Bike Reviews in India

Rs 50,000 shootout

January 10, 2011 by Bike India Team Leave a Comment

After countless hours of debate and visits to showrooms, the most eagerly awaited day in your life is here. This is going to be one of the most important purchases of your life and you don’t want to make a mistake. Naturally, because it’s your hard-earned money and post-purchase regrets are expensive.

Do-gooders that we are, we have short-listed the best that the market has to offer within the ` 50,000 bracket and dissembled every nut and bolt to arrive at one conclusion – the best motorcycle in the market. Saeed Akhtar plays judge, jury and executioner

Bajaj Discover 150 Price: Rs 52,150 Engine Capacity (cc): 144.8 Power (PS): 13@7500rpm Torque (Nm): 12.75@5500rpm 0-60: 5.79s Roll-on 30-70kmph (3rd Gear): 6.83s Top Speed (km/h): 110.2 Fuel Efficiency (kmpl): 63	Hero Honda Passion Pro (KS) Price: Rs 49,780 Engine Capacity (cc): 97.20 Power (PS): 7.50@7500rpm Torque (Nm): 7.50@5000rpm 0-60: 12.30s Roll-on 30-70kmph (3rd Gear): 12.94s Top Speed (km/h): 85.3 Fuel Efficiency (kmpl): 71.7	Hero Honda Super Splendor Price: Rs 52,717 Engine Capacity (cc): 124.7 Power (PS): 9.13@7000rpm Torque (Nm): 10.35@4000rpm 0-60: 6.99s Roll-on 30-70kmph (3rd Gear): 11.18s Top Speed (km/h): 100.83 Fuel Efficiency (kmpl): 73.25
Honda CB Shine Price: Rs 51,218 Engine Capacity (cc): 124.6 Power (PS): 10.4@7500rpm Torque (Nm): 10.9@5500rpm 0-60: 7.04s Roll-on 30-70kmph (3rd Gear): 8.37s Top Speed (km/h): 100.4 Fuel Efficiency (kmpl): 78.75	Honda CB Twister Price: Rs 50,100 Engine Capacity (cc): 109 Power (PS): 9.13@8000rpm Torque (Nm): 9@6500rpm 0-60: 6.99s Roll-on 30-70kmph (3rd Gear): 9.09s Top Speed (km/h): 93 Fuel Efficiency (kmpl): 71.25	Suzuki SlingShot Price: Rs 49,914 Engine Capacity (cc): 124 Power (PS): 8.60@8500rpm Torque (Nm): 10@6000rpm 0-60: 7.65s Roll-on 30-70kmph (3rd Gear): 13.99s Top Speed (km/h): 96.75 Fuel Efficiency (kmpl): 59
TVS Jive Price: Rs 48,955 Engine Capacity (cc): 109.7 Power (PS): 8.5@7500rpm Torque (Nm): 8.3@5500rpm 0-60: 8.16s Roll-on 30-70kmph (3rd Gear): 8.81s Top Speed (km/h): 94 Fuel Efficiency (kmpl): 62	TVS Flame SR 125 Price: Rs 50,444 Engine Capacity (cc): 124.8 Power (PS): 10.5@7500rpm Torque (Nm): 10@6000rpm 0-60: 6.77s Roll-on 30-70kmph (3rd Gear): 8.16s Top Speed (km/h): 100.8 Fuel Efficiency (kmpl): 69.4	Yamaha YBR 125 Price: Rs 52,900 Engine Capacity (cc): 123 Power (PS): 10.88@7500rpm Torque (Nm): 10.4@6500rpm 0-60: 6.41s Roll-on 30-70kmph (3rd Gear): 9.87s Top Speed (km/h): 102.7 Fuel Efficiency (kmpl): 57.5

Design, build quality & reliability
Design might not be as much important in this category as fuel economy, price, power and reliability. Nevertheless, it does mean a lot to most buyers. All the bikes mentioned in this article have design characteristics to appeal to a wide variety of customers. The most staid looking bikes here are the Splendor Pro, TVS Jive, Passion Pro, Shine and Discover 150, and for obvious reasons. These bikes are not meant to elicit a ‘Wow!’ at first dekko. They are meant for people who put practicality above everything else. To them design is just a part of the package that comes with the bike. The Yamaha YBR 125 treads the safe line by adopting almost all the tried and tested styling cues from is predecessors – the Fazer and Gladiator – which is not a bad thing in itself. On the other hand, the Twister, Flame and SlingShot have contemporary design elements that may entice the youngsters and the young at heart better than the other six bikes mentioned in this article. Strong and bold lines present on the Flame, Twister and SlingShot are solid and give a rich character to them. Owing to this contemporary design factor these bikes stand out on the road, giving a feel of exclusivity among the horde of other two-wheelers.

Build quality plays a big role while buying a bike as it has to withstand the test of time without bothering its owner much. Various components on the bikes have to prove their reliability from time to time. The Hero Honda and Honda bikes score very well on this count. Our long-termers have shown us that these bikes are least likely to trouble their masters in the long run. The fit and finish of Hero Honda and Honda products have always been considered among the best in the country and there is hardly any other bike that matches them. Next in line are the Yamahas and Suzukis. The fit and finish on the Yamaha and Suzuki products is usually good. However, the two bikes (Yamaha YBR 125 and Suzuki SlingShot) mentioned in this article are fresh products and are yet to withstand the test of time. But we believe they will impress the audience with their build quality just as their predecessors did in the past.

