the class. The 2008 season was a massive turnaround: he scored his first top-three, took his first win and went on to claim the championship. He failed to retain the crown in 2009 after a couple of crashes late in the season.

Last year Simoncelli didn’t make the greatest of starts to his MotoGP career. “It was terrible,” he said. “I didn’t feel the bike and the Bridgestones were difficult to understand. I had some bad crashes, but we stayed calm and step by step we solved our problems.”

By the end of 2010 Simoncelli was on the pace: he scored his first front-row start at Valencia and battled for his first podium at Estoril. This year he took his first pole at Catalunya, but the first half of the season was spoiled by a number of mistakes.

Simoncelli’s GP career
2002   32nd 125 World Championship (Aprilia)
2003   21st 125 World Championship (Aprilia)
2004   11th 125 World Championship (Aprilia)
2005   5th 125 World Championship (Aprilia)
2006   10th 250 World Championship (Gilera)
2007   10th 250 World Championship (Gilera)
2008   250 World Champion (Gilera)
2009   3rd 250 World Championship (Gilera)
2010   8th MotoGP World Championship (Honda)

First GP: Brno, 2003 (125)
First GP win: Jerez, 2004 (125)
Total GP wins: 14 (12 x 250, 2 x 125)
Total GP podiums: 31 (2 x MotoGP, 22 x 250, 7 x 125)
Total GP poles: 15 (2 x MotoGP, 10 x 250, 3 x 125)

(Photography: DPPI)

Simoncelli tribute

October 25, 2011 by Bike India Team Leave a Comment

A tribute to Marco Simoncelli MotoGP loses its young lion

Simoncelli during an earlier crash

12 year old Simoncelli on the track

After back-to-back victories in the 1999 and 2000 Italian minimoto championships, Simoncelli made the traditional step into 125s, winning the European championship just two years later in 2002.

(Photography: DPPI)

The Fast And The Fabulous

October 14, 2011 by Bike India Team Leave a Comment

The number of the girls riding two-wheelers is growing fast, and what’s growing even faster is their self-confidence and riding speed.

One of them has taken things to the next level by breaking all boundaries and records and entering the Guinness Book of World Records – not for her super-model looks, but because of her unparalleled biking skills. Riding at a breakneck speed, she set the Bonneville Salt Flats afire by recording an overall land speed record of 374.208 km/h on her Suzuki Hayabusa. Bike India presents Leslie Porterfield, the Fastest Woman in the World on a Motorcycle, who is now attempting to become the fastest person in the world!

THE JOURNEY OF A CHAMP

Leslie Porterfield virtually vanquished the Bonneville Salt Flats in 2008 when she achieved a land speed record of 374 km/h in the 2,000-cc modified class, making her way into the Guinness Book of World Records as the ‘Fastest Woman in the World on a Motorcycle’. The title was previously held for over 30 years by Marcia Holley, motocross rider and stunt woman, who had attained a top speed of 369.12 kph (229.361 mph) astride a single-engine streamliner motorcycle in 1978.

Porterfield was also honoured as the AMA Female Rider of the Year. Among her many achievements she has been featured in the Discovery channel documentary, ‘Speed Capital of the World: Bonneville’. This gorgeous rider tours the world as a public speaker and as an advocate and role-model for the rising population of woman riders. She is a member of the prestigious Bonneville 200 MPH Club and runs High Five Cycles, a used motorcycle dealership in Dallas, US.

Interviewed By: Sarmad Kadiri

Bike India: You have been riding for 16 years now. How did you get hooked to motorcycles?
Leslie Porterfield: I bought a beat up old motorcycle at 16 for transport. I did not know anything about motorcycles and didn’t know anyone who rode them. I loved learning how to ride. I had no idea how buying that first motorcycle would influence my life!

BI: It’s quite a feat for a novice rider to become the ‘Fastest Woman in the World on Two Wheels’. What other records have you demolished until now?
LP: I hold many records. From the Production Class 1,000-cc record on a Honda CBR1000, a naked (“No fairings,” she explains, so that people don’t get wrong ideas), to a 1,350-cc record of 336 kph that made me the first woman on a conventional motorcycle in the Bonneville 200 mph (322 kph) club. I also hold the record of 374.208 kph (232 mph) in the 2,000-cc turbocharged class with fairings. I set a record of 376.5 kph (234 mph) in the 1,350-cc turbocharged class with fairings in 2009.

