Bike Reviews in India

 

Adhish Alawani finds out if the new clutchless Jive is ready to take on the highly practical scooters in the Indian market
Photography: Sanjay Raikar

Last month, when I was road testing the Jive (the new clutchless commuter from TVS), I was mighty impressed with the concept and practicality of this machine. Not only does it stand as testimony of a good piece of engineering, but also goes ahead of every other motorcycle in the current market by setting higher standards for modern commuters. The low capacity bikes and scooters have ruled the Indian market. And I personally believe that the Jive is going to create an altogether new segment of practical and easy machines at extremely affordable price tags.

While I was thinking about its novel transmission and ease of use in the traffic, it struck me that this bike is going to take the fight to the automatic scooters which are by far the best option for daily commutes in the chaotic, stop and go Indian traffic. Discussion on this topic with Aspi led me into a comparison test of the Jive against a scooter. We picked the most popular scooter available in the market today, the Honda Activa and decided to pitch it against the Jive to gauge both on various factors like ease of use, utility, cost, efficiency, suspension and last but not the least, styling. Let me take you through my findings on each aspect as I compared the commuters and rated each one of them on a scale of ten points.

Ease of use: We all know that the Activa with its variomatic gearbox is the easiest thing to ride in traffic. With a twist of your right wrist, you set the scooter in motion and don’t have to worry about gear changes. The clutchless transmission on the Jive is not as convenient as the Activa where there is nothing that you need to do apart from throttle operation. However, the Jive is not as cumbersome to ride as any other motorcycle either as there is no clutch lever and all you have to do is roll back the accelerator and shift it to the next gear. In short, you can use the Jive as a manual or as an automatic bike. While coming to a halt at a traffic signal, you can simply come and stop in whichever gear you are running in and start off in that same gear. The centrifugal clutch keeps slipping until you attain the appropriate engine rpm and prevents the bike from stalling in higher gears at lower speeds. However, while doing so, you are going to end up burning the plates and get moving so slowly that even a kid on a bicycle will overtake you before you attain considerable speeds. Thus, though the centrifugal clutch can manage to keep your bike running in a higher gear at low speeds, it becomes inevitable to shift down the gears before taking off from a standstill. The manual shifts on the Jive come to your help on steep uphill climbs where you can go down to the first gear and keep rolling even with two people on board, which is not possible in case of the variomatic scooter. Scores: Activa- 9/10 Jive- 7/10

 

Utility:
Utility is extremely important when considering a commuter and it comes in the form of carrying luggage and a passenger. The Activa, with a footboard and underseat space, can house a lot of stuff and carry a couple of loaded shopping bags. The Jive is probably the only motorcycle available in the country that comes with underseat space. However, as the company demonstrates, this space can only be used for an umbrella and a bottle of water or at the most, a wallet. The Activa’s wider and shorter seat means that it is also a better companion carrier than the Jive. So who wins the competition here? The Activa without a doubt makes a clean sweep when it comes to utility.
Scores: Activa- 9/10 Jive- 6/10

Cost:
The Honda Activa and the TVS Jive are priced competitively against each other. With both the machines costing close to Rs 46,000 (OTR, Pune), there is hardly a contest among them considering the tags. However, while discussing cost, it is not just the initial price that should be taken into consideration. The cost of ownership, i.e., maintenance, spares and service should also be given a thought. And in that case too, I believe that the earlier products from both companies have proved to be extremely reliable and cheap to maintain over the period of years they have spent in the market. I don’t think that we can zero in on either one of them while considering the cost factor.
Scores: Activa- 9/10 Jive- 9/10

Efficiency:
Commuter motorcycles are mostly bought by consumers because of the high fuel efficiency figures returned by these machines. TVS pounces back on Honda in this regard. With an amazing fuel efficiency of 62kmpl, the Jive beats the Activa, which settles at 53.5 kmpl, by a huge margin. Also the 6 litre fuel tank on the Activa means a lot less range as compared to Jive which comes with a more than double capacity 15 litre fuel tank.
Scores: Activa- 5/10 Jive- 9/10

Styling:
Styling doesn’t play a major deciding factor when it comes to commuters. They are designed for utility and practicality more than style and fashion. Nonetheless, I believe that the Activa, with its new broad rear styling and typical scooter design is not as popular amongst the consumers as much as a motorcycle. At the same time, I would also like to mention that the younger generation would prefer the scooter over the typical commuter motorcycle looks of the Jive. Thus, the styling factor ultimately boils down to personal opinions. Hence, no scores here.

