India Biking

Aprilia RS 125, smoker from Italy

2010-04-10T01:54:00.000+05:30

As I have a serious love for two strokers, and personally this is the bike that i like to own apart from the list of super bikes that are available in India. The Aprilia RS125 is the world’s only two stroke bike that is still in production meeting the racing standards of perfection. The bike was first introduced in the year 1992 that had a distinctive angular tail section and a swept front fairing, three spoke alloy rims, engine air intakes, square cut head light and much more for it's time.

As time evolved, the design also evolved giving the latest offering that Aprilia has. Some of the key features that one can thrive for are:

• Legendary RSV 1000R style fairing, windshield and tail;
• RSV factory style crossed spoke wheels;
• Extremely engineered Rotax two stroke engine;
• Super rigid aluminum frame and swing arm derived directly from Aprilia's GP design;
• Upside down fork;
• Front disc mounted with Radial caliper and four opposed pistons;
• Analog cum Digital instrumentation with a multifunctional computer;
• RSV factory style, forged steering yoke;
• Oval sectioned racing exhaust with riveted end plates.

Let's cut the overview and plunge into the detail of this beauty:

Style: The Aprilia RS125 is one of the best looking machines that fall into the 125cc category, the bike has a cutting edge looks that shouts out telling that it's made for the track and made to take the track abuse. The bike is fully faired, not only helps in the looks department but also been extensively tested in wind tunnels for aerodynamic research and then perfected. This guarantees great wind protection and minimum drag for maximum track efficiency. The fairing, windshield and the tail are aerodynamically designed that not only looks aggressive, but also allows the RS 125 to reach mind blowing speeds eliminating all turbulence around the rider and allowing to unleash it's true radical performance. The current production bike also comes with twin a halogen headlight that adds a character to the aggressive looks of the RS125 with a functionality of daylight like lights at night time. Not to forget the design of the tail, that will be the only thing visible after been smoked by RS125, is a replica of a GP style Aprilia that has some of the finest lines that adds character to the bike.

Engine: The engine is a two stroke 125 cc liquid, 6 speed, single cylinder nikasil coated linear engine. I have to tell u guys something, don't get fooled by the 125cc figure, because the Gross Horsepower that is produced by this puny little 125cc engine is a stunning 32.5hp which is 24.2 Kw. Made u think? Yes, it's more than the current Ninja 250 available in India. The powerful yet reliable single cylinder two stroke Rotax-Aprilia engine is a masterpiece of engineering that boasts technical solutions that are state-of-the -art for two strokes, including a crankcase reed valve intake, liquid cooling, anti-vibration balancer shaft and an automatic lubrication mixing system. The engine design has been constantly updated over the year’s right from its launch to keep inline with the latest emission control norms without compromising on the performance. A stunningly designed catalytic converter and precision carburetion has taken the bike forward to pass the Euro 3 standards without compromising on performance that a two stroker thrills with.

Chassis: As the RS125 engine is a pure thriller, there should be a sturdy yet light weight chassis that can complement the bike in all the ways and that what Aprilia has done that, the frame of the RS125 is a sloping twin-spar in thin wall box section cast aluminum with reinforcement cross-ribbing which is the most advanced part of the bike. The frame is developed from Aprilia's vast experience in GP racing that helped them achieve a frame that is extremely light weight and an advanced structure that achieves amazing torsional rigidity that has a standard of it's own among the competitors.

Suspension: The RS125 has the best suspension set-up in its class with a 40mm upside down fork set-up that has been designed to get maximum performance on the race track while also delivering a comfortable ride on the streets. The rear suspension is a swingarm with asymmetric members in thin wall box section cast aluminum that hosts a hydraulic monoshock with adjustable spring preload that is based on Aprilia's GP racing technology for excellent traction and superb comfort on all the surfaces that a street bike can come in contact with.

Brakes: Where comes speed, there comes great responsibility of stopping the bike, and for that the bike is equipped with a 320mm floating disc brake in the front that is mounted with a Radial caliper with four differential diameter pistons of 32-27mm and the rear consisting of a single 220mm disc mounted with a 30mm twin piston calipers that is also equipped with metal braided hoses for perfectly balanced high performance braking in all extreme conditions. Both the brakes are equipped with a radial master cylinder and aeronautical hoses for maximum precision and unrivalled braking power.

Wheels and Tyres: The Aprilla RS125 is equipped with 17" aluminum alloys in both front and rear that comes equipped with a 110/70 17" and a 150/60 17" tubeless radial tyres respectively giving maximum control and grip that one needs both in the race track as well as on streets.

Console: The Aprilia RS125 is equipped with one of the best digital cum analog consoles that is currently available and that can compete with liter class products. The console includes an analog rev counter and a multifunctional digital display equipped with an on-board computer that can be operated from the clip-on's that also displays coolant temperature and an exclusive racing chronometer. What more, the on-board computer can also be interfaced digitally with optical finishing systems that is extensively used on race tracks.

With all the above said stunning features and a mere weight of 127 kg's the Aprilia RS125 churns out 32.5 hp that shouts out to the crowd that it's a "True Italian Performer". Who else would deny owning this Italian beauty?

HOW RIDERS ARE SHAPED FOR MOTOGP

2010-04-02T05:31:00.000+05:30

We all know that MOTOGP is one of the toughest races in the world that demands more from the man as well as the machine. In the case of the machine we will be aware of the technologies involved in shaping the machine for the circuit and the amount of hard work put in to make the machine a winning history.

But are we aware of the process that the riders are being put through before the racing season??? Now, please don’t think that the riders are celebrities and they come only a day before the season to tune their bikes according to their needs and then start practicing and then qualifying and finally race. There are much more than that, all riders have to undergo some of the toughest physical training and tests to take part in a race and this training depends on the climatic conditions, track conditions, the stress level exhibited in the race and much more. Let’s take a sneak peek into the training process.

The ANNUAL PLANNING consisting of the physical training and development for a rider is divided into four periods:

THE PRE-SEASON
PERIOD OF COMPETETION
SUMMER BREAK and
END OF SEASON

THE PRE-SEASON: The Pre-Season usually starts in December and continues till the beginning of the forth coming March and the training during this period is basically the Cardio-Respiratory exercises to increase the stamina and overall strength of the rider. In this period the rider works six days a week with training sessions that lasts minimum six hours a day with just one day of rest. The sessions are divided into three hour sessions approximately with the first session being on a Bi-Cycle and the second one in the swimming pool.

PERIOD OF COMPETETION: This session depends on the proximity of a GP race. The training during this part of the year is any one of the two types: If there is a free week without a race then the physical work is completely aimed at increasing the muscle volume but if there is a week with a race then the muscle volume work-out’s will be lower but with raised intensity. This continues for two to three months and gradually the amount of work to increase the physical volume is reduced and again the intensity will be increased. This is again accompanied by introducing more specific work depending on the needs of the rider himself.

SUMMER BREAK: In this period the exercises introduced will be according to the demands of the rider which will be monitored for the riders needs whether they have to improve overall or just work to build up a specific area.

END OF SEASON: This is the last period of the training for the current year where the body is given a month’s rest and in this period the riders will not be subjected towards total rest. They will just be given the advantage to choose the sports of their liking such as badminton, basketball etc… and other games and activities that will increase their speed of their reflexes.

TYPE OF TRAINING:

CARDIO-RESPIRATORY: This training is to mainly improve the strength and stamina of the rider. The work-out will be like road-racing bicycling and swimming. Riders will ride some hundreds of kilometers every year, climbing mountains similar to “Tour De France” and for the winter the riders will do a cross-country skiing.

ANEROBIC: This training is specifically designed in increasing the physical strength of the body to be precise the upper body and the parts are sternocleidomastoid muscle, trapezium, deltopectorals, biceps, triceps, and forearms. The main target of these exercises is to attain maximum strength with minimum volume. This exercise also concentrates mainly on reflex actions that are vital for a rider during the race failing to which the results can be fatal.

SPECIFIC WORK: This happens during the racing season, depending on where the race is the physical work can be modified a bit so that the rider adapts better to the conditions that they will face during the race. The overall aim of this training is to give the rider the taste of the different conditions that they will be subjected to during the race so that the rider can very well adapt to the stressful changes without much stress.

FOOD PRACTICES: Riders will have a normal diet but with an eye of general control over their food as overweight can be a loss in the race. The riders will have a complete breakfast with lots of calories as they all get burnt during the sessions on the bike. The lunch will constitute protein rich food such as meat or fish and at night carbohydrate rich food will be given as their basic design over this is to have a balanced diet without gaining weight.

LIQUIDS: During a race the rider will approximately lose 1.5 to 2.0 Kg of liquid from their body due to excessive heat, stress etc… So, keeping them hydrated is something very important and also fundamental. The same is followed for the cycling training where the rider consumes a lot of liquid to keep his body hydrated. During the race sessions each rider will carry two essential bottles of liquid one with an isotonic mix and the other with water to keep them hydrated as dehydration means loss of electrolytes and mineral salts that produces higher level of tiredness and cramps that can be fatal during a race.

REST: This is one of the main thing that a rider must get after all the above mentioned work out’s. The team will ensure that the rider gets 8 hrs sleep a day which is vital, missing that the rider will be subjected to tiredness and fatigue which when happens during the race can be disastrous to himself as well as the others on the circuit. If the rider needs some more rest, then the team will also ensure that the rider takes a small afternoon naps to refresh his mind and body. These are the vigorous tests that each and every MOTOGP rider is subjected before hopping on to their monsters with some X amount of Bhp’s and Torque that can top an excess of whopping 320 kmph or more in just a few seconds. Pretty easy on papers isn’t it??

HID's - A Brief!

2010-04-02T04:51:00.000+05:30

I know that this is one hot topic that is creating a staggering presence amongst all; both in terms of technicalities as well as its road presence after the installation. So What are HIDs Ok, I do agree that it’s mere white light, but what makes it so special that is one step ahead in terms of technology? Because even other top brands and some Chinese brands have halogen bulbs with a blue tint coating that resembles HIDs. Lets do a deep diving session on HIDs.

What is a HID: A simple abbreviation of HID is High Intensity Discharge. A halogen bulb consists of a normal filament resembling a normal bulb but with some inert gas surrounding it, when current applied at the hot and the cold terminals the filament glows brightly producing light. In contrast the HID bulbs has not filaments at all, but instead consists of Xenon gas, mercury and metal halide salts that are ignited by an arc of high voltage current that glows brightly.

The high voltage that is required by the bulb for arching is generally produced by Ballast that works on DC power. Although these HIDs sometime before were to be found only in expensive and exotic cars, now they have come with different pricing and technical options that can be easily installed in today’s Motorcycles as well.

Why Install HID’s When I have Halogen: Although this is purely a personal choice HIDs produce 300% more light than normal halogen that gives great illumination in the nights that are really helpful for tourers. HIDs can also produce two different beams namely the Hi and Lo from a single bulb by a small magnetic solenoid that moves forth and back and are known as Bi-Xenons that can be used for vehicles carrying the bulb type H4. There are also single beam xenon’s that can be installed in H4’s.

Color Options Available in HIDs: There are plenty of color options available from some of the unknown manufacturers ranging from golden yellow to bright pink. But generally 4100K where K is the unit of color temperature which gives out Bright Daylight white and 6000K which is bright white is permitted in most of the countries. There are also other manufacturers who produce HIDs with a color temperature ranging from 4100K to 30000K but anything above 6000k is illegal in any country. The more the Kelvin the more bluish the light will be and the end results will be more fatigue resulting to some nasty disasters at night. That’s the reason why company manufacturers stick to 4100K and 6000K.

Can I Install HIDs in My Current Bike? The answer is yes; of course you can install it in your current bike, with lots of aftermarket HID conversion kits available in the market today but conditions apply satisfying some of the main factors. The Battery, the more the amps the better it is, minimum 12V 9A battery will do the job perfectly. Although it is illegal in India to use HIDs without projectors one can install the HIDs with the given LOBES that minimizes the direct contact of the light source to on-coming vehicles thus minimizing distractions. The advisable color range is always 4100K where there is abundant light that can be used. The more the Kelvin the less the light on road because of the reflections and always remember the higher Kelvin range HIDs are cop magnets. The last one is the bulb type as most of us carry is H4 generic and only Pulsar 220 has H7 that is of a car’s model anyone can install it specifying the type of the bulb.

How Are HIDs Priced: This is where a lot of people back-off considering its price. Yes, HIDs are a bit expensive, they cost from a mere 2500 rupees to a whopping 12000 rupees for bikes and same for the cars depending on the quality of the product. The Chinese ones will be the most inexpensive but branded ones like Philips and Osram will cost you more than 6000 rupees and they go all the way up to 12000 but as they are OEM manufacturers they do not exceed 6000K for safety purpose. But, investing in HIDs is a wise investment that one will never regret later for the amount of illumination and the life hours it is always worth every penny.

What Should I Look Into While Buying HIDs? The first and foremost thing is the brand, although Chinese ones are cheaper they are not worth even that money as they can trouble you from day one as they don’t carry a warranty with them. Branded HID conversion kits come with a standard one year warranty that can be replaced with the new ones if they are found to be defective in nature. The second thing is the Kelvin color temperature; do not exceed 6000K as anything above 6000K is illegal and the best known cop magnets.