The most important factor in a budget bike is reliability, because a person investing money in any of the products mentioned in this article would want a bike that he/she can trust for a long time. Again, Honda and Hero Honda score high when it comes to reliability. Indeed, many people opt for a Hero Honda or a Honda just because their products offer the customer the desired reliability at a reasonable rate. Their products also command a relatively high price in the second-hand motorcycle market.

Next in the list are Yamaha and Suzuki products, which also impress customers with their reliability. As mentioned earlier, the YBR 125 and SlingShot are comparatively new and are yet to prove their reliability in the long run. Nevertheless, Yamaha and Suzuki products are usually quite reliable.

Lastly, products right from our own backyard – the Discover 150, Flame and
Jive. Although Bajaj and TVS have good products backed by fairly good reliability, we believe that they still have some way to go before they catch up with their counterparts. Many people buy these bikes because of their price and fuel economy. However, there are many others who turn to the other four manufacturers mentioned above if their main criterion is reliability.

Comfort & ergonomics/pillion comfort
Swing a leg over the Bajaj Discover after spending some saddle time on the other bikes and the first thing that you notice is the hard seat. The rest of the ergonomics are a solid package, though, with very little to find fault with. The handlebar-seat-footpegs geometry is flawless and so is the control levers reach.

The Super Splendor and Passion Pro live true to the tried and proven ergonomics that have remained virtually unchanged since the widely popular CD 100. In this day and age, Hero Honda still see it fit not to offer adjustable rear shocks, robbing the bikes of brownies on the comfort count. To be fair, though, both the bikes have their suspension calibrated bang-on, lending them a very supple and comfortable ride. Even with a pillion astride, the riding dynamics remained unruffled and the bikes were able to power their way through a variegated terrain we rode over without transmitting much feedback to the riders.

Initially offered with 18-inch spoked wheels and drum brakes on both ends, the Honda CB Shine has now grown to offer all the bells and whistles like front disc, electric start and alloy wheels. But this fully loaded version puts the CB Shine’s price beyond our budget and, therefore, we have chosen to stick to the base variant for now. Ditto for the CB Twister. On the CB Shine, the near-upright telescopic fork and rear shock-absorbers (again non-adjustable) offer a neutral riding posture and a slightly firm ride. With the inclusion of a pillion, the ride quality improves substantially.

At first glance, the CB Twister might look very compact, especially considering its superbike-inspired body panels, but that feeling dissipates once you swing a leg over it and revel in its spaciousness. As with its elder sibling, the Unicorn, the handlebar invitingly presents itself to your palms, precluding the need to reach out and make yourself uncomfortable. Pillions, on the other hand, will notice the unique design of the grab rails that are integrated into the rear body panels that offer great grip despite their appearance to the contrary.

The newest kid on the block here, Suzuki’s SlingShot, has an ace up its sleeve when it comes to comfort and ergonomics. Or rather, two aces. The first is its incredibly well-padded seat, which is the most comfortable here by a wide margin, and the second is its wide handlebar. Initially, it might feel as if you are perched higher on the bike than normal, but once a few miles are put behind by the wheels, you come to realise the bike’s lack of fatigue. The ace of the cards here.

More than the other bikes in this bunch, the TVS Jive is a motorcycle built with comfort and convenience in mind. The absence of the clutch lever and T-matic transmission do away with the need to think about co-ordinating the clutch-throttle inputs every time you shift the gears. You can simply plonk the bike in any gear, regardless of the rpm and speed, and zip forward. The Flame, on the other hand, has a slightly crouched riding posture, courtesy its slightly lowered handlebar, but is also a pleasure to be on because of its soft seat. The grab rail for the pillion is not only an eye-catcher, it is also highly ergonomic. The bike features a glove box in its fuel tank, which is a convenient place to stow away your small belongings such as the wallet and even the mobile phone, should you so desire.

The YBR 125 carries forward Yamaha’s reputation of solidly built bikes into the commuter segment and, befitting its commuting purposes, it is not as focused as its big brothers. With its higher handlebar and forward set pegs, the bike has a relaxed riding posture that is a pleasure to ride within the city.

Fuel efficiency
The small bike segment has nothing small about it except engine capacity. These are the bikes sold in a large number. This segment is where the manufacturers make money. Money which is then used to develop bigger engines and sporty bikes. Naturally, it is the most intensely competed segment too and the fight for supremacy has compelled manufacturers to be innovative. A larger choice of colours, sporty styling or plastic panels are just shrewd marketing gimmicks. The fact remains that these are budget bikes. The aforesaid frills are a bait, but not the real treat for a buyer with Rs 50,000 in his pocket. The buyer wants a reliable conveyance and one with low maintenance cost and, most important of all, a frugal thirst for fuel. Fuel efficiency is one of the scales the buyer uses to weigh his options while buying a small bike.

The bikes in this segment are best suited for city transport. Though capable of long-distance runs every day, their ergonomics decrease the comfort level with time. So fuel efficiency in city conditions is the paramount consideration.

Among the nine contestants in the field, Honda’s CB Shine boasts of the highest figure of 77 km per litre even with a four-year-old engine while the least fuel-efficient is Suzuki’s latest offering, the SlingShot. Suzuki could have benchmarked the CB Shine while developing their engine, but have failed to do so. The second spot is a tie between Hero Honda’s Passion Pro and Honda’s CB Twister at 70 km per litre. Third again is a Hero Honda with their new 125-cc Super Splendor returning 68 kpl. The fourth place is shared by Bajaj Discover 150 and TVS Jive at 60 kpl. The Discover, in spite of being a 150-cc bike, has an amazing fuel efficiency within city, for which the Bajaj R&D department must be praised. In the sixth spot stands TVS’ second offering, the Flame SR125, with a city fuel efficiency of 59.3 kpl.