Suspension and ride:
The telescopic forks upfront and the hydraulic suspension with coil springs on the TVS Jive ensure a comfortable and soft ride. Not only that, the bike’s sleek design and upright, tall seating gives good flickability to the Jive in congested traffic. As against that, the trailing link front suspension of the Activa is not the best on bumpy roads. Even the bigger wheels on the Jive call for a better ride quality than the small ones on the scooter. However, the Activa shod by the MRF tyres provides a far superior grip than the Jive that comes with the TVS tyres.
Scores: Activa- 7/10 Jive- 8/10

Verdict:
Tallying up the points, I was expecting to come up with a clear winner which is not the case here as both, the Activa and the Jive have scored equally. I believe that it is probably going to go down to consumer preference in the end. Someone might want luggage space while another may desire better fuel efficiency. Or maybe, someone like me might just want some fun from my commuter (refer to the opening page of the story)!
Total Scores: Activa- 39 Jive- 39

 

 

Does the lightweight Pulsar have the right mix of spices to tingle the commuter’s taste buds? Or will they still prefer the Japanese offerings?
Words: Sarmad Kadiri   Photography: Sanjay Raikar

By now most BIKE India readers would have a fair knowledge about Bajaj’s latest artillery to hit the Indian circuit. Our first issue of this decade featured a detailed report on the Pulsar 135 Light Sport, which promises to deliver class defying performance and fuel efficiency with snazzy styling. And all that, at a very, very competitive price. But the proof of the pudding is the eating. We decided to bring the new challenger from Bajaj’s stable face-to-face with the best bikes from a segment above and below it. Incidentally, both the flag bearers are from the Honda lineup – the Unicorn 150cc and its younger sibling, the CBF Stunner 125 (non fuel injected). In other words, Bajaj’s puny performer intends to gatecrash the Japanese giant’s party. So, let’s find out if it succeeds.

HONDA CBF STUNNER The trendy 125cc city commuter gets a snazzy facelift and looks more ‘stunning’ than ever before	BAJAJ PULSAR 135 LS This new kid on the block is tagged as LS (Light Sport) which could well have been ‘Lethally Styled	HONDA UNICORN The most well-sorted 150cc in India that has set the benchmark for refinement across segments

THE LOOK

The Pulsar 135 LS has evolved from the XCD Sprint concept first showcased during the 2008 Auto Expo. The naked streetbike inspired headlamps nestled between the razor sharp panels and the floating fairing sitting above reflect the concept’s design cues. The side scoops on the curvy tank, the clip-on handlebar and step seats accentuate the sporty theme of the bike. The dual coloured front mudguard with ridges appears aggressive. At a glance, it looks distinct from its siblings and yet snazzy enough to hold your attention.

Shifting our focus to a segment below, the CBF Stunner 125 has just gone through a quick facelift and now comes with new colour schemes and body graphics. The addition of an engine cowl, sharper rear view mirrors and a black paint job for the engine, exhaust cover and handlebar make it look even more ‘stunning’ than before. The 2010 Stunner gets the much awaited tachometer in a new look console. Giving it competition is the Pulsar 135 LS’s neat instrument console which holds the digital speedometer, odometer, fuel gauge and trip meter as well as the analogue tachometer.