Inside The Box You Will Find: One HID bulb, one wiring Harness, one Ballast with built-in igniter and one relay.Although HIDs are a boon over the conventional halogens, these should be treated and used in the way it is meant to be as using technology in illegal ways can lead to some nasty disasters.

- Ram

Blogger Buzz: Blogger integrates with Amazon Associates

2010-03-29T16:45:00.000+05:30

Blogger Buzz: Blogger integrates with Amazon Associates

BAJAJ BLADE...COMING SOON.....

2009-06-05T10:28:00.000+05:30

BAJAJ AUTO is gearing up the scooter again with their all new BAJAJ BLADE.. Though there are no reviews as of now. here goes the specs:

VEHICLE SUMMARY
Name: Blade 125
Model: DTSi
Type: Scooterette
Top Speed: 95kph

ENGINE SPECIFICATIONS
Displacement: 125cc
Engine: 4 valve DTS-i
Maximum Power: 11.5 Bhp
Gears: 4 Speed
Cooling Type: Air Cooling

OTHER SPECIFICATIONS
Weight: 163.00 kg
Ground Clearance: 140.00 mm
Fuel Tank: 14.50 ltrs
Wheelbase: 1370.00 mm
Wheel Type: 12" Alloys
Wheel Size: 3.25x19", Rear 3.50x19" mm
Tubeless: Y
Colors: Red

ACTIVE AND PASSIVE SAFETY
Suspension(Front): Telescopic hydraulic absorbers
Suspension(Rear): Pivoted fork with Absorbers
Brakes: Disc
Brakes(Rear): Drum
Stand Alarm: NA

COMFORT AND CONVENIENCE
Fuel Guage: Analogue
Self Start:
Tacho Meter: Analogue
Trip Meter: None
Alloys: Y
Speedometer: Analogue
Passenger Footrest: Y
Passenger Backrest: Y
Step-up Seat: NA
Pass-light: Y
Low Fuel Indicator: Y
Low Oil Indicator: Y
Low Battery Indicator: Y
High Oil Temp. Indicator: Y
Choked Air Filter Indicator:Y

JAWA

2009-05-20T17:57:00.000+05:30

The Czech manufacturer announced an all-new bike on its 80th birthday

All of you, who think that the Jawa brand went extinct after its short run in the country, get this. The Czech brand, though well past its glory days, has managed to survive thanks to its ardent fans. In fact, Jawa is actually celebrating its 80th anniversary this year.

Set up by František Janeček in Czechoslovakia in the year 1929, the brand has been in existence for eight entire decades. According to the information available on the company’s website, Jawa still makes motorcycles, dune buggies and even a small car. Though their current range may not be exactly modern, the company plans to launch better, more contemporary products. The latest bike to be announced by the Czech manufacturer is the 650 Dakar which will be fitted with a single cylinder liquid-cooled 652cc four-stroke engine from the Yamaha XT660. This rather basic engine produces 47bhp at 6500rpm with a healthy 57Nm of torque at 5000rpm.

The bike will be available in regular as well as touring versions. The latter gets a bigger windshield and a set of three luggage cases. The 650 Dakar will be available from 2010 onwards.

Latest Launch- TVS Scooty Streak

2009-05-20T16:59:00.000+05:30

TVS, the company that has to its credit one of the most successful mini scooters in India, Scooty Pep and it has recently launched Scooty Streak, another promising bike for youngsters. The TVS Scooty Streak is designed to capture the 100 cc plus four stroke scooter market.

While the 90 cc Scooty Pep was targeted towards young women, with the 100 cc plus Scooty Streak TVS plans to get hold on a larger customer base by targeting young male customers as well. TVS Scooty Streak, although a class in itself, has been positioned against bikes like Aviator from Honda, Access from Suzuki and Flyte from Kinetic.

The old looks of the Scooty Pep are retained but the bike still has a new charm to it with super styling and smart looks just right to woo the metrosex scooter riders. New additions include the mobile charger, a lockable glove box, anti skid wide tyres and more. The exterior of the Scooty Streak have been slightly modified to give it a cooler look. The seat is designed to give you a feel of sitting on the bike, the head lamp is slightly tweaked to maker it look sharp and the blinkers have been given the triangle shape to give it a young and stylish look. The mirrors on the handle have the body color back to add to the zing. Like in the Scooty Pep, the foot board is plain and easy in the Scooty Streak also. If only the petrol tank had not been fit into the back, it would have so much more cooler to get the fuel filled without getting down like in a bike.

The bike offers superior ride quality with its high-comfort contoured seat and the all aluminium shock absorbers that provide stress free riding even on bad roads. It comes with broad anti-skid tyres that provide enhanced wet braking stability and is equipped with an external fuel fill at the rear for refueling.

The new Scooty from TVS is equipped with all aluminum shock absorbers to ensure an easy and bump free ride even on pot-holed city roads and enhanced wet braking to ensure safety even on wet roads. The engine is especially designed light weight engine to provide enhanced fuel economy, perhaps the best in the class. With a product so superior, TVS surprises you with its value pricing. Priced at INR 38,000 ex-showroom, the TVS Scooty Streak gives you all the worth for you money, more probably.

The scooter is available in 5 colors – black, red, blue, pink and mauve, all designed to impress its target segment – teen youth. Moreover, the brand ambassador for the TVS Scooty Streak is Sania Mirza, the youth icon, a strategy sure woo the target segment.

KAWASAKI NINJA 250R TO HIT INDIAN ROADS

2009-05-20T15:44:00.000+05:30

KAWASAKI NINJA 250R COMING SOON!!!

At 2008 Autoexpo, Bajaj Auto’s pavilion was buzzing with activity as Bajaj Auto decided to display motorcycles from not only its own stable, but also from Kawasaki and KTM. One bike in particular which caught almost every one’s attention was the Kawasaki Ninja 250R, adoringly called, Baby Ninja.

As Kawasaki announces the arrival of 2009 Ninja 250R in US, we are left wondering, when will biking enthusiasts in India get to ride one of these? The Answer has come now!!!!!

Yes, After lots of delay, finally Bajaj announced that they will launch Kawasaki Ninja 250R in May-june this year. Kawasaki Ninja 250 is one of the most selling bike from the stable of Kawasaki. The bike throughout the world is known for its power and fuel efficiency combination. Other feature which makes this bike a popular toy among the experience bikers its light handling as well as its comfort. Can be considered a entry level sports bike but making good statement as street bike too.

The company said that the Kawasaki Ninja will be introduced as a completely-built unit; they will assemble KTM`s bigger bikes, like the Duke and RR, at their Chakan facility.

This simply means that price of Bajaj Kawasaki Ninja 250R will be around Rs. 2 lakhs. They said that will also launch a few motorcycles from Austrian firm KTM next year. It is also jointly developing some bikes with KTM for the Indian market that will hit the road later. Bajaj owns nearly 30% stake in KTM. But those bikes will be assembled in India and hence their prices will be competitive and affordable.

SPECS:

Engine:
Engine Type Parallel Twin
Cylinders 2
Engine Stroke 4-Stroke
Cooling Liquid
Valves 8
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 11.6:1
Starter Electric
Fuel Requirements RegularFuel Type Gas

Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain

Wheels & Tires:
Front Tire (Full Spec) 110/70 R17
Rear Tire (Full Spec) 130/70 R17

Brakes:
Front Brake Type Hydraulic Disc
Rear Brake Type Disc

Technical Specifications:
Wheelbase (in/mm) 55.1 / 1399.5
Fuel Capacity (gal/l) 4.8 / 18.2

COLOURS AVAILABLE:

Yamaha MTR01 and YZF R1 launched in India

2009-05-20T13:08:00.000+05:30

Yamaha MTR01 and YZF R1 launched in India

Yamaha has become the first player in the market to bring their niche motorcycle products in the Indian market.

The company has now launched their MTR01 and YZF R1 premium bikes in the Indian market. These bikes are priced at Rs 10.5 lakh (ex-showroom Delhi).

Yamaha is now a small player in the Indian two wheeler market and they aim to generate the much needed excitement by launching these new products.

A company representative said: “We are looking at re-establishing the Yamaha brand in the country. We are therefore looking at fresh products targeted at the niche segment with better technology.”

Yamaha now has no plan to concentrate on the commuter or 100 cc segment anymore.

YZF R1

SPECS:

Engine:
Engine Type Horizontal In-line
Cylinders 4
Engine Stroke 4-Stroke
Cooling Liquid
Valves 16
Valves Per Cylinder 4
Valve Configuration DOHC
Compression Ratio 12.7:1
Starter Electric
Fuel Requirements Regular
Fuel Type Gas

Transmission:
Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain

Wheels & Tires:
Front Tire (Full Spec) Pirelli® 120/70 ZR17
Rear Tire (Full Spec) Pirelli® 190/50 ZR17

Brakes:
Front Brake Type Dual Hydraulic Disc
Rear Brake Type Hydraulic Disc

Technical Specifications:
Wheelbase (in/mm) 55.7 / 1414.8
Fuel Capacity (gal/l) 4.75 / 18

YAMAHA MTO1

SPECS:

Model: Yamaha MT-01
Year: 2005
Category: Naked bike
Rating: 75.2 out of 100.

Engine and transmission
Displacement: 1670.00 ccm (101.90 cubic inches)
Engine type: V2
Stroke: 4
Power: 90.00 HP (65.7 kW)) @ 4750 RPM
Torque: 150.10 Nm (15.3 kgf-m or 110.7 ft.lbs) @ 3750 RPM
Compression: 8.4:1
Bore x stroke: 97.0 x 113.0 mm (3.8 x 4.4 inches)
Fuel system: Injection
Valves per cylinder: 4
Fuel control: OHV
Starter: Electric
Lubrication system: Dry sump
Cooling system: Air
Gearbox: 5-speed
Transmission type
final drive: Chain
Clutch: Wet, multiple-disc

Physical measures
Dry weight: 240.0 kg (529.1 pounds)
Front percentage of weight: 47.0
Rear percentage of weight: 53.0
Overall height: 825 mm (32.5 inches)
Overall length: 2,185 mm (86.0 inches)
Overall width: 790 mm (31.1 inches)
Ground clearance: 140 mm (5.5 inches)
Wheelbase: 1,525 mm (60.0 inches)

Chassis and dimensions
Frame type: Newly designed aluminium CF die-cast sports frame, R1-type die-cast aluminium subframe
Rake (fork angle): 25.0°
Trail: 103 mm (4.1 inches)
Front suspension: Fully-adjustable R1-derived upside down 43mm forks
Front suspension travel: 120 mm (4.7 inches)
Rear suspension: Horizontal fully-adjustable rear shock
Rear suspension travel: 117 mm (4.6 inches)
Front tyre dimensions: 120/70-ZR17 M/C (58W)
Rear tyre dimensions: 190/50-ZR17 M/C (73W)
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 267 mm (10.5 inches)
Speed and acceleration
Power/weight ratio: 0.3750 HP/kg
Other specifications
Fuel capacity: 15.00 litres (3.96 gallons)
Reserve fuel capacity: 3.00 litres (0.79 gallons)

Speed and acceleration
Power/weight ratio: 0.3750 HP/kg
Others

Other specifications
Fuel capacity: 15.00 litres (3.96 gallons)
Reserve fuel capacity: 3.00 litres (0.79 gallons)

HONDA LAUNCHES CBR 1000RR AND CB1000R IN INDIA

2009-05-20T12:22:00.000+05:30

Honda Motorcycle & Scooter India (HMSI) has had an aggressive growth path for itself in the fast-growing bike segment. It now plans to launch a 100cc bike by December and introduce five more models in three years with the objective of en cashing on the growing opportunities in the bike market.

Talking about the proposed move and confirming the same Mr. Naresh Kumar Rattan, operating head, Sales & Marketing, HMSI, said, “The bike segment is a good business for us and we would be focusing on it. We expect to grow in the bike space by 25% by next year.” He declined to reveal the details of the new models and the segments they would be considered. “We cannot speak about our upcoming products now.”

HMSI is renowned in India for the Honda Activa, its gearless scooter. The intention now is to have a significant presence in the bike segment where it is a marginal player. The company presently offers three bikes namely Unicorn, Shine and Stunner. In the year 2008-09, HMSI has sold over five lakh bikes which is up 40% from 2007-08. Overall, HMSI sold 10.7 lakh two-wheelers (bikes and scooters) during FY09. The company has now set itself a target to produce 12.5 lakh two wheelers for 2009-10.

HMSI has very recently entered the fun bike segment with the launch of the CBR 1000RR Fireblade and CB1000R models which are at the higher end segment. These are in the Rs 9.5-12.5 lakh price range. The company also has plans to increase its dealership and branches. With the intention to grow in the bike segment, HMSI will be up against Hero Honda where Honda is a joint venture partner.

Hero Honda is presently the biggest player in the bike segment with a 40% market share. Though HMSI officials say their existing models and those in the pipeline are not in the same segment as that of Hero Honda’s, they will compete for the same customer.

According to the Society of Indian Automobile Manufacturers (SIAM), two wheelers constitute three-fourths of the total number of vehicles sold in the domestic market. Hero Honda is the market leader and is followed by Bajaj and TVS in the domestic market. HMSI is one of the major players in the automatic gear scooter segment. HMSI, on Tuesday, launched a 110cc variant of Honda Activa for the Western market.

