New Bike Road Test in India

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Nothing but the best will do for today’s new age Indian woman. So does the TVS Scooty Streak deliver? Bunny Punia finds out
Photography Sanjay Raikar

TVS Scooty is a name that has become a synonym for ungeared scooters in India. From the old, peppy two-stroke powered little scooterette, the brand has matured into four different variants now. The little two-stroke Scooty Teenz, the green electric Teenz, the Pep+ and the latest cosmetically changed avatar christened the Scooty Streak. In India, toying around with current products with a few cosmetic upgrades and in turn luring the customer into believing the new variant to be a much improved machine works and that is exactly what the Hosur-based manufacturer has done with this new Scooty. And while Sania Mirza was busy with her tennis practice, we decided to rope in our own model for the shoot, Vartika Pandey who incidentally owns the good old Scooty Pep.

The fairer sex is very picky about details and when it comes to a makeover, girls want a lot more. A majority of Scooty owners are college going damsels or young working women and in order to successfully entice them, TVS made the new Streak wear more than just new graphics. The entire design of the body is different, yet a single look at the scooter will immediately remind you of the Pep+. I must say the new design is clever and distinct yet it carries forward the design of the Scooty family. In short, the Streak carries on the Pep+ cutesy lines but with sharper angles. The speedometer console too is new with a snazzy background.

As compared to the cute smiling front of the Pep+, the Streak gets a savvier design. The combination of a new headlamp layout and a triangular slot for the indicator and pilot lamps in my opinion lends a mature look to the scooter. The colour combination and graphics of course are altered but the highlight here is the rear. Apart from the big twin deck grabrail, the first in India LED tail lamps on a scoot look smashing. With the parking lamps on and the brake depressed, the tail lamps lend a look reminiscent of a peacock with its feathers stretched out. No really! Vartika too shared the same opinion and admitted that the Streak easily overshadows the Pep when it comes to a more feminine look. Also worth a mention are the wider 90mm front and rear anti-skid tyres which are made from wet compound thereby aiding grip during rains.

Vartika, who has a liking for stunts (she has been doing stuff on bikes too!) was eager to have some fun with the Streak, and boy, did she make us eat dust in traffic! While I was aboard the new Honda Activa 110 (read Rohit’s take on the scooter elsewhere in the magazine), she managed to use the amazing handling of the Streak to lose me in the rear view mirror in no time. The Streak’s small 10-inch tyres and a diminutive size means a typical rider will be able to squeeze her way in traffic without a fuss. TVS boffins have left the engine largely untouched, however, there are a few tweaks done to enhance the fuel economy which remains above 50kmpl in a combined city and highway cycle. The 87.8cc LITECH engine develops 5PS of power with 5.8Nm of torque. This scooter always had a peppy throttle response and with a weight of just 96 kilos (one kilo more than the Pep+), the scoot manages a naught to 60km/h dash in a respectable 12 seconds. With a lightweight Vartika on board, the Streak managed to nudge the 80km/h mark on the speedometer thus matching the top speed of its sibling. The brakes work well and are responsive with enough bite. Seat comfort is very good – it’s soft yet has enough padding and doesn’t feel bottomed out with a heavy weight like me. The suspension though starts bouncing all over the road the moment you encounter the smallest of undulations if you have a 90odd kilo rider on board at anything above 65-70km/h.

For just over two big ones more than the Pep+, the Streak is a recommended buy. It looks snazzier and has enough lineaments to keep owners happy. The usual features like a mobile charging point, good underseat storage space and a new external fuel filler cap (located behind the seat, and gets somewhat hindered by the grabrail) are thoughtful details. Retailing at Rs 41,200 (on-road, Pune), this scooter is now a grand more than its direct competitor, the Hero Honda Pleasure. But is it the best set of two-wheels for the ladies? Watch out for our next issue then…

The Streak carries on the same 87.8cc engine from the Pep+. TVS claims to have made a few tweaks for better fuel economy though	Most of us thought that the rear was overdone, but once it gets dark, the Streak’s tail lamps look the best in business	The speedometer console has been designed keeping in mind the overall snazzier look of the Streak

Rohit Paradkar zips around city streets to evaluate the newest avatar of Honda’s trusty urban tool
Photography: Sanjay Raikar and Eshan Shetty

 

Riding an ungeared scooter can be a pleasant surprise especially after tackling the chaotic traffic on a geared motorcycle and chocking all life out of the poor clutch plates. Having reviewed such geared commuters in the past few BI issues, I was excitedly looking forward to test the latest avatar of the undisputed ruler of the scooter segment, the Honda Activa!

The Activa has always been on my list of Indian wonder vehicles for the sheer way in which it resurrected the dead scooter market in India. However, with the competition having churned out some funky looking products to counter it, I was afraid that the new Activa would end up being an alien-ish looking sibling of the Aviator. Thankfully, the latest Activa comes across, once again, as a subtly designed city slicker and marks its own individuality not only amongst the entire Honda lineup, but the Indian scooter segment as well. While speaking about the Activa’s new design, the people at Honda told me that front fascia is designed with the philosophy of a man’s V shaped torso in mind. Frankly, I fail to see a significant resemblance, nevertheless, the new face is fresh. The small air vents add a hint of sportiness to the overall frontal appearance. Even with all the newly incorporated elements, something appears to be missing – the design doesn’t exude a feeling of completeness especially at the front. The headlight and turn blinkers have maintained their arrangement on the handlebar cowl. The blinkers, now larger, sport a rakish shape and are sure to be more visible to the oncoming traffic than the older model. The position of the tail elements too hasn’t been altered too much, although the shape of the lamp glasses is slightly different than the ones on the previous model. The side panels aren’t a big departure from the ones on the earlier Activa. Honda, however, has taken a lot of metal off the new scoot’s body in a bid to shave off some kilos. The company has used ABS plastics for the front faceplate, headlight cowl and rear panels. The belly pan remains metallic though to provide the strength required to protect the underbody from pebbles shooting from the front tyre on gravely, broken roads. Overall, the design is fresh but still has clues of the old Activa to highlight the lineage.

Apart from the new body, the big news on the new Activa is the new engine for the ’09 model. The mill is now bored out to displace 109cc as opposed to 102cc of the earlier engine. The engine now puts out 8PS at 7500rpm – 1PS up over its predecessor. But that doesn’t translate into a significantly higher acceleration as suggested by our test figures. But the power figure is not the only stat that has gone up. The magic figure for me was the 9Nm of torque, which is the trump card for the new Activa and puts it ahead of even some 100cc motorcycles in the market. Mate this figure to the seamless variomatic transmission and what you get is a scooter that can zip through the unnerving city traffic with utter ease.

