Bikers Club

Suzuki Inazuma 250

2012-07-14T14:12:00.003+05:30

Suzuki Motor Corporation of Japan has launched its 250 cc parallel twin cylinder motorcycle Inazuma 250 (GW 250) in United Kingdom with an outstanding on road price of £3 ,499 (Rs. 3 lakhs approx.). At the price of £3 ,499 it is cheaper by £500 (Rs. 43,000 approx.) than Honda CBR 250R and £1100 (Rs. 94,000 approx.) than Kawasaki Ninja 250R in UK. Besides this, the company claims 30 km/liter mileage (WMTC mode) which is higher than Honda CBR 250R 27km/liter (WMTC mode).

Inazuma 250 comes with liquid cooled, SOHC, twin cylinder, fuel injected, 250cc engine which generates maximum power of 26bhp @ 8,500 rpm and maximum torque of 24.2 Nm@ 7,000 rpm. It has six speed transmission optimized for low to mid range speeds suitable for city traffic and highway cruising. It comes with Suzuki Dual Throttle Valve (SDTV) system for better throttle response and combustion efficiency. It also has Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve which enhances low to mid range torque.

The frame of Inazuma has been designed carefully to combine advantages of tubular street motorcycle frame and twin spar sports motorcycle frame. It has dual disc brakes. The front has fully floating 310 mm disc with dual piston calipers while the rear has 240 mm disc with single piston caliper. The front suspension uses Telescopic front forks while the rear suspension comes with link type monoshock suspension with 7 way adjustable spring preload. The front comes with 110/80 *17 inch tyre while the rear comes with 140/70*17 inch tyre.

The styling looks like front biased street fighter naked motorcycle inspired from the B-King. The front headlight looks like broader headlight of Yamaha Libero, it comes with dual filament halogen bulb and integrated dual position lights with patterned blue lenses. The rear tail lights look sober. The side lights are incorporated within tank scoops which looks unique. The tank shape is designed to offer adequate knee recess to rider. It has sporty riding seating position.

It has very functional instrument panel which comes with analog tachometer and a large digital LCD display which shows gear position, coolant temperature, odometer, trip meter, fuel consumption meter clock and a 3 mode rpm indicator to have better fuel efficiency and power for individual riding style. The fit and finish quality is top class. Suzuki also offers 2 year warranty and one year road side assistance which is included in above price. Currently its available in two colors Black and Candy Cardinal Red. The motorcycle will hit the showroom in September.

Suzuki GB’s Paul de Lusignan said, “Since we announced the Inazuma 250 we have been very pleased to see the level of interest it has generated both at Motorcycle Live and in our dealer’s showrooms. With this newly announced price, 250cc power and superb fuel economy it’s a very real alternative for the commuter. Combine this with Suzuki’s renowned reliability and our superb dealer network and its fair to say that the Inazuma offers excellent value and peace of mind motorcycling.”

Suzuki Inazuma 250 Motorcycle in India

The pricing of this motorcycle speaks a lot. It seems that Suzuki also has plans to launch this motorcycle in India positioning against Honda CBR250R. It will come at a price discount of Rs. 10,000-20,000 compared to Honda CBR250R. It does not have front fairing but it will come with twin cylinder engine which Honda CBR 250R does not have. Let’s wait for this motorcycle to be launched in India.

Inazuma 250 Technical Specifications

ENGINE SPECIFICATIONS

Engine capacity: 248cc
Engine: 4-stroke, 2-cylinder, liquid-cooled, SOHC
Bore: 53.5mm x 55.2mm
Compression ratio: 11.5:1
Starter: Electric
Ignition: Electronic (Transistorised)
Fuel system: Fuel Injection
Transmission: 6-speed constant mesh
Drive: Chain

DIMENSIONS AND WEIGHTS

Overall length: 2145mm
Overall width: 760mm
Overall height: 1075mm
Wheelbase: 1430mm
Seat height: 780mm
Ground Clearance: 165mm
Kerb Weight: 180 Kg
Fuel capacity: 13.3litres

CHASSIS SPECIFICATION

Front suspension: Telescopic, Coil spring, Oil damped
Rear suspension: Swing arm, Coil spring, Oil damped
Front brakes: Disc: 310 fully floating disc with two piston caliper
Rear brakes: Disc: 240 mm single disc with one piston caliper
Front tyres: 110/80-17M/C 57H
Rear tyres: 140/70-17M/C 66H

The New 2012 KTM 990 Adventure

2012-07-08T13:52:00.000+05:30

Thanks to its authentic rallying heritage, the 990 Adventure is just as likely to go on extended trips into the desert as surfing through the curves. With a stable chassis, a disconnectible ABS, and plenty of touring goodies, the 990 Adventure is the most offroad-capable travel enduro in the world.

The 990 Adventure has been designed to fit the needs of riders everywhere. The perfectly padded twin-level seat ensures firm contact with the ground for all riders and long-distance comfort for both rider and pillion, while also providing crystal-clear feedback for a sportier pace. Even the fairing on the Adventure provides effective protection from the wind and weather while also accommodating the clearly structured multi-function cockpit that supplies the rider with all essential information. For all of the details KTM went through to build a bike that’s exceptionally built as this one, one of the most underrated features of the 990 Adventure is the orange powder-coated, extra-stable tubular crash bars so that the bodywork is not so quickly damaged in the event of any spills or crashes.

To compliment the 990 Adventure’s world-class styling, the bike also carries a powerful, water-cooled V-engine that produces 114 horsepower – precisely the power you need on fast motorways or in deep sand, making for an impressive combination of powerful acceleration, superb performance, and spontaneous throttle response.

Engine

The 990 Adventure’s water-cooled V-engine produces 85 kW (114 hp) – precisely the power you need on fast motorways or in deep sand. The engine impresses with powerful acceleration, superb performance and spontaneous throttle response.

Aside from optimum combustion chamber design, the major factors behind the outstanding performance of the 990 Adventure’s V-twin with 75° cylinder angle are the state-of-the-art four-valve cylinder heads, each with flow-optimized ducts and two overhead camshafts.

Particularly lightweight pistons and connecting rods bestow the 990 Adventure’s V2 engine with reduced reciprocating weight and hence a decidedly spontaneous responsiveness, underlining its extremely sporty engine characteristics.

Frame and Suspension

The 990 Adventure’s tubular space frame made from thin-walled chrome-molybdenum steel tubing with a bolted-on, light alloy subframe only weighs 10.5 kg, yet it impresses with exemplary torsional stiffness. The long swingarm with conical profiles contributes plenty of mechanical grip.

Thanks to multiple setting options, the upside-down telescopic fork and the directly connected shock absorber from WP Suspension allow optimum adjustment of the chassis to suit the individual operational use of the versatile Adventure.

Brakes and Wheels

More than adequate deceleration is ensured on the Adventure by Brembo brakes featuring the very finest components, such as two floating 300 mm front brake discs. Stable wire-spoked wheels with all-round tires guarantee perfect suitability for touring with full offroad potential.

ABS

The disconnectible dual-circuit ABS system developed in cooperation with Bosch offers total protection against over-braking in all sports and touring situations, while maintaining the full effect and perfect feedback of a genuine sports brake thanks to very fine sensors.

Features

In addition to the standard engine guard, should the worst come to the worst, the Adventure is also equipped with orange powder-coated, extra-stable tubular crash bars, so that the bodywork is not so quickly damaged.

The fairing on the Adventure provides effective protection from the wind and weather and accommodates the clearly structured multi-function cockpit that supplies the rider with all essential information. The fuel tanks with a combined capacity of 19.5 l ensure a long useful working range.

Along with rally styling, the Adventure’s perfectly padded twin-level seat ensures firm contact with the ground for all riders and long-distance comfort for both rider and pillion, while also providing crystal-clear feedback for a sportier pace. The large fuel tank surfaces ensure perfect leg contact for riding standing up.

There is no shortage of details on the Adventure that distinguish it as a genuine travel enduro: from the practical, easily operated center stand, the lockable stowage compartment between the tanks and the on-board electrical socket, to the robust engine guard, stable crash bars and hand guards.

Specifications

Design	2-Cylinder, 4-Stroke, Spark-Ignition Engine, 75° V Arrangement, Liquid-Cooled
Displacement	999 Cm³
Bore	101 Mm
Stroke	62.4 Mm
Performance	84.5 KW (113.3 Hp)
Starting Aid	Electric Starter
Transmission	6-Speed, Claw Shifted
Engine Lubrication	Dry-Sump Lubrication With 2 Rotor Pumps
Primary Gear Ratio	35:67
Secondary Gear Ratio	16:42
Cooling System	Liquid Cooling System, Continuous Circulation Of Cooling Liquid With Water Pump
Clutch	Wet Multi-Disc Clutch / Hydraulically Operated
Ignition System	Contactless, Controlled, Fully Electronic Ignition System With Digital Ignition Timing Adjustment
Frame	Tubular Space Frame Made From Chrome Molybdenum Steel, Powder-Coated
Forks	WP Suspension Up Side Down 4860 MXMA PA
Shock Absorber	WP Suspension PDS 5018 DCC PA
Suspension Travel Front	210 Mm
Suspension Travel Rear	210 Mm
Brake System Front	Twin-Disc Brake With Floating Brake Calipers And Brake Discs
Brake System Rear	Single-Disc Brake With Floating Brake Caliper And Brake Disc
Brake System	Two Independent Brake Circuits With ABS (Antilock Brake System) - Brembo/Bosch
Brake Discs - Diameter Front	300 Mm
Brake Discs - Diameter Rear	240 Mm
Chain	5/8 X 5/16” X‑Ring
Steering Head Angle	63.4°
Wheel Base	1,570 Mm
Ground Clearance (Unloaded)	261 Mm
Seat Height (Unloaded)	880 Mm
Total Fuel Tank Capacity Approx.	20 L Unleaded Premium Fuel (95 RON)
Weight Without Fuel Approx.	209.5 Kg

QuotesTotal Motorcycle----"Ambitious off-road riders also welcome the option of disengaging it as needed. At 115 hp and 100 Nm of torque, the dynamic, 75° V-twin now has even more power to eat up the miles, also with a pillion. The powerful engine, the low weight and the fantastic agility make the Adventure a truly great ride."Rider Magazine----"KTM’s 999cc LC8 V-twin powers three models, the 990 SMT ABS, 990 Adventure ABS and 990 Adventure R. The 990 SMT ABS gets a new tool-operated rear preload adjuster, radial-mount Brembo front calipers with radial front master cylinder and a two-channel Bosch ABS system. The 2012 990 Adventure ABS is based on the 2011 990 Adventure Dakar, with orange powdercoated frame and engine guards, new wrap-around hand guards, easier-lifting center stand and new colors/graphics. The 990 Adventure R gets revised suspension settings and an inch-lower seat height (35.2 inches). The Super Duke and Supermoto R have been dropped."

Honda CBR 150R 2012

2012-07-07T11:19:00.000+05:30

Honda first wooed enthusiasts by displaying its CBR150R at the Delhi Auto Expo in January 2012. Honda launched the world-class economy sport bike at Rs 1,17,385 ex-showroom, Delhi.

Honda has launched the smaller CBR 150R in the Indian auto market at Rs 1,16,385 (ex-showroom, Delhi) for the Standard and Rs. 1,17,385 (ex-showroom, Delhi) for the Deluxe variant.

The CBR 150R has a light and compact DOHC 150cc engine which produces a peak power of 17.6PS at 10,500rpm and a peak torque of 12.66Nm at 8,500rpm, which is ideal for city riding conditions. The CBR’s engine, mated to a six-speed gearbox, will be liquid-cooled and fuel-injected with their patented PGM-FI technology. Front & rear disc brakes will be standard on the bike, it will also have mono-suspension and wide front and rear tubeless tyres offering better stability while cornering.

Engine

The Honda CBR150R is based on a 149cc 4-stroke carburetted single cylinder 4 valve DOHC engine with 11.0:1 compression and CDI ignition, mated to a 6-speed wet clutch manual transmission. Honda CBR150R generates 18.5 Bhp at 10500 rpm and 13.5 Nm of torque at 8500 rpm. It is not a fuel injected version as is in its die-hard rivals which can prove a flaw to some of the bikers.

Design And Comfort

Honda CBR150R comes loaded with the fine tuned mesmeric features making it one of the most sought after bikes among the bike lovers. It features a unique eye design lights which give safety for the night ride. The side mirror handles come in line with the windshield as we see in the big bikes. The round built-in tail lights with separated signal lights further enhance the sporty look. It has a well designed speedometer with clear display of speed, rpm, fuel, lights and engine temperature at one glance. Like the other high end bikes in the country, the Honda CBR150R is sure enough to feature disc brakes at the front and rear so that it can compete with its competitors altogether. No wonder, this bike shows the persona to become a great lure in the biking community in the country.

