Bike Reviews in India

Karizma ZMR~The King Returns!

June 29, 2010 by Bike India Team Leave a Comment

A heavy dose of cosmetic as well as engine updates mark the birth of the new Karizma ZMR. Bunny Punia gives it the stick to see if the bike has been worth the wait
Bunny Punia, Photography Sanjay Raikar

The previous night had been very interesting with a live band and an open bar taking care of a select few journalists who had been flown in for an exclusive first ride of the new Karizma. No matter how much I pestered the Hero Honda guys to divulge some dope on the new bike, it was futile. It was half past six in the morning the next day when I was about to finish my second cup of hot tea in order to awaken my half sleepy brain that I happened to hear a rather familiar exhaust note. Minutes later, the first look of one of the most awaited upgrade in the Indian two-wheeler industry more than livened up the lazy bum in me. A full body kit, exciting graphics and tweaks here and there – the wait for the new Karizma, or the ZMR as the company puts it, seemed worth it.

The sharply designed front headlamp looks great and seems to have been inspired by the Suzuki GSX-R and the Triumph Sprint. The slot for the pilot lamps is swept back giving a sporty look. The black visor is probably the biggest on any Indian bike and the fairing mounted rear view mirrors not only look good, but as I found out on the ride, serve their purpose well. The same air-intakes on either side of the lamp and the “oil-cooled” stickers hinted at a more powerful engine. Side on, the indicators are integrated into the panels like the current bike and the fairing ends near the brake lever like commonly seen aftermarket jobs. The difference here, however, is the quality – the plastics seem durable with an up market fit and finish. The side panels are the same with a slight bulging rear and the new split grab rail along with the striking LED tail lamp assembly give the rear a pleasing look.

The spoilsport here is the skinny rear tyre. This will be the first modification most owners will end up doing, I reckon. With a rather muscular and big fairing, fitting a wider, say 120mm rear tyre would have added more muscle to the overall look in my opinion. You can’t help but notice the rear disc brake and the GRS equipped rear shock absorbers. The changes don’t stop here. Swing a leg over the bike and once seated in the comfortable well padded seat, you will notice the forged aluminum clip-ons. As with Hero Honda, the execution is superb but what really strikes you is the complete digital display unit. A la Hunk styled chromed counter in the middle serves as a tachometer with a display for speed (ourtesy the contact less magnetic sensor, the speedometer is very accurate) on the left, fuel in the middle and trip meter and a real time fuel economy display on the right. There is also a programmable welcome display which can be altered as per the owner’s requirement. Want to impress your girl? You can get her name to be displayed each time the ignition is switched on!

Thumb the starter and the engine fires into life. The Karizma has always been a smooth operator and with Honda’s famed PGM-FI finding its way in here, the 223cc engine feels a touch more refined. Yes the engine capacity remains the same, however, there are a lot of changes to the motor. The idle air control valve ensures automatic stabilization of rpm over all terrain (a boost for tourers), the FI unit eliminates the need for a choke and the twelve Orific injector nozzles ensure a highly atomized air-fuel mixture for better combustion and efficiency. All this along with other high tech features in addition to a slight retuning sees the maximum power go up marginally to 17.6bhp or 17.84PS at the same rpm. The maximum torque remains the same though. These figures might be disappointing for those seeking more juice from the Karizma. The ECU unit also has six sensors for various functions including intake air temperature, oxygen sensor, etc.

The Karizma’s motor has always been in a relatively soft state of tune. This one too feels the same. The throttle response isn’t very sharp or jerky, the way it gains speeds in any gear is seamless and the engine seems to be barely bothered even when pushed near the redline. The slight increase in power can hardly be felt and this is reflected in the performance figures that I managed. A 4.9 second 0-60km/h timing with me on board is more or less the same as the previous bike’s 4.7 second timing with a 70kg rider. What has changed though is the way the bike reaches high speeds and its ability to maintain the same for prolonged distances. The icing on the cake comes in the form of better efficiency and we won’t be surprised if the ZMR manages 45kmpl in the city with ease. This bike remains a stunter’s delight – wheelies, stoppies and rolling burnouts – it delivers when given the stick as is evident from the pictures on these pages.

