Bike Reviews in India

SlingShot vs Flame vs Shine vs Super Splendour

October 15, 2010 by Bike India Team Leave a Comment

Commuter Choice
Ravi Chandnani pits the Suzuki SlingShot, the latest entrant, against its potential rivals to find out which of them has the edge Photography: Sanjay Raikar

The ordinary Indian, who leads his daily life with strict reference to a budget, prefers to own a bike that is inexpensive, easy to maintain and one that has adequate power and good fuel-efficiency as well as decent looks. His search for his first or next bike is guided by these factors. Given these, a 100-cc commuter bike would be the obvious choice. However, the trend is changing rapidly. Today such people want a motorcycle with the power and torque of a 125-cc bike coupled with the fuel-efficiency of a 100-cc one. And to fulfil this yearning to break away from the crowd, a new segment is increasingly becoming popular – the 125-cc segment.

The 125-cc market has witnessed considerable excitement in the recent past and, realising the potential of this segment, Suzuki decided to re-enter it with a bike called the ‘SlingShot’. The previous 125-cc bikes from Suzuki were good, but were lacking in one important factor – styling. With the SlingShot Suzuki have proved that small can be beautiful. Therefore, to satisfy my everlasting thirst for knowledge, I decided to pit it against three other bikes – the Honda Shine, Hero Honda Super Splendor and TVS Flame. Please read on.

The Honda Shine
The Humble Man’s Steed
The Shine might not appeal to the youngster on account of its subtle design. However, this very subtlety may attract customers like the average Indian family man running his life on a budget as also people who believe in practicality. The Shine clearly states that it is a no-nonsense bike. Almost every aspect of this motorcycle is enough to satisfy the needs of the aforesaid class of customers. Take power, fuel-efficiency, inexpensive pricing or decent styling, the Shine has them all.

Heavy city traffic is where the Shine would spend its life and so the engine had to be efficient and smooth enough to take one in and out of the hugger-mugger with ease. Appreciating this fact, Honda equipped the Shine with a 124.7-cc engine that has proved its reliability and efficiency over the past four years. Its handling is also class-leading, making the bike one of the best 125-cc commuters. It does not feel nervous on any surface, be it uneven roads, pothole-ridden roads, manhole covers, speed-breakers or any other obstacle that a city can throw at it. The Shine tackles them all with commendable ease.

Fuel-efficiency is one factor that plays a crucial role while buying a commuter and I have to agree that the Shine really outshines others by being the most fuel-efficient of this bunch. It delivers an overall fuel-efficiency of 79 kilometres to a litre of petrol and the tank capacity of 10.5 litres ensures that visits to the petrol pump will far and few between, depending, of course, upon the distances covered every day.

The Shine’s price starts at Rs 51,000 (OTR, Pune) for the base version and goes up to Rs 59,000 (OTR, Pune) for the high-end one with disc brakes. Its price range and the availability of three variants gives the buyers a reasonable variety to choose from. It certainly makes for an attractive purchase.

The TVS Flame
Fighter Jet-inspired?
The TVS Flame made its début in 2009 after TVS took care of all the controversies surrounding the motorcycle. The Flame was a decent product right from inception. Its bold fighter jet-inspired bodywork and sporty stance were enough to attract youngsters as well as those still young at heart. The first thing about the Flame to catch one’s attention has to be the radical design that shows TVS’ ambition to deliver a sporty commuter. At the same time, there are a few factors that have proved negative for the Flame. To start with, the inclusion of a storage box right at the centre of the fuel tank resulted in a smaller tank, which ultimately meant that the bike had a poor range. The engine might have three valves and swirl and tumble tech packed in it. However, it is the least refined unit here. The 124.8-cc motor is powered decently with 10.5 PS and 10 Nm of torque, which is enough to tackle city traffic, but the bike’s vibrations can drive one crazy, especially if one is a stickler for refinement. The Flame’s handling is quite all right, nothing to elaborate upon. It allows you to throttle out of city traffic and bad road conditions without much effort, that is, if you don’t mind the vibrations. Its gearbox and suspension are also quite satisfactory.

Performance-wise, the Flame does not disappoint at all as it accelerates from 0-60 km/h in just 6.77 seconds, making it the quickest sprinter among the bunch. The 30-70 km/h roll-on figures also make the Flame a winner performance-wise. All of this with an impressive fuel-efficiency figure of 69 km per litre overall and a price tag beginning at Rs 50,500 (OTR, Pune, for the base version) make the Flame a strong contender, keeping aside the refinement part.

