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Pulsar NS400Z – CHALA APNI

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NEW ISSUE

JULY 2024

July 6, 2024 by Aspi Bhathena Leave a Comment

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Nurturing Motor Sport Talent

In India, we tend to talk a lot about promoting motor sport. Often, we wonder why there is not a single Indian rider in MotoGP or in any other motorcycle world championship representing 1.4 billion people of this country. It is not that there is dearth of talent here; it is the difficulties the government creates by banning the import of helmets and other racing gear that constitute a major reason for this scenario.

The Indian helmets with ISI certification do not meet the requisite FMSCI safety standards. Forget helmets, even racing suits and riding gear are not allowed to be imported because they come under safety riding gear.

As a journalist, when I travel overseas for an international motorcycle event, I face a problem upon my return due to my Arai helmet. The Customs officer at the airport says we are not allowed to import a helmet into the country. Then one has to explain to the concerned officer that our ISI-certified helmets do not meet the international safety standards and, therefore, one has to use a helmet conforming to those standards.

This takes me back to when I was racing motorcycles. There was a ban on the import of most goods and yet one had to import everything if one wanted to go racing. Not so long ago, one could walk into a store and buy the best helmet and riding gear. Now, however, we have gone back to the days of Licence Raj.

Consider the travesty here. Indian motorcycle manufacturers like Bajaj Auto, Hero MotoCorp, Royal Enfield, and TVS Motor make motorcycles that can take on the best in the world, but we still do not make helmets that can match, let alone surpass, their international counterparts. If the Indian economy had not opened up and the likes of Honda, Yamaha, Suzuki, and Kawasaki had not come into India, there would be no competition for the Indian manufacturers and, in all probability, they would still be making the same bikes as they were in the 1960s and ’70s.

If the government are worried about cheap Chinese imports, let them put a ban on the import of cheap and flimsy helmets, but let the Indian riders protect themselves well with the right gear.



Aspi Bhathena
Editor

Filed Under: NEW ISSUE

JUNE 2024

June 1, 2024 by Bike India Team Leave a Comment

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A Reasonably Priced Good Motorcycle

I was not able to go for the first ride of the Aprilia RS 457 organised in January this year at the Kari Motorway racetrack in Coimbatore, but I had an opportunity to ride it last month. It may be recalled that the RS 457 was unveiled just before the Indian MotoGP race in September last year and it was not possible for us to bring you an in-depth report at that time.

The twin-spar pivot-less chassis of this motorcycle is made of cast aluminium and it is a two-piece unit split in half at the headstock and bolted together where the steering column is mounted. The cast aluminium construction is extremely strong and this gives the chassis a lot of strength and rigidity, besides making it less prone to flexing. The solid frame and good suspension make it handle very well too.

The 270-degree firing order parallel-twin motor produces good power and torque throughout the rev-range and that makes the motorcycle easy to ride both in the city and on the highway. The only drawback is that there is considerable mechanical noise and that adversely affects the refinement aspect.

There is a good amount of kit on the bike such as an upside-down (USD) fork and radial disc brake calliper at the front. On the whole, the Aprilia RS 457 is a good bike at that price.

The most frequent question that I am asked by first-time-buyer parents concerns the best motorcycle for their son. My suggestion is to start with a 125-cc bike. After a year, one may consider upgrading to a 250-cc bike and so on. It is not advisable to buy your son/daughter a superbike as his/her first motorcycle even if you can afford to buy one; it will only land him/her in trouble and, worse still, it will be too late by then. Therefore, please avoid high-powered bikes for you kids until they gain enough riding experience and are capable of handling a powerful motorcycle.


Aspi Bhathena
Editor

Filed Under: NEW ISSUE

MAY 2024

May 11, 2024 by Bike India Team Leave a Comment

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Better Late Than Never

It is with a heavy heart that I write this editorial. We lost our former Chairman, Humayun Dhanrajgir, recently. He was a thorough gentleman and one of the best human beings I have ever met. May his soul rest in eternal peace.

