New Bike First Impression

Adhish Alawani lays his hands on the Hyosung GT650R , one of the bestsellers in Australia and Europe, which is now on its way to India!


Photography: Sanjay Raikar

About two-and-a-half years ago, the litre-class bikes made their way into the country. That is when the rich enthusiasts got excited and started buying motorcycles with in-line fours displacing 1000cc. We, at BIKE India, have been talking about the impracticality of litre-class bikes in a country like India since then. We neither have the roads, nor the sense and ability to handle the power that goes in excess of 170PS. What, then, is it that we need and should have in our market? A middle-weight 600cc category bike that produces adequate power, which even a first-timer at multi-cylinder machines can tame and relish. Probably yes, and Hyosung decided to give it a serious thought. The result? The GT650R is on its way to India!

Last month, we got an opportunity to take the GT650R out on a daylong ride and, boy, were we impressed!

The GT comes powered with a 90-degree V-Twin motor that produces 80PS of peak power. But what really leaves a lasting impression is the awesome mid-range and top-end delivery. The powerplant revs freely all the way past 10,000 rpm. Though we did not get enough of a stretch to red line even the third gear, we were mighty impressed with the speedo reading 81 km/h in first gear and 135 km/h in second gear at red line. Going by these speeds and considering a six-speed box mated to the V-Twin, speeds in excess of 200 km/h seem to be easily achievable. The vee configuration also assures a good amount of torque, 67 Nm to be precise, that really kicks in at 7,250 rpm. Like a typical V-Twin, the GT650R delivers the right punch in the right fashion and delights you as you zip through crowded streets.

 

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For the 2010 model, Hyosung has handed over the carburettion duties to fuel injection on the GT650R. The power of the bike is manifested on the roads through Bridgestone Battlax BT56 160/60-ZR17 (rear) and 120/60-ZR17 (front). Not only does the Battlax rubber lend awesome grip on a dry surface, it holds its own on a wet one too (the erratic July rain allowed us to try out the tyres in both conditions). While the tyres succeed in instilling a lot of confidence around the corners, much credit also goes to the chassis and suspension. The trellis-type twin spar frame is nimble yet stable.

The fully adjustable front suspension and preload adjustable rear monoshock do their job brilliantly by giving adequate feedback to the rider. The whole package of the chassis, suspension and tyres aids the GT in superb handling and lets you push your limits around corners. The riding posture is also a major plus point of this bike. An agreeable combination of sufficiently aggressive and adequately relaxing postures makes the GT650R a bike that can be enjoyed on weekend rides through twisties as well as everyday rides within the city. The fairing is good enough and takes aerodynamics seriously to protect you from wind blast at high speeds.

Talking of fairing, the bike’s a styling that seems to be taken from various places and put together by the Korean manufacturer. The twin projectors stacked one above the other give the bike a feel of the MV Agusta F4. The two vents on either side of the headlight are a little out of proportion and non-functional. The short wheelbase, tall seat and meaty body lend a lot of aggression to the motorcycle. The tail lamp seems to have taken cues from the new Gixxer. The white backlit digital speedometer is accompanied by an analogue tachometer.

Overall, the bike carries the attitude of a proper supersport machine that is going to attract a lot of attention. (Well, I can say that for sure after the innumerable enquiries we got from all those who saw us ride the bike on the streets!) There are a couple of downsides that we noticed as well. The brakes have a little spongy feel. Probably, this particular machine that we were testing had it and needed a little bit of bleeding. Secondly, the fit and finish of the bike is not up to the mark that the international competitors have set.

There is one factor that finally forces us to ignore the downsides and that is the price of the GT650R. At approximately Rs 3.75-4 lakh (ex-showroom), the Hyosung is a steal. You get adequate power, awesome handling, styling to attract every other girl on the street and the attitude of a middleweight supersport machine at a price that is not prohibitive. Expect the bike to hit the market some time before Diwali. Until then, flip over to the Hyosung ST7, a feast for the cruiser fans!

A cyclist who yearns of representing the tricolor around the world

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There aren’t many Indians in today’s world who have the desire to represent their country on an international level, although they themselves want to be famous. The young generation just wants to follow the western culture and live like a westerner even in their own country. But sometimes, amongst the mist rises a brave soul who still wants to do something for the country and Harman Sharma is among those few individuals who have a burning desire to make the country proud.

Harman is a cyclist who has participated in many cycling events around the country. A few of those events include the Mini Olympic, the Kila Raipur, the Mumbai Cyclothon, the Pune Baramati race and the Al- Kalam cycle race (Delhi). His latest weapon of choice is the Scott Plasma 20. A bike that was developed by Scott cycles in collaboration with team HTC-Columbia, one of the most prominent names in the highly respectable Tour De France race. Harman hopes to make India proud by making it big in the world of bicycling. We wish him the very best!