Okay, I’m midway through talking about the appearance of the bikes, but I haven’t even mentioned a thing about the Unicorn. This is simply because there is nothing new to talk about the bike’s design. Honda has been giving minor cosmetic tweaks to their reliable 150cc bike, but the Unicorn desperately needs to visit an A-list stylist real soon. It remains the most understated bike in this shootout and probably in its segment as well. The all-black Unicorn badged with the chrome Honda wing looks neat but dated. Honda did display a concept Unicorn during the Auto Expo 2010, but it didn’t manage to make eyeballs pop and looked more like an oversized CB Twister 110. Hmmm… That’s about it for the Unicorn in this department leaving the fight between the Pulsar 135 LS and the CBF Stunner 125.

The rear panels of the LS keep the Pulsar style DNA intact and the icing on the cake is the superbike type rear without a mudguard. But here’s the anti-climax, the full tyre shroud looks plasticy and rather odd. The designers should have incorporated sleeker shrouds similar to the ones used on the bigger Pulsars. Apart from looking ugly, it will be a pain to clean dirt from under it. The Stunner has a nice looking tiny hugger at the rear that guards the 17-inch tubeless tyres. The same tyres also perform their duty on the Pulsar 135 LS. The radical theme of the LS is also reflected in the sliced exhaust chamber. Personally, a slightly meatier exhaust would have enhanced its looks further. Bajaj has tagged the Pulsar 135 as LS, meaning Light Sport, but a complete metal chain cover is neither light nor does it look sporty. The Stunner, on the other hand, has a plastic half chain cover which does its duty well and looks great too. The LS and the Stunner sport step seats which look great. A minor flaw that our Editor, Aspi pointed out to the Bajaj boffins is that the side stand of the Pulsar 135 LS is located way too close to the gear lever. Even a light impact to the left side of the bike could disrupt the gearshift. Both the Hondas have their side stand perfectly located. The LS manages to balance the sporty theme well without going over the top, which means mass appeal. But the Stunner will still be a hit with the younger lot.

THE RIDE
I have a lot to talk about the Unicorn in this section and only good things. It is the only bike equipped with a monoshock and yes, it does make a difference. I feel this 150 has the best ride quality across segments and this is no easy task to achieve. If you enjoy taking your friend or girlfriend (ahem) along for rides on the highway or even through the unruly city lanes, the Unicorn with its superb suspension and 150cc engine is a joy to ride. Shifting to a segment below, the Pulsar 135 LS has conventional shock absorbers with a combination of hydraulic, gas and coil springs. This combination works well when riding alone, but is strictly okay with a pillion rider especially if he weighs even marginally close to our photographer, Sanjay. Though the LS’s suspension is not as soft as the Unicorn, it is subtle and athletic even with two heavyweights onboard. The LS has a new swingarm and a long wheelbase of 1325mm which is even longer than its big brother, the Pulsar 150 although the steep steering angle assures reasonable handling agility. It is roughly based on the XCD’s square section chassis and handling is not the strongest point of the LS.

Its seating position is inclined more towards a sports bike stance with the clip-on handlebars and the low seating position making it fun to zip through traffic but the bike feels comparatively unsettling while taking on long curves. The Stunner with its 1271mm wheelbase and well sorted suspension scores over the LS in this section. It feels more composed and the new MRF rubber boosts confidence as I experienced while negotiating the corners of ghat sections. But the overall winner in the handing and ride quality department has to be Honda’s old legend, the Unicorn. The monoshock combined with the longest wheelbase among the three (1340mm) and the trusted MRF zappers make it nimble, agile and supremely comfortable.

