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Back to School

June 17, 2010 by Bike India Team Leave a Comment

Adhish Alawani goes back to the classroom in order to learn how to ride around the track faster
Photography: Navaroze Contractor

The first time I ever rode on a racetrack was back in October 2008. Since then, I must have put in around a 100 laps on the Madras Motor Sports Track (MMST). Anyone would think that such a person should at least know the track and how to ride there thoroughly. Well, though not thoroughly, I still thought that I was quite good with the R15 at the Chennai track, until of course I was introduced to the California Superbike School (CSS).

The riding school is an initiative by Keith Code in order to impart racetrack riding lessons. CSS spread across the USA and later to other innumerable countries around the world. After years of painstaking effort in analyzing the various riding techniques, CSS has developed a curriculum which helps students learn the art of cornering. It has reached the pinnacle and is considered as one of the world’s best schools imparting track riding knowledge across five continents. When the Red Rooster Racing team offered me a seat at CSS, I grabbed it with both hands. Since I had to arrange for my own bike, I approached Yamaha and they were more than willing to give me a YZF-R15 which happens to be the best track tool available in the country and a bike on which I thought I had mastery around the Chennai racetrack.

The four coach team from UK’s CSS arrived in India to train 24 students over a period of four school days revolving around a curriculum comprising of 15 techniques taught in 15 classroom sessions. Each classroom session was then followed by an on track practical to apply whatever was taught in the class. After trying out the newly learnt techniques on the track, each rider had to debrief the session he/she had on the track. These three steps allowed students to learn the theory and practicals and at the same time also helped them zero in on their personal shortcomings through the debriefing sessions. With four levels spaced out in four days, the aim of the coaches was to make the students familiar with the art of cornering and to master it with the help of the techniques developed by CSS.

Day One:

1. Throttle Control and No Brakes Drill
Level I lessons began with throttle control and no brakes drill. The main motive behind the entire training was to make the rider ride the bike smoothly which can be achieved by keeping the bike stable through the corners. With good throttle control, the rider can get a better grip, better lean angles, of course speed, better lines and tackle bad surfaces. In short, good throttle control is necessary for almost all the vital elements of riding. The coaches asked us to ride the full circuit without using the brakes and controlling the bike with just the throttle. To add to that, everyone had to stick to one gear only, which made things worse since downshifts were strictly prohibited. Gary, the CSS safety attendant, instructed all corner marshals to look out for any brake inputs from any rider. The moment any marshal saw a bike’s front forks compressing under even the slightest of braking, the rider was black flagged, pulled in the pits and given a warning.

Sachin Chavan from Royal Enfield rides his track prepped Bullet 50

Adam, my personal coach, gives me off-track lessons on body postur

After having a hard time, I finally gave up my habit of hanging out my butt

2. Turn Points
The second lesson of the day gave us the second blow when Andy, our chief coach, told us that we were turning into corners too early – as early as a couple of bikes’ length! Turning in a corner as late as possible straightens the riding line through the corner thus giving excellent exit speeds. We all knew that theoretically, but not exactly where we had to turn off. The coaches made it easy for us by marking a cross at the entry of each turn. However, it was not as easy as we thought once we got onto our bikes and were told to run over the cross markers and then turn into the corner, as the markers were deep in the turns.

3. Quick Turns
After struggling a lot with the turn points, we finally managed to get into the turns as late as possible. However, things eased out with regard to using the turn points when Andy taught us the trick of quick turns. Basically everyone uses this trick subconsciously. Every race enthusiast talks of counter steers, but very few know that each rider going into a corner counter steers the bike to turn in. Now we were told to do it consciously. And trust me, it made things far easier and far less complicated. Slightly pushing the right bar towards the left in right-handers made the bike lean to the right and vice versa in the left-handers. This helped us go deep in the corner and then turn quickly after crossing the turn point. Counter steering, when applied appropriately with proper weight shifting, can result in the best cornering acts.

Andy gives us lessons in the classroom; never thought classrooms could be so much fun

Gary inspects the riders’ safety gear and bikes before getting onto the track

Navaroze Contractor gets a feel of the R6

4. Rider Input
After getting a hang of throttle control and counter steering, it was time to learn motorcycle-rider communication. It is of utmost importance for the rider to keep his body loose and free on the bike while riding. The simple theory is ‘be gentle on the bike and the bike will be gentle with you’. The handlebars’ duty is to steer the bike and not take the weight of the rider. So the first thing we had to do was to refrain from putting any load on the bars through our arms. Holding the bars freely also helps in letting the suspension work freely on bumpy surfaces and helps steer the bike comfortably. Also, the forearms suffer less fatigue since they aren’t clinging onto the bars tightly.

5. Two Step
As we approached the end of Level I, we were introduced to the first lesson of taming our vision. Two step, as the name suggests, is a technique that involves two steps – fixing your riding line such that you are heading towards the marked turn point and then turning your head and vision towards the apex of the corner while still keeping the turn point in your peripheral vision. This helps in getting more time for determining the apex of the corner and makes it easier to hit the apex since the rider looks at it even before starting to turn into the corner.

The students follow Glen during a sighting lap

Preetham Dev Moses and Andy strike a pose while inspecting the bike

JET records Rohit’s debriefs for later reference

Day Two:

1. Reference Points
The vision drill that began on day one continued through Level II on the second day. In the first lesson, we were sent out on the track to find reference points around the circuit. We were told to hunt for references, on the track or off it, that we could use as indicators for various actions like rolling off the throttle or marking an apex or even defining more accurate lines on the track. This improved the students’ observation about the minutes across the complete length of the circuit. With the help of reference points such as tar patches or certain bushes just outside the curbs in a particular corner helped me in ascertaining my lines and apexes. Not just that, following the same reference points for every lap around the circuit helped everyone in maintaining consistent lines.

2. Change Lines
The second lesson of the day gave goose bumps to every rider on the track when coach Andy asked us to investigate the lines of the track which no one had ever visited. This basically included exploring the complete width of the track. We were asked to do three laps; the first one sticking to the extreme right of the track, the second from the extreme left and the third using the exact centre. This introduced us to the dangers around the track in the form of bumpy sections that we had to be careful of. At the same time, we also learnt about some smoother sections that we never thought of using earlier. The main intention behind exploring the new lines was to prove that there is not one particular race line for a circuit. One can use various different lines depending on how comfortable he feels on which line.

