From boots to helmets and eyewear to jackets, we ensure you are all togged up for the ride
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Marushin Helmets |
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Joe rocket big bang jacket |
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HARLEY DAVIDSON EYE GLASSES |
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Joe rocket speedmaster and sonic boot |
Bike Reviews in India
Motoware-feb09
Lazy sunday rides, weekend trips or serious track days, we have something for everyone this month
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Fastrack eye wear |
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Cramster touring boots |
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Joe rocket ufo and lucky jackets |
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Cramster velocity riding pants |
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Joe rocket speedmaster 7.0 and gpx 2.0 gloves |
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Intruder Alert
Warning: The muscular and mighty M1800R has attacked. We hear its making heads turn and eye balls pop. Observe caution on the road
Story Gauri Lokare
Photography Sanjay Raikar
For some, the Suzuki M1800R or the Intruder is just a big heavy cruiser boasting of colossal torque figures. One look at this massive beast and you can’t help but be awed. But for someone like me who uses a rather puny (not in India though) Royal Enfield 350cc motorcycle for daily commuting, the monstrous cruiser with the biggest capacity Suzuki engine seemed like a scaled down version of God.
The night before the day I was supposed to ride this monster, I was behaving like a silly teenager getting ready for her first date. I felt butterflies in my tummy the whole night and anxiety just wouldn’t let me be. My colleagues at Bike India too were quite apprehensive about their decision to let me swing a leg over the beast. As was evident looking at their faces, they hoped they didn’t have to regret the big decision. I wouldn’t have been surprised if an ambulance or a fire brigade was called on standby while I went for the ride. The few hours that I managed to spend in bed that night felt like an agonizing, endless nightmare. I was all geared up and raring to go much before the sun had risen.
As we reached the shoot location, I turned the key, switched on the ignition and the display lit up for the self-check. Just before I was about to press the starter switch, I whispered to the bike, “be good to me”. A gentle dab of the right thumb and the 125PS engine roared to life with a deep pulse. It may sound like exaggeration, but to me, it sounded like the birth of the Universe itself.
I literally had to sit down, take a moment and let the sight of this torquey behemoth sink in. The design works towards emphasizing the big 1800 odd cc V-twin engine rather than overshadowing it. Suzuki has taken the word ‘big’ quite seriously for the Intruder. The bike is fitted with one of the fattest rear tyre (240mm wide) available on a production bike. The fuel tank with a capacity of 19.5 liters is wide enough to hold a violin and merges seamlessly into a comfortable saddle. The tail cover, shaped like a rare diamond, easily stands apart. The frowning hooded headlight expresses a ‘don’t mess with me’ attitude. The chrome side stand which looks rather delicate is strong enough to hold the 8 feet long beast weighing a mammoth 319kg. The dual exhaust takes a seductive U-turn near the engine to point towards the 240 section rear tyre. Ending as a pair of bedazzling slashed mufflers, the chromed exhaust pipes exhibit raw oomph. This cruiser expresses aesthetic coherence brilliantly. Needless to say, the Intruder is all about road presence and attracts attention wherever you ride it. Bystanders and other commuters are dazed by the sheer sight of this monster cruising on the road.
The M1800R looks every bit a bespoke cruiser machine, but make no mistake, it draws heavily from the flagship Suzuki sportster, the GSX-R. Suzuki has always honed its technology on racetracks and they have made good use of the advancements made on the GSX-R in this cruiser. The borrowed technology bits include the dual throttle valve system, radially mounted disc brakes and dual spark plug ignition. The perky performance of the Intruder reflects the debt.
The wide handlebar is a good reach away. Get the bike rolling, take your feet up and the far stretched footpegs make the seating position feel rather awkward. It may sound as if I’m exaggerating, but the riding posture actually made me feel like an orangutan clinging from a zoo cage. I at 5 feet 8 inches and yet struggled with this rather awkward position. I can only imagine the plight of riders shorter than me. This design seems strange as compared to true blue cruisers, including the Indian ones, which are equipped with conventional laid back handlebars.
