Best Bikes in India | No.1 Two Wheeler Magazine
Suzuki Motorcycles India have launched Intruder M800 in 12 cities, including Delhi, Bangalore, Hyderabad, Chennai, Mumbai, Pune and Ahmedabad. This cruiser is equipped with a 805-cc, V-twin engine and is priced at Rs 8.8 lakh ex-showroom New Delhi. The styling of this new bike has been inspired by the bigger M1800 Intruder which carries a price tag of Rs 14.9 lakh OTR, Pune.
Team TVS Racing Aravind K P becomes first Indian to win a motocross championship abroad.
Aravind K P of Team TVS Racing became the first Indian rider to win a motocross championship abroad when he recently won this year’s Sri Lanka Association of Racing Drivers and Riders (SLARDAR) Championship 2011. Championship winner, Aravind K P of Team TVS Racing, who finished with a total of 73 points, along with TVS Racing, Advisor Racing – R&D, Arvind Pangaonkar were felicitated at a glittering ceremony held recently.
Aravind competed along with 21 riders including teammates Santosh CS, HL Pradeep and 2010 UAM Asian champion from Japan Tomoya Suzuki for the title.
Aravind praised the SLARDAR Championship for its organized event and the track with brings the best of both the rider and their machines.
Such tracks compel riders to push harder and excel. Our say, Congratulations on making India proud.
Team TVS Racing Aravind K P becomes first Indian to win a motocross championship abroad.
Aravind K P of Team TVS Racing became the first Indian rider to win a motocross championship abroad when he recently won this year’s Sri Lanka Association of Racing Drivers and Riders (SLARDAR) Championship 2011. Championship winner, Aravind K P of Team TVS Racing, who finished with a total of 73 points, along with TVS Racing, Advisor Racing – R&D, Arvind Pangaonkar were felicitated at a glittering ceremony held recently.
Aravind competed along with 21 riders including teammates Santosh CS, HL Pradeep and 2010 UAM Asian champion from Japan Tomoya Suzuki for the title.
Aravind praised the SLARDAR Championship for its organized event and the track with brings the best of both the rider and their machines.
Such tracks compel riders to push harder and excel. Our say, Congratulations on making India proud.
Metro develops tubeless tyres for motorcycles with Continental
Metro Tyres develops and designed tubeless tyres for motorcycles with Continental AG of Germany in technical collaboration. Metro tyres, initially will manufacture tyres from its state-of-the-art Ludhiana plant where it has invested Rs.30 Crore for upgradations and capacity expansion. Metro has earmarked another investment of Rs.50 Crore to be invested in the Manesar (Gurgoan) Plant for their tubeless tyre Venture.
Metro tyres are looking at OEMs and Export Markets for their tubeless tyres in the wake of the growing Indian Two-wheeler Industries, more in specific, the High End Motorcycles. Metro senses a huge demand for tubless motorcycle tyres here.
The overall 10-12 percent growth in motorcycle sales and around 29 percent growth in export sales are together paving way to create this demand for tubeless tyres. Metro supplies its tyres to Continental for the overseas market, while the domestic market already has the OEM development for the 250cc category bikes.
The company has capacity to produce 2 lakh motorcycle and two-three wheeler tyres and tubes per month, which will be escalated to 5 lakhs tyres and tubes per month post Manesar expansion. Metro is looking at a turnover of Rs.600 crore by 2012 and aims to be a 1,000 crore player in the next 4 years.
New Bottle, Same Wine.
Honda Motorcycle & Scooter India Pvt. Ltd. (HMSI), the 100% owned 2-wheeler subsidiary of Honda Motor Company, Japan has introduced the new Deluxe variant of its popular 150cc motorcycle – CB Unicorn Dazzler.
The new variant of CB Unicorn Dazzler comes in two new dual tone colour options – Pearl Sunbeam White (with Red) and Black (with Grey) along with new age graphics highlighting Honda’s marquee.
The new CB Unicorn Dazzler will be available across Honda showrooms to the customers by the end of November, 2011. The technical specifications of both Standard and Deluxe variants shall however remain the same.
Churning out 14 Ps power from its 150cc engine, the new Unicorn is still the stable horse one expects it to be. The new Unicorn Dazzler will retain the same characteristics of the standardized Dazzler along with some cosmetic makeovers and has the same comfortable seating position, smooth and refined engine, better graphics, fuel economy of 60kmpl (estimated), maintenance free battery and a viscous air filter for more convenience.
The Standard variant of CB Unicorn Dazzler will continue to be available in three colours – Armour Gold Metallic, Pearl Nightstar Black and Pearl Siena Red and is priced at Rs. 65,198/- (Ex-showroom, Delhi). While deluxe variant will be available in two colours and priced at Rs. 66198/-, (Ex-showroom, Delhi.).
Jamming the brakes on all rumours doing the rounds about Yamaha joining hands with Mahindra 2-Wheelers
, the Japanese company released an official statement which says, “Yamaha Motor denied media reports of its business partnership with Mahindra 2Wheelers and announced that it is committed to the Indian market and plans to make investments in capacity expansion as well as new product development.
