Bike Reviews in India

1734 kilometers in a day

June 28, 2010 by Bike India Team Leave a Comment

Akshay “Iron Butt” Kaushal rides more than 1000 miles to complete the SaddleSore ride.
Story: Mihir Gadre Photos: Akshay Kaushal

Akshay Kaushal has become one of the only two Indians to have been featured on the Iron Butt Association’s website for completing the SaddleSore ride. On the 29th of October 2008, Akshay, who works as a journalist with the Times Group, embarked on the endurance ride on his Bajaj Pulsar 180 DTSi finally covering a total of 1,734 kilometers in less than 24 hours. He started his ride from Ahmedabad (Gujarat) continuing on to Udaipur, Jaipur (Rajasthan) and Gurgaon (Haryana) before returning to Ahmedabad to participate in the SaddleSore 1000.

In a bid to identify the world’s toughest riders, the Iron Butt Association of Chicago, Illinois, USA certifies individuals who dare to achieve this extremely difficult feat of riding 1000 miles astride a bike in under 24 hours. The SaddleSore 1000 is conducted under very strict guidelines set forth by the Iron Butt Association. The rules state that a rider should complete 1000 miles in less than 24 hours with an error margin of five percent for the odometer which takes the total distance to 1050 miles i.e. around 1700km. The rider has to retain the fuel receipts paid using a credit card from the start to the end point and submit them as proof. He is not allowed to travel on the same road more than twice and he should have a witness at the start point as well as the destination.

Akshay’s achievement is even more special given that 1000 miles on Indian roads on an Indian bike is at least twice as difficult as doing the same distance on smooth European motorways or American freeways astride a big cruiser. Our hearty congratulations to him for having achieving this feat

Big brother

June 28, 2010 by Bike India Team Leave a Comment

TVS has upped the performance ante of the Apache with a new 180cc variant. Amit Chhangani gives the new bike the BI treatment
Photography: Sanjay Raikar

TVS’s test track at Hosur is as simple to learn as that except for the two rather uneven troughs – one in the middle of the long arc and another at the left hander exit. Perfect to appreciate one of the two most significant changes incorporated in the new Apache RTR 180 as compared to its predecessor.

The new bike’s wheelbase is longer than the 160 by a good 40mm, making it substantially more stable and confidence inspiring than its earlier iteration when leaned over. In its newest avatar the RTR feels more stable and planted both in a straight line as well as around bends. Both the bumps on the track, which made us cautious during the first few laps, were taken in its stride with disdain. I managed to ride the 180 and the 160 RTRs on the track back-to-back and the difference in the handling characteristics was clearly perceptible. Not that the older RTR felt scary around the bumps, but the new bike augments the feeling of confidence and makes you push harder without any worries.

Another, more obvious improvement is the bigger capacity engine. The new 177.4cc mill is a bored out variation of the 160cc mill and has a longer stroke too. With 62.5mm bore and 57.8mm stroke, the new engine still remains an oversquare, screamer unit but not so much so
as the 160. Power is up by 1.9PS to 17.3PS and the new engine produces 2.4 more units of twisting force at 15.5Nm. Peak power is produced at 8500rpm similar to RTR 160, though the peak torque is now produced at 6500 revs, 500 more than the carburetted variant of the bike’s smaller capacity version.

The increased power and torque makes itself very palpable especially while accelerating hard from a standstill. However, the new bike somehow doesn’t feel as free-revving as its predecessor. Down the straight on the test track, before braking, the 180 showed a speed of 120km/h on the digital display while the 160 was marginally slower at 118km/h. Tech boffins at TVS admitted that they have not worked towards increasing the top speed of the bike but to increase it’s low and midrange grunt as well as in-gear acceleration times. We must mention that the new RTR doesn’t have a rev limiter. Rev the bike hard in neutral or in the first gear and the tacho needle keeps swinging to the 12,000rpm limit on the tacho. That’s good news as the absence of a limiter hints at introduction of performance kits for the bike by the company in the near future. Hooligans rejoice!

Technically, worth a mention are the newly developed TVS Srichakra tubeless tyres both upfront as well as at the rear. The new tyres are wider (90/90 x 17-inch front and 110/80 x 17-inch rear) which are much lighter than the tubed tyres. The fact, along with the incorporation of a lighter crank employed in the engine, means that the overall weight of the bike remains unchanged. Other technical changes include a 270mm petal disc at the front and a 200mm petal disc at the rear as standard equipment. Carburetion duties have been handed over to the Mikuni BS-29 carburettor. There isn’t a FI version available for this bike and we don’t see one coming in the near future.

On the visual front, the 180 adorns a new graphic scheme to distinguish itself from its smaller siblings with ‘RTR’ emblazoned boldly on the tank scoops. The front forks and the gas reservoirs for the rear shocks are now painted in a new golden shade and the clip-ons have a new RTR 180 emblem at the centre. Other cosmetic upgrades include a new slim, superbike style, trident shaped mud flap under the rear fender. It can be replaced by the conventional mud flap. The rear-set footpegs for the rider as well as the pillion come in two forms. You may either have a racing style naked metallic set or get them covered with a rubber cover for better cushioning. The tacho dial for the new bike is painted in a sporty white shade as against the black-grey-white theme for the 160 FI.

The new bike feels more planted and has got more grunt, more grip and more poise. The prices have not been announced yet, but we expect the new bike to be priced a tad cheaper than the RTR 160 FI priced at rupees 74 grand. The new TVS 180 looks like a potent contender in the Indian performance bike arena.

A new beginning

June 28, 2010 by Bike India Team Leave a Comment

Bunny Punia spends a Sunday morning astride a rather different kind of bike

It’s quite rare for me to be in my home town, New Delhi for more than a day and that too on a weekend. I love spending time with my family, lazing around in the house and playing with my little niece. But last month, I simply couldn’t resist a test ride on my kind of bike.

