Yamaha have brought their street weapon to the showrooms in our country. We find out how this new entrant fits in the Indian scene
Story: Adhish Alawani
Photography: Sanjay Raikar
Yamaha have brought their street weapon to the showrooms in our country. We find out how this new entrant fits in the Indian scene
Story: Adhish Alawani
Photography: Sanjay Raikar
The motorcycle market in India is expanding at an unimaginable rate and the big bikes have been contributing their mite to this expansion. Though not through sales figures, the variety of motorcycles available in the market has gone up considerably: from supersports to hypertourers and entry-level cruisers to muscle bikes. However, the most suitable in all these for India are street bikes. Most of the big bike players in India introduced their urban street machines long time ago and the one who had missed out on a strong contender initially has offered one now. Yes, we are talking about the Yamaha FZ1 – the naked, litre-class urban machine.
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Though the bike was introduced late last year, we didn’t get a chance to ride it then. The moment we got our hands on one, however, we didn’t feel like giving it back! I have reviewed as many as five V-twins of late and the feel of getting back on an inline four had to be unique.
To start with, the FZ1 is a beast that makes an impression right from the first glance. The meaty tank and the sharp, angular headlamp sitting at the front make for a masculine façade. The naked part of the bike exposes the huge 998-cc engine beneath the solid twin spar frame. The mighty front tapers drastically towards the short and stout tail. The big, plain black exhaust is the only part that fails to impress on the styling front. The earlier version of the FZ1 used to have a silver tip to the exhaust and without a doubt it looked more striking than the current one. The bike looks gorgeous with its frame and engine painted in matte black, topped with a pearl white tank. Look at the FZ1 from any angle and the one thing that makes itself highly noticeable is the compactness of this machine while not taking away the aggressiveness that certainly makes its presence felt on the streets. The short wheelbase (1,460 mm) and a tall seat (845 mm) take the credit for this compact look.
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Essentially, the FZ1 is powered by a 998-cc motor that comes from an older generation R1 that was being sold from 2004 to 2008 before the engineers at Yamaha came up with the crossplane crankshaft. No doubt, the engine has been detuned, but not so much as to give one the feeling of lack of power. Basically, different camshafts have been used in the FZ1 from what were given in the R1 and this has also brought down the rpm at which the peak power is produced. With 150 PS of peak power and an extremely impressive 106 Nm of maximum torque, the FZ1 has a lot to offer. However, leave aside that top end power and look at what the bike offers for typical Indian road conditions. It was nothing short of mind-boggling to see the kind of response and drive the bike offered from the lowest possible rpm. The FZ1 quite literally pulls from as low as 1,300 rpm in as high as the third and fourth gears to offer perfect rideability in the crowded streets that force one to vary riding speeds all the time. The bottom end of FZ1 is unimaginably strong and that is what makes for its biggest plus point. At the same time, it’s not as violent as its competition. The front stays planted even under abusive opening of the throttle all the way until the red line. It wasn’t feasible to do high speeds during the short period of time the motorcycle was with me, but it still was enough to make me realise that the lack of a quarter fairing or a windscreen will make long highway journeys tiring due to wind blast.
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One major update for the FZ1 came in 2006 when its tubular frame was replaced with a twin spar one that offers excellent handling. The riding position is fairly comfortable without taking away the tiny bit of sportiness offered by the slightly low-set handlebar. Though we didn’t get enough time to exploit the handling capabilities of this bike round the corners, whatever we experienced was impressive. The bike is happy to lean and comfortable even while powering out of corners. Though the bike shares its engine with the R1, it’s not as vicious in the higher revs, but instead feels a lot more user-friendly all round the rev range and through the corners.
On a concluding note, I would say that the FZ1 is a very practical machine considering its tremendously strong bottom end. The upright posture is good and easy on the palms. Light clutch lever action makes it an easy bike to ride around the town. The only place where the FZ1 might suffer is on fast highway rides where wind blast might be troublesome for the rider at speed.
All said, the FZ1 comes with a price tag of Rs 10 lakh (OTR, Pune), which is much lighter than that worn by its competing litre-class street bikes. Our take? It came late, but it came strong!
The long wait is finally over. Though the big bikes arrived in the country long time back, the affordable options were still absent. So, what Kawasaki and Bajaj do? They brought in the Ninja 650R – a pure sports tourer machine with a tag of Rs 4.57 lakh (Ex-Delhi). 
The long wait is finally over. Though the big bikes arrived in the country long time back, the affordable options were still absent. So, what Kawasaki and Bajaj do? They brought in the Ninja 650R – a pure sports tourer machine with a tag of Rs 4.57 lakh (Ex-Delhi).Now that is what we call as the smartest move one could have made in a market like ours. Here’re the first ride impressions of the Kawasaki Ninja 650R that has blown us off with its potential and price!