Highway figures shuffle the entire group to make the comparison interesting. The Super Splendor earns the highest points here with a fuel efficiency of 89 kpl. Next comes the CB Shine at 84 kpl and its younger sibling, the CB Twister, is third at 78 kpl. The Passion Pro is just off the podium in highway runs with a fuel efficiency of 77 kpl. The Flame SR125 has shot up in the highway comparo to earn the fifth spot at 73.9 kpl. The tail-enders are Discover 150 at 72 kpl followed by the SlingShot and Jive in the seventh spot with 68 kpl. The SlingShot has turned out to be a disappointment even in the highway run.

For overall fuel efficiency, we add 25 per cent of the highway figure to 75 per cent of the city figure, which, in the case of these bikes, is the most apt calculation since they are more city-oriented. Honda have stood the test of time with the CB Shine as, even after four years, it still has the most frugal engine with a overall fuel efficiency of 78.75 kpl. The first overall runner-up is the Super Splendor at 73.25 kpl, while the Passion Pro is the second runner-up with 71.7 kpl. The CB Twister misses the podium by just 0.45 kpl with 71.25 kpl. The Flame SR125 stands a decent fifth thanks to its highway figure. Sixth overall is the Discover 150 at 63 kpl, followed by the Jive in the seventh place at 62 kpl while the SlingShot fills the bottom end with 59 kpl.

Performance & handling
Performance may not be the most important factor in respect of these bikes, but, none the less, it becomes necessary on those occasions when you want to leave the pesky traffic behind or simply sprint down to the city centre for a quick bite.

When it comes to performance, there’s no substitute to cubic capacity and it shows here. The Bajaj Discover 150 manages a 0-60 km/h timing of 5.79 seconds, making it the quickest bike in this comparo. With 13 PS of max power (at 7,500 rpm) and 12.75 Nm of torque (at 5,500 rpm) it is also the most powerful, matched only by the Yamaha YBR 125 as regards torque. It is also the fastest at a heady 114 km/h while the YBR 125 follows a distant second with a top speed of 105 km/h. So, if you are only looking for the most powerful motorcycle within the Rs 50,000 bracket, look no further and get the Discover 150 or the Yamaha YBR 125.

Now that we have established the front-runners in the performance game, let’s move on to the rest. The Passion Pro stays true to its commuting genes with a peak power of 7.5 PS and a peak torque of 7.2 Nm. It is the least powerful of the lot being considered here and it shows in the bike’s acceleration figures. Naught to 60 comes up in a leisurely 12.3 seconds and the bike tops out at 85.3 km/h, making it the proverbial snail in this race from the performance enthusiast’s viewpoint. The Super Splendor does the same in 7.5 seconds. The Flame SR 125 and the CB Twister follow the top runners with a 0-60 timing of 6.77 seconds and 6.99 seconds respectively.

Where in the powerband a bike makes its maximum torque and power also matters. For typical city commuting, the bottom and mid-range torque are more important than a brimming top-end. A case in point: the roll-on figures, which are of particular significance here. We took a gander at the 30-70 km/h roll-on figures for all the bikes here and the results were interesting, to say the least. The bikes with the greatest power and torque were not always the winner here, it was the way their power was spread that decided the final figures. The SlingShot, despite its 124-cc engine, clocked the slowest timing of 13.99 seconds, while the clutchless Jive took 8.81 seconds to accomplish the same. Its 125-cc sibling from the TVS stable, the Flame, did the same in a marginally faster 8.16 seconds. The Discover 150 still rules the roost here with a 30-70 km/h timing of 6.83 seconds, followed closely by, you guessed it, the YBR 125. From the Honda stables the Shine with its bigger engine managed the run in 8.37 seconds while the CB Twister did it in 9.09 seconds.

When it comes to handling, there is not much of a margin to separate the bikes under consideration here with the exception of the Discover 150, Flame and Yamaha YBR 125, the simple reason being that these bikes are equipped with fatter tyres that enhance their handling and give them an edge over others. The TVS Flame is the only bike here to sport a 90/90 tyre at the front.

Availability of spares & resale value
The bike might be a treat for the heart and the mind, but in the absence of spares it’d be like moving about with a broken limb. The after market is blooming with spares, micro and macro, most of which are spurious, which may fail you any time. Quick and hassle-free access without having to visit a service station makes them popular. However, the manufacturers are now making an extra effort to make sure that cheap spares are easily available, an asset which would add to the recall value of the brand in a consumer’s mind. In the segment we’re considering here, the more the number of service stations, the popular the bike. Hero Honda and Bajaj top the charts when it comes to their network and cost of spares. Owing to the uniform popularity of all the Hero Honda models and the fact that most of the spares can be juggled among the models, the owners are least bothered in this regard.

Bajaj and TVS, just like Hero Honda, have been in the Indian two-wheeler industry for quite some time. Whereas finding Probiking stores for the high-end Bajaj bikes might be a little difficult in some parts of the country, spares for the bottom-line commuters have very well been taken care of by the widespread service network. Moreover, like Hero Honda, Bajaj have also adopted the formula of sharing many essential spares among their commuters.

TVS also have a good service network and cheap spares. Honda, on the other hand, is a different story. A common problem which occurs with Honda is sudden panic throughout the distributor network at the first sign of shortage of spares. This Japanese manufacturer expects you to pay for the quality and, therefore, their spares might be a little more expensive than those from the rest. The after-sales service network may not be as wide as the other three camps, but it isn’t very poor either. Models like the CB Shine have been around for quite some time now and though the CB Twister isn’t really very old in the market, the basic spares are available at the snap of a finger. Some others might require a little wait. However, we are well aware that the frequency of spares requirement in a Honda bike is much less and infrequent than that in their competitors.