Off-roading hasn’t really caught on amongst the biking enthusiasts in the country. It is more or less limited to the national championships that often take place in South India. Ashish from Adventure Wheels, however, thinks there is a small but important and as yet unexplored market out there for these leisure bikes. Apart from bikes, he is also importing an ATV with an engine as big as 550cc! But let’s talk about the bikes for now. The spot chosen by Ashish for riding and photographing the two bikes he got along (in a small tempo mind you) was great. I had to follow his car for close to an hour, but in the end, we
were around 30km from the Delhi border on the base of the Aravali mountains near Sohna.

I started the morning’s ride on the smaller 150cc bike which frankly did disappoint me initially. An extra large rear sprocket meant gearing was too short and before I knew it, I was in the fifth within a matter of seconds! However, it was a dirt bike and with the right kind of suspension, this little number was ready for anything. Powered by a 12.4bhp mill, it had enough grunt for most types of off-roading stints. The bigger 250cc bike was, however, the reason I was here. Even for a 6 footer like me, swinging a leg over it was difficult. Both my toes hardly touched the ground. Nonetheless within minutes, I found myself literally flying over pebbles and rocks at good speeds. This damn thing really had the dexterity to ride over nasty off-road sections at 45-50km/h! Even while riding on broken tarmac, with the digital speedometer showing 80-85km/h, the superb suspension setup chewed and spat any and everything that came its way. Dumping the clutch over undulations saw the front wheel go up easily.

The 250cc bike’s liquid cooled motor develops an impressive 24bhp of power and is mated to a six-speed ‘box. There is more than adequate power for even serious hill climbing and flat out, the bike manages around 110km/h. The acceleration through the gears is impressive and the grunty exhaust note sounds great. Ashish is importing this bike from Taiwan and selling it for around Rs 3 lakh. Yes, it sounds a lot but since they are imported as CBU units, a hefty sum has to be paid for custom duties. For those who wish to spend less, the 150cc offering makes great sense. Retailing for around Rs 1.2 lakh, it won’t make a huge dent in your pocket too. For more, log onto www.adventurewheels.co.in


The liquid cooled engine felt punchy and had no signs of fatigue even after being pushed hard for a good 30 minutes	A claimed output of 24bhp means lifting the front was rather easy	Ashish is working hard on making these bikes road legal. But getting things cleared from ARAI can be tough and time consuming

Who dares wins

June 25, 2010 by Bike India Team Leave a Comment

They look smashing, perform brilliantly and make up the Indian performance biking segment. Bunny Punia rides the four bikes – the Bajaj Pulsar 220 DTS-i, the Hero Honda ZMR, the TVS Apache RTR 180 and the Yamaha YZF-R15 back-to-back and picks the one that justifies the performance tag completely
Photography Sanjay Raikar

The morning seemed unusual for this time of the year. The air was quite nippy and there was a layer of dew on the grass around the roads we were traversing. As we came up a crest, the view of the fog filled the valley in front of us and took our breath away. We stopped to soak in the scenery and switched off our bikes. Suddenly, there was complete silence around us. There was no traffic on the road and the rising sun was still hiding behind layers of clouds. It almost seemed eerie there and hence we decided to do what we do best – ride on!

Our machines for this morning included four of the quickest and most powerful locally manufactured motorcycles on sale in India. These bikes not only look good, they all perform (almost) equally well too. Needless to say, these models are on the wish list of every youngster today. Of the four, in the recent past, we have pitted three bikes against each other – the Bajaj Pulsar 220 DTS-I, the TVS Apache RTR 180 and the Yamaha YZF-R15. The newest (and the fourth) contender here comes in the form of the fuel injected 223cc Hero Honda ZMR. Are we in for a fierce battle for a performance champion then? Definitely.

The first and the most important feature that matters a lot for customers going in for any Indian performance bike today are its looks. Without a doubt, the little supersport offering from Yamaha easily walks away with the crown for being the best looking bike here. With design lines inspired from its bigger sibling the YZF-R1, the R15 looks gracefully sexy and utterly beautiful, no matter which angle you look at it from. The twin cat eyes type headlamps with in-built parking lamps dominates the front. The full fairing flows in nicely, exposing the engine a bit on either side. The black finished exhaust with a silver cap adds a sporty touch, though I personally think, the tail lamp could have been executed in a better way. On the move or while parked on the side stand, the R15 has the ability to turn heads like no other bike in its class. Some probable customers, however, wish the rear tyre was wider which brings me to the bike with the fattest rear here. The Pulsar 220 comes loaded with good bits and pieces to make it look like a muscular and mean bike. Wide tyres up front and at the rear, wide forks, a beefy looking exhaust, a half fairing with projector lamps, an all-black paint scheme to name a few are some of the visual features that Bajaj has incorporated on the biggest bike in the Pulsar stable. This does work wonders and the bike commands a good road presence. The TVS offering, on the other hand, can fool you into believing it is the smaller 160cc variant due to its similar design. However, changes like wider tyres, a stylish RTR font on the tank scoops and a superbike styled rear fender make it stand apart from its younger sibling. We specially like the model in white with golden finished forks and gas reservoir for the rear shock absorbers. You also can’t help but notice the beautiful looking petal discs – a first in this category of bikes in India. The newest entrant in this segment, the ZMR gets a major visual revamp as compared to the current Karizma. A full body fairing is the talking point here. We got our test bike in white and though the ZMR has massive road presence, not all of us appreciated its new appearance. This is one of those bikes whose looks can take time getting used to. There are exceptionally nice details like the LED rear tail lamp, the faired mounted rear view mirrors, golden finished forks and engine cover, the striking two-piece grab rail and the superb fit and finish levels of body panels. But why couldn’t Hero Honda give us a bike with headlamps inspired from Honda’s numerous twin light higher capacity bikes sold abroad?