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SHINE ‘EM: The frowning hooded headlight expresses a ‘dont mess with me attitude’ and makes generous use of chrome |
THE CONSOLE: The speedometer firmly rests on the fuel tank while the tachometer lies in the conventional position
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THE POWERPLANT: The large 1783cc V-twin fits in perfectly with the rest of the body elements with no visible see through gaps. The asymmetric layout of the header pipes gel with the bike’s curvaceous styling and recieves a similar plush chrome treatment as the engine |
The Intruder, boasting impressive figures in terms of power (125PS) and torque (160Nm), is equipped with brakes to match. Ripped from GSX-R1000 Superbike, the Intruder sports two radially mounted 310mm discs with four piston front brake calipers which work exceptionally well. Instead of using the more conventional chain/belt drive system, the Bavarian-inspired, shaft drive mechanism is used on the Intruder. Suzuki adopted its first shaft drive system way back in the year 1979 with the GS1000GT. With advancements in technology, however, the state of the art unit on the Intruder not only imparts a long lasting drive but also contributes towards a cleaner rear end design.
The sheer mass of the bike coupled with the prodigious power, would make one wonder about its handling and balance. Gettingthe 315kg bike off the side stand for the first time, proved to be physically demanding. Although by using the right technique, it was hardly a task. The initial few minutes of riding were very difficult as I tired to maintain a steady pace and find the right balance. As I got used to this machine, the giant horse broke in. The bike lurched forward each time I twisted the throttle. This was most noticeable while the shorter ratios were selected. Thankfully, there were no unnerving wheelspins like the other ‘big’ bikes. Yes, this is a cruiser and one doesn’t expect it to wheelspin. But it has enough torque to shred the rear tyre within a few hundred kilometers of riding – precisely the reason why Suzuki has fitted a torque limiter to restrict low end torque. Gear shifting was jerky early on as the shaft drive needed precise timing of the clutch release and throttle input to have a smooth shift. Failure to do so resulted in a loud clanking sound emanating from the ‘box. As my day progressed with the cruiser, shifting of gears smoothened out. I learnt to master the right technique of gear shifting eradicating the clunks between shifts. The fourth and fifth gear felt far less abrupt. Once at ease with the bike, I was cruising way above the 120km/h mark – the fastest I had ever gone before this. The headlight housing is designed to deflect the wind blast from the head and torso that occurs at high speeds, but its function proved to be very limited at speeds above 100km/h.
The more I rode the Intruder the more I began to understand it. This is precisely when fears and reservations left my mind and I truly connected with the Intruder. Feet up turns which were like a nightmare earlier, got easier. After a while, the ride became so smooth, I felt as confident on the Intruder as I feel on my Royal Enfield Thunderbird.
One point of irritation is the speedometer. While the somewhat trapezoidal digital tachometer firmly rests where you have the instrumentation cluster on regulation bikes, the speedometer is mounted on the fuel tank. This means that the rider has to dip his/her head every time he/she wants to check the speed. The huge wheelbase and the enormous bulk of the rear tyre means you need more rider input while changing directions. This can get a little demanding in case you have a pillion rider with you. The exclusion of a pillion back rest from the design needs the pillion to lean onto the rider. While parking the bike, its best to park it with its nose facing the road or else you’ll need at least a dozen people to pull the bike back when you are ready to go.
So, now the question which haunts me is, do we have the roads for such monstrous cruisers in India? In the city, hell no! The Intruder with its torquey 1783cc of V-twin power craves for long wide highways where one can open the throttle and justify the very purpose of its existence. Our ridiculous traffic situation seems like a huge concern regarding the practicality of the bike. In a country where you have to find roads amidst potholes, handling the cruiser does become tricky. Because of the ultra low profile (40 section) rear tyre, you can feel every grain on the road surface being transmitted to your back side. The Intruder which is priced at Rs 13.63 lakh in India was developed keeping in mind the butter smooth open highways of the US and Europe. So if, touring is in your mind and you are looking for those perfect set of wheels to leave behind city roads and embark upon lost highways, the Suzuki M1800R would be a great choice.
As the sun began to set, it was time to wrap up the shoot which brought the curtains down on the most wonderful ride. I am not sure if I ever would be able to own the M1800R. I might not be that lucky. But I was lucky enough to have earned the experience to ride it for a day. The memory will last a lifetime. As I got the mighty Intruder back to its parking slot and alighted, I realized that this wasn’t just a road test for the M1800R. In a way it was a test for me too – as a rider, tourer and an automobile journalist. I just hope I managed to cruise as effortlessly as the big tourer. After having ridden the bike, overwhelming feelings began to erupt. I wanted to sing, dance, shout and cry at the same time. Not in that order but all at the same time.