Ride And Handling

Honda CBR150R employs telescopic shocks at the front while the rear depends on the monoshock. The 4-level adjustable monoshock suspension serves more dynamic and responsive feedback even in undulating road conditions. Brakes are discs at both the front and rear, sized 276mm at the front and 220mm at the rear. They are the perfect stuff with the high precision which can keep the bike in foolproof control avoiding every bit of chance mishap or trouble.

VEHICLE SUMMARY

Name:

CBR150R

Type:

Sports

VERDICT

FOR

Technology
Price
Looks

AGAINST

ENGINE SPECIFICATIONS
Displacement:	149.4cc
Engine:	149.4cc, 4-stroke
Maximum Power:	17.58 Bhp @ 10500 rpm
Maximum Torque:	12.66 Nm @ 8500 rpm
Gears:	6 Manual
Clutch:	Wet Multi Plate
Bore:	63.5
Stroke:	47.2
No. of Cylinders:	1
Valve Per Cylinder:	4
Chassis Type:	Twin Tube Diamond
Cooling Type:	Liquid Cooling
DIMENSIONS
Length:	2000.00 mm
Width:	825.00 mm
Height:	1120.00 mm
OTHER SPECIFICATIONS
Weight:	138.00 kg
Ground Clearance:	190.00 mm
Fuel Tank:	13.00 ltrs
Wheelbase:	1305.00 mm
Electrical System:	NA
Headlamp:	12V 60/55W H4
Battery Type:	Maintenance Free
Battery Voltage:	12V
Battery Capacity:	6Ah
Horn:	Dual
Wheel Type:	Alloys
Wheel Size:	100/80-17 - 130/70-17 mm

Colors: Black with Pearl Sunbeam White, Sports Red with Pearl Sunbeam White

Tubeless : Yes, both front & rear

Variants of 2012 New Honda CBR150R

- Honda CBR150R Standard
- Honda CBR150R Deluxe
Honda CBR150R is available in two variants - Standard and Deluxe. The Deluxe variant features sporty graphics and Standard variant is available in red and black shade only. Technically both the variants are same.

Price of 2012 New Honda CBR150R

- Honda CBR150R Standard - Rs. 1,16,385.00 (Ex-showroom New Delhi)
- Honda CBR150R Deluxe - Rs. 1,17,385.00 (Ex-showroom New Delhi)

Honda CBR150R has been priced very competitively at Rs. 1,16,385.00 for the standard variant and Rs. 1,17,385.00 for the deluxe variant. The price seems to be quite reasonable considering the fact that it features a liquid cooled 150cc engine. The on-road price of Honda CBR150R in Mumbai is Rs. 1,34,000.00 for the standard variant and Rs. 1,35,000.00 for the deluxe variant.

Instrument Cluster of 2012 New Honda CBR150R

- Digital plus analogue combo instrument panel
- Digital speedometer, fuel gauge and trip meter
- Analogue tachometer

2012 Honda CBR150R features a very neat instrument cluster which is dominated by the analogue tachometer in centre and digital speedometer is placed below it. The orange backlight for the screen looks very cool especially at nigh.

Suspension & Brakes of 2012 New Honda CBR150R

- Tube type one side/both side operation
- 276mm front disc and 220mm rear disc

2012 Honda CBR150R uses tube type one side operating suspension at the front while the rear is a tube type both side operating suspension. Brakes are discs at both the front and rear, sized 276mm at the front and 220mm at the rear. Most of the high end bikes in India now feature disc brakes like we have seen in Apache RTR 180, Bajaj Pulsar 220, Hero Honda Karizma ZMR & Yamaha R15.

Shades Available in 2012 New Honda CBR150R

New 2012 Honda CBR150R Standard is available in two shades:
- Black with Pearl Sunbeam White
- Sports Red with Pearl Sunbeam White

New 2012 Honda CBR150R Deluxe is available in two shades:
- Black with Candy Palm Green
- Vibrant Orange with Pearl Sunbeam White colour

TVS Apache RTR 180 ABS

2012-06-20T12:37:00.002+05:30

TVS Apache RTR 180 Racing With ABS

It is introduced in sports bike segment. And, the features prove it so. This beast suggests a lion like looks that is going to start hunting. The front portion of the female is stunning and cowl incorporated nice looking headlamp and parking light. The headlamp and LED tail lamp is claimed better visibility in any weather condition. Graphics are also refreshed in the new RTR. Enlarged emblem of RTR and arrow shape graphics on the tank make it distinct identity. The sports machine incorporated all digital console. Fuel gauge, tripmeter, techometer, speedometer, low fuel indicator and low oil indicator is a beauty to see. The speedometer shines with blue backlit as same as RTR 160. clock is also fitted there to make you able to check travel time. Neutral, side indicator and high beam indicator are also the part and parcel of the RTR series. Lap meter and service indicator are the special features which glitter like jewels in the console. Lap meter shows the mileage whereas service reminder gives alerts for the service. The dashboard incorporates a special feature which enable the rider to test the top speed. The top speed is 125 kmph.

- Powered by a 177.4cc engine
- 17 Bhp of maximum power
- 15.5 Nm of maximum torque
- 60kmph from standstill in 4.15 seconds
- Top speed as 125kph

Rearset foot pegs are light weight made of aluminum which is set as to balance body to power ratio. Silencer of the bike has a covering of chrome plate and the exhaust make no sound. However, most of the exterior is having black treatment. The titanium engine is also black with fairing. Split grab rails are another special features that make pillion rider safer. But removable rear fender is the thing which add to the style of the bike. It comes with replaceable and functional mud flap. LED tail lamp and rear grab rails seems like a innocent bull. The company claimed that it consumed less battery power. Six spoke alloy wheels, engine fairing, classy fuel tank, forged brake lever, aerodynamics air scoops add to the charm of the female. The handle bars are also refined.

FEATURES

Bull Horn Grab Rails: RTR is always known for it’s uniqueness in each and every detail that is being fused on to the bike, and the main highlight is the split grab rails that are shaped with Bull Horns in mind, will give the bike an aggressive look and the bike gels with it adding style to functionality.

Engine Fairing: With this part alone one will be able to understand how much of detailing has gone into making of this bike, the design has some aggressive curves that cools the engine rapidly and allows the heat to be dissipated as well as adding style. Not to mention it over does its job of saving the engine from elements that can knock the engine while riding.

Graphics: The bike also comes with all new graphics to be precise the Legendary Racing GT Stripe that adds best complements to the bike when looked from all the angles it’s an absolute turn-on to every biker, also the RTR decal that is put partly on the air scoop and the tank. The RTR rims also have luminous rings that distinguish men from the boys.

Forged Brake Lever: The RTR employs one of a kind of Forged Brake Lever and Gear Lever Set which is much lighter in construction when compared to the normal ones add functionality with great sense of styling.

Removable Rear Fender: This feature is one-of-a-kind that is first in India where the bike employs a rear fender that acts as a Mud flap that can be removed giving the looks of a Super Bike rear fender with safety reflectors attached as TVS never compromises on safety.

Lightweight Alloys: The RTR 180 employs all new stylish light weight alloys that are designed specifically for this bike reducing the burden of weight when it matters only about speed. Light weight doesn’t mean that these will wear out fast but these are tested extensively for durability too giving the bike a sturdy feel in all terrain conditions.

VEHICLE SUMMARY
Name:	Apache RTR 180
Type:	Commuter
Top Speed:	125kph
Fuel Consumption: City	39.00
Fuel Consumption: Highway	47.00
VERDICT
FOR	Powerful Look & Style
AGAINST	Price

ENGINE SPECIFICATIONS
Displacement:	177.4cc
Engine:	177.4cc, 4 Stroke
Maximum Power:	17.3 Bhp @ 8500 rpm
Maximum Torque:	15.5 Nm @ 6500 rpm
Gears:	5 Speed
Clutch:	Multi Plate Wet Type
Bore:	62.5
Stroke:	57.8
Engine Block Material:	Iron Block
Chassis Type:	Double Cradle
Cooling Type:	Air Cooling
0 to 60:	4.15 sec.
DIMENSIONS
Length:	2085.00 mm
Width:	730.00 mm
Height:	1100.00 mm
OTHER SPECIFICATIONS
Weight:	137.00 kg
Ground Clearance:	180.00 mm
Fuel Tank:	16.00 ltrs
Wheelbase:	1326.00 mm
Electrical System:	NA
Headlamp:	12V 35/35W Halogen HS1, Clear lens with MFR
Horn:	NA
Wheel Type:	6 Spoke Mag Alloys
Wheel Size:	90/90 x 17” - 110/80 x 17” mm
Tubeless:
Colors:	White, Gray, Yellow & Black

TVS Apache Variant Price

Apache RTR 180 ABS
177.4cc, 4 Stroke

Rs. 87,900

TECHNOLOGY

The bike is totally a tech savvy and some of the most innovative and advanced features includes:

Over Square Engine: That’s the technology implemented in RTR 180, an Over Squared engine that churns out 17.3 ps @ 8500 RPM with a max torque of 15.5NM @ 6500 RPM is just mind blowing. With these values the bike is just a screamer and can easily reach top end without losing out its breath. To the stunters out there the bike can pull really good wheelies in 2nd gear and that is the amount of low end torque this bike possesses.

Roto Petal Disc Brakes: The bike employs ROTO PETAL DISC BRAKES for both front and rear that can put all the power to a stop when required. With 270mm front and 200mm rear ROTO DISCS the bike never hesitates to stop and also for people who wants to know about this advantages of ROTO DISCS, it’s been proved that these discs dissipate heat faster than the normal discs and provides a fool-proof braking.

Clip-on’s: The bike comes with all new wider Clip-On handle bars wider than the old RTR models that provide the rider with great posture for riding as well as adds a tinge feel of racing as these are the standard equipments in the Superbikes and in here it also comes with adjusting feature that can be adjusted for the reach of the rider according to his height.

Rearset Foot Pegs: The Bike employs sporty lightweight foot pegs that are placed in the rear set giving the user the racing feel and also for the techs this design contributes to the bike’s power to weight ratio.

Wider Tyres: The Bike employs the widest rear tire in the entire RTR series with a size of 110/ 80 that can put all the power on to the ground without hesitation at all.

With all the above Features and Technology that no other bike has, the new RTR 180 is truly a racing pedigree that is waiting to unleash its power. Taking a test ride of the bike, the bike sounded and felt really amazing and doesn’t have the old boring complaints of its ancestors and you guys know what, yes, the Vibes. TVS has this time did their homework well on this issue and has bought the levels of Harshness and Vibrations down and this adds to the new feel of the bike wanting to accelerate faster and faster and coupled with a carburetor there is always some room for further improvements which can’t be done in the case of an FI. The bike accelerates faster and cleaner than the 160’s but not as clean as the FI. But who cares when it’s a screamer, the bike screams past against all the bigger competitors with ease and it surprises me each and every time when I think of that.

Although the RTR-FI and RTR-180 share the same 0-60 timings, from 60-100 and above the total scene with the RTR-180 is all game. It accelerates faster than the fastest leaving others behind and the top speed that I was able to achieve was 136 Kmph on the Speedo console.There was lot more juice left to extract from the engine.The bike also comes in an all-white scheme that distinguishes the other RTR’s from the 180 and personally I like this color as it looks like an angel while parked and a white devil when ridden. The other color options available are Yellow, Grey and Black which are also equivalently good and I would say it’s always a personal choice and go with what your heart says…

The all new RTR 180 with tons of positive feedbacks and features is surely a value for money than any other bike in this segment and I would surely not hesitate to book right away for the thrill it offers.

Engine

The TVS Apache RTR 180cc is having some of similarity like Bajaj Avenger DTS-i 200cc as far as the engine performance is concerned. Like Apache's engine produces maximum power of 17.3 PS at 8500 rpm and maximum torque of 15.5 nm at 6500 rpm with the displacement of 177.4cc. The engine is air cooled, 4 stroke and having a single cylinder. The gear box is equipped with 5 gears with constant mesh transmission. Clutch is multi-plate wet type. The frame of the female is double cradle synchrostiff. It boasts higher ground clearance i.e. 180mm. The bike is having both self and kick start.

Acceleration

You can achieve a top speed of 125 kmph with this flying machine. The 0-60 kmph acceleration is covered in just 4.15 seconds and this can be viewed in timer which is incorporated at the dashboard.

Fuel Efficiency

The maximum fuel tank capacity is 16 litres and 2.5 litres of reserve. The larger fuel tank is designed to give more comfort to the rider's knee. As per the rough estimation, one can get a mileage of around 35-40 kmpl. however, on highway the mileage will be a little higher than city area. The mileage is supposed to be lower than commuter bikes as it is a sports bike with a high displacements 177.4cc.

Colours

The bike is available in four eye-catching colours. The colours are yellow, grey, black and white. Available colours Are :

Brakes

The bike is equipped with high performance 270mm petal disc brakes at front and 200mm petal disc at the rear to make it a safer bike to ride at any speed. The brakes have jewel shape design.