BI: When did you realise that you could enter the Bonneville 200 mph Club? Why did you choose a conventional motorcycle?
LP: I like conventional motorcycles. I am a motorcycle enthusiast. I chose them over cars and streamliners. Bonneville had always been a dream of mine to go to. I was in awe my first time on the salt. It is like being on another planet. Pictures don’t do it justice.

BI: Tell us something about your mean machines and the team that helped you break the world record.
LP: I have a great team and sponsors that help me prepare the bikes. Sir Speedy Printing and Marketing and Foremost Insurance have been a great help as sponsors. My fastest bike is a turbocharged machine with over 500 horsepower (507 PS). We have done much work on developing bodywork that is aerodynamic and fabrication of parts. It is truly a custom machine. It also has the best electronics from Apex Speed Technologies. It logs so much data, it is truly overwhelming! It helps us tune for the ever-changing elements at Bonneville and helps me be a better rider. It is great having so much information about everything that the bike is doing at high speed.

_dsc BI: Do you like to get your hands dirty at the workshop?
LP: I have a wonderful team and I also work on my own bikes. I often change tyres, tear down motors and do work on them. I try not to work on them during the events, though. I am too busy competing! I have a great team that works on the bikes if I tear them up.

BI: Racing is a physical and mental sport. How do you prepare for a race?
LP: I make sure I am mentally and physically prepared. I go over the motorcycle and am confident that it is ready. I then picture what I need to do to make the perfect run and get the record. I make sure my gear is ready to go fast, also. My Shoei helmet and Fieldsheer leathers are a very important part of keeping me safe.

BI: Which other motor sport events do you follow?
LP: I love MotoGP.

BI: You know, India might host a round of MotoGP soon?
LP: Yes, and I will definitely come to watch a race in India when MotoGP comes there!

BI: Do you have a motorcycle that you use for your daily commute?
LP: Yes, a CBR1000RR. I also own dirt bikes.

BI: Tell us something that we don’t know about you…
LP: I spend time with my four rescued dogs and volunteer to help homeless children. I also like scuba diving, racing cars (road racing), riding horses, flying aeroplanes and running my motorcycle dealership, High Five Cycles, in Dallas.

BI: Okay, now let’s do some rapid-fire questions. Your favourite food?
LP: Pepperoni pizza.

BI: Your hobby?
LP: I love to travel and meet new people. I travel extensively!

BI: Your favourite motorcycle?
LP: All motorcycles!

BI: You broke the Bonneville Salt Flats speed record on a Suzuki. How did you prepare the bike for it?
LP: Yes, it is a Suzuki Hayabusa. It is turbocharged, has a Falicon crankshaft and stronger rods, an MTC lock-up clutch, modified Airtech bodywork, Dunlop tyres, Marchesini wheels, larger fuel injectors and electronics from Apex Speed Technologies.

BI: Wow! That’s a lot of technology. Do you still own the record breaking CBR and ‘Busa?
LP: Yes, and I will be running both these bikes again this year (this time attempting to become the fastest person in the world).

BI: We wish you good luck! Any advice for young Indian riders and enthusiasts?
LP: Enjoy riding! Enjoy the freedom of the road on two wheels. Also, always wear a helmet and watch out for other drivers. If you dream of racing, follow that dream. You only fail if you never try at all.

Interview: Leslie Porterfield – The Fast And The Fabulous

October 14, 2011 by Sarmad Kadiri 1 Comment

Fastest woman on two-wheels

Interviewed By: Sarmad Kadiri

The number of the girls riding two-wheelers is growing fast, and what’s growing even faster is their self-confidence and riding speed. [Read more…]

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Harleys Head For The Himalayas

October 3, 2011 by Bike India Team 1 Comment

Two Harley-Davidson bikes, three days, torrential rain and, to cap it all, complete bliss. A lovely ride in the Shivalik range of mountains at the onset of monsoon.