Motoware
This month we showcase some of the finest riding gear from Italian icon, Alpinestars
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Alpinestars Vector Leather Jacket |
Alpinestars Aero Tank Bag
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Alpinestars Vader Backpack |
Alpinestars Sniper Air Flow Textile Jacket
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Motoware
BMW MOTORRAD’S PREMIUM PRODUCTS FROM THEIR 2010 LINEUP ARE AN ABSOLUTE DELIGHT FOR FANS AND FANATICS
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DOUBLE R HELMET |
RALLYE 3 GLOVES |
RALLYE GS PRO BOOTS |
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DOUBLE R BOOTS |
DOUBLE R GLOVES |
HELMET BAG |
Jiving-with-the-scooters
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.
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Ease of use: |
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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
An-indian-at-a-sushi-party
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.
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HONDA CBF STUNNER |
BAJAJ PULSAR 135 LS |
HONDA UNICORN |
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THE LOOK
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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.
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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.
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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.
Eco-sense
TVS takes an eco-friendly initiative with the new hybrid Scooty
Words Bunny Punia Photography Adhish Alawani
Apart from the usual crop of Indian and imported motorcycles, the recently held Auto Expo in New Delhi also had a range of electric two-wheelers on display from close to a dozen manufacturers. But no matter how green these little wheels may be, there is always that mental block we have with their overall performance and of course, their operating range. However, TVS had something out of the box as an answer to these typical shortcomings – a lineup of sparkling white Scootys on display. They were being used as official bikes and interestingly, they had a unique graphic pattern on the body hinting at something, well, green. Curiosity leads to questions and hence, we decided to get hold of a few officials and check out the latest on offer.
TVS have developed a hybrid variant of their bestselling Scooty scooterette. The body is the same as the new Streak albeit with the new graphics. However, see the scooter from the left and you notice the smart casing of the electric motor that has been configured to run parallely with the same 87.8cc four-stroke engine powering the original model. Once astride the vehicle, you also notice four different operating models clearly marked out on the speedometer console along with the battery indicator. The four modes, namely Engine Only, Electric Only, Hybrid Power and Hybrid Economy can be chosen via a button (which on the regular model serves as the electric starter) on the right handlebar. Here is a brief look at what the different modes stand for:
Electric Only:
For short trips and zero fuel consumption. The scooter runs solely on the electric motor power.
Engine Only:
When the battery level is very low, the scooter runs on this mode.
Hybrid Economy:
Both sources run as per the programmed strategy. Initially, only the electric motor is in operation and once the scooter goes over a programmed speed, say 25km/h, the engine starts functioning as well.
Hybrid Power:
Both engine and electric together for better acceleration from standstill.
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Further, to make the most efficient use of the energy, this hybrid system charges the battery when the brakes are applied and utilizes this power whenever required. In addition, this two-wheeler conserves energy when the vehicle is stationary at a traffic signal or at a standstill by stopping the power source. Brilliant! TVS claims to have achieved a 30 percent reduction in CO2 emissions, 25 percent reduction of HC + NOx and most importantly, a jump of around 30 percent in fuel economy.
During our short riding session around Pragati Maidan, we found the system to work perfectly. Although, with my weight (equivalent to two typical lightweight damsels), the electric motor took its own sweet time gathering pace. However, with a single college going female on board, the hybrid Scooty should perform very well. The parallel system is being fine tuned further and though no pricing has been disclosed, we expect a premium of around Rs 10k on the base sticker price. At this price, you get the best of both worlds – low fuel consumption and lesser emissions while retaining the same performance.
Chaos-theory
The Pulsar 220 Streetfighter is Bajaj’s latest offering at the altar of speed. Pure, unadulterated speed
Words : Saeed Akhtar Photography by Sanjay Raikar
Evolution is a wonderful phenomenon. The fastest and the smartest species outrun their friends and foes alike and survive; the slower ones make their way to the extinction bin. In the end, the winners shed the body parts that weigh them down, are too cumbersome or just plain unnecessary.
For many years, the Pulsar was the ultimate bike in the Indian market if you wanted a fair bit of performance without burning a hole in your pocket. But the relentless advent of newer and faster bikes saw the flagship 220 DTS-Fi going back to the drawing board for a much needed revamp. The Bajaj boffins chucked the fuel injection system and inserted one of the biggest carburetors ever fitted on an Indian bike – an UCAL UCD 32 Venturi unit. Agreed, it was a step back in technology terms, but the benefits of this move were multifold. The bike became cheaper, quicker and faster in one fell swoop. Even before most automotive journalists could lay their hands on this new bike, it had created a sensation with its ‘fastest Indian’ ad campaigns that inundated the media. The bike certainly lived up to its tag with a true top speed of 132.5km/h.