Suspension

The TVS Apache RTR 180cc has the usual telescopic fork at the front and mono tube inverted gas filled shock (MIG) with spring aid at rear. The mono shock absorbers gives unmatchable jerk free riding experience. The suspensions have a new mechanism that is called poly shock. Poly shock promises smooth ride and less friction. The suspensions are silver coloured.

Wheels and Tyres

The machine is having tubeless tyres with the tyres specifications of 90/90-17 at front and 110/10-17 at the rear respectively. Six spoke alloy wheels attract with classy looks. The company provides only TVS tyres in the bike which is largest in the segment.

Wheel Base and Controlling

The rear tyre's wheel base is wide enough to provide better grip on road. The wheel base is 1326, cool. Stability, handling and control is more powerful than the bikes in the segment.

Comfortness

As far as the comfort is concerned, the rider will be pleased with comfortable curves of tank and seat. But the pillion will be a little unhappy as no backrest is provided. However, foot-pegs and foot rest are there to add to his comfort. Handling is also enhanced in the bike. Wide rear wheelbase and petal disc brakes come classy and up to the safety standards. Mono suspension is incorporated that gives pleasing ride as 'pony' at any speed and surface.

Pros

The bike is unmatchable in its segment as compared with performance, style and handling. The final verdict is, it is a complete sports bike. 0-60 timer on dashboard.

Cons

- No rear backrest for pillion rider.

-The power train is not upgraded except displacement.

TVS Apache-Launched Newly

2012-06-20T12:05:00.002+05:30

Latest Versions Of TVS Apache RTR Series

TVS redefined its RTR series and launched newer version of the RTR bikes.The new models are redesigned, redrawn and reincarnated into a beast.Faster,Sharper and angrier than ever before.The aggression radiates out of the design.While staying true to its racing DNA,the newer versions are modified into more aggressive and terrorizing form.The precise ergonomics , Hard design , sculpted lines and sleek design come together in a living harmony to make one manic beast of a racing machine.

Quick List of What's New in 2012 New TVS Apache RTR Series

- Faux carbon fiber insert on the fuel tank and around the instrumentation console
- New fuel tank scoops/faux air intakes plus new graphics
- All-new redesigned seat
- New all-metal footpegs for the pillion plus pillion footpeg mounts
- Redesigned side panels and new crash guard design
- New rear mudguard and redesigned saree guard
- Blue back-lit digital plus analogue instrument cluster.
Variants of 2012 New TVS Apache RTR Series- 2012 New TVS Apache RTR 160
- 2012 New TVS Apache RTR 180

Apache HyperEdge Series RTR 160:
The new headlight design is auto-activated on ignition.The two LED guide lights resembling the eyes of the beast stay lit Night or Day,Its the hallmark of the new breed of Apache RTR bikes.The bike also comes with a gorgeous digital instrument panel with high tech facilities.All components of it have been designed around the legendary RTR shield.with superior perfection.The Apache RTR 160 is the first bike in the Apache RTR evolutionary chain.Apart from the head part,all the other variants are kept undisturbed.

VEHICLE SUMMARY
Name:	2012 New Apache
Model:	RTR 160 Hyper Edge
Type:	Commuter
Top Speed:	118kph (Might Be Above)
Fuel Consumption: City	42.00
Fuel Consumption: Highway	52.00
VERDICT
FOR	Looks Powerful engine
AGAINST	Price
ENGINE SPECIFICATIONS
Displacement:	159.7cc
Engine:	159.7cc, 4-stroke
Maximum Power:	15.2 Bhp @ 8500 rpm
Maximum Torque:	13.1 Nm @ 6000 rpm
Gears:	5 Speed
Clutch:	Wet, Multi Plate
Bore:	62
Stroke:	52.9
No. of Cylinders:	1
Cylinder Configuration:	NA
Valve Per Cylinder:	2
Engine Block Material:	Iron Block
Chassis Type:	Double Cradle
Cooling Type:	Air Cooling
Carburetor:	NA
0 to 60:	5.56 sec.
DIMENSIONS
Length:	2085.00 mm
Width:	730.00 mm
Height:	1105.00 mm
OTHER SPECIFICATIONS
Weight:	137.00 kg
Ground Clearance:	165.00 mm
Fuel Tank:	16.00 ltrs
Wheelbase:	1300.00 mm
Electrical System:	AC Generator
Headlamp:	12V 35/35W Halogen HS1, Clear lens with MFR
Battery Type:	NA
Battery Voltage:	12V
Battery Capacity:	9.0 Ah
Battery Charger Type:	NA
Horn:	NA
Wheel Type:	Alloys
Wheel Size:	90/90 R17 – 110/80 R17 mm
Tubeless:	Yes
Colors:	Red, Green, Yellow and Grey
ACTIVE AND PASSIVE SAFETY
Suspension(Front):	Telescopic Forks
Suspension(Rear):	Monotube Inverted Gas Filled Shocks
Brakes:	270mm Petal Disc
Brakes(Rear):	200mm Petal Disc
Stand Alarm:	No
COMFORT AND CONVENIENCE
Fuel Guage:	Digital
Self Start:	Yes
Tacho Meter:	Analogue
Trip Meter:	Digital-1
Alloys:	Yes
Warranty:	NA
Speedometer:	Digital
Passenger Footrest:	Yes
Passenger Backrest:	No
Step-up Seat:	Yes
Pass-light:	Yes
Low Fuel Indicator:	Yes
Low Oil Indicator:	Yes
Low Battery Indicator:	Yes
High Oil Temp. Indicator:	No
Choked Air Filter Indicator:	No

Price in India -

This bike would cost about Rs. 75,000/- Ex-ShowRoom…

Apache HyperEdge Series RTR 180:

The Apache RTR 180 is one of the best bike of the Apache RTR evolutionary chain.It is the most advanced street legal beast in its class amongest of all 180 series Bikes.Apart From the Engine Variants,All the rest Looks of It remains Same.

VEHICLE SUMMARY
Name:	2012 New Apache
Model:	RTR 180
Type:	Commuter
Top Speed:	131kph (Might Be Above)
Fuel Consumption: City	39.00
Fuel Consumption: Highway	47.00
VERDICT
FOR	Powerful Look & Style
AGAINST	Price
ENGINE SPECIFICATIONS
Displacement:	177.4cc
Engine:	177.4cc, 4 Stroke
Maximum Power:	17.03 Bhp @ 8500 rpm
Maximum Torque:	15.5 Nm @ 6500 rpm
Gears:	5 Speed
Clutch:	Multi Plate Wet Type
Bore:	62.5
Stroke:	57.8
Engine Block Material:	Iron Block
Chassis Type:	Double Cradle
Cooling Type:	Air Cooling
0 to 60:	4.15 sec.
DIMENSIONS
Length:	2085.00 mm
Width:	730.00 mm
Height:	1100.00 mm
OTHER SPECIFICATIONS
Weight:	137.00 kg
Ground Clearance:	180.00 mm
Fuel Tank:	16.00 ltrs
Wheelbase:	1326.00 mm
Electrical System:	NA
Headlamp:	12V 35/35W Halogen HS1, Clear lens with MFR
Horn:	NA
Wheel Type:	6 Spoke Mag Alloys
Wheel Size:	90/90 x 17” – 110/80 x 17” mm
Tubeless:	Yes
Colors:	White, Gray, Yellow & Black
ACTIVE AND PASSIVE SAFETY
Suspension(Front):	Telescopic Forks
Suspension(Rear):	Gas Shocks, Rectangular Swingarm
Brakes:	270mm Petal Disc
Brakes(Rear):	200mm Petal Disc
Stand Alarm:	No
COMFORT AND CONVENIENCE
Fuel Guage:	Digital
Self Start:	Yes
Tacho Meter:	Analogue
Trip Meter:	Digital-2
Alloys:	Yes
Speedometer:	Digital
Passenger Footrest:	Yes
Passenger Backrest:	No
Step-up Seat:	Yes
Pass-light:	Yes
Low Fuel Indicator:	Yes
Low Oil Indicator:	Yes
Low Battery Indicator:	Yes
High Oil Temp. Indicator:	No
Choked Air Filter Indicator:	No

This bike would cost about Rs. 85,000-870000/ Ex-ShowRoom…

The UnBeatable"SUZUKI HAYABUSA"

2012-06-08T20:38:00.000+05:30

The Suzuki Hayabusa (or GSX1300R) is a sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188 to 194 miles per hour (303 to 312 km/h).

Hayabusa (隼) is Japanese for "peregrine falcon", a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 202 miles per hour (290 to 325 km/h), the fastest of any bird.In particular, the choice of name was made because the peregrine falcon preys on blackbirds, which reflected the intent of the original Hayabusa to unseat the Honda CBR1100XX Super Blackbird as the world's fastest production motorcycle.Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).

First generation (1999–2007)

1999–2007

Also called	GSX-1300R-X (1999), GSX-1300R-Y (2000), GSX-1300R-K1–K7 (2001–2007)
Model year	1999–2007
Engine	1,299 cc (79.3 cu in), 4-stroke inline-four, liquid-cooled, DOHC, 16-valve,compression ratio 11:1, Keihin/Denso fuel Injection,wet sump
Bore / Stroke	81.0 × 63.0 mm (3.19 × 2.48 in)
Top speed	1999–2000 188–194 mph (303–312 km/h) 2001–2007 186 mph (299 km/h)
Power	Rear wheel 151.5–162.6 bhp (113–121 kW) bhp @ 9500–9750 rpm
Torque	93.4–99.6 lb·ft (126.6–135.0 N·m) @ 6750–7000 rpm
Transmission	6-speed, constant mesh, #532 chain drive
Suspension	Front Inverted telescopic fork, fully adjustable springpreload, 14-way adjustablerebound damping and 13-way adjustable compression damping Rear Link-type, gas/oil damped, fully adjustable spring preload, 22-way adjustable compression & rebound damping
Brakes	Front 6-pot Tokico caliperson 320 mm stainless steel discs Rear Single hydraulic disc
Tires	Bridgestone Battlax BT56Front 120/70-ZR-17, Rear190/50-ZR-17
Rake, Trail	24.2°, 3.8 in (97 mm)
Wheelbase	1,485 mm (58.5 in)
Dimensions	L 2,140 mm (84.3 in) W 740 mm (29.1 in) H 1,155 mm (45.5 in)
Seat height	805 mm (31.7 in)
Weight	See performance and measurements 215–242 kg (470–530 lb) (dry) 250–255.3 kg (551–563 lb) (wet)
Fuel capacity	21 L (4.6 imp gal; 5.5 US gal) (California 19 L (5.0 US gal))
Fuel consumption	'99 37 mpg_-US(6.4 L/100 km), 38.5 mpg_-US (6.11 L/100 km) '0532 mpg_-US (7.4 L/100 km)

When first shown to the press in 1999, the first Hayabusas made a profound impression. No previous motorcycle has broken the production model top speed record by such a margin, 10 to 14 mph (16 to 23 km/h), depending on which measured speeds the source was relying on for the CBR1100XX and the GSX-1300R.

The first generation had a 1,299 cc (79.3 cu in) liquid-cooled, inline-4 engine with sixteen valves driven by double-overhead cams. This configuration, technologically unremarkable for that time, delivered a record-setting claimed 173 brake horsepower (129 kW) at the crankshaft by virtue of the largest displacement ever in a sport bike, and a ram air system that forced cool, pressurized air into the cylinders at speed.Combined with sophisticated aerodynamics, this powerful engine pushed the Hayabusa's top speed far above the Honda CBR1100XX Blackbird by a significant leap, contrasting with the incremental gains that preceded the Suzuki hyper sport entry. The 1997 carbureted CBR1100XX had previously only inched past the previous top speed record holder, the Kawasaki Ninja ZX-11 of 1990.

A remarkable feature of the Hayabusa engine was its abundance of power throughout its entire rpm band. The 1,299 cc powerplant was the largest and most powerful sport bike engine when introduced in 1999, and remained the largest until Kawasaki's ZX14 was released.

The Hayabusa's abundance of power at any rpm made the Hayabusa easier to ride by giving the rider a greater choice of gear selection for a given speed and stunning acceleration.

