New Bike First Impression

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.

A heavy dose of cosmetic as well as engine updates mark the birth of the new Karizma ZMR. Bunny Punia gives it the stick to see if the bike has been worth the wait
Bunny Punia, Photography Sanjay Raikar

The previous night had been very interesting with a live band and an open bar taking care of a select few journalists who had been flown in for an exclusive first ride of the new Karizma. No matter how much I pestered the Hero Honda guys to divulge some dope on the new bike, it was futile. It was half past six in the morning the next day when I was about to finish my second cup of hot tea in order to awaken my half sleepy brain that I happened to hear a rather familiar exhaust note. Minutes later, the first look of one of the most awaited upgrade in the Indian two-wheeler industry more than livened up the lazy bum in me. A full body kit, exciting graphics and tweaks here and there – the wait for the new Karizma, or the ZMR as the company puts it, seemed worth it.

The sharply designed front headlamp looks great and seems to have been inspired by the Suzuki GSX-R and the Triumph Sprint. The slot for the pilot lamps is swept back giving a sporty look. The black visor is probably the biggest on any Indian bike and the fairing mounted rear view mirrors not only look good, but as I found out on the ride, serve their purpose well. The same air-intakes on either side of the lamp and the “oil-cooled” stickers hinted at a more powerful engine. Side on, the indicators are integrated into the panels like the current bike and the fairing ends near the brake lever like commonly seen aftermarket jobs. The difference here, however, is the quality – the plastics seem durable with an up market fit and finish. The side panels are the same with a slight bulging rear and the new split grab rail along with the striking LED tail lamp assembly give the rear a pleasing look.

 

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The spoilsport here is the skinny rear tyre. This will be the first modification most owners will end up doing, I reckon. With a rather muscular and big fairing, fitting a wider, say 120mm rear tyre would have added more muscle to the overall look in my opinion. You can’t help but notice the rear disc brake and the GRS equipped rear shock absorbers. The changes don’t stop here. Swing a leg over the bike and once seated in the comfortable well padded seat, you will notice the forged aluminum clip-ons. As with Hero Honda, the execution is superb but what really strikes you is the complete digital display unit. A la Hunk styled chromed counter in the middle serves as a tachometer with a display for speed (ourtesy the contact less magnetic sensor, the speedometer is very accurate) on the left, fuel in the middle and trip meter and a real time fuel economy display on the right. There is also a programmable welcome display which can be altered as per the owner’s requirement. Want to impress your girl? You can get her name to be displayed each time the ignition is switched on!

Thumb the starter and the engine fires into life. The Karizma has always been a smooth operator and with Honda’s famed PGM-FI finding its way in here, the 223cc engine feels a touch more refined. Yes the engine capacity remains the same, however, there are a lot of changes to the motor. The idle air control valve ensures automatic stabilization of rpm over all terrain (a boost for tourers), the FI unit eliminates the need for a choke and the twelve Orific injector nozzles ensure a highly atomized air-fuel mixture for better combustion and efficiency. All this along with other high tech features in addition to a slight retuning sees the maximum power go up marginally to 17.6bhp or 17.84PS at the same rpm. The maximum torque remains the same though. These figures might be disappointing for those seeking more juice from the Karizma. The ECU unit also has six sensors for various functions including intake air temperature, oxygen sensor, etc.

The Karizma’s motor has always been in a relatively soft state of tune. This one too feels the same. The throttle response isn’t very sharp or jerky, the way it gains speeds in any gear is seamless and the engine seems to be barely bothered even when pushed near the redline. The slight increase in power can hardly be felt and this is reflected in the performance figures that I managed. A 4.9 second 0-60km/h timing with me on board is more or less the same as the previous bike’s 4.7 second timing with a 70kg rider. What has changed though is the way the bike reaches high speeds and its ability to maintain the same for prolonged distances. The icing on the cake comes in the form of better efficiency and we won’t be surprised if the ZMR manages 45kmpl in the city with ease. This bike remains a stunter’s delight – wheelies, stoppies and rolling burnouts – it delivers when given the stick as is evident from the pictures on these pages.

The handling remains as sweet as ever, though in the wake of increased competition, the front seems a tad too soft for serious riding around the twisties or on the track. However, the suspension shines when ridden on broken roads and the bike’s ability to dismiss such patches with ease is hard to match by the competition even today. The rear now gets the GRS suspension from the Hunk and is a step in the right direction. The rear disc brake, a Nissin unit, works well and the feedback is great. The front tyre has been made slightly wider (80mm against the older 70mm) and the ZMR runs on tubeless tyres. The bike now sports a louder dual horn for keeping away heavy traffic on the highway.

With all these changes in place, we expect a premium of around Rs 15,000 to Rs 18,000 over the current Karizma that will continue to sell alongside the ZMR. This will make the bike close to a lakh on the road. Perhaps the enthusiasts who have been waiting for something powerful might not feel the price tag to be well justified. Nonetheless, visually and technologically, the ZMR is a huge step forward. The list of standard features is impressive too.

Watch out for an exhaustive road test in our next issue. Visit www.youtube.com/bikeindia for videos of the ZMR.