The R15 – the place to be in if you love riding hard	The Pulsar 220 – the console looks good at night. So does the backlit switchgear	The RTR – racing strips add a sporty touch

Swinging a leg over the Hero Honda brings back familiar memories. The saddle is an inviting place to be in and the ergonomics are topnotch including the working of the fairing mounted rear view mirrors which serve their purpose very well. This bike does feel substantially big and tall. Heavy riders will prefer the way the ZMR makes you feel comfortable once astride it. What really grabs your attention is the fully digital speedometer console that has a display for various mandatory things including other features like speedometer, tachometer, odometers, two trip meters, fuel gauge, time, tell tale lights as well as a welcome and goodbye message which can be tailored by the rider to include his (or his girl’s) name in it. The bike’s sitting posture is comfortable with a touch of sportiness due to the new clip-on handlebars. In fact, the bike is so accommodating that I for one wouldn’t mind riding it for a cross-country run. The Karizma has always had a good suspension set-up with a bias towards comfort. With GRS equipped shock absorbers finding their way here too, the ride quality has only improved especially over bad roads. Push the bike hard around a set of twisties and the improvements in the suspension show their worth. The front tyre becomes a little wider and both tyres are now of the tubeless variety – thumbs up to Hero Honda for this. The handling of this bike can be best described as neutral. It doesn’t feel nervous when the rider pushes it hard, but at the same time, it cannot be ridden with the knee down in a manner as easy as say the Yamaha through corners. What this bike does best is cruise lazily on the highway, munching away miles at triple digit speeds and taking care of the occasional pothole or bump with utter ease. In city traffic, it is nimble, though the bike’s 159kg kerb weight makes its presence felt easily.

On the other hand the R15, true to its inherited genes, has a sporty riding stance. It begs you into crouching down at high speeds, to make full use of the aerodynamic fairing. And even while doing so, it doesn’t feel uncomfortable unless you are a very tall rider. The ergonomics are very good from a sport biking point of view. The seat is exceptionally comfortable for such a bike, the rear view mirrors give a good view of the traffic behind and the clocks look and perform well. Ride the R15 back-to-back with each of the other three bikes and you can go on and on talking about how different it feels. All the efforts that have been put in behind making this mini Yamaha seem to have paid off. This is the bike to own if you love corners. The R15 will happily teach noobs the art of cornering and at the same time, it will keep the experienced owner happy with its ability to make the rider touch down his knees when the tarmac and road conditions allow. On the highway, the bike excels with the only bother being the windblast hitting your chest until unless you crouch down indefinitely. The monoshock suspension is non-adjustable but surprisingly it works very well through a variety of road conditions. The rear holds well through mid-corner bumps as well as over bad roads while commuting in the city. Speaking of which, of the four, this bike loses out when it comes to negotiating rush hour traffic. Your wrists do take a beating in start-stop traffic, but if a fun city bike is what you desire, it is the RTR 180 that you need to look at.

Instant throttle response combined with nimble and agile handling gives the TVS the best characteristics for being a practical yet fun bike for city commuting. Its riding posture might not be to everyone’s liking as it is more on the sportier side. Unlike the ZMR and the R15, you also feel as if you are perched higher on the bike. The speedometer console looks terrific after the sun sets, although the seat feels like it is on the firmer side. This is also a bike that can handle a lot of high speed highway riding. Some of us appreciated the TVS for its ability to be a hoot around corners. It may not be as encouraging to push as the R15 but spend some time with the bike and you soon learn the art of leaning it around curves. You may also be surprised by its abilities to bring grinning from ear to ear moments from time to time. The suspension, however, could have been better we feel.

Jump onto the fourth bike here, the Bajaj Pulsar 220 and you will be surprised. Like the RTR, on this bike too you feel as if you are sitting too high. The seat feels firm and the ergonomics are biased towards sportiness. The console looks great and small features like the back light for the switchgear makes the rider feel that his money has been well spent. This bike too faces issues with the suspension. Lean in hard into a corner with bumps and you can easily feel the rear of the bike giving way. Ride the bike hard over bad roads and again the harsh suspension makes itself felt. This isn’t the best bike here for corners but hit the highways at high speeds and its reassuring solid feel is hard to match in this class. Credit for this goes to the bike’s wide forks and wide tyres as well as its long wheelbase. Inside the city, the 220 feels at home but the wide turning radius can be an issue in tight situations.

The engines on all these bikes are as different as chalk and cheese. The smallest of the four here is the R15 but size doesn’t always matter. It might sport a tiny 149.8cc mill but this one gets liquid cooling, four valves and a host of other technologies that make sure it performs like a much bigger engine. The maximum power output of 17PS might not be tyre shredding but when you have a bike that weighs just 136kg with a nicely worked six-speed gearbox, outright performance does turn out to be nice. A 0-60km/h timing of 4.95seconds and a 0-100km/h timing of 13.85seconds is praiseworthy for a 150cc bike. The beauty of the engine, however, comes alive once you get past the 6000rpm mark. It must be noted that the R15’s engine is imported into India and the level of engineering that has gone into the motor is tremendous. It begs to be revved hard – keep the rpm needle near the red zone and the R15 is hard to catch. The six-speed gearbox also helps when it comes to extracting a good top end. Given the road, the bike achieves a true whack of 130.2km/h. The only downside I see here is the lack of low end punch. This is reflected in the roll-on timings too with the bike being the slowest in the 30-70km/h run in the third and fourth cogs.

The next biggest engine comes fitted on the RTR. The 177.4cc mill is derived from the younger RTR 160 and traces its roots back to the days of the old Apache 150. In this form, it develops 17.3PS of power along with 15.5Nm of torque – almost identical to what the R15 manages. However true to the saying ‘there is no replacement for displacement’, the RTR performs very well managing to fly past the 60km/h mark in under 4.7seconds and taking just 13.2seconds for the 0-100km/h sprint. This bike also boasts a strong midrange that is reflected in its best in class roll-on timings. The only grouse I have with this TVS is the level of vibrations that creep in via the handlebars and the footpegs when you give it the stick. The five-speed gearbox could also do with a better (smoother) gearshift.