The ram air ducts at the front of the drooping, rounded nose squeezed frontal area away from the headlight, and this, along with the need for a narrow frontal area, necessitated a stacked headlight and high beam behind a single lens. Moreover, the need to reduce the extreme drag encountered at high speeds determined the Hayabusa's entire bulbous, and much-criticized, bodywork design. Koblenz remarked, "non-traditional styling generates the main controversy of the Hayabusa." When viewed through the eyes of those who judged its beauty on the basis of its functionality, or given a little time to get used to it, the bike's looks did find admirers.The striking two-tone copper/silver paint scheme was similarly loved by some and hated by others, but was successful if the intent of an all-new, flagship product is to make a bold statement. So while it was called ugly by some in the press. this aerodynamic shape was key to the Hayabusa's ability to reach record-setting speeds

The engine used a gear-driven counterbalancer to reduce vibration to the point that the engine could be solidly mounted to the frame, for the purpose of increasing chassis rigidity. Employing a conventional twin beam frame, fully adjustable upside down forks, using specially developed Bridgestone tires, and being relatively light at 473 pounds (215 kg) dry, the Hayabusa's handling was considered excellent for a machine of this class. One reviewer, Koblenz, noted a hesitation perhaps related to poor low-rpm mapping at low speeds, noticeable as a "pause and slight lurch" when rolling on and back off the throttle. Minor low speed FI revisions were addressed with either a "Yosh Box" or "Teka SFI" FI adjusting tool.^]Reflecting in 2009 on the initial design, the creator of the Hayabusa's look, Suzuki's Koji Yoshirua, said that the intent in 1999 was, "to create a somewhat grotesque design and create a strong initial impact... The mission was to create a total new styling that will not be out of date within few years, and a styling that will be the ‘Face’ of Suzuki." Yoshirua also said that the goal was not to achieve the status of fastest production motorcycle, which in early stages was slated to be only 900 to 1,100 cc (55 to 67 cu in), but that, "as a consequence of, pursuing the best handling, acceleration, safety, power, riding ability, original styling, etc., for the good of the customers, it became the ‘Fastest production motorcycle’ … By doing this, once the model was out in the market and the performance of it have been proven, I thought that people will start to show interest to the weird design, and then the design would be caked in peoples mind.”

2012 Suzuki Hayabusa:

IDENTIFICATION
Model Type	Sport
BASE MSRP(US)	$14,299.00
Dealers	Suzuki Dealers
Warranty	12
Insurance	Get a Quote
Finance
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)	81 / 3.19
Stroke (mm/in)	65 / 2.56
Displacement (cc/ci)	1340 / 81.8
Compression Ratio	12.5:1
Starter	Electric
Fuel Requirements	Regular
Fuel Type	Gas
Fuel Injector	Yes
Carburetor	No
Carburetion 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
Chromed	No
Tire Brand	Bridgestone®
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 Hydraulic Disc
Front Brake Diameter (in/mm)	12.2 / 310
Rear Brake Type	Hydraulic Disc
Rear Brake Diameter (in/mm)	10.2 / 260
SUSPENSION:
Front Suspension Type	Inverted Fork
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 Suspension Size (in/mm)	1.7 / 43
Rear Adjustable Shock / Spring Pre-Load	Yes
Rear Adjustable Rebound Damping	Yes
Number Rear Shock Absorbers	1
Rear Suspension Material	Aluminum
Air Adjustable	No
STEERING:
Steering Control	Handlebar
TECHNICAL SPECIFICATIONS:
Length (ft)	7.18
Width (in/mm)	28.9 / 735
Height (in/mm)	46.1 / 1170
Wheelbase (in/mm)	58.3 / 1480
Ground Clearance (in/mm)	4.7 / 120
Length (ft/ft)	7
Length (ft/in)	2
Wet Weight (lbs/kg)	573 / 260
Fuel Capacity (gal/l)	5.5 / 21
Performance	Standard
SEATS:
Seat Type	Two-Piece
Adjustable	No
Seat Material	Vinyl
Seat Location	Driver and Passenger
Folding	No
Seat Height (in/mm)	31.7 / 805
Number Of Seats	2
Backrest Logo Plate	No
Seat Tail Cover	Standard
Grab Rail or Strap	Standard
EXTERIOR:
Frame	Aluminum
Body Material	Plastic
Hand Grips	Standard
Foot Peg Location	Driver and Passenger
Adjustable	No
Chassis Protectors	No
Drive Shaft Guard	No
Engine Case 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	Standard
Rear Fender	Standard
Stand Type	Kick
Lower Fairing	Standard
Spoiler	Standard
Handlebars	Standard
Upper Fairing	Standard
INSTRUMENTATION:
Digital Instrumentation	Standard
Clock	Standard
Tachometer	Standard
Trip Odometer	Standard
Speedometer	Standard
Temperature Warning Type	Gauge
Fuel Level Warning Type	Gauge
Service Reminder	Standard
PRICING:
Warranty (Months/Condition)	12 / Limited
IDENTIFICATION:
Generic Type (Primary)	Sport
Manufacturer Country	Japan
Introduction Year	2012
Manufacturer Recommend Minimum Age	16
Display Name	Hayabusa™ 1340 Limited
MOUNTS:
Windshield Mounts	Standard
PAINT & FINISH:
Paint	Standard
Decal Kit	Standard
GLASS:
Rearview Mirrors	Standard
Windshield Lowers	No
Height Adjustable	No
Tinted	Yes
Height	Low
STORAGE:
Underseat Storage	Standard
Lockable Storage	Standard
LIGHTS:
Halogen Headlight (s)	Standard

COMPARISION OF TWO SERIES:

The comparison of specifications between the 1st generation 1999-2007 'original' Hayabusa and the 2nd generation 2007-onwards Suzuki Hayabusa. The chart below only lists the major points of comparison........

	1999-2007	2008-????

Engine : Bore : Stroke : Displacement : Compression ratio : Air Cleaner : Starter : Lubrication : Fuelling : Overall length : Overall Width : Height : Wheel base : Ground clearance : Seat height : Dry weight : GMV : (Gross Vehicle Mass)	In-line 4 DOHC TSCC 81.0 mm 63.0 mm 1299 cc 11.0 : 1 Non-woven fabric Electric Wet sump Electronic Fuel Injection 2180 mm 740 mm 1155 mm 1485 mm 120 mm 805 mm 215 kg 430 kg	In-line 4 DOHC TSCC 81.0 mm 65.0 mm 1340 cc 12.5 : 1 Non-woven fabric Electric Wet sump Electronic Fuel Injection 2190 mm 735 mm 1165 mm 1480 mm 120 mm 805 mm 220 kg 449 kg (S-DMS: Suzuki Drive Mode Selector)
Security System :		SAIS - Suzuki Advanced Immobilizer System
Gearbox :	6 speed constant mesh Wet multi-plate hydraulic clutch Drive chain RK GB50GSV Z3 112 Links Gear ratios : 1 - 2.615 2 - 1.937 3 - 1.526 4 - 1.285 5 - 1.136 6 - 1.043	6 speed constant mesh Wet multi-plate hydraulic clutch Drive chain RK GB50GSV Z4 114 Links Gear ratios : 1 - 2.615 2 - 1.937 3 - 1.526 4 - 1.285 5 - 1.136 6 - 1.043
Suspension (front) :	Inverted telescopic, coil sprung, oil damped, spring preload fully adjustable rebound damping force 14-way adjustable compression damping force 13-way adjustable	Inverted telescopic, coil sprung, oil damped, spring preload fully adjustable rebound damping force 10-way adjustable compression damping force 10-way adjustable
Suspension (rear) :	Link type, coil spring, gas/oil damped, spring preload fully adjustable force 22-way adjustable, compression damping force 22-way adjustable	Link type, coil spring, gas/oil damped, spring preload fully adjustable force 22-way adjustable?, compression damping force 22-way adjustable
Caster : Trail : Steering angle :	24* 12' 97 mm (3.8 in) 30* right to left	23* 25' 93 mm (3.8 in) 30* right to left
Brakes / Tyres :	320mm Disc Tokico - Front twin 6 piston calliper 240mm Back single 4 piston calliper Front 120/70 ZR17 Bridgestone BT56 J Spec Rear 190/50 ZR17 Bridgestone BT56 J SpecCast aluminium alloy	320mm Disc Tokico - Front twin 6 piston calliper 260mm Back single 4 piston calliper Front 120/70 ZR17 Bridgestone BT-015 Rear 190/50 ZR17 Bridgestone BT-015 Cast aluminium alloy
Fuel tank :	'99-'01 : 22 litres Canadian '01 onwards : 20 litres	2008 : 21 litres Canadian : 20 litres
Fuel consumption :	City 5.6 litres (Premium) per 100kms Highway 5.1 litres (Premium) per 100kms Highway 5.4 litres (Premium) @ 160kph per 100kms City 6.2 litres (Standard) per 100kms Race - ???	Highway 5.4 litres (Premium) @ 100kph average per 100kms City 7.8 litres (Premium) per 100kms average Various corners minimal hills and mid 25 Celsius. A-Mode only.
Exhaust :	4 into 2 into 2 (standard)	4 into 2 into 2 (standard)
Emissions :		Euro 3 Tier 2
Colors :	See Model History	See Model History
Ignition type : Spark plug : Battery : Generator : Headlight : Headlight : turn signal : Brake light tail light : License plate light : Dash lights all : Battery Type :	Electronic ignition (transistorized) NGK CR9E or DENSO U27ESR-N 12V 36kC (10Ah)/10 hours Three-Phase A.C generator 12V 65W (H83) High 12V 55W (H7) Low 12V 21W 12V 21W / 5W x 2 12V 5W LED YTX12A-BS (Small size)	Electronic ignition (transistorized)NGK CR9EIA-9 or DENSO IU27D B12V 3 Phase 12V 65w High 12V 55w Low 12V 21W LED 12V 5W LED
Power : Torque :	(Claimed) 178hp (Claimed) 132Kw @ 9800rpm (Claimed) 138Nm @ 10200rpm	(Claimed) 197hp (Claimed) 146Kw @ 9800rpm (Claimed) 154Nm @ 10200rpm(Approx) B Mode: 130Kw and 127Nm C Mode: 100Kw and 105Nm(S-DMS: Suzuki Drive Mode Selector)

LATEST MODEL:

Whole Series Of Royal Enfield

2012-06-07T19:45:00.001+05:30

<<<ROYAL ENFIELD SERIES TILL NOW>>>

Royal Enfield Fury 500

Filed Under (ROYAL ENFIELD)

Royal Enfield, one of the oldest motorcycle maker company of the world. Royal Enfield is launching a new bike in the Indian Market to capture the bike lovers with Royal Enfield Fury 500. Now its launch in India at low price as compare to foreign price. It is too comfort during riding, this bike easily ride on sand place due to its heavy two wheels. It can also very easily run fast on hill station, plane place, you can also ride this bike very smoothly in rainy session. New Royal Enfield Fury 500 is a superb image, high speed and high power. Thus bike is effective to place a series of modern and advanced features. It is a dynamic and complex to control. The looks and the performance of the bike were really amazing. The technical features of Royal Enfield Fury are also good. The adventures bike Royal Enfield is also good for the long rides and there is chrome finishing in the headlight, engine cover and in front shocker also. Its weight is some more as compare to another & when you ride this on road this bike during riding left a wonderful sound just like firing sound from its silencer.

Royal Enfield Fury 500 Bike Features and Specifications:

Engine Type: Single Cylinder, 4 Stroke, OHV, SI Engine, Air cooled, and Fuel Injection
Model Designation –
Compression Ratio: 8.5: 1
Displacement (cc): 499cc
Gear Box: 5 Speeds
Bore & Stroke: 84 X 90mm
Ignition: Electronic Ignition
Start: Electric / Kick-starter
Front Suspension: Telescopic, Hydraulic Damping, Stroke 130mm
Rear Suspension: Rear Swing Arm with Gas Shock Absorbers, Stroke 80 mm
Wheelbase (mm): 1370 mm
Length (mm): 2130 mm
Width (mm): 800 mm
Height (mm): 2130 mm
Weight (kegs): 187 Kg
Ground Clearance (mm): 140 mm
Front Brakes: Hydraulic Disc Brake (Disc dia 280mm)
Rear Brakes: Foot Operated 153 mm Single Lead Internal Expanding
Front Tires: 90/90 – 18
Rear Tires: 110/90 – 18
Wheel Type: Spokes
Fuel tank capacity: 13.5 liters with a reserve of 1.5 liters

Price: Rs. 1, 00,000/- (around)

Bullet G5 Military

Filed Under (ROYAL ENFIELD)

The G5 Military features the ruggedness that has made Royal Enfield famous, plus the reliability of fuel injection and a virtually maintenance-free unit construction engine design.
It have unique features of fully-integrated unit construction engine with fuel injection for rugged reliability,improved suspension, higher cruising speeds, and better handling.
Some of its features are:

Engine Single Cylinder, 4-Stroke, Spark Ignition, Air Cooled, OHV
Cubic Capacity 499 cc
Engine Output/Torque 27.5 BHP, 41.3 Nm @ 4000 rpm
Fuel System Electronic Fuel Injection (EFI)
Electrical 12V System; Headlamp 60/55W; Tail lamp 21/5W
Ignition Electronic
Transmission 5-Speed gearbox with left side gear shift
Suspension Gas-filled shock absorbers
Brakes- Front 280mm Disc brake
Brakes- Rear 152mm Drum brake
Weight (Wet) 412 lbs.
Starting at $6095.