Likewise, Suzuki have been around with the Heat, Zeus and GS 150R, but the SlingShot is still new and, therefore, yet to prove itself on the spares front.

As for Yamaha, their spares are easily available and are reasonably priced too. The YBR 125, launched recently, is yet to prove its mettle in respect of spares.
The second-hand two-wheeler market has a big bag full of surprises. With options aplenty and fickle tastes, consumers are now increasingly paying attention to a bike’s re-sale value while buying a new bike.

Verdict
So there we have it – the good, the bad and the ugly aspects of the most popular bikes currently on sale in the country. Suzuki seem to have shot themselves in the foot by giving the SlingShot an undistinguished and unassuming character that does nothing to differentiate itself from the rest of the bunch. The bike slides down the rating scale when it comes to performance, owing to its sluggish roll-on figures and top speed. It is, however, one of the most comfortable bikes of this lot.

TVS’ clutchless Jive breaks new ground in terms of convenience and rideability, but is let down badly by its sub-par design language and performance. Hero Honda’s latest iteration of the Passion, the Passion Pro, might be selling as well as ever, but scores badly on performance here and thus misses the mark. The TVS Flame, despite its good looks and a decent, frugal 125-cc mill, does not set a new benchmark here. In terms of sheer performance, the Bajaj Discover 150 outclasses all its peers, but is again let down in other important parameters such as build quality, quality of spare parts and resale value. The Super Splendor, the bigger-engined sibling of the immensely successful Splendor, packs a few nifty aces up its sleeve, like fuel economy, build quality and reliability, not to mention the resale value that comes with the Hero Honda marque. Yamaha’s YBR 125 – essentially the Gladiator in a new garb – improves upon its already impressive predecessor’s hallmark of good design, build quality, resale value coupled with above-average fuel economy, but, sadly, fails to rise head and shoulders above its peers.

That leaves us with the two Hondas – the 125-cc CB Shine and the 100-cc CB Twister. Both these bikes are something of an oxymoron, wherein the bigger sibling is more subdued and subtle whereas the smaller one is brawnier and flashier. What is evident, though, is the way these twins outclass all other bikes in this test on almost every parameter, be it fuel economy or handling, build quality or reliability, spare parts and resale value. In the final tally, both the Hondas tied together with a total of 50 points, making them the outright winners in this test.
We fully appreciate the fact that everyone who enters a motorcycle showroom is different and has different needs and expectations of his steed, but if you are looking for absolutely the best value-for-money bike that can be had for Rs 50,000, you can’t go wrong with either of these two.

‘You’ve been served’

December 28, 2010 by Bike India Team Leave a Comment

Ever since the VFR1200F has landed, certain questions have been raised and tried to be answered. BIKE India’s Adhish Alawani spent some time in the saddle of Honda’s road tourer. Three days, 1,000 km and almost 100 litres of fuel later, he tries to answer the salient among those questions

Ever since the VFR1200F has landed, certain questions have been raised and tried to be answered. BIKE India’s
Adhish Alawani spent some time in the saddle of Honda’s road tourer. Three days, 1,000 km and almost 100 litres of fuel later, he tries to answer the salient among those questions

1. How many miles can one go comfortably on the VFR before the fatigue factor comes into play?
2. How does a track day figure out on the VFR1200F?
3. How is the VFR to live with?
4. Rs 5 lakh more than the world’s most beloved sports tourer. Is it worth it?
5. How cool is the automatic transmission?
6. I have the money, should I buy it?

How many miles can one go comfortably on the VFR before the fatigue factor comes into play?
The VFR1200F is targeted at those who love to spend a considerable part of their lives on the highways. Put on the tank bag, saddlebags, hook on the camelback, tank up and keep riding on the highways until you need to refuel. This is what a tourer astride a VFR is expected to be doing.

The VFR1200F has abilities to do that and how! To start with, the Veefer offers good comfort with an upright seating geometry. The rider’s seat is wide and so is the pillion’s. That ensures either good support for your luggage on the rear seat or to the pillion. A pretty much flat and not so hard seat also makes sure that the tourer can ride for a long distance without complaining of an aching bottom. As for myself, I was ready for hundreds more after clocking close to 600 km in a day without grumbling about the fatigue.

Coming to the performance, there is a lot to be talked of. The 1,247-cc engine has enough power to get you to the triple digit speed figure from standstill in as less as 4.3 seconds. Further, if you keep the throttle wide open, you will attain 200 km/h in 11.7 seconds. Though it is impossible to hold on to those speeds on highways in a country like India, it is no big deal to cruise at 130-140 km/h. The wide screen in the front is undoubtedly a superb aid to aerodynamics and you are not required to slouch to keep yourself from wind blast even at speeds in the region of 200 km/h.

Now that comfort and speed are taken care of, let us take a look at another very important question: how far will I ride before I need to tank up the bike again? Of course, being a 1.2-litre engine, it is not expected to deliver staggering fuel efficiency. However, the range of the fuel tank is something that we need to think about seriously. From my first reserve to next reserve, the bike went for about 200 km. Pretty bad, I’d say! However, this was when I was enthusiastically riding anywhere between 60 km/h and 190 km/h. Later on, I made it a point to observe the bike fuel efficiency while riding at 110 km/h constantly (more or less) and refuelling became necessary after almost 300 km, which is decent enough for a bike of this size.

