New Bikes Comparison

They look smashing, perform brilliantly and make up the Indian performance biking segment. Bunny Punia rides the four bikes – the Bajaj Pulsar 220 DTS-i, the Hero Honda ZMR, the TVS Apache RTR 180 and the Yamaha YZF-R15 back-to-back and picks the one that justifies the performance tag completely
Photography Sanjay Raikar

The morning seemed unusual for this time of the year. The air was quite nippy and there was a layer of dew on the grass around the roads we were traversing. As we came up a crest, the view of the fog filled the valley in front of us and took our breath away. We stopped to soak in the scenery and switched off our bikes. Suddenly, there was complete silence around us. There was no traffic on the road and the rising sun was still hiding behind layers of clouds. It almost seemed eerie there and hence we decided to do what we do best – ride on!

Our machines for this morning included four of the quickest and most powerful locally manufactured motorcycles on sale in India. These bikes not only look good, they all perform (almost) equally well too. Needless to say, these models are on the wish list of every youngster today. Of the four, in the recent past, we have pitted three bikes against each other – the Bajaj Pulsar 220 DTS-I, the TVS Apache RTR 180 and the Yamaha YZF-R15. The newest (and the fourth) contender here comes in the form of the fuel injected 223cc Hero Honda ZMR. Are we in for a fierce battle for a performance champion then? Definitely.

The first and the most important feature that matters a lot for customers going in for any Indian performance bike today are its looks. Without a doubt, the little supersport offering from Yamaha easily walks away with the crown for being the best looking bike here. With design lines inspired from its bigger sibling the YZF-R1, the R15 looks gracefully sexy and utterly beautiful, no matter which angle you look at it from. The twin cat eyes type headlamps with in-built parking lamps dominates the front. The full fairing flows in nicely, exposing the engine a bit on either side. The black finished exhaust with a silver cap adds a sporty touch, though I personally think, the tail lamp could have been executed in a better way. On the move or while parked on the side stand, the R15 has the ability to turn heads like no other bike in its class. Some probable customers, however, wish the rear tyre was wider which brings me to the bike with the fattest rear here. The Pulsar 220 comes loaded with good bits and pieces to make it look like a muscular and mean bike. Wide tyres up front and at the rear, wide forks, a beefy looking exhaust, a half fairing with projector lamps, an all-black paint scheme to name a few are some of the visual features that Bajaj has incorporated on the biggest bike in the Pulsar stable. This does work wonders and the bike commands a good road presence. The TVS offering, on the other hand, can fool you into believing it is the smaller 160cc variant due to its similar design. However, changes like wider tyres, a stylish RTR font on the tank scoops and a superbike styled rear fender make it stand apart from its younger sibling. We specially like the model in white with golden finished forks and gas reservoir for the rear shock absorbers. You also can’t help but notice the beautiful looking petal discs – a first in this category of bikes in India. The newest entrant in this segment, the ZMR gets a major visual revamp as compared to the current Karizma. A full body fairing is the talking point here. We got our test bike in white and though the ZMR has massive road presence, not all of us appreciated its new appearance. This is one of those bikes whose looks can take time getting used to. There are exceptionally nice details like the LED rear tail lamp, the faired mounted rear view mirrors, golden finished forks and engine cover, the striking two-piece grab rail and the superb fit and finish levels of body panels. But why couldn’t Hero Honda give us a bike with headlamps inspired from Honda’s numerous twin light higher capacity bikes sold abroad?

The R15 – the place to be in if you love riding hard	The Pulsar 220 – the console looks good at night. So does the backlit switchgear	The RTR – racing strips add a sporty touch

Swinging a leg over the Hero Honda brings back familiar memories. The saddle is an inviting place to be in and the ergonomics are topnotch including the working of the fairing mounted rear view mirrors which serve their purpose very well. This bike does feel substantially big and tall. Heavy riders will prefer the way the ZMR makes you feel comfortable once astride it. What really grabs your attention is the fully digital speedometer console that has a display for various mandatory things including other features like speedometer, tachometer, odometers, two trip meters, fuel gauge, time, tell tale lights as well as a welcome and goodbye message which can be tailored by the rider to include his (or his girl’s) name in it. The bike’s sitting posture is comfortable with a touch of sportiness due to the new clip-on handlebars. In fact, the bike is so accommodating that I for one wouldn’t mind riding it for a cross-country run. The Karizma has always had a good suspension set-up with a bias towards comfort. With GRS equipped shock absorbers finding their way here too, the ride quality has only improved especially over bad roads. Push the bike hard around a set of twisties and the improvements in the suspension show their worth. The front tyre becomes a little wider and both tyres are now of the tubeless variety – thumbs up to Hero Honda for this. The handling of this bike can be best described as neutral. It doesn’t feel nervous when the rider pushes it hard, but at the same time, it cannot be ridden with the knee down in a manner as easy as say the Yamaha through corners. What this bike does best is cruise lazily on the highway, munching away miles at triple digit speeds and taking care of the occasional pothole or bump with utter ease. In city traffic, it is nimble, though the bike’s 159kg kerb weight makes its presence felt easily.

On the other hand the R15, true to its inherited genes, has a sporty riding stance. It begs you into crouching down at high speeds, to make full use of the aerodynamic fairing. And even while doing so, it doesn’t feel uncomfortable unless you are a very tall rider. The ergonomics are very good from a sport biking point of view. The seat is exceptionally comfortable for such a bike, the rear view mirrors give a good view of the traffic behind and the clocks look and perform well. Ride the R15 back-to-back with each of the other three bikes and you can go on and on talking about how different it feels. All the efforts that have been put in behind making this mini Yamaha seem to have paid off. This is the bike to own if you love corners. The R15 will happily teach noobs the art of cornering and at the same time, it will keep the experienced owner happy with its ability to make the rider touch down his knees when the tarmac and road conditions allow. On the highway, the bike excels with the only bother being the windblast hitting your chest until unless you crouch down indefinitely. The monoshock suspension is non-adjustable but surprisingly it works very well through a variety of road conditions. The rear holds well through mid-corner bumps as well as over bad roads while commuting in the city. Speaking of which, of the four, this bike loses out when it comes to negotiating rush hour traffic. Your wrists do take a beating in start-stop traffic, but if a fun city bike is what you desire, it is the RTR 180 that you need to look at.

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Instant throttle response combined with nimble and agile handling gives the TVS the best characteristics for being a practical yet fun bike for city commuting. Its riding posture might not be to everyone’s liking as it is more on the sportier side. Unlike the ZMR and the R15, you also feel as if you are perched higher on the bike. The speedometer console looks terrific after the sun sets, although the seat feels like it is on the firmer side. This is also a bike that can handle a lot of high speed highway riding. Some of us appreciated the TVS for its ability to be a hoot around corners. It may not be as encouraging to push as the R15 but spend some time with the bike and you soon learn the art of leaning it around curves. You may also be surprised by its abilities to bring grinning from ear to ear moments from time to time. The suspension, however, could have been better we feel.