Bullet Classic C5

Filed Under (ROYAL ENFIELD)

Royal Enfield is now proud to present the all-new Bullet Classic C5: a modern reworking of the old legend, taking its styling cues from the simplicity of our earliest 1950’s machines and combining that celebrated design and heritage with all the advantages of today’s EFI technology.It have unique features of body-colored frame,fully-integrated unit construction engine,Single-saddle seat with springs.

Some of its features are:

Engine Single Cylinder

4-Stroke, Spark Ignition,Air Cooled OHV

Capacity 499cc

Maximum Torque 41.3 Nm @ 4000 rpm

Fuel System Electronic Fuel Injection (EFI)

Transmission 5-Speed gearbox with left side gear shift

Braking System Front – 280mm Disc brake;

Rear – 152mm Drum brake

Suspension Gas-lled shock absorbers

Weight 412 Ibs

Tires Front: 90 x 90 – 18”- 51V;

Rear 110 x 80 – 18”- 58V

Electrical 12V System; Headlamp 60/55W; Tail lamp 21/5W.

MSRP: $6395

Royal enfield:bullet 350

Filed Under (ROYAL ENFIELD) by rohanbhargava

This classic machine has kept place with advances in engineering and ergonomics without diluting its impeccable pedigree.It also features a neutral fider for easy shifting to neutral.
It comes with:

Engine Single Cylinder, 4 Stroke, OHV, SI Engine, Air Cooled
Displacement 346 CC
Bore x Stroke 70mm x 90mm
Maximum Power 18 bhp @ 5000 rpm
Maximum Torque 32 Nm @ 3000rpm
Transmission 4 Speed (right foot gear shift)
Ignition Contact Breaker Point
Carburetor Micrab VM 24
Electricals:
Electrical System 12 Volts
Head lamp 35/35 W
Brakes:
Front Drum 7″ Dia. Twin Lead
Rear Internal Expansion (Drum), 6″
Maximum Speed:
Speed 100 Kmph
Suspension:
Front Telescopic With Hydraulic Damping. Stroke 130mm.
Rear Swing Arm With Standard Shock Absorbers. Stroke 80mm.

ROYAL ENFIELD CLASSIC 500

Filed Under (ROYAL ENFIELD)

It comes with:

Engine Single Cylinder, 4 Stroke, OHV, SI Engine, Air cooled, and Fuel Injection
Displacement 499 CC
Bore x Stroke 84 mm x 90 mm
Maximum Power 27.2 bhp @ 5250 rpm
Maximum Torque 41.3 Nm @ 4000 rpm
Transmission 5 Speed (left foot gear shift)
Ignition Electronic Ignition
Electricals:
Electrical System 12 Volts – DC
Head lamp 60 W / 55 W, HALOGEN
E-Start Starter Motor 0.9 KW, DENSO
Brakes :
Front Hydraulic Disc Brake (Disc dia 280mm)
Rear Foot Operated 153 mm Single Lead Internal Expanding
Maximum Speed:
Speed 130 Kmph
Suspension:
Front Telescopic, Hydraulic Damping, Stroke 130 mm
Rear Swing Arm With Gas Shock Absorbers, Stroke 80 mm.

Royal enfield classic 350

Filed Under (ROYAL ENFIELD)

classic 350 has torque to flatten mountains and the fuel efficiency to cross entire ranges comes in the same understated yet charming styling.

This is a motorcycle that does not need to shout to be heard. Born of a rich heritage and bred with Royal Elegance this 350cc thumper has all the qualities of a typical Royal Enfield.
Its come with:

Engine Single Cylinder, 4 Stroke, OHV, SI Engine, Aircooled, Twinspark
Displacement 346 CC
Bore x Stroke 70 mm x 90 mm
Maximum Power 19.8 bhp @ 5250 rpm
Maximum Torque 28 Nm @ 4000 rpm
Transmission 5 Speed (left foot gear shift)
Ignition Digital TCI
Carburetor BS29 / UCAL
Electrical System 12 Volts – DC
Head lamp 60 W / 55 W, HALOGEN
Brakes:
Front Hydraulic Disc Brake (Disc dia 280mm)
Rear Foot Operated 153 mm Single Lead Internal Expanding
Maximum Speed:
Speed 120 Kmph
Suspension:
Front Telescopic, Hydraulic Damping, Stroke 130 mm
Rear Swing Arm With Gas Shock Absorbers, Stroke 80mm.

ELECTRA 5S

Filed Under (ROYAL ENFIELD)

The new Electra 5s is featyred with revolutionary left side,5 speed gear shift.A Push button start and a Digital transistor coil ignition ensure quick take-offs. Gas filled shockers enable the electra to glide deftly over potholes and speed-breakers while the glass wool silencer absorbs high frequency noises.

Some of its features are:

Engine Single Cylinder, 4 Stroke, OHV, SI Engine, Air Cooled

Displacement 346 CC

Bore x Stroke 70mm x 90mm

Maximum Power 18 bhp @ 5000 rpm

Maximum Torque 32 Nm @ 3000rpm

Transmission 5 Speed (left foot gear shift)

Ignition Transistor Coil Ignition

Carburetor Micrab VM 24

Electrical System 12 Volts

Head lamp 35/35 W

Brakes:

Front Hydraulic Disc Brake (Disc dia 280mm)

Rear Internal Expansion (Drum), 6″

Maximum Speed:

Speed 100 Kmph

Suspension:

Front Telescopic, Hydraulic Damping. Stroke 130mm

Rear Swing Arm With Adjustable and Gas Filled Shock Absorbers stroke 80mm.

THUNDERBIRD TWINSPARK

Filed Under (ROYAL ENFIELD)

New thunderbird with twin spark is with new features.The twin benefit of improved performance and engine efficiency makes this motorcycle hard to beat in terms of pure riding pleasure and visual delight. The evolutionary mix of old and new features in this motorcycle will surely delight its owners.

Some of its features are:

Engine         Single Cylinder, 4 Stroke, OHV, Dual Spark Ignition Engine, Air Cooled
Displacement 346 CC
Bore x Stroke 70mm x 90mm
Maximum Power 19.8 bhp @ 5250 rpm
Maximum Torque 28 Nm @ 4000 rpm
Transmission 5 Speed (left foot gear shift)
Ignition Digital TCI (Transistor Coil Ignition)
Carburetor BS29 / UCAL
Electrical  System   12 Volts
Front         Hydraulic Disc Brake (Disc dia 280mm)
Rear         Internal Expansion (Drum), 6″
Maximum
Speed         120 Kmph
Front  Suspension Tele Scopic With Hydraulic Damping. Stroke 130mm.
Rear  Suspension Swing arm With Gas Shock Absorbers stroke 80mm.

Hyosung GT250R -A Complete Review

2012-06-07T15:35:00.002+05:30

While speculations have been in the air for quite a while now along with many questions about possibly the most awaited bike from Hyosung Garware stables, the GT250R. Till now Hyosung has been a niche player in the Indian market with its 650cc GT brothers and the tall lanky 678cc ST7 cruiser.

The launch of a 250cc bike from them clears Hyosung’s intentions about the Indian market. On invitation by the company, our test rider Saad Khan took the bike out for a good spin in and around Pune to gauge how the bike performs in this ‘harsh’ world; ‘harsh’ when it is pitted against rivals of the likes of established Kawasaki Ninja 250R and Honda CBR250R. Let’s hear out Saad’s findings in his own words…

The Comet Strikes back!

Remember the erstwhile Comet or Aquila? If you have ridden it anytime in your life, you would know how potent those masculine machines were! But since they were brought in limited numbers we do not have many owners nor any widespread ‘feel’ of the product. Till Honda CBR250R was launched Ninja 250R was the lone ranger in this segment and now with the launch of R Comet (GT250R) in India, it’s a trio!

In this review of mine, I would not touch much of Ninja-CBR-Comet’s rivalry (apart from a few references), it would be more about the bike in hand and its elder siblings. So let’s get to business!

Hyosung GT250R ENGINE & TRANSMISSION: Surprise package, transmission could be better

The smallest Hyosung in India is powered by a 249cc 8 valve DOHC twin cylinder engine separated at 75 degrees from each other. Fuelling duties are performed by Hyosung’s Electronic Fuel Injection. The quarter liter mill is capable of producing a maximum power output of 27.61bhp at a high 10000 rpm. This figure sits right in between CBR and Ninja, it is 2.61bhp more than CBR and ~5 bhp lesser than the Kawasaki. Maximum torque is 22.07Nm maxing at 8000 rpm which is in the leagues of the current crop of 250s available in India. Let’s talk about the on-road performance.

Hyosung GT250R Engine Sound:

Plonk in the keys, crank the starter, flip the throttle a wee bit and here comes to life thebest sound heard on any Indian motorcycle in and under this segment. The biggest surprise is its refinement, not in comparison with others in this segment but relative when compared with its own elder siblings.

Frankly speaking, the two most disheartening features of GT650R and its naked sibling are the erratic fuel delivery and harsher engine. Surprisingly, GT250R is as clean as others are both in terms of very proper and consistent fuelling as well as engine refinement. Unlike the Ninja’s exponential curve where power boosts up at higher rpms, GT has a very linear power delivery. It pumps in from the word go (nearly) and doesn’t drop till highish revs. The best I felt the GT feels in is the traditional Hyosung’s 4000 to 8000 rpm.

Now this statement would raise a question; then what about the peak power output rpms? At anything over 9000 rpm, the bike begins to rattle, vibrations starts creeping in and somewhere around the 11k rpm the cut-off ruin things. I must specifically tell you that the vibrations or the rattle I mentioned here are at least 200% percent lesser than the 650cc engine and this is one big achievement for Hyosung and this is also one of the best things I liked about this bike. I am sure the engine characteristics would be liked by majority of the critics who were basing their perception about this bike after riding its 650cc brothers.

This bike does vibrate somewhere in the mid-range of 5-6k rpm at the footpegs and handlebars but they are nothing of a worry. Once again the torque spread is linear and fairly satisfying; however, GT does take a little bit of an effort pulling from low speeds in lower gears (along with some metal scrubbing sounds from within). I guess this is the resultant of huge weight this bike carries with it.

2012 GT250R has Linear Power Delivery

Similar to GT650, clutch is slightly heavier. Transmission is a 5-speed 1-down 4-up box which is a little cluttery. The gears do not get properly slotted and there are occasions I found hitting false neutral. Also while shifting from 1^st to 2^nd I ended up on Neutral at least 10% of times.I would not call this as a deficiency but possibly a ride on Ninja side-by-side had I spoilt! Gear changes were not effort taking but putting them in correct slots was something I desired from this bike. Since Hyosung had to spread all the power delivery in 5 gears only, it has done a fairly good job. The gear ratios are spread well to lend an early flight and a higher top speed. It doesn’t feel at anytime that any gear is eating up on the subsequent one’s job.

Summing it up, the power delivery is very linear, exhaust note is awesome specially as the revs build up and the engine is big time refined compared to its its bigger siblings. Transmission needs bettering and removal of clunkiness!

Engine & Transmission: 7.5/10

Hyosung GT250R STYLING, BUILD & DESIGN: Styling GT250R’s biggest USP, build quality is decent

Hyosung is betting big on this bike’s BIG looks and plans to excel and make it GT’s USP. And truly the styling of this bike lends it a character which no other bike in, under and till 650cc has (obviously apart from its own sibling). Generally smaller bikes are ‘smallened’ siblings of their bigger counterparts but GT250R is an exact replica of GT650R with a few bits changed here and there. I bet if both the bikes stand side by side without any stickers, it would be very hard to tell which one is GT250R, such is the resemblance.

Right from the front tip to the rear hugger, the bike exudes style, then be it vertically stacked projector headlamps or the sharply pointed tiny tail-lamp, everything makes a statement. Unlike the Ninja, this bike is curvier and bigger. The bike we got was the Red/white combo and this looks much better than the other black/red option. The huge tyres, dummy air scoops, big and muscular fairing together constitute the big bike feel in GT along with a huge 17 liter tank, up-swept exhaust and tail. The grab rails are a direct lift from GT650R and are as functional as ever.

The combination of Red and white on our test bike stood out and might be the best selling color out of the two (we do not know what other colors would be on offer as of now). The red upper semi fairing, front mudguard and little dashes around the whole body on the base white color are a treat to look at. Hyosung might be promoting this bike as Comet R or R Comet according to the decals painted on the bike to cash in on the already established ‘Comet’ brand.

The major differentiators between the GT250R and the GT650R are the exhaust and tyres, else it all remains similar. There is an obvious gap around the engine which does reveal, on careful observation, that the mill is smaller form of 650R.