The Pulsar 220 has always been the performance king of small capacity bikes in India. With the new carb variant, its power went up to a claimed 21.04PS with 19.12Nm of torque. It does weigh more than the previous two bikes discussed above, but nevertheless, performs impressively when the right wrist is wringed. With a 0-100km/h timing of 13.1seconds, this bike remains the quickest accelerating motorcycle in India. It also registers a good top whack of a genuine 132.5km/h or 140+ on its digital speedometer. The punchy low and midrange reflect in the roll-on figures which are second only to the RTR. This is due to its maximum torque coming at 7000rpm – the highest here. Vibrations and harshness are well controlled on this bike, being significantly noticeable only when you cross the 6500-7000rpm mark.

The ZMR has the same 223cc motor like the original Karizma. It now gets Honda’s well known PGM-Fi unit and along with other minor changes, the maximum power jumps slightly to 17.84PS at a low 7000rpm. The torque, however, remains the same at 18.35Nm. This engine has always been appreciated for its fuss-free nature as well as punchy midrange and this version only betters it. The throttle response is very good without being jerky and the motor feels eager to build up speeds. The speedometer is the most accurate here with no error whatsoever. So while your friends on the other three bikes might end up flaunting videos of themselves doing 130km/h or more on the speedometer, the ZMR will top out at a true 127km/h with a similar display on the console too. The bike’s acceleration has improved but only marginally. This was expected as the kerb weight has been pushed to a porky 159kg. Hero Honda isn’t boasting about any figures in their promotions either. For the record, we managed a 4.7second 0-60km/h dash and a 13.8second 0-100km/h sprint. But this bike has never been about out and out performance. The Karizma has earned a reputation for being a tourer’s delight and this one takes this appreciation to a new level. The bike will happily do Delhi to Mumbai or Chennai to Vizag high speed runs with ease. One thing I noticed was the bike’s increased vibrations at high revs – we reckon this is probably due to improper tightening of engine mountings.

All bikes here fare decently in fuel efficiency runs and there isn’t much of a difference. Yes, the R15 is made for a purpose and hence you do lose out a bit on the efficiency front. The ZMR with added benefits of the FI and a softly tuned engine turns out to be most efficient here.

Fire and brimstone

June 25, 2010 by Bike India Team Leave a Comment

The TVS Flame is back with a new look and better features. Is it worth it, asks Saeed Akhtar

When the Flame was first launched, it created quite a stir in biking circles for its DeltaEdge styling, fighter craft inspired bodywork and the bundle of features that came with it. Sadly, due to some legal wrangles over copyright infringement, the bike had to go back to the drawing board sooner than expected. Now TVS has introduced a new variant of the Flame – badged the Flame SR 125 – with new colours and a bigger spec sheet. Let’s take a closer look.

The first thing that strikes you about the Flame is its luscious paintjob done up in vibrant colours. The bike’s older iteration was no ugly duckling, but this one is simply gorgeous. Now available in vibrant blue, it outclasses most of the present 125cc bikes by a fair margin. It is all wedges and slash-cuts wherever you look, lending the bike a very bold and edgy look. The twinpiece tail lamps surrounded by black plastic panels looks uber cool and the pillion grab rail is also tastefully designed. The angular side indicators integrated into the fuel tank shrouds look smashing while the cubbyhole in the fuel tank itself is pure genius. However, it decreases the fuel capacity to a meager eight litres. The ergonomics are top notch; everything feels solidly built and made to last. The seat is narrow but quite comfortable. The biggest visible change on the SR 125 is the wider 100/90 tyre that adorns the black mag alloy wheel at the rear. Coupled with the 90 section front tyre, the bike features the widest tyres in its class. Together they impart a macho edge to the DeltaEdge styling of the Flame.

The instrument console remains the same analog speedo-digital odometer/tripmeter combo with a real time mileage indicator, clock and fuel gauge. There are also power and economy mode indicators that blink alternately depending on the strain you are putting on the throttle cable. The only thing missing is a tachometer but that’s not a standard feature on 125ccs anyway. The overall layout and fonts are very stylish and this has got to be one of the most striking consoles ever on a 125cc Indian bike. It looks even better once it gets dark and the backlights are turned on.

Like its previous iteration, the SR 125 employs a three-valve engine and not the regulation two valves normally found in Indian bikes with TVS’ patented Controlled Combustion Variable Timing Intelligent (CC-VTi) thrown in for good measure. Developed in conjunction with AVL of Austria (they also helped Royal Enfield develop the lean burn 500 engine), the CC-VTi employs a twin-port layout with tumble and swirl induction technology. The layout has been optimized keeping in mind factors such as emissions, fuel efficiency and rideablity for small capacity engines. Peak power and torque remains unchanged at 10.5bhp produced at 7500rpm and 10Nm at 6000rpm respectively.

On firing up the engine, the first thing that strikes you is the throaty soundtrack, uncharacteristic of most TVS bikes. The delta shaped exhaust can emits a throaty wooden sound once the revs rise and the second inlet valve kicks into action. It keeps getting louder as you continue to wring the throttle but those who love smooth, quiet and refined engines may feel a tad disappointed by it. It’s another matter for performance enthusiasts though. Despite the presence of bar-end weights, the handlebar is quite vibey and you need to squint into the rear view mirror once the speeds rise above 55km/h. The performance figures haven’t changed much and are on par with other bikes in the 125cc segment. The front disc brake is quite sharp and coupled with the wide 90 section contact patch it takes minimal effort to lift up that rear. The suspension is set too firm (it is adjustable though) considering the target buyer of the bike who will mostly consist of college goers and youngsters with a sporting intent. Handling is neutral and the bike scoots wherever you point it. My only concern was the low set footpegs that scraped the ground far too early, but it is highly unlikely that most buyers will be hearing the metal versus tarmac sound everyday on their commute.