Hand signals were an efficient way of communication with the students. Andy is seen in this picture guiding Vikram to the late apex with his hand signal

Glen teaches the technique of the hook turn

3. Vanishing Points
After getting used to the better lines, we had to progress one more step with reference to the two step drill that we had done the previous day. This one was the vanishing point search or the three step drill. In two step, we used to ascertain our line so as to hit the turn point and then look into the corner to fix our apex. The three step was an extension to the two step; we had to target our exit even before we hit the apex. This made it even easier to go through the corner since we had even more time and space to hit the correct line around the bend. In case the exit point is not visible, as is the case in tight hairpins, we had to fix a vanishing point which would eventually lead us to our exit point. The three step or vanishing point drill was a lot tougher as the eyes had to work really hard to fix the turn point in peripheral vision, then hunt for the apex and then go even further to ascertain the exit/vanishing point.

4. Wide View
It is of utmost necessity that we see more while riding on the track. It helps us know what is happening around us, who is approaching us from behind and how much space we have at our disposal to ride around the circuit. Including our peripheral vision, our eyes can almost see through a 178 degree range. Training our eyes to use this complete range was not easy, but the results definitely rewarded us with more space and confidence since we had a wider vision now.

Alisha gets her share of personal training from Glen

Dedication was seen from both sides – Andy’s teaching as well as the students’ learning

Students line up in the pit lane before getting out for practicals

5. Pick Up Drill
The final lesson on the second day was a shift from vision to riding posture. When a bike is leaned over in a corner, there is lesser tyre contact which leads to decreased traction. To gain more traction, it is necessary for the rider to use the centre of the tyre as much as possible, which means that the bike needs to be as upright as possible. However, to maintain stability through the corner and while exiting it, the rider has to keep the centre of gravity low. For achieving this, coach Glen taught us the pick up drill in which the rider has to straighten the bike as soon as he crosses the apex of the corner and has to hang off the bike to maintain a lower centre of gravity. This feat can be pulled off by doing the opposite of counter steering, i.e., giving a slight push to the left bar while leaned over to the right in a right-hander and opposite to that in a left-hander. However, the rider is expected to hang off and duck down so that the low centre of gravity is maintained even if the bike is straightened. The pick up drill helps the rider make stable exits through fast and sweeping corners.

Day Three:
1. Hook Turns
The third day’s lessons were concentrated on improving the posture of the rider. We started off with the hook turn, a technique used to tighten the line by executing a special maneuver midway through the corner. This is managed by pushing the rider’s weight forward and towards the inner handlebar while leaned over. The act brings the bike on a tighter line suddenly giving the rider more exit speed since the tighter line implies a straighter line. The rider can use the hook turn as a corrective measure in case he needs to get back on the correct line after running wide in any corner. The coaches, in fact, suggested we use the hook turn in as many corners as possible for much better exit speeds.

2. Pivot Steering
Pivot steering was an extension to the counter steering that we learnt on day one. The human body works in opposites and this theory is used in pivot steering. Consider for example, a right hand corner. We push the right bar slightly towards the left in order to lean to the right. Now at this point of time, if we push the left knee against the tank (obviously towards the right), then it creates a better effect of leaning. The coaches made us understand this in a simple way. We were asked to stand opposite a wall with our palms resting on the wall. Now, if we had to lean towards right, we tried to push the wall with our right hand. At the same time, if we created tension in the left leg (which resembles the act of pushing it against the tank), the lean became easier. All we had to do was apply this simple trick on the bike while cornering. This incidentally, leads us to use the lower back as a pivot. The upper part of the pivot is exercising the push in one direction while the lower part is doing the same in the opposite direction, hence the name pivot steering.

The coaches made sure they supervised each student’s riding by standing off the track and observing them through the corners

Adam and myself in a debriefing session

The students gather around Andy during one of the off-track training sessions

3. Knee to Knee
After learning the basics of body posture while cornering, it was time to study the movement of the body through consecutive opposite turns. Going from right hand to left hand corner or vice versa, the rider is expected to move his upper body from one side to the other. Since the upper body and the arms are to be kept as loose as possible, the bike can loose stability while shifting from one side to the other. To avoid this, the rider has to maintain a good grip on the bike by hugging the tank firmly with the thighs. While flicking from, say the right-hander to the left-hander, the rider has to first bring the right knee in (which is sticking out towards the inner side of the corner), clamp it against the tank and only then let the left knee leave the tank and stick out.

4. Hip Flick
The hip flick acts as an extension to the knee to knee exercise. In hip flick, we were told that when both the knees are clamping onto the tank, the weight has to be shifted from one side to the other by flicking the hip first and then the upper body. Once the weight is transferred to the other side, only then should the rider stick out his inner knee. The combination of knee to knee and hip flick maneuvers helps in stable quick flicks through a series of opposite corners.

The R15’s low footpegs restricted my lean angles to a great extent

Rohit Giri, the Red Rooster Racing team rider, bagged the Star Student award after showing immense dedication throughout the four days of training

TT Varadarajan, the sponsor, gets tips from Andy

5. Attack Angles
The final lesson of the training came in the form of improving our attack angles. Attack angle is the angle as shown in the illustration above. The larger the attack angle, the smoother and faster the corner speed. Sticking to the wide line as much as possible before entering a corner and then executing quick turns properly will lead the rider into better attack angle for the next corner. Thus, the better attack angles work best in a series of corners where a perfect line is crucial for the final exit.

Day Four:
The first three days were spent in learning 15 techniques through three levels. It was now time for the final day and the final level of training. Level IV concentrates on personal shortcomings. Whatever the rider wasn’t been able to apply properly through the first three levels was taught and practiced again until he/she got the hang of it. Thus, the personalized Level IV also proved to be a great revision for everyone for everything that was learnt during the previous three days.

The California Superbike School made me realize quite a lot of things. The first was that I had hardly learnt anything considerable in the 100 laps on the track that I had done before attending the school. Secondly, after putting in around 200 laps over these four days with CSS, I understood that there is a lot more to track riding than we can even imagine. Thirdly, we can get vague ideas of how to ride a bike on the track by reading or listening to experts, but it can’t be mastered unless you have coaches like the ones from CSS guiding you every time you make a mistake. The way the instructors made sure that they paid attention to every rider while he practiced and applied the theory on the track was phenomenal. It gives you an assurance that every mistake you commit will be rectified so that you do not pick up any wrong habits even unknowingly. The experience at CSS was undoubtedly one of the best I have ever had in my biking career and I am definitely looking forward to at least a couple of more schools with CSS whenever and wherever possible.


A crashed R6 makes its way back to the pits	Maximum student-coach interaction was the key to the training’s success

Sponsors and Organizers

TT Varadarajan (MD – Preethi Mixers and Grinders), a bike enthusiast, has attended several sessions of the California Superbike School abroad in the past few years. These sessions had such an impact on TT that he decided to bring the school to India. His aim was to make sure that upcoming young talent from the country gets the best guidance available that would in turn help them succeed not only on the national racing scene, but also on the international level.

TT also organized the event in an extremely efficient way. From the corner marshals, the pick-up trucks (for crashed motorcycles), the ambulances and medical backup to food and drinks’ supply all day long was amazingly managed.