The scooter’s strength lies between the 40-50km/h mark. Within this range, the vehicle will not only return decent fuel efficiency, but will also deliver enough torque to make quick overtaking manoeuver. However, once you cross this mark and proceed to the 70km/h zone, the Honda mill changes its silent tone into an echoing hum. This hum amplifies as you accelerate further and also brings in a slight hint of vibes as you max out close to 89km/h. Though the Activa zips around comfortably, the brakes aren’t really a big improvement over the scoot’s earlier avatar. The 130mm drums front/rear lack the stopping power that you would get from the Aviator’s disc. Yes, I know I’ll sound stupid if I compared the drums to a disc, but then why not have disc brakes on the new Activa in the first place, as an option at least? If Honda could integrate the mechanism on the Aviator and still manage to price the scooter under Rs 50,000 on road, they could have done the same for the new Activa too. There is a mopdel with combined braking coming soon, but I still doubt whether it’ll outperform a full fledged disc brake system.

The new instrumentation console is easy to read. It’s simple and functional, without any flashy graphics	The new headlight sports a halogen bulb which provides better illumination in the dark than its previous version	The new grabrail from the Aviator is very ergonomic

Brakes apart, the Activa continues to impress in the city with improved fuel efficiency figures. Even on a crowded day, Aspi managed to extract 52kmpl in the city and 58kmpl on the highway (though the latter is not of much significance with regards to a scooter). While these figures inspire you to make a buying decision in favour of the new Activa, what may dishearten a few fairer souls is the increase in saddle height by 5mm. However, the front sides of the seat have been slightly scooped off halfway through the length thereby reducing its width at the front. This will help a shorter rider easily reach the ground in spite of the increase in ride height. Under the new seat is some increased luggage space and is achieved by trading in a litre worth of fuel tank capacity. Though Honda claims that the storage space can accommodate a full face helmet, I could hardly fit in my Studds open face in the cavity. Whatever the storage space can hold though, rest assured that it will be safer in the new Activa than the older one. Thugs and victims alike will recall that the wire actuated seat locking mechanism located above the swingarm was easy to access and break into for the trained hand. The new mechanism has a metal covering which restricts access and would in turn prevent thefts – a boon for people who have the habit of leaving valuables in the underseat storage. Another security aspect is the key shutter, but that is not available on the standard model and will be available only on the Deluxe variant.

Coming to ride quality, the Activa has always offered a comfortable ride and the new version is no exception. The front suspension in the new Activa still employs a bottom link, spring loaded hydraulic damper setup, which has been trashed by the competition for telescopic forks long back. After having ridden the Aviator, the front suspension of the Activa leaves a lot to be desired. The handling isn’t as crisp as the Aviator’s. But since I’m stating that the new Activa is no exception to the old one’s comfortable characteristics, I would rather compare the new model with its predecessor than its elder sibling. The rear suspension too is carried over from the old Activa and is made up of a single-sided swingarm with a spring loaded hydraulic damper. The entire suspension setup coupled with the wide and comfortable seats makes for good ride comfort for the rider and the pillion. The pillion comfort is augmented further by virtue of the newly designed footpegs. On the earlier model, the footpegs wouldn’t open easily especially with the panel guards in place. On the new Activa though, there are small notches on the pegs for easy access to open them outward or tuck them back in. Overall the riding position for both the rider as well as the pillion turns out to be more comfortable on the new scooter.

So, are the improvements worth the extra money? The answer is a simple yes. The new Activa is dearer over the ex-showroom price of the outgoing model by only Rs 1,500. In exchange, the scooter returns better fuel efficiency, has a bigger capacity engine, more storage space, offers good ride comfort and comes with Honda reliability. Though a side stand, panel guards and glove box remain optional accessories, the base price is still good value for money. We wish there wasn’t any price increase over the earlier model, but the extra amount quoted isn’t too exorbitant for you to alter your buying decision. Be it the tight city conditions or broken roads on the countryside, the scooter can carry two riders with great comfort. It’s got a new face to match up to the times, but still carries the subtle lineage forward. If an understated, reliable, no-nonsense scooter is what you’re looking for, your search ends here.

Is the Stunner version 2.0 an improvement over the older version as it happens with electronic gadgets or does it disappoint like movie sequels?
Words: Mihir Gadre
Photography: Sanjay Raikar

 

Usually, when Honda launches a new product it leaves the audience gasping for breath. The Stunner FI launch was no different. This time though it was not because Honda had unleashed yet another phenomenal product but because of the bike’s price tag of Rs 72,834 (on-road, Pune). To put this into perspective, let me give you an overview of its competition. Yamaha’s streetfighter par excellence, the FZ16 as well as TVS’ flagship, the Apache RTR EFi cost exactly the same as the Honda. Those looking for affordable performance have options like the Pulsar 180 or the Apache RTR, both of which retail for about rupees five grand less.

Honda’s own 150cc offering, the Unicorn, is rupees nine grand cheaper whereas the Hero Honda Achiever, which sports the same 150cc engine from the Unicorn, costs around Rs 12,000 less. Honda’s other 125cc bike, the Stunner (without the FI), is Rs 15,000 cheaper while the Shine is a whopping rupees 19 grand less. Does the FI tech justify the Stunner FI’s ultra premium price tag or is Honda asking for too much for a couple of alphabets added to the Stunner’s name tag? Well, let’s find out…

Style and ergonomics
The Stunner is a very handsome bike. The body work follows a uniform design language from its sharp, beak-like front to its upswept tail. The ergos are slightly sporty with rear set footpegs but are reasonably comfortable at the same time thanks to the high seat and handlebars. The quarter fairing too has been executed with much more finesse than the abrupt jobs pasted on to some other bikes in the country. I opine that the Stunner is one of the best looking bikes in the country. The FI version gets a new two-tone paint scheme with colours borrowed from the Fireblade which look, well, stunning.

The new shade of deep metallic red especially complements the bike much better than the solid blood red shade of the old bike. Build quality too is top notch perhaps the best you will find in the market. The FI gets red coloured rear springs, a silver heat shield and a golden coloured engine which differentiate it from the carburetor fed variant. However, we have a bone to pick with Honda for ditching the wing graphics on the tank and fairing that we absolutely loved. Nevertheless, on the styling front at least, the new bike fares much better than the competition.

Performance and FE
The Stunner is now the fifth bike on the market to feature fuel injection and the second, after the Glamour FI, to get Honda’s Legendary PGM-FI short for Programmed Fuel Injection. The FI engine feels much more refined than the carbureted version while the gearbox is a typical butter smooth Honda unit. The throttle response has improved and is especially evident while blipping on downshifts. The engine now produces 11.76PS of peak power – half a PS more than the old Stunner – and 11.2Nm of torque at a slightly lower 6250rpm.