And now, Bajaj have launched a lighter and faster version of the same bike. Speculations about this bike kept rising steadily ever since it came to be known that the stylish ‘F’ logo on the faired 220 stood for, well, faired. The biggest change in the new 220 DTS-i is the absence of the half fairing and the projector lamp. In its place comes the same wolf-eyed bikini fairing headlamp that does duty on the rest of the Pulsar range – the 150, the 180 and the now discontinued 200 DTS-i. This single change has lowered the kerb weight of the bike from 152kg to 148kg and that alone is a significant reason for the new bike to deliver better roll-on times than its faired sibling. Since the metallic parts of the bike are done up in black, it now resembles the 180 and the 200 very closely. Other minor visual differences are the clip-ons from the 220. The new Eurogrip tyres at both ends have a deeper tread pattern that closely resembles dual-purpose tyres, but customers can still opt for the Zappers that have been standard on Pulsars so far.
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| Clip-on handlebars are now standard across the entire Pulsar range | wolf-eyed headlamp shaves off weight, but we still wish for a naked version | One of the very few indications that this one belongs right there at the top of the food chain |
The instrumentation and build quality of the bike remains the same. One little overlooked feature on the new generation Pulsars is the inclusion of a handy air filter cleaning interval indicator on the LCD dash. The stainless steel brake hose at the front reduces the flex and improves the feel braking. The reduced weight meant that we already expected the Pulsar to accelerate faster than its sibling and test runs would surely have showed a marginal improvement. It was also more manoveurable and felt far easier to tip in corners, due to its decreased weight at the front. Sadly, this might not translate into better lap times or better handling in the corners. The massive front forks still have a tendency to dive under hard braking while the new tyres fail to inspire confidence in the rider. It is not quite grippy enough and you can feel the rear squirming uneasily.
However, what makes the new Pulsar an irresistible buy is the discounted price of Rs 76,370 (OTR, Pune) which makes it one hell of a bargain compared to its peers. The faired Pulsar 220 DTSi already boasted a gobsmacking price tag thanks to the exclusion of the fuel injection unit. And now, with the removal of the fairing and the projector headlamps, the 220 has just shattered the price barrier. Heck, there are quite a number of far smaller and slower motorcycles that cost more. For that price, you get a motorcycle that smokes the competition and plasters a grin on your face every time you take it out. Some prospective buyers might be put off by the all too familiar looks of the bike, but that should not be a deterrent to the true-blue enthusiast who wants nothing more than a bike that can squash the competition on the drag strip.
Small-wonder
The smallest Honda motorcycle yet is all set to create the maximum winds of change for the Japanese giant in India reckons
Bunny Punia Photography: Sanjay Raikar
Honda Motorcycle and Scooters India (HMSI) has often played its game differently in the Indian two-wheeler market. For instance, back in 2000, it made its debut in the world’s second largest two-wheeler market with the launch of a 100cc gearless scooter. This move, in a market that was running strongly with geared scooters like the Bajaj Chetak and the LML variants, raised quite a few eyebrows about their plans. However, much to the disappointment of the competition, the Activa went onto become the largest selling scooter in its class. HMSI also took a top-down approach to the motorcycling segment in India. Instead of launching commuter bikes first, in 2005, it rolled out the 150cc Unicorn and a couple of years later, the 125cc Shine. Having established a solid foothold in almost every segment it sells a two-wheeler today, it was time for the Japanese giant to go for a share of the money minting commuter segment, that of the 100-110cc bikes. With a dozen odd offerings (models/variants) from the competition already, it was wise to come up with something different. Plus the fact that recently, the company has often been using words like ‘fun’ and ‘enjoyment’ meant that the new offering would have to play a lot of roles, that of satisfying various demands of a typical commuter as well as the youth perfectly. HMSI also wished to target the college going youth, who often overlooked the commuter bikes while making their purchasing decisions mainly due to their sober and sometimes, low rent looks. With an aim to meet the above mentioned requirements, the CB Twister was born.