In all probability, the majority of owners will be using the Flame for riding to college and occasional trips to popular hangouts. For that purpose, the Flame, with its striking good looks and attractive colours fits the bill admirably. It is distinctively styled, packed with goodies and has some additional tricks up its sleeve too. The new SR 125 comes for an on-road price of Rs 54,705 (in Pune) with a front disc brake and electric start as standard equipment. It remains to be seen whether this well-rounded exec-commuter succeeds in making a dent in the most cutthroat segment of the domestic motorcycle market.


The instrument console is one of the most comprehensive ever on a 125cc bike	A wider 100/90 rear tyre, twin tail lamp lens and a snazzy grab rail – the rear of the Flame looks as good as the front

A new era begins

June 25, 2010 by Bike India Team 2 Comments

Bunny Punia feels the world’s best 250cc motorcycle has been worth the wait. But is it worth every single penny?
Photography Sanjay Raikar

It won’t be wrong to say that the bike you see on these pages is probably the most speculated, hyped and awaited motorcycle in the history of Indian two-wheelers. Since it was first showcased at the 2008 Auto Expo in New Delhi, enthusiasts have been waiting patiently for the Ninja 250 to be launched commercially by Bajaj. Before the patience of thousands of local bikers and Ninja fans turned into sore disappointment, the Pune-based manufacturer finally decided to take the right step and uncovered the baby Ninja as well as, most importantly, disclosed the bike’s pricing for the Indian masses last month. Many people say that the bike has come too late and at a price too steep. I do agree with the first statement but for the second argument, all I can say is that one needs to be in the saddle of this bike to really feel and experience true entry-level sports biking in its purest form.

The Ninja 250 had been selling pretty well in various countries without any major changes for over two decades. In 2008, the motorcycle got its first major revamp on every single front – from the design to the engine – and the modern Ninja 250R was born. What we have here is the 2010 model which remains more or less unchanged from the 2008 variant. However, the bike will be sold in only two colour options in India, namely the classic Kawasaki lime green and the all-black version which is called the Ebony in a few markets. The former colour variant, for the year 2010, gets a black rear body panel along with a green seat and a black exhaust instead of the chrome one on earlier models. Visually, this baby Ninja has a very strong character. It looks like a bigger machine and has the right amount of curves with minimal graphics running along its length. The twin front headlamps (one works all the time, similar to the bikes available abroad) look distinctive from a distance but the stupid Indian government regulations mean that the position of the front number plate spoils the mood a bit. Side on, this bike looks the best – the full fairing, petal discs up front and at the rear, the beefy 2×1 exhaust with dual catalysers (do I smell prospective owners already thinking about aftermarket units?) and the raised rear go a long way in making the Ninja the prettiest thing on two-wheels this side of the bigger superbikes in the country. Look closely and you notice bungee hooks below the pillion seat – a boost for tourers. Even though the bike is assembled in India and imported from Thailand as a CKD (Completely Knocked Down) unit, on closer inspection, we found the overall quality of the workmanship and the fit-finish to be perfect.

Swing a leg over and suddenly the big looking small bike seems to shrink. To start with, the fuel tank (in spite of having a capacity of 17 litres) does feel small. The seat height of 790mm is low by sport bikes’ standards. Another thing that really disappoints you is the analogue speedometer console which frankly looks very ‘90s. This bike will be sold in India without a single change from the versions sold abroad and hence the dated looking console. Don’t be discouraged by the above lines though as the moment you bend down a bit, hold onto the clip-on handlebars and thumb the starter, the fun begins. The parallel twin, 249cc, liquid cooled, fuel injected, eight valve motor immediately sets into a slightly high set idling. It doesn’t really sound very exciting until you rev it. Shift into the first, raise the revs, dump the clutch and the next few moments will change your perception towards 250cc bikes completely. This Ninja is the same European model which means we get 33 ponnies on offer along with 22Nm of torque. The bike weighs in at 172 kilos (kerb weight with fuel and oil). This number is three kilos more than the UK model due to the extra weight of the saree guard and the number plate which means the bike has a power-to-weight ratio of 191.8PS per tonne. Impressive? You bet.

SECOND OPINION

The Ninja’s task is to infiltrate, combat and emerge victorious after assassinating its enemies. Though the baby Ninja doesn’t really have any enemies in the Indian market, I feel that it has emerged victorious in every sense. The Kwacker looks sensational especially in its green dress (I personally don’t like the black tail and green seat funda though).
Leaving aside the looks of the bike, the Ninja 250R is a brilliant performer. Extreme refinement, linear power delivery and a peaceful exhaust note make you feel that you are riding something not as fast as a Ninja. However, twist your right wrist and glance at the dated instrumentation console to witness the prowess of the green. It will take you past 100km/h quicker than any other bike in India (not considering those CBU bikes sold in the market) and will max out past 165km/h (on the speedo). The IRC tyres on the bike provide a good grip around corners and the tube diamond frame surprisingly lends amazing handling abilities to the 250R. Pointing the bike heavenwards is no big deal as well. Show the rev friendly engine slightly higher revs and dump the clutch to feel one wheel ecstasy. My final take on the bike? It is a pure Kwacker with a slightly steep price tag. Ride it to get the price tag justification.

With Aspi in the saddle and our test equipment strapped on, the bike managed a naught to 60km/h timing of 2.98 seconds. Zero to 100km/h came up in just 7.9 seconds and the way this Kawasaki continued to gather speeds was simply amazing for a small capacity bike. With a limited straight of just 1.1km at the Bajaj test track, exiting the last left hander in third and pinning the throttle hard saw the test equipment register a true whack of 152km/h. Mind you, this was in fifth with another gear to go. We believe that given the road, this little screamer will go onto hit a genuine 160km/h or around 170km/h on the speedometer. Brilliant! What is also impressive is the way the engine feels at high speeds – completely fuss free with enough power in reserve. We expect the bike to run around 25km to a litre in city traffic and while on the highway, the tall sixth gear should help extract good numbers while touring as well.