The console gets the pgm-fi logo below the fuel gauge and a malfunction indication lamp next to the neutral indicator	The bike gets an open chain guard and red rear springs which differentiate it from the carb version. honda have employed a smaller rear sprocket in order to make the overall gearing taller	The stunner fi gets a silver finish heat shield instead of the chrome unit seen on the older bike

The FI manages much higher speeds in every gear compared to the carbureted Stunner which used to be totally out of breath at the 80km/h mark. However, the difference is not so much due to FI technology as Honda would like you to believe but because of the revised gearing. Honda technicians have given the bike a taller gearing by going one tooth down on the rear sprocket. BIKE India had suggested a similar gearing change to Honda way back in June 2006. We had even carried out the sprocket modification on the Shine and had done a comparo with the stock Shine in our magazine. However, it took Honda three long years to implement the changes. Honda must have hoped that nobody would find out about the revised gearing and assume that the difference in performance was all because of the PGM-FI.

The bike clocked a 0-60km/h time of 6.32sec and a top speed of 108.2km/h. Its performance is good for a 125cc but it is not good enough for the bikes it is trying to compete with. More than outright performance, it’s the new bike’s deficiency in midrange torque that takes it out of the performance game. However, Stunner FI does make up for it by returning fantastic fuel efficiency figures. The bike managed to stretch a litre to 64km on city roads and 72km on the highway. That gives it an overall fuel efficiency of 66kmpl which is 5kmpl more than the carbureted version in addition to being on par with other 125s.

Ride and handling

There are no changes on the chassis-suspension front. The bike is stiffly sprung to complement its sporty pretensions. This gives it a slightly harsh ride especially when riding solo. The ride gets much more compliant with a pillion on board. However, the stiff set-up also has its own advantages. It gives the bike good handling characteristics. The Stunner FI has a good grip and plenty of feedback through the tyres. The short wheelbase makes it a doodle to swerve in and out of the traffic. So in terms of dynamics, it does manage to outclass most of its competition. Many Stunner owners complain about the problem of vibes creeping up through the footpegs and handlebars at the top end of its rev range. Thankfully, as the FI variant runs lower revs due to its taller gearing in addition to the bike’s new bar ends, this problem has been alleviated to a great extent.

Verdict
What the Stunner FI sets out to achieve is to give the customer the performance of a 150 and the fuel efficiency of a 125 and it has almost achieved this goal. At the same time, it feels much more of a premium product compared to its competitors and has that all important big bike feel. It would have been a great product for people looking for a premium bike with great fuel efficiency to boot had it been priced a bit more realistically. A maximum premium of Rs 5,000 over the carbureted Stunner would have been justifiable. But a price tag of Rs 73,000 is just too optimistic on Honda’s part.

To reiterate a bit, the bike is certainly head and shoulders above the rest in its segment but is so darn expensive that prospective buyers are forced to consider other alternatives. The fact that Honda itself offers a fantastic bike like the Unicorn at a reasonable price makes the case for the Stunner F1 a bit weaker. The Unicorn is a well established benchmark in its segment with its legendary reliability, refinement, performance and dynamics. It also has a monoshock rear suspension and a tachometer which is absent on the Stunner FI.
If you compare the Stunner FI with the Unicorn, it is 7kmpl more fuel efficient than the Unicorn but then there’s a difference of Rs 9,000 in their price tag. So if you do the math it will take you at least 75,000km of riding to recover the price difference in your fuel bills. As such, the big question is whether the Stunner FI will be flying out of showrooms like all the other Hondas.

 

More power. More fun. More bang for your buck. The P220 returns with a vengeance
Words Bunny Punia
Photography Sanjay Raikar

 

While exiting the last left oval before the straight started, I ducked down as much as my large frame allowed. Gunning the bike, I upshifted to fourth and could see the digital speedometer climb towards the 120km/h mark rapidly. At close to 130km/h, I shifted to fifth and by the time I was forced to brake hard for a left curve, the speedometer had registered 135km/h! For a rider weighing in at a quintal, these speeds are phenomenal on a short straight. Can the new Bajaj Pulsar 220 easily clinch back the crown for being the fastest Indian bike?

When launched two years ago, the P220 redefined the rules of performance biking in India. It also marked the debut of technologies and features never before seen on any domestic motorcycle. As an overall package, true to Bajaj’s traits, the 220 was also a fantastic value for money proposition. However, once Yamaha entered the Indian performance biking segment, they stole the crown from the Pulsar 220. Later, with TVS confirming the launch of the 180cc RTR, Bajaj had to act fast to reclaim its lost glory.

Starting on the outside, the firm’s design boffins have followed an all-black treatment seen on the bike’s new smaller capacity siblings too. The engine, the alloy wheels, the suspension and the chassis – everything is painted the colour of midnight. In our opinion this treatment goes a long way in adding more muscle and poise to the bike. The inclusion of a braided brake hose not only looks good, but also improves the feel under hard braking as there is next to no flexing of the steel hose. There is a slight change in the sticker work as well but we are left wondering what the big ‘F’ logo behind the front indicator means? The tyres remain the same, however, Bajaj officials claim they are now made of softer compound in order to aid grip around corners.

A major alteration, however, is between the bike’s wheels. The engine does away with the fuel injection system and in its place comes the biggest carburetor seen on any current Indian production bike – a UCAL UCD 32 Venturi unit. This is a major departure but Bajaj claims that the overall benefits in terms of getting more power and better fuel economy at a lesser cost compared to the FI unit made them incorporate this change. Other modifications like graphite coating of the piston’s skirt for reducing the friction between the block and the piston, a modified intake port, high lift cams, a larger resonator and a bigger catalytic converter aid in generating more power which is up by a PS to 21. These figures give the Pulsar 220 the best power-to-weight ratio in India. Bajaj also claims to have made the final gearing longer for a better top end.

Right then, with our test equipment strapped on, it wasn’t long before we realized that the carbureted Pulsar 220 managed better timings than its predecessor. Most importantly, the new bike bettered its previous iteration’s top speed by a fair margin. Naught to sixty comes up in 4.7 seconds and the ’09 220 flies past the 100km/h mark in just 13.1 seconds. With Aspi on board and a relatively short straight, that didn’t do full justice to the bike’s top end, our test equipment still showed a true 132.5km/h with the bike’s digital speedometer registering 142km/h! Needless to say, these numbers make the new Bajaj Pulsar 220 the quickest and the fastest production bike in the country today. Performance aside, the company also claims an improvement in the bike’s fuel efficiency by approximately five percent over the FI model, however, we couldn’t test the fuel economy due to a lack of time.