Jump onto the fourth bike here, the Bajaj Pulsar 220 and you will be surprised. Like the RTR, on this bike too you feel as if you are sitting too high. The seat feels firm and the ergonomics are biased towards sportiness. The console looks great and small features like the back light for the switchgear makes the rider feel that his money has been well spent. This bike too faces issues with the suspension. Lean in hard into a corner with bumps and you can easily feel the rear of the bike giving way. Ride the bike hard over bad roads and again the harsh suspension makes itself felt. This isn’t the best bike here for corners but hit the highways at high speeds and its reassuring solid feel is hard to match in this class. Credit for this goes to the bike’s wide forks and wide tyres as well as its long wheelbase. Inside the city, the 220 feels at home but the wide turning radius can be an issue in tight situations.

The engines on all these bikes are as different as chalk and cheese. The smallest of the four here is the R15 but size doesn’t always matter. It might sport a tiny 149.8cc mill but this one gets liquid cooling, four valves and a host of other technologies that make sure it performs like a much bigger engine. The maximum power output of 17PS might not be tyre shredding but when you have a bike that weighs just 136kg with a nicely worked six-speed gearbox, outright performance does turn out to be nice. A 0-60km/h timing of 4.95seconds and a 0-100km/h timing of 13.85seconds is praiseworthy for a 150cc bike. The beauty of the engine, however, comes alive once you get past the 6000rpm mark. It must be noted that the R15’s engine is imported into India and the level of engineering that has gone into the motor is tremendous. It begs to be revved hard – keep the rpm needle near the red zone and the R15 is hard to catch. The six-speed gearbox also helps when it comes to extracting a good top end. Given the road, the bike achieves a true whack of 130.2km/h. The only downside I see here is the lack of low end punch. This is reflected in the roll-on timings too with the bike being the slowest in the 30-70km/h run in the third and fourth cogs.

The next biggest engine comes fitted on the RTR. The 177.4cc mill is derived from the younger RTR 160 and traces its roots back to the days of the old Apache 150. In this form, it develops 17.3PS of power along with 15.5Nm of torque – almost identical to what the R15 manages. However true to the saying ‘there is no replacement for displacement’, the RTR performs very well managing to fly past the 60km/h mark in under 4.7seconds and taking just 13.2seconds for the 0-100km/h sprint. This bike also boasts a strong midrange that is reflected in its best in class roll-on timings. The only grouse I have with this TVS is the level of vibrations that creep in via the handlebars and the footpegs when you give it the stick. The five-speed gearbox could also do with a better (smoother) gearshift.

The Pulsar 220 has always been the performance king of small capacity bikes in India. With the new carb variant, its power went up to a claimed 21.04PS with 19.12Nm of torque. It does weigh more than the previous two bikes discussed above, but nevertheless, performs impressively when the right wrist is wringed. With a 0-100km/h timing of 13.1seconds, this bike remains the quickest accelerating motorcycle in India. It also registers a good top whack of a genuine 132.5km/h or 140+ on its digital speedometer. The punchy low and midrange reflect in the roll-on figures which are second only to the RTR. This is due to its maximum torque coming at 7000rpm – the highest here. Vibrations and harshness are well controlled on this bike, being significantly noticeable only when you cross the 6500-7000rpm mark.

The ZMR has the same 223cc motor like the original Karizma. It now gets Honda’s well known PGM-Fi unit and along with other minor changes, the maximum power jumps slightly to 17.84PS at a low 7000rpm. The torque, however, remains the same at 18.35Nm. This engine has always been appreciated for its fuss-free nature as well as punchy midrange and this version only betters it. The throttle response is very good without being jerky and the motor feels eager to build up speeds. The speedometer is the most accurate here with no error whatsoever. So while your friends on the other three bikes might end up flaunting videos of themselves doing 130km/h or more on the speedometer, the ZMR will top out at a true 127km/h with a similar display on the console too. The bike’s acceleration has improved but only marginally. This was expected as the kerb weight has been pushed to a porky 159kg. Hero Honda isn’t boasting about any figures in their promotions either. For the record, we managed a 4.7second 0-60km/h dash and a 13.8second 0-100km/h sprint. But this bike has never been about out and out performance. The Karizma has earned a reputation for being a tourer’s delight and this one takes this appreciation to a new level. The bike will happily do Delhi to Mumbai or Chennai to Vizag high speed runs with ease. One thing I noticed was the bike’s increased vibrations at high revs – we reckon this is probably due to improper tightening of engine mountings.

All bikes here fare decently in fuel efficiency runs and there isn’t much of a difference. Yes, the R15 is made for a purpose and hence you do lose out a bit on the efficiency front. The ZMR with added benefits of the FI and a softly tuned engine turns out to be most efficient here.

We find out which is the best alternative to make light work of your daily commute
Story: Mihir Gadre
Photography: Sanjay Raikar

 

An ideal commuter vehicle is the one that will get you to work and more importantly, back from work fresh as a daisy and that too in a couple of minutes, tops. So that makes a helicopter the most ideal commuter. But most of us are either not rich enough to buy one or not important enough for the government to give us one. Sadly, we have to look at other alternatives that can tackle the ever growing congestion, somehow avoid the smashing (as in actually smashing into other vehicles) public transport system and the grossly expensive taxis/rickshaws. Now it’s a proven fact that apart from things that can fly, two-wheelers are the fastest and the most convenient mode of transport for city commutes. But it’s not that simple. You see, there are around a hundred different two-wheelers available in the market belonging to two distinct categories, namely automatic scooters and manual motorcycles. In a bid to find out the most commutable commuter, we pit the most commuter focused machines from the two categories against each another.

We chose the Zeus and the Access for this shootout because both of them are made by the same manufacturer, i.e. Suzuki. Their pricing too is similar, with the Access retailing at Rs 48,295 while the Zeus, slightly expensive at Rs 51,698 (both prices, OTR-Pune). Both the Suzukis are conservatively styled, extremely well built, have nice comfy perches for the pillion and are slightly more utilitarian compared to their competitors. We even insisted on a drum brake equipped Zeus so that the equipment levels on the two remained similar. Both their engines have a similar cubic capacity and are nicely refined motors with lack of any vibrations even at the top of their rev range. The Zeus’ engine develops its peak torque at just 3500rpm which makes it absolutely effortless to pilot around town. Yours truly was even able to roll off from standstill easily in fifth gear! However, the bike does run out of breath in the upper reaches of the rev band. The Access’ mill feels even more refined than the Zeus’. It has great shove off the line and unlike the Zeus doesn’t lose its gusto even as the revs climb, in spite of the fact that on paper, the scooter is down on power as well as torque compared to the bike.