‘Better late than never’ is what we can say about the new Bajaj Pulsar NS400Z. It was about 10 to 12 years ago that I had asked Bajaj when we would get to see a 400-cc Pulsar. This was even before the launch of the 400 Dominar. The chassis of the NS 200 was so good that it could easily handle a 400-cc engine.

I was invited to ride the bike at the Bajaj Auto test-track along with the international media group. The motorcycle lived up to my expectations. The Dominar engine’s power and torque delivery makes the bike easy to ride and its sharp handling allows one to throw it into corners with considerable confidence. At Rs 1.85 lakh, it is a steal.


Aspi Bhathena
Editor

Filed Under: NEW ISSUE

APRIL 2024

April 9, 2024 by Bike India Team Leave a Comment

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Changing Dynamics

Here is something that throws ample light on how the Indian motorcycle industry has changed over the past decade.

The jury round for the Bike India Awards was held last month. New bikes that were launched between the 1st of December 2022 and the 30th of November 2023 qualified for the Bike of the Year Award 2024. There was only one 100-cc motorcycle, the Honda Shine, that was launched during this period. There were two other motorcycles below 200 cc, two below 250 cc, and two scooters with internal combustion engines (ICE), besides four electric scooters. The segment above 300 cc and below 500 cc, on the other hand, witnessed six new launches. Now, if you went back by 10 years, you would have had six to eight commuter bikes, four to five scooters, and only one or two bikes above 250 cc. Clearly, the dynamics of the Indian two-wheeler industry have changed and the manufacturers also seem to have realised that the cost of making a mid-sized motorcycle is not so much more than that of making a commuter. Moreover, profitability is far greater in respect of a mid-sized motorcycle.

There were a number of strong contenders for the Bike of the Year Award. They included the KTM 250 and 390 Duke, Triumph Speed 400 and Scrambler 400 X, Harley-Davidson X440, TVS Apache RTR 310, and the Royal Enfield Himalayan 450. We also had the BMW S 1000 RR, Ultraviolette F77 electric bike, and two Ducatis: DesertX and Diavel V4. The Royal Enfield Himalayan 450 was crowned the Bike of the Year.

The traffic situation is going from bad to worse by the day, what with the number of new vehicles coming out every day and the lack of any rider training before one gets their riding licence. We need proper rider training schools to teach traffic rules, the basic dos and don’ts of riding on the road, and, equally importantly, the principle of the right of way.


Aspi Bhathena
Editor

Filed Under: NEW ISSUE

MARCH 2024

March 6, 2024 by Bike India Team Leave a Comment

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An Indicator of Evolution

The jury round for the Bike India Awards 2024 for two-wheelers launched between 01 December 2022 and 30 November 2023 was held last month. There were 34 contenders, comprising motorcycles, scooters, electric scooters, and electric motorcycles. Of these 34, there were only three motorcycles below 200 cc along with three electric motorcycles and nine electric scooters; the remainder being big motorcycles. This shows how the Indian two-wheeler market has evolved over the years. It may be recalled here that when the very first Bike India Awards were presented in 2005, most of the bikes were of a capacity below 200 cc.

We had the very first Indian Supercross League and it was witnessed by a large number of spectators who were thrilled by some exciting racing. It was great to see international riders perform and it was evident that there was a big difference in the standard of riding between the Indian boys and their international counterparts; why, even the boys from Thailand were far quicker than our boys. I hope this exposure helps the Indian riders to improve their skill. The only way to improve one’s riding skill is to ride with riders who are quicker than oneself. In my own case, that was what helped me when I was racing. My thought processes ran as follows: if he can go through a corner so much quicker, then why can I not take that corner at the same speed?

There is a desperate need to have training schools for two-wheeler riders to teach them the basic dos and don’ts of traffic rules to which most riders are oblivious. We need an enclosed space where one can teach learners the basics of how to ride a two-wheeler. As the situation obtains today, more than 99 per cent of the two-wheeler riders are not fit to be on the road in the first place.


Aspi Bhathena
Editor

Filed Under: NEW ISSUE

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Pulsar NS400Z – CHALA APNI

Pulsar NS400Z – CHALA APNI

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