But the Ninja is not just about out and out performance. For one, the little two cylinder mill being short stroke, loves being revved and while doing so, it remains almost vibration free. A lot of credit for this goes to the 180 degree crank which helps when it comes to a smooth and free revving character. Like its bigger brother, the ZX-6R, this bike also features dual throttle valves which aid responsiveness across the rev range. The Ninja also has a linear yet terrific midrange, although in the limited riding environment, I really couldn’t judge how well the bike would fare in day-to-day traffic. What I could easily evaluate however was the nimble, effortless and forgiving handling of the bike. The 37mm telescopic front forks and Kawasaki’s UNI-TRAK rear suspension along with the rugged diamond shaped frame and a beefy square cross-section swingarm go a long way in giving the bike a very sweet handling nature. Further, the 110mm front and 130mm rear IRC tyres also lend a helping hand in the way they hug the road. While flicking the bike around the test track or gunning the throttle hard through high speed curves, the Ninja felt like no other small capacity bike in India today. Yes, that is a very strong statement but it is a fact. You can aim the bike in the intended direction without losing composure and take the exact line you want to with perfect ease. The punchy, high revving nature of the motor also helps as you can stick to a lower gear and rev the hell out of the small engine without losing steam on most occasions. The braking feedback is impressive too aided by the 290mm front and 220mm rear brakes work more than exceptionally well.

Before I took the bike for a spin, I already knew its retail price. Yes, I was disappointed like thousands of others but after a half hour riding and thrashing session, my perception changed. This is a bike that draws its lineage from the legendary larger Ninjas. Its rides and feels like one too, albeit in a toned down way. It looks absolutely ravishing and will satisfy those looking for an exhilarating performance too. Being backed by Bajaj’s Probiking network is another added advantage. We are told that spares have already reached dealers and full backup support will be provided to Ninja owners. At Rs 2.69 lakh (ex-showroom), I don’t deny that the bike isn’t cheap. Given the fact that it is imported from Thailand (with which India has a FTA agreement) as a CKD unit, I feel it was possible for Bajaj to have a lower price tag. But then who said fun, excitement and involvement come cheap? The Kawasaki Ninja 250R is a practical sports bike too and its full potential can be easily extracted on Indian roads. At the same time, it has more than enough juice for owners to have ‘grinning from ear to ear’ moments inside the helmet every day. Those who understand the value and meaning of taking the first real step into the world of genuine and legal superbikes will surely look no further.


Beautiful, gorgeous, graceful, sexy – pick your word!	The clip-ons are sporty wiithout being too low. The Ninja can be a good companion for long rides	The liquid cooled parallel twin engine works brilliantly, especially once the tacho needle inches towards the 10,000 mark

Heart transplant

June 24, 2010 by Bike India Team Leave a Comment

Honda plays it safe with a new powerplant for the Aviator. Adhish Alawani answers the questions ‘why’ and ‘how’

The Indian automobile market has some peculiar characteristics. When Honda entered the Indian market more than two decades ago (along with Kinetic), the company’s intention was to study the customer, his requirements, his mentality and the market behaviour apart from making a name for themselves. The Japanese manufacturer did its job flawlessly and got out of the venture to set up their unit. The first independent wing badged product to roll out in India was the Activa. I clearly remember that the scooter market was almost dead at the time of Activa’s launch way back in 2001. Would you believe it if I said that a leading two-wheeler manufacturer in India had actually ridiculed Honda for entering India with just an Activa on offer when the market for scooters was rapidly fading? Honda proved the critics wrong and how! Not only did the company run down the competition with a mere Activa, but they also came up with products like the Dio and the Aviator which featured the same function in different forms. The Honda scooters ruled the segment for years before facing some competition. Now when there are products in the market that can challenge Honda’s prowess, the company is on its way to upgrade its line-up.

A few months ago, Honda reintroduced the new Activa with restyled bodywork and more importantly, a new 110cc engine. What follows as the next step in their current market strategy is the introduction of the same 110cc engine in the Aviator. Why? Simple. The Indian consumer believes in one major factor – brand name. The Honda tag has come to be associated with reliability. Plus, the Indian consumer wants something unique that is not very common on the road. So, the Aviator is kind of an answer to this situation. Honda is providing the same reliability, performance and efficiency as
that of the Activa in a machine with a different form. But what is this new 110cc engine all about? What exactly is its benefit over the earlier 100cc engine? To start off, the Aviator now boasts 8.1PS of peak power, almost 1PS over its predecessor. More importantly, the peak torque figure has also gone up by 1.2Nm over the previous iteration giving the scooter a much better rideability in city traffic. The stop and go chaos in urban areas demands more torque and that is where the Aviator wins over its predecessor. Its potent motor is ever ready to propel you ahead comfortably every time you wring the right wrist. However, that doesn’t mean you should expect a sudden surge of power when the scoot is abused with a full throttle. Like a typical Honda, the scooter’s power delivery is extremely linear and smooth giving you a jerk free ride. Also, with its slightly increased cubic capacity, expect the Aviator to hit a top speed that is a tad higher than the previous variant. But does this increase in power and torque translate to compromised fuel efficiency? Surprisingly not. The Aviator managed to deliver an overall economy of 52kmpl as against 46kmpl of its earlier version, which translates to a fantastic 13 percent rise in efficiency.

While more power and torque coupled with a better fuel efficiency is the story of the new 110cc engine from the Honda stable, there are some additions to the features list of the Aviator as well. The scooter comes in two variants as earlier – one with a disc brake up front and the other with the plain simple drum. The company has also introduced the Combined Braking System (CBS) on the Aviator that was first seen on the refreshed Activa. However unlike the Activa, since the Deluxe version of the Aviator sports a disc brake in the front, it calls for a more complex CBS system than the regular cable actuated drum brakes. The CBS unit has been nicely concealed behind the front board under the handlebar. Basically, this back-to-front CBS system ensures that even if you pull just the rear brake, the front one is also partially actuated making deceleration safer. This helps in reducing the braking distance as well as the braking time. The chassis, suspension and wheels from the old version of the Aviator have been retained in the new model thus assuring the same class of handling and ride quality. Also new on the features list is the introduction of a new viscous air filter and a maintenance free battery.