Even the grab rail and clip-ons match the all-black treatment of this colour option	Just like the chiselled logo on the tank, the numericals of the tacho too get same effect with a grey background	The latest 220 employs the biggest carb on an Indian bike. K&N lovers rejoice! The engine also gets temperature based ignition mapping and an auto choke function

Time and again, we have highlighted the 220’s weakness around the track. Although there hasn’t been a significant change in the bike’s chassis and suspension setup, some retuning, especially at the front has been done. We rode the bike for an hour around Bajaj’s test track at Chakan and could feel the softer compound tyres doing their duties well. However, the main stand played spoilsport and was done away with for the photo shoot. The tendency of the earlier 220’s front suspension to dive while braking hard has been somewhat reduced in the new version. However, we would like to reserve our judgment about the bike’s handling prowess compared to its main rivals until we pit it against the competition soon.

Saving the best for last, the biggest improvement, rather the reason I would recommend this machine to bike fanatics, is its discounted price. We knew the 220’s sticker price would be reduced, considering the bike is now minus an expensive FI unit, but what we heard is simply outrageous. The 2009 Pulsar 220 will retail for approximately ten big ones less than the current bike which, simply put, makes it a shattering value for money deal! This price makes the 220 almost rupees thirty grand cheaper than its main rival – more than enough reason for bikers to head to a Bajaj showroom and book one right away. The 220 was once the benchmark for performance bikes in India and unlike other manufacturers, Bajaj didn’t want to sit and relax on their laurels. Instead, they have decided to raise the bar higher and challenge themselves by delivering a product that is not only better looking and faster but economical to run as well as to own. So, does that mean the competition has been smoked already? Let’s wait and watch!

 

Adhish Alawani finds out if the new RTR 180 packs in the ingredients of an all-rounder
Photography Sanjay Raikar

 

TVS Motors had the Apache RTR 180 in the pipeline for a long time. The bike’s predecessor, the RTR 160 has already proven to be one of the best bikes in its class. This fact alone had definitely raised my expectations from the new bike and when I first saw the breathtaking promotional video of the RTR 180 shot at one of the MotoGP tracks abroad, my excitement knew no bounds. I could hardly wait to lay my hands on this beast. After innumerable calls to the TVS guys, I finally got the chance to pick up the RTR 180 from the company warehouse on the outskirts of Pune.

The bike’s sparkling white colour with golden front forks and rear shock gas reservoirs plus the big RTR logo running across the tank scoops is a treat for the eyes. In spite of not making too many cosmetic changes to the original RTR, the 180’s refreshed looks make it stand out from its 160cc sibling. The front and rear petal disc brakes come from the fuel injected version of the RTR 160. TVS has retained the instrumentation console of the 160 although it sports a white treatment now. It retains the 0-60km/h timer and the high speed recorder previously featured the older RTR. What comes as an option on the bike is a set of naked footpegs for the track (which otherwise have rubber sleeves over them) and a stylish rear fender. All in all, the RTR 180 is more or less the same as its 160cc version with minor but welcome upgrades.

Without wasting too much time at the warehouse, I hit the road astride one of the most awaited performance bikes in the country. The company claims that the RTR 180 is one of the quickest Indian bikes from zero to 60km/h. I wasn’t quite convinced about this while riding it for the first few minutes. The engine is not as free revving as the smaller RTR. TVS also claims that the 180’s horsepower is considerably higher (17.3PS) at 8500rpm compared to the 160cc bike (15.5PS). Additionally, the new bike’s peak torque has increased to 15.5Nm from 13.1Nm of the RTR 160. It was obvious that all these figures had to reflect in the performance testing results even if they weren’t really being felt while riding normally. And boy was I impressed after the performance runs! The RTR 180 managed to pull off the 60km/h mark from standstill in just 4.64 seconds – a feat as yet unattained even by some of the higher capacity Indian bikes. During testing, the bike took just 18.47 seconds for the quarter mile run. An interesting fact here is that the engine has a very linear power delivery. Wring your wrist at any given rpm and the bike is more than happy to start pulling away comfortably. The Apache 180 also managed to pull off a true top speed close to 124km/h which is slightly more than the RTR 160’s top speed. What is worth mentioning is that the new 180’s engine doesn’t have a rev limiter. The tacho redlines at 9000rpm, however, rev it hard and the engine can go all the way up to 12,000rpm – the last mark on the tachometer. The fact that TVS is developing a race kit for the RTR 180 makes a lot of sense as it will help boost the power in those high revs. Nonetheless, until that happens, we are sure enthusiasts will be more than happy with the stock bike.

The new 177.4cc mill packs in adequate power to plaster a grin on every enthusiast’s face	The golden gas reservoirs are among the few cosmetic upgrades on the 180	The instrumentation console remains more or less the same as the 160’s except for the white treatment

Considering the fact that TVS has created the 180 by keeping performance as a top priority, it goes without saying that the company has made sure that the bike’s chassis can handle power quite ably. The bike’s wheelbase was increased by 26mm as compared to the RTR 160. The longer wheelbase has lent a very stable and planted character to the 180. The way the bike behaves in corners instills a lot of confidence in the rider. Throw the bike around a bend at the maximum possible speed, get your butt off the saddle and point the knee down – you are surely in for a comfortable high speed cornering act. I wonder how many Indian bikes would be able to match this kind of handling. And it is not just about the corners, the RTR 180 feels very stable on bumpy and uneven surfaces as well. The stability of the chassis is phenomenal and the grip lent by the new set of lightweight TVS Shrichakra aids the handling of the bike to a great extent. The manufacturer has switched from the 18-inch rear tyre of the 160 to a wider 17-inch one on the 180 while retaining the 17-inch front.

TVS engineers who have done a lot of work on the racing front for the company’s factory team in India have pooled in their collective experience in creating the RTR 180. The new bike’s amazing power delivery and fantastic handling characteristics is a proof of the fact that a motorcycle can be perfected to a great extent on the racetrack. Yet, in doing all this, they haven’t missed out on other aspects of biking. I had to catch up with a friend in Mumbai the other day and I took this opportunity to ride the RTR on the NH4. Even after riding the bike for two and a half hours continuously, there was no hint of fatigue crept in my body. The new RTR’s handlebar-footpeg geometry is so versatile that apart from the racetrack, it will prove to be highly comfortable even on the highways and in the city. The Pune-Mumbai NH4 ride was a testimony of the high speed stability of the RTR 180. Not to forget, that the Apache RTR is one of the better bikes to ride in traffic with its strong low end grunt. Additionally, the bike’s flickability makes it a fun machine for the city.