The handling remains as sweet as ever, though in the wake of increased competition, the front seems a tad too soft for serious riding around the twisties or on the track. However, the suspension shines when ridden on broken roads and the bike’s ability to dismiss such patches with ease is hard to match by the competition even today. The rear now gets the GRS suspension from the Hunk and is a step in the right direction. The rear disc brake, a Nissin unit, works well and the feedback is great. The front tyre has been made slightly wider (80mm against the older 70mm) and the ZMR runs on tubeless tyres. The bike now sports a louder dual horn for keeping away heavy traffic on the highway.

With all these changes in place, we expect a premium of around Rs 15,000 to Rs 18,000 over the current Karizma that will continue to sell alongside the ZMR. This will make the bike close to a lakh on the road. Perhaps the enthusiasts who have been waiting for something powerful might not feel the price tag to be well justified. Nonetheless, visually and technologically, the ZMR is a huge step forward. The list of standard features is impressive too.

Watch out for an exhaustive road test in our next issue. Visit www.youtube.com/bikeindia for videos of the ZMR.

A day out with the Falcon

June 29, 2010 by Bike India Team Leave a Comment

Bunny Punia takes the Suzuki Hayabusa on a date with eighteen other superbikes in New Delhi

Having grown up spending weekends chasing superbike groups in Delhi, it was always a dream for me to ride along with them someday. Being good friends with the founder of one of India’s biggest superbike groups also meant that it wasn’t long before I would be riding neck to neck with the finest superbikes that grace our Indian roads.

I was visiting my hometown Delhi for a weekend last month when suddenly the idea of realizing my childhood dream popped up. I have ridden various superbikes (both the legal as well as the grey market ones) but I have never had the opportunity to ride in a group of big bikes. All it took was a call to Suzuki and they were more than happy to arrange the big momma of all bikes – the Suzuki Hayabusa GSX-R1300 for me.

After a quick photo-op, we all started back for Delhi but the group soon broke up which also allowed me to spend more time with the big ‘Busa, appreciate its finer points and indulge in high speed touring whenever the road allowed. I also took a detour to meet a few more biking fellows of xBhp with a Yamaha MT-01, Kawasaki 636 Ninja and Honda 954RR for company. But as expected, the mighty Suzuki stood out. The world’s fastest production machine has an aura that none of the other bikes can match. The two days I spent with this legendary bike have to be one of the most enjoyable biking moments of my life.

If you are in Delhi, you can catch a glimpse of the GODS almost every Sunday at 6 am, next to the Shiv Murti pump on the Gurgaon highway

Fill it shut it forget it

June 29, 2010 by Bike India Team 2 Comments

The world’s second largest two-wheeler market relies solely on fuel efficient bikes – reason enough for a special report by Bunny Punia on the machines that go that extra mile in their respective categories

The Rationale:

Aspi Bhathena, Executive Editor -BIKE India, performed the fuel efficiency tests by turning off the fuel supply and running the bike dry. Then a fuel test bottle is attached to the carburetor and filled with a stipulated amount of fuel every time. The bike is then run on a specified city route, which we take for every bike. Of course, there may be variations in fuel efficiency figures that our readers get but that is obvious, given the varied traffic conditions in different cities at various times. For fuel injected bikes though, apart from the Honda CBF Stunner FI, we have calculated the mileage from a tank full to tank full, running the bike on the same route numerous times.

BAJAJ PULSAR 220 – 220cc and above
The new Pulsar 220 DTS-i delivers impressive fuel efficiency for its size. The new 220 runs 42.5km in the city and close to 50km per litre on open highways. In the overall analysis, the Bajaj Pulsar 220 DTS-i wins in the 220cc and above segment, closely followed by the Hero Honda Karizma.