How does a track day figure out on the VFR1200F?
Honda call the VFR1200F their road tourer and yet they launched it on a racetrack. Rather funny, I thought, when I heard about it. Presumptions can turn wrong and the VFR proved it. Its bulky look with an automatic gearbox and no clutch to play with did leave me wondering about its performance around a track. It’s got a relaxed posture and lacks aggression to a considerable extent. It isn’t a machine that anyone would think of for an outing on the track. What if I own one and want to take it there, around the corners and score my name on the time-sheets?
You can, without disappointment. All you have to do is shift to the sport mode and blast open the throttle. The bulk of the VFR seems to disappear as you get moving. Throwing it round the corners and getting a knee down seems tough at first, but it’s not terrifying. The spot-on handling of the bike doesn’t let you down. All you might need to do at track is stiffen up the suspension. A couple of clicks towards the harder side on the rear suspension spruced up the ride drastically for me. Another thing that might have to be kept in mind is the transmission. Being an automatic one, the D mode is a little lethargic and can feel boring. The S mode lets the engine rev all the way until the red line before shifting into the next cog. A hint of deceleration shifts down a gear or two and makes sure that you stay in the power band all the time. If you want to add more fun to the riding, the manual mode is perfect with gear shifts that can be facilitated through two buttons on the right hand side switchgear on the clip-on handlebar.
Though the VFR cannot practically take part in any competitive action and isn’t as spot-on as any supersports offering, it undoubtedly is enough to give you the kicks once in a while on track.

How is the VFR to live with?
The VFR is made for the highways, to munch miles and gallop ahead. Nonetheless, we cannot forget that in a country like India, the wealthy enthusiast buying the bike might hardly find any time from his busy schedule to venture out on, say, a thousand-mile run. He might just end up using the bike around city when he goes out to play tennis in the morning or to catch up with his friends at the club in the evening. The hustle and bustle of the city is where the VFR might spend most of its life in such a case.

This is where the bulk of the Veefer might pose a problem initially. Getting used to it through the chaotic traffic and parking in the tight spots is a matter of concern. However, at the same time, the automatic box of the bike brings a lot of convenience – neither the worry of clutch nor the gearshifts. On this note, I remember someone asking me if the auto box gives a feeling of a scooter to this bike. My simple counter-question is, ‘Does an automatic BMW or Audi give you the feeling of a go-kart?’ No, it doesn’t. Then why would this one feel like a scooter?
The Veefer is extremely convenient to ride once you get used to the size of the machine. The only concern about the auto box in the D mode is that it tries to be in a higher gear all the time. Hence, whenever the throttle is rolled off, the bike keeps coasting and engine braking is hardly achieved. The S mode, which improves the throttle response and always keeps the bike in the power band, feels a little jerky during city riding.

Another feature that Honda boast of is their patented twin fairing technology that offers best airflow management. However, it disappointed me a little as I felt the heat from the engine all the time while riding around the city. One more complaint comes in the form of the switchgear on the left-hand side clip-on. There are four switches stacked one above the other, all of which ask attention from the left thumb. Where you would expect the horn is the button to shift down a gear. Above that are the turn indicator switch, then the horn button and then the beam/dipper toggle that also integrates the pass flash. The place where you might expect the pass flash to be has the upshift button. It all gets confusing with the thumb inevitably hunting for the right button while riding.

How cool is the automatic transmission?
Honda are the first motorcycle manufacturers to have integrated a dual clutch automatic gearbox in a bike and it’s not been an easy task. Unlike cars, in which the dual clutch boxes are becoming common, there is less space available to house this kind of transmission. However, the working of this transmission is similar to what we see in cars. There are two clutches laid out in-line with the transmission, out of which one is for the odd-numbered gears (1st, 3rd, 5th) and the other for the even-numbered gears (2nd, 4th, 6th). The two clutches are operated alternately by a computer to effect gear changes. Since two clutches are doing the job alternately, there is seamless shift between cogs and negligible lag.

The automatic box delivers immense convenience in the city traffic, but, at the same time, takes away a bit of the connection that the rider has with his motorcycle through the clutch and gearshifts.

Rs 5 lakh more than the world’s most beloved sports tourer. Is it worth it?
The VFR1200F is a great motorcycle with its technological advancements. However, at Rs 17.5 lakh (ex-showroom) the bike is straightaway Rs 5 lakh more expensive than the extremely favourite and most established sports tourer of recent times – the Hayabusa. For that kind of price difference, what the bike really offers is nothing more than an automatic gearbox. Plus, if you look at it from the other perspective, you might just miss the clutch during those times when you wish to launch the bike or do a little bit of de-clutching for the added fun. VFR1200F might be the most advanced and alluring product of the day, but we still feel that it is far away from being able to convert a conventional bike owner into a VFR owner unless he is a less enthusiastic person preferring hassle-free transmission at an added cost of a small hatchback.

Mellow glider

December 28, 2010 by Bike India Team Leave a Comment

As reported in BIKE India earlier, the YBR 125 signifies Yamaha’s serious intentions for the commuter class. Piyush Sonsale test-rode this new bike prior to recording his impressions

The YBR 125 is a middle-aged avatar of Yamaha’s SS 125. Realising the potential of the Indian market in this segment, Yamaha have re-established themselves in India as a brand offering world-class two wheelers. YBR is Yamaha’s international series for small-capacity engine commuter bikes. So the use of the name in India is Yamaha’s attempt at fitting the Indian market within its global nomenclature.