Let’s talk about an aspect of biking worshipped in India – stunting. The images of the Apache 180 featured on these pages probably speak more than a thousand words. The bike is a stunter’s delight and is extremely wheelie friendly, ready to pop that front wheel anytime it is required to do so. In fact, even during the performance testing, I had a tough time keeping the front wheel down while managing the perfect launch. The longer wheelbase has made it a bit difficult to execute stoppies easily, however, it’s just a matter of getting the hang of it. So where does the RTR 180 lack? There are hardly any negative aspects of the bike aside from the fact that the engine doesn’t rev smoothly. Also, one wouldn’t call the RTR 180 a very refined machine. But well, refinement is not something that everyone likes. There are people who love to have that slight grunty feel from a motorcycle which adds a big bike flavor to the machine.

At the end of the day, when I look back at all the characteristics of the Apache RTR 180, I am convinced that TVS has successfully introduced a bike in the local market which is ready to take on other contenders in India’s performance bike segment. The RTR 180 is a highly versatile machine that can do almost everything comfortably be it sport riding, city commuting, touring or stunting. There is absolutely no area where the bike refuses to perform. The manufacturer’s claim that the RTR 180 is one of the quickest from zero to 60km/h is absolutely correct and the bike truly lives up to TVS’ racetrack promotion. But there’s a lot more to the bike apart from just its performance and racing gene. It returns a decent fuel efficiency of 42kmpl in the city and 55kmpl on highways. What else do we need from a bike that costs Rs 72,000 (approx OTR, Pune)? Probably nothing! Except, of course, TVS’ performance kit that produces even more power beyond the red line!

The all-new MotoGP-style R1 outclasses its rivals in the toughest ever track test. Find out how…

 

‘This is a bike so full of contradictions but it’s so damn good’

 

1ST

Yamaha’s epic new R1 is the unanimous, hands-down winner of our 1000cc superbike track test. It easily beats the competition, but it has to be said from the off that it takes time to appreciate the R1’s brilliance. That’s down to the Yamaha’s unique MotoGP-inspired crossplane crank motor with its irregular firing intervals. It’s so different to anything anyone – except Valentino Rossi and his mates – have ridden before, it takes time for it all to sink in.

When fellow road tester Bruce Dunn rode it briefly for straight-line performance testing at our test strip, he wasn’t jumping for joy. When I rode it against the more familiar Fireblade in France, I was initially convinced it wasn’t as good as the Honda. Already there have been magazine articles saying it’s all hype.

But all these opinions come from lack of quality time in the saddle. The more you ride the R1, the more you’ll fall in love with its unbelievably vibe-free engine, glassy-smooth power delivery, gruff factory YZR-M1 engine note and ability to let you get on the throttle sooner than you ever thought possible. Jump off the R1 and on to any of the other four-cylinder 1000s here, and they lack the Yamaha’s instant burst of acceleration as soon as you pick up the throttle out of a corner. They all feel a bit gutless and vibey.

All of us on this test were bowled over by the R1, including James Haydon, who was almost speechless after riding it.

 

Inspired by MotoGP

Back in 2004, Yamaha gave Rossi’s M1 a crossplane crank and irregular firing order so he could get in and out of corners as fast as possible. The same applies to the new R1. It’s like there’s an electric motor in the big red Deltabox chassis, not a big inline four-cylinder internal combustion engine.

Unlike the others, the engine won’t try to twist the chassis and pump the tyre under hard acceleration, causing it to be unstable. It just drives you forward with sublime feel for the rear tyre, so you can get on the throttle sooner and harder from the middle of the corner.

You almost have to ride the R1 like a twin – using the grunt, not the revs – so a lot of the corners at Cartagena can be taken a gear higher than on the Blade, for example, which makes the Yamaha less frantic to ride fast. Ironically, the slower corners have to be taken in first, though, as it has a very tall bottom gear.

 

Worn tyres don’t faze it

The R1 is also easiest of all the bikes here to ride on worn tyres. You can feel the exact moment the tyre starts to lose grip and you can control it from there. When the ZX-10R goes, it snaps sideways violently. The Blade and the K9 have lots of natural grip thanks to their long swing-

arms, but still don’t offer the sublime feel of the Yamaha. The electronically-aided Ducati just splutters on its traction control when the tyre starts to spin, which is cool, but you have to wait too long for the power to come back in again, by which time the R1 has buggered off along the next straight.

With its lack of crank inertia, when you throttle-off the R1 freewheels, almost silently like a two-stroke. This keeps the R1 stable on the way into corners and gives you the confidence to run in faster with more control. But this lack of engine braking can make the R1 ‘back in’ slightly, especially if you use the back brake, so you have to ride accordingly.

 

Like three bikes in one

The R1 is three bikes in one: a twin or V4 on the throttle, a two-stroke off it and an inline four at high revs.

This is the key to the R1’s speed around the track or through a set of corners on the road, but none of it shows up on paper, testing it by conventional means. Its power and torque figures aren’t particularly impressive (it’s the least powerful inline four) and the straight-line performance is on a par with the competition. Where you feel it is through the seat of your pants and, of course, on a stop watch around a track.

The ZX-10R has 13bhp more power, but it still laps over a second slower than the R1. And the Yamaha is two and a half seconds faster than the more powerful new K9. It’s nearly a second quicker than the Ducati 1198S – and that has full Ohlins suspension and traction control!

It’s hard to see how the competition is going to catch up in the future. The ZX-10R proves that throwing big bhp at a bike doesn’t make it fast from A to B. The Ducati shows that top-shelf suspension, a big engine and advanced electronics can’t quite close the gap on the R1. It’s going to take some Yamaha-style ‘out of the box’ thinking to catch the R1.

While the engine dominates the R1, it also handles beautifully – once it’s properly set up for the track. Get it on its nose – by taking off front preload, adding more rear and tightening up the damping at each end – and it ‘floats’ around the track.

A fast lap is completely effortless. The suspension is plush, giving lots of feel, and flip-flop chicanes can be taken with ease. The brakes have more feel and power than any R1 I’ve ever ridden and the lack of engine vibes and useable power make riding the R1 as fast and easy as playing a computer game.

That’s not to say the Yamaha isn’t fun and involving. A screaming four-cylinder Blade or ZX-10R certainly gets the juices flowing, but there’s nothing more fun than reducing following riders to a speck in your mirrors as you leave them for dust out of corners and pull a huge gap. Here at Cartagena there must have been a lot of red-faced slick-shod race bike riders wondering ‘what the hell was that growling bike with a numberplate, indicators and mirrors’ flying past them.

 

Verdict

Yamaha has shown its crossplane crank engine and irregular firing order works at MotoGP; Ben Spies has proved it works at WSB and it has demolished the competition in our 1000cc superbikes shootout. Here is a bike so full of contradictions and so different to anything out there, but just so damn good. Most impressively, our R1 had only 322km on the clock when we tested it – the motor was still tight and it still whupped ass!