Identification

Model Type Sport
BASE MSRP(US) $12,999.00
Dealers Honda Dealers
Warranty 12 mnths

Engine:
Engine Type Horizontal In-line
Cylinders 4
Engine Stroke 4-Stroke
Cooling Liquid
Valves 16
Valves Per Cylinder 4
Valve Configuration DOHC
Bore (mm/in) 76 / 2.99
Stroke (mm/in) 55.1 / 2.17
Displacement (cc/ci) 999 / 61
Compression Ratio 12.3:1
Starter Electric
Emissions Standards Standard Emissions
Ram Air Induction Yes
Fuel Type Gas
Carburetion Brand Denso
Fuel Injector Yes
Fuel Injector Size (mm) 46
Carburetor NoCarburetion Type Fuel Injected

Transmission:

Transmission Type Manual
Number Of Speeds 6
Primary Drive (Rear Wheel) Chain
Reverse No

Wheels & Tires:
Wheels Composition Aluminum
Tube / Tubeless Tubeless
Front Wheel Width (in) 3.5
Rear Wheel Width (in) 6
Chromed No
Front Tire Width 120
Front Tire Aspect Ratio 70
Front Tire Speed Rating Z
Front Wheel Diameter 17
Rear Tire Width 190
Rear Tire Aspect Ratio 50
Rear Tire Speed Rating Z
Rear Wheel Diameter 17
Front Tire (Full Spec) 120/70 ZR17
Rear Tire (Full Spec) 190/50 ZR17

Brakes:
Front Brake Type Dual Disc
Front Brake Diameter (in/mm) 12.6 / 320
Front Caliper Pistons 4
Rear Brake Type Disc
Rear Brake Diameter (in/mm) 8.7 / 220
Rear Caliper Pistons 1
Anti-Lock Brakes Standard

Suspension:
Front Suspension Type Inverted Fork
Front Suspension Size (in/mm) 1.7 / 43
Front Travel (in/mm) 4.3 / 109.2
Front Adjustable Fork Pre-Load Yes
Front Adjustable Rebound Damping Yes
Front Central Suspension Strut No
Steering Damper Yes
Rear Suspension Type Twin Sided Swing Arm
Rear Travel (in/mm) 5.4 / 137.2
Rear Adjustable Shock / Spring Pre-Load Yes
Rear Adjustable Rebound Damping Yes
Number Rear Shock Absorbers 1
Rear Suspension Brand Name Unit Pro Link™
Rear Suspension Material Aluminum
Air Adjustable No

Steering:
Steering Control Handlebar
Technical Specifications:
Wheelbase (in/mm) 55.4 / 1407.2
Rake (degrees) 23.3
Trail (in/mm) 3.8 / 96.2
Wet Weight (lbs/kg) 461.7 / 209.4
Fuel Capacity (gal/l) 4.7 / 17.8
Fuel Capacity Reserve (gal/l) 1.06 / 4
Performance Standard

Seats:
Seat Type Two-Piece
Adjustable No
Seat Material Vinyl
Seat Location Driver and Passenger
Folding No
Seat Height (in/mm) 32.3 / 820.4
Number Of Seats 2
Grab Rail or Strap Standard

Exterior:
Frame Aluminum
Body Material Plastic
Hand Grip Material Rubber
Foot Peg Location Driver and Passenger
Drive Shaft Guard No
Fork Guards Yes
Saddle Bag Guard No
Belt Guard No
Hand Guards No
Brush Guard No
Light Guard No
Fuel Tank Cover Yes
Front Fender Material Plastic
Rear Fender Material Plastic
Top Crown Standard
Stand Type Kick
Lower Fairing Standard
Spoiler Standard
Handlebars Standard
Upper Fairing Standard
License Plate Standard

Instrumentation:
Digital Instrumentation Standard
Clock Standard
Tachometer Standard
Trip Odometer Standard
Trip Computer Standard
Speedometer Standard
Temperature Warning Type Gauge
Fuel Level Warning Type Gauge

Pricing:
Warranty (Condition) Limited
Zero Price Schema 0
NADA Value Average 0
NADA Value Low 0
NADA Value High 0
Identification:
Generic Type (Primary) Sport
Manufacturer Country Japan
Introduction Year 2009
MIC Model Segment ON-HWY Sport Bike Over 750cc
NADATrimID 33111
CRS -> NADA Map 6200024339

Mounts:
Windshield Mounts Standard
Paint & Finish:
Paint Standard
Glass:
Folding Yes
Windshield Lowers No
Height Adjustable No
Tinted Yes
Height Low

Storage:
Underseat Storage Standard

Lights:
Headlight Mounts Standard
Halogen Headlight (s) Standard

Convenience:
Handlebar Lock Standard

CB 1000R

The CB1000R is a whole new bag for Honda. A bike designed with Europe in mind and one that uses a retuned version of the ‘07 CBR1000RR engine and runs ‘08 Fireblade forks, ‘08 Fireblade brakes, a beautiful single-sided swingarm and styling tailored to the decor of the very best designer cafes in Milan

Then there’s the short, stubby attitude of the CB1000R: the tiny seat unit designed as a token gesture to attract nubile young goddesses who may want to perch on your steed, so to speak. In reality no real human would want to sit on the back and you’d never get a tail pack on it, but Honda designed it that way. It’s all about being aggressive, minimal, and saying to everyone watching that hey, I’m a no-compromise kind of person who likes to ride fast and look good (well, as good as you can look when you resemble a Manatee!).

The CB1000R weighs in wet at 217kg, which is just 18kg more than the super lightweight 2008 Blade, and most of that extra weight is in the heavily braced single-sided swingarm.

Scope out that swoopy four-spoke rear wheel, the LCD clocks that are claimed to be the most expensive Honda makes, the jagged lines of the bodywork and the aggressive ‘angry alien here to destroy’ stance, and you can tell this is no normal Japanese naked bike. It’s designed to give a sporty ride with the stylish looks of a naked, and believe me it more than delivers the goods.

The CB1000R is a serious bit of kit that aims to do a totally different job to that of the old Hornet 900, and out on the road the bike is gentle, easy and torquey. The fuelling is perfect, the grunt is huge. One hundred and thirty horsepower is heaps but it’s more about the torque and the way the power is delivered that impressed yours truly. It comes on clean and chunky to the point where sixth gear will pull 50kph with no quivers from the transmission; no rattles, just tidy, clean drive. Try that on most other nudes and you’ll be reaching for an inhaler to spray down its air intakes. Hit 8000rpm and there’s no noticeable switch in delivery but by then it’s pulling at its peak and doesn’t ease off till it hits the 10 thou mark.

Hitting the motorway and the CB1000R comes into its own. You can feel how agile it is when cutting through traffic. It steers quickly, yet the boffins behind the bike have managed to make it stable at speed – quite a feat when you consider how quickly it turns into a corner. Sit at 120kph and the Honda is surprisingly comfortable. You feel close to the headstock of the bike, yet deep enough in the seat to not feel the full force of the wind.

Where the CB1000R really comes into its own is on nice, tight, flowing roads and it’s here where it likes to live. The big Honda is so easy to ride fast that you really don’t have to think about what gear and when to get on the throttle. It seems to let you get away with riding the road and not thinking about the bike. The Honda fair leaps out of corners, putting all of its torque to the ground and is round the rev-counter before you know it. Shift at 10,000rpm and it feels like the perfect blend of power and torque for the road.

The suspension is softer than the Triumph but, for me, gives the perfect blend of feel and comfort. I don’t want a bike that’s too hard, just one that lets me know what the wheels are doing and doesn’t pitch around under power or braking. The only thing the CB1000R lacks is a bit of soul and the noise that you get from the Brutale and the Speed Triple. But for the real world, where cops are hiding in bushes with speed guns and decibel counters, the roads are getting ever busier and a sizable portion of said roads resemble a patchwork quilt, Honda has come up with a brilliant naked bike.

Specifications

Engine type: Liquid-cooled four-stroke 16-valve DOHC inline-four
Displacement: 998cc
Bore x stroke: 75 x 56.5mm
Carburation: PGM-FI electronic fuel injection
Ignition: Computer-controlled digital transistorised with electronic advance
Suspension: Front: 43mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression and rebound adjustment, 120mm cushion stroke
Suspension: Rear: Monoshock with gas-charged HMSA damper featuring 10-step preload and stepless rebound damping adjustment, 128mm axle travel
Front brakes: 310 x 4.5mm dual hydraulic disc with four-piston callipers, floating rotors and sintered metal pads
Rear brakes: 256 x 5mm hydraulic disc with dual-piston caliper and sintered metal pads
Front tyres: 120/70 R17
Rear tyres: 180/55 R17
Wheelbase: 1445mm
Seat height: 828mm
Ground clearance: 130mm
Fuel capacity: 17 litres (including four-litre LCD indicated reserve)
Dimensions: 2090 x 775 x 1090mm

HONDA CBR 150R COMING SOON.......

2009-05-20T11:47:00.001+05:30

HMSI has planned to introduce CBR series of CBR 150 R in India. This sporty version is known well to all the Honda Ethusiasts. This for sure will be an R-15 Killer. Specs. for now.

Specifications :
Honda CBR 150R
◘ Model: Honda CBR 150R
◘ Year: 2009
◘ Category: Sport
◘ Rating: 72.3 out of 100
◘ Engine and transmission
◘ Displacement: 149.40 ccm (9.12 cubic inches)
◘ Engine type: Single cylinder
◘ Stroke: 4
◘ Power: 17.00 HP (12.4 kW))
◘ Compression: 11.0:1
◘ Bore x stroke: 63.5 x 47.2 mm (2.5 x 1.9 inches)
◘ Fuel system: Carburettor
◘ Valves per cylinder: 4
◘ Fuel control: DOHC
◘ Ignition: CDI Direct System
◘ Starter: Electric
◘ Lubrication system: Wet sump
◘ Cooling system: Liquid
◘ Gearbox: 6-speed
◘ Transmission type
◘ final drive: Chain
◘ Clutch: Wet Multiple Disk

Physical measures◘ Dry weight: 115.0 kg (253.5 pounds)
◘ Seat height: 776 mm (30.6 inches)
◘ Overall height: 1 mm (0.0 inches)
◘ Overall length: 1 mm (0.0 inches)
◘ Overall width: 652 mm (25.7 inches)
◘ Ground clearance: 172 mm (6.8 inches)
◘ Wheelbase: 1 mm (0.0 inches)

Chassis and dimensions◘ Frame type: Aluminum Frame
◘ Front suspension: Telescopic forks
◘ Rear suspension: Monoshock
◘ Rear suspension travel: 120 mm (4.7 inches)
◘ Front brakes: Single disc. 2-piston caliper
◘ Front brakes diameter: 276 mm (10.9 inches)
◘ Rear brakes: Single disc. 2-piston caliper
◘ Rear brakes diameter: 220 mm (8.7 inches)
◘ Exhaust system: Painted black steel pipe and chrome coated muffler

Speed and acceleration◘ Top speed: 160.0 km/h (99.4 mph)
◘ Power/weight ratio: 0.1478 HP/kg

Other specifications◘ Fuel capacity: 10.00 litres (2.64 gallons)
◘ Fuel consumption pr. 10 km (6.2 miles): 3.00 litres (0.79 gallons)
◘ Color options: Red/grey, black/grey, blue/grey.

INDIA GETS HONDA UNICORN GRAND PRIX EDITION

2009-05-20T11:46:00.000+05:30

Yet another Grand Prix limited edition from Honda, in racing blue, white and green livery. The previous one came in Repsol colors with flourescent orange alloys.

“The limited edition Unicorn Grand Prix Edition is derived from Honda’s racing DNA and the new sporty graphics reflect true racing attitude.” according to Honda. 3500 limited edition bikes will be built and will retail at Rs. 59,290 Ex-Showroom Delhi.

SPECS:

VEHICLE SUMMARY
Name: Unicorn Grandprix GP
Type: Sports
Top Speed: 101kph

ENGINE SPECIFICATIONS
Displacement: 149.1cc
Engine: 4 Stroke, Air Cooled OHC, Single Cylinder
Maximum Power: 13.3bhp@8000rpm
Maximum Torque: 1.3kgm@5500rpm
Gears: 5 Speed
Clutch: 0
Bore: 57.3
Stroke: 57.8
Cylinder Configuration: NA
Engine Block Material: NA
Chassis Type: NA
Cooling Type: Air Cooling
Carburetor: CV Type
0 to 60: 5.00 sec.