Giving TT a helping hand were the Red Roosters Racing team from Bangalore who provided the motorcycles and their tyres for the coaches and complete technical backup. Dinesh Reddy, the owner of the RRR team and a hardcore enthusiast, supported Mr. Varadarajan’s cause in every possible manner. Mr. Amit Sandill, RRR Team Director, was present throughout the four days of training along with his team of mechanics headed by the Joe Rajasingh, the chief technician of the RRR Team. A special applause for Joe who made sure that the bikes ran in perfect tune. Navaroze Contractor, Editor at Large of BIKE India was also present throughout the four days of training.

Champion Trainer
Adhish Alawani gets one-on-one with Andy Ibbott, chief coach of the California Superbike School, UK to reveal the master’s experience of coaching in India for the first time.

Tell us something about yourself. How did you get into the schooling business?

I started riding bikes at age 14. I didn’t start racing till quite late in life actually. I was about 32 or 34 years old. I did a season with Yamaha 250LC, then a season on 600 and later started doing nationals 600s. During a race in the New Era 600 Championship, I crashed while leading a race and the guy running at the back broke my back (laughs). That time it was pretty much decided that I didn’t want to race. Racing is fun and I thoroughly enjoyed it. But I didn’t want to take the risk any more. I got away that time walking and I like walking (laughs). Earlier, I had done the California Superbike School in November ‘95 in the US. At that time, I was working as a test rider with Fast Bikes magazine. After doing the school, I went from midfield to top three straight. That is when I decided to bring the school to the UK. The first year was a complete disaster. Nobody knew about the school or about Keith Code and the work he had done. But I was convinced that it would work. So we continued dedicating our efforts in 1997 and here we are in 2010 in India.

So how has it been in India so far?

Brilliant. Absolutely brilliant. We had some wrong preconceptions about how it would work out here. But everything including the bikes that Red Roosters have supplied are of good quality and the racetrack is phenomenal. We were expecting the worst, to be honest, but the track is absolutely brilliant.

What are your tips for kids who want to start racing early in life?

Oh, I was speaking to a young lad today who came along with his father. He is 12 years old and wanted to start racing. The thing is that we have to make sure he is having fun with it. There are so many risks involved. It is tough physically and financially too, it is hard. So you’ve got to enjoy it. I mean, look at Rossi. When do you see him serious while racing a Grand Prix? He is smiling at the cameras and always happy. I am sure there are times when he is not, but he never shows it.

How many schools do you (CSS, UK) do in a year?

We run 273 events.

And that is around how many countries?

23 currently – essentially from the top of Norway to the bottom of Africa and from the west coast of Ireland to the east coast of India.

The final and most important question, will you come back to India again?

100 percent. We are already talking with TT about how we are going to arrange the event next year and what we are going to do. Do we come in the same format? We are already looking at which month to do it in, which is most likely to be January. We might want to do it again this year in December, but I would prefer doing it next year in January.

Honda-celebrations

June 16, 2010 by Bike India Team Leave a Comment

Honda team drivers and riders from across the world converged at Motegi in Japan, to display their skills to fans from across the world.
Report and Photography Aspi Bhathena

Every year after the racing season is over, Honda organize an event called Enjoy with Honda in Japan. They bring in their motorsport personalities from all over the world do a couple of demo laps at their own Twin Ring Motegi circuit. The Motegi venue is just not a race circuit as it also has an entertainment facility for the entire family. This year, Honda Motorcycles and Scooters India invited a few select journalists from the country, including me, to experience the Enjoy with Honda event. Additionally, all Honda owners were invited free of cost to come and witness the event. There were more than 30,000 people at the circuit.

I had the opportunity to get really close to F1 cars, MotoGP motorcycles, Indy Racing cars as well as Honda GT cars. They also had a trial circuit just behind the racing circuit where some trial riders were performing. Honda’s emphasis on safety was also on display as they had tiny tots in the age group of 4 to 5 years riding electrically powered two-wheelers on a special circuit with a soft rubberized surface to protect the children if they crashed. The main idea was to teach kids the appropriate road manners from an early age in a safe environment.

The Honda museum showcases the company’s prized racing collection right from their first IOMTT bikes, World Championship winning motorcycles and F1 World Championship dominating engines which took the late great Ayrton Senna to his championship victories. One could spend an entire day in the museum without realizing the number of hours gone by.

Honda had a specially designed track to teach kids the nuances of safe riding

All the drivers and riders of Honda teams from various motorsport events across the world

Honda Trials’ riders performing in sync

Intruder Alert

June 16, 2010 by Bike India Team Leave a Comment

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.

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

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

June 16, 2010 by Bike India Team Leave a Comment

This month we showcase some of the finest riding gear from Italian icon, Alpinestars

Alpinestars Vector Leather Jacket
The Astars Vector jacket is constructed using MotoGP technology. The 1.2-1.4mm full grain leather has a soft finish with good abrasion resistance. The shoulder features MotoGP inspired cup protectors. The multiple stitched main seams provide the greatest tear resistance and Kevlar stretch panels maximize flexibility. The ventilated hump is aerodynamically designed just like a MotoGP racing suit. It also features a chest pad with PE protectors and removable CE certified protectors with a back pocket that holds a removable back protector. This jacket retails at Rs 29,499

Alpinestars Aero Tank Bag
The Aero tank bag has a capacity of 30 litres when expanded and 20 litres when closed. It features a transparent pouch for a map. The lower portion of the bag and the magnets are removable. There are built-in rain protects and the internal area has organizer pockets and a sleeve to hold a 15-inch computer. It features a strapping harness that can be used with plastic or aluminum fuel tanks. It also has straps that can transform the tank bag into a backpack. This bag is priced at Rs 9,999.

Alpinestars Vader Backpack
The Vador backpack from Alpinestars is constructed to give you loads of carrying capacity. It has a 100 percent nylon/polyester construction engineered for carrying stationeries. It also features side pockets with sub-divided storage areas and a top pocket for sunglasses and portable electronic devices and a sleeve for a laptop. The total volume of the backpack is a good 26.5 litres and the price tag reads Rs 5,999.

Alpinestars Sniper Air Flow Textile Jacket
This lightweight summer jacket is constructed using 600 Denier polyester fabric with non water absorbing and abrasion resistant mesh panels. Astars has provided soft CE certified protectors in the shoulders and elbows and a pocket for an optional back protector. The PE protector in the chest can be upgraded to Astars bionic chest guard. The internal area has a lightweight mesh construction. The jacket with an adjustable waist and two external pockets is priced at Rs 10,499.