The pillion gets a wide, comfy seat and doesn’t have to bear the hassle of carrying the shopping bags, thanks to the scoot’s huge underseat storage	The Zeus gets one of the slickest five-speed ‘boxes in the market with the engine in the middle freeing up space for bigger tyres and suspension

That brings us to the first major difference between these two, i.e. the transmission. The Access’ variomatic transmission is able to harness the engine’s power much better than the Zeus’ manual ‘box, however slick and precise the latter may be. The Access is quick off the line and able to poke its nose into the smallest of gaps in traffic. The Zeus’s gearbox employs very tall ratios, especially for the higher cogs, which means that you end up doing most of the commuting in the third and fourth cogs and hardly ever get a chance to shift up to fifth in the city. This hurts the Zeus in the fuel efficiency stakes. A hyper miler, who likes to chug along everywhere at 40km/h in fifth with hardly ever letting the rev needle cross the 4000rpm mark, might be able to extract 65kmpl from the Zeus. But if you ride smoothly and just fast enough to not let the daily commute get boring (like I do), the Zeus’ efficiency does drop sharply to just 50-52kmpl. However, if you try the same hyper miling technique on the Access, going easy on the throttle right from standstill, you will be spending most of your time below the economy band which is usually above 30km/h and the fuel efficiency will actually drop. The variomatic transmissions are better suited to real world riding where you wring the throttle until you reach the speed you want to travel at and then ease it off a little to maintain your speed, i. e. travel like normal people. I used the Access as my long termer for over a month and it returned a fantastic 46.4kmpl, no kidding.

The second big difference between the two is their respective body shape. The Access, being a scooter, gets a big front apron that will protect you from the sprays during the rainy season, a nice flat floorboard that can hold a variety of things like an LPG cylinder that your mom needs immediately, a 15kg pile of newspapers that needs to be taken to the recycler’s or your dog who needs to be taken to the vet. Now try doing that on the Zeus. The scoot even gets a hook to, er, hook your shopping bags. The lockable under-seat storage of the Access is big enough to fit a small helmet or sun coats, scarves and what not in case of the fairer sex. In fact, the scooter is nothing but an iteration of two wheeled transportation that was made just for these specific reasons. The Access appeals to the whole family and everyone can ride it including you, your wife, your mom or even the 16-year-old teenager in the house who is allowed by the weird laws of our land, to ride a 125cc scooter that is easily capable of 90km/h but not a less powerful 100cc motorcycle.

But along with these advantages, the scooter’s shape also has its set of disadvantages. Due to smaller wheels and forks, a scooter like the Access can never be able to match the dynamics of the Zeus. The bike gets bigger wheels, longer suspension and better weight distribution. So even though the bike loses ground to the scooter in the practicality department, it is able to claw its way back into contention in the others.

The Access is a big improvement over the previous generation scooters as it gets telescopic front forks and 3.0 section tyres at both the ends. In terms of ride quality, it is a definite improvement over the Activa, against which it was benchmarked. The Zeus, on the other hand, has completely average road manners. It has an upright stance, with a short wheelbase and is softly sprung which makes it extremely easy to maneuver around town. It soaks up all the bumps but is not good at corner carving compared to most of its rivals like the Yamaha Gladiator. Even with all those commuter oriented traits of the Zeus, the scooter doesn’t even come close to the bike in terms of dynamics. The Access has a tendency to lock up its tyres vey easily under braking and safety in the rains is a big concern for the scooter compared to the bike. All this also makes the Zeus a better bet for weekend getaways.

There is ample space for shopping bags on the flat floor board and the underseat storage compartment	The scoot is a perfect companion for weekly trips to the market

Verdict
The Zeus is perhaps the easiest bike for negotiating heavy traffic conditions and one of the most effortless commuters in the country. But get aboard the Access and even the Zeus seems like a hassle to ride. A lot of research and development has taken place in automatic transmissions. They no longer impose a heavy penalty in the fuel efficiency stakes. In fact, there isn’t much of a difference in real world fuel efficiency of the two vehicles. The difference of 5kmpl, in this case, translates to a difference of just over a thousand bucks over 10,000km which means that the scooter will actually be cheaper till the 30,000km mark owing to the price difference of around Rs 3000. No wonder then that the gearless scooter segment which had dwindled down to almost extinction has resurrected itself and continues to grow in spite of the recession. The Access has become very popular. It has a waiting period of three to four weeks in spite of Suzuki churning out 9000 units every month. The Zeus, in contrast, hasn’t been able to garner any popularity – evident from its paltry 3 percent market share in the 125cc segment. The verdict is clear, within the city, the scooter wins against the motorcycle.

Aprilia’s WSB bike with a tax disc takes on all 2009 test winners to find the UK’s ultimate sports machine By Adam Child

 

Our UK introduction to the RSV4 Factory is typically British: rain, wind and cold. With 320km up the A1 and M62 to Heysham for the ferry ahead of us, I’m chomping at the bit to get on the new Aprilia despite having already ridden 90 miles to the office on my R1.

The immediate impression is of its supermodel looks, closely followed by its physical dimensions – the RSV4 Factory is tiny, almost 600-like. Even for me, at 5’7”, it feels small.

On board, the pegs are high, the seat firm and there’s very little suspension travel; however, after 130km of the A1 I’m not complaining – it’s not that bad.

Yeah, the screen is low and taller riders may have a problem but it is, after all, a sports bike and not a Goldwing. Even the mirrors are just about acceptable, while the multi-functional clocks are the best in their class – like most Aprilias there’s a mode button on the left-hand bar which lets you scroll through them.

In fact, nobody really complains about its comfort – the small tank range of just over 160km being the only real criticism. That said, over long distance all the others are better, even the 675.

By comparison the RC8R is a sofa – its pegs are low, the screen is acceptable, its mirrors are good and even the seat is plush for a sports bike; as fellow tester Kev Smith put it: ‘I could ride this all day’. Shame the clocks are poor and it’s a little vibey compared to the rest.

By the M62, with the Steam Packet ferry not too far away, I’m back on the R1. Having done 4800km in the last month, I know how good it is for covering distance. The fairing is wide at the front and offers good wind protection, the mirrors are fine and the engine is hardly working at 160km/h and 7000rpm.

KTM is the cool, comfort king

To my surprise I’m wishing I was on the 675. During MCN’s 600 group test earlier this year it was the bike everyone fought to ride for long journeys, and even in this company it excels – only the RC8R gets more comfort votes.

OK, so the 675’s motor is revving higher, but there is little or no vibration – unlike the RC8R. Later on I do a 320km stint on the Triumph two-up with a tankbag fitted and it’s fine. The 675 could well be the dark horse here.

Despite the cold weather, we’re like excitable children hopped up on Ribena as we ride onto the famous ferry, and even more excitable riding off. This is it: the toughest road test environment in the world – and it doesn’t start well for the KTM.

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We head up to the top of Bray Hill for a gentle lap to let the Isle of Man virgins savour their first Mountain experience and the RC8R stalls twice at the lights at the top near the petrol station. The fuelling at low revs is far from perfect – it’s really snatchy, and every one of us stalls it at some stage. As such, Ramsey Hairpin and Parliament Square is a pain on the RC8 in the busy traffic.