DIMENSIONS
Length: 2095.00 mm
Width: 750.00 mm
Height: 1100.00 mm

OTHER SPECIFICATIONS
Weight: 146.00 kg
Ground Clearance: 168.00 mm
Fuel Tank: 13.00 ltrs
Wheelbase: 1340.00 mm
Electrical System: NA
Headlamp: Halogen (12V/35W)
Battery Type: 12V - 2.5 Ah(Kick) / 12V - 7 Ah(Self)
Battery Capacity: 12V
Horn: NA
Wheel Size: 2.75 x 18", 3.00 X 18" mm
Tubeless:
Colors: Available in White, Blue & Green Combination with Black Alloys

ACTIVE AND PASSIVE SAFETY
Suspension(Front): Telescopic
Suspension(Rear): Advanced Technology Mono-suspension
Brakes: 240mm Disc
Brakes(Rear): 130 mm Drum
Stand Alarm:

COMFORT AND CONVENIENCE
Fuel Guage: Analogue
Self Start: Y
Tacho Meter: Analogue
Trip Meter: Analogue-1
Alloys: Y
Warranty: NA
Speedometer: Analogue
Passenger Footrest: Y
Passenger Backrest: NA
Step-up Seat: NA
Pass-light:Y
Low Fuel Indicator: Y
Low Oil Indicator: NA
Low Battery Indicator: NA
High Oil Temp. Indicator: NA
Choked Air Filter Indicator:NA

Yamaha may launch new Fazer 150

2009-05-20T11:45:00.000+05:30

Yamaha India is on top registering sales growth since last some months. This is due to Yamaha's new models fz16, fz-s and R15. Now its turn for Mini fazer, A new 150cc bike from yamaha. Yamaha Fazer 150 is derived from its international parent Fazer 1000.

Yamaha fazer 1000

Spotted Yamaha Fazer 150

Yamaha Fazer was caught to be tested on road. Those who dislike the naked headlight of FZ16 or even dislike the look of FZ-S, they will be provided with new option, Fazer 150!! As Fazer is now being tested, we may expect its launch in near future, though there is no official announcement about Fazer 150.

Hero Honda to launch 12 new bikes in 2008-(mid) 2009..!!

2009-05-20T11:44:00.000+05:30

Hero Honda has 12 bikes lined up till Mid-2009..!!

Pawan Munjal, CEO, Hero Honda said it will launch 12 new bikes across entry executive premium segment, reports MoneyControl.Com".

Mr. Pawan Munjal (center) at the launch of the CBZ Xtreme

"Between the expos of 2006 –08, we had 18 launches.

Going forward, in the next 18 months, we have 12 new launches and are looking at all three segments.

We have focus on all the three segments and more and more on the premium, the youth and on the youngsters," said Pawan Munjal, CEO, Hero Honda Motors.

"Fuel Injected" Royal Enfield Bullet 500 Electra

2009-05-20T11:43:00.000+05:30

What you see below are the pics/photos of the new "Fuel Injected" Royal Enfield 500 Bullet Electra EFI..

The Bullet 500 Electra EFI is right now an import only model and will soon make its appearence on foreign shores soon.

Apart from Fuel Injection, The Bullet 500 Electra EFI also features a Unit Construction Engine (Engine-Gearbox in a single block) and a more conventional left side gear shifter.. which sets this particular model apart from previous Royal Enfield models.

The Bullet 500 Electra EFI is right now an export only model.. The classic looking speedometer shows the reading in MPH (miles per hour). The Bullet 500 Electra also "Probably" features a twin spark plug like design on its single cylinder engine..

The 500 Electra EFI also features front discs and a gas filled rear suspension.

There are news of a 350 cc engine with similar Unit Construction Engine (without the Fuel Injection) that is being prepared for an India launch..!!

Technical Specifications of the Royal Enfield Bullet 500 Electra EFI:

Engine:
4 Stroke Single Cylinder
Capacity: 499 cc
Max Power: 30 hp

Electronic fuel injection
Kick and Electric start
5 Gears

Suspension
Front: Telescopic front Forks
Rear: Gas Filled, 5 stage Adjustable

Brakes
Front: 280 mm disk with dual-piston caliper
Rear: 153 mm drum

Wheels
Front: 90/90 X 19 '
Rear: 100/90 X 19 '

Capacity, weights and dimensions
Fuel Tank of 14.5 lts (reserve 1.5 lts)
Weight 180 kg in running order
Length of 2200 cm
Width of 790 mm
Seat height of 820 mm

Fuel Consumption: 3.3 lts/100km
Price: 5,990 € (Euros)

FAT TYRE Vs STOCK

2009-05-20T11:42:00.001+05:30

It seems like most of the Indian bikers/consumers seem to prefer a bigger/wider rear tyre on their bikes (dont know really why??)

One doesn’t have to look beyond the modifications that guys/"desi" bikers carry out on their bikes. Fitting a loud exhaust and a wider rear tyre and a fancy horn & some LED's to soup up the bike always happens to be among the favourite ones.

Actually fitting too wide a rear tyre also has the following negative implications.

"Give bikers what they WANT and they would move Heaven and Earth to get it."
Decrease the performance and fuel efficiency of the bike by increasing the "Rolling Resistance" and adding additional weight.
It can also adversely affect the handling of the bike.
Even if "Average Kya hai..??" (What's the average mileage..??) still happens to be the national anthem among "desi" bikers, surprisingly they also seem to prefer a wider rear tyre.

So why do we seem to prefer a wider rear tyre..??

Reason #1: Aesthetics

Most of us who have seen a Super Bike are always in awe of the impossibly wide rear tyre that those exotic bikes possess. Who wouldn’t like to dream of riding a similar machine someday? So while we work towards that transition, we may want to ride something which shows off to the world that we are indeed riding something powerful (Whether what they ride is really powerful or not is a different matter altogether).

Reason #2: Safety

Normally a wider tyre at the rear gives the feeling that while taking sharp turns and while braking, such a tyre would provide with more contact patch and therefore would be a safer one as well.

But the other day a particular guy put forward his point of view on this..

"Most of the braking load is on the front tire and thats as thick as it needs to be. Shall i say it again, already tested and proven on the race track. You dont brake or corner half as much as that on the street".

Actually is it true. About 70-80 % of the braking in a motorcycle takes place on the front wheels. That’s exactly the reason why the front brakes are made more powerful on motorcycles.

Ok I understand.. But I would still say that a wider rear tyre is a "Psychological" need and maybe an "Emotional" need as well.

In the end it all boils down to what Bikers "Need" and what they actually "Want".. and I can safely tell you that "Give bikers what they WANT and they would move Heaven and Earth to get it."

Come to think of it, even Honda (HMSI) has to increase the size of the rear tyre of the New Unicorn from it earlier size 3.00 (inches) to size 100 (in mm).

The Unicorn had a tyre upgrade after intensive research on that bike by HMSI Engineers who were very careful about the upgrade and didn't want to loose the bike's confidence in handling and so do the other companies.

But the normal tyre change that we do where we go in for a fatter tyre eventually has its own positives and negatives and one has to be careful about that, afterall life dosen't give you a second chance.

MAKING OF THE PULSAR....

2009-05-20T11:41:00.001+05:30

That's Rajiv Bajaj, the elder Bajaj scion narrating to BusinessWorld how tough it was for him to persuade his own board of directors.

The idea was to develop an indigenously developed performance oriented motorcycle without any help of its Japanese partner Kawasaki. And how he and his team has been successful in achieving what many people thought was impossible to achieve.

Rajiv Bajaj was just in his early 30's when he tried to sell this idea.

From Number One to Number Four:

The mid-nineties were tough times for Bajaj Auto. Bajaj Auto used to dominate India’s two wheeler industry with its scooter for the better part of the last century. But as India marched towards the new millennium, there was a dramatic shift in the preference of consumers. The market shifted in favor of Motorcycles. By 1999 motorcycles overtook scooter sales for the first time.

From being the number one Bajaj Auto suddenly found itself in the 4’th position after Hero Honda, Yamaha and TVS. The experts never really gave Bajaj Auto much of a chance. Rajiv Bajaj says this is what people used to say about Bajaj Auto,

"You can't make bikes. Even if you make bikes, you can only make 100cc bikes with the help of Kawasaki. That too with issues of quality. Then you need hundreds of Japanese to come and set it right".

Frankly speaking at that time either the very brave or the foolish would have dared to put his smart money on Bajaj Auto. Bajaj Auto was primarily a scooter manufacturer. Its motorcycle manufacturing cost was high, the quality too low. Its initial models failed to excite the consumer. The company faced a question of survival.

What was wrong with Bajaj Auto..??

The challenge was to get the right products at the right price and to bring in Japanese Style Management Practices..

But people at Bajaj Auto did not want to change..

Rajiv Bajaj says that the problem was of one of attitude: Bajaj was a scooter company and therefore the motorcycle department was given second-class treatment (it was only 10 per cent of their business in 1996), the quality of the products was poor, and they did not offer fuel efficiency the way the Japanese bikes did. The manufacturing processes were outdated. Simply put Bajaj Auto did not know how to make motorcycles and the people at Bajaj Auto were not willing to change.

In 1991, Rajiv Bajaj completed his M.S. in manufacturing systems engineering from the University of Warwick, UK and returned to join Bajaj Auto. Rajiv Bajaj recalls how things were wrong at Bajaj Auto.

"We went into a series of new products around 1995, and started focusing on motorcycles. And we were aghast because the only reasonably sophisticated product we were making was the Kawasaki four-stroke motorcycle. And the warranty cost of our motorcycle was five to six times that of Hero Honda. It was bad quality... bad quality of manufacturing."

"There was great cynicism whether something was wrong with Kawasaki or with Bajaj. Kawasaki couldn't have gone wrong in that. We were sure that the same motorcycle made by Kawasaki in Japan would not have had these problems. There was probably something wrong with us."

It takes great courage for someone to accept ones mistakes and faults. But then accepting and taking ownership of ones fault is the first step towards improvement. The challenge next was to get the right products at the right price and to bring in Japanese productivity tools (the management practices that the Japanese pioneered for efficient production) to reduce costs just as the competitors were doing.

Sanjiv Bajaj
Sanjiv Bajaj, the younger brother of Rajiv had joined the company armed with an MBA from Harvard, says his reading of big companies like Honda, Toyota and Apple had taught him one thing: a successful company needs a good product. But most workers in the Pune plant did not believe you could bring in Japanese management practices into India; there was stiff resistance to the move.

The problem with Bajaj was that we were so successful with autorickshaws that all that mattered was production. Manufacturing was the overall priority at a time when there was a 10-year waiting list. But there wasn't any focus in the organisation to build a company where people with an open mind would try new things.

Fighting Back:

"Each time I tried to push a radical idea, I always got the answer directly or indirectly -- that it's OK in Japan. It doesn't happen in India"

All those who did not want to change were simply sacked..!!

Having studied about manufacturing systems in his MS, Rajiv Bajaj wanted to implement similar changes in Bajaj Auto. But it was met with cynicism from the company’s own board members. Most of them laughed at his idea and were of the opinion that Indians were not able to achieve to achieve Japanese levels of quality. That's when the two brothers made an unusual decision. They decided to set up a new plant. They chose Chakan, an hour's drive from Pune for the new plant. Says Sanjiv: "We realised that sometimes people have to be taught by example. That's what we did in Chakan." Says Rajiv,

"Each time I tried to push a radical idea, I always got the answer directly or indirectly -- that it's OK in Japan. It doesn't happen in India. So I was desperate to prove that it happens in India. I wanted a plant where we start the right way from day one. That's how Chakan started."

Chakan was the third plant of Bajaj apart from the ones at Akrudi and Waluj. The Chakan plant was started to only produce the new bike (Pulsar) with an entirely new workforce and new management. The workforce mainly constituted of fresh graduates from college who were open to new ideas.

What happened to the senior management who resisted Rajiv Bajaj’s radical ideas..?? Well all those who did not want to change were simply sacked..!!

The Team that made it possible:

"We have a young bunch of people, many of whom are motorcycle riders. They are crazy about bikes and understand the customer’s requirements as users," adds Abraham Joseph, the R&D Head

Rahul Bajaj the father of Rajiv Bajaj was not exactly sure whether it was the right thing to do but he nevertheless chose to keep his faith on his sons. Rajiv Bajaj along with his younger brother Sanjiv Bajaj went ahead to set things right along with a new team. His new team comprised of mostly guys who them selves loved riding bikes and understood biking.

"We have a young bunch of people, many of whom are motorcycle riders. They are crazy about bikes and understand the customer’s requirements as users," adds Abraham Joseph, the R&D Head who himself joined in 1989. There are others like Ravi Darad, Bajaj Auto's stylist who is an engineer from IIT-Bombay and who is a keen biker himself. The guys who teamed up with the Bajaj Brothers for this remarkable turnaround were.
Abraham Joseph (R&D)

Pradeep Shrivastava (Manufacturing)

S Sridhar (Marketing and Sales)

Kevin P D'Sa (Finance)

K Srinivas (Human Resources)

Vendors: The cost effectiveness and quality of motorcycles manufactured depends on the management of the vendors which supplies the parts. The Bajaj brothers discovered that they had over 1,000 vendors supplying them components, many of which were plain bad in quality, Rajiv decided to prune them down to a around 200. The vendors were even given training on producing quality components. If required they were given training by foreign consultants.

Dealers: Bajaj Dealers so far had been selling scooters. Rajiv Bajaj understood that selling motorcycles were an entirely different proposition. The dealers were overhauled so that they could sell motorcycles. The result is there for all of us to see now. Bajaj Dealerships all over the country have been designed to cater to the new motorcycle buying customer.

The R&D team:

"Our target was: full throttle for 100 hours continuously. The first time, it failed within 10 minutes. Today, the Pulsar engine goes 300 hours full throttle."