Two-wheeler-mecca

June 15, 2010 by Bike India Team 1 Comment

The two-wheeler industry from India and around the world comes together in Delhi for the 10th Auto Expo to flaunt their latest offerings. We take you through the major action at one of Asia’s largest automotive exhibitions
Words: Adhish Alawani and Bunny Punia
Photography: Sanjay Raikar and Varun Kulkarni

HARLEY DAVIDSON
Harley-Davidson setup a feast for motorcycle enthusiasts visiting the Auto Expo. Not only did the American marque surprise everyone by bringing in as many as 12 different models from the basic five families of the entire Harley-Davidson range, but they also stunned prospective buyers with a price range affordable for a wide variety of consumers.

The Harley-Davidson brand comes with a rich heritage and the company plans to charm the Indian customer with the same legacy. As a result, we see various models from each of the five families namely Sportster, Dyna, Softail, V-Rod and Touring making their entry into the Indian market. The basic XL 883L Sportster happens to be the cheapest of the lot with a price tag of Rs 6.95 lakh (ex-showroom). The prices climb up gradually all the way to Rs 21.95 lakh (ex-showroom) for the Street Glide. Apart from these basic five families, the firm has also introduced the Custom Vehicle Operation motorcycle or simply the CVO in the form of the Ultra Classic Electra Glide. To talk a bit about the CVOs, these are machines custom designed by a team working closely with Harley- Davidson and the team is responsible for creating a certain number of CVOs every year. The Ultra Classic Electra Glide will be the most expensive offering from Harley-Davidson and will be priced at Rs 34.95 lakh (ex-showroom).

The variety of machines offered by Harley makes sure that the consumer gets a huge range of options. Not only that, with the price range starting from as low as Rs 6.95 lakh, it is going to be easier for a larger number of people to purchase their dream machines. What’s more, the company’s dealerships will also sell Harley-Davidson merchandise for hardcore fans. Time to cruise, Hogs?

Finance options
Harley-Davidson has tied up with ICICI to provide brilliant finance options for their motorcycles. With a minimum down payment of as much as 15 percent of the vehicle cost and a tenure for a period of five years, you can get the XL 883L Sportster for a down payment of close to Rs 1.2 lakh with an EMI of around Rs 13,000. The fantastic finance option laid down by ICICI is further going to boost sales of Harley-Davidson motorcycles and make it much easier to own these machines than most of the imported bikes available in the country.

YAMAHA
Yamaha has been on a roll since the last Auto Expo where they showcased the YZF-R15 and the FZ16 for the first time. The two bikes went onto become a massive success and raised expectations from the Japanese manufacturer for this year’s Expo. Though the company did not showcase anything as aggressive as either of the two products that have changed the fate of Yamaha in India, they surely had some welcome surprises for motorcycle aficionados.

Yamaha already retails the YZF-R1 in India and has now upgraded to the 2010 model of their flagship bike that features the revolutionary crossplane crankshaft. Derived from MotoGP technologies, this R1 has already won the WSBK title along with many awards from various motorcycle magazines around the world. A limited edition R15 was also launched by the company which features nothing new except a fresh paint scheme. Yamaha showcased a couple of concept bikes in the commuter segment as well. The SZ Concept is expected to feature a 125cc engine while the YBR might sport a 100cc motor. Both concepts seemed to be very close to the production versions and it won’t surprise us if we see one of them rolling out in the market in the near future. The R15 and the FZ16 have helped Yamaha revive their status in India and we expect these new commuter segment bikes to further help the company achieve higher sales figures.

Apart from these bikes, the exhibits at the Yamaha booth included the R15 loaded with the Daytona Race kit and the FZ series bikes with all the optional accessories available. The company had set up a section of CBUs that showcased the recently launched V-Max. The other two very interesting exhibits in the CBU section were the T-Max and the Diversion F. The T-Max, a super scooter powered by a 499cc motor, pumps out 43.5PS while the Diversion F features a 600cc engine that delivers 75.5PS of peak power. The Diversion F will make for a very good option on Indian roads, but will attract a complete homologation (since it is less than 800cc) if it has to make it to the Indian market. The final two imported bikes on display from Yamaha were the FZ1 and the Fazer 1000, both of which are powered by a 998cc engine.

The most exciting exhibit at the Yamaha booth had to be Valentino Rossi’s YZR-M1 that he has been racing in MotoGP. The joy of Yamaha fans knew no bounds when Rossi himself appeared on stage at the company’s booth and shook hands with a few among the thousands of people gathered to catch a glimpse of their racing god. BIKE India’s Deputy Editor, Bunny Punia later got an opportunity to interact with the legend. Jump to page 105 for Rossi’s interview with BI.

HONDA
Honda Motorcycle and Scooter India had as many as six launches scheduled for the Auto Expo including a variety of two-wheelers ranging from scooters and commuter motorcycles to enthusiasts’ machines. The launches included some facelifted versions of their existing models as well as some all-new machines for India.

To start with, Honda’s main attraction at the Auto Expo was the VFR1200F. The fun bike that has already been launched abroad made its appearance in India for the first time (refer to BIKE India’s January 2010 issue for Bunny Punia’s first ride of the VFR1200F) and definitely attracted a lot of attention with its radical design. The VFR1200F incorporates a lot of amazing technologies including the world’s first dual-clutch transmission on a motorcycle. This novel transmission allows the rider to ride the bike like an automatic motorcycle or manually shift gears with a button for a bit of sporty riding. Other fantastic innovations on the bike include the Layered Fairing Technology and the application of the UNICAM single overhead camshaft cylinder. HMSI claims that the VFR1200F might soon make it to the Indian market. The firm’s other CBU exhibits included the 2010 upgraded version of the CBR Fireblade that features an improved crankshaft inertia mass and a little bit of restyling along with new paint schemes.

The CB Twister’s unveiling at the Auto Expo marked the first public appearance of the new 110cc sporty commuter globally. Taking design cues from the hugely popular CB1000R, the Twister definitely makes for radical styling on a commuter. So far, HMSI did not have an offering in the basic commuter bike segment. With the Twister, the company forays into the highest selling class of bikes in the Indian market. Priced attractively between Rs 41,000 and Rs 48,000 (approximately, ex-showroom Delhi), the Twister is expected to score high on the sales front for Honda. HMSI also showcased the facelifted version of their Dio scooter which is hugely popular amongst the youth. New graphics and paint schemes plus a slightly raised ground clearance mark the new features on the Dio. It is quite surprising that Honda did not include the new 110cc motor in the Dio that is powering the new Activa and the Aviator. The Honda Stunner (carb version) gets a facelift as well with new paint schemes, graphics, an engine cowl and the inclusion of a tachometer in the instrumentation console. The concept versions of Unicorn and the CB Twister were also showcased by HMSI at the Auto Expo. In white and maroon colours, both concept vehicles sported additional body panels as compared to the production versions. Apart from these newbies, HMSI also showcased their entire existing lineup of products. Rider training simulators and the bike designing sections added a touch of interaction with the visitors.