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SCOTT PLASMA 20

Harman’s latest bike is this sleek and tech filled Scott Plasma 20 triathlon bike. Scott cycles are among the top bicycle manufacturers in the world and have a reputation for building some of the best bikes that also participate in the prestigious Tour De France. This particular model features carbon fiber body parts along with ergonomic and comfortable seating. The engineers at Scott cycles developed this bike in the wind tunnel to achieve an aerodynamic shape, hence you do not see the clutter of brake lines running down the frame or any other thing that might create drag. At just 8kg, this bike is meant for competitions and because of the technology used it is surely the bike to watch out for. All this technology doesn’t come cheap. This particular model is priced at around Rs 2 lakh (In India).

Photos: Harman Sharma

Sarmad Kadiri leaves his performance bike behind and rides the new TVS Max4R to get a feel of the other end of the two-wheeler spectrum
Photography: Sawan Hembram

It was 5.30 am and the board overhead read: Ahilyabai Holkar Vegetable Wholesale Market, Indore. Soon three men wobbled in astride their new bikes, balancing a mountain of gunny bags filled with vegetables, all tied to their pillion seats. I thought to myself, ‘Are they crazy?’ The riders parked their bikes and I could sense their feeling of bewilderment as they looked at me with my riding gear on. I suppose they must have concluded that I was either an alien or a mad man, because no one wears a helmet in the entire district, let alone full-fledged riding gear. So, the feeling of bewilderment was mutual.

The new bike in question was the TVS Max4R, designed specifically for traders and farmers, who carry their goods or agricultural produce on bikes. We’re talking about milkmen, greengrocers, vegetables growers and farmers, all of whom form a very large yet untapped buyer segment in India. Based on the Star City, the Max features a 109.7cc engine, but with some modifications, such as a bigger oil pump for better lubrication, chrome-plated piston rings and improved crankshaft bearing. Plus the clutch comes with heavy-duty springs. All this, combined with the new sprockets, gives the bike a solid mid-range, which is what the target audience of the Max4R needs.

Obviously, the top speed is of no consequence for them, especially with three jute sacks loaded on the rear. The tank is similar to that of the Star City, but it sheds the front fairing to sport a round headlight and matching indicators and also a mobile charger. The sturdy metal front mudguard comes straight from the Max 100 and the split seats’ rear portion can be detached, thus making the bike ideal for carrying assorted goods. Interestingly, the main stand has a much wider base to keep the bike stable even with a heavy load on it. Even the rear tyre is specially made to endure excess weight. It has two pairs of rear shock-absorbers. While the first pair does the regular job of a suspension, the second set acts like helper shock-absorbers that come into play only when the bike is overloaded.

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I rode the new TVS with a load of over 150 kg of vegetables and then with large milk cans attached to the sides. It is insane to ride with this kind of weight. However, compared with an average commuter bike crudely modified to handle excess weight, the Max4R wins hands down. It has a good low-end power and a crisp mid-range, which is ideal for this bike.

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Riding on the narrow, chaotic roads near the vegetable market, I managed to reach 70 km/h on the speedo without any load on the rear, which is decent for this segment. However, when I trod on the brake in an emergency, the whole load of vegetables slid forward, its weight on my back, forcing me to slide onto the tank. The bike came to a halt a couple of meters farther than it would normally do. Offering a disc brake is out of the question for a price tag of Rs 37,590 (ex-showroom, Indore). To be honest, TVS is walking on a very thin line here. On the one hand, it is their corporate responsibility to provide a more secure, well engineered and affordable bike that can be used as a goods carrier. On the other, the fact remains that bikes in general have not been designed to lug loads around, even though it is a common practice in our country. Actually, it remains a grey area, for the Indian law does not specify whether carrying goods on bikes is legal or not.

Overall, the TVS Max4R is a good package, keeping in view its niche market. It is not designed for a beauty pageant or to win a drag race, but what you get is a sturdy, affordable and practical workhorse in every sense.

Love it or hate it, the Honda VFR1200F is here to change all your preconceived notions about touring

In spite of the heavy bulk and the touring character of the VFR1200F, getting the knee down on this one is not tough. Superb handling and easy maneuverability are strengths of the Honda.

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The VFR1200F looks ugly to some. Trust us guys, it’s stunning in flesh!

N for Neutral, D for Drive and S for Sports. We love this auto ‘box on a bike!

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Button for up shifting and down shifting gears? Yes. The “-“ button is for downshifts while there is another one with a “+” on it on the other side which does the upshifting!

Parking brake for motorcycles are important for bikes like the VFR, that are equipped with an auto boxes. The black lever on left handlebar does the job in this case

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

 

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

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

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

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