The exhaust’s end can is chromed and the connecting pipe is powder coated. However, on our test bike there was some ‘burn/rust’ on the can and a little irregularity at the joint. My speculations is that Hyosung might have done a bit of tinkering to this Indian version. These mismatches are however not bound to make it to the production versions as we expect. Fit and finish on the overall bike was pretty good and definitely better than Hyosung’s earlier variants. However, there are a few areas where Hyosung needs to concentrate on. The paint quality especially on our red/white combo was fantastic. It must be mentioned that under no circumstances did we hear any kind of fairing rattle.

Finally, the biggest 250cc bike in town is here to provide elite class disguise and it does it successfully. The bike looks at least ‘half a dozen’ bigger than the Ninja.

Styling, Build & Design: 8.5/10

Hyosung GT250R RIDE, HANDLING & BRAKING: Plush ride, fantastic but heavy handler, braking NOT confidence inspiring.

GT250R, with its big bulbous looks, heavy weight and forward biased posture does promise to be a good rider. The complete bike sits on a steel perimeter type frame aided by a rectangular section swingarm. The cushioning duties are done by thick 41mm upside-down telescopic forks upfront and a red colored mono-shock with adjustable preload at the rear. The suspension are an optimum of hard and soft however there is one peculiar behavior that was brought to our notice. The front rebounds back as if it wants to hit you back, with vengeance. This might cause issues on speed-breakers or potholes or at times where your front has to play a vital role. Not a big issue but we could not understand the rationale behind this.

The ride quality is absolutely plush. High speed stability is this bikes forte. At triple digit speeds it feels very assuring and rock-solid. However, at tight corners, it doesn’t display the aplomb or the benchmark set by others. It doesn’t mean its bad but the confidence and the reassuring feel is somewhere desired. The bike does feel heavy when you are already committed on a corner. However, the bike remains predictable and never gets on you while cornering. The super-sport posture does help and no part of the bike play spoilsport, though.

This bike weighs an insane 188kgs full, and this does take efforts to control when you are trying to turn the bike. A little mistake and the bike tends to tip over and you would need all of your power to keep it upright back again. Also, similar to the GT650R, this bike takes eons of quarters of land to take a turn because of its restricted front wheel play. Also, you need to take your hand off the bike’s levers when the steering is on its complete angles either side.

GT uses 17 inch 110/70 at the front and 150/70 Shinko (ST7 fame) tubeless tyres. It uses 300mm twin semi floating discs at the front and a single 230mm disc at the rear. And you might think this is a recipe of its capabilities? No, in fact these are the two factors which disappoint the most. Feel from the lever is not what the two rounded plates give an impression of. Braking at high speeds doesn’t make the bike nervous but it doesn’t pull the bike’s speed down at the same proportion either. With a typical character of lesser engine braking of V-twins, it makes it a little concerning. Add to that the front brake lever adjuster’s foulplay which returned to position ‘6’ whenever I put it on ‘1’ at its will. I had to finally settle for ‘2’ to ensure it works!

Ride quality, straight-line ability are this bike’s forte. Shinko tyres could have done a better job. Riding posture and bikes dynamics help in corners but braking is definitely a sore point despite all that gadgetry!

Ride, Handling and Braking: 7.5/10

Hyosung GT250R ELECTRICALS & INSTRUMENTATION: Fairly loaded

The instrumentation of the GT250R is an exact replica of GT650R with a couple of differences. The tachometer has a bright background instead of black of 650R and there is no temperature gauge on the 250R, which possibly is an intentional miss!

The white colored analogue tacho is calibrated till 13k rpm redlining at 10.5k. The digital part shares with you the information on speed in km/h in big bold letters, odometer, tripmeter, clock, and fuel gauge. The two buttons at the right can be used to reset the tripmeter and clock. The console then have the regular tell-tale lights – side blinker indicators, low-fuel warning, upper beam, neutral and FI.

Switchgear also comprises of all the regular elements of today’s bikes – engine kill switch, light on/off, starter towards the right and pass-on, upper/lower beam, side blinkers and horn towards the left. GT250R doesn’t come with GT650R’s hazard switch. Unlike the 650R which has daylight running lower projector, 250R doesn’t have that. Horn is not loud but that we understand is because of Indian guidelines. A few buttons are small but overall switchgear has good ‘quality’ feel from them.

Electricals & Instrumentation: 7/10

Hyosung GT250R PERFORMANCE & ON-ROAD BEHAVIOR: Most linear power delivery among Indian 250ccs

In the foreign developed markets, 250cc is the bare bones learning bikes for people allowing them to graduate to higher, bigger bikes. However, in India it is exactly the opposite of that. 250cc machines are a considered to be a big premium and with everyday’s increasing prices of petrol they are not perceived to be something which Indian money should buy!

Anyways coming to the point, the GT250Rs best part is its power flow. The power delivery is almost the opposite of what the Ninja provides, absolutely linear. As it comes to life, power starts to peep in and there are no mid-rpm tantrums or spikes anywhere in between the whole rev range. Pardon a few initial revs, GT pumps up well and goes on to a lovely mid range with a slightly expected weaker high end performance.

In the initial revs, there is a little lag in power delivery but these rpms are absolutely limited till, say, 2500-3000. After this mark, GT sings its own tune and with high rpm gear changes launches on to a top speed of over 150kmph on the speedo. While I was concentrating more on the overall behavior of the bike, Rishabh (our co-tester) managed to scorch this bike till 156 kmph on the speedo!

And this bring us to an interesting point. There is something with the number ‘6’ here which we noticed. The bike cuts-off at 56kmph in 1^st and 106kmph in third gear. The top speed achieved was also 156kmph. Till 4^th gear, response is sound but it dulls out in 5^thgear which feels a tad too tall. People have been talking about the lack of 6^th gear in this bike, but frankly speaking, 5 gears do their job pretty well and there is nothing extra the 6^th gear would have done but to make the 5^th gear slightly shorter and take its place. GT feels better than the Ninja and more desired of the two at lower rpms in terms of engine response.

The big concern coming out from majority of the guys we have talked about is the air/oiled cooling and its effectiveness. We were also concerned about this bit as the GT650, despite being a proper liquid cooled, engine is slightly on the harsher side when it comes to heat dissipation. To our surprise, heat emission on the test bike which we got was absolutely manageable in all kinds of terrain we rode it on which included congested city rides of FC and University road, long and open Pune Bangalore highway stretch and twisties of Lavassa. It does get higher on the legs when you are caught in dense traffic amidst commuters gazing at you as if you are from a different planet. But the heat soon dissipates as you hit ‘more’ open roads. In our long spirited speed runs also (which were obviously on highways) the bike never felt uncomfortable in terms of heat. Another surprise! GT felt at a LOWER temperature than the liquid cooled Ninja wherever we stopped for whatever things. This was also acknowledged by Rishabh, who has been burning petrol on a Ninja for the past 12,000 kms. A major achievement from Hyosung! GT feels better than the Ninja at lower revs or sudden maneuvers.

Had the bike been a little lighter and with a slightly less-fatter tyre, things would have been much better as we feel. A 140mm thick rear might have helped in better acceleration as well as lesser drag. But overall you would not be disappointed by its performance and on-road behaviors.

Performance: 7.5/10

Hyosung GT250R 2012 – FUEL EFFICIENCY

When we took the bike from Hyosung, it had run only 2037 kms on the odo with the fuel guage showing up all possible bars. After a shorter 70-80 kms run, all the bars slumped like our share market and we were shown only 2 bars. This forced us to get it fuelled again as we filled in Rs 500 of more gas into it. The bars rose again to its zenith. And when we returned the bike after riding 200 odd kms, there were 8 bars teasing us out of a total of 9. The first stint (before fuelling) included city rides and highway sprints and the later one included twisties of Lavassa.

This takes us to a point where we cannot pass any judgment on the fuel efficiency bit but can only point to an erratic behavior of its fuel gauge, possibly. However, according to a few international and internal reports GT has been found to be decently frugal at somewhere around 29-30kmpl of an overall fuel efficiency. And with its humongous tank size of 17 liters, this translates into a range of 490-500 kms before the bike would budge for a mandatory fuelling.

PRACTICALITY: You wanted the supersport, here it is FOR YOU!

GT250R’s riding posture is as good or bad as a supersports class bike. Now whoever feel that is good, skip reading this paragraph. The posture is such that you have to reach out for the handlebars with your torso just touching the tank all the time with the knees forming an acute angle. The complete stance looks a mirrored inclined alphabet ‘Z’. I am a little taller than 5’9 and as this height decreases, this ‘Z’ would shrink further. Your back is at a position which it would curse its fate for being yours! No matter how hard you try some weight does get onto your wrists and hands due to the posture. The seat is not comfortable either. It’s a little curved from the wrong angles and a flatter seat might have helped. I tried every bit what I can, but was unsuccessful in finding a posture which could help me ride this bike with a bit of comfort. Turning radius and weight would kill you. Pillion would become your foe until she is your girlfriend! So everyday practicality is definitely a question mark.

On the other hand, we have passionate bikers, who have accepted R15’s form of riding posture in regular ridings and many have toured for many thousand miles on that bike. Obviously posture on the GT is much more aggressive but if you belong to this cadre of people, GT would provide you with a super sport class bike experience at one fifth of the cost!

I would quote a line of my GT650R article here “For the majority, I have listed an absolute position of out and out sporty riding posture and this is what GT650R offers – like it or you don’t!”

GT250R Top View

The rear view mirrors provide a lovely view of the back and have a wide span view of all that is happening behind your back. The good part is that they do not blur or vibrate as much as the ones on the 650R do. We would not award any points here. If you like it, you like it!

Hyosung GT250R India PRICE: The most important consideration for Hyosung

Hyosung has not disclosed any pricing details of this bike. The company is keeping a secret and possibly wants to carry a thorough market research before announcing the pricing of this bike. It must be noted that this bike, unlike CBR250R which is made in India, would be brought in knocked down units and assembled here attracting more duty and hence a premium over the CBR is expected. However, according to the hints we are getting currently, talks are as high as a 2.5 lac price tag or possibly even more, which definitely seems to be one thing Hyosung might want to reconsider if they plan to sell this bike to masses (from the segment perspective).

Hyosung also has plans to launch the naked version of this bike similar to the 650 series at a later stage.

GT250R 2012 in Pictures: Click to open image in higher resolution

1. Side Stand goof-up: If you look at the picture, you would be able to make out the issue. CBZ Classic owners had to fold the front footpeg to kick start their bike. Similar irritant is found on GT. If you want to deploy the bike on its side stand you would need to fold the left front footpeg through your heel to get it down! Considering side stand is the only rest-tool this bike has, people need to be really cautious else there are good chances that the bike would tip over.

Irritant side stand

2. Cubbyhole: There is a small cubbyhole under the rear seat which can, at best carry paper documents and first aid kit kind of a stuff. Pic from GT650N

3. Tyres: GT250R comes shod with fatter rubbers branded by Korean firm Shinko. Same company tyres are used in ST7. However, Hyosung might have used a slightly thinner rubber to improve performance and fuel efficiency. 150mm is the thickest tyre in this segment. Also, despite their width, they do not provide the same kind of confidence. Bridgestone Battlax on GT650R were leech-like and similar setup would help on the smaller GT as well.

Shinko tyres decent but not really leech-like

4. SEAT: If you notice the seat, the cover is immensely slippery and loose which makes the rider move about at his own place, not helping matters. Seat could be properly contoured as well.

Loose and slippery seat

5. Exhaust: You can see unpatched spots on the exhaust as well as its pipe joint. Plus, it doesn’t come with any heat shield.

GT250R's exhaust finish was not upto the mark on our test bike

6. Tank Contours & finish areas: The following pics gives you an idea of the tank sculpting. Look at the badly finished areas and gaps around the seat.

Tank and lack of finish

7. Pillion Seat:As with supersports generally, Pillion has to sit, if et all you manage to convince anyone, 2 floors above you. Pillion seat not made for carrying passengers! Try this occasionally only.

GT's pillion seat not comfy at all

8. Tank Size & Knee Recess: Look at the humongous size of the tank. It has got a capacity of 17 liters. However, the best part is the way Hyosung has prepared its ergonomics. It has got a lovely knee recess where your knees get neatly tucked in.

GT's humongous tank and lovely knee recess

9. The Brake play adjuster: That round thing marked with numbers you see there is a big culprit. You can adjust your brake’s play with this, however, it played foul with me. Whenever I tried position ’1′ it slipped onto ’6′ at its will. Finally, I had to settle for ’2′. Hyosung has to avoid small niggles like this.

Culprit brake play adjustment knob

10. Rear View Mirrors: Like the GT650R, rear view mirrors provide a lovely view of what is happening at your back. Look at the pic, the span is so wide that you can see the complete road. It takes a little effort in reaching to these RVMs from your seat.

Immensely helpful RVMs

11. CLIP-ON handlebar: It takes a lot of stretching efforts to grab the handlebar. You have to take your hand off the bars when you are trying to take a U-turn. Play is very limited.