RC8R is best on smoother sections	Respect to the King of the Mountain	For all you TT visitors, be warned – speed camera and CCTV live here

Yet again it’s the Triumph which surprises – I’d forgotten just what a great bike it is. Perfect fuelling, easy and light around town and simple to ride, yet with such proven sporting potential. The next day our brave pillion Frankie – who had never ridden anything bigger than a 400 – takes the Triumph for a spin and can’t believe how smooth and easy it is to ride.

Though she draws the line at trying the R1, she would have had no problem. Considering how much bhp there is available to your right wrist, it’s a pussycat around town. At low speeds the riding position forces a lot of weight on your wrists and when the ambient air temperatute is high the frame and engine give off tremendous heat. But those are our only real complaints.

RSV4 lacks the R1’s reactions
In previous tests we’ve had fuelling issues with RSV4 Factorys at low speeds, but this bike was fine. The fuelling isn’t as slick as the Triumph’s or R1’s but it feels far better than the KTM.

However, when we take it over the Mountain part of the circuit later on we discover there’s a noticeable glitch in the power curve higher up in the rev range. At 6500rpm it seems hesitant, then it takes off and at 10,000rpm it goes beserk – it makes the Aprilia feel aggressive and hard to ride compared to the others. There also appears to be a slight hesitation when you wind on full throttle, as if the fly-by-wire system takes too long to react to the throttle position (Aprilia is investigating). But once you unleash the V4, boy does it want to party.

ISLE OF MAN Every motorcyclist should do the Isle of Man at least once If you’ve never been to the Isle of Man you are missing one of the greatest motorcycling experiences anywhere on the planet. The island is a motorcycling paradise, both on and off road, at any time of year with the only unrestricted roads in the UK. But during TT fortnight it’s much more. Not only do the road racing gods take over, there’s also masses of activity and entertainment – from stunt shows to classic jamborees – to suit every taste. There’s nothing else like it for any motorcycle racing fan and there’s even still time to get there to make your pilgrimage this year… Go to www.iomtt.com

 

Flying over the Mountain, tucked into the bike like I’m on a 250, it gives me one of those moments I’ll remember forever – the V4 singing its intoxicating tune, 240km/h on the clocks, fenceposts passing sideways in a blur and the TT course unwinding ahead of me.

The R1 and KTM aren’t far behind – in fact in terms of outright speed there’s very little in it – but the Aprilia feels the quickest. Its aggression, tiny dimensions and firm set-up give it a phenomenal sensation of speed. The Ohlins multi-adjustable steering damper controlling the odd shake from the bars over bumps just adds to the pure racing feel. As we found out later the RSV4 Factory is actually significantly quicker than its rivals, clocking a mind-bending 303km/h – 10km/h faster than the R1 and nearly 50km/h more than the 675!

This is where the 675 suffers
When the going gets this fast, the Triumph obviously suffers. It’s quick, but on the run up to Hailwoods Rise after the tram lines the poor 675 just can’t keep up with the brutally fast litre bikes. I thrash it mercilessly, and its blue change-up gear indicator lights seem to flash constantly, but there’s no hope: the others just pull away up the hill.

But it’s not all about outright speed. On the fast run down from Kate’s Cottage to Creg-Ny-Baa you need some serious brakes and a quality suspension set-up to get around the lovely right-hander quickly. The Triumph’s lightness is its advantage here, easily matching the bigger bikes for cornering speed.

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All the bikes here are good on the brakes, but the Brembo radial set-up on the Aprilia is simply outstanding. These are race bike quality brakes. The KTM’s Brembos are powerful too, but the combination of grippy Diablo Supercorsa tyres and

factory-feeling Ohlins forks mean the Aprilia gives the most confidence under hard braking.

 

TT RACER’S ROAD VERDICT Up-and-coming road racer Connor Cummins is among the hot favourites for a podium at this year’s TT. The 23-year-old from Ramsey is the fastest Manxman around the island and this year is racing for the McAdoo Kawasaki team who’ve had great success on the roads previously. Here are his impressions of the four bikes: TRIUMPH 675 DAYTONA “I’m really impressed. It’s not like any other 600 I’ve ridden; it’s really soft at the bottom, not sharp and aggressive, then just loves to rev, you can play with the over-rev. It handles well, too; I’m really surprised how good it is. For a small bike it’s not uncomfortable either, it’s actually good even for someone as big as me.” YAMAHA R1 “It’s just awesome isn’t it? I race one in British Superstock so I know how good they are. The engine is amazing, – so smooth – it makes its power so precisely and it really uses the tyres well – we’ve noticed how much tyre is left even after a long Superstock race. The brakes are great, so is the handling. The standard settings are a bit soft, but that can be sorted and I know it’s not the best looking, but who cares when it’s this good?” APRILIA RSV4 FACTORY “Wow! That’s awesome. I didn’t think it would be that good. It’s the first time I’ve ridden a V4 and boy it has some grunt – it just wants to take off! The mid-range has a nice feel to it, it’s really impressive. When I first looked at it I thought it would be way too small for me at 6’4” but it’s not that bad. It’s aggressive, handles like a race bike and looks gorgeous. But how much did you say it was again?” KTM RC8R “It feels like a comfortable sofa compared to the others – the bars are high and the pegs are low. You get going and you’re easily above a ton and above – it really feels quick. The V-twin engine has some real kick, too; I didn’t think it would be that quick. It’s easy to ride and would be perfect for someone who isn’t that quick or skilled but wants to ride fast. I’d have one. It’s fun, quick and easy-going.” CONNOR’S VERDICT – IF HE HAD TO RACE ONE AT THE TT: 1ST Yamaha R1 2nd Aprilia RSV4 Factory 3rd Triumph 675 Daytona 4th KTM RC8R “The Yamaha is easier to ride than the Aprilia, a little quicker, stable and would save its tyres. The Triumph would be so much fun around the TT course however. The KTM is still a great bike, it’s just that the others are that bit more fun.” CONNOR’S VERDICT – IF HE HAD TO BUY ONE: 1st Yamaha 2nd Triumph 3rd Aprilia 4th KTM “I’d still fork out that little extra and buy the Yamaha, but not the Aprilia. It’s too expensive, even though it is really good. The Triumph is a bargain.”

The RSV4 Factory also scores highly on the turn-in to corners. Again, it’s like a race bike in the way it flicks aggressively onto its side. The testers who haven’t raced lately take a while to get used to it, and the Aprilia makes the 675’s steering feel beautifully natural – it also makes the KTM feel long and lazy. The Yamaha turns fast, but after the twitchy Italian it feels planted.

As our confidence rises and speeds pick up, limits are approached – mostly ours, but also those of the Yamaha’s tyres. Why did Yamaha choose only average rubber for its flagship sports bike? The standard Dunlops aren’t as good as the Pirelli Supercorsas fitted to the other three bikes and if you push hard it’s noticeable – both Kev and I have front- end slides at the Gooseneck. The Dunlops are fine once warm – and 95% of the time you won’t have a problem – but such an amazing bike deserves equally amazing tyres. Grumble over.