Adding to the whole issue, India Yamaha Motor CEO & MD, Mr. Hiroyuki Suzuki said, “We are not looking for business partnership with any company. Our Mid-term plan is on track and we will be making sizeable investments for new product development, sales & service network strengthening and capacity expansion over the next few years.”
Guess that’s the end to a spicy buzz conjured by the rumour mills.
Encore to celebrate decade of affordable performance bikes
Bajaj Auto will be celebrating a decade of affordable performance biking in India this December and may unveil a revised Pulsar. It may be recalled that the bike was originally launched in 2001. The popular Pulsar range is now returning for an encore.
Bajaj Auto’s eagerly awaited next-generation Pulsar will break cover at a glittering media event next month, giving enthusiasts all over the country a reason to rejoice. The centre-stage will be occupied by the new Pulsar 200, which will share a significant amount of technology, especially its gearbox and transmission, with the KTM Duke 200. While the KTM Duke 200 will employ a DOHC, four-valve, single-spark, liquid-cooled motor, the Pulsar will be powered by an SOHC, four-valve, twin-spark engine which will also be liquid-cooled now.
We have no idea how radical a direction the new Pulsar’s styling will take, but it is not difficult to envision a completely re-designed bike to go with the new powerplant. We wait with bated breath!
TVS Motor Company to expand its operations in Eastern India
The Commerce and Industry Minister, Government of West Bengal, Mr. Partha Chaterjee, today handed over to TVS Motor Company and Mahabharat Motors Manufacturing Company, the in-principle permission granted by the West Bengal Industrial Development Corporation Limited for the demerger of the two wheeler business of Mahabharat Motors Manufacturing Company, into a separate company through the court process of demerger. After the demerger, TVS Motor Company will invest in this new venture subject to approval that may be required by law and Government Regulations.
TVS Motor Company, which had entered into a Memorandum of Understanding with Mahabharat Motors Manufacturing Company, West Bengal in 2008, will thereby take a larger role in the demerged company and facilitate stronger presence in the eastern region of the Indian market. It may be recalled that as per the MOU, which was signed in 2008, TVS Motor Company was to provide technical support for the manufacturing facility. In addition, TVS Motor Company was to train personnel as per the quality procedures and standards followed at its other assembly plants. The manufacturing facility was created in accordance with the MOU and commercial production commenced in September 2010.
TVS Motor Company will retain the existing staff and workers of Mahabharat Motors Manufacturing Company and it expects to manufacture initially around 1000 motorcycles per month. TVS Motor Company will also use this facility as a hub to service West Bengal and North East markets. TVS Motor Company currently has three world class manufacturing facilities within India in Tamilnadu, Karnataka and Himachal Pradesh to manufacture two and three wheelers.
The “Coorg to Munnar via Ooty” India route was crowned the world’s ultimate riding wonder at the 2011 Shell Advance Malaysian Motorcycle Grand Prix.
Coorg to Munnar via Ooty, India
This rural region of India offers some of the country’s most stunning landscapes. Coorg was originally called Kodaimalenadu, which means “dense forest on a steep hill” and the region certainly lives up to that name.
Flat pasture quickly makes way for narrow and twisting tree-lined roads, rising up into the hills. It’s a marvel for the senses, as you enjoy the sight – and smell – of coffee, pepper, cardamom, cinnamon and tea plantations along the way.
Distance covered: 507km
After several months of searching, Shell Advance unveiled Coorg to Munnar via Ooty, India, as the world’s ultimate Riding Wonder at an exclusive event held at the 2011 Shell Advance Malaysian Motorcycle Grand Prix.
In Sepang, a panel of experts from Ducati, Dorna, Shell Advance and the Sepang International Circuit, as well as selected media from China, India and Indonesia, in a discussion to decide which route would be crowned the world’s ultimate Riding Wonder from the list of the top 7 Riding Wonders voted for by the public.
The panellists’ votes were combined with the public votes from 8 countries to reveal Coorg to Munnar via Ooty, India as the winner. It received many public votes and was chosen by two of the seven panellists because of its varied scenery, mixture of mountain climbs, twisting corners and diverse wildlife along the route.
Tanmay Jaswal, Shell Advance Global Marketing Manager: “When Shell Advance launched the 7 Riding Wonders of the World campaign, we were asking biking enthusiasts to help us find the riding roads, tracks and routes around the world that best complement our ethos of Responsiveness, Control and Enjoyment.
The Jury Panelists included our very own Aspi Bhathena as well.
List of Campaign Winners from India :
1. Mr. Rajinder Kakkar, Delhi
2. Mr. Jayaram Peramanathan, Bangalore
3. Mr. Sanjay Ramkishan Kakani, Yavatmal
4. Mr. Jagdish Srikrishna, Indore
5. Mr. Vinod Kumar, Hoshiarpur
6. Mr. Dinesh Chowdhary, Hyderabad
7. Mr. Sanjeev Talwar, Delhi
8. Mr. Kamesh Talluri, Hyderabad
Some Photographs about the Riding Wonder.
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.
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 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.
“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
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)