The Hero Honda Super Splendor
The Trusted Workhorse!
The Hero Honda Splendor was the one that started it all and today its bigger brother, the Super Splendor, is marching on the highway of success. The reason for this lies in the same genes that made the Splendor such a great favourite. Praiseworthy practicality combined with a trustworthy and refined engine make the Super Splendor worth every paisa spent on it.

The bike’s appearance might not be something to please the most demanding, but its subtle design is more than adequate to attract the ordinary man. However, design is not the main feature that makes the Super Splendor one of the hottest selling products. The beauty of this bike lies in its engine, which might look like a throwback on the 1960s, but does the job without a hitch. This 124.7-cc motor is highly fuel-efficient and one of the most refined of the bunch. It delivers an overall fuel-efficiency of 73 km to a litre. The refinement is typically Hero Honda, thanks to the Honda technology.

However, there are places where the Super Splendor sees red compared to its rivals. For instance, the 30-70 km/h roll-on figures in the third gear indicate that the Super Splendor takes 11.18 seconds to reach 70 km/h, whereas the Flame and the Shine do this in lesser time. There are other factors like the 0-60 km/h sprint and top speed where the Super Splendor scores well. It takes only 6.99 seconds to reach 60 km/h from standstill and does a top speed of 100.83 km/h, which makes it the fastest amongst the four bikes compared here. The Super Splendor impresses the crowd with its handling, which, I must admit, is in the same league as the Honda Shine. It is one of the easiest bikes to ride in the country and one of the most reliable too. With a price tag of Rs 52,900 (OTR, Pune) the Super Splendor makes a lot of sense for an a-to-b commute.

BLURB THE BEAUTY OF THIS BIKE LIES IN ITS ENGINE, WHICH MIGHT LOOK LIKE A THROWBACK ON THE 1960S, BUT DOES THE JOB WITHOUT A HITCH
The Suzuki SlingShot
The New Kid on the Block!
Suzuki’s maiden innings in the 125-cc segment were not impressive with two of their offerings not doing well, but the Japanese giant did not lose hope and recently re-entered the segment with a snazzy machine bearing a remarkable name, the SlingShot. The design of this motorcycle is somewhat indicative of its bigger sibling, the GS150R. The funky stance of the SlingShot looks more like an entry-level 150-cc bike rather than what it actually is. However, somehow the bike appears a bit loud to me (no offence to Suzuki).
The SlingShot’s 12-litre fuel tank looks like a scaled down version of the GS150R’s and the headlight looks like a stripped down version of the GSX series bikes. The side panels with SlingShot graphics appear dominating and the rear panel again reminds you of the GSX series.
One feature that I loved most was the comfort that the seat offered. The saddle on the SlingShot is the most comfortable of the bunch under consideration here and one does not feel tired at all zipping through heavy traffic and its snarls.

At first the wide handlebar might create the illusion of a bigger bike, but the tiny console brings one back to the reality of a 125-cc commuter. Overall, the design is good and impressive, but it also has the love-me-or-hate-me strand woven into it.
Once astride the bike, one forgets about the design part as one is soon taken up with the smoothness of the engine. This new Suzuki is equipped with a 124-cc engine that made its first appearance on the Zeus and the Heat. Suzuki engineers have re-worked that engine in order to make it suitable for the SlingShot and apparently it is eight kilograms heavier than that on the aforementioned two bikes. It develops about 8.62 PS and 10 Nm of torque, which is transferred to the rear wheel via a five-speed gearbox. You are right, the rest of the bunch have four-speed gearboxes! The gearshift is also as smooth as the engine and doesn’t let any unwanted feedback come through. The SlingShot’s acceleration within the city is quite good, though it takes a longer time to reach 60 km/h from standstill, because this Suzuki is the least powerful of the bunch.
However, the handling of the SlingShot is quite impressive as the bike is utterly easy to ride and is capable of tackling city traffic with utmost ease. Bad roads, uneven surfaces, potholes or protruding manhole covers, the bike’s suspension takes them in stride without bothering the rider much. As of now, the SlingShot is equipped with drum brakes at both the ends, but it may come with a disc brake option in the near future. The SlingShot disappoints when it comes to fuel-efficiency. It returned 68 kilometres to a litre on the highway and 56 km within the city, which, compared to the rivals, does not warm the cockles of one’s heart. We are sure Suzuki will look into it and try to improve it in the future. Its price, though, is spot-on with the competition. The base spoke wheel SlingShot carries a tag of Rs 49,443 (OTR, Pune) and the alloy wheel version that of Rs 51,434 (OTR, Pune), which make it an interesting proposition.