Yamaha’s ideal road-focus
The R1 is set-up slightly softer than the Aprilia out of the dealership and this is a good thing – it was far more comfortable and easier to ride most of the time, and fine in the wet. But when we really pushed, the rear would squat under power and would give a little wallow. With time you can tweak this out to make the R1 a formidable track tool, but out of the crate the R1 is significantly more road-focused than the Aprilia.

At the end of the day there’s excited chatter about the outrageous performance of the litre-bikes. On the Isle of Man’s unrestricted roads they are truly astonishing, and it’s humbling to think how hard TT racers ride them. We went fast, but still felt as though we had only scraped the surface of the bikes’ potential.

The surprise is that instead of feeling short-changed by the Triumph because of its lower power and more ‘ordinary’ performance, we all end up raving about it. Its ease of use and screaming engine make it a joy to thrash, and it’s far less intimidating than the others. Howling across the mountain I feel like I’m really riding the 675, bouncing the gutsy triple off the rev limiter in fourth and fifth. The others are all so ‘oh-my-god’ quick that, frankly, I’m slightly scared by them.

When we get to the ferry for the return trip, the arguments are still raging. By this stage no-one is fighting the RC8’s corner – in isolation it’s a great bike, but it’s out-gunned in this company. The RSV4 Factory has won over our hearts and minds with its race-focussed aggression, and the R1 is possibly the most phenomenally-competent sports bike yet devised, but to everyone’s surprise the 675 is still there – a middleweight slugging it out with heavyweights.

We roll off the ferry and head home still undecided. Plenty of motorway time to ponder this one…

PILLION VIEW Frankie Lister, 26, is the proud owner of a Honda NC30 and MCN’s brave pillion for this test. TRIUMPH DAYTONA 675 “The Triumph is the best by some way. As a pillion on a sports bike, comfort is nice but a secure seated position is an essential – the Triumph has both. The peg position and the height of the pillion pad relative to the rider and the tank combine to give a safe feeling through fast corners and comfort for the motorway.” YAMAHA R1 “The peg position and the pillion pad are fine, the problem is the exhausts which push your legs right out leaving the pillion with sore knees and an insecure seating position. A change of exhausts does alleviate this problem, making it a reasonable albeit not particularly comfortable ride.” KTM RC8R “The pillion seat is very high on the RC8R, making you feel very insecure under hard braking and fast cornering. The KTM is also the only bike that had peg vibration.” APRILIA RSV4 FACTORY “The RSV4 has a quintessential sports bike position with your knees tucked and a fairly high seat. It is, however, not a terrible pillion option if you are used to sports bikes, just don’t swap from a Goldwing to one!” AND TESTER SAYS… “Considering the Triumph’s racing potential it’s not bad two-up, but its lack of power when compared to the competition is really noticeable when two-up and riding hard over the Mountain course. “The Aprilia wasn’t half bad, but its vicious power delivery makes it very flighty. It might be painful for the pillion but a light pillion doesn’t really affect the R1. It’s a similar situation with the KTM, but that is a nightmare for the pillion, bordering on dangerous at high speeds.

 

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‘IT’S THE RSV4 WE WANT MOST, YET IT DOESN’T WIN THE DAY…’
This is difficult, so let’s start with the easiest bit. The KTM is outclassed here, despite having the most powerful V-twin engine ever bolted into a road-going bike and being absurdly comfy for something so competent on track.

 

Yes, it’s dripping with quality components from the likes of Brembo, WP, and Marchesini but at Rs 11.7 lakh it’s seriously pricey, too. So if you want a V-twin that’s comfortable, easy to ride (apart from that fuelling glitch) and live with, but can still cut it on track, you’re not going to be disappointed with the RC8. If you want the best sports bike full stop, read on.

In many ways the Aprilia is the one we want most. For me, it’s head and shoulders above the others on looks, and the multi-adjustable chassis and engine just add to its exotic allure. If you were lucky enough to have one of these in your shed there’s a good chance you’d spend more time in there than in the house.

Then there’s the distinctive, howling V4 engine itself which goes berserk at 10,000rpm. If the looks fail to get your heart racing, that certainly will. The fact that it handles like a race bike on the road is a less clear advantage. It adds excitement, but does become wearing. And how much?! At Rs 11.7 lakh you have to look at it as a cheap Ducati Desmosedici rather than a competitor to standard sports bikes.

When pushed, none of our testers could say they’d actually spend their own money on an RSV4 Factory.

And so to the R1. Its standard tyres and looks are a disappointment, but those are the only negatives. Though nowhere near as exotic as the Aprilia, its mixture of astonishing performance and ability as everyday transport makes it incredibly appealing to those of us who can only justify owning one bike. The R1 came so, so close to winning this test.

But it didn’t. While the litre bikes were bludgeoning our brains out with their ludicrous amounts of power, the Triumph Daytona 675 charmed us with its mix of real-world ability, brilliant chassis, characterful engine and slick looks. It’s reasonably comfortable – you can tour with luggage two-up if needed – and it’s easy to ride. Yet at the same time it’s fun, exciting and can easily cut it on track. It only lagged behind the others when speeds passed the 210 km/h mark, but in reality how many times does this happen in your average month?

You could argue there’s not the pride of ownership you’d get from the KTM or Aprilia, and you certainly won’t have flocks of people around it like seagulls on spilled chips. But the Triumph is just over half the price of the RSV4 Factory, and was the bike that our testers would actually buy. In that regard it’s a deserving victor and so takes the title of MCN sports bike of the year.

 

In a bid to find the best 100cc commuter bike in the market, BIKE India takes these puny performers on a 350km trip
Words Bunny Punia
Photography Sanjay Raikar

 

When was the last time we had a discussion about 100cc motorcycles? The fact is that these puny little machines are mass segment bikes and make up for more than half the two-wheelers sold in India today. While bigger capacity machines and Indian performance bikes are generally the talk of automotive forums and the letters that we get from our readers, it struck us that we seem to have forgotten this interesting segment of two-wheelers. Flipping through older issues, the last time we pitted 100cc bikes against each other was way back in 2006! A weekend was coming up and what better (and adventurous) way to spend it than on commuter bikes that are at times used to ferry a whole family from one village to another in a hundred milliliters of petrol! This was also the first time we were heading for an overnight road trip on small capacity machines. This could be fun. Was it? Read on…

Our aim was to take a 100cc bike each from every motorcycle manufacturer. Honda, Royal Enfield and Suzuki don’t have a 100cc yet and hence it all boiled down to the Platina from Bajaj, the CD Dawn from Hero Honda, the Star Sport from TVS and lastly the Crux from Yamaha. The Platina and the Star Sport have a bikini fairing while the other two make do with simple road headlamps. The plan was pretty straight forward: ride to Diveagar (a small town on the west coast) through the Tahmini ghats and back to Pune. A round trip of around 350km would not only give us ample time to judge the bikes, but also prove to be a good break from our usual daily grind. The numerous hill sections along this route meant that we would have to rev these small engines hard till the valves popped out and then upshift to make progress. The riders, apart from yours truly, were Ramnath, Varun and Sawan. Monica took over behind the wheel of our backup car while Sanjay was busy with his lens. We finished work early and left the BI office by 4 pm. About 20km
from the office at our first meeting point, Chandni Chowk, each of the riders seemed to have apprehensions about continuing with the journey. Yes, it seemed we have been spoiled lately by the slew of larger capacity Indian bikes. Nonetheless, there was a task at hand and we decided to continue towards Mulshi lake. The traffic had eased up and we decided to stick to 55-60km/h as all the bikes were relatively brand new.

