Bike Reviews in India

Scooting about

November 29, 2010 by Bike India Team Leave a Comment

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Two- Wheeled Debut

November 24, 2010 by Bike India Team Leave a Comment

Mahindra Two Wheelers are out to capture their share of the huge motorcycle pie in India. Will their Stallio prove its worth in the intense competition among commuter bikes?
Stoty: Adhish Alawani Photography: Sanjay Raikar

As has been reiterated ad nauseam, India is one of the largest motorcycle markets in the world. Not just that, the Indian two-wheeler market is being looked upon as the fastest growing and rapidly emerging one as well. There are an unimaginable number of two-wheelers running on the roads of our country and over a million are being sold each month.

Statistical data tell us that of this gargantuan number of motorcycles, the maximum are commuters. Yes, precisely the ones that the motorcycling enthusiasts tend to term as ‘boring’, ‘undramatic’, ‘unprepossessing’ or ‘bland’. Nevertheless, the ground reality cannot be ignored and every manufacturer has to deal with it.

Hero Honda have established themselves at the top by claiming the largest share in the market. Local players like Bajaj Auto and TVS are doing well and international brands like Honda and Yamaha are quickly catching up with them.

If one analyses the percentage share of each of these brand-names, one will realise that they do not have a cut-throat competition among themselves. However, one cannot deny the fact that everyone is putting in their best efforts to overtake the first rival ahead. And in this huge battle for higher sales and better market shares, we have a new entrant that is attempting everything possible to grow and create its own space in this extremely aggressive bazaar.

Yes, it’s a sapling. Mahindra Two Wheelers came into existence some time back and started out in the market with their scooter options. However, there was no doubt that they had to take up the motorcycle aspect seriously if they wanted to grow. As a result, the company invested a lot of money and brains into the development of a mass machine, the Stallio, which could start earning them respectable sales figures across the country. So then what is this Stallio?

It is a typical commuter bike, one that would grab the attention of the average Indian customer who is willing to shell out not more than Rs 50,000 and, in the bargain, is also expecting modern (read different) looks, good fuel-efficiency and least maintenance cost. Styling has always been a subjective matter and the case is proved very well with the Stallio. Take a look at it in the pictures and you will hardly feel like complaining about anything in its design. It is not radically new and striking, but, then, it is not supposed to be. It is a commuter and it does don the commuterish attitude.

Take a closer look and you might come across bits that might appeal to some in a positive way, while others might just be put off. For instance, the tanpad-ish plastic on the tank with a weird design on it. We were personally not impressed by it. However, when we asked a few people on the streets what they though of it, we were in for a surprise. They appreciated the new bit and insisted on having it. The narrow petrol tank feels a bit too slim in between the thighs. The instrument cluster from the Rodeo (with digital bar-type tacho and digital speedometer) is funky and, thankfully, does not change the backlight colour as it does on the scooter. White pilot lights are stunning, but they come across as a little mismatch with the yellow headlight.

White LEDs for pilot lights look good

The digital console is the same as that on the Rodeo scooter

The 106-cc engine should deliver good fuel efficiency

The tail-lamp looks much better than most of the other design elements

Come down to the engine and we have a 106-cc engine pumping out 7.3 PS of peak power and 8.0 Nm of max torque. The bike doesn’t feel quick under outright acceleration. Once we do the performance testing, we might get an exact idea of its acceleration time, but, taking into consideration an extremely hard-to-twist throttle, we are not really looking at quick pace timings. We can also ascribe this partly to the clutch lever, which is equally hard to operate. The engine feels all right and within its own territory until 6,000 rpm. However, post that mark vibrations can be felt through the seat. Nonetheless, let us not forget that being a commuter, hardly anyone is going to go high on revs like that. The Stallio’s suspension is slightly on the stiffer side, which feels better with a pillion on board than while riding solo.
We know that this a commuter and it is going to be sold in a market where people accord priority to fuel-efficiency over everything else (barring a few sensible ones, who also consider quality of the product as a whole). Mahindra talk of promising fuel-efficiency figures and we sincerely hope that these work out in the bike’s favour. With a tag of Rs 46,000 (approx OTR, Pune, for alloys and kick-starter), the bike is priced at par with some of the old players. How the Stallio proves its mettle in the long run is the million-dollar question for Mahindra, which, only time can answer.