VERDICT
In my opinion, the Shine scores very well when it comes to refinement and handling, but it does vibrate after crossing 60 km/h. But then one seldom sees that reading on the speedo in the city. The Super Splendor has not many vibrations at high speed and is equally good in handling and refinement, but the ride becomes boring after a while, lacking in the crucial fun factor. The SlingShot, on the other hand, is one machine that is much more fun to ride as compared with the Shine and the Super Splendor. It also has the potential to attract youngsters more than the other three. The Flame is equally sporty looking and has better performance figures than the rest. But this performance comes at the price of refinement, for the Flame is nowhere near the other bikes in respect of refinement.
Each of these four has its pros and cons and it depends entirely on the individual preferences of a person, on what one is looking for in particular. Once clear about that, the final decision is not difficult to arrive at.

Yamaha SZ-X – The Mass Machine

October 4, 2010 by Bike India Team Leave a Comment

Adhish Alawani rides the new Yahama SZ-X from Jaipur to Udaipur to evaluate the Japanese manufacturer’s new commuter. Is it read to take on the vast mass segment?
Photography: Sanjay Raikar

The motorcycle market in India is growing in every sense of the term. This encompasses not just the increasing number of bikes that are being sold, but also the way the consumer is thinking about the product.

Earlier, the customer decided on his budget, the type of motorcycle and then went either to Hero Honda or Bajaj and booked one of the machines that these manufacturers had on offer. Today, however, that is not the case. The market is now driven by requirement. The consumer knows exactly what he expects of his bike and is willing to shell out the money to have those requirements fulfilled. For example, there are some who prefer outright performance. They go and buy bikes such as the R15 or the Pulsar 220. Then there are those who desire nothing but efficiency. They go and pick up the Discover 100 or Hero Honda Splendor. Then there is this new breed of buyers who want a bit of everything – style, efficiency, brand name, a higher cc than their neighbour’s bike and so on.

Yamaha have decided to address the needs of this particular segment. The result is products like the SZ and SZ-X. These bikes also fall in line with the company’s downward pyramid strategy in which they first took care of the niche market of performance and extremely focused motorcycles and are now moving towards utility-based bikes that will help the company achieve higher sales figures. Having launched the SZ and SZ-X last month, the company decided to give us a flavour of their latest offerings on a long tour from Jaipur to Udaipur and around Udaipur.

So what are these bikes exactly? The company claims that these machines are for the masses (unlike the R15 and FZ16, which were focused on the petrolheads). They carry the true genes of Yamaha and yet are affordable and easy on the pocket owing to their high fuel-efficiency. Talking of that, I wondered what the true genes of Yamaha are. When we utter the ‘Y’ name, it’s synonymous with performance, aggression and attitude. We naturally think of the glorious RX100, RD350, R15 and R1. Does the SZ series have these genes? Not really. The motorcycle comes with the same 153-cc powerplant that does duty on the FZ family of bikes. However, this one has been detuned from 14 PS to 12.1 PS. The maximum torque has come down from 13.6 Nm to 12.8 Nm. The result is a much slower acceleration – 0-60 km/h in 6.5 seconds, to be precise – which was 5.5 seconds in the case of the FZ. Also, the top speed that you can achieve on this motorcycle is just over 105 km/h, a bit on the lower side for a 150-cc machine, isn’t it? Well, considering that the bike is not meant for performance and is commute-based and efficiency-driven, we can ignore the fact that it is one whole second slower than its elder sibling and that it doesn’t do impressive top speeds.

However, the problem does not end there. The throttle asks for a little extra effort to wring it, which makes us feel that acceleration is even slower. A true Yamaha fan wouldn’t like that, will he?
Talking of the engine, there is one thing that needs special mention here and that is the smoothness of the motor. There are hardly any vibrations and even if we consider that I was astride a brand-new machine, I cannot ignore the fact that after riding 550 km with the throttle tweaked to the limit almost all the time, I didn’t feel the vibes in the evening. Also, the engine was as smooth at the end of the exploit as it was before the ride. The engine scores some brownie points when it comes to the mid-range as well, making it one of the strengths as regards the motorcycle’s commuter approach.