The YBR 125 marks the SS 125’s transition from youth to maturity in motorcycle terms. At heart (engine) it is still the SS, but with a completely different character. It has a new four-speed transmission, a longer wheelbase and a higher ground clearance. A less radical colour scheme and livery have replaced the sporty ones on the SS. The windscreen and pillion footpeg mounts are new. It has shed the plastic underbelly, the sporty exhaust and has gathered colour around its edges (the turn signal indicators have orange plastic).

The YBR’s build quality reflects Yamaha’s attention to detail and strict quality control. It is available in three colour schemes – red, red-black and black – with matching livery that gives a sense of motion. Silver alloy wheels are a standard feature.

Now for the functional features. The front and rear mudguards are longer than on the SS. The tail-mounted grab-rail gels with the design and its simple shape facilitates a comfortable hand grip and support to the pillion. Rear-view mirrors have the right size and good visibility. A metal loop is welded on the rear brake pedal, which is either a heat shield for the rider’s leg or is meant to keep the leg in place on the footpeg. In either case, it looks superfluous. The brake and clutch levers are so designed that in case of a heavy impact, only the end would chip off and the rider would still have functional levers until repairs. Thoughtful. The fuel tank lid could have been hinged for convenience, but Yamaha have stuck to the pull out design. The headlight assembly features a pilot lamp as well. Switches include a headlight flasher, a self-starter and an engine kill switch along with the regular ones. The all-analogue console has two dials with a backlit Yamaha logo in between. The left dial accommodates the speedometer and an odometer. The right one a fuel gauge. Tachometer and trip meter are conspicuous by their absence.

The bike has a large silhouette for a small 125-cc machine. The term ‘small’ is restricted to engine capacity. It doesn’t give the rider a sitting-on-top feeling commonly associated with small bikes. The large tank, high handlebar and long wheelbase ensure that the rider is ‘tucked in’ well. Rider comfort is one of the strongest points of the YBR. The chassis absorbs engine vibrations very efficiently and desists from tickling the rider even at high speeds. The suspension (front telescopic, rear coil sprung swingarm) aided by a well-contoured broad seat with the optimum amount of cushioning and a laid-back riding posture combine to give one a smooth ride, even for hours on end. The bike handles well and the tarmac-hugging MRF Nylogrip Zappers (front 2.75”, rear three-inch) ensure that the bike stays on two wheels even while cornering or braking. Luckily, the recent weather vagaries gave us a chance to test the bike on wet roads, which didn’t affect its performance barring the fact that the drum brakes compromised the bike’s slowing down potential.

Small bikes are generally tuned for chaotic traffic wherein speed variation is frequent. In other words, low-end torque and power are a given. However, the YBR 125 attains its peak torque of 10.4 Nm at 6,500 rpm while its full power of 10.88 PS is unleashed at 7,500 rpm; the reason for its sluggish throttle response at low speeds. With a pillion the low-end performance dips even further. The bike has a four-speed transmission in a unidirectional shift pattern. The gear ratios are well set for low speed commutes but the absence of a fifth gear has brought the top speed down to 102.7 km/h from the SS’ 108.2 km/h. The YBR takes 9.87 seconds for the 30-70 km/h climb in the third gear, which is a very competitive figure in this class, but the top gear takes never-ending 18.9 seconds. In riding terms it means that third is the gear to be in while overtaking or chasing the green light and the fourth should be saved for empty streets.

With eight other options already available in the 125-cc segment, a profitable market share postulates a well-defined product. The YBR 125 leaves much to be desired in that sense. Its acceleration is feeble at low rpm. With an average fuel economy of 57.5 km/l (10 km/l less than the SS’), it has the greatest thirst for fuel in its class. The 13.6-litre fuel tank, however, proves useful during long-distance rides.

At Rs 52,900 (OTR, Pune) the YBR 125 is one of the higher priced bikes in its class. It doesn’t have a disc brake, even as an option. The SS, meanwhile, is just Rs 3,200 away and comes with a front disc and a sporty design. Thinking of the positives though, the YBR does have its own appeal. It is a high-quality product with a comfortable ride. It offers almost every functional feature available in the segment, suits a tall rider and has an upmarket professional look.

Hark,The King Is Born!

December 27, 2010 by Bike India Team Leave a Comment

Honda fly Adhish Alawani to Thailand and give him a taste of their latest offering in the form of a quarter-litre machine – the CBR250R. Should the competition fear slaughter?
Photography: Rishad Cooper & Honda Press

Five years ago, if a motorcycle enthusiast in India went out to buy a motorcycle that would give him all the kicks that he dreamt of, the best he could hope for was probably the Karizma. Then slowly the market started opening up with the grown up Pulsars. In 2008 Yamaha revolutionised the way a motorcycle was conceived in India by introducing the R15. A new era of performance motorcycles was unveiled. The pace at which the performance two-wheeler market was growing quickened and the Kawasaki Ninja 250R made an entry for the niche customers. While all this was happening, there were some engineers, somewhere in Japan, who were scratching their heads and pondering over the idea of making a motorcycle that would kill the competition in one fell blow. Perhaps, that is how the Honda CBR250R was born!

The concept was simple – make a bike with a quarter-litre mill, enough juice to click at least 150 km/h, enough comfort for everyday use and styling to die for. With inputs from the south-east Asian market, the engineers came up with something seen in the images around these pages.