 

Riders View Turn 10: ‘Midway through this second-gear hairpin you can give the R1 more throttle than usual as there’s a steep camber in your favour.’

 

THE R1’S TRACK WIN BY NUMBERS

62 Laps of the Cartagena circuit completed on this test

234.24 Km/h at the end of the straight

1.03 Seconds quicker than the second placed bike

2.26 Seconds quicker than the bike with slowest lap time

 

Tester’s second opinions

“It looks like an old French Endurance racer, but what a bike”

JAMES HAYDON

Wow, what a bike! What a motor, it’s really impressive. I really love that engine, it sounds amazing. I can’t stop smiling, I so enjoyed riding that. It’s nimble with a lovely front end – I can really feel what the front end is doing.

 

 

Braking into the slow speed turn 2, Ben Neeves is about to flick right

 

 

WHAT MAKES THE R1 THE BEST ON TRACK

Engine and gearbox 100%

Suspension 95%

Cornering 98%

Braking 97%

Overall 98%

 

 

Kawasaki ZX-10R

Best lap: 1:48.41, max 238.94km/h

 

2ND

The Kawasaki was our early favourite here. It steers beautifully, holds a line, is agile in the chicanes and has a storming amount of power. If we had left all the bikes on standard suspension settings, there’s a good chance the Kawasaki could have taken the victory in this track test.

All the other bikes here are set up to be stable and reassuring on the road, with relatively soft set-ups and slow steering. It’s not until you adjust them – speed up the steering and stiffen them up – that they become useful on the track.

The ZX-10R needs hardly any tweaking for it to work straight away. That’s why it’s such an unstable, scary monster on the road when you accelerate over bumps at speed. But on a smooth race track there are no such problems. The Kawasaki is razor-sharp, stable and massive fun. It has the perfect riding position for the track – roomy yet

aggressive. It’s a good half-second faster than the Ducati and Honda, and a second and a half quicker than the Suzuki, but for all its power and nimbleness, it can’t match the R1 – it’s nearly a second slower than the Yamaha.

Despite huge reserves of power at the top end to play with, the ZX-10R’s brilliant chassis makes it a pussycat around Cartagena. The brakes on our test bike were strong (though we’ve heard of fading issues before on track).

If the new R1 didn’t exist, you’d think the ZX-10R accelerates out of corners like a guided missile; it certainly has the speed on the straights, and is faster than the R1. But compared to the Yamaha you have to wait too long for the power to chime in when you get on the throttle, so it feels slower coming off a corner. Taking the corner in a lower gear won’t catch the R1, either – the lower gear slows you down too much going into and through the corner.

 

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Verdict

This is a spectacular track machine straight out of the crate – and ironically it’s less scary on the circuit than on the road. It’s devilishly quick, but not quick enough to challenge the R1.

Stick a cross plane crank in the ZX-10R, change its firing intervals and Yamaha will have a fight on its hands.

 

 

Engine and gearbox 98%

Suspension 97%

Cornering 97%

Braking 94%

Overall feel 97%

 

On a smooth race track the Kawasaki is razor-sharp, stable and massive fun. It’s a spectacular track machine

 

 

 

 

Ducati 1198S

Best lap: 1:48.93, max 227.21km/h

 

3RD

Just like the R1, the Ducati takes a lot of setting up to get it to work around the track. You need to get it on its nose so it’ll steer well enough to change direction and hold a line. It also needs lots more damping to control the weaves and wobbles initiated by the instant power delivery of the 1198cc

V-twin engine and provide the stability to control the dive caused by the fierce Brembo Monobloc brakes. Properly

set up it’s a wonderful track bike.

You feel perched up high and it’s a long way down to get your knee down. It’s still slow-steering, too – especially compared to the R1, Blade and ZX-10R.

At first the Ducati feels clumsy and unnatural around such a tight track and the instant power delivery too snatchy, but when you’re hard-charging trying to chase someone, the 1198S changes completely. Ridden by the scruff of its neck the Ducati is amazing.

The 1198s is happiest at full lean, where it’s so stable. It loves high-speed corners and punches out of slow ones in a bass-happy frenzy of mono-wheeling majesty. At full throttle it’s a cacophony of induction roar and hot metallic violence.

With traction control set on the middle level four, it kicks in coming out of slow-speed corners, especially on cold or worn tyres. It lets you get on with it on the faster sections of the track, but because you know your electronic friend is there to help you, you tease the throttle more than you would do normally to run breath-taking corner speeds.

 

Verdict

For the first time a road-going Ducati can compete with its Japanese 1000cc rivals on track – although it’s taken advanced electronics, an 1198cc motor, top-shelf suspension, lightweight wheels and a giddy price tag to achieve it. On a more flowing circuit with fewer tighter corners, the Ducati might have beaten the Kawasaki ZX-10R, but would still struggle against the Yamaha, which is 1.5 seconds faster here.

 

Engine and gearbox 97%

Suspension 94%

Cornering 96%

Braking 98%

Overall feel 96%

 

1198’s traction control gives you the confidence to hold high corner speeds and then get on the throttle hard

 

 

 

Honda Fireblade

Best lap: 1.48.99, max 242.61km/h

4TH

In the scrap for best of the rest after the R1, the Blade loses out to the ZX-10R and the 1198S – but only just. It trails the Ducati by just 0.06s, hitting the fastest top speed on the straight in the process, thanks to its useable grunt out of corners.

All the things which made the Fireblade the fastest around the track and our favourite 1000 superbike last year still ring true. The Honda is still impossibly easy to jump on and ride fast, being smooth, beautifully balanced and predictable, with superb handling.

It was another bike that needed lots of tweaking to get it to behave around the circuit, mainly through controlling the damping at each end to stabilise it under acceleration and braking. The only real limit to its cornering ability is the pegs, which go down easily with these sticky Michelin Power One tyres fitted.

The Fireblade is a very comforting bike to be on, once set up, and will make the perfect trackday bike. It never does anything nasty and is constantly re-assuring you, giving you lots of feedback and confidence. While the Ducati is a serious track tool and feels the most like a proper race machine out of all the bikes here, and the ZX-10R is a precision tool for carving out fast lap times, the Blade is just fun. You feel like riding round and round until the fuel runs out. And remember, it cleaned up in last year’s National

Superstock championship, too.

Fourth position in this test doesn’t really do the Blade justice, but the stop watch is a cruel mistress. Compared to the R1, it’s too slow out of corners to keep up and the engine feels too buzzy and frantic. National Superstock racer Steve Mercer is one or two seconds a lap faster than me around Cartagena, but when we were riding together, him on the Blade and me on the R1 for the on-board camera footage, he was having to scream the Blade a gear lower than me just to keep up with the Yamaha on acceleration.