A true Yamaha carries with it an aggressive attitude and styling. On this count, the SZ-X has some positive points and some negative. Looking at the styling alone, I am convinced that this Yamaha retains its character. The tank looks like a shrunk version of the FZ’s with aggressive graphics and extension scoops. Alloy wheels are standard. The headlamp looks a little small in proportion to the meaty front end created by the tank scoops. The split tail-lamp is simple yet effectively fresh in styling.

If you look at the attitude of the motorcycle, it’s typically commuterish with the absence of features such as a tachometer, pass flash and engine kill switch. Then you get drum brakes, which are a complete disappointment. The company officials say that a disc brake option will be available and that it’s a matter of a few months.
There was some regret initially looking at TVS tyres on the bike (especially considering that Yamaha provide the best rubber in the country on the R15 and FZ), but presumptions about the tyres dissipated after riding through the twisties. There is little to technically complain about the rubber when it comes to this commuter.

Another very good thing, and quite important, is riding comfort. Even after clocking 440 kilometres in a day, there was no sign of fatigue. The bike offers a relaxed posture for daily city commute as well as long rides. Good ergonomics complement the posture, making it an extremely comfortable ride for the ordinary man.

All in all, where does the SZ-X stand? For a commuter, it is perfect with a tag of Rs 52,000 (ex-showroom, Mumbai). You also get the SZ (which sheds tank scoops, an extra visor and electric starter) at Rs 49,000. It’s got good looks and the tuning forks logo on its tank. But it has lost the character that Yamaha want to project with it. Low performance and high efficiency are not something that you expect from Yamaha, do you?

The Mojo dissection

October 1, 2010 by Bike India Team Leave a Comment

Mahindra’s assault on the Indian two-wheeler market commences with the unveiling of the Stallio and the Mojo. Here’s a photo feature and full dope on the two motorcycles

Amidst dazzling fanfare and gaiety, as befitting the entry of a leviathan into alien territory, Mahindra took the wraps off its two new motorcycles in Mumbai yesterday. While the majority of the country waited with bated breath for the first pieces of news on the Ayodhya Case verdict, bikers in India were tuned in to a different frequency for the dope on what is reportedly one of the biggest and most powerful Indian bike ever. Let’s start with the smaller one and save the better for latter.

Mahindra Stallio

Mahindra Stallio

The Mahindra Stallio is an executive commuter, powered by a horizontally-opposed 106.7cc single cylinder SOHC engine, with a peak power of 7.3PS produced at 7500rpm and 8Nm of peak torque@8000rpm and a four-speed transmission. As with its engine, the styling is deliberately conventional and toned down. The bike bears a resemblance to many others in its category, especially in the detailing of its rear body panels, the contours of the fuel tank, panels covering the battery and air-filter and the exhaust shroud.

The bike features fully digital instrumentation that is reminiscent of the one on Mahindra’s Rodeo scooter, but with chrome surrounds this time. LEDs are used for the tail-lamps and pilot headlamps, however the former looks jaded already. The single-bar grab rail does not help matters either. The front is slightly better in that department, with an ‘inverted arrow design’ bikini fairing and the aforementioned twin LED pilot lamps. Another aspect of the Stallio worth mentioning is the pass-light switch which is still a novelty amongst Indian commuter bikes although the bike does lose out on bar-end weights which would have reduced the vibrations at the handlebar. The fuel tank cap is also fully flush with the tank itself, which is done up in matte black, lending the bike a sporty appeal.

The Mahindra Stallio will be available in two variants – self start/cast alloy wheels/digital console and kickstart/spoke wheels which are available at Rs.44,699/- and 41,199/- (ex showroom Pune), respectively and inDerby Red, Colt Black, Equus Blue, Buckskin Yellow and Ranch Green colours.At this price point the bike will look at ruffling the feathers of the likes of Bajaj Discover 100, Hero Honda Splendor / Passion, TVS Star City and the recently launched Yamaha YBR 110, when it goes on sale in the coming weeks to make the most of the festive season.