So will your new Aviator stand out from the older one? Yes, but very frankly, not in a way that I would want it to. The Aviator has carried a polished and elegant look since its launch a couple of years ago. Its styling has either attracted a lot of love or a lot of hatred. I have personally loved the Aviator’s design considering the fact that the scooter is primarily targeted at the executive male consumer. However, the elegance of the Aviator has taken a hit with the introduction of chrome in place of the matte finish front panel parts. In my opinion, the chrome adds a lot of bling to the scooter rather than elegance. There are a couple of new colour options on offer and the grab rails now come painted in the body scheme. Apart from that, there is nothing noticeable in the styling of the Aviator. Moving on to the fifty grand question – would you buy it? If the chrome at the front doesn’t matter much to you and you have that extra moolah to shell out on reliability, performance and the feel good factor offered by the Honda, then there is absolutely no reason why you shouldn’t be riding the Aviator.


The grab rails on the new Aviator now come in the body paint scheme unlike the silver ones on the earlier version	The front end of the new Aviator sports chrome in place of the more elegant matte finish panel – a change less welcome

Motoware dec09

June 24, 2010 by Bike India Team Leave a Comment

These premium products from Alpinestars will surely embellish your biker look


Alpinestars MX-1 Leather Jacket The jacket features an aerodynamically designed ventilated hump that aids cooling and provides stability at high speeds. The 1.2-1.4mm full grain leather is highly abrasion resistant. The multiple stitched main seam construction provides better wear resistance. A-Stars’s patented GP protectors provide security to your shoulders and elbows and Kevlar stretch panel’s offer better flexibility. Other features include a back pocket for a spine protector, perforated leather panels, adjustment straps and removable thermal vest liner. Rs 40,000.	Alpinestars SMX-R Leather Jacket This jacket is constructed using leather and textile panels for better ventilation. The 1.3mm premium full grain leather with stretch Kevlar and heavy duty polyamide are abrasion resistant. The internals consists of breathable stretch inserts through the sleeves. The shoulders get Alpinestars external protectors with mesh liner and high density foam pads in the upper arms. GP protectors provide security to the elbow area. The secure strap connection system accommodates a bionic race protector for extreme protection. Rs 16,500.

Alpinestars S-MX Plus Boots These boots feature high modulus PU injected and contoured shin protectors that lend impact and abrasion resistance. The calf and ankle area feature a U shaped protector that is highly impact resistant. Interchangeable toe sliders, wide and ventilated heel and large instep flex zone make these boots rider friendly and the use of Lorica and leather in the upper area makes the boot quite comfy. Made for the track, these boots will surely add zing to your track attire. Rs 18,500.	Alpinestars Trigger Suit This new suit from A-stars is made from 1.3mm grain leather blended with stretch Kevlar panels for better flexibility. The critical impact areas are well protected by Alpinestars CE certified protectors and it also provides optimum level of abrasion resistance. The suit features accordion stretch panels under the arm, lower back and over the knee areas to provide better movement. A secure strap connection is provided for a bionic back protector. Rs 49,000

Alpinestars T-Stunt Air Jacket
The new T-Stunt jacket is loaded with features like polyester mesh inserts, CE certified bionic protectors in the forearm and shoulder areas. The chest compartment has PE protection which can be upgraded with Alpinestars bionic chest guard. It also has a removable windproof and breathable inner jacket plus a back compartment with PE padding upgradeable with a RC back protector. Other features include connection zippers, adjustable Velcro panels and stretch panels for flexibility. Rs 12,500.

Fun ster

June 24, 2010 by Bike India Team Leave a Comment

Mahindra’s second offering, the Rodeo is a funky little machine with a powerful heart
Words: Ravi Chandnani
Photography: Sanjay Raikar

With the Duro, Mahindra and Mahindra have been able to meet the needs of serious users. However, they haven’t forgotten the youth and hence to entice the fun loving youngster they have introduced the Rodeo which is a funky little machine in the truest sense. It satisfies the demands of people who love to zip around town and like to flash their machines. It is a sleek scooter that features an array of easy to use stuff that is often in demand by many youngsters these days.

The Rodeo’s key feature is its contemporary, sleek and sporty design. Though largely based on the Flyte, a few modifications set the Rodeo apart from its cousin. The well toned front end with curvaceous blinkers, a stylish headlamp, a well proportioned fender and a chrome garnish on the nose will make your college buddies drool over the scoot. Well almost! The sleekness of the Rodeo is evident in the flowing lines that start at the front end and continue towards the rear creating a perfect silhouette. At the rear, the tail lamp blends in perfectly with the rest of the design completing the sporty looking tail. The huge body coloured rear grab rail adds a little spice to the whole package.

Sporty scooters have an image of being uncomfortable, however, the Rodeo doesn’t compromise on the comfort front as the seat can accommodate a fat rider like me quite easily. Unlike conventional scoots in India, the Rodeo features a complete digital instrument cluster that has a tachometer, (the only Indian scooter currently in production to have one) speedometer, trip meter, acceleration indicator, fuel gauge and above all a clock to ensure that you stay punctual. But that’s just the cream over the coffee. The real attraction is the colour changing backlight display that has seven shades to choose from including fluorescent green, magenta and fiery red. The quality of the switches is quite neat, however, the plastics appear a bit dull.