 

Verdict

It’s hard to believe the Honda is way down in fourth place, but by no means does that mean it’s become rubbish overnight, because it hasn’t. It’s still a gem of a motorcycle.

 

Engine and gearbox 97%

Suspension 95%

Cornering 94%

Braking 95%

Overall feel 95%

 

The Blade is fun, but lost out to the ZX-10R and 1198S by split seconds

Suzuki GSX-R1000 K9

Best lap: 1:49.63, max 237.74km/h

5TH

Suzuki’s new K9 GSX-R1000 struggled on the track. Ride it in isolation and it’s superb; fast, stable and thanks to its new Blade-esque short engine/long swingarm combination, it maximises rear tyre grip too. New Showa Big Piston Forks also work better the harder you push, giving great feel from the front tyre too.

The engine has been totally overhauled for the first time in the GSX-R1000’s eight-year history. It has a shorter stroke than before, so is eager to rev, but still has good grunt off the corners. The power delivery is smoother than the old K7/K8, too, but it’s down on power compard to the old model to the tune of 7bhp.

Unfortunately, although the K9 is lighter and more nimble than the old bike, it’s still not agile enough – and now it’s light years behind the new R1.

Two and a half seconds doesn’t really sound a lot, but every 10 laps around Cartegana, the R1 pulls a massive 25-second gap over the GSX-R1000…

The K9 also needed setting up. Like all GSX-Rs, the new K9 sits very flat compared to the more extreme, ‘nose down/tail up’ set-up of the ZX-10R or R1 and feels more like a big sports tourer in this company. It’s already been proved that in WSB trim it can kick butt around the track and, in testing, superstock K9s have been going really well, too – but as it is out of the crate, even with the suspension dialled in, it’s not as sharp as its rivals.

Its lack of agility means you have to be a bit steadier into the corners and have to wait longer for it to turn before you get on the power. The K9 has good grunt, as it still has the longest stroke of any of the Japanese 1000s, but it still feels flat from the middle of the corner on the throttle compared to the R1.

 

Verdict

Every GSX-R1000 from the K1 to the K5 raised the 1000cc superbike bar, but for whatever reason the 2007 K7 lost the plot a bit. It was too heavy and clumsy around the track. That didn’t stop it selling by the bucketload, though, as it’s still a great road bike. The K9 is a big improvement – it’s lighter and friendlier, but still doesn’t capture the GSX-R spirit of old.

 

Engine and gearbox 97%

Suspension 93%

Cornering 92%

Braking 92%

Overall feel 94%

 

Despite an overhaul and Haydon riding, the K9 isn’t agile enough on track

 

 

 

 

Second opinions

 

‘The GSX-R has a good engine, but the R1’s is better”

JAMES HAYDON

 

The Suzuki handles well; it has a different stance, but does not turn as well as the Yamaha. It’s a great bike, tractable, good engine, smooth but not as good as the Yamaha I’ve just ridden.”

 

 

 

 

“A few tweaks transformed the Ducati –

what a buzz”

 

STEVE MERCER

 

I’m impressed by the Ducati – it’s got loads of grunt. When set up, it holds its line. It’s a little unstable at the end of the straight but a few suspension tweaks has transformed it – what a buzz.

 

 

 

 

“The ZX-10 still has most power and top-

end rush”

ADAM CHILD

 

The ZX-10 still has the most power and top-end rush. It won’t stop wheelying and it’s hard work. It feels fast as it’s so lively and you need to wrestle it round, but I still love riding it on track.

 

 

 

“The Blade is easy to ride, but it’s a bit soft for

the track”

BRUCE DUNN

 

The Fireblade is quick down the straight and easy to ride. But it’s on the soft side – you need to play around with the set up, but I can’t get at the rear shock. Throttle response is soft for the track.

 

 

 

“The 1198’s fuelling is on/off compared

to the fours”

BEN NEEVES

 

I found the Ducati the hardest to ride of all the bikes. The fuelling is on/off compared to the four-cylinder bikes. It’s a pig to ride fast – with the power delivery and brakes, it’s all or nothing .

 

 

 

 

Last year’s results

1st Honda Fireblade We said: “The Honda’s new shorter stroke engine is an epic powerhouse.”

2nd Kawasaki ZX-10R We said: “The ZX-10R is back to its wild, brutal and aggressive best.”

3rd Yamaha R1 We said: “The R1 lacks the engine to compete with the new ZX-10R and Blade.”

4th Suzuki GSX-R1000 K8 We said: “The GSX-R1000 isn’t the phenomenal track weapon it used to be.”

 

 

 

 

 

‘The R1 tears chunks out of the others in corner exits’

 

T

he 3.48km Cartagena race track is used for winter testing by WSB and BSB teams and proved the ideal location for our test. The 610m straight is long enough for the bikes to stretch their legs, while the 18 turns enable the bikes to be pushed to their handling limits.

Each bike was set up specifically for the track. We then used a Rs 3.96 lakh (UK) Microsat GPS datalogger to record every lap. Our test rat was Bruce Dunn, legendary bike tester with over 14 years experience. Bruce had all the time he needed to set a fast lap on fresh Michelin race rubber. Set under perfect conditions, the lap times speak volumes – clearly showing the new R1 as the overall winner.

 

 

TURN 4

Fast right-hander

Out of the tight chicane in second gear, you scream up to the top of third gear before braking for the tight right The ZX-10 is fastest here and feels the quickest through this section – its top end performance really shows.

 

 

 

TURN 8

Medium right-hander

The Yamaha’s is significantly faster here. Its lack of engine braking means you carry more corner speed. It also steers near-perfectly, with great chassis feedback in mid-corner.

 

 

 

END OF STRAIGHT

Maximum speed achieved

The Yamaha is down on top end power compared to the other fours and it shows here – when they get the chance to stretch their legs, they start to pull away slightly. On a longer straight we’d expect an even greater gap.

 

 

 

TURN 11

Very fast left-hander

The Honda comes out on top through this section, despite finishing fourth overall. Its power delivery is smooth and it doesn’t wheelie too much over the crest. The Suzuki isn’t too far behind, its road manners shining in this section. The Kawasaki’s vicious power makes it hard to keep under control here. Again the Yamaha features highly, showing its driveability out of corners.

 

 

 

TURN 14

Tight hairpin

As you’d expect in a slow turn, the times are very close, but the Yamaha carries the most corner speed, followed by the ZX-10R and Duke – exactly the same order as the apex speeds on faster corners. The R1 always carries the most corner speed, despite the Ducati’s quality suspension. The Yamaha’s lack of engine braking, the way it allows you to attack corners and the great feedback it gives mean it was always on top.