The Honda CBR250R is a stunner to look at. Drawing cues from the VFR1200F, the 250R has a (pseudo) twin fairing, a bulging headlamp, a sharp tail and a meaty tank. However, without a doubt, the CBR looks much better in its smaller form and proportional figure than does its elder sibling, the VFR. The exhaust looks a little bulky, but not so much out of place. The way the lines flow from the headlamp to the tail clearly show the amount of thought that has gone into the styling of the bike. The 250R’s properly gelling fairings are not just good looking, but offer a lot of functional value by providing good aerodynamics. Move on to the finer details of the bike and everything from the front visor, clip-on handlebar, switches, instrumentation console to the grab rails and foot pegs impresses you with its quality, styling and functionality.

If the aesthetics of the bike are the first thing that strike you (and they impress you to the extent of making you fall in love with them), then your expectations of the motorcycle are bound to rise all the more. The CBR250R lives up to them in a splendid manner!

After spending a day just looking at the motorcycle, I finally got a few minutes in the saddle the next day at the Bira Circuit in Pattaya. More excited than ever, I hopped on to the bike and went out for a few laps around the 2.41-km racetrack.

The first thing that one notices as soon as the motor comes to life is the typical single cylinder note along with Honda’s trademark smoothness. After a couple of orientation laps, I got off to a race-like start and the CBR250R responded without the slightest effort. Impressive! The engine revved easily through the low and mid ranges. However, the motor did not rev as briskly as one would expect it to considering its short stroke configuration (76 mm x 55 mm). A little hesitation was perceptible towards the top revs. The red line is at 10,500 rpm and yet the bike did go up to almost 10,800 before hitting the limiter.

Since I didn’t have data logging equipment with me, the top speeds on the speedometer were all that I could note. For the first four gears these were 50 km/h, 85 km/h, 110 km/h and 136 km/h respectively. Going by these and considering a couple of more cogs to choose, there is no doubt that the CBR will give one speeds past 150 km/h. The good part is that reaching those speeds does not take much time either thanks to the 26 PS (approximate peak power output in the Thailand spec motorcycle) and 23 Nm of torque. While the peak power is achieved at 8,500 rpm, the max torque is delivered at 5,500 rpm, according to the company. It was surprising that Honda did not quote these figures in their official press release or in the spec sheet of the motorcycle and talked about approximate figures only.

Considering that there is quite a good amount of power that needs to be transferred to the tarmac, one expects equally good handling and grip. The CBR250R scores well on this front too with good handling from its diamond frame and monoshock prolink rear suspension. However, don’t expect earthshaking stuff, because the motorcycle is not meant for it. The CBR is basically aimed at everyday riding and weekend touring. It is meant to take on the traffic of the bustling metropolises and glide comfortably at 130-140 km/h on the highways. Honda have addressed these needs perfectly well. The suspension is slightly on the softer side to provide the requisite comfort and ease of riding. The footpeg–seat–handlebar geometry is relaxed and easy, neither too aggressive nor too upright. And don’t expect this Honda to demonstrate point-and-shoot precision, for it is not designed for hardcore track purposes. The power is put down to the surface through a 140/70-R17 tyre at the rear and a 110/70-R17 tyre at the front.

The task of slowing down has been entrusted to disc brakes on both the wheels and, for the first time for a bike in this segment, the option of Combined-ABS is available. Seen in bigger machines like the Fireblade and the VFR, the Combined-ABS comes as a part of the bike’s safety features. The ABS unit here is not as advanced as that found on the CBR1000RR. In the event of hard braking, the ABS kicks in and prevents the wheels from locking up. However, the unit is a little jerky and pumps out the brake lever quite a lot. Furthermore, soft suspension at the front results in a tremendous nosedive under hard braking.

All this brings one to one most crucial question. The power is good and so is the handling. The bike offers great comfort as well. But will it sell in India? The answer is most definitely ‘Yes’. Honda have done the smartest thing. They have made a bike that is more powerful than any other bike manufactured in India at the moment and priced it at approximately Rs 1.5 lakh. Yes, you got that right. The CBR250R will carry a tag of a little less than Rs 1.5 lakh (ex-showroom) for the non-ABS version. As a package at that price, Honda have offered a deal that is too hard to resist. So start saving right away, because this Honda is expected to appear in Indian showrooms by April next year!

Scooting about

November 29, 2010 by Bike India Team Leave a Comment

Women’s need for a friendly and reliable two-wheeler for daily commuting is as high as men’s and the market may pose the problem of plenty with its plethora of models and variants. We make an attempt to zero in on something that will answer the conveyance needs of an urban college student or a workaday lady
Words: Gasha Aeri Photography: Sanjay Raikar

No two ways about it. Variomatic scooters allow you the freedom of putting your mind to better things than keeping a track of the gear you’re riding in. There is no question of shifting up or down. Ease of use and practicality in the increasingly maddening Indian traffic are the hallmark. Besides, they look trendy, feel light and offer some decent storage space as well. However, the million-dollar question is which one of the lot would a girl buy? Especially a girl weighing anything between 40 and 60 kg, aged between 16 and 29 years, looking for a daily commuter and footing the fuel bills herself.

We got a clutch from which we selected the best four, namely, the Honda Dio, Suzuki Access 125, Mahindra Rodeo and TVS Wego. I’ve seen my friends ride every single one of these, but there were a few characteristics I wished to look at before making my own choice. So, hit the gong, blow the trumpet and let the tussle begin.