The prefix CB has been taken up from Honda’s world trend series symbolizing naked, like the CB1000R, while the word Twister depicts swirling winds with great strength. Like most small capacity Honda bikes, wherein design cues are often taken up from bigger capacity machines, the Indian CB too has enough curves and sharp angles, reminding you Honda’s much bigger bikes. In fact, see the bike from the rear three quarters and the huge tank along with the floating side cowl gives it a big bike look. The sharp small screenless cowl looks sexy for a small bike and houses the headlamp. However, there are no pilot lamps integrated here probably to keep costs low. The floating side cowl, when seen from the front angle, flaunts its insides pretty well again imparting a big bike feel to the Twister. In fact, there is no dearth of a sharp angular treatment to the side and rear cowls. The bike also comes with a CB1000R inspired rear grab rail as well as a meaty short exhaust. The only downside is the huge gap between the engine and the body, but this is expected as the bike houses a small 109cc motor and not a multi cylinder 1000cc one. Complementing the exciting looks are the various shades of colours on offer. The candy palm green seen here, for instance, looks smashing and it goes without saying that the Twister turns out to be the best looking small motorcycle in the country by a huge margin.
The Twister might look very compact but a swing a leg over and it feels incredibly spacious. Even for me, at 6 feet and weighing over a quintal, this little Honda felt mighty comfortable. In fact, it is one of the very few small bikes that didn’t make me look like, well, a circus bear on a toy bike! The footpeg-handlebar-seat geometry is very comfortable and even while riding the bike around Pune city for over 100km nonstop, I didn’t feel very uncomfortable at the end of the day. The instrumentation cluster looks neat though there are visible cost cutting measures around. The console does without a trip meter, for instance, and there is an absence of a pass light switch too. However, all the little shortcomings take a backseat once you thumb the electric starter. I am not really a small bike person, but the CB surprised me from the word go. The exhaust note felt throaty and grunty and the bike felt very eager and enthusiastic to lung forward, especially in the first two gears. In fact while slotted in fourth, the engine picked up well from speeds as low as 25km/h and this makes the CB a joy to ride in congested traffic. If you look closely at the engine, the long inlet manifold is clearly visible. This results in an increase of the gas velocity for better low and midrange punch and this is one of the main strengths of the bike. Even with a pillion, the capability of the bike to ponder through traffic in the third and fourth cogs is unbeatable. The 109cc engine puts out 9bhp of power along with 9Nm of torque. Weighing just 108 kilos, the CB has the best power-to- weight ratio in the commuter class. The engine remains punchy and vibe-free and surprisingly this little 110cc machine feels more refined at 70km/h than the elder 125cc Shine at similar speeds. The CB is also targeted majorly towards the youth and if you thought commuter bikes are slow and lazy, think again. A 6.99 second 0-60km/h timings knocks off the competition completely and the bike furthers goes on to register a true whack of 93 km/h. Honda has often been praised for their fuel efficient engines and this one is no different. Ride the bike carefully and it will end up drinking a litre of fuel every 70km in the city and 78km on the highway.
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| Notice the long intake manifold? It lends the bike terrific low and midrange – just what you need for daily commutes | Sharp design of the console goes well with the overall look of the bike. However, a trip meter is sorely missed | The front end looks cool with the sharp lamp and flowing side panels. However, we would have appreciated a full DC set up for the headlamp |
Even though the CB comes with non-adjustable shock absorbers (cost cutting again?) at the rear, I never really had a reason to complain. The ride is slightly on the stiffer side but this helps while riding over bad roads. It also comes in handy while with a pillion as the rear hardly ever bottoms out. The diamond type twin pipe chassis feels very stiff and the bike takes on serious pushing around corners and flowing curves positively. In fact the 70mm front and 80mm rear tyres, both tubeless, hold on pretty well and due to the bike’s overall handling prowess even with a relatively small engine, an experienced rider can be fast around a set of twisties. The light weight of the bike along with a short wheelbase of 1262mm further makes it a delight to flick through traffic. The 240mm dia front disc is optional but is highly recommended.
The bike has quite a few firsts for its segment. The mass forward proportion, as Honda calls it, tubeless tyres, a short muffler, et al. The maintenance free battery and the low maintenance viscous air filter help a lot in the long run. I would have also appreciated a full DC set up for the headlamp which would have provided full brightness irrespective of the engine rpm.
The bike is aimed at people who are on the lookout for style and performance without sacrificing on the basic needs of fuel economy and comfort, all in a limited budget. Right then, even with a few visible cost cutting measures, the CB range starts from Rs 47,753 all the way upto Rs 54,357 (on-road, Pune) which doesn’t really make it as cheap as the competition at all. However, times have changed and most Indian buyers are ready to shell a few thousand rupees for added looks, performance and economy. This is where the CB will excel, finding its targeted buyer quite easily. If I was a 20 something guy, looking for an affordable new set of stylish wheels that I wouldn’t mind riding to work or college or a date, the CB Twister, in all probability, would be it. ‘Nuf said!