Abraham Joseph, the R&D Head is a Mechanical Engineer from the National Institute of Technology (previously called Regional Engineering College), Bhopal.

Abraham Joseph, Bajaj R&D Head
Rajiv Bajaj put his faith on his young engineers to develop an engine rather than on their Japanese partner, Kawasaki. This is what Rajiv Bajaj has to say about R&D:

"What is R&D? It's nothing but an engineer who wants to try something. We always tell ourselves that some of the best motorcycles were made by BMW and Honda long before the computers were invented. It's really the spirit of the engineer which is important for R&D. When I walked into the Kawasaki R&D for the first time, I thought I would see a lot of old grey-haired people with thick glasses. The average age there is 26 or 27. The engineer does not require experience. You need people with imagination. Our R&D today is 113 people. The average age there is under 30."

"The number of mistakes we have made in the Pulsar engine before we got it right is really the learning. One of the endurance tests we have is to take the engine full throttle. Now, full throttle on a bike is rare on the road. Our target was: full throttle for 100 hours continuously. The first time, it failed within 10 minutes. Today, the Pulsar engine goes 300 hours full throttle."

How the Pulsar was conceived:

The reason behind the success of the Pulsars soon became obvious to the Bajaj Brothers when they saw the stance that riders took while driving the bike.

The Pulsar was fulfilling the desire of the riders to take on a youthful persona.

The Marketing Team provided the inputs for the concept bike. They found there was a market of customers looking for something more than just a bike for commuting. They wanted rugged styling and more power.

The design department then came up with eight-10 different designs that Rajiv and his team narrow down to three or four. Feedback on the styling was sought through market surveys; finally, two prototypes of the bike are made. Rajiv & his team worked on at least two to three variations of engines, of which one is selected. Rajiv Bajaj personally supervised even nitty-gritty details, from the styling and paint to the design of the console, the right grip and even the spark plug to use. All this took 24-30 months.

Finally the Pulsar was launched in November 2001 with two engine options of 150 cc and 180 cc.

Sanjiv Bajaj notes, "When we conceived the bike, we thought the target audience would be 25-35-year-olds. But when we saw the sales chart, it was being being picked up by 35-45-year-old customers."

They soon realized the reason when they saw the stance that riders took while driving the bike. The Pulsar was fulfilling the desire of the riders to take on a youthful persona. Perhaps in the same way the formally dressed executive in the US may drive a Range Rover SUV to create the image of a man who seeks adventure.

Although the Pulsars did had quality issues it was the only bike which best satisfied the needs of the Indian Biker. It was powerful, cheaper and muscular looking than other bikes in its category. During those days I used to have a Hero Honda CBZ (Original). Like many Indians even I wasn’t convinced that Bajaj could produce a quality product which could compete with the likes of Honda, Yamaha or Suzuki. But the stellar performance of the Pulsar in the premium Bajaj has proved everyone including me wrong.

The Pulsars has comfortably outsold any other 150 cc motorcycle in India and has dominated the 150 cc and above sales since its launch. Meanwhile instead of sitting idle on its laurels, Bajaj has been constantly upgrading its models giving the mighty Japanese a run for their money.

Moral of the Story

The Pulsar symbolizes the spirit of a resurgent India of the 21'st century. It also represents the manufacturing and managerial prowess of Indians. But there is also a moral to this inspiring story. To tell that, let me first narrate another story ..

It is about how elephants are kept in thailand. I happened to stumbled upon this story in another blog.

To keep the elephants from running away all that the thai's do is just tie tie a rope (or a single chain) to the elephants leg and secure it to a stake in the ground. Once his leg is secured, he will not run away. Now, do you think the elephant actually has the potential to break the chain or rope if he wanted to? Of course! He can pull down an entire tree!

But why won’t he break the weak rope that holds secures his leg? The answer came from the keepers. It lies in making the elephant "believe" that he "cannot" break the string. This conditioning begins from young. When the elephant is a baby and still too weak to walk or even stand properly, they tie his leg to the stake in the ground. Sure enough when the baby elephant tries to run to its mother, it would not able to break the chains that bind it. When it attempts to run, the chain will catch its leg and it will fall onto the ground. After expriencing all the pain from falling again and again, one day the elephant will not bother to pull the chain any more. The moment this happens, the keepers know that the elephant has been condiitoned to be trapped for the rest of its life.

The Moral:

The workers at Bajaj auto were similarly trapped by their limiting beliefs and habits that they could have easily changed if they wished to but they never attempted because they believed that they could not achieve Japanese levels of efficiency and quality.

This self limiting belief is still present among some consumers who even to this day blatantly refuse to accept that Bajaj and other Bike Makers can produce products which are of good quality. But I have observed that with each successful launch by these Indian bike makers, the number of such non believers are reducing in numbers.

Rajiv and Sanjiv Bajaj

Rajiv and Sanjiv Bajaj has shown tremendous courage and self belief that "Impossible is nothing". They have proved that Indians are capable of competing with the best in the world and in this process they have made every Indian proud, including your's truly.

SUZUKI GS150R

2009-05-20T11:40:00.001+05:30

DRIVE ME CRAZY.........!!!!

"Armed with world’s first eco-mode-equipped engine rpm indicator, the new bike has a unique GSX-R-derived engine rpm indicator lights that provide indication to the rider about the optimum up-shift timing.

Moreover, sporty style headlight, with built-in positioning light inspired from Suzuki international super bike, GSX-R, gives GS150R a very distinct and muscular look.

The bike also boasts of a super sleek, streamlined aerodynamic shaped LED Tail Lamp and Integrated Rear Turn Signals based on GSX-R styling, which takes the style quotient to the next level."

So Whats' New in the New Suzuki GS150R..??

6 Gears

"Engine rpm indicator lights"

Looks:

The GS150R actually is a proportionate and handsomely styled motorcycle. But don't get me wrong when I say that this design should probably have come 3-4 years back.

Yamaha FZ16 definitely makes a biker sit up and ogle at it more than once..

This design (GS150R) should probably have come 3-4 years back..

Maybe the bike would look distinctive in the flesh..

In 2008, the Yamaha FZ16 has shown what impact "Distinctive Styling" can make on bikers/consumers.. both the Yamaha FZ16 and the Suzuki GS150R makes 15 Ps max. power. But then the Yamaha (FZ16) definitely makes a biker sit up and ogle at it more than once.

The other hand the Suzuki GS150R has Styling elements which can be traced back to current India 150 cc bikes. For example, the "Rubber Gaiters" on the front forks shout Pulsar 150/180 (the current Pulsar 150/180 has dumped the rubber gaiters though). Even the headlamp which actually mimics the look of the headlamps from Suzuki's International lineup of SuperSport Bikes and Superbikes, actually end up looking very much like the ones from the Bajaj Pulsars. The Front fairing does features pseudo air scoops though.

The side and tail panels also aren't very distinctive in design and kind of reminds me of the Honda Unicorn. The tank, footpegs, exhausts, rear and front fenders, black painted alloys and engine covers all somehow give away a feeling of deja-vu.. at least by looking at the pics/photos of the GS150R. Maybe the bike would look distinctive in the flesh.

Equipment Levels

The GS150R comes with a Digital Speedometer and a Tail Light which comes equipped with LEDs. The turn indicators on the rear are integrated with the tail light unit (much like the ones on the CBZ Xtreme). The GS150R gets 6 gears which would be the second Indian Bike to feature one after the Yamaha R15.

Price:

The GS150R would be priced at Rs 59,000 (ex-showroom Delhi), which would be on par with the current 150 cc motorcycles sold in India (Except the Yamaha FZ16 and R15)

The GS150R is avilable for booking right now but would be delivered in January 2009. One can visit Suzuki Motorcycle India's website for more details.

COLOURS AVAILABLE:

SPECS:

GS150R SPECIFICATIONS

Dimensions And Dry Mass
Fuel Tank Capacity (L) 15.5
Overall Length (mm) 2,095
Overall Width (mm) 775
Overall Height (mm) 1,120
Wheelbase (mm) 1,340
Ground Clearance (mm) 160
Seat Height (mm) 790
Dry Weight (kg) 134
Curb Mass (kg) 149

Engine
Type 4-stroke, Air-cooled, SOHC
Bore x Stroke (mm) 57.0 x 58.6
Displacementn (cm3) 149.5
Max Power 13.8bhp@8,500rpm
Max Torque 13.4Nm@6,000rpm
Compression Ratio 9.35:1
Carburetor BS26 with TPS
Ignition CDI
Transmission 6-speed (1-down, 5-up)
Starting Electric & kick

Suspension
Front Telescopic, Coil Spring, Oil Damped
Rear Swingarm Type Coil Spring, Oil and Damped

Brake
Front Hydraulic single disc
Rear Drum

Tyre Size
Front 2.75-18 42P
Rear 100/90-18 M/C 56P

HONDA CBF STUNNER 125

2009-05-20T11:39:00.000+05:30

Honda's (HMSI) turn to surprise us with the launch the "CBF Sports Concept" (on August 6, 2008) which was first shown at the New Delhi Auto Expo 2008. Christened as the "CBF Stunner", it has been given the same look as the "CBF Sports Concept" albeit with a toned down paint scheme.

Often criticized previously for producing efficient but undesirable motorcycles, it looks like Honda has hit the nail on its head this time. Since its launch, I have seen quite a number of CBF Stunner plying on the roads of New Delhi and the NCR region

Looks:

The Stunner indeed manages to look stunning for a 125 cc motorcycle. With a "Karizma like" fixed half fairing, the CBF Stunner appears like a motorcycle from a bigger segment. The CBF Stunner also sports 17" tubeless tyres which is a first for the 125 cc segment. The CBF Stunner features Split Seats to further enhance the sporty image.

The Speedometer assembly is an all analog affair. Considering the sporty turnout of the motorcycle, the absence of a tachometer is felt here. An interesting feature is the position of the choke lever which is positioned "along with" the speedometer assembly. Personally I find the position of the choke a bit odd and outdated.

The CBF Stunner comes with three options of "Kick Start-Drum-Alloy", "Self Start-Drum-Alloy" and "Self Start-Disc-Alloy".

Engine, Power, Performance

The Engine of the CBF Stunner has the same specs as that of the 125 cc Shine. But the stunner does feature 5 gears compared to the 4 gears which the shine comes with.

Colors:

The CBF Stunner is currently available in the following colors:

With Disc Brakes and Stickers.

Yellow

Red

Silver

Black

With Drum Brakes and without Stickers

Red

Black

Price:

The CBF Stunner is presently priced accordingly (in Delhi)..

Kick-Drum-Alloy: Rs. 47,085 (Ex-showroom) Rs. 49,365 (On Road) delhi
Self-Drum-Alloy: Rs. 49,834 (Ex-Showroom) Rs. 52,200 (On Road) delhi
Self-Disc-Alloy: Rs. 51,667 (Ex-Showroom) Rs. 54,090 (On Road) delhi

Honda CBF Stunner, Technical Specifications:

Engine
Engine type: 4 stroke, Air cooled OHC single cylinder

Displacement: 124.7cc

Max power: 11bhp @ 8000rpm

Max Torque: 11Nm @ 6500rpm

Starting system: Kick/self

Gear shift pattern: 1 Down - up

Headlamp: 35/35W 12V Halogen

Chassis

Front suspension: Telescopic hydraulic fork

Rear suspension: 3 step spring loaded hydraulic shock absorver with recangular box type swing arm

Front tyre: 80/100-17″ 46p (tubeless)

Rear tyre: 100/90-17 55p (tubeless)

Front brake: 130mm drum (optional 240mm disc)

Rear brake: 130mm drum brake

Dimensions

Length: 2012mm

Width: 734mm

Height: 1113mm

Wheelbase: 1271mm

Ground Clearance: 173mm

Fuel tank capacity: 10 liters (2 liter reserve)

Kerb weight: 129kg

INTERESTING SHOTS:

TVS APACHE RTR 160

2009-05-20T11:23:00.000+05:30

Name: Apache RTR (2008)
Type: Sports
Top Speed: 118kph
Fuel Consumption:
City 42.00
Fuel Consumption:
Highway 52.00

ENGINE SPECIFICATIONS
Displacement: 159.7cc
Engine: 4 stroke, Single
Maximum Power: 15.2bhp@8500rpm
Maximum Torque: 13.1nm@6000rpm
Gears: 5 Speed
Clutch: Multiplate Wet
Bore: 62
Stroke: 52.9
Cylinder Configuration: NA
Engine Block Material: NA
Chassis Type: Double Cradle
Cooling Type: Air Cooling
Carburetor: NA
0 to 60: 5.56 sec.

DIMENSIONS
Length: 2020.00 mm

Width: 730.00 mm

Height: 1050.00 mm

REVIEWS

Impressive..!! That’s how I would describe my Test Ride experience on the TVS Apache RTR 160. But before I rave more about the new Apache RTR, let me narrate my previous experience on an Apache 150.

Previous Apache 150 Experience:

The first impression of the Apache RTR 160 after my test ride was, “It’s gonna beat the CBZ Xtreme and the Pulsar DTSi 150..!!” I could hardly find anything on the Apache RTR 160 that I did not like I once rode an Apache 150 for about three hours in the congested bowels of Bangalore. The bike belonged to a friend of mine. It was a relatively new bike with just 2,000 odd kms on the odometer.