 

 

 

ONTO MAIN STRAIGHT

Maximum acceleration

In this small section, the Yamaha makes almost a second or more on almost all the other bikes. It’s simply so easy to get on the power early and the new engine has the low-down grunt to fire the Yamaha down the straight. The Suzuki also scored well here, allowing the rider to get on the power sooner. The Honda was a real surprise as it has excellent feel from the rear, recording the highest speed at the end of the straight, but in this section it’s over a second slower than the Yamaha.

 

 

 

Overall track verdict: why the R1 wins

Yamaha’s new R1 completely dominated our track test. We’ve given every bike a fair chance to shine here. All our test riders, regardless of experience and ability, fell in love with the R1.

The R1’s brakes are sublime, its handling sharp, its suspension plush and, of course, that growling, electric motor of an engine lets you feel for rear tyre grip and get on the throttle sooner than anything else.

It’s neither the most powerful machine here, nor the fastest along the straights – but ait can get in, through and out the other side of a corner better than anything else.

To be a whole second clear of the next best machine is simply staggering and puts the competition in the shade.

 

 

The XCD135 stretches the DTS-Si platform further while still sticking to 125cc segment pricing. But does it really deliver?
Story: Rohit Paradkar, Photography: Sanjay Raikar

When the CBF Stunner was launched, it wasn’t a bike competing with its 125cc (Shine) sibling but was instead a sportier alternative based on the same platform. Yamaha did the same when they made a sporty Gladiator Type SS/RS based on the commuter Gladiator. Along similar lines, the XCD135 joins its sibling, the Bajaj Discover 135 with an intention to capture the market with its 125cc segment pricing. Is the new XCD a sportier variant of the Discover then? Or is it just another commuter? Can it really serve as an alternative to the existing line up of 125cc commuters? With these queries haunting me, I set off to get my answers.

When BI broke the news of the XCD135 being Bajaj’s first model for 2009, we had highlighted the fact that the bike would be based on the XCD Sprint concept that Bajaj showcased at the ninth Auto Expo last year. Unfortunately, the production version shaves off all the radical design elements of the concept like the chiseled side profile of the headlamp, the floating type panels, the visor for emulating a bikini fairing, the chrome spine on the tank extensions, the toe shifter and the swingarm mounted rear fender. What makes it to production though is a conventional trapezoidal headlight that gels well with the edgy design of the bikini fairing, visor and other body panels plus other commuter bits like a toe-heel shifter and a large rear fender with a wheel hugger from the Pulsar 150. The tank extensions, now becoming a regular feature on Bajaj bikes, make the tank appear quite muscular. The inclusion of mesh covered vents on the tank extensions and centre body panels add a streak of sportiness and at the same time highlight the Pulsar (220) lineage. The turn blinkers look stunning with the arrowhead design and are unconventionally mounted on the triple clamp. The tail light looks radical too and the fine weave of reflectors within the unit makes it appear like the compound eyes of a sinister insect when lit. Though the bike’s design carries cues from the original XCD125 like the graphics, paint schemes and body proportion ratios, on the whole, the XCD135 still manages to look different and fresher.

The digital console is well laid out with easy to read letters and an orange backlight. However, the high gloss covers for the tell tale lights appear too reflective during the day making it difficult to see them even when lit	The XCD135 uses gas damped NITROX shock absorbers for rear damping and provide great handling capabilites to the bike. The bike employs a 135cc DTS-Si mill unlike the older DTS-i version on the Discover

Get astride this refreshing new bike and its muscular tank suddenly appears puny and fails to fill in between the rider’s thighs – reminding you of the much smaller 100cc commuters. However, in spite of the tank’s mere 8-litre capacity, you will get a riding range of more than 500kms between consecutive tank ups courtesy the bike’s impressive mileage figures of 68kmpl and 62kmpl on the highway and in the city respectively. However, in order to achieve them, you will need to restrict the revs to approximately 5500rpm translating to 60km/h in the top gear. Above this mark, you will not only lose out on the mileage but will also start feeling the engine vibes. The 135cc engine redlines at 9000rpm, but the XCD takes ages to climb that tall. Nonetheless, between 5000 to 8000 revs, the XCD guarantees a decent punch for quick overtaking maneuvers in Indian traffic conditions. On the highway, the XCD135 will max out at 104km/h (true speed), which is a tad less than its segment sibling, the Discover 135. However, the XCD impresses with an equally good acceleration and significantly quicker roll-ons which can shame even the sporty 125cc bikes like the Stunner and the Gladiator. Our test bike managed a standstill to 60km/h stint in less than 6sec! The suspension setup complements these figures by providing spot on handling capabilities to the bike. The XCD135 uses gas filled Nitrox shockers for rear end damping unlike the S-N-S units on its 125cc sibling. What further aids traction and stability around corners is the Eurogrip footwear that I was already introduced to on the Discover 135. Overall the bike handles very well throughout twisty roads and has a grunty engine to match, but how does it all sum up?

Well, it’s a mixed bag of positive and negative points for the XCD135. The bike, though marketed as a sport commuter, will target the executive working class at the end of the day. It will primarily execute its chores around city environs and that is exactly where its performance needs to shine. The healthy roll-on figures are a boon and translate into quick overtaking maneuvers. Easy flickability was the XCD125’s forte and the 135 not only builds further on this aspect but also impresses with its handling around corners. But in the bid to achieve this capability, the XCD uses a stiffer suspension by default and hence loses out on ride comfort. Though the seat has ample space for two adults to perch, the hard sponge makes it uncomfortable while the 810mm saddle height means it is an awkward task for short riders to get on the bike. There are some positive bits as well, like the ergonomically positioned ultra wide footpegs and a tall handlebar making for a commuter-ish riding posture, but these are not enough to provide the kind of comfort a commuter will look for. This product then is not all that potent as the balance between its performance capabilities and commuter comfort is not up to mark.

But let’s evaluate the deal as a whole. Compared to its segment sibling, the Discover 135 as well as other bikes in the targeted 125cc segment, the XCD is definitely sportier with better styling, roll-ons and a fifth cog. It has the latest gizmos like a digital console, auto choke, LED taillights and a gas damped suspension. Additionally, it comes in an attractive ex-showroom price ranging between Rs 43,000 to Rs 47,000. The XCD135 is definitely a worthy consideration for a buyer looking to put money in the 50-55,000 rupees sport commuter segment. However, for people looking at a more focused product like a hardcore commuter or an outright 125cc sport machine, the Shine and the Stunner/Gladiator still remain worthy alternatives albeit for a few extra bucks.