Clip-ons and center console

12. No Hazard or DRLs: Observe the little change here from the 650R. There is no hazard switch and no daytime running lower projectors. Swithgear quality is fairly good.

No hazard lights or DRLs

13. Fuel tank lid: Observe the small gap there. There are chances of water seeping through.

Fuel tank lid

14. Red/Black GT250R: Here is a pic of the other GT250R which was provided to the media. The white one looks the best to me.

Another color of GT - red/black GT250R

15. Adjustable Footpegs: This is one useful feature on the GT. You can adjust the front footpegs according to your liking and comfort (whatever little you can get). There are 3 adjustments possible.

Adjustable footpegs

16. GT250R Night Vision: GT250R comes with twin projectors stacked over one another. While returning from Lavassa, we could test its illumination in dark and needless to say that the projectors do a fantastic job. The only little issue I observed that due to their positioning, the spread is not very wide as the Ninja’s setup provides. However, it brings to life the darkest of roads and illumination is better than Ninja.

GT250R provides lovely visibility and illumination through its dual projector setup

17. Side Stand Ignition lock system: GT250R comes with side stand ignition interlock system which doesn’t allow the bike to start in case the side stand is employed. However this thing did miswork a couple of times on our bike. It didn’t start without the clutch but did start with the side stand down.

With the sidestand down and without clutch, GT would not start. Nice feature

18. GT250R and Ninja side by side: This gives you a clear glimpse of how big the GT250R looks in front of the Ninja. It looks even bigger than the CBR250R.

GT250R vs Ninja 250R side by side

BIKEADVICE VERDICT: Immensely potent motorcycle, if Hyosung manages to price it well!

This brings us to a very important conclusion point. Read on to understand our stand on this.

The bike looks huge and no normal joe would be able to tell that this is only a 250cc bike merely. So, it’s an apt bike for people who want to own something really big without burning a hole in their pocket. Not that its all white skin, this bike showed a lot of internal character as well. It has meaty exhaust note which is really a treat to ears. It has linear power delivery which is a more reassuring characteristic if you don’t like mid-rev tantrums. GT250R is the only bike which provides superbike characteristics in this segment.

GT250R has fantastic highway capability, both in terms of keeping up good cruising speeds as well as its poise on higher speeds. The super-sports seating posture does get on you but this is the best bike aping a full-liter class bikes posture, possibly more. So tomorrow if you ride an R1 or say Fireblade you would not feel at an unwanted house. One thing which only the GT provides in this segment is the feeling of ‘attitude’. And for the sake of this attitude if you have to compromise on comfort, then be it!

BUT BUT… Hyosung needs to provide it at a more sense making price to ensure a good run at the chart. This might not turn out to be a really good deal at the current murmurs of 2.5 lakhs. Agreed, Ninja sells even at humongous and unjustified prices, but that’s a Kawasaki! All I want to say is, it is the brand perception which acts here, Kawasaki obviously being the better ‘perceived’ of the two. Hyosung needs to sell this product to as many people as they can to further spread the word and feel about it.

Agreed that you are importing this and majority of those go as duties and taxes but that might not matter to buyers in this case. Agreed you might be bringing the naked 250 at a price lower than this and this price point gives you a leverage to place it in between, but that might not be the way crowd would look at it.

A very apt price point for this bike to make it a huge success would be a 2 lakh barrier. I am sure Honda would have their job cut off if these murmurs would have been in the whispering world of today. If not, then neither the Honda nor the Kawasaki would be worried.

Come on Hyosung Garware, pull off a blinder on 7^th June (which is expected to be this bikes launch date)! This is a very potential bike, make it sell.

If priced well, GT250R is a definite 8 rater in our books

GT250R OFFICIAL SPECIFICATIONS: (as received from company’s PR)

Engine
Bore x stroke (mm)	57 mm x 48.8 mm
No. of cylinders	2-cylinders , V-2 (75˚)
Displacement	249cc
Compression ratio	10.1:1 ~ 10.3:1
Max. Engine output (kW @ rpm)	(20.594kW @ 10,000) / 27.61 BHP
Max. Torque (Nm @ rpm)	(22.07Nm @ 8,000)
Max vehicle speed	140 km/h
Dimensions
Wheel base (mm)	1,435 mm
Overall width (mm)	700mm
Overall length (mm)	2,090 mm
Overall height (mm)	1,130mm
Front track (mm)	110 mm
Rear track (mm)	150 mm
Min. ground clearance (mm)	155mm
Wheels and tyres
Wheel rim size	Front(J17 x MT3.00), Rear(J17 x MT4.00)
Tyre size designation including ply rating	Front(110/70-17 54H),Rear(150/70-17 69H)
Speed index	Max. speed 210km/h
Load index / Load rating	54 / 325kg
Tyre Type (Radial / Cross / Tube / Tubeless)	Radial / Tubeless
Laden Tyre pressure (front & rear) (kg/cm2)	212kg(2.80kg/ cm2) /325kg(2.80kg/ cm2)
Fuel tank
Material	Cold rolled carbon steel sheet
Capacity (l)	17 litter
Weights
Maximum GVW kg (for rigid vehicles)	350 kg
Maximum FAW (kg)	135kg
Maximum RAW (kg)	240kg
Kerb weight with 90% fuel

(with spare wheel , tools, etc.) (kg)188kg
Electrical system
System voltage (V)12v / negative earthBattery rating (Ah)10Ah

The New Version Of Hyosung GT250R........

2012-05-26T19:52:00.003+05:30

It’s been quite a while since we have done a review here at BikeAdvice and this is to say that we are back. I’ve always been fascinated by the way the Kawasaki Ninja250 stands out in the Indian crowd. But, the bike has not so far seen a competitor on the Indian roads. Though we’ve the CBR250 in the Indian market, it did not manage to eat up the Ninja’s sales just for the fact that the former houses a single cylinder engine and the latter a twin engine. Since two is always better than one, right?
Now, here comes the final competitor to the Baby Ninja. The best part about Hyosung as a brand is the fact that it is the only competitor for both the Ninjas in India.
While he is working on the report, we felt it’s not fair to keep our dear readers waiting. So till then check out the tech specs and the forum thread given above.

VEHICLE SUMMARY
Name:	GT250R
Type:	Sports
Top Speed:	160kph
Fuel Consumption: City	25.00
Fuel Consumption: Highway	30.00
ENGINE SPECIFICATIONS
Displacement:	249cc
Engine:	249cc
Maximum Power:	26.27 Bhp @ 10000 rpm
Maximum Torque:	21.04 @ 6750 rpm
Gears:	5 Speed
Clutch:	NA
Bore:	0
Stroke:	0
No. of Cylinders:	2
Cylinder Configuration:	NA
Valve Per Cylinder:	2
Chassis Type:	NA
Cooling Type:	Liquid Cooling
Carburetor:	NA
DIMENSIONS
Length:	2060.00 mm
Width:	655.00 mm
Height:	1125.00 mm
OTHER SPECIFICATIONS
Weight:	177.00 kg
Ground Clearance:	130.00 mm
Fuel Tank:	17.00 ltrs
Wheelbase:	1445.00 mm
Electrical System:	NA
Headlamp:	Halogen
Battery Type:	Maintainance Free
Battery Voltage:	NA
Battery Capacity:	NA
Battery Charger Type:	NA
Horn:	Dual
Wheel Type:	Alloys
Wheel Size:	110/70/17 - 150/70/17 mm
Tubeless:
Colors:	Red/Black, Grey/Black, Black

ACTIVE AND PASSIVE SAFETY
Suspension(Front):	41mm inverted forks
Suspension(Rear):	Gas filled monoshock
Brakes:	300 mm Twin Discs
Brakes(Rear):	Disc
Stand Alarm:

COMFORT AND CONVENIENCE
Fuel Guage:	Digital
Self Start:
Tacho Meter:	Analogue
Trip Meter:	Digital-2
Alloys:
Warranty:	NA
Speedometer:	Digital
Passenger Footrest:
Passenger Backrest:
Step-up Seat:
Pass-light:
Low Fuel Indicator:
Low Oil Indicator:
Low Battery Indicator:
High Oil Temp. Indicator:
Choked Air Filter Indicator:

Stay tuned till I get back to you with the full review of Hyosung GT250R.

Bajaj Discover 125 ST [Sports Tourer]

2012-05-19T10:17:00.000+05:30

With styling and performance of a sports bike, yet with the comfort and economy of a commuter bike, the new Bajaj Discover ST (Sports Tourer) has been launched with much aplomb, and flaunts never before seen features in this segment.

Despite holding immense pride in being the true pioneers of the country’s performance biking scenario, Bajaj has never lost sight of its stronghold in the commuter segment either and has aggressively worked at building on that loyalty through the expansion of its Discover range of motorcycles.

Now, available in 100, 125 and 150cc displacement models, the Bajaj Discover 125 was introduced for the very first time in April 2011. But, while its introduction filled an important product gap in the company’s urban class of city bikes, it essentially offered nothing significantly more than its 100cc or 125cc siblings. In just over a year of making its debut, the mid-range Discover model has gone through a major revamp and will look at making a new name for itself as the ‘Discover 125 ST’ (Sports Tourer)

Looking to override the average looks and minimalistic features that we associate with commuter bikes of the present day and age, Bajaj has introduced the 2012 Discover 125 ST model with a far more aggressive fairing with sharp edged headlamps that underlines its sporty look.

It won’t take you very long to notice the Monoshock Nitrox Suspension on this bike, simply because it would actually be the very first time you actually saw one on a 125cc motorcycle in the country. Other significant highlights on the ST model include a specially designed “Anti Vibration” frame for better stability, visually appealing slender ribbed alloy wheels and aluminum side sets and Petal Disc Brakes that improve overall safety.

Powered by Bajaj’s patented “DTS-i Twin Spark” technology, the Discover 125 ST’s four valve engine delivers 13PS @ 9000 rpm and 11Nm of torque, performance figures that currently top the 125cc motorcycle category.

Commenting on the launch of the new Discover 125 ST, K Srinivas, President, Motorcycle Business, Bajaj Auto Ltd. said, “We believe that the average Indian commuter has to compromise a lot for fuel efficiency. With the Discover ST we are making a statement that mileage need not come with boring design and outdated features.”

The region-wise pricing details for Bajaj’s first ever sports tourer for the country will be declared in the second half of June when the bike enters the showroom. For Bajaj fans with an appetite for something bigger, sportier and more revolutionary, the all new Pulsar 200NS will be finally be on display in Maharashtra showrooms by end of May and will be officially launched in the month of July.

VEHICLE SUMMARY
Name:	Discover 125 ST
Type:	Commuter
Top Speed:	105kph
VERDICT
FOR	NA
AGAINST	NA
ENGINE SPECIFICATIONS
Displacement:	124.6cc
Engine:	124.6cc, 4-stroke
Maximum Power:	12.8 Bhp @ 9000 rpm
Maximum Torque:	11 Nm @ 7000 rpm
Gears:	5 Speed
Clutch:	Wet Multi Plate Type
Bore:	0
Stroke:	0
No. of Cylinders:	1
Cylinder Configuration:	NA
Valve Per Cylinder:	4
Engine Block Material:	NA
Chassis Type:	Semi Double Cradle Frame
Cooling Type:	Air Cooling
Carburetor:	NA
DIMENSIONS
Length:	N/A
Width:	N/A
Height:	N/A
OTHER SPECIFICATIONS
Weight:	124.50 kg
Ground Clearance:	170.00 mm
Fuel Tank:	10.00 ltrs
Wheelbase:	1305.00 mm
Electrical System:	DC Ignition, Digital CDI
Headlamp:	35/35W
Horn:	0
Wheel Type:	Alloys
Wheel Size:	2.75x17" - 3.00x17" mm
Tubeless:
Colors:	Blue, Black, Grey, Red

ACTIVE AND PASSIVE SAFETY
Suspension(Front):	Telescopic Fork
Suspension(Rear):	Nitrox Monohock
Brakes:	200mm Petal Disc
Brakes(Rear):	130mm Drum
Stand Alarm:

COMFORT AND CONVENIENCE
Fuel Guage:	Analogue
Self Start:
Tacho Meter:	Analogue
Trip Meter:	Digital-2
Alloys:
Warranty:	NA
Speedometer:	Digital
Passenger Footrest:
Passenger Backrest:
Step-up Seat:
Pass-light:
Low Fuel Indicator:
Low Oil Indicator:
Low Battery Indicator:
High Oil Temp. Indicator:
Choked Air Filter Indicator:

Bajaj Discover 125 ST

Maxabout Review

Bajaj Discover 125 ST - Sports Tourer

Monday, May 14, 2012

Closeups Shots

Bajaj Discover 125 ST

Design and Style

Bajaj Discover 125 ST

Instrument Cluster

Bajaj Discover 125 ST

Other

Bajaj Discover 125 ST

Shades Available

Bajaj Discover 125 ST

Bajaj Discover 125 ST - Sports Tourer

Bajaj India has today (14th May, 2012) launched all-new Discover 125 ST, where ST stands for Sports Tourer. It is powered by a 4-Valve, air-cooled, 4-stroke 124.6 cc engine, which generates maximum power of 12.8 Bhp at 9000 rpm with maximum torque of 11 Nm at 7000 rpm. It will be on-sale by the end of June, 2012. Bajaj Discover 125 ST features telescopic forks at front and nitrox monoshock rear suspension. It also features petal shaped 200mm front disc brake and 130mm drum rear brake.