Mahindra Mojo

Mahindra Mojo

A lot has been speculated and written over the Mojo ever since Mahindra announced their intention of producing a motorcycle that would move the goalposts far forward for Indian biking. And it’s finally time now. Based on the Italian Malaguti MR250 concept bike, the Mojo is powered by a four-valve DOHC 292cc single-cylinder engine, churning out a peak power of 26.3PS@8500rpm and peak torque of 24Nm@7000rpm. Despite the single-cylinder engine, Mahindra has seen fit to include dual exhausts on both sides of the bike in keeping with the rest of the bike’s character. Transmission is via a six-speed gearbox while the Electronic Fuel Injection (EFI) system has been developed by Ducati Energia of Italy. In the flesh, what first catches your attention though, will be those massive inverted front shock absorbers done up in brushed golden and the twin headlamps reminiscent of the Triumph Speed Triple. The tear-drop design coupled with the gold-painted exposed twin-tube diamond frame lends the bike a sexy side profile in conjunction with the slash-cut rear. RVM-mounted indicators are another standout feature. Instrumentation is comprehensive, consisting of an analogue tachometer, digital speedo and and tell tale lights for ECU malfunction, engine overheating, gearshift indicator etc.

The front suspension is courtesy Italian specialists Paioli, and is complemented by a horizontally mounted monoshock at the rear. Radially-mounted calipers and discs (the stylish 320mm petal disc at the front has the largest diameter amongst Indian bikes) handles the braking duties at both front and rear. When it launches, the Mojo will also be the first ever motorcycle in India to sport Pirelli tubeless radials as standard – 100/80 and 150/60 medium compounds at the front and rear respectively. The Mojo (we wish Mahindra would have kept the codename they used in the developmental stages – Diablo) will go on sale early next year, for approximately Rs 1.75 lakh (ex showroom Pune) and be available in two colours – red and black. Customers also have the option of customising their bikes with a range of decals from the showroom itself and both bikes will come with a comprehensive four year warranty. With big names like Ducati Energia, Paioli, Pirelli, J Juan (Spanish manufacturer of brake calipers) and Engines Engineering behind the two motorcycles, expect them to deliver the best of both worlds during that period.

And oh, expect to see Aamir Khan plugging the Stallio on your television set very soon.

Words: Saeed Akhtar

Avenger 220 – A Heavier Beating Heart

September 17, 2010 by Bike India Team Leave a Comment

Ravi Chandanani meets the Avenger 220 after a heart transplant
Photography: Ravi Chandnani and Sanjay Raikar

Ten years ago, no one in India would have thought that a manufacturer like Bajaj would come up with a bike that defied the typical characteristic of the company, which was making fuel-efficient and small-capacity bikes and scooters. Bajaj pulled a nice trick later and fitted the Pulsar 180 engine into the Eliminator frame. This combo was christened the ‘Avenger’ and Bajaj were able to bring down the price considerably, which proved beneficial to the company. Later still, in 2007, the company decided upon a second heart transplant for the Avenger and gave it a bigger heart, that of the Pulsar 200. The 200 engine worked its charm on the Avenger and once again it attracted a new bunch of customers, who wanted greater power coupled with the already sassy design.

Aesthetically speaking, the bike remains similar to its previous version. The sticker on the side panel now announces that this machine is powered by a bigger motor. Now the company has gone a step further and has re-launched the Avenger with an even bigger heart.

This new power plant has already proved its mettle on the highly successful Pulsar 220, tagged as the fastest Indian bike.

The Avenger has now truly become a cruiser meant for the open highways. The power and torque from the 219.89-cc motor are adequate to pull the bike easily even with a heavy rider astride it. Hence I wasn’t able to resist the temptation of a small ride on the beautiful NH4. I must say here that, hitherto, the one thing that had bothered me about the Avenger was its handling within the city. The raked-out front end tends to make one nervous as the front tends to slide a bit under hard braking. Besides, maneuvering the bike in thick traffic is painful due to its long wheelbase. Now, however, though its city handling remains as poor as before, the bike exhibits better handling and straight-line stability on the highway thanks to the long wheelbase and a fat rear tyre.

As I said earlier, the Avenger is meant for the highways and not the city. As I got on to the highway, where the Avenger and its rider feel truly at home, I realised what a comfortable ride it was. All the worries of city riding vanished soon and I was cruising at a constant 90 km/h with great ease.