TVS APACHE RTR 160 FI – 150 to 220cc

Last year, the inclusion of a fuel injected variant of the 160cc RTR further made it a very potent bike, as the bike goes more than 50km to a litre when ridden sanely in city traffic conditions. This figure further gets bumped to more than 60km on open highways when speed is maintained around the 60-65km/h mark. The overall figure of 55kmpl is more than enough to make the TVS Apache RTR 160 FI the winner in the 160 to 220cc segment, far ahead of the runner-up, the Bajaj Pulsar 180.

HERO HONDA CBZ XTREME – 125 to 150cc

The CBZ Xtreme uses the same 150cc engine that is found in the Honda Unicorn. However, Hero Honda have extracted the best of both the world’s from the 149cc motor by making it give better performance figures and class leading fuel efficiency. 57km to a litre in the city and 70km on the highway are numbers that amaze us to no end. These figures are just shy of what the Discover 135 manages. The tall fifth gear of the CBZ also helps to draw out the best from the machine. Even at cruising speeds of 80-85km/h, this bike can manage over 50km to a litre on the highway.

HERO HONDA GLAMOUR FI – 100 to 125cc

Even in the 125cc segment, the Glamour has stood out for being a very efficient bike. And, when the fuel injected variant of the Glamour was introduced, even the efficient Honda Shine couldn’t match it. Ride the Glamour FI with a light right wrist and the bike will easily go more than 75km to a litre. On the highway, at speeds of around 45-50km/h, the engine hardly sips any fuel resulting in a figure of 92kmpl!

HERO HONDA SPLENDOR NXG

The NXG comes loaded with goodies for a 100cc bike and at the same time, looks attractive for this segment. The 97.2cc engine has been in the market for donkey’s years and from time to time, it has seen improvements that have made it one of the most reliable and smoothest powerplants in the country. Commuters we spoke to during the photo shoot are easily getting around 70km to a litre in the city, close to our test figures that stand at 74kmpl for the city and 86kmpl for the highway which are almost identical to its sibling, the CD Deluxe.

VERDICT:

Small capacity bikes are not always the most fuel efficient. What matters is how efficiently the fuel is burnt in the engine. Having a fuel injection setup further helps as is evident in the case of the Glamour and the Apache RTR 160. In these bikes, the ECU and its sensors keep adjusting to varying throttle inputs as well as weather conditions and altitude to make sure that the fuel is utilized in the most efficient manner.

It is also quite simple to extract the best from your engine in terms of fuel economy. Correct tyre pressure, lubed chain, a light right wrist and sticking to 40-45km/h in the top gear during city runs will have drastic results. Try for yourself and let us know your feedback.

Honda CB1000R – Brute Force

June 29, 2010 by Bike India Team Leave a Comment

Honda’s naked urban weapon is here to enthral enthusiasts in the country. Adhish Alawani rides one hard to become a victim of this intoxicating machine

The main street just outside the BI office lane stretches for 400 meters before the first crossing. There is a four feet tall divider on one side and barren army land on the other, both of which ensure that nothing is going to cross your path on this small stretch. Coming out of the office lane at about 30km/h, I hit the main street, wrung my wrist hard and before I could start braking for the cross road ahead, I had already crossed the three digit figure on the small blue-backlit speedometer housed in a corner of the techy instrument console of the Honda CB1000R. The fact that this bike can so easily manage speeds in excess of 100km/h is a mind boggling reality indigestible for most people in a country where ‘fuel efficient’ bikes enjoy the maximum share of the market. However, times are changing and we are ready to take on these ruthlessly powerful bikes. At the same time, a thought crossed my mind. We, a few hardcore yet responsible bikers, are ready to exploit the abilities of the hundreds of horses packed on two wheels, but are such machines really practical in a country like India?