Apache 150: Positives

Looks: The Apache 150 was always handsome looker.

Build Quality: The build quality of the bike was in fact among the best in the country.

Handling: Riding the Apache through the congested streets of Bangalore was a dream on the Apache 150. The bike was extremely flickable.

Apache 150: Negatives
If you are tired of watching too many Pulsars
Don't like the styling of the CBZ Xtreme
Want goodies like digital speedo
Need something more powerful than both the Pulsar 150 or the CBX Xtreme,
think no further and get yourself the TVS Apache RTR 160

Vibrations:

The bike had decent power and got ahead of the traffic with ease. But in spite of being a relatively new bike, the engine was extremely unrefined. Vibrations crept in the Apache 150 at a very low rpm of around 2000-2500 and kept on increasing as the engine was revved more. The vibrations made me feel like I was driving an old and ill-maintained 2-stroke bike.

Stupid Riding Position:

The riding position on the Apache 150 was quite uncomfortable for me. I had to shift every time to get myself in a comfortable position. The handlebar on the Apache 150 was positioned low, mimicking the handlebar of the Pulsar but the foot pegs were set forward instead of what should have been slightly rear set. So in the end the riding position on the 150 was “Neither Commuter Friendly, nor Sporty”.

Bike looked/felt small:

The Apache 150 had the smallest wheelbase among the 150 CC’s. This made the bike an ideal choice for heavy traffic commute but it also made the bike look and feel small. The front of the bike also felt light especially with a pillion.

Apache 150 Verdict:

After riding three hours in the streets of Bangalore on the Apache 150, I felt a sharp pain on my butt due to its stupid riding position. Moreover the vibrations from its unrefined engine had left me extremely unsatisfied.

Now let us come back to the latest RTR experience of mine…

If I had to sum up my RTR Test Ride experience it would be, “Impressive”..!! Most of the flaws of the Apache 150 have been ironed out. The RTR felt like an entirely new bike. It is definitely much better and improved than the Apache 150 (which now has been discontinued).

But also be prepared for a probable 5 km/litre less mileage than the Apache 150

RTR Looks:

The RTR looks almost similar to the 150. The bike still retains the tank and body panels of the 150. But a few new features have been incorporated in the RTR, which has made an already handsome bike look even more gorgeous now. The RTR features..
A stripe on its body (a la Ford GT), which runs from the front mudguard to the tank and finally to the tailpiece

A 270 mm petal shaped front disc
The engine of the Apache has been also given an all black treatment along with the alloys and exhaust
A small engine guard finished in body colors is nestled at the bottom of the engine
The side panels have a matt black plastic finish instead of the earlier body colored ones
The RTR also sports a Digital Speedo like the Pulsar
The tail lamp now incorporates bright LEDs
A split grab rail
Clip on adjustable handlebars

Aluminium finish brake levers

Toe operated Gear Shifter

The wheelbase of the RTR has also been stretched to 1300 mm from its previous 1260 mm. The RTR now looks smashing and definitely is one of the best looking bikes in the country.

Riding Position:

The RTR now has rear set foot pegs. Along with the low handle bars it translates into a very sporty riding position. After the Pulsar DTS-I 200, I would rate the riding position of the Apache RTR 160 as the sportiest. Compared to the “Stupid” riding position of the Apache 150, I found the riding position of the RTR very comfortable. I did not get the chance to adjust the handlebars of the RTR (it has two settings), but I just loved the sporty riding position of the RTR.

Engine/Performance:

Smooth, powerful and definitely an improvement over the Apache 150. I did not get to rev the RTR much but the engine remained smooth with out any significant vibrations till 5000 rpm.

The engine of the RTR is now an oversquare 160 cc compared to the earlier 150 cc square engine. The spec sheets also claim an increase in max power from its earlier 13.5 Bhp to 15 Bhp ( the highest in the 150 cc segment in India). So does that makes the RTR the new king of Indian roads in the 150 cc class (or near about the 150 cc class)..??

The first impression of the Apache RTR 160 after my test ride was, “It’s gonna beat the CBZ Xtreme and the Pulsar DTSi 150..!!” I did not put the RTR on a drag strip, but the RTR did feel faster and a bit more powerful than the CBZ Xtreme or the Pulsar DTSi 150.

Exhaust Note:

I have to make a special mention of the exhaust note of the Apache RTR 160 here. The matt black exhaust can of the RTR makes one of the most gorgeous two wheeler music in India. Unlike most of the present crop of bikes which sound slighty better than the "whirr" of the scooty pep, the RTR has a Soul Soothing "Bass" to its exhaust note reminiscent of the first generation Pulsar (but softer than the first gen Pulsar).

Gear Box:

Slightly clunky, but ok.

Handling:

The Apache RTR no longer feels or handles like a small bike anymore. The extra 40 mm on the wheelbase has done its trick. The bike now feels stable even with a pillion behind. Stability around corners was great.

Ride Quality:

The ride quality of the RTR was a little bit hard. It was not exactly uncomfortable but wasn’t exactly plush either. But this actually aided in improving the handling of the bike.

Brakes:

The front brakes did the job of bring the RTR to a stop pretty well. No complaints here.

Apache RTR 160 Verdict:

Positives:
Previous flaws of the apache 150 have been ironed out
Sporty riding position
Smooth and Powerful engine
Bike looks and feels and handles like a bigger bike now
Stable and predictable handling

Negatives:

I could hardly find anything on the Apache RTR 160 that I did not like. But then here are a few, which I think could have improved.

The Ride quality is a bit hard

Foot peg sub frame finished in black (Too much of black. A silver/aluminum finished sub frame would have given a nice contrast look)

The RTR might still feel small for taller guys (Wheelbase is still 20 mm shorter than the Pulsar 150)

Conclusion:

I liked the Apache RTR 160 very much. It looks handsome, has excellent build quality, a sporty riding position, smooth engine and good handling. It definitely is more powerful than the Pulsar 150 and the CBZ Xtreme and still is priced similar to the Pulsar.

In fact I see no reason why I should not go ahead and put my money on the RTR.

If you are tired of watching too many Pulsars, don't like the styling of the CBZ Xtreme, want goodies like digital speedo and need something more powerful than both the Pulsar 150 or the CBX Xtreme, think no further and get yourself the Apache RTR 160.

But also be prepared for a "probable" 5 km/litre less mileage than the Apache 150. After all you can't defy Laws of Physics.

YAMAHA FZ-S

2009-05-20T11:22:00.000+05:30

THE UPGRADE OF YAMAHA FZ16, WITH JUST MERE COSMETIC UPGRADES & PAINT SCHEME. ONLY THE PICTURES AS SPECS ARE THE SAME AS FZ16.

COLOURS:

YAMAHA FZ-16 (LORD OF THE STREETS)

2009-05-20T11:20:00.002+05:30

LORD OF THE STREETS

In this country?s motorcycle history a new chapter begins. A masterpiece is born. While inheriting the quality of the famous brand, the FZ16 was also born to revolutionize the era and carry out a mission. Its appearance more than any other, overflows with dynamism and originality. The running performance is brimming with thrust that overpowers all others. This quality solely belongs to YAMAHA?s advanced technologies. The FZ16 takes attention away from others on the road as it makes its personality felt. Lord of the Streets -FZ16- You will be drawn to this machine that in the next era will become the king of the streets.

"LORD MAKES NEW RULES"
The rider?s will is spread to the handle, the body and then the engine giving birth to unprecedented torque. This force is truly dynamic. Due to minute calculations and overcoming major challenges, an ultimate body balance has been produced. The agile running performance is extremely exciting. The superior performance brings riding feel, which when you ride provides you an emotional high. Thus this is unique not only for the rider but also a source of great fascination to the onlooker. With the FZ16 you have the sensation of ruling the streets to your heart?s content.

"LORD TAKES OVER"

Each and every part of FZ16 has been designed with a lot of detailed attention and careful thought. This ultimate degree of perfection means even the slightest feature has not been overlooked. Only YAMAHA ensures this kind of craftsmanship. The rider and the machine share a feeling of oneness, and from different angles the impression is different. This is particularly because the finest components have been used in its precise manufacturing. The FZ16 possesses both a rough and brutish expression as well as a certain subtlety. This high quality masterpiece will without doubt become a rage for the next generation.

REVIEWS:

To start off this bike has striking presence. The looks of this bike will be a major reason for its success. We all know that the Pulsar 150 isint as great a bike as its sales figure suggests, its engine is not as refined either compared to the Unicorn but it does sell and how! One of the main reasons for the Pulsar 150 to sell so well is, it looks the part and the FZ16 makes the Pulsar look like a bike from last generation. After looking at the FZ16, i can confidently say that the bike is Definitely Male.

Just like the Yamaha R15, the FZ16 has been wind tunnel tested for better aerodynamics. The engine is air cooled and uses a carburetor. A FI version would have made this bike really more desirable but then Yamaha had to price it sanely too. However the bike does ride pretty well.

There is good amount of low end grunt, something which is missing in the R15. Though power of 14PS doesn’t speak much, its the torque which is worth talking about. 13.6NM @ 6000 RPM means this bike pulls very well from any RPM. There is very good throttle response and the bike will nudge 120kmph which is the norm in the 150cc segment. Yamaha claim an unrealistic mileage of 50kmpl. Expect 40kmpl under normal riding conditions.

The fat front forks, mono cross suspension and the fat tires ensures that the FZ16 rides very well. You hardly feel a bump and is thus suited for our roads, which are well poorly made. Although the bike looks all muscles, it handles pretty well. Change of direction is quick and the wide handle bars makes the riding position almost spot on. Braking is good and gear shifts are smooth but not as good as the R15, which is in another league.

I really didn’t like the instrumentation on the FZ16. The tacho needle is small and makes it difficult to read. Otherwise too the instrument cluster is a wee bit small for our liking and for a bike which looks so big and butch, i really don’t know why Yamaha compromised on better instrumentation. The bike also has no kick start (ala Pulsar 220), similar fuel tank capacity as the R15 (12 liters) and weighs just 127 kgs (dry)

To sum up the FZ16 is a fantastic machine, it is worth the money and is certainly our pick in the 150cc segment. However Yamaha could have made it better, all those fat tires and forks need a bigger engine, perhaps a FZ20 should be launched by Yamaha to quench the performance hunger in us.

SPECS:

ENGINE

Engine type Air-cooled, 4-stroke, SOHC, 2-valve
Displacement 153.0cm3
Bore & Stroke 58.0 × 57.9mm
Compression ratio 9.5:1
Maximum output 14PS / 7500 rpm
Maximum torque 14 N.m / 6000 rpm
Starting method Electric starter
Lubrication type Wet sump
Carburetor type BS26
Clutch type Constant mesh wet multiplate
Ignition type CDI
Primary/secondary reduction ratio 3.409 / 2.857
Transmission type Return type 5-speed

CHASIS
Frame type Diamond
Suspension (front/rear) Telescopic / Monocross
Wheelbase 1,335mm
Brake type(front/rear) Hydraulic single disc / drum
Tire size (front/rear) 100/80-17 / 140/60-R17

DIMENSIONS
Overall Length × Width × Height 1,975mm × 770mm × 1,045mm
Seat height 790mm
Wheelbase 1,335mm
Minimum ground clearance 160mm
Dry weight/Curb weight 126 kg / 137 kg
Fuel tank volume 12 liters
Engine oil volume 1.2 liters

FEATURES

ENGINE

"Air-cooled, 4-stroke, single-cylinder 153cc engine"

A newly designed 153cc air-cooled, 4-stroke, SOHC, single-cylinder, 2-valve engine with a max.output of 14 Ps and a max. torque of 14 N.m., characterized by its breathtaking pick up and featuring an electric starter.

SUSPENSION

"Monocross suspension adopted"

A Monocross rear suspension unit provides 120 mm of wheel travel, while optimized oil and damping valve specs help ensure agile running performance and handling. It inhibits bottoming while riding with a tandem passenger as well as providing a very comfortable ride.

MUFFLER

"Exhaust efficiency, sound and concentration of mass"

To give a sense of volume to the machine, an external diameter of 35mm is adopted in a two-layer type exhaust to minimize the effect of heat on the pipe. The layout features a large-volume primary character on the underside of the crankcase. The muffler is an irregular shaped tapered type mid-ship muffler.

REAR TYRE

"India’s first “140/60-17” size radial tyre (rear)"

The rear tyre is India’s first radial tyre with a 60% aspect ratio. Both the front and rear tyres on this model are tubeless type that are less susceptible to sudden flattening should the tyre be punctured.

DISC BRAKE

"Large-diameter front disc brake adopted"

At the front, a large Ø267mm disc brake is adopted. The two-pot caliper makes full use of the outer perimeter of the disc to provide strong stopping power. The optimized specs of the operational parts provide a high-level of balance, excellent initial braking performance and good operational touch.

FRONT SUSPENSION

The inner tubes on the front fork are the first large Ø41mm units adopted on a motorcycle made in India and the stroke is a generous 130mm. With the front assembly dimensions, they provide good shock absorption. The good damping characteristics during acceleration and braking contribute to increasing stability.