U3X
The Honda U3X, a personal mobility device, put up one of the most exciting shows at the Auto Expo. Drawing technologies from the ASIMO, the U3X is a device that can move you in every direction – forward, backward, sideways and diagonal and can gather speeds of upto 6km/h while doing so. That makes it a fantastic mobility option in official and institutional premises. All you need to do is sit on it and incline towards the direction in which you intend to go and you are magically set into motion. Now who will not want that in order to roam around huge factory premises, offices or even educational institutes with absolutely no effort?!

SUZUKI
Suzuki Motorcycles had a rather quiet appearance at the Auto Expo this year with no new launches. In fact, the company did not even setup a separate section for their bikes and instead simply put up the motorcycles amongst the Maruti Suzuki cars. The imported motorcycles on display included the Hayabusa and the Intruder which have already been launched in India. What made for an interesting display though, were the GSX-R600 and the SV650F. Sources close to company claim that there is a 600cc segment motorcycle that the company is probably homologating for the Indian market and our guess is that it is the SV650F. Not only is the bike a lot more practical for city use as well as touring, but it is also cheaper than the Gixxer 600 (it might get a sub Rs 8 lakh ex-showroom tag) and leaves the sport biking avenue open for the GSX-R1000. Sources also hint that Suzuki is working on getting a 250cc motorcycle to the Indian market to start off their own performance bike lineup. We hear that there are three bikes scheduled for 2010 and though there is not even the slightest of hint of the third bike, we hope to see the Gixxer 1000 or the monstrous B-King. Fingers crossed!

TVS
TVS has emerged strongly in the two-wheeler market in India and is being considered as one of the powerful brands in the country. The reason for this is simple. TVS has been consistently delivering products that are not just strong players among the competition, but also have something really new and innovative to offer. Innovation and quality products took centre stage at the TVS exhibit. The company had a wide range of products on display that included everything from scooters and motorcycles to green concepts and ATV concepts as well as some racing machines.

The Scooty Streak Hybrid did not pull a lot of visitors with its visual prowess, but it definitely packs in the green technology of the future. This Scooty sports a parallel hybrid technology in which the scooter can be ridden either with the help of an internal combustion petrol engine or a battery powered motor or both at the same time. Though the project is still under development, the prototype that we rode was definitely impressive. TVS had put up a concept scooter called the Qube 2.0 which is later on expected to boast of the same technology as the Scooty Streak Hybrid. The other concept shown by TVS was in the form of a four-wheeled monstrous machine that was defined by its radical design and aggressive stance.

An important launch from TVS came in the form of the introduction of ABS on the Apache RTR. Developed in collaboration with the German company, Continental AG, the ABS comes equipped with a Hydraulic Electronic Control Unit that senses and regulates the braking as per the wheel speed of the bike. The rest of the machines showcased by TVS included the recently introduced Wego, the clutchless Jive, the racing RTR 160, the motocross machine RTR 250 FX and the rest of the company’s current lineup in India.

BAJAJ-KAWASAKI-KTM
Bajaj disappointed visitors at the Auto Expo to a great extent with a rather drab display of the existing range of motorcycles from their stable, a few Kawasaki Ninja 250Rs and a couple of KTMs. With absolutely no new launches, Bajaj had nothing exciting to offer. In fact, inside sources tell us that the display was a last minute one and the company had no initial plans of putting up a stall the Auto Expo.

Bajaj had shown the Kawasaki Ninja 250R two years ago at the Auto Expo and the bike has now finally made it to the market a few months ago. Not only has the Ninja impressed us to a great extent, but has already started winning accolades from various magazines in the country including the Bike of the Year honour from BIKE India (refer to page 38 for the award’s special feature). KTM bikes have been over due now and there is no concrete information yet about their launch in India. First shown and talked about in the 2008 Auto Expo, the KTMs had left a mighty impression on everyone. Ever since then, enthusiasts have been waiting to lay their hands on these Austrian beauties. We hope to see the KTMs hit the market at least in the first quarter of 2010.

MAHINDRA
Mahindra got into the two-wheeler business recently and this year’s Auto Expo was the first one for them with respect to scooters and motorcycles. Since the company’s entry in the two-wheeler market, Mahindra has introduced the Rodeo and the Duro. Though both scooters share the same engines, they differ in styling and most importantly in the basic chassis. Mahindra’s two-wheeler portfolio has one more scooter in the form of the Flyte in addition to the Rodeo and the Duro.

While all these three scooters were on display at the Mahindra stall, what grabbed the most attention were the two concept machines showcased by the new player. The radically designed concept scooter definitely talks of modern design theories that Mahindra will be looking forward to implement in their future offerings. However, much more attention was grabbed by the motorcycle on display by Mahindra. Dressed in red and black race fairings, the bike looked like an exact adaptation of a MotoGP machine. Powered by a two-stroke 125cc engine, this concept boasts 54PS of peak power and a top speed of 245km/h. Though quite an over ambitious concept, we hear that Mahindra is definitely developing a performance oriented machine which, unlike the scooters, won’t get the engine from SYM. We are waiting for the promising bike, Mahindra!

HERO HONDA
The Hero Honda stall at the Auto Expo was reminiscent of their last year’s booth. Exactly like last time, the two-wheeler giant had on display almost their complete range of motorcycles. Without a doubt, Hero Honda is the largest selling motorcycle brand in the country and accounts for a huge range of bikes ranging from the small capacity commuter machines to the high performance sporty bikes. The company’s latest and most premium product, the Karizma ZMR, took centre stage at the Hero Honda booth. Mounted on a revolving ring, the ZMR with its sports tourer styling, attracted visitors. However, no new introductions from Hero Honda disappointed the crowd.

There was a weird and completely unique exhibit at the Hero Honda booth though. A motorcycle made from all the scrap that you might find in the junkyard behind a garage grabbed a lot of attention. The bike was made completely from rusted old scrapped spare parts including nuts, bolts, springs, gears, bearings, gauges, levers, rods, etc. It also included spare parts of bicycles like the pedal, chain sprocket, bell, etc. The junk bike was definitely a piece of art, but we fail to understand the motive behind such an exhibit.

VIBGYOR
Vibgyor, a Kolkata based motorcycle firm, was present at the Auto Expo with three bikes on display – the Gallop, the Hunter and the Shark. While the 100cc Gallop is already selling in the north-eastern Indian market, the company took this opportunity to introduce their other two new motorcycles.