Story: Ravi Chandnani

Photography: Adhish Alawani

It was in the summer of 2009 that I first visited Uttarakhand, pilgrims’ hub and home to a number of holy places. I could make out then that it is a State that needs to be explored. I visited some of the remote corners of Uttarakhand then and learned that the roads leading to these places were good for motorcycle riding and touring. The roads start by being two-lane highways in the plains. However, once you near the Shivalik range, these two-lane roads turn into narrow, uphill ones, full of twisties and blind corners. The adventure quotient here is so high that you would be riding literally on the edge all the time.

Bike India was going to turn six and we wanted to do something special to mark the occasion. Accordingly, we drew up a plan and decided to do a ‘travel story with a twist’. As I mentioned earlier, Uttarakhand has some very good ride-friendly roads and undiscovered places that still retain the beauty of nature in its pristine form. These locations are spread all over the State. We zeroed in on a destination in western Uttarakhand. This place was once the summer getaway of the British Raj officers. There is hardly anything around that can be described as a ‘tourist spot’, but the road leading up to this place is surrounded by enchanting beauty that would sweep you off your feet. The place is called Chakrata and is located about 90 kilometres from the capital town of Dehradun.

We started the ride from New Delhi on two iconic bikes from Harley-Davidson: the legendary Fat Boy and the contemporary Night Rod. Heads kept turning on the streets of New Delhi as everyone wanted a glimpse of these big machines. We were forced to spend an extra night in New Delhi because our flight was delayed by seven hours. Anyway, the best part came as a surprise the next morning when we hit the highway leading to Meerut. I had heard stories about the treacherous highways of Uttar Pradesh. However, I was surprised when we moved out of Delhi and into UP. The big, four-lane, straight highway continued from the capital until Muzaffarnagar in UP. This 125-km stretch, flanked on both sides by sprawling green fields, is bikers’ nirvana. Unfortunately, however, it was soon succeeded by a two-lane, highway chock-a-block with slow-moving traffic. To make matters worse, it started raining heavily. A perfect day for riding was ruined by the rain, tardy traffic and a narrow highway!

We were now headed for Dehradun, a nice place aswarm with tourists. It was not on our list of stopovers, though. We just had to cross Dehradun to reach Chakrata. The weather gods and we had formed a special relationship by now as the rain made sure that it stayed with us for as long as possible. Although we were tired because of the rain, our bikes kept running well without any complaint. We had purposely taken the road to Chakrata through UP, because we wanted to see how tough these bikes would prove in adverse conditions and, to our surprise, both the bikes gave us no trouble.

We crossed a milestone near Vikasnagar that read ‘Chakrata 55 km’. It was time to stop and refuel the bikes for there are no petrol pumps after Vikasnagar. This is also where the Shivalik range of mountains begins. The moment one rides out of Vikasnagar towards Chakrata, one instantly realises why the British chose this place as their summer getaway. The narrow, winding roads leading to Chakrata are replete with spectacular scenery and beauty of the Shivalik range. Time seems to stand still as you begin the ascent from Vikasnagar. The weather was just ideal for a ride, notwithstanding the fact that the start-stop rain had ruined most of the day for us. But as we made our way into the main square of Chakrata, the rain stopped and we were now greeted by a heavy fog. The whole atmosphere was so enchanting that for a moment we thought we were in Switzerland!

The very idea of a ride to Chakrata was novel to us. We had not heard much about the place and thus there was the thrill of discovering its beautiful surroundings. Chakrata is basically a cantonment town where access is strictly regulated by the army, the reason being that the town is home to an elite special force, known as the Special Frontier Force or Establishment 22, which consists of troops of Tibetan origin. Security forces also use Chakrata for their special training programmes. One noteworthy aspect of Chakrata is that, unlike in other parts of Uttarakhand, foreign tourists are not allowed here. Indeed we came across a signboard that said, ‘Foreigners Prohibited’. It was paradoxical to realise that this place, which in the past was the preserve of the foreigners ruling this country, was now out of bounds for all foreigners!

The sky cleared up as we approached our hotel and a gorgeous valley stood revealed to us with all its great verdure. It was a highly soothing sight. Chakrata is a tiny cantonment town in the Shivalik range, which, on a clear, sunny day, would reward you with a spectacular view of the western Himalayas. However, we were not that lucky and could only see the valley because of the rain.