HEAD LIGHT

"Multi-reflector headlight adopted"

The bulb’s illumination and the type of light unit employed gives greater freedom of design. This creates an aggressive-looking front view and the transparent lens gives this unit a highly stylish image that accentuates the character of the model’s ride.

FUEL TANK

"12-liter fuel tank with uniquely styled plastic resin cover"

The steel fuel tank with a plastic resin outer cover takes advantage of the freedom of shaping that plastic provides, giving the tank cover a powerful shape with modulations suggestive of the muscular body of an athlete.

LCD METER

"Full LCD meter"

The meters on the FZ16 are installed in a Full Liquid Crystal Display. The speedometer, tachometer, trip meter, fuel gauge and other indicators are set in optimum position to keep the field of vision clear. Also, the engine starting signal is an example of the spirit of innovation.

SUM UP

Whats Kool
Looks amazing
Rides very well
Engine has good grunt
Attention to detail
Fat tires
Good pricing

Whats UnKool
Unimpressive instrument cluster
Pillion seat too small for humans

COLOURS:

APACHE RTR 180- THE R15 KILLER

2009-05-20T11:20:00.001+05:30

The all New TVS APACHE RTR 180 the sure R15 killer!!!

Pics for now... reviews later

YAMAHA YZF R15 - THE 220 KILLER

2009-05-20T11:17:00.000+05:30

YAMAHA YZR R15

ENGINE

Egine type Liquid-cooled, 4-stroke, SOHC, 4-valve
Cylinder arrangement Single cylinder
Displacement 149 .8cc
Bore & Stroke 57×58.7mm
Compression ratio 10.4:1
Maximum power 17PS / 8,500rpm
Maximum torque 15 N.m / 7,500rpm
Starting system Electric Start
Lubrication wet sump
Engine oil capacity 1.0 liters
Fuel tank capacity 12 liters
Fuel supply system Electronic fuel injection
Ignition system T.C.I
Primary / Secondary reduction ratio 3.042 / 3.000
Clutch type Constant-mesh wet multi-plate
Transmission type Return type 6-speed
Gear ratios 1st=2.833, 2nd＝1.875, 3rd:=1.364,
4th=1.143, 5th=0.957, 6th=0.84

CHASIS

Frame type Deltabox Frame
Caster / Trail 26° / 100mm
Tire size (Front / Rear) 80/90-17 / 100/80-17
Brake type (Front / Rear) Hydraulic, single disc (Front / Rear)
Suspension type (Front / Rear) Telescopic / Linked type Monocross
Headlight 12V35W / 35W＋35W

DIMENSIONS

Overall length x width x height 1,995mm x 670mm x 1,070mm
Seat height 790mm
Wheelbase 1,290mm
Minimum ground clearance 160mm
Dry weight / Curb weight 120kg / 131kg

DETAILED SPECS:

Liquid-cooled

First India-made model with cooling method in the Indian market! Liquid-cooled engines provide stable performance, reduce vibrations, and offer a high quality ride.
One characteristic of YZF-R15’s new engine is that it is liquid-cooled. The engine is surrounded by a water jacket in which coolant liquid circulates to cool the engine. While this method is widely used in automobiles and large capacity motorcycles, there are very few examples of motorcycles of this class due to increased weight from components such as radiators. YZF-R15 uses a special compact and lightweight aluminum radiator and a body design that utilizes airflow for heat dissipation. This has enabled us to create a lightweight, compact body while retaining its stable performance.

The benefits of using this method include stable performance during long-distance, high-speed riding and hill climbing. A liquid-cooled engine does not need heat-dissipating fins and therefore the engine is able to deliver its best performance without being affected by temperature. Additionally, because the head and cylinder are enclosed in a water jacket, mechanical noise from the engine is reduced dramatically.

The newly developed engine delivers agile riding performance, and excellent performance on straight stretches of road as well as on winding roads. YZF-R15 also delivers excellent environmental performance. These traits are a must for an “urban supersport.” The ride is unprecedented in terms of both excitement and quality.

DiASil Cylinder

The DiASil Cylinder was born from YAMAHA’s world-class aluminum die casting technology.

DiASil Cylinders are all-aluminum cylinders made by YAMAHA’s proprietary aluminum die casting technology. An aluminum alloy with 20% silicon content is used to create a very hard, reliable cylinder surface, making conventional iron sleeves obsolete. As a result, the entire cylinder can be made of aluminum, a better conductor of heat, which means the cylinder delivers better heat dissipation and less weight. (Aluminum’s heat conductivity is 3.1 times that of iron.)

YZF-R15 is equipped with this all-aluminum cylinder called the DiASil Cylinder and a forged piston, the same type of piston used in YAMAHA’s supersport bikes. The fact that both the piston and cylinder of YZF-R15 are all-aluminum ensures excellent heat dissipation, eliminates heat-induced engine power loss, and helps improve fuel efficiency. The DiASil Cylinder is given a special surface treatment to prevent oil evaporation from the cylinder’s surface and improve oil consumption. The cylinder also has excellent hardness and is considerably resistant to wear compared to conventional iron sleeves.

Additionally, the piston is made in a forging process, the optimum way of achieving lightweight designs.The reciprocating mass with the forged piston is approximately 20% less ( according to Yamaha test ) than with an engine of the same displacement fitted with a conventional cast aluminum piston. Resulting in an invigorating feeling when revving up.

Conventional pistons are typically made in a casting process where molten aluminum is cast in a mold. YAMAHA developed its proprietary “controlled forging technology” in 1997, which enables mass production of forged aluminum pistons. These pistons have been used in sport models such as the R series. The same manufacturing process was used to develop YZF-R15. Forged pistons retain the excellent strength of aluminum alloys because the metallurgic matrix of aluminum is not affected during the fabrication process. Therefore, the piston can be made lighter and thinner.

YZF-R15 is packed with state-of-the-art technology that is used in the world’s supersport bikes.

Fuel Injection

Fuel injection is used to ensure excellent fuel efficiency as well as environmental friendliness.

The two components of the fuel injection mechanism used in YZF-R15, a) the sensors that gather information on the engine’s operation, and b) the fuel supply system that supplies gasoline, have both been designed to be lightweight and simple. The sensor component uses only 4 sensors (Red blinking points) to gather large amounts of information relating to engine operations, which is sent to a small 26-pin ECU, which in turn calculates the optimum fuel supply. The fuel supply component consists of a small, fuel pump, modularized regulator and filter, and a small injector, all of which come together to enable a lightweight, compact form. The injector injects finely atomized spray of fuel through 6 hole type injectors.

In order to maximize the efficiency of the fuel injector, which injects the optimum amount of fuel for different amounts of intake air, YZF-R15 is equipped with a large 3-liter air cleaner. The duct area of the intake duct was designed optimally to optimize the flow of intake air.

Additionally, the use of a 4-valve combustion chamber (a combustion chamber with 2 intake and exhaust valves each) has allowed designers to layout the spark plug at the center of the combustion chamber for better flame propagation. This also increases the total valve area relative to the 2-valve chambers for improved intake/exhaust efficiency (volumetric efficiency). YZF-R15 is fitted with a hemispherical 4-valve combustion chamber, a configuration that allows intake and exhaust valves to be laid out in the smallest size possible.

In addition, the intake and exhaust valve angles have been kept small to achieve optimum combustion chamber configuration. We also aimed at minimizing the surface area/volume ration (S/V ratio) in the combustion chamber, which is key to improving fuel efficiency. In conjunction with the fuel injection system, this combustion chamber contributes to comfortable riding during long-distance rides as well as during medium to high-speed riding.

YZF-R15’s engine delivers excellent response, fuel economy, is environmentally friendly and a comfortable ride.

CHASIS

Deltabox Frame

The frame, which forms the basis for riding comfort and handling performance, is a Deltabox frame which delivers superior rigidity balance.

This frame was designed to provide the best balance in longitudinal, lateral, and torsional rigidity. The synergy created by optimizing each dimension delivers a solid riding feel as well as comfort and agile riding performance.

The Deltabox frame was commercialized based on the experience and know-how accumulated through YAMAHA’s involvement in Moto GP since the early 1980s. This type of frame is currently used in YAMAHA’s R series of sport models. The engine is mounted on rigid supports; one on the head side and two on the case side; so that the engine itself becomes a structural member contributing to body strength and rigidity. The engine’s low vibration makes rigid supports possible, ensuring low vibrations and excellent balance of rigidity. Torsional rigidity refers to the frame’s resistance to deformation when a twisting force is applied to the pivot with the frame’s head pipe held in place.

Linked type Monocross suspension

YZF-R15 is equipped with a linked type monocross suspension that delivers a comfortable ride and a cushioning performance that is less prone to bottoming out. In particular, it reduces annoying “sinking” when riding tandem.

The linked monocross suspension consists of a link mechanism sandwiched between the rear arm and cushion unit to create changes in the lever ratio based on the lever effect. When the shock absorber is almost fully extended, the lever ratio is high and therefore the spring is soft, and the damper works softly as well. As the shock absorber strokes in, the lever ratio gradually decreases and the spring rate increases. Eventually, when it is nearly fully stroked in, the lever ratio becomes small and the spring becomes hard and strong. The damper also becomes hard. By making changes to the lever ratio in this way, we were able to achieve soft riding comfort as well as excellent damping under intense load conditions.

The optimization of the frame and rear arm rigidity of the Deltabox Frame combined with the effects of the linked type monocross suspension achieve good riding comfort, agile handling, and turnability, hardly ever causing bottoming out.

As the heir to the YAMAHA R series, YZF-R15 has inherited the series’ agile handling performance.

DESIGN

The “R” Design

This characteristic of motorcycles designed by YAMAHA as represented by the R series reflects the philosophy running through these models -- expressing performance visually.

For example, YZF-R6 shows a strong body line that springs up in a single line from the rear axle to the pivot and then to the head pipe. This is a visual expression of the straight shape of the Deltabox frame. These elements are a visual expression of “frame rigidity.” Viewed from the side, the shape created by the side panel and the upper surface of the tank creates an impression of the center of gravity shifting to the front tire. This is a visual representation of how the front tire grips the road in its sporty running performance. Needless to say, YZF-R1, with its athletic build, is also a visual expression of performance. A characteristic of the R series is that, when you view the machine, you get a sense of its concept and performance.

This philosophy has been fully transmitted to YZF-R15. An important point to note is that this motorcycle is not a scaled-down version of YZF-R1 or YZF-R6. YZF-R15’s design is based on having an excellent engine cooling method.

The shape of the cowling around the radiator area was determined so that the shapes of the air intake area and the rear outlet area where the air is scooped out are optimized to improve radiator efficiency. As for the outlet area, the mid-cowl area was designed using sculpturing 3D methods to create a three dimensional shape with a sense of volume. This resulted in an outlet area through which air is directed outwards with minimal resistance. We were able to present the new R series also in terms of design, and we have been able to maximize the performance of the liquid cooled engine, which will be a first for the Indian market.

When viewed from the front, it gives a sense of volume that seems well beyond its 150cc displacement. This does not simply mean that it is voluminous, but that it is grounded in the Art of Engineering which transforms function into art.

Humachine Technology

A sharp form that cuts through air. Inheriting the “R series” gene.

YZF-R1 and YZF-R6 are equipped with under cowls that are based on the image of a diffuser, to give them the best form for aero-management. These are not cowls for simply enclosing the engine, but forms composed of blade surfaces that actively control airflow. This spirit has been directly inherited by YZF-R15.

“Harmony between rider and machine.”YAMAHA’s Humachine Technology involves studying the form of the motorcycle actually in motion with the rider on it. The R series is the embodiment of 1) wide frontal space that protects the rider, 2) easy to ride seating area that gives riders the freedom of movement and allows them to steer effectively, 3) the glamorous tail treatment that takes into account the management of airflow behind the rider, and 4) a sexy racing form that brings all 3 of these elements together in a harmonious package. These characteristics have been splendidly reproduced in YZF-R15.

Additionally, the designs were developed in the same modeling room where YZF-R1 designers worked. Information was shared, ensuring that the R lineage would be transmitted. In addition, the model also incorporates a multitude of adjustments for the Indian market including seat shape that allows for tandem riding (integrated with the main seat), tandem grips that are easy to grip and also contribute to the supersport design, and a riding position that takes into account comfort, etc. In other words, YZF-R15 is characterized by a hybrid design that combines the world-class design of the “R” series with localized functions. YZF-R15 was created to lead the supersport category in India.

REVIEW

How does it look?

This bike is perhaps one of the best looking bikes in India. The design has been cloned from its dad, the Yamaha YZF R1. Except for a few minor changes including single silencer which does not fit under the seat as R1, it is almost R1 when looked from a distance. The dual head lamps, the rear view mirrors, shape of the tank, seating position all add up to a ‘WOW’ effect. This bike is definitely a head turner where ever you go.

To add to its looks, Yamaha did not include the center stand. This is perhaps the only bike in India which does not have a center stand. And another thing to notice is that the bike has no safety guard!

The handle bars are curved as it is in high-end sports bikes and adds to the grandeur of the sitting posture. Well, the rear part looks a bit disappointing because compared the front the rear looks too small and does not fit in with the whole bike’s look. I wished that Yamaha could provide some big manly tires, but I will justify this point in the performance review part below.