Agreed that, for a girl, looks come foremost in respect of an automobile. As for our contenders, each has a distinguishing point that earns them brownies. Having been there for the past seven to eight years (and proudly so), the Honda Dio still looks chic and trendy. The graphics and that big headlight play a big part in that. A salutary combination of a European design (exported abroad as the Honda Lead 100) and practicality make the Dio a model that one comes across in a large number in the parking space of colleges and shopping malls alike. On the other hand, the Access and Wego, subtly styled, straddle the thin line between a ‘girlie’ and a masculine scooter. The Rodeo manages to overtake the aforesaid two with its petite form, but fails to catch the Dio’s tail. So, the winner here has to be the Dio.

After the frills and fancy dresses comes durability. Whereas the Wego, Access 125 and Rodeo have a metal body, the Dio comes with a plastic body. This means that, in case of an unfortunate crash entailing body replacement, the Dio’s repairs will be cheap. Another smiley won. However, unlike in the Dio, washing the foot-board does not require much effort in all the other scooters thanks to the additional rubber mat.

Simple yet handy meter clustre of the Access goes well with the subtle looks of the scooter	The backlit meter clustre in the Rodeo provides it that chic and peppy feeling and you even have a digital clock which no other contender offers
With a telescopic front, Access takes care of the rider, the bumps and itself very well	Not like it leaves you with a sore back, but Rodeo is just a little less comfortable than Access and Wego
Access has the maximum under-seat storage on offer	Nothing like the luxury of not getting off the seat for fuel fills and putting other knick-knacks, as Rodeo stores them right in front

Next come manoeuvrability, kerb weight and ease of use on city roads. I struggle for space on the crowded roads of my city and parking space is not easy to come by either. Sometimes I even have to lift up my scooter physically when my neighbour carelessly leaves his bike kissing its tail. I don’t want to pull an elephant to carry me to work and I need to weave through cars at a traffic signal. The Rodeo and Wego score in this respect, while the Dio falls a step or two behind and the Access hides the weighing scale under the table.

Suspension makes a lot of difference when you have to ride over ditches with interstices of tarmac. Everyone else but the Dio score a point here. The Dio needs to take a crash course from big brother Aviator in this respect. Still sticking to the leading link suspension when everyone else has moved on to the telescopic fork, the Dio surely doesn’t want old-age wrinkles to show.

The brakes are yet another important consideration. The Rodeo and Access must surrender their lone point here. The Wego responded quite satisfactorily, but the Dio took the biscuit.

Riding posture was comfortable on all four, but pulling them out of the parking lot was another story. Whereas the Dio and Access kept me on my toes on account of their high saddle, the Wego was a little better and the Rodeo felt the most comfortable, as I could touch the ground with my foot.

The next consideration was good storage space. While all of them offer under-seat storage to accommodate a full-face helmet, the Wego’s front compartment comes as a welcome addition. However, I couldn’t care less to use the key to open it every time I needed to take out the water bottle. The Rodeo walks broad-chested and flaunts a cubby-hole compartment in front, very convenient and handy. This also makes me voice another interesting feature of the scooter – its fuel tank inlet in the front saved me the effort of getting off my perch every time I went to the petrol pump. The Wego’s fuel tank inlet is also not placed under the seat, as is that of the Dio and the Access, but it needs to be opened with a key. The Access offers greater under-seat storage than the Dio, but not as much as the Wego and not as easily accessible as the Rodeo.

Now to fuel efficiency. While the Wego and the Rodeo refuse to account for a little more than 40 km per litre of petrol, the Access is slightly generous and offers two km/l more. However, the knight in shining armour (Honda Dio) won my heart with the figure of 50 km/l.

I simply cannot ignore the fact that if not a great top speed, I most certainly need good overtaking speed on city roads. The Access and Rodeo justify their heavier engines very well and the Wego doesn’t stand very far behind either, but the Dio has to keep pace with just a smile.

Did you say, ‘Any other features?’ How about a tachometer, digital watch, mobile charger, side-stand indicator and colour-changing backlight? Too much, right? But not to Rodeo, whose grin spreads from ear to ear. The Dio asks one to pay extra for a basic accessory like the side stand when the other scooters offer it as a standard feature.

Analog meters, but a little better styled is what makes for the forheads of wego	CAPTION version of theTypical Honda meter clustre and nothing more, that’s Honda Dio for you
CAPTION version of these bikes is better than their pervious iteration and the improvements are	Still using the leading link suspension, the ride on Dio on a bumpy road was far being comfortable
CAPTION version of these bikes is better than their pervious iteration and the improvements are	CAPTION version of these bikes is better than their pervious iteration and the improvements are

The last (and by no means the least) point is the price tag. Being the cheapest of the lot, the Dio certainly deserves more than a second thought. A refined engine, Honda’s reliability, swift and nimble handling for city roads…. the list is long, but the other camp is equally well prepared.

The Access wins with its bucketful of torque, good ride quality and punch. But its price tag makes a sizeable dent in my pocket.

The Wego really impressed me with its ride quality. Alloys and a longer seat impressed both myself and my father, as he wanted to win an all-expense-paid lift to his office behind me! However, fuel efficiency doesn’t let the Wego share the podium space with the Access.

The Mahindra warrior might be my wonder machine if I want gazillion gadgets all around me while I care for my ride quality as much as I do for Paris Hilton and her Chihuahua. Too much of everything killed the cat.

So, let’s end the suspense as I decide to buy a Honda Dio in the olive green and black combination for myself. For those who can afford to shell out a little more, the Access can be the next preferred one of the lot. The Wego, for a 110-cc scooter that it is, finds fuel-efficiency and price pitted against it. And the Rodeo can be useful for my little sister, who wouldn’t clock as many kilometres on the odometer, but would be mighty thrilled by all the buttons and twinkling lights.

So, here’s a triple toast. One for me, one for my new Dio and one for the road!