THE HEART
Astride 2010’s new look Stunner for the first time, I kept praying in my heart, “God please, please make this ride like the Stunner Fi. Please, please!” But it didn’t. Let me break this up for those who haven’t used both the Stunner versions. The 125cc has a great Honda engine which is smooth and peppy, but the carburetted version is extremely under geared (for reasons best known to the company) which causes the bike to vibrate way too much as it reaches the 60-70km/h mark. Surprisingly, the fuel injected variant of the Stunner is free of this shortcoming thanks to the taller overall gearing. The Stunner Fi feels extremely refined even at high speeds. Unfortunately, the Stunner that qualified for this particular test was the carburetted version. While riding it in the top gear, my mind kept yelling “Shift the gear! Shift the gear!” but my left foot responded, “There are none here! There are none here!” It manages to touch the 100km/h mark which isn’t bad for a 125cc bike. But the Stunner gets outshined by the light Pulsar as it has minimal vibrations even at high speeds. The LS, as the name suggests, is quite light at just 122kg which is a good 7kg lower than the smaller Stunner, let alone the 146kg weight of the Unicorn. This is a great trend which is also the topic of discussion at automobile research and development departments across the globe. But India has a long way to go as international bikes with 600cc mills weigh just around 170kg! The light weight of the Pulsar coupled with its indigenously developed four-valve powertrain can match up to the performance of 150cc bikes. The four-valve technology helps it breathe better and so improves the fuel efficiency and the performance of the machine. Talking about four-valve technology, here’s some trivia for the petrol heads: the first Indian bike to use this technology (though developed overseas) was the now forgotten, Kinetic GF 125 which was launched about a decade ago. Time to return from the flashback to real time. The LS goes from 0-60km/h in just 5.18 seconds and has a genuine top whack of 112km/h! Several 150cc owners will be reading these figures over and over again. In reality, it’s not just about speed. The Unicorn is still content with its old two-valve technology, and it reflects in the bike’s performance figures. The younger Pulsar manages to outrun it by a whisker in the top speed stakes as well as the 0-60km/h sprint. However, the Unicorn leads when it comes to class leading refinement, smooth power delivery and unparalleled durability. Apart from reaching the top speed, what is really important is coming to a halt in urgency. The older and more experienced Honda scores over the other two in the braking department. The Stunner has good low down power and can even pull from low rpms in a higher gear which makes it a good city commuter. It also is the most fuel efficient among the three bikes here with an average of 66kmpl. The LS is not far behind delivering an amazing 63.75kmpl out of the spirited 135cc mill and the bigger Unicorn manages to stretch a liter for 58.92kmpl.

The Pulsar 135 LS shakes up the competition by delivering class defying efficiency and performance, thanks to its light weight. But I have to give it to the Unicorn for its refinement, smooth power delivery and reliability.

THE MOOLAH
In our country, the big question that follows fuel efficiency is the price. And this is the interesting part in this shootout. Honda retails the Unicorn at Rs 64,082, on the road in Pune and the Stunner at Rs 60,580, but the 2010 model will be dearer by another Rs 2,500 thus bringing its sticker price closer to the Unicorn at around Rs 63,000. (Drum roll) Presenting the party spoiler for the Japanese giant, the all-new Pulsar 135 LS comes with a smashing price tag of Rs 56,500 only. (Silence). It can save you Rs 6,500 of your (or your dad’s) hard earned money. Yes, you can spend it on your girlfriend we mentioned above or donate it to a charity.

THE VERDICT
If you take the price into consideration, the Honda CBF Stunner is overpriced and if price isn’t a problem, then why not buy a superbike? The Stunner is a great looker and can also make your friend’s fiance go weak in the knees. It also has a strong sales and service backup and not to forget Honda’s quality assurance. A great buy for the yuppie generation.

The other bigger, older and perhaps wiser Honda, the Unicorn amazes me every time I ride it because of its overall performance, solid build quality and unmatched refinement. It has proven to be an extremely reliable commuter bike over the years. But there is a problem with this bike. It looks dated and Honda is not doing anything about it. For those who want to take a plain Jane, soft spoken, non-fussy, docile and low maintenance companion home, look no further.

THE WINNER
For those who don’t fancy the plain Jane, Bajaj has the answer for you. The Pulsar is a really good 135cc bike that balances the commuter aspect by giving you over 63km per liter of petrol and at the same time, it will make you overtake the city crawlers by its raw power. The price positioning and value for money aspect gives it an edge over its rivals. It is light weight, looks naughty and wears a bikini fairing. Settled then, don’t take the Pulsar 135 LS home. Take it for a ride, a really long one.