The Congestion Challenge.

November 8, 2010 by Bike India Team Leave a Comment

Saeed Akhtar pits the Mahindra Rodeo in a race against Mumbai’s famous local trains and BEST buses.
Photography by Sawan S Hembram

One of the nicer things about living in a metro is the plethora of options at your disposal in every aspect of life. From consumer products to dining and entertainment, you are literally flooded with options. And this has fringe benefits too. Like being able to take various modes of transport to work. And when we are talking about a city like Mumbai, the array of choices becomes truly bewildering. On the one hand, you have the usual taxi-cabs, auto-rickshaws and buses and, on the other, you have Mumbai’s famous local trains, the city’s ‘lifeline’. And then there is the slightly better-off class who prefer to commute on their own two and four-wheelers. But which mode of transport really is the best? To settle the matter once and for all, we decided to have an only-one-of-its-kind shootout wherein we will pit the three most popular modes of Mumbai transport against each other in a purely scientific test.

The plan was straightforward. Starting from the same place, three commuters (including myself) would take three different modes of transport – a scooter, a bus and a local train – to reach our destination, an office complex in Nariman Point. The winner? Ah, that’s easy…..whoever takes the shortest time to reach Nariman Point wins. And since commuting is also about convenience and saving money, we factored in those parameters too. After much deliberation it was decided that Ravi would take the train, Minocher would take the bus while I would take the Mahindra Rodeo and document the experiment.

The three musketeers all ready and primed for the race

ON FOUR WHEELS:Minocher prepares to board a bus

With the intention of proving each of their chosen means of transport the best, the three of us started from Samatanagar, Kandivali, at exactly 8:30am on a weekday. As expected, I was off to a flying start even though it took me some time to don all the protective gear. A word of advice to our dear readers here. Please don’t underestimate the importance of donning protective gear at all times, no matter whether you are popping down to the shot round the corner or revving your bike’s nuts off on a racetrack.

ON MANY WHEELS:Heading towards Railway Station

A disaster waiting to happen. But this is what drives
the legendary spirit of Mumbai.

SUNNY SIDE UP – Traffic lights in Mumbai double up
as race grids and commercial venues for hawaker’s