I had chosen to ride the Platina first and it surprised me its comfortable setup. The wide seat is well padded providing a comfy place to pile on the miles. However, being a tad too soft, the padding can give in quickly if you are a heavy rider (like me) making your bum sore within half an hour. The Platina has always been a great value buy and won our 100cc shootout way back in 2006. It also feels the classiest of the lot. The bike’s fairing, a good use of stickers with the silver colour, the alloy wheels, an all-black exhaust, etc., add up to the Platina’s overall good looks. The engine is quite smooth though it has the characteristic metallic sound that is now quite common on most Bajaj bikes. Being the most powerful and torquiest of the lot here, the Platina is always eager to jump ahead in traffic and its throttle response is good for a bike in this class. Leading the group, I decided to increase the cruising speeds to 70-75km/h and surprisingly the Platina didn’t feel strained at all.

We took a small break once the hill section began. Trading in the Platina for the CD Dawn came as a huge surprise. While the former feels substantial, the Hero Honda is certainly diminutive. Sitting upright with the helmet on, I couldn’t even see the handle bars or the speedometer console. The saddle is harder and so is the suspension with respect to the Bajaj. However, we were riding on bad roads and it didn’t take long for me to realize why the CD Dawn does so well in rural markets. Even with a family of four on board, this 100cc workhorse takes all the battering that owners subject it to without a complaint. The CD Dawn is probably as basic as it gets when it comes to looks, but from practicality point of view, it scores very high. The bike feels very spirited courtesy the short initial three gears and is a boon in rush hour traffic. Since we were riding on deserted twisty roads and going beyond 65-70km/h, the Dawn felt a tad underpowered.

Who gets to drive in the luxury of our back up car?	Holy ‘Moo’ly! Sanjay finds some cow comfort
Platina: How could Bunny resist sliding the little Bajaj?	Cd dawn: Sawan takes the most reliable bike here a little too close to the water

Throughout our trip, we were lucky enough to not have the rains spoil our fun. Stopping for another photo-op near the lake, surprisingly different viewpoints regarding our steeds were discussed among the riders. I was eager to get onto the third bike, the TVS Star Sport. Oh boy, was I blown away! This bike is spot-on whether it is the seating posture, the firm yet comfortable suspension or the quality of the parts. In my opinion, the Star Sport matches the Platina when it comes to appearance. The TVS is a smart looker without being overly flashy. It also handled beautifully over broken tarmac with the only grouse being the bike’s thin and hard compound rear tyre that played spoilsport. The Star Sport might not be the fastest of the lot, but over bad roads and around twisties, it was probably the best performer amongst the quartet.

We exited the ghats and headed towards Mangaon on the Mumbai-Goa highway to halt for the night. However, once we discovered that we were getting good and reasonably priced accommodation at Diveagar beach, we decided to go ahead with a night ride approximately another 50odd km to our new destination. The Crux would be my companion now. The roads from here on were very nice and smooth even over the several ghat sections. The Yamaha is the lightest of the lot but it doesn’t impart this feeling while riding. In fact, it feels quite substantial for a 100cc bike. The engine is soft although the gearbox is clunky. The Crux gave me a tough time locating the neutral (between the first and second gears – the only bike here to have a universal shift pattern). It has the largest capacity motor (106cc) and the tall ratios meant that I could stick around the 75km/h mark with ease on straights. Around corners, the Crux does feel a little nervous and not as assuring as say the TVS. We reached Diveagar by 9 pm and headed to MTDC’s resort that is located right on the beach. Two cottages for 3500 bucks seemed like an excellent deal but the ordeal of the air-con in the room not working after 2 am and a million insects was a different story all together. Add to that, the discourteous behavior of the staff and we would not recommend this resort to our readers. Serious discussions over vodka and whisky lasted late into the night and I was looking forward to another day of riding to decide the winner of this shootout.

Blame it on tiredness or sleeping at dawn, but it was only by 10 am that we dragged ourselves out of bed. The beach was just a hundred meters away and we decided to head to the coastline before searching for a good place to have breakfast. Lightweight and thin tyres translated to us having pure fun playing with the bikes on the sand. Small wheelies, long slides or simply riding in the water saw us spending almost two hours on the beach. It was almost noon when we stopped for brunch. I kept switching between the four bikes from time to time on the return journey in order to clear out a few confusions. The harsh sun was nearly killing us and we wanted to reach home ASAP. The four bikes were now given the stick in contrast to the so far restricted 80km/h mark. At a newly discovered kilometer long tarmac stretch closed to regular traffic, the Yamaha Crux even went on to kiss the magical 100km/h reading on the speedometer with featherweight Varun on board. All of us rode in a convoy back to Pune where we regrouped for the last time at Chandni Chowk. Before announcing the winner of our 100cc comparo, let’s recap a bit:

VERDICT
The aim of this shootout cum adventurous travelogue was to see which 100cc bike offers the best bang for your buck. The difference between the cheapest and the most expensive motorcycle here is Rs 2,000. The CD Dawn offers the best value deal. It’s surprising to see a Hero Honda selling for the least amount of money. The Crux seems to chug along well for Yamaha as the next cheapest bike from the Japanese stable retails for an additional Rs 6,500. However, the 100cc Yam is like a jack of all trades but the master of none. It all boils down to the Bajaj Platina and the TVS Star Sport. Way back in 2006, the Platina was Rs 641 cheaper than the TVS. Today however, the difference is just a few bucks. The Platina’s only serious grouse remains its light front end whereas the TVS’ sole disadvantage is its inefficiency to run on the highways for long. The Bajaj has a fuel gauge whereas the TVS has the longest tank range here. Anyway you look at it, buyers will be more than happy with either of the two bikes. This shootout turned out to be tougher than expected and we have a rare case of having a joint winner.

 

Rohit Paradkar leads the R15, Pulsar 220 and the Karizma into a battle for sport touring supremacy
Photography: Eshan Shetty

For every genuine biker, it’s the journey that counts more than the destination. Spice the journey up with a race against time, a whole lot of sport riding, higher average speeds, hundreds of kilometers and voila! you have a new riding philosophy of sport touring. After a busy work week, everyone is looking for a reason to break free on the weekend.