Put the bike around corners and the handling of the Ninja will continue to impress you. Though the softer suspension doesn’t give a solid feel when leaned over, it doesn’t make the bike nervous in any case. The monoshock is seven-step adjustable for preload giving you an option for a slightly stiffer ride too. Also, with the monoshock connected directly to the swingarm without any linkages, there is hardly any flex. 
Bajaj Auto has filled the void in its Discover family of bikes by launching the Discover 125 DTS-i again. It has a different character from the earlier one and a lot of water has flowed under the bridge since then too. So how does the new one fare against the bunch of 125s out there? Piyush Sonsale answers 
Ducati’s Multistrada is supposed to be an all-rounder. Adhish Alawani swings his leg over one to find out how
At a first glance, this Ducati looks a little weird; difficult to suit my taste of styling. I love the way Ducati styles their bikes otherwise. In fact, why me, the whole world loves them. The 916 revolutionized motorcycle designing. And of course, we love the new age 1198 or the Monster or the Streetfighter. But the Multistrada is something whose styling has not been talked about much; and there are reasons for that. Being a dual-purpose machine, it definitely is tall with long suspension travel, raised handlebar and high seat – which is all perfectly fine. But look at the front end and the beak coming out from under the cross-eyed headlamps. It’s ugly. And weird. At the rear, is a sharp tail topped with grab-rails that double up as a base platform for your luggage. The twin slim exhaust pipes on the right hand side look a little small for the size of this bike. Actually, the Multistrada, as a whole, isn’t a bad looking bike. It’s good, but does not live up to the standards of art that Ducati has otherwise set and that’s mostly just because of that front end which reminds me vaguely of Uncle Scrooge from Duck Tales.
The Multistrada 1200 is powered with an 1198cc 90-degree v-twin engine borrowed from the 1198 superbike. The difference is that this one is detuned to 150PS from 170PS of the 1198 – now that’s not much of detuning and for a dual-purpose bike, it’s a lot of power too. With 150 horses available for unleashing at the twist of the right wrist, the Multistrada was getting to be a lot more fun than expected. Manoeuvrability through the city traffic was easy but the v-twin was irritating a bit with its jerky response every time the throttle was opened or shut. I knew about the electronics that govern this motorcycle and decided to play with them a bit to see if this issue can be addressed. Going through the big, white backlit digital instrumentation console, which displays a lot of data, I reached out to the ride mode setting. Toggling through the modes, I shifted from Sport to Urban and experienced something that I hadn’t imagined. I had read a lot about the greatness of the electronics on the Multistrada but experiencing is believing and it was really very hard to digest the kind of change these electronics had brought about. The throttle response got retarded and power came gradually enough to give a very smooth ride in the city traffic. The sudden engine braking on throttle roll-off disappeared.
The Multistrada had become way more sane and manageable now. So how does this work? Basically, the Multistrada has four riding modes – Sport, Touring, Urban, and Enduro. The ride-by-wire engine management offers four different mappings for these four different modes. The throttle response is quickest in the Sport setting and goes on decreasing gradually in the consecutive modes. To make it even more complicated, the maps vary the throttle response all the way through the rev range and also with the gear selection and engine load. The peak power output in Sport and Touring is the same at 150PS but it has been slashed down to as low as 100PS for Urban and Enduro modes. And it doesn’t end there. The Multistrada comes with DTC (Ducati Traction Control). Of course, there is an option to switch the DTC on or off. But the real fun is in the way the DTC synchronizes itself with the modes that we discussed 
earlier. For the first three modes, the DTC works on the same setting. However, in Enduro mode, the DTC modifies itself in a way so as to allow you the slides in the dirt to some extent without completely switching itself off. It’s like an optimum balance between letting you slide the bike without the electronics losing control over the bike. Impressive to the nth degree.
DTC senses the front wheel popping up in the air, it cuts off the power just enough to keep the bike planted on the ground. The DTC also senses rear wheelspins and manages power delivery to the rear wheel accordingly so as to make sure that you don’t lose traction. Switch off the DTC and you have all the access to the stunts you intend to do.
techno-polymer section that contributes to its strength. The suspension comprises 50mm USD Marzocchips up front and a multi-adjustable Sachs rear shock with a remote preload knob. The higher version of Multistrada, that is the 1200S, replaces these with Ohlins, which are completely electronically adjustable suspensions giving you an additional option of raising or decreasing the ride height as suited for the road and ride conditions. The Multistrada comes equipped with Pirelli Scorpion Trail tyres that have been developed specially for this bike and are suitable for road as well as dirt. However, they aren’t good enough for hardcore off-roading.
from the rider’s chest to a great extent. Off the road, the bike is brilliant too, with 170mm suspension travel and traction control that allows you slides but keeps the bike well under control. The 189 kilos of dry weight is on the lighter side on tarmac but is slightly heavier for Enduro riding. Maybe, that’s also because I am personally not used to doing a lot of off-roading.
Captions:
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