As I pulled away on the Rodeo, Ravi and Minocher also took off in their own ways. While Minocher headed straight for the nearest bus stand, Ravi was not so lucky, because the Kandivali railway station was located approximately three kilometres from where he was and, therefore, he had to take an auto-rickshaw to the station. Here he discovered the first flaw of travelling by train the hard way. The train doesn’t come to your doorstep, you have to go to it, just as the thirsty one has to go to the well, not vice-versa. In Ravi’s case, it meant taking an auto-rickshaw to the station and then waiting patiently. And when it arrived, it was so crowded that travelling in a can of sardines would have sounded a better prospect for him. For the uninitiated, just the simple matter of getting onto a train can transform an atheist into believing in the concepts of afterlife and righteous retribution. Also, the number of thefts and pickpockets might make one start believing in vigilante justice. Shudder.
Meanwhile, Minocher was left waiting for the bus that would take him to our common destination. Now, the buses in Mumbai seldom display the route and stops in English, preferring instead to display them in Marathi or Hindi, so the people who don’t know these aforementioned languages have to be especially careful. One also has to be choosy in selecting the right bus stop as buses don’t stop at every stop, choosing instead to stop at their discretion or simply when they see a large crowd. In theory, buses marked with their numbers painted in black commonly stop at all routes while those marked in red stop at specially designated bus stops only. It is also a good idea to have small change in your pocket before boarding one.
As for me and my trusted steed, it was pretty smooth sailing from the word ‘go’. Of the trio, the two-wheeler is the only option here that will take you right from your doorstep to your office parking bay and back. That alone scores enough brownies to make the other two commuting options seem downright pointless. If you are riding something like the Mahindra Rodeo, you can stow away your bag and rain gear under the seat. Heck, the Rodeo will even accommodate a laptop or a full-face helmet.
Call it the superiority of two-wheeled locomotion or sheer luck, I was the first to arrive at our designated meeting point outside the office building at Nariman Point, Mumbai’s premier business hub. In the course of this run, I had travelled past some of Mumbai’s most iconic landmarks like the P D Hinduja National Hospital at Mahim, the Siddhivinayak Temple at Prabhadevi, the Haji Ali durgah and Kemp’s Corner. Having completed the 37-kilometre stretch in one hour and 25 minutes approximately, in rush-hour traffic, it was time to sit back and prepare some scathing epithets for the other two competitors who dared to question the superiority of the two-wheeler. And so, cold drink in hand, I waited. And waited. And waited some more.
At 10.05 am Ravi, our train chap, finally pulled in. In a taxi-cab. Turns out that his preferred mode of transport could get him to only a couple of kilometres from Nariman Point, its route ending at Churchgate. I couldn’t help sniggering a bit, noticing that he could do with a much-needed bath and some sleep, the inevitable effects of a train journey. By the time Minocher turned up it was 10.20 am and we were all left in no doubt as to which one was the winner. In meticulous detail, he proceeded to explain how he had to change routes and buses in order to reach Nariman Point.
After noting down all the pros and cons we encountered during this run, there was only one conclusion. The Mahindra Rodeo beats the local train and the bus fairly and squarely on almost every parameter. Be it speed, comfort or sheer convenience, there is no beating it. While Minocher took an hour and 50 minutes to complete the run, Ravi did the same distance in an hour and thirtyfive minutes. While the Rodeo with me on board did the same run in a mere one hour and 25 minutes. In monetary terms too, the Rodeo made the most sense here. Minocher had to fork out Rs.85 for his bus adventures while the train journey left Ravi poorer by Rs.65. Whereas it took me less than the price of a liter of fuel ( Rs. 55) to accomplish this trip. Even setting aside the price difference, the benefits of commuting two-wheels outweighs being ferried around in a train or bus. Besides, you can’t put a price tag on freedom of mobility, can you?

A Gripping Tale

November 3, 2010 by Bike India Team Leave a Comment

BIKE India smokes some fresh rubber at TVS Tyres’ facility in Madurai, Tamil Nadu, and rediscovers interesting facts about the wheel. You can smell a lot of fun already, huh?
Testing: Aspi Bhathena, Words and Photography: Sarmad Kadiri

We have been testing motorcycle abilities most of the time, but this month decided to give it a rubbery twist. How about testing an intrinsic part of the bike’s anatomy that ensures your comfort by always being in touch with the tarmac? Tyres! It is a very vital component, because no matter how great the chassis or suspension setting, it is tyres that can actually make or mar a bike. Yet motorcycle makers do not produce such an important part themselves and depend on tyre manufacturers to acquire the right tyres for their bikes. Keeping all this in mind, my boss Aspi and I hopped on to the first flight to Tamil Nadu and headed straight for some karmic testing at TVS Tyres’ well-equipped facility in Madurai, the temple city.

Just by way of background, TVS Tyres are the largest OEM suppliers with a lion’s share (almost 37 per cent) and also happen to be the largest two-wheeler tyre makers in our country. We wanted to test their newly developed after-market tyres that are about to hit the Indian market. They seemed very excited about the newly developed tyres and we thought, why not put them to the BIKE India acid test? Yes, it’s a bit more vitriolic than normal acid!