For bikers, this freedom comes in the form of riding for various motives – the road, the destination, work, leisure or just a plain craving to ride with buddies! For us though, it was our longing for some authentic sea food and we were eagerly waiting for an opportunity to raid the Konkan strip. The opportunity came in the form of continued queries from our readers asking us if the R15 was a potent sport touring machine. It gave us a reason to convince our Editors for this shootout and at the same time, achieve our ulterior ‘foodie’ motive.

Five of us chose to ride on the trip – our new entrant, Mihir, BI website workaholics Gauri and Pradeb, me and our young friend and guest photographer, Eshan Shetty. Our first challenge for the trip came while choosing the right kind of bags for our sport touring. The saddle bags were reluctant to go onto either of the bikes as the exhausts were burning the cordura material in no time. Tank bags hence became the obvious choice. But since we had only one of them with us, Pradeb had to continue with the saddle bag while Gauri and Mihir opted for backpacks. Since I was to start off with the Karizma first, the tank bag joined me. The large metal tank had absolutely no problems mounting it on. Pradeb took a while getting the saddle bag onto the Pulsar 220 since it hardly had any hooks, notches, slits or conventional grab rails to use the bag’s tie-downs. He somehow managed to get it saddled onto the rear seat after more than half an hour of struggling around. With the bags in place, we finally set off at 5.30 am.

Our itinerary was simple, take the Tamhini ghat route to reach NH17, eat, enter Roha, proceed to Kashid, eat, relax on the beach, eat some more, go to Pen, proceed to NH4, reach Lonavla, eat, reach Chandni Chowk, sip on a couple of cold coffee mugs and then disperse. Following the same, we started riding towards Tamhini. By the time we reached the foothills of the ghats, Pradeb, who was sweeping, had disappeared. On calling him up he told that us that it wasn’t only him who was ‘sweeping’; his saddle bag had already come off and was sweeping the road surface. He was fortunate that it didn’t get entangled in the rear wheel. After about 20 minutes he joined us again, this time with the saddle bag affixed more firmly.

The radiator may need some protection since pebbles may hit the unit and lead to leaks. Liquid cooling, however, is a boon against overheating	The rear footpegs are high and can be uncomfortable. However, the peg frame can come in handy while attaching saddle bag	The 35W bulbs are insufficient inspite of the two headlight units. The mirror mounts are long and offer good visibility even with a pillion

By now the sun had risen and that meant we had a clearer view of the ghat section. Being a sport rider at heart, I immediately whacked the throttle when the ghats began. But the excitement was cut short. The Karizma’s suspension by default was set to the softest and the bike was carrying the load to two hefty people and generous amount of luggage – making the rear end bottom out every time I threw it into a corner. However, the torquey engine ensured that I could effortlessly climb the ghats with minimal gear shifts. The 220 and R15 were on my tail all along, watching the Karizma’s rear end bounce around like a rapper’s hand gestures. After a couple of kilometers into the ghats, we pulled over near the lake for a brief photography session. While Eshan was busy with the shutter, Pradeb and I firmed up the suspension of the Karizma and 220 to negotiate the twisties better. Once the photos were in the bag, we continued towards the peak of Tamhini, where we planned to have breakfast. With the suspension firmed up, the Karizma felt much better and stable through the twisties, but I would still blame laden weight for making the suspension work too hard. Nonetheless, blaming my weight didn’t stop me from relishing our breakfast consisting of authentic missal-pav (legume curry and bread) and potato pakoras along with chai. After which, it was time to proceed, and we decided to swap bikes. Selfish as you may call it, I took the keys of the R15 for the downhill ghat section. Gauri decided to ride the Karizma now and Pradeb became the pillion on the R15, while Mihir and Eshan got onto the Pulsar 220.

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The whole idea of sport touring was getting clearer now and the bikes were highlighting their vices and virtues with respect to handling. There is a world of difference between the riding dynamics of the R15 and the Karizma. Even with a pillion, the R15’s suspension showed no hints of bottoming out and the bike held its line without any nervousness, thanks to the rising rate linked monoshock which stiffens the damping as the load increases. The tyres were holding onto all sorts of surfaces, however, I would have liked them to be slightly wider to negotiate the loose gravel better. The 150cc mill was in a tune of its own above 6,000rpm and translated into freakishly fast corner speeds as compared to the others. Even with a stuffed tank bag strapped on, it wasn’t difficult to lean the bike into the corners, thanks to the wonderful riding posture. With the right suspension setup, Gauri was enjoying every bit of the ghat riding she was doing aboard the Karizma. She even agreed that the speeds she was able to carry through the corners even with all those bags, was way higher than what she could imagine on her Thunderbird. The 220, however, couldn’t keep up with her – the gas damped shocks weren’t exactly bottoming out, but the main stand kept digging into the road every time Mihir leaned the bike even a few degrees. While the engine offered enough grunt for the twisties, the main stand kept playing spoilsport. This became really unnerving especially on the downhill and slowed him down significantly. In the meantime, Pradeb was having a hard time on the R15’s pillion seat. Though the cushioning was comfortable, the stiffening suspension was making him feel the rough road as the bike negotiated the downhill ghats. Eshan on the other hand was irritated with the hard cushioning of the 220’s pillion seat. This was a good time to evaluate the pillion comfort of the Karizma then. Pradeb hopped onto the Karizma and the soft, wide pillion seat immediately proved its supremacy over the other two. The Karizma offers an incomparable rider comfort too, thanks to its upright seating and tall handlebars. The 220 has similar rider poise and hence Mihir found the 220 more relaxed than the R15 he was riding before. He especially liked the positioning of the handlebars, which inspite of being clip-ons, are not placed as low as the Yamaha. However, comparing the R15 with the 220 and the Karizma in terms of rider comfort, I strongly believe that it’s just a matter of time getting used to the R15’s riding posture. You can manage to sit upright on the bike once in a while without disturbing the riding dynamics, to prevent pain creeping into your wrists, shoulders and back. Once you get used to it, it can be comparable to the 220 or Karizma, if not better.

The bright console looks great during the day as well as the night. Inclusion of a digital clock is a boon for touring. The fuel guage is accurate	The headlight beam is inadequate. The windscreen offers good wind protection. The mirrors are properly placed	The love it or loathe it red springs do their duty to the fullest and provide great comfort for the pillion as well as the rider

Once the ghats were over, we hit NH17 to enter Roha. While reconfirming the route to Kashid with villagers on the way, we got weird stares from people, especially for the alienish riding boots and for the big girl riding the shiny red Karizma. Instead of basking in the attention she got, Gauri chose to be pillion now on the R15 with Pradeb taking over the Yamaha’s reins. I swapped seats for the 220 and Mihir and Eshan got onto the Karizma. The route to Kashid from Roha was pretty much straight but with a lot of broken patches in between. The Karizma instantly went back to its CRF230 roots and blasted past the rest of us like a true blue off-roader, absorbing each and every bump, pothole and undulation that came its way. The 220 too absorbed the shocks very well, but with a clanking sound of the main stand over every pothole. The R15 broke a sweat on these patches with all the sporty paraphernalia around it, thin tyres and with Gauri’s continuous complaining about the discomfort, Pradeb had to ride significantly slower than the rest of us. After the pothole turmoil was over, a brief section of the ghats commenced again. A few tens of curves and a long left hander hairpin welcomed us with the sight of the vast beach visible through the silhouette of the tall trees. We had reached Kashid.