I had been baffled by this thought since the advent of big bikes in India. After a long wait, I have finally got an answer in the form of the latest offering from the Honda stable. The Japanese manufacturer recently launched a couple of their litre bikes in the Indian market in the form of the CBR1000RR Fireblade and the CB1000R. We tested the Fireblade a couple of months ago and found out how much power it packs in and how great a handler the bike is. We also learnt how clinical the CBR is and how we wished it was a bit more than just that. Or did we wish for a CB1000R? Probably!
Honda designed the CB1000R in Europe, more specifically in an Italian design house. The CB looks nasty, ready to attack everything that comes in its path. And it is meant to do so. The aggressive, urban street weapon has a striking design which yells out its European character. With the CB1000R, Honda has finally managed to shake off its conservative design philosophy and adopt something much more adventurous and exciting. The triangular headlight with a blue pilot lamp housed at the bottom is topped with a small cowl covering the futuristic instrumentation console. The edgy radiator cover gels perfectly well with the tank. The bike has a meaty front but tapers drastically towards the rear. The CB’s tail with the small LED brake lights is very narrow with a pillion seat for an extremely figure conscious girl friend. However, what catches your attention at first sight is the beautifully crafted four-spoke rear alloy wheel mounted on a single-sided swingarm. The stubby, state of the art exhaust on the CB1000R is simply fabulous and contributes a lot to the bike’s aggressive character. The upright stance of the machine furthers strengthens its street fighter appeal. The CB’s handlebar is not too wide, not too short and fits perfectly well in the seat-footpeg-handlebar geometry giving the rider a comfortable posture. Has Honda missed out on any of the design elements of the bike? I fear not. They have managed to pull out a bike that can put the Italians to shame and then they have launched it in India to kill a competition that doesn’t exist at all. By all means, this is a bike that will guarantee you a second look and maybe a third or fourth look from onlookers on the street.

Does that make it a poser’s bike? Definitely not! What Honda has done apart from the mind blowing design of the bike is that they have applied all their engineer brains in every possible manner while making the CB. They have taken the 998cc motor straight from the 2007 Fireblade, detuned it to 125PS and put it in the CB1000R. But hold on before you come to the conclusion that this bike is highly underpowered as compared to the Fireblade since it packs in almost 50 odd horses less than the CBR1000RR. What Honda guys have managed to do, in a flawless manner, is that they have brilliantly compensated the loss in peak power by providing a gain in low and midrange torque. Thus, the bike has become a lot more rideable in city traffic where it is likely to spend most of its time being a street fighter. Another reason why it becomes a lot more tractable in the city is its extremely linear and smooth power delivery. There is absolutely no hint of a sudden surge anywhere through the rev range which ensures a highly comfortable ride. Going at 2000rpm in the fourth gear you will be as comfortable as on any small capacity Indian bike. To add to that is the upright posture of the CB1000R which lends it an amazing flickability on congested streets. One has to really ride the CB1000R to believe that a litre class bike can be flicked around in the traffic and can be toyed around in the city. So while the low end grunt takes care of your lazy ride through the street, the midrange takes care of your urban assault. Go past 4000 revs and you are surely in for some serious fun. If that is not enough, go full blast past six and a half grand on the digital bar type tacho for those ‘front end floating’ moments. It becomes quite difficult to keep your front wheel on the ground under hard acceleration considering that the CB doesn’t have a front heavy posture. Does that hint to something called as wheelies? I doubt if I need to explain it in words when the pictures can do all the talking. The CB1000R is one hell of a machine to stunt on. Carrying those long wheelies at speeds in excess of 100km/h is no more a pro’s job. It is quite unbelievable the way the CB works itself up in the air with a slight clutch input in the second gear and continues to do so for as long as you wish and the road conditions permit. It hardly takes any time to get addicted to the immense amount of practical power offered by the Honda. Just one thing that I missed on the CB, considering that it keeps on lifting its front wheel every now and then when you are full on gas, is the steering damper. Even an expert might experience a heavy tankslapper if he is not able to land the front wheel properly.
While this is the story while city riding and stunting, I was not quite pleased with the Honda’s highway abilities. I am not saying that the bike doesn’t pack enough juice for the touring soul, but we have to accept the fact that every coin has two sides. The CB1000R with its upright posture does take care of your back on those long rides, but then you can’t go full blast on the highways either because of the same upright posture. The windblast starts disturbing you from 150km/h and the neck muscles start struggling to keep the head steady. I understand that 150km/h is in itself a very high speed over Indian highways, but then when the bike is capable of doing speeds in excess of 220km/h and can reach there within no time, you are not going to be satisfied with a ton and a half on the speedo. The CB will negotiate corners in a very stable manner and without losing its composure. But show it wet tarmac, and the tyres fail to instil even the slightest amount of confidence while leaning in corners.
While this is the story while city riding and stunting, I was not quite pleased with the Honda’s highway abilities. I am not saying that the bike doesn’t pack enough juice for the touring soul, but we have to accept the fact that every coin has two sides. The CB1000R with its upright posture does take care of your back on those long rides, but then you can’t go full blast on the highways either because of the same upright posture. The windblast starts disturbing you from 150km/h and the neck muscles start struggling to keep the head steady. I understand that 150km/h is in itself a very high speed over Indian highways, but then when the bike is capable of doing speeds in excess of 220km/h and can reach there within no time, you are not going to be satisfied with a ton and a half on the speedo. The CB will negotiate corners in a very stable manner and without losing its composure. But show it wet tarmac, and the tyres fail to instil even the slightest amount of confidence while leaning in corners.

Motoware june09

June 28, 2010 by Bike India Team Leave a Comment

Steering RC bikes, flaunting Italian apparel or simply laying back on the couch engrossed in hardcore gaming – we give you the best options

Kyosho RC Bikes
Want the ultimate in scales? Get yourself the Kyosho Radio Controlled Motorcycles. Powered by real IC motors driving the wheel through a real chain system, these bikes come with fully functional suspension systems. You also get performance upgrades for the suspension, engine and gearing as per your requirements. A variety of aftermarket tyres with various compounds are also available. With all that, Kyoshos definitely top the scale model collectors’ list.

Oakley Oil Rig and Straight Jacket
Oakley has recently introduced the second edition of the Nicky Hayden Signature Series Oil Rig eyewear. Made for collectors, it gets metal icons for a new “split” look and includes custom graphics with Nicky’s traditional racing number. This Oil Rig is available in a Polished Black frame with Hayden’s signature etched on the Black Iridium coated lenses. For Casey Stoner fans, Oakley has offered the Ducati Edition Straight Jacket with ‘Stoner 27’ laser etched on the lens.

Wheelman
If street races and bike chases like those in Hollywood action flicks catch your fancy, then the Wheelman is what you want. Grab yourself some quality time on a gaming station as you play Vin Diesel’s character in the Wheelman. Get behind the wheels of a Pontiac or give yourself the adrenaline rush on a really fast bike as you race through the streets of Barcelona while accomplishing various missions. The game is now available for various consoles like PlayStation3 and XBOX 360.

Alpinestars S-MX R Boots
The all-new S-MX R series of boots brings together the classic Alpinestars racing performance, flexibility and protection with real world practicality, lightweight and comfort. Be it your easy Sunday morning ride or a track day, these S-MX R boots are the ones you’ll adore. What we have here is the latest colour option in black and green especially for those who are saving up their bucks for the Ninja!

Alpinestars MotoGP Collection
The Italian house has introduced the official MotoGP merchandise comprising of various jackets in both leather and textile. Seen here is the T-Estoril jacket which takes its name from the famous Portuguese circuit. Packed with shoulder and elbow protectors, removable liners and adjustable waist and sleeves, this one is for hardcore MotoGP fans who like to make fashion statements with first class products. Seen along with the jacket is a pair of the ’09 collection GP Plus gloves.