In the tight two-day trip, we utilised the first day learning and understanding the technology. We went around the facility and saw rubber take the shape of a tyre. The TVS Tyre team, led by S. Gopalakrishnan, GM (R&D), acquainted us with the entire manufacturing process of two-wheeler tyres and also showed us their latest products and the work they had put in to develop them. A little bird informed us that the 90-year-old firm is also developing radial tyres for bikes and even a dual compound tyre. To elaborate upon that, the dual compound has a soft compound rubber on the side tread for road grip and a harder compound layer on the middle tread, which improves fuel efficiency and life of the tyre. Nice. After the factory tour we emerged a more knowledgeable duo. By the way, did you know that about 72 materials are used in the manufacture of a single tyre? We did, and, of course, now you do. Enough gyaan! Day two was when we got into action.

Next morning we reached TVS Tyres’ test track very early. The track is a few kilometres away from the Madurai plant. Here we got both an exclusive preview and an opportunity to test the new range that is in the pipeline. According to the company, these tyres have been made using different compound combinations and extended polymer to offer a better feel and improved grip. We tested four different types of tyres, namely, the Standard, Sample A, Sample B and Sample C.

We began with the OEM tyres (Standard) that are currently supplied to manufacturers like Honda for the CBF Stunner and to TVS for the Apache RTR 180. Then we swapped the tyres from the newer range. Sample A had a little extended polymer, but had the same compound as Standard. Sample B had the same amount of polymer as Standard, but had softer compound. Lastly, Sample C had extended polymer and ran on softer compound. We also tested tyres from the competitors to get a fair idea of where TVS Tyres stand.

After hours of testing under the unforgiving Madurai sun we decided to call it a day and shared our conclusion with our friends at TVS Tyres.

Here’s an extract:
There were just two places on the track where we could actually push the tyres. First was the quick right-left-right immediately after the first right-hander, where we got to push the front end. When the tyre grip was good, we could flick the bike and easily change direction. The second was the long right-hander, where we could test the rear tyre. The tyre that emerged as the most promising was Sample C, for it held the line and kept the bike very composed while we did quick manoeuvring.

The Standard tyre, on the other hand, was struggling during the same sharp turns even at lower speeds and the rear tyres lost grip round the tight corners, screaming and protesting. In comparison, Sample C with its strong construction and soft compound inspired confidence and, interestingly, the right-hand turn exit speed also increased by seven km/h! The newly developed Sample C was up there or slightly better than its competitors as it demonstrated a good combination of grip and feel.

Obviously, TVS Tyres, treading the right track, have carved out a fine product that can rock the boat for competition. Now what remains to be seen is when TVS will launch the salvo. Will the competition be caught off-guard or are they already preparing for a counter-attack? Either way, it’s an exciting time for the Indian bike enthusiasts and we’re definitely not complaining!

Twin Paradox

October 18, 2010 by Bike India Team Leave a Comment

Roland Brown gets an impression of Yamaha’s 800cc urban brawlers, the FZ8 and the Fazer8
Photography: Alessio Barbanti & Paul Barshon

The ingredients of a top ride are pretty simple, if you ask me: a quick, sweet-handling bike; a twisty and traffic-free road; and preferably some sunshine.