Mihir and I pulled over into an empty spot next to a shack. After about ten minutes, our Bengali babu arrived with a wide smile inside his helmet. All the pain he and his pillion went through on the rough patch was negated with the exciting roller coaster ride in the twisties that followed. This time it was not only the villagers but also the tourists who were attracted to the sight of the flashy bikes and the armored riders. All these bikes has a distinctive design element that guarantees a second look – be it the big bike stance of the Karizma, the projector headlamp and futuristic design of the 220 or the miniature superbike styling of the R15.

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Before long, Eshan engaged himself in shooting some statics while Gauri and I decided to hunt for a good eatery. Since the food in most restaurants in Kashid is made fresh, it takes almost an hour to be served. So with the order placed and the advance paid, we went back to the beach for some more photos.

With over an hour spent in the whole exercise and burning a few calories pushing the bikes in and out of the sand, we went back for the food! The five of us filled into the seats next to the dining table like water fills up empty potholes during heavy rains (a few of us flowing out owing to our massive overtures). The food was served onto the table; the sight and the scent were truly amazing. The succulent slices of surmai fry, the spicy yet tangy authentic flavor of Konkani prawn curry and steamed rice and the solkadhi (chilled drink made from kokam and coconut milk) made every kilometer of the long ride worthwhile. We enjoyed the food so much that we didn’t care for the extra time we spent at the restaurant stuffing our faces. Once done, we realised that we had been devouring the food for over two hours! It was time to devour some miles now. We had to ride back to Pune.

The bags went back onto the bikes and the gear went back onto the riders. The immediate itinerary was to reach Pen and proceed towards the NH4. The way to Pen had fast straights but the bikes had some unexpected behavior in store for us. The Karizma’s smooth engine is a revelation even at speeds in excess of 120km/h but the bike started wavering as head wind hit us. The tyres felt slightly skittish. Astonishingly though, the 220 did not face the same issue in spite of a similar quarter fairing design. The R15 tackled headwind quite well, but the moment we changed the direction a bit and the wind flowed side on, the R15 too started wavering, making us want a wider contact patch again. Once the windy part of the ride was over, we needed to go through a couple of narrow Konkan village roads which also happen to be the only route for State Transport buses thus making overtaking a nightmare. This was where the Karizma and the 220 highlighted their displacement advantage. While the R15’s 150cc motor needed a bit more effort and downshifts to gather speed and overtake, the 220 and the Karizma rolled on in a jiffy even in higher gears. Slowly darkness set in and things got even worse for the R15. In spite of the two R1-inspired headlights, the rider on the bike isn’t able to see far enough. It was a similar case with the Karizma. Pradeb who had moved back to the 220 now, raced ahead of both the bikes with the brilliant illumination provided by the projector headlamp on the Bajaj. Unfortunately, he went ahead so much that he left us far behind and ended up taking a completely different entry onto the NH4. The R15 and the Karizma stuck together for combined illumination till Khopoli. I had left my tank bag on the R15 so I took it back from Mihir since I needed the water bottle. This move came in as a boon since the lowered handlebars of the R15 make it difficult for the rider to see the console when the tank bag is strapped on. The puny range of the fuel tank had already hit reserve and Mihir didn’t notice it because of the tank bag. Fortunately for us, a fuel station was close by. After a refill, we got onto the NH4 and caught up with Pradeb on the expressway. After the reunion, we decided to stop at Lonavla for dinner, where we discussed the good and bad aspects of all the bikes, our experiences as a rider as well as a pillion and other factors that matter for a sport tourer.

The headlights are the best in class but the mirrors fail to reflect anything except the rider’s biceps. Unbreakable blinker mounts a positive feature	The gas damped suspension aids handling and absorbs potholes, but is not too good for pillion comfort even at the softest setting	Fuel injection ensures optimum engine performance even at higher altitudes where the air density is thinner than normal

Sport touring needs you to maintain a high average speed, you enjoy corner carving at a fast pace, blast through straight open highways, and make it to your destination with enough time in hand to indulge in activities you relish. That we were doing it as a group of rider buddies came as an icing on the cake. Fortunately for me, I have owned all the three bikes we rode for a long tenure at some point in time. They have their own strengths and weaknesses due to which each bike tends to gain or lose time. The 220 is a potent tourer. The equipment levels are up to mark and the fuel injection comes in handy while riding at high altitudes. The engine, though noisy, packs in a good punch. This characteristic should attract the riders who take the noise from the engine and the vibes as a communication channel with the machine for feedback. The 220’s headlights are the best in class and make sure you don’t lose time at night. Lose the main stand and the bike is a great handler – capable enough to scrape the exhaust while cornering. The 220 may not be able to house saddle bags well and the pillion seat is too hard for two people to ride but its real strength lies in riding with only a single person onboard for whom a tank bag is enough. All you have to live with is the harshness of the engine and the suspect reliability of the electronics. The R15, on the other hand, hasn’t failed me on the reliability yet. The bike made us all open our mouths in awe with its limitless capabilities. In spite of being an outright sports machine and just 150cc, it tackles highways as well as corners with ease. Liquid cooling and fuel injection help maintain optimum engine performance irrespective of the temperature and altitude. Of course, it doesn;t match the mid-range torque of the bigger capacity singles that let you just whack the throttle open in any gear to pass annoying traffic, but it still manages fairly well on that count. The headlights are a big disappointment though and will make you lose a lot of time during night rides. But with its unrivalled handling and significantly higher top speed, the R15 saves a lot of time during the day. For sport touring though, this Yamaha will ask for good roads, will come at a high price and will still not impress your pillion much – again making you ride solo like the 220.

Verdict
That leaves us with the Karizma. The six-year old workhorse is still the best in the touring business. It can carry out each and every chore of sport riding with utter ease. The bike can house a tank bag without hiding the console and can even accommodate saddle bags – the smaller variety that is. Pillion comfort is the best in class and the engine will not cough even with the weight of two people and a weekend’s worth of luggage, thus making sure you don’t need to leave your better half behind (which may act like a double edged sword for obvious reasons). The relaxed ride along with the silent and smooth Honda engine may seem boring to many, but induces the least amount of fatigue while on the comeback run – and that really matters a lot. When the Karizma was introduced six years ago, its body design was compared to that of the Honda VFR800 by some. Thankfully, that’s not where the similarity ends. In almost all respects, the Karizma can easily pass as a miniature single cylinder version of the Veefer which is undoubtedly one of the best sport touring bikes in the world. The Karizma still remains our choice, not only for touring, but for sport touring as well!