The foot board is spacious but the gap in the center is narrow. There is more than enough storage space available under the seat which has been possible due to the front fuelling system but more on that later. 22 litres of space is at your disposal to stuff it with a full-sized helmet with enough room for a small bag or a jacket. It also features a tiny little light for easy access at night. The small storage box up front is a smart idea, however if Mahindra would have provided a lid, it would have helped in keeping stuff dry during the rains. The multi function key on the Rodeo can lock the handlebars, open the fuel cap located in the front for easy refueling and when flipped, it covers the key hole protecting the scoot against a theft attempt. Finally, it features a 12V charging point next to the key hole to keep your cell phone’s battery charged.

That’s how the Rodeo appears when it is standing still but the fun quotient is pretty similar to the aesthetic appeal of the scoot. The engine is overwhelmingly smooth and continues to stay that way throughout the rev range. Being a torquey scooter, it is able to sprint ahead with absolute ease. The fine power delivery ensures a jerk free ride. The 8PS of power and 9Nm of torque are quite adequate to zip through city traffic and negotiate the rush hour traffic jams. Many youngsters will expect the Rodeo to be very fast but it is not quite up to the mark when it comes to the top end whack. The tested scoot displayed a genuine top speed of 87km/h and a 0-60km/h timing of 12.5sec. These figures are quite ssatisfactory given the fact that the Rodeo costs Rs 46,801 (OTR, Pune) which is quite reasonable for a 125cc scooter.

One of the most important elements in a vehicle is the suspension and the Rodeo is among the few scooters that feature a telescopic front suspension which is great for stability and handling. The rear suspension is also good providing ample damping force to tackle Indian roads. Lastly, the 130mm brakes are quite up to the mark as they provide enough stopping power under hard braking to bring the scoot to a safe halt.

VERDICT
Sporty and sleek at the same time, the Rodeo is one scooter that is perfectly aimed at people looking for affordability and quality. This Mahindra scooter offers 125cc of power, comfortable seating, out of the world storage and a trendy instrument cluster along with a contemporary styling and good value for money. The Rodeo is a perfect blend of everything at a very reasonable price tag.


Front End A funkier front with a bit of chrome and mordern day styling makes the Rodeo more appealing	STYLING Sporty and sleek with a perfect balance of power and handling makes the Rodeo quite appealing	Digital Meter The console looks ultra stylish with the addition of a tachometer and the switchable backlight colour

Sensible city knight

June 24, 2010 by Bike India Team Leave a Comment

Mahindra’s debutant scooter in the market, the Duro is an ideal vehicle for city riding
Words: Ravi Chandnani Photography Sanjay Raikar

Mahindra and Mahindra are well known for their tractors and commercial vehicles that roam desi roads. They are also famous for their SUVs, however, the two-wheeled segment is an entirely new field for the firm. In their initial innings, the company has launched two new scoots – the Rodeo and the Duro. The first offering is for the fun loving rider whereas the latter scoot is for the serious and no-nonsense types.

What is Duro?
Well, the Duro is a scooter with an attitude that commands respect on the road. It is aimed at men and women who prefer to ride around the city doing some serious stuff like going to the office, dropping kids to school, grocery shopping and similar tasks. In today’s world we notice a lot of scooters with similar designs and specifications, however, the Duro is not like the ordinary models. It features a 125cc engine with a comfortable seat, an easy to read console, ample storage capacity and enough power to leave the 100cc scoots behind. This scoot retails at around Rs 43,477 (OTR, Pune) making it cheaper than the competition.

Underneath the contemporary design, the Duro is powered by a 125cc mill with quite a good amount of power. Taking a closer look at the details you realize that the proportions are well in order and nothing seems to be out of place. The neat front end with vertically mounted blinkers appears quite decent. The subtle layout of the front is evidence of the no-nonsense image of the scooter. This subtleness is also quite evident in the analogue console that features a speedometer and a fuel gauge. Continuing towards the rear, one can notice the flowing construction of the foot board that merges quite well with the rear body panels. However, the overall quality of plastics is satisfactory and nothing great. A huge seat with a stylish body colored grab rail is comfy and can accommodate riders with a fat bottom quite easily. Ample leg space up front means that you can ride comfortably in the city without worrying much about a leg ache. However, tall riders might find it a bit uncomfortable as the handlebars may touch the knee while negotiating turns and U-bends from a standstill because of the lowered position. The rear end is attractive with a huge tail lamp that has integrated blinkers. Storage is in abundance on the Duro as it has a front storage box for accommodating your knickknacks like gloves, scarves or documents and the under seat storage space can gobble up a full size helmet with a little bit of space to spare. The Duro is available in six different shades and has minimal use of stickers to keep the scoot looking decent and subtle.


The powerful and torquey engine is quite smooth	The smart front storage space is ideal for small items like gloves or documents

How does it handle?
Acceleration is good with ample power flowing to the rear wheel when you wring the throttle. Being majorly dedicated to city riding, the Duro handles traffic without any hassles. The 125cc engine develops 8PS of power and 9Nm of torque which is more than enough for negotiating crowded streets and tight spots on the road. The powerful and torquey engine helps when negotiating steep inclines like the ones in parking lots and flyovers with very less stress on the engine. Performance is quite good as the scooter can reach a true top speed of 87km/h and does the 0-60km/h run in 12.5sec. With this kind of power you can load up the footboard with goods and the Duro’s engine will run smoothly without a protest.

The powerful motor starts pulling quite nicely right from the start even with a lightweight pillion on board. The suspension is nice and balanced as it absorbs road undulations without letting the rider know much about it. However, it may rock you when you hit a big pothole or a ditch. City riding demands sudden acceleration with constant braking so having good brakes becomes indispensable and the Duro provides you exactly that in the form of 130mm drum brakes up front and at the rear.

Verdict
When you consider buying a scooter that will spend much of its life in the city you need to go in for a tough and durable machine that not only offers good quality but also value for money. A 125cc engine, a top whack of 87km/h, a comfortable ride with loads of storage space and fairly good suspension and brakes at a pretty reasonably price, makes the Duro a good value for money scoot to ride around in the city.


An easy to read console makes life easy while negotiating the Indian traffic situation	The underseat storage can gobble up a full sized lid quite easily