It’s no coincidence that this thought occurs to me as I’m screaming the FZ8 out of yet another smooth bend on a gorgeous Provencal morning, wondering not for the first time if there’s anywhere in the world better for motorcycling than this part of the south of France.
The FZ8 is playing its part, too, which is probably just as well. For if any manufacturer has ever needed a new bike to succeed, it’s probably Yamaha right now. The world’s second biggest bike firm had a horrendous 2009, losing more than US $2.3 billion, which cost its President his job. That seemed a bit unfair given that the firm built some superb bikes and won MotoGP and World Supersport championships plus a first ever Superbike title.
Yamaha’s problem is that all they make apart from motorcycles are other big boys’ toys such as jet-skis and electric pianos, which are equally expendable in a recession. Unlike Honda and Suzuki, they don’t produce many cheap, small bikes, which are still being
bought in some countries. Nor do they make cars, which some people still need. And unlike Kawasaki they don’t build useful ships or trains either.
At least Yamaha have managed to come up with a pair of new models, the naked FZ8 and half-faired Fazer8, which look suited to these impoverished times. The 779cc fours are intended to plug the gap between the entry-level, 600cc XJ6 and Diversion, and the 1000cc FZ1 and Fazer. (The FZ6 is discontinued.) And because some parts are shared with the larger machine, the new bikes were relatively cheap to develop.

Most of the 16-valve engine is new, including the cylinder head and camshafts. The bottom end is based on a 2008-model YZF-R1, including the crankshaft and cases. The clutch has been scaled down with fewer plates, allowing a lighter action. The injection system has intake trumpets of differing lengths — the two inner ones slightly longer than the outers — as Yamaha claims this improves low and midrange delivery (though they couldn’t explain why it’s better than having all four of medium length).

Some chassis parts are borrowed from the FZ1, including the aluminium beam frame and swing-arm. Suspension is relatively simple, with non-adjustable 43mm usd forks, and a shock that’s tunable only for preload. Bodywork — in white, black or blue — is new, although styling has a strong FZ family resemblance, both with the cut-down FZ8 and the Fazer’s taller, half-faired look.
Looking shiny and smart with a hint of menace, the FZ8 seemed an appropriate bike to be launched in Marseille, which has been smartened up from its days as the location of The French Connection but still has bits you wouldn’t want to ride through after dark. A brief spin through the city revealed that the Yamaha would make a good getaway bike. Its upright riding position gave good visibility, it engine pulled cleanly from low revs and it wide bars made it easy to flick through the traffic.

The FZ8 also worked well when I wasn’t in a hurry. It’s reasonably light, and its tank and seat are slightly narrower than the FZ1’s, so average height riders should be able to get both feet on the ground. Footrests are set 10mm lower and 15mm further back, adding some welcome legroom. Pillion passengers won’t be so happy, though, unless you’ve paid extra for the accessory grab-handles.
Like any sporty bike the FZ8 was happier out of town, on the twisty roads in the mountains north of Marseille. Its engine produces a maximum of 105bhp at 10,000rpm, which was enough for some entertainment on those traffic-free roads. Power delivery was midway between grunty big-bike feel and rev-happy middleweight; rather more the latter, with a kick at about 6500rpm.
Below that figure the delivery was crisp but not particularly strong; enough for reasonable acceleration in the lower gears but nothing dramatic. Crack the throttle at about four grand in first, for example, and the Yam accelerated quite briskly, its front wheel only
starting to come up when the revs reached that magical six-and-a-half grand zone.
This meant that when the going got hot through those blind mountain bends, it was vital to work the sweet-shifting six-speed box to exit turns with the revs up, or risk losing several metres to the rider ahead who had. Provided it was ridden right, the Yam accelerated with an addictively smooth feel as its tacho needle nudged the 11,500rpm redline, accompanied by a stirringly gruff bark from the airbox and black-finished four-into-one pipe.
On one straight the FZ8 howled up to an indicated 225km/h on the digital speedo, and was still pulling slightly although its true top speed is around that mark. As with any naked bike the lack of wind protection meant it tried to pull my arms from their sockets in thrilling fashion even before I was going that fast, slightly reducing the chance of trouble with the gendarmes. The drawback is of course that longer distances would become a pain in the neck, though that wasn’t a problem on our twisty route.

Handling was pretty good, with the Yamaha’s agility again proving useful when flicking round the inevitable gaggles of multi-coloured cyclists. The bike was stable at speed, and its suspension was soft enough to give a smooth ride, even on one short stretch of pot-holed road on the otherwise smoothly-surfaced route. Steering was light, thanks to reasonably sporty geometry (25 degrees rake, 109mm trail) plus the leverage provided by the wide and slightly raised bars.