This was also when I noticed the stability of the cruiser. It was darting through the wind like a bullet and yet was quite stable. The huge 130/90 section rear rubber provides more than ample traction, which really inspires confidence in you. The power and torque delivery are quite linear and the bike does not feel sluggish even in the low revs, thanks to the smooth, five-speed transmission that channels the power from the crank to the rear wheels. Although the 219.89-cc motor is the same unit that does duty on the Pulsar 220, Bajaj have de-tuned it for the Avenger. It now develops 19.03 PS of power and 17.5 Nm of torque. This output is enough to propel the bike from standstill to 60 km/h in just 4.83 seconds, which is just 0.13 seconds longer than the Pulsar 220. Nevertheless, do not expect the Avenger to post a top speed similar to the 220’s. Despite having the same power unit, the output is different, which makes the Avenger’s top speed comparatively lower than that of the 220. The fuel efficiency, on the other hand, has gone down by three km/l to 34 km/l overall, compared to its earlier 200-cc version, which is quite all right considering the increase in performance. The most striking feature of the bike after the engine is its price. The Avenger 220 is priced at Rs. 76,876. In other words, you get a bike that is quicker, punchier and still looks the part and is just Rs. 4,000 costlier than the 200, which makes it a perfect value-for-money cruiser.

Hyosung ST7

September 1, 2010 by Bike India Team Leave a Comment

It has got loads of chrome, classic attitude and it is perfect cruising material. Better still, it’s on its way to India. Adhish Alawani delivers the exclusive ride report of Hyosung ST7 Photography: Sanjay Raikar

Something Chrome, Something Cruising!

Hyosung Motors seem to have taken things very seriously. The last time they came to India with the Comet and the Aquila, it was through Kinetic Motors. These motorcycles were a success. The only glitch was the fact that these bikes came in extremely limited numbers and without a properly planned service backup. Nonetheless, the market is changing rapidly and Hyosung have decided to come back with a bang. As you must have seen on the earlier pages, we rode the Hyosung GT650R and were very impressed by the supersport machine. Let us now shift our attention to something classic, something chrome, something cruising!

Introducing the Hyosung ST7, a good example of a modern-day classic cruiser. The ST7 has been built taking into consideration the competition from the likes of the Japanese and the Americans. When we first saw the bike in pictures, we were not really sure if its styling would suit our taste. In reality, however, it’s a different story altogether. The curvaceous tank dips in towards the seat and the flow continues all the way until the broad, sweeping rear fender. The liberal use of chrome on the dual pipe exhaust, engine casing, air box, radiator case, belt drive cover and loads of bits here and there add a lot of hardcore bling to the machine. The 41mm telescopic forks set at a 33-degree rake are neither too laidback nor too aggressive. The softly padded saddle, pullback handlebars and forward mounted footrests offer typical cruiser posture, at least for a five-foot-ten-incher like me. The instrument cluster sits in the chrome housing on the humongous tank. The only bits of styling that do not suit my taste include the small, round headlight (a bigger one would do the job better) and the multi-spoke alloys.

The true deal, however, is the heart of the ST7, sitting under the tank in the form of a liquid-cooled, 90-degree V-Twin, displacing 678cc and pumping out 62 PS. The peak torque figure goes to 63 Nm and punches in at a high 7500 rpm. Sounds weird for a V-Twin cruiser to have its peak torque so high. However, it doesn’t feel so while riding. The bike pulls amazingly from low revs and continues pulling strongly in the mid-range. 130 km/h is reached in second gear if the throttle is whacked open and cruising at 150 km/h is truly peaceful. Wedded to the V-Twin engine is an impressive five-speed transmission that offers butter-smooth shifts through the cogs. Interestingly, the ST7 comes with a belt drive, which not only adds to the cruiser character and attitude, but also offers a good and smooth drive.

The powerplant of this Hyosung sings a soft tune and the refinement levels are quite high: the hardcore cruiser-lovers might just miss the thump to some extent. The ST7 scores brownie points when it comes to the weight and usability of the machine on a day-to-day basis. With a kerb weight of 244 kg, the ST7 is pretty manoeuvrable even in heavy city traffic. Even after logging over a couple of hundred kilometres, there was no sign of fatigue creeping in. The not-so-wide and not-so-tall ‘bars offer good steering in tight situations as well. Not a lot is usually talked about the handling of a cruiser. But I would still make a special mention that this bike handles very well. Not even once did I feel that there was a hint of instability around corners or while flicking from one side to the other. The Bridgestones also provide awesome grip and contribute to the good road holding that the bike offers. The brakes on the ST7 are pretty decent and do the needful quite efficiently. There is hardly anything that I can complain about in this cruiser.

And looking at the price tag of approximately Rs 5–5.25 lakh, I am sure no one has anything to complain about. Hyosung have brilliantly managed to introduce a motorcycle in the market that bridges the huge gap between the local wannabe cruisers and the hardcore ones like Harleys or Suzukis. The ST7 is expected to hit the market along with the GT650R by Diwali this year. Also expect the company to offer tall windscreens and saddlebags etc. as accessories.