The very idea of a ride to Chakrata was novel to us. We had not heard much about the place and thus there was the thrill of discovering its beautiful surroundings
We started the ride from New Delhi on two iconic bikes from Harley-Davidson: the legendary Fat Boy and the contemporary Night Rod

The Legendary Fat Boy

We chose the Fat Boy for this ride because of the nature of this bike. Since its launch in 1990 the Fat Boy has been a popular highway cruiser. People around the world think of the Fat Boy as a bike meant just for the open highways. However, we wanted to see for ourselves how it faced the challenge of a difficult terrain. The design of this motorcycle is such that it may give some of you the goosebumps on account of its intimidating appearance. Its huge tank embellished with a chrome centre console housing the ignition switch and the speedometer looks very classic. One of the most dominating factors of the Fat Boy is its front end, which is neatly done up with a lot of chrome on the handlebar, triple trees and the forks along with a solid chrome wheel and huge fender. The enormous seat of this bike ensures that there is no fatigue even after long hours of riding and its huge foot-boards keep you feet nice and comfortable. The seating posture is very laid back, just as in a typical cruiser.

The power and acceleration of this bike are also very good considering its bulk. The Fat Boy is powered by a 1,584-cc motor that produces 125 Nm of torque, which is available right from 3,500 rpm. Its formidable weight of 330 kg seems to vanish once you start rolling. However, it does make itself felt round corners. We took the Fat Boy over all manner of terrain – from straight highways; narrow, broken roads of UP and pothole-filled paths in Himachal Pradesh to the winding roads of Uttarakhand. Initially, I was a little worried about the bike’s ground clearance, but the frame did not kiss the tarmac even once.

While climbing uphill, the bike never felt underpowered and just kept charging forward even round sharp bends thanks to the immense torque available at lower rpm. The fat rear tyre made sure the bike never lost its balance and provided ample traction even on wet surfaces.

The Fat Boy’s exceptional performance during this ride proved that India has an assured place among the ‘Harley Countries’.

The VRSCDX Night Rod Special

Just a cursory glance at this Harley and you cannot help falling in love with it. At least, I did. Ever since the V-Rod was first unveiled a decade ago, I had dreamt of riding it and this ride of over 700 km was for me a dream come true.

The Night Rod, painted in matte black with silver stripes, is simply the best example of styling that commingles the stance of a cruiser and the aggression of a powerful and speedy motorcycle. The black slotted disc wheels introduced on this bike are unique and exceptionally good-looking. The bike is low-slung with the seat at just 690 mm from the ground. The seating position is a little confused with the handlebar in front like a sportsbike and the foot pegs in the front too like a typical cruiser.

However, what makes this bike very special is the fact that it is an unmistakably modern-day Harley. Unlike a typical H-D, it doesn’t have pushrods, it doesn’t have an air-cooled engine and it doesn’t have the thump. So is it really a Harley? Well, that is a question some of the hardcore H-D fans have raised in recent times. As for me, I just brush such reservations aside because I love everything that goes into this VRSCDX.

At the heart of the Night Rod Special is an engine that was developed in collaboration with Porsche – a 1,130-cc V-twin with its cylinders banked at 60 degrees to each other. This engine produces over 125 PS of peak power and 115 Nm of torque. The engine is so refined, so smooth and so blisteringly fast that it really made me wonder if I was riding a V-twin Harley. It works like a sportsbike engine. Redlining the first three gears took me past 165 km/h – which was the best speed I had managed on any other Harley in its top gear!

High-speed cruising is very stable because of the bike’s long wheelbase and the rear 240-mm rubber section. The only area where the Night Rod possibly suffers is on bumpy roads due to its low ground clearance of 140 mm. Apart from that, there is nothing that will keep you from smiling – be it while riding the bike or simply admiring its beauty with every other onlooker envying you for possessing it. Well, really speaking, you don’t possess the Night Rod, it’s the Night Rod that possesses you!

Motorsport Calling

September 21, 2011 by Bike India Team Leave a Comment

Hero Moto to sponsor Narain Karthikeyan for Indian GP

Hero Moto is gearing for its entry into the world of top-level motor racing. The company recently announced that they will be sponsoring Narain Karthikeyan and his team for the Formula One Grand Prix to be held in India next month. As per the deal, the Hero Moto logo will be prominently displayed on Narain’s HRT-Cosworth F111 car, giving the brand huge coverage and publicity in what is unarguably the country’s largest sporting event of the year.