How does it perform?

When I was ready to take Yamaha YZF R15 for a test ride, I really did not expect much out of this machine. I thought it was just another 150cc bike with too much of external make up. But the actual ride did prove my thoughts wrong. Even with a pillion rider, the pickup was awesome. I went upto 30 kmph in the first gear easily without much resistance from the engine.

The bike vibrates a lot and it is not smooth, but users have reported that the engine sound really becomes nice and the bike becomes very smooth after riding 700-1000 kms. So do not let the test ride performance disappoint you!

The first thing that I felt (and the most important thing) is that the bike has a great acceleration in lower speeds but gives a great disappointment when you go above 60 kmph. I can boldly say that ‘Engine Size DOES Matter’, no matter what the technology, high displacement always feels great. But unfortunately except a few bike enthusiasts, most Indians need good mileage too.

The dashboard has the tachometer dial… the only dial and the digital console incorporates the fuel gauge, ODO meter and a bold speedometer.

Do not be disappointed about the thin tires. I heard from some bike owners that the thin tires actually perform very well, the bike is very stable even on wet roads. Yamaha engineers realized that along with great looks, indians also need mileage - hence the thin tires which reduces friction and consumes much less fuel. The bike is said to have a fuel efficiency of 40 kmpl in citis and 50 kmpl in highways.

From safety point of view, the bike performs great. The user’s have reported that the rear disc brakes does make a difference. It wouldn’t be long before all the high end bikes in India comes with compulsory rear disc brakes. The bike comes with mono suspension as in the Unicorn and claims to have better stability. But personally I don’t find a remarkable difference in mono-suspension.

Conclusion:

If you give high importance to the looks and status of owning one of the costliest bikes in India, go ahead and buy this bike. As for me I wouldn’t buy it because it is not a good justification to spend nearly one lakh and buy a 150cc bike. If it had a 250cc engine, I would buy it right now. Even though the bike may have 6 speed transmission and other advanced technologies, it will never be able to cover up the low displacement of Yamaha YZF R15 engine.

There needs to be a match in looks and performance. If I buy the the original 1000c Yamaha YZF-R1, it wouldn’t really make a great difference because people will think that it is R15 in the first look. The bottom line is, R1’s value has gone down! The brochure consists of too many feature indications like DAISIL cylinder, liquid cooled engine, 33mm front fork etc… but it doesn’t make much difference to a common man. In fact, it makes people feel ignorant and shy away from the bike.

COLOURS AVAILABLE:

PULSAR 220

2009-05-20T11:13:00.000+05:30

Pulsar 220

On 25th June 07, Bajaj launched the much awaited Bajaj Pulsar 220 DTS-Fi in Delhi, along with its first Probiking showroom in the National Capital Region.

Pulsar 220 DTS-Fi, Bajaj’s first fuel injected bike, has what it will take to be at the top of the performance bikes segment. The long list of unique and futuristic features it comes with should leave bike enthusiasts’ hearts racing.

Pulsating new looks and raw power combined in the 220.

The country’s top three two-wheeler manufacturers have all dabbled in developing and testing fuel-injected engines. However, up until a couple of years ago, there was no interest among these manufacturers to come up with such an engine for their bikes.

Even now, the end to carburetion does not seem to be very near, though only two bikes in the market now have the feature. Fuel injection technology, when incorporated into the same bike, pushes up the cost when compared to its carburetted sibling. That was the case even for cars when fuel injection was introduced; buyers having had to pay a higher price.

However, the difference between cars and bikes is the fact that fuel injection had to be incorporated compulsorily in petrol-driven cars for them to be able to meet new emission standards. Whereas in the case of bikes, even though the current emission norms are among the most stringent in the world, they are being met just by adopting four-stroke technology and better exhaust systems, and despite the engine still being fed through a carburettor.

Naturally, there is not much pressure on two-wheeler manufacturers to adopt fuel-injection technology since it is not exactly necessary to meet any statutory emission requirements. The cost conscious customer in the lower half of the bike segment is also unwilling to pay more for a technology that does not offer any tangible benefits in terms of running costs.

TVS Motor says that it was one of the first to develop an in-house fuel-injected engine, though it never made it into series production. Hero Honda introduced its Glamour 125 with a similar sized fuel-injected engine and quickly managed to record it as the country’s first FI bike. However, the Glamour FI has not exactly managed to light up the market with its sales numbers. And being a bike in the fuel-efficiency and cost conscious buyer segment, the Glamour-FI was not destined to be the first choice when it continues to be offered alongside the carburetted version.

Bajaj Auto has come up with a more sensible product that features fuel injection. Logically, the buyer in the performance bikes segment is less sensitive to cost of ownership and will be willing to pay more for new technology that improves refinement and performance. He is relatively less fuel-efficiency conscious and will pay more if he is offered exclusive technology and features. So, choosing to launch its own version of fuel injection technology in the big-engined Pulsar 220 was probably the better strategy to adopt.

The Bajaj Pulsar 220 DTS-Fi was launched exclusively in Pune and Mumbai in the first quarter of this year. It has only now been rolled into dealerships nationwide after a six-month observation period, during which Bajaj ironed out product and production issues for the Pulsar 220. The wait was probably a good idea given the fact that the bike has what it will take to be at the top of the performance bikes segment.

The Pulsar 220 DTS-Fi is Bajaj’s first fuel injected bike. It shares quite a bit with the rest of the Pulsar pack and yet Bajaj has managed to load it up with enough unique, futuristic features to leave current bike buyers drooling.

Though from the front, the new top-end Pulsar seems like it is an all-new bike, at the rear, it gives away its lineage. The same alloy grab rail, the same twin LED strips at the rear tail lamp, a similar stepped, split seats for the rider and pillion and the same sharp body side panels as was featured in the Pulsar 200, continue to be available in the 220 DTS-Fi.
Refined features

The new Pulsar and its refined features seem to be like the culmination of Bajaj’s attempts at developing unique new features that have been adopted step by step into every variant of the Pulsar.

The LED tail lamp, the non-contact, backlit type switches, the digital speedometer etc., have been carried forward into the 220, and serve to further reiterate the new bike’s bloodline.

But to mark the new bike’s top-of-the-line positioning, Bajaj has endowed it with even more attractive, hi-tech features like the new headlamp cluster, the clip-on handle bars, the fuel-injected engine, rear disc brake and the new body side cladding, which gives the 220 its big bike looks.

At the front of the new Pulsar, Bajaj designers and engineers have come up with a new, broader bikini fairing that houses a new type and arrangement of bulbs.

While the twin pilot lamps have been retained on either side, the low beam and high beam bulbs have been stacked one on top of the other and now housed inside projector glass shells instead of the usual mirrored reflector.

The high beam is a compact clear lens parabolic lamp and the low beam is an ellipsoidal projector lamp. The halogen bulbs are high wattage (55W) type and are connected to the battery sourcing DC power and thereby ensure no voltage fluctuations affect the light output. The end result is a headlamp arrangement that enables the bike to offer illumination at night that almost rivals that of a car.

Mounted next to the tinted cowl are the two rear view mirrors. They are compact units with short stubs and are rubber mounted right on to the fairing, giving the bike a classy, very unique front finish. However, due to the size and positioning, they do seem to reduce the level of rear visibility for the rider.

Wrapping around the fuel tank and flowing away from the new, broader fairing is the unique plastic side cladding that adds to the Pulsar 220 DTS-Fi’s macho image.

While the same chunky fuel tank of the smaller-engined siblings has been carried forward for the 220 too, the new panels cover much of the tank. The panels are well finished and panel gaps have been minimised, though the bits of the road whizzing past that the rider gets to see can at times be distracting.

The digital instrument cluster (speedo) that has been made standard in all Pulsars is also featured in the 220 DTS-FI, only this time around there are a few more warning lights that attempt to provide timely information to the user. With a more sensitive and hi-tech fuel injected engine, the 220’s digital instrument panel also features a choked air filter indicator, high oil temperature and low battery voltage indicators and a low engine oil level warning lamp.

There is also an engine malfunction indicator that doubles up as a low fuel (reserve) indicator. Since the ‘Fi’ engine uses an electric fuel pump, the low fuel indicator is important so that the bike doesn’t end up with a pump failure.

That long list of novel features that Bajaj has come up with for its new benchmark in performance biking doesn’t end here. Adorning the six-spoked, 17-inch alloy wheels are new tubeless tyres, a first for an Indian bike.

Tubeless tyres being lighter, more heat resistant and durable, will in the long run deliver good performance for discerning buyers in this segment.

The 230mm disc brakes in the rear wheel, in addition to the 260mm disc with twin calipers in the front, also ensure more sure-footed braking for a bike that is clearly the most powerful in this segment.

The thick elliptical swing arm, the naked chain and the ‘fat-boy’, matt-silver finished silencer are all features that further boost the Pulsar 220 DTS-Fi’s street-racer image. Exhaust note of the 220 is soft, yet raspy and gets progressively loud at higher engine rpms.
Technology showcase

The engine in the new Pulsar 220 DTS-Fi is the technology showcase for Bajaj. Developed in-house, this bike’s engine features fuel injection instead of the conventional carburetion. DTS-Fi or digital twin spark fuel injection continues to have two spark plugs like in the other Pulsars.

However, instead of the carburettor that enables the other Pulsar engines to breathe and take in fuel, the 220 DTS-Fi engine features an injector that sprays fuel directly into the combustion chamber. In turn, an electronic control unit (ECU) regulates the injector. The ECU is a microprocessor-based system that is the command centre of the engine and bases its instructions to the fuel-injector on the feedback it receives from an array of sensors.

The ECU considers various parameters such as engine temperature, throttle position, engine speed, etc., before sending the relevant command to the injector ensuring optimum fuelling and spark timing under different operating conditions.
Power packed

Making the 220 a fuel-injected engine has enabled Bajaj to squeeze out the most power from the bike. Bajaj’s in-house ExhausTEC resonator technology for improving torque at low engine rpm has also been carried forward into the new 220.

The bike’s throttle response, ability to accelerate in spurts and the amount of low-end torque available in each gear slot is testimony to the benefits that fuel injection has brought to this engine. The 220 DTS-Fi generates a class-leading peak power of 20PS and a maximum torque of 19.12Nm at 6,500 rpm.

The Pulsar 220 DTS-Fi comes with a five-speed gearbox with the internationally popular first down, rest up shift pattern. Gear shift quality and clutch feedback are good, with false neutrals also being almost non-existent. While the toe-shifter adds to the overall big bike image of the Pulsar 220, the absence of the heel shifter may irk some users.

The front fixed fairing and large side panels will also need some getting used to for bikers who have recently upgraded from the lower ‘cc’ segments, where the fairing is mounted to the handle bar. This issue will come up when bikers attempt to ease out the bike from particularly tight parking slots that are the norm in most cities in India.

Priced at about Rs 80,000 (ex-showroom), the Pulsar 200 DTS-Fi doesn’t come cheap. But, it is loaded enough to take on competition and, in fact, could set a new benchmark in the premium performance bike segment.

vehicle summary:

Engine:
ENGINE TYPE : 4-Stroke, DTS-Fi
DISPLACEMENT : 220cc
MAXIMUM POWER : 20 PS @ 8500rpm
MAXIMUM TORQUE : 19.12 Nm @ 6500rpm
ACCELERATION : 0-60 Kmph in 4.0 Seconds
TOP SPEED : 135kph
STARTING : Self Start/Kick Start
IGNITION : Digital Twin Spark Fuel Ignition
COOLING TYPE : Oil-Cooling

TRANSMISSION:
CLUTCH : Multi-Disc Wet Type
GEAR BOX : 5 Speed Costant Mesh
CHASSIS TYPE : Tubular Double Cradle

SUSPENSION:
FRONT : Telescopic, 130mm Stroke
REAR : Mono Tube 5-Step Adjustable Canister - Gas Filled Shock Absorbers

BRAKES:
FRONT : 260mm, Twin Calipers Disc Brake
REAR : 200mm, Single Caliper Disc Brake

WHEELS AND TYRES:
WHEEL TYPE : Alloy
TYRE TYPE : Tubeless
TYRE SIZE(FRONT) : 90 x 90 - 17
TYRE SIZE(REAR) : 120 x 80 - 17

FUEL TANK:
FUEL CAPACITY : 15 Ltrs
FUEL RESERVE : 3 Ltrs

DIMENSIONS:
LENGTH : 2035.00 mm
WIDTH : 750.00 mm
HEIGHT : 1165.00 mm
WHEELBASE : 1350.00 mm
GROUND CLEARANCE : 165 mm

KERB WEIGHT : 150 Kg.

COMFORT AND CONVENIENCE:
FUEL GUAGE : Digital
TACHO METER : Analogue
TRIP METER : Digital
SPEEDOMETER : Digital
SELF START : Available
LOW FUEL INDICATOR : Available
LOW OIL INDICATOR : None
LOW BATTERY INDICATOR : None
FUEL CONSUMPTION(CITY) : Around 35 Km/Litre
FUEL CONSUMPTION(HIGHWAY) : Around 45 Km/Litre

colours available:

and the one Limited edition Chrome

Interesting screen shots: