Rohit Paradkar leads the R15, Pulsar 220 and the Karizma into a battle for sport touring supremacy
Photography: Eshan Shetty

For every genuine biker, it’s the journey that counts more than the destination. Spice the journey up with a race against time, a whole lot of sport riding, higher average speeds, hundreds of kilometers and voila! you have a new riding philosophy of sport touring. After a busy work week, everyone is looking for a reason to break free on the weekend.

For bikers, this freedom comes in the form of riding for various motives – the road, the destination, work, leisure or just a plain craving to ride with buddies! For us though, it was our longing for some authentic sea food and we were eagerly waiting for an opportunity to raid the Konkan strip. The opportunity came in the form of continued queries from our readers asking us if the R15 was a potent sport touring machine. It gave us a reason to convince our Editors for this shootout and at the same time, achieve our ulterior ‘foodie’ motive.

Five of us chose to ride on the trip – our new entrant, Mihir, BI website workaholics Gauri and Pradeb, me and our young friend and guest photographer, Eshan Shetty. Our first challenge for the trip came while choosing the right kind of bags for our sport touring. The saddle bags were reluctant to go onto either of the bikes as the exhausts were burning the cordura material in no time. Tank bags hence became the obvious choice. But since we had only one of them with us, Pradeb had to continue with the saddle bag while Gauri and Mihir opted for backpacks. Since I was to start off with the Karizma first, the tank bag joined me. The large metal tank had absolutely no problems mounting it on. Pradeb took a while getting the saddle bag onto the Pulsar 220 since it hardly had any hooks, notches, slits or conventional grab rails to use the bag’s tie-downs. He somehow managed to get it saddled onto the rear seat after more than half an hour of struggling around. With the bags in place, we finally set off at 5.30 am.

Our itinerary was simple, take the Tamhini ghat route to reach NH17, eat, enter Roha, proceed to Kashid, eat, relax on the beach, eat some more, go to Pen, proceed to NH4, reach Lonavla, eat, reach Chandni Chowk, sip on a couple of cold coffee mugs and then disperse. Following the same, we started riding towards Tamhini. By the time we reached the foothills of the ghats, Pradeb, who was sweeping, had disappeared. On calling him up he told that us that it wasn’t only him who was ‘sweeping’; his saddle bag had already come off and was sweeping the road surface. He was fortunate that it didn’t get entangled in the rear wheel. After about 20 minutes he joined us again, this time with the saddle bag affixed more firmly.

By now the sun had risen and that meant we had a clearer view of the ghat section. Being a sport rider at heart, I immediately whacked the throttle when the ghats began. But the excitement was cut short. The Karizma’s suspension by default was set to the softest and the bike was carrying the load to two hefty people and generous amount of luggage – making the rear end bottom out every time I threw it into a corner. However, the torquey engine ensured that I could effortlessly climb the ghats with minimal gear shifts. The 220 and R15 were on my tail all along, watching the Karizma’s rear end bounce around like a rapper’s hand gestures. After a couple of kilometers into the ghats, we pulled over near the lake for a brief photography session. While Eshan was busy with the shutter, Pradeb and I firmed up the suspension of the Karizma and 220 to negotiate the twisties better. Once the photos were in the bag, we continued towards the peak of Tamhini, where we planned to have breakfast. With the suspension firmed up, the Karizma felt much better and stable through the twisties, but I would still blame laden weight for making the suspension work too hard. Nonetheless, blaming my weight didn’t stop me from relishing our breakfast consisting of authentic missal-pav (legume curry and bread) and potato pakoras along with chai. After which, it was time to proceed, and we decided to swap bikes. Selfish as you may call it, I took the keys of the R15 for the downhill ghat section. Gauri decided to ride the Karizma now and Pradeb became the pillion on the R15, while Mihir and Eshan got onto the Pulsar 220.

The whole idea of sport touring was getting clearer now and the bikes were highlighting their vices and virtues with respect to handling. There is a world of difference between the riding dynamics of the R15 and the Karizma. Even with a pillion, the R15’s suspension showed no hints of bottoming out and the bike held its line without any nervousness, thanks to the rising rate linked monoshock which stiffens the damping as the load increases. The tyres were holding onto all sorts of surfaces, however, I would have liked them to be slightly wider to negotiate the loose gravel better. The 150cc mill was in a tune of its own above 6,000rpm and translated into freakishly fast corner speeds as compared to the others. Even with a stuffed tank bag strapped on, it wasn’t difficult to lean the bike into the corners, thanks to the wonderful riding posture. With the right suspension setup, Gauri was enjoying every bit of the ghat riding she was doing aboard the Karizma. She even agreed that the speeds she was able to carry through the corners even with all those bags, was way higher than what she could imagine on her Thunderbird. The 220, however, couldn’t keep up with her – the gas damped shocks weren’t exactly bottoming out, but the main stand kept digging into the road every time Mihir leaned the bike even a few degrees. While the engine offered enough grunt for the twisties, the main stand kept playing spoilsport. This became really unnerving especially on the downhill and slowed him down significantly. In the meantime, Pradeb was having a hard time on the R15’s pillion seat. Though the cushioning was comfortable, the stiffening suspension was making him feel the rough road as the bike negotiated the downhill ghats. Eshan on the other hand was irritated with the hard cushioning of the 220’s pillion seat. This was a good time to evaluate the pillion comfort of the Karizma then. Pradeb hopped onto the Karizma and the soft, wide pillion seat immediately proved its supremacy over the other two. The Karizma offers an incomparable rider comfort too, thanks to its upright seating and tall handlebars. The 220 has similar rider poise and hence Mihir found the 220 more relaxed than the R15 he was riding before. He especially liked the positioning of the handlebars, which inspite of being clip-ons, are not placed as low as the Yamaha. However, comparing the R15 with the 220 and the Karizma in terms of rider comfort, I strongly believe that it’s just a matter of time getting used to the R15’s riding posture. You can manage to sit upright on the bike once in a while without disturbing the riding dynamics, to prevent pain creeping into your wrists, shoulders and back. Once you get used to it, it can be comparable to the 220 or Karizma, if not better.

Once the ghats were over, we hit NH17 to enter Roha. While reconfirming the route to Kashid with villagers on the way, we got weird stares from people, especially for the alienish riding boots and for the big girl riding the shiny red Karizma. Instead of basking in the attention she got, Gauri chose to be pillion now on the R15 with Pradeb taking over the Yamaha’s reins. I swapped seats for the 220 and Mihir and Eshan got onto the Karizma. The route to Kashid from Roha was pretty much straight but with a lot of broken patches in between. The Karizma instantly went back to its CRF230 roots and blasted past the rest of us like a true blue off-roader, absorbing each and every bump, pothole and undulation that came its way. The 220 too absorbed the shocks very well, but with a clanking sound of the main stand over every pothole. The R15 broke a sweat on these patches with all the sporty paraphernalia around it, thin tyres and with Gauri’s continuous complaining about the discomfort, Pradeb had to ride significantly slower than the rest of us. After the pothole turmoil was over, a brief section of the ghats commenced again. A few tens of curves and a long left hander hairpin welcomed us with the sight of the vast beach visible through the silhouette of the tall trees. We had reached Kashid.

Mihir and I pulled over into an empty spot next to a shack. After about ten minutes, our Bengali babu arrived with a wide smile inside his helmet. All the pain he and his pillion went through on the rough patch was negated with the exciting roller coaster ride in the twisties that followed. This time it was not only the villagers but also the tourists who were attracted to the sight of the flashy bikes and the armored riders. All these bikes has a distinctive design element that guarantees a second look – be it the big bike stance of the Karizma, the projector headlamp and futuristic design of the 220 or the miniature superbike styling of the R15.

Before long, Eshan engaged himself in shooting some statics while Gauri and I decided to hunt for a good eatery. Since the food in most restaurants in Kashid is made fresh, it takes almost an hour to be served. So with the order placed and the advance paid, we went back to the beach for some more photos.

With over an hour spent in the whole exercise and burning a few calories pushing the bikes in and out of the sand, we went back for the food! The five of us filled into the seats next to the dining table like water fills up empty potholes during heavy rains (a few of us flowing out owing to our massive overtures). The food was served onto the table; the sight and the scent were truly amazing. The succulent slices of surmai fry, the spicy yet tangy authentic flavor of Konkani prawn curry and steamed rice and the solkadhi (chilled drink made from kokam and coconut milk) made every kilometer of the long ride worthwhile. We enjoyed the food so much that we didn’t care for the extra time we spent at the restaurant stuffing our faces. Once done, we realised that we had been devouring the food for over two hours! It was time to devour some miles now. We had to ride back to Pune.

The bags went back onto the bikes and the gear went back onto the riders. The immediate itinerary was to reach Pen and proceed towards the NH4. The way to Pen had fast straights but the bikes had some unexpected behavior in store for us. The Karizma’s smooth engine is a revelation even at speeds in excess of 120km/h but the bike started wavering as head wind hit us. The tyres felt slightly skittish. Astonishingly though, the 220 did not face the same issue in spite of a similar quarter fairing design. The R15 tackled headwind quite well, but the moment we changed the direction a bit and the wind flowed side on, the R15 too started wavering, making us want a wider contact patch again. Once the windy part of the ride was over, we needed to go through a couple of narrow Konkan village roads which also happen to be the only route for State Transport buses thus making overtaking a nightmare. This was where the Karizma and the 220 highlighted their displacement advantage. While the R15’s 150cc motor needed a bit more effort and downshifts to gather speed and overtake, the 220 and the Karizma rolled on in a jiffy even in higher gears. Slowly darkness set in and things got even worse for the R15. In spite of the two R1-inspired headlights, the rider on the bike isn’t able to see far enough. It was a similar case with the Karizma. Pradeb who had moved back to the 220 now, raced ahead of both the bikes with the brilliant illumination provided by the projector headlamp on the Bajaj. Unfortunately, he went ahead so much that he left us far behind and ended up taking a completely different entry onto the NH4. The R15 and the Karizma stuck together for combined illumination till Khopoli. I had left my tank bag on the R15 so I took it back from Mihir since I needed the water bottle. This move came in as a boon since the lowered handlebars of the R15 make it difficult for the rider to see the console when the tank bag is strapped on. The puny range of the fuel tank had already hit reserve and Mihir didn’t notice it because of the tank bag. Fortunately for us, a fuel station was close by. After a refill, we got onto the NH4 and caught up with Pradeb on the expressway. After the reunion, we decided to stop at Lonavla for dinner, where we discussed the good and bad aspects of all the bikes, our experiences as a rider as well as a pillion and other factors that matter for a sport tourer.

Sport touring needs you to maintain a high average speed, you enjoy corner carving at a fast pace, blast through straight open highways, and make it to your destination with enough time in hand to indulge in activities you relish. That we were doing it as a group of rider buddies came as an icing on the cake. Fortunately for me, I have owned all the three bikes we rode for a long tenure at some point in time. They have their own strengths and weaknesses due to which each bike tends to gain or lose time. The 220 is a potent tourer. The equipment levels are up to mark and the fuel injection comes in handy while riding at high altitudes. The engine, though noisy, packs in a good punch. This characteristic should attract the riders who take the noise from the engine and the vibes as a communication channel with the machine for feedback. The 220’s headlights are the best in class and make sure you don’t lose time at night. Lose the main stand and the bike is a great handler – capable enough to scrape the exhaust while cornering. The 220 may not be able to house saddle bags well and the pillion seat is too hard for two people to ride but its real strength lies in riding with only a single person onboard for whom a tank bag is enough. All you have to live with is the harshness of the engine and the suspect reliability of the electronics. The R15, on the other hand, hasn’t failed me on the reliability yet. The bike made us all open our mouths in awe with its limitless capabilities. In spite of being an outright sports machine and just 150cc, it tackles highways as well as corners with ease. Liquid cooling and fuel injection help maintain optimum engine performance irrespective of the temperature and altitude. Of course, it doesn;t match the mid-range torque of the bigger capacity singles that let you just whack the throttle open in any gear to pass annoying traffic, but it still manages fairly well on that count. The headlights are a big disappointment though and will make you lose a lot of time during night rides. But with its unrivalled handling and significantly higher top speed, the R15 saves a lot of time during the day. For sport touring though, this Yamaha will ask for good roads, will come at a high price and will still not impress your pillion much – again making you ride solo like the 220.

Verdict
That leaves us with the Karizma. The six-year old workhorse is still the best in the touring business. It can carry out each and every chore of sport riding with utter ease. The bike can house a tank bag without hiding the console and can even accommodate saddle bags – the smaller variety that is. Pillion comfort is the best in class and the engine will not cough even with the weight of two people and a weekend’s worth of luggage, thus making sure you don’t need to leave your better half behind (which may act like a double edged sword for obvious reasons). The relaxed ride along with the silent and smooth Honda engine may seem boring to many, but induces the least amount of fatigue while on the comeback run – and that really matters a lot. When the Karizma was introduced six years ago, its body design was compared to that of the Honda VFR800 by some. Thankfully, that’s not where the similarity ends. In almost all respects, the Karizma can easily pass as a miniature single cylinder version of the Veefer which is undoubtedly one of the best sport touring bikes in the world. The Karizma still remains our choice, not only for touring, but for sport touring as well!

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

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

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

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

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

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

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

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

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

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

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

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

THE LOOK

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

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

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

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

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

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

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

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

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

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

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

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