Speaking on the ocassion, Narain Karthikeyan stated ,“Hero is one of the oldest and most prominent Indian brands and I am pleased to be associated with it. Today is a very important step in the right direction for motor sports in the country. The sport has come a long way since the day I started racing. Viewership has gone up a lot, and corporate support is now more forthcoming. Formula One is in its nascent stage in India with great potential waiting to be explored. I hope with the support from Hero Motors we will be able to scale new milestones in the times to come”.

Commenting on the association with Narain Karthikeyan, Mr. Pankaj Munjal, Managing Director, Hero Motors said,“Hero Motors is committed to be amongst the first Indian corporate houses to compete in the Indian Grand Prix and we are indeed very proud to be associated with Narain Karthikeyan and Hispania Racing Team (HRT). The alliance with the HRT will provide a unique platform for the group to communicate its extensive of competencies to a global audience. The association with Narain Karthikeyan and HRT team has lot of synergies in our core values for which we are known for and truly reflects our commitment towards excellence, speed, growth & innovation.”

The Indian Grand Prix will be held in Greater Noida, India from October 28th – 30th October 2011.

Motorsport Calling

September 21, 2011 by Bike India Team Leave a Comment

Hero Moto to sponsor Narain Karthikeyan for Indian GP

The Indian Grand Prix will be held in Greater Noida, India from October 28th – 30th October 2011.

2W Rally of Nashik 2011

August 25, 2011 by Bike India Team Leave a Comment

‘pit stop’ motor sports organised its second event, ‘2W Rally of Nashik 2011’, flagged off on 21st August 2011

from village Paste near Sinner in Nashik district. The 125 km route of the rally consisted of 2 special stages ‘Alfa’& ‘Beta’ stretching 7.5 kms each and both the SS were repeated adding up to 39 kms of adventurous and challenging trail each. This was a treat for motor sports lovers as well as spectators. A total of 40 participants from the region participated in the event.

Ganesh Lokhande overall winner The first bike was flagged off at 0801 hours and defending champion Ganeash Lokhande (J.A.W.S. Racing team) was 1.03 minutes ahead of Parvinderingh Hunjan. The third position saw a tough fight between Kaustubh Macche and Shahsank Shevale, however Macche managed to grab the position by a margin of 8 seconds.

The scooter class had veteran rider Shamim Khan on his Mahindra rodeo racing to an easy win over the rest in the scooter class. Khan was 5 minutes ahead of Harshal Kadbhane while Babuddin Ansari finished third.

The rally had a special Bullet class for Royal Enfield riders with 10 entries from Nashik and Pune. This gave the spectators a very unusual experience, watching the bullets going flat out on the dirt terrain. In this class, Arvind Singh had a comfortable win over Sushil Kakad with an advantage of 2 minutes. Riding 19 seconds behind was third position holder Anand Bansode.

The motorcycle classes too had some interesting competition. In the Class 2 (Group “C”: Above 130 cc up to 165 cc) Amit Suryavanshi emerged as the winner, followed by Maansingh Thakur and Vikram Singh Rajput. The winners of Class 7 (Group “B”: Above 210 cc up to 260 cc) were Ganesh Lokhande followed by Kautubh Macche and the third position was taken by Kanhay Athley who even won the Best First Timers award.

Class 8(Group “B”: up to 130 cc) positions were taken by Parvinder Singh Hunjan, Suraj Kute and Akshay Patil. Suraj Kute had a lead of more than 7 minutes over the third position holder. Class 9 (Group “B”: Above 130 cc up to 165 cc) had young Shashank Shevale win the class followed by Kalyan Jambhekar and Mohan Pawar.

Sujeet Kalsekar, Ganesh Lokhande’s tuner was awarded the Tuners Trophy for motocycles and Balu Bendale, Shamim Khans tuner got the tuners trophy in scooters while Baljeet Singh Kochhar, got the tuner’s Trophy in Bullet class for tuning Arvind Singh’s motorcycle.