Clinically yours

June 28, 2010 by Bike India Team Leave a Comment

Amit Chhangani tries to find a bit of love in the ‘Blade’s mechanical brilliance
Photography Sanjay Raikar

The windy roads of Lavasa are a biker’s delight. Riding the 1000RR is easy on the wrists and shoulders. The riding position doesn’t make you feel as if your hands have swapped the weight bearing duties from your legs. Unlike the R1, and some of its other Italian counterparts, the CBR’s riding position doesn’t make a newbie wonder how he can manage to turn those bars with so much weight biased to the front.

The new ‘Blade is an incredibly compact machine for its power. All the machinery between the wheels has been packed as tightly as possible in order to keep the dimensions small and shave off a bit of weight. The wheelbase is a tad longer to enhance stability but look at those minute details like the closer front forks, the tiny subframe and the stubby exhaust and you understand how far Honda have gone to keep this bike compact.

The ‘09 ‘Blade produces a whopping 178PS of neck snapping power at the crank which translates into a crazy 164PS at the wheel. With a bit of caution and relatively poor quality of fuel available in India, we managed a 0-100km/h acceleration timing of 3.44s.

This 1000RR has the most progressive power delivery I have ever experienced on such a bike. There’s not one sudden bump or dip in the power curve – it keeps on building power in an incredibly linear manner – right up to the peak of its power curve at 12,250rpm. Even the front wheel would lift up in a graceful, controlled manner as you power the bike hard in the smaller gears – no abrupt prancing here.

I was a bit surprised when I found myself struggling to turn the bike smoothly around slower, tighter corners. Also, I found that every minute bump on the road was getting translated directly into my buttocks trying to pop me off the bike. It didn’t take me much time to understand that the 43mm upside down front forks and the rear monoshock weren’t adjusted properly. You have to have the suspension setting right if you were to experience its magical virtues. Setting rider sag correctly cured the problem and the Honda felt much nimbler and easier to point and shoot around curves.

The compact dimensions, the low weight, the easy riding position and above all the evenly spread power delivery make this Honda a newbie’s dream.

To make the ‘09 1000RR even more idiot proof, Honda have introduced the C-ABS system on the bike. The rear wheel of other such bikes points skywards in no time under emergency braking but the C-ABS distributes the brake force to both wheels to prevent that from happening and provides additional stability under harsh braking.

Onto the bike’s design then. I preferred not to discuss the aesthetics of the new ‘Blade at the outset as it’s one of the very few areas where this bike doesn’t absolutely outclass its competition. It wouldn’t have been right to begin talking about such a brilliant bike on a negative note. To be honest, I am not very fond of the ‘09 ‘Blade’s design. I have heard people say that its design grows on you. I don’t dispute that – it probably does. But it’ll never draw the attention of a neutral eye when it passes it alongside something like an R1 or even a Gixxer. Even a piece of stone has enough details for one to examine and appreciate, but there’s something about the visuals of a diamond that makes it special. If something doesn’t snatch attention, you may have a hundred ways to justify its lack of charisma but it ideally should be an eye magnet if it is to be called beautiful. And the new CBR 1000RR isn’t a beautiful looking bike by that definition. It’s a shame that this bike is so understated, so devoid of visual and aural drama, so unrepresentative of its brilliance at first view.

As I blasted down the straight road leading up to the expressway, I saw the speedo needle nudging 220km/h. It’s a trivial chore for this bike to attain that sort of velocity. But from within that middle-of-the-road KBC helmet, the deafening roar of the wind blast, the blurred hedges on the median and the perennial worry of witnessing the legendary Indian dog that emerges out of thin air made sure that I rolled off instantly. I have done this earlier too, numerous times, but all the perils of a typical Indian road aside, this Honda felt the safest. The ‘09 1000RR is a brilliant machine. To me, the 1000RR is an achingly beautiful dame, unaware of her sex appeal. To make matters worse, she has a doctorate in philosophy from the University of Yale and a technical job in the world’s top investment banking firm. She applies no makeup, hardly smiles and sleeps in her formals bought strictly from Marks & Spencer. If only she’d let her hair loose. If only she wore Prada. If only she had a husky, seductive voice. If only…

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.