The Yamaha certainly cornered well enough to be fun, but when ridden hard it lacked the tautness of a good sports bike, and unlike the FZ1 it doesn’t give much scope for fine-tuning. When under pressure the Kayaba forks felt slightly soft and vague, especially when braking into a turn. And although the Soqi shock generally worked well, it occasionally felt a bit harsh when the bike was accelerating hard out of bumpier bends.
That front-brake blend of 310mm discs and four-pot calipers was respectably but not outstandingly powerful. (We didn’t get to try the ABS that will be fitted in some markets.) The Bridgestone BT021s had enough grip to get the footrests scraping quite regularly, though I doubt that most riders will find that a problem.

The highlight of a memorable day was following another rider through a series of 150km/h curves on the D3 near Ollières, the bike railing through with the power on while I gripped the raised bars tight with the adrenaline flowing. That section was followed by a couple of long straights on which the Yam sat smoothly at an indicated 170km/h until my neck muscles were starting to complain.

A naked bike isn’t likely to be outstandingly practical, but the FZ8 was useful in most respects. Fuel capacity is 17 litres, good for 200km or more which is fine for a naked bike. The seat was comfortable, mirrors excellent, finish good. The list of accessories includes flyscreen, heated grips, crash bungs and a centre-strand, plus the grab-handles that the Fazer gets as standard. There’s also a top-box, though strangely no hard panniers.
The FZ8’s biggest drawback is predictable: it’s expensive. The yen’s strength has hit all the Japanese firms, especially Yamaha, whose prices have rocketed in the last year. What’s worse for Yamaha is that, to take one obvious rival, Triumph’s outstanding Street Triple is substantially cheaper in most markets. The FZ8 is a stylish and capable bike. But even if demand for big boys’ toys picks up again soon, I can’t see it doing much to save Yamaha’s new President from some sleepless nights
Riding the Fazer8

On a gorgeous spring day in Provence, it was fun to charge around on the naked FZ8, but Yamaha’s new four comes equipped for cold climates and winter weather too. The Fazer8 is basically the same bike with the addition of a protective half-fairing. It also gets those pillion grab-handles as standard fitment. In some markets it will come with ABS as standard, in which case it will also get a belly-pan to hide the anti-lock parts.
Apart from looking a bit less sexy, the sensible sister also felt slightly heavier and less agile, though its handling was still perfectly acceptable. The Fazer (I’m sticking to that from now on) accelerated with just as much enthusiasm, too; the only difference being that this time I had a fairing and screen to keep the wind off my chest, with impressively little turbulence.

This allowed effortless cruising at 150km/h, which had soon become tiring on the naked bike. It’s a key difference that makes the Fazer a potentially excellent long-haul machine, although it would be limited by the tank’s range of not much more than 200km, depending on riding style. Some riders will be disappointed that although a top-box is available, the accessory list doesn’t include hard panniers.
For charging along the mountain roads of Provence on a warm day the Fazer was not quite as entertaining as its naked sibling, but I know which model I would prefer for a long trip, or any ride on a cold day. Like the FZ8 it’s a sound bike. But unfortunately for Yamaha it suffers from an identical problem of being too expensive, in this case when compared to more powerful and cheaper half-faired machines including Honda’s CBF1000 and Suzuki’s new GSX1250FA.

Captions
At least
Yamaha have managed to come up with a pair of new models which look suited to these impoverished times

On a gorgeous spring day, it was fun to charge around on the naked FZ8, but Yamaha’s new four comes equipped for cold climates and winter too
The instrument console on both the FZ and Fazer8 are identical
The redesigned half-fairing with floating panels is tastefully done up
The 310mm discs and four-pot calipers upfront. ABS is optional in some markets

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.