Most Prominent New Features in Bajaj Discover 125 ST

- All-new instrument cluster, Mono-shock rear suspension
- Petal disc brake, A new exhaust muffler
- Newly designed tank, All-new headlamps
- New alloys, Anti-vibration frame
- New seat, A new mudguard
- An exposed O-ring based drive chain

Price of Bajaj Discover 125 ST

- Bajaj Discover 125 ST - Rs. 55,000.00

It is expected that Bajaj Discover 125 ST will be priced around Rs. 55000.00 (On-Road Price in Mumbai).

Instrument Cluster of Bajaj Discover 125 ST

- Digital plus analogue combo console

Bajaj Discover 125 ST features digital plus analogue combo console. It features digital speedometer, digital trip meter (expected), analogue odometer, analogue fuel gauge and analogue tachometer.

Expected Launch Date of Bajaj Discover 125 ST

- By the end of June, 2012

It is expected that Bajaj India is going to launch the Discover 125 ST by the end of June, 2012.

Engine of Bajaj Discover 125 ST

- Air-cooled, 4-stroke 124.6 cc engine
- Maximum power of 12.8 Bhp at 9000 rpm
- Maximum torque of 11 Nm at 7000 rpm

It is powered by a 4-Valve, air-cooled, 4-stroke 124.6 cc engine, which generates maximum power of 12.8 Bhp at 9000 rpm with maximum torque of 11 Nm at 7000 rpm.

Expected Shades to be Available in Bajaj Discover 125 ST

It is expected that Discover 125 ST will be available in four shades: Grey, Black, Blue and Red.

Official Statement - Bajaj Discover 125 ST

Commenting on the launch, K Srinivas, President – Motorcycle business, Bajaj Auto Ltd. said,”We believe that the average Indian commuter has to compromise a lot for the fuel efficiency. With the Discover ST, we are making a statement that mileage need not come with the boring design and outdated features. He further added,”The Sports Tourer is an everyday fun ride to work. We believe that the sporty evolution of the commuter category will occus fast, and it is our intention to dominate this segment by introducing such breakthrough products.”

EVA Track T800CDI-The Diesel Powerd Bike...

2012-04-18T16:35:00.000+05:30

EVA Products are new motorcycle producers based in The Netherlands and they have designed and build 15 prototypes of the Track T-800CDI diesel motorcycles in the last 3.5 years. Half a year ago they finished that faze and are now in a production modus. The intention and planning is to build 150 units this year and for 2012 and 2013.

That’s just worth a preview!

In their efforts to establish a whole new market ready to be exploited, they introduce this totally new but not unusual Motorcycle that is powered by a special engine similar to the Smart For2 engine (it’s not the same one but has similar components in the buildup).

Although for the first 25 units they used some BMW and KTM parts, these are now being replaced by in-house products as their goal is to be both original and very demanding.

The frame is their own design and development and has similar design looks as used on some Ducati and some KTM bikes. All the best option for creating a new EU brand that stands firm in front of the "competition".

The CVT (Continous Variable Transmission) is used in all scooters / snowmobiles and all terrain vehicles. The main reason why they make use of it is the fact that shifting brings no gain on power output and efficiency. CVT does!! Very light (only 5 kg) and highly efficient, it brings a smooth and strong Diesel engine to the maximum potential. And most likely, this is what a motorcycle driver wants. Not falls shifting, no wrong rpm or wrong gear anymore, but always torque at the best moment.

Usually, the Track T-800CDI is bought by the BMW GS type of person, but they also report encountering Harley riders who have ridden the bike and couldn’t help ordering one. Everyone from Female, travelers or PD riders will feel well at home on the Diesel motorcycle from the Netherlands as they even offer a 50mm lower version so that shorter persons can enjoy the unique ride.

The bike has great off-road potential and it is street legal too so it meets all possible requirements that a rider can have.

EVA Track T-800CDI

Source:Bikercircle.blogspot.com

Advantages are overwhelming on BMW and KTM type of bikes:

A greater number of km are covered for less money;

Longer service interval up to max 50000km. Engine lifespan is 400,000 km to 600,000 km;

Simple design with little "useless" features;

Top quality mostly European parts (Brembo brake system / WP suspension / Excel Rims (from Japan) / Daimler engine / in house developed CVT system / German ECU system / 25CRMO4 framework / Jarno Schurgers bodywork / Michelin anakee 2 tyres / etc);

Lower center of gravity and high degree of handlebar rotating freedom for handling;

Shaftdrive;

High torque output at low rpm;

Diesel fuel (no Biodiesel at this point due to it’s to high acid level);

CDI (common rail direct injection) with 3 time injection per combustion sequence;

Particle filtration system for 99 % filtering;

Great fuel efficiency;

Totally equipped and ready for the new fuel that is coming: GTL (gas top liquid)!!!

With these features, they have produced All-Road traveling motorcycle with a very high efficiency level. Actually, it’s more a tool than a "motorcycle"!!!

Available only in the Netherlands at this point, the bike will conquer the rest of Europe for 2010 is everything goes according to the manufacturer’s plans. For the U.S. and Canada, test bikes are currently being exported, but normal delivery will be around the end of 2010, beginning of 2011 if demand is high and taxes are low.

For now, EVA Products does not offer info on a possible 2WD system for the future simply because the system wouldn’t bring any gain.

High diesel torque at low rpm and a light weight of the total construction gives a better level of off-road performance is the idea on which they base their Track T-800CDI.

The motorcycle is sold at a price of £15,000 (Rs.12.30 lakhs) and Its available in silver, black and white color.

----

SPECIFICATIONS

Engine and Transmission

Displacement: 800 cc
Max output: 33/45 kW/bhp at 3000 tot 4500 rpm
Max Torque: 100 Nm at 1800 rpm
Cylinder position: In line
Number of cylinders: 3
Compression ratio with fueltype: 1:18 Diesel V-Power / Bio-Diesel
Valves per cylinder: 2
Pressure: Turbo 1.25 bar + Intercooler
Gasgrip: Fly by wire electronics
Clutch: centrifugal
Gearbox: Continuous Variable Transmission
Primary drive ratio —
End Drive: Cardan
End ratio: 1.58

Chassis and Dimensions

Type of frame: Buis Frame Chroom Molybdeen

Front suspension: WP-upside down 48 mm

Rear drive type: Track shaftdrive Cardan
Suspension rear and front: 210/210 mm
Wheelbase: 1,610 mm
Rake/Trail: 63.4 / 26.6 degrees
Front Brakes: Dubbel disk, dia 310 mm
Rear Brakes: Single disk, dia 265 mm
Front rim size: 1.85": 21"
Rear rim size : 4.25": 17"
Total length: 2450mm
Width with mirrors: 900 mm
Handlebar without mirrors: 865 mm
Seat height: 780/900 mm
Dry weight: 225 kg
Max weight: 425 kg
Fuel tank: 22.5 ltr

Electronics

Alternator: 500W
Battery: 12 V/35 Ah
Startermotor: 1.5 kW
Electronic Management: ECU by canbus

Performance

Fuel consumption: Pure Plant olie / Bio-Diesel / Diesel
90 km/h: 2.5 - 2.1Lltr/100 km
120 km/h: 3.5 - 3.1Lltr/100 km
175 km/h: 4.7 - 4.2Lltr/100 km
Acceleration: Torque above hp
0-100 km/h: (3.75)sec
Top speed: 175 km/h

EVA Track T-800CDI

Honda Launches the New CRF250L On/Off-Road Model.

2012-04-16T20:35:00.001+05:30

Key equipment

Honda Motor Co., Ltd. has announced the start of sales in Japan on May 14, 2012, of a new 250-cc on/off-road model, the CRF250L, which offers an agile ride in a wide range of riding environments from urban to off road riding.

Under the slogan, “‘New On & Off Gear, your right buddy on the road’ to make ‘On’ (daily life) more convenient and ‘Off’ (weekends) more enjoyable,” the development team, by pursuing total balance and driving stability to the utmost, created a vehicle that enables a broad spectrum of users from beginners to experienced riders to enjoy the sheer fun of handling the machine.

The CRF250L is powered by a liquid-cooled 250-cc 4-stroke DOHC single-cylinder engine with powerful output in the low-to-mid rpm range. Low-friction technologies including an offset cylinder are also employed to realize the excellent fuel efficiency of 44.3 km/L (measured at a constant speed of 60 km/h on a level road).

CRF250L (Extreme Red)

A newly-designed frame makes use of the steel twin-tube structure to offer the rider a nimble ride while ensuring both agility and stability. In addition, an agile, high-performance run-through ability in a wide range of situations from urban riding to off road is realized through the adoption of an inverted suspension with a 250-mm cushion stroke for the front and the Pro-Link suspension with 240 mm of axle travel for the rear.

CRF250L (Ross White)

Styling has been refined to be sharper and more aggressive while inheriting the basic concept of Honda’s CRF motocrosser series, resulting in a design that asserts a Honda identity fitting for a new-era CRF. Customers are offered a of two color schemes: Extreme Red to present an aggressive image or Ross White for those who wish to impart a cool image.

Main Features of the CRF250Lchoice

Engine

The engine aims for powerful output that can be handled with equal ease on on-road and off-road. While achieving powerful torque from the low rpm range to high, the CRF250L’s engine also boasts output characteristics expressing the smooth rev-up that typifies a liquid-cooled 4-stroke DOHC engine. The Programmed Fuel Injection System (PGM-FI*), the O₂ sensor, catalyzer fitted inside the muffler, and the newly applied low-friction technologies embedded in such components as the offset cylinder and the roller rocker arm all form a synergy that delivers high environmental performance along with excellent fuel efficiency of 44.3 km/L (measured at a constant speed of 60 km/h on a level road).
*

PGM-FI is a registered trademark of Honda.

Vehicle body/suspension

The newly-designed frame makes use of a steel twin-tube design to offer a nimble ride while ensuring both agility and stability, and the oval cross-sectional shape of the main pipe helps boost rigidity while enabling a slim vehicle body. The inverted front suspension employs a Separate Function Front Fork having an inner tube diameter of 43 mm and a cushion stroke of 250 mm in a design that secures both light weight and high rigidity to deliver excellent operability and high driving stability. The aluminum monoblock cast swing arm yields high strength and proper rigidity balance and is paired with a Pro-Link rear suspension having 240 mm of axle travel providing the rider with impressive agility and high road-holding capability from urban riding to off road.

Styling

Styling has been refined into a sharper and more aggressive tone while inheriting the concept of “centralized mass with triangular proportions,” a key feature and basic principle of Honda’s CRF motocrosser series. This design asserts a Honda identity befitting the CRF for a new era. A surface encompassing tank shrouds, side covers, and a rear fender has been made flush to project an even sharper image. Meanwhile, the muffler cover and tool box on the left side add accent to the design by forming a shape reminiscent of a side racing number plate. The body comes in one of two colors, Extreme Red featuring a red seat to impose an aggressive image and Ross White with a silver seat to emanate a sense of coolness.

A headlight visor that enhances a tough and muscular look and a multi-reflector headlight (60/55 W) with superb visibility
A multifunctional digital meter that incorporates a fuel meter, a clock, and trip/odometer
Skid plates that prevent mud, flying gravel, and other elements from damaging the engine
A handle turning angle that extends to 45° on both left and right in a design made for maneuverability
Cargo hooks in the rear fender section to make loading convenient
Fuel tank with a capacity of 7.7 liters

Specifications

Model name		CRF250L
Vehicle name/type		Honda/JBK-MD38
Dimensions (L×W×H) (mm)		2,195×815×1,195
Wheelbase (mm)		1,445
Ground clearance (mm)		255
Seat height (mm)		875
Curb weight (kg)		143
Riding capacity (No. of occupants)		2
Minimum turning radius (m)		2.3
Engine type		MD38E, Liquid-cooled 4-stroke DOHC 4-valve single cylinder
Total displacement (cm³)		249
Bore × Stroke (mm)		76.0×55.0
Compression ratio		10.7
Maximum output (kW[PS]/rpm)		17[23]/8,500
Maximum torque (N･m[kgf･m]/rpm)		22[2.2]/7,000
Fuel efficiency (km/L)		44.3 (constant speed of 60 km/h on a level road)
Fuel supply system		Electronic < Programmed Fuel Injection System (PGM-FI) >
Starter type		Self starter