The Shark, powered by a 150cc motor that pumps out 13.6PS of peak power, is the most powerful bike on offer from Vibgyor and also makes for their premium product. Though the engine seems to be promising, the design and styling of the bike is quite disappointing. Taking styling cues from various Indian motorcycles, the Shark looks more like an amalgamation of different features from various bikes. Even the fit and finish and the quality of materials used are not up to the mark. The second product launched by the Kolkata based manufacturer was the Hunter which comes with a 125cc engine. The company claims that their bike’s positive factor is its pricing. The Gallop is priced as low as Rs 28,999 (ex-showroom, Kolkata) while the Shark retails at Rs 49,990 (ex-showroom, Kolkata).

Vibgyor has a few other products in the pipeline as well including a 100cc scooter called the Persona and a 200cc unnamed motorcycle. The company is looking at expanding its dealerships across North India as of now and will further spread across the nation.

ROYAL ENFIELD
Royal Enfield is upping its game with the introduction of newer technologies in their motorcycles. The Classic 500 stands as a testimony for this. With the incorporation of the Unit Construction Engine or simply the UCE and fuel injection, Royal Enfield is trying to catch up with modern day motorcycles while still maintaining its own persona. This very approach adopted by Royal Enfield was evident at the company’s stall during the Auto Expo with the unveiling of the Café Racer Concept. Apart from carrying a retro aggression in the form of racing number plates at the sides, a classic paint scheme, a bum-stop saddle and chopped fenders, the Café Racer Concept boasts of modern day features like a gas charged suspension, disc brakes, raised footpegs, a megaphone exhaust and even the UCE 500 engine albeit in a higher state of tune. Though the launch of the Café Racer is yet to be decided, company officials say that the bike will hit the international market sometime in 2012, later followed by an Indian debut.

The recently launched Classic 500 now gets two new paint schemes – military green and a combination of chrome and maroon. The bike looks stunning in military green which is sadly available only for the American market. The rest of the models from the Royal Enfield portfolio completed the company’s exhibit.

DEMAK
Demak Motors is a Malaysian based manufacturer of electric vehicles, petrol powered scooters, mopeds and motorycycles. Present for the first time at the Auto Expo, the firm is looking at a tieup with a local company to start selling its range of two-wheelers, barring the electric scooters, later this year. Part of the DNC Asiatic Holdings Sdn. Bhd Group, Demak already manufactures and markets over 20 products in various countries.

In India, the company showcased four products – two scooters and two motorcycles. The dirt bike, named the DMX-R, is powered by a 150cc four-stroke engine and has already won a few awards in local endurance races in Malaysia. The cruiser, christened the Cougar, seems to be a very interesting option for India. It comes with a twin cylinder 250cc four-stroke motor and should be great on open Indian roads.

In the scooters, Demak showcased the modern retro 50cc Rino and the cute 125cc Duta. Both these machines looked chic and sported decent quality panels. However, it remains to be seen how Demak’s product fare in real world conditions in the country.

E-BIKES

e-bikes lineup

Ultra Motors
Apart from their complete range of e-bikes, Ultra had a very interesting low rider concept called the Ultra Byke. It even had fake steel exhausts and the battery casings were designed like a V-twin engine.

Hero Electric
Hero launched three new e-bikes at the Expo and also showcased a concept scooter called the Super. They had other future e-project scooters including the cute Photon and the Sunny.

ENV
The very popular intelligent energy ENV, the world’s first hydrogen fuel cell motorcycle was displayed at the Expo.

Tara International
The Kolkata based electric vehicle manufacturer had their entire range of e-bikes on display.

Emmel Vheelers
Emmel showcased a variety of e-bikes including the Vee-Way personal transporter and the Vee500, a high performance e-motorcycle with a top speed of upto 55km/h.

BSA Motors

BSA had their full lineup of e-scooters including the new generation Edge and Roamer Able, a scooter for the physically challenged. Also on display was a concept e-bike powered by a 500 Watt motor.

Lohia auto
Lohia Auto was present at the Expo with both its offerings, the Fame as well as the Oma Star. The latter was part of the special subscription prize at the BIKE India stall.

Yo bikes
The Gujarat based manufacturer showcased its most powerful offering, the EXL with a front disc option as well as a cargo scooter version of the Yo Speed, aimed at food joints.

PEDAL POWER
For those not old enough to get a legal driving license or the people looking for an exquisite and premium range of cycles, here is some dope on the various models on display at the Expo

Ralson is now divulging into the field of lifestyle cycles with the introduction of Raleigh’s range of high performing cycles.

Tube Investments that manufactures Hercules and BSA cycles was present at the Expo. Also on display was the Cannondale range of premium cycles.

If not the real motorcycle, you can have the Ducati Monster 900 carbon cycle. Yours for Rs 1,80,000!

The epitome of luxury on four-wheels was also present in various two-wheeled avatars. The Kid’s bike and the sport trekking series were on display.

One of the more famous premium cycle brands in India, FireFox had most of their products on display along with riding gear as well.

MAPMYINDIA
MapMyIndia, one of the pioneers in navigation devices in India showcased their entire range of GPS devices. What was new was the introduction of the TrailBlazer, a first of its kind GPS device for motorcycles in India. Priced at Rs 18,990, it comes preloaded with maps for 620 cities and all important highways. Most importantly, it is waterproof and has an in-built FM transmitter.

CONTINENTAL
Continental AG, Germany have developed an ABS (anti-lock braking) system exclusively for the TVS Apache RTR 180. The device works on the front as well as the rear disc brake. Continetal has used the same technology they apply on other bikes overseas, though certain parameters were changed keeping in mind the RTR’s weight distribution. The system also has a lift off valve wherein it releases the front brake for a fraction of a second if it senses the rear wheel lifting off. Further, the ABS system can be switched off manually. Expect this feature to come as an option on the RTR soon.

DSK DESIGN SCHOOL
Hall number six had an interesting little stall put up by the students and faculty members of Pune based DSK International School of Design. They showcased their concept motorcycle called the SUM or Sports Utility Motorcycle. With the Yamaha FZ acting as the base bike, these guys managed to sculpt a very jazzy looking design with interesting bits like a new smaller digital console, LED tail lamps, an underseat exhaust, etc. The SUM is the brainchild of Fabien Rougemont, drawing trainer and prototype manager at DSK and the bike should be ready for a test session next month. Lending a helping hand to Fabien were Makarand Potdar and Sachin Panchal, both final year students and Mukesh Panchal, a clay modeller. For more info on the school, log onto www.dskisd.com

BI STALL WITH GUL
Gul Panag needs no introduction. The famous Bollywood celebrity is well-known among the biking fraternity for her passion and love of motorcycles. In fact, Gul was on the jury panel for the recently held BIKE India (and CAR India) awards and played an important role in the overall analysis for the Motorcycle of the Year award. She was in Delhi to witness the Auto Expo and needless to say, visited the BIKE India stall as well. Gul spent time with the entire team and interacted with avid readers as well. Our stall itself was the best among all the automotive magazines and for good reason. For starters, we had the sexy Audi TT on display and for genuine biking enthusiasts, we had not one but three gorgeous beauties – the world’s fastest production bike, the Suzuki Hayabusa plus one of the most advanced litre-class bikes, the new Yamaha YZF-R1 and last but not the least, the sexy Italian Ducati Streetfighter S! Aaron helmets sponsored two helmets a day for daily winners of our subscription whereas Lohia Auto sponsored the Oma Star to the lucky winner (Rakesh Rajpurohit) of the mega draw.

THERE IS MORE TO THE AUTO EXPO THAN JUST NEW LAUNCHES AND CONCEPT MACHINES
The Auto Expo isn’t just about two-wheels or four for that matter. It goes without saying that both two wheels and two legs are an attraction for the young at heart and almost every two- wheeler manufacturer had glowing beauties parked, err, standing with their products or at the counter desk. Here is a little compilation from BIKE India as a tribute and salute to these damsels. All of them took the physical, and in Delhi’s case, the mental agony of standing, posing, smiling or simply trying to answer the never ending questions by the crowd. Cheers to these unsung heroines.

Jiving-with-the-scooters

June 15, 2010 by Bike India Team Leave a Comment

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

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

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

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

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

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

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

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

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

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

An-indian-at-a-sushi-party

June 14, 2010 by Bike India Team Leave a Comment

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.

HONDA CBF STUNNER
The trendy 125cc city commuter gets a snazzy facelift and looks more ‘stunning’ than ever before

BAJAJ PULSAR 135 LS
This new kid on the block is tagged as LS (Light Sport) which could well have been ‘Lethally Styled

HONDA UNICORN
The most well-sorted 150cc in India that has set the benchmark for refinement across segments

THE LOOK

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

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

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

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

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

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

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

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

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

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

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

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

Eco-sense

June 10, 2010 by Bike India Team Leave a Comment

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.

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.

Touring-guide – PART I

June 10, 2010 by Bike India Team Leave a Comment

Getaway trips are a bikerÕs delight as they rejuvenate you. Here are a few pointers that will help you make a long trip safe and memorable

PLANNING THE TRIP
Any kind of trip requires some amount of planning which involves various things that need to be checked and prepared. The destination and the route should receive top priority as these two factors will ensure that half of your planning is done already. While planning the route, you should also consider a few alternative routes incase the primary route is closed or inaccessible after some point. Next, find a good hotel. If you are headed to tourist hotspots then pre-book a hotel through the internet or the phone as doing so saves time and effort while finding shelter. If riding in a group it is advised to confirm the time, the place and the date of departure with fellow riders. Also, check the weather forecast well in advance as well as on the day of departure.

CHECK YOUR RIDE
You can never have a great experience if your bike is not properly maintained. Start with the tyres. Having a good set of tyres ensures a safe and comfortable ride experience so replace the tyres if the tread is worn out. Also, maintain the recommended tyre pressure as it is as vital as the tread itself. Another important aspect is fluids. Replace the engine oil with fresh oil as old fluid loses the ability to lubricate the engine internals efficiently. Check and top up the brake oil too. Next on the list are brakes. Ensure that both the brakes are functioning like clockwork and replace the liners/pads if necessary. Other vital checkups include lubrication and adjustment of the chain, battery health and charge, electrical parts and clutch, speedometer and accelerator cables as well as clutch play. Look out for rusty and old parts and replace if need be. Remember that regular maintenance of the bike proves beneficial in case you are running short on time.

SPARE IT OUT

A proper tool kit, a puncture repair kit and spares are a necessity while touring

ESSENTIAL STUFF
These are the small but practical things that will make your life much easier on the move. If you are done planning, now is the time to arrange and pack the essential stuff. A first aid kit should be at the top of your priority list. Second, get a set of practical saddle bags that will provide ample space for your clothing. Saddle bags are also equipped with pockets which can store water bottles, however, you can also carry a hydration backpack. Also, get a tank bag which comes in handy to store things like the bike’s legal documents, (it is recommended to take the documents along when venturing out on a long trip) maps, area guides, camera, wipes and soap. Communication devices such as cell phones become a necessity when travelling through deserted areas as they can get you out of a situation in the middle of nowhere. A GPS device is recommended for travelling on routes that you aren’t familiar with. Nowadays, GPS navigation systems built specifically for motorcycles can be purchased easily and be mounted on the bike with minimal effort.

BIKE CARE
Not every one on the planet is a mechanic, however, carrying simple tools along will help you sort out small issues that might pop up on the go. It is recommended to carry the tool kit supplied with the bike and an Allen key kit for minor repairs. Always carry a tyre puncture repair kit along with proper spanners to take the wheel out, if needed. Other essential things to carry include chain lube, spare bulbs and cables.

TAKE CARE OF YOUR RIDE


Ensure that all the electricals are in order as these basic things can prove to be lifesavers on the run		Lubricating the chain makes it flexible and lends a smooth ride


Maintaining the right tyre pressure will ensure that the ride is comfortable as well as fuel efficient	Check the oil level and replace if needed or just top it up if you have changed the oil recently	Check the grooves on the tread and if the tyre is bald, it would be wise to replace it

PROTECTIVE GEAR
Long trips often involve a high risk of accidents so having all the protective gear in place becomes important. Hence, you should always carry a quality helmet with good ventilation, an all-weather riding jacket and pants plus good quality boots and gloves.

A FEW EXTRA TIPS
Before you get all charged up and excited about the trip, make sure that your bike is ready to roll. If it needs any kind of service or maintenance, get it done at least a week before the trip. Make sure that your motorcycle is ready in every way as a bike that is not in optimum condition can give you problems in the middle of the ride. Once the bike is taken care of, ready your luggage. Make a checklist of all the essential things and get them ready the night before the journey starts. Carry enough cash along with you apart from credit cards as many petrol pumps and eating joints on the highway might not be equipped with swiping machines. These small pointers will ensure that you start your trip on a happy note.

PREP UP TO BE SAFE ON THE ROAD

A basic first aid kit that is supplied with the bike should be enough in case of a minor injury

Good saddlebags along with a tank bag should be adequate to pack in all the necessities

A quality rain suit is recommended if planning to visit wet weather habitats

It is a good idea to pack rehydration drinks like these along with ample water before venturing out

Good quality riding gear is essential and should not be compromised with on any account

EDITOR’S NOTE
Touring is often easier said than done. Undertaking a long ride doesn’t just mean sitting on the bike, wringing the right wrist and eating up the miles. There is a lot to be taken into account, especially if you are a first timer hitting the road for the weekend. Long rides extending into days, like venturing into the Rann or the Himalayas, need serious preparation. Your motorcycle, like all machines, needs care and love. Even if it has had a recent service, having a quick look through various things like the electricals, chains, brakes, etc. is essential. Next on the list is you, the rider. Be fit and get enough sleep before starting off in the morning. Carry essential medicines especially the ones you need often as they are hard to find in remote places. Do not overload your back by carrying heavy backpacks. Instead invest in a set of tank bags and saddle bags. For back up, carry a puncture repair kit, engine oil, fuses, etc. on really long journeys. In the end, do remember that sometimes all it takes is common sense and faith in your set of wheels to conquer almost any and everything.

Rebel-domination

June 10, 2010 by Bike India Team Leave a Comment

Boasting of true American character, Confederate Motorcycle Company redefines the laws of motorcycle building by creating rebellious bikes
Words: Ravi Chandnani
Photography: Confederate

I believe that conventionality has a new challenger in the form of Confederate Motorcycle Company that specializes in building some of the wildest motorcycles in the world. Their one-off creations are scintillatingly awesome and mature enough to give healthy competition to some of the biggest names in the custom bike industry. H. Matthew Chambers, the alpha male who dominates the Confederate jungle, is the mortal who can be held responsible for initiating the company with a vision that was sculpted out of rebellion and carved by individuality. Chambers started off as a lawyer and worked his way up the ladder but after winning a major case, he opted out in order to follow that little rebellion inside him and build motorcycles that were adorned by the true American industrial design character and his love for hot-rods.

He established Confederate Motor Company in 1991, and since then there has not been a single product that has wandered off CMC’s core values. Products like the Hellcat Combat and the Wraith rocketed CMC to new heights in the galaxy. In 2005, the Hellcat Combat made its debut and to the world’s surprise, it took the company global. After that, came the Wraith which needless to say, was the ultimate custom bike that truly portrayed American rebelliousness with elements that shouted industrial designing. The firm’s latest machine, the P120 Fighter is as solid and rugged as American designing can get. Machines built by CMC are more like rock stars with a love me or hate me attitude.

F131 HELLCAT COMBAT

If you think custom bikes are motorcycles that only boast of poser appeal, then I would recommend you reconsider. The F131 Hellcat Combat is an amazing CMC creation that will perish all the images of chrome laden custom bikes with raked out fronts and fascinating paint jobs from your bloody brain. The design of this beastly machine screams American industrial design which forms the base of CMC’s core values. The F131 is loaded with components that surpass the regular benchmark and create a new niche in terms of quality and exploitation of technology. Use of aircraft grade aluminium and carbonfibre along with exclusive and expensive metals make the Hellcat one expensive ride. However, you get a whole lot more bang for every penny you pay starting with the design itself. The marvellous silhouette of the bike presents a perspective that visualizes future custom bikes. High quality Marzocchi racing front forks clamped to the solid triple trees hold the highly durable 18-inch carbonfibre wheel that is shod with 130/60 Metzeler rubber. The sleek and minimalist front with three tiny lamps and a single speedo/tacho unit with a touch enabled switch gear give a futuristic character to the Hellcat. The uniqueness of the bike lies in the frame which is constructed using thick carbon steel tubes enabling the chassis to hold oil inside these tubes. But the biggest feature on the F131 is the handcrafted radial twin engine. It boasts of mammoth proportions of torque which happens to be 203Nm and 151PS of power. All of this is transferred to the huge 9.4-inch wide rear tyre via a five-speed transmission designed by CMC. Massive braking power comes in the form of six piston, monoblock front callipers with semi-floating 300mm rotors and a two piston CNC machined rear calliper with 240mm rotor. The F131 is a pure example of traditional American custom bike designing meeting contemporary technology and materials to create a futuristic machine.

B120 WRAITH

Have you ever wondered how tanks are built? If not, then I would suggest you read on. Comparing a bike to a tank might seem way to much, however, one look at the Wraith and your queries are answered. This is a machine from Confederate that challenges conventionality. Many creative minds would put up an argument on whether this is a bike or some sort of army experiment. However, in my book, this is definitely a motorcycle and that too an intriguing piece of art and technology. Built using some of the most expensive and exclusive materials, this has to be one of the wildest and the most gorgeous bikes ever built. The B120 features a carbonfibre monocoque frame that makes it more agile and lends excellent torsion and bend rigidity. The frame also eliminates the need for body work as it has the capability of storing fuel and oil in carbon tubes. However, the most eye-catching feature of the Wraith has to be the Girder style front forks. Such suspension units were initially seen on examples such as the Brough Superior, the Vincent and a few others. They had units made out of steel, however, the Wraith features a unit built entirely out of carbonfibre. With CMC everything is exclusive and the Wraith is no exception. Breathing fire whilst sitting in the monocoque frame is a 2.0-litre V-twin motor hand built by Jims/CMC to develop a whopping 176Nm of turning force and 126PS of power. All of which is directed to the rear wheels via a five-speed tranny developed by CMC. The Wraith weighs around 176.9kg (dry) which might be on the heavier side, however, the ride is awesomely comfortable thanks to the well calibrated Penske suspension unit at the rear and high end Girder forks up front. The overall ride quality of the B120 is quite sporty as its dimensions are pretty similar to a sports bike. These examples are built in very few numbers with an ultra high price tag, hence it’s best just to dream about the Wraith.

P120 FIGHTER

After creating the wild and furious Wraith, many were curious about what the company would introduce next. High-end technology and expensive materials were all utilized in the making of the Wraith and many thought that the next CMC creation would follow similar cues. However, Chambers came up with a unique idea. To an extent, he excused the use of carbonfibre and diverted his attention on utilizing a metal that has been used by CMC since the Hellcat – aircraft grade aluminium. Hence his latest creation, the P120 is a hell of a lot different than the other two bikes. To begin with, the P120 features a frame that is built entirely out of aircraft grade aluminium which eliminates the heavy factor from the equation thus creating an agile frame. At first, the massive backbone tube might appear to be hollow at the beginning. However, a closer inspection reveals that the hollow part is actually an oil reservoir which feeds oil to the engine via copper hoses. The backbone also doubles up as an 18-litre fuel tank with a tiny little seat attached at the rear of the tube. But what steals the spotlight is the radial twin monster nestled in the monocoque frame. This 2.0-litre beast develops some staggering figures for a bike made completely out of aluminium. Turning force is rated at 183Nm at the rear wheel with a maximum power output of 162PS. These figures are transmitted to the massive 8-inch wide carbonfibre wheel fitted with 9.4-inch wide Pirelli via a five-speed close ratio tranny from CMC. The cherry on the cake has to be the Girder front forks, again fabricated using aluminium which makes the front extremely agile just like the frame. The P120 might appear to be a rhinoceros, however, it weighs just over two quintals with dimensions close to a sports bike, thus making the handling butter smooth. The P120 is a classic example of rebelliousness and true individualism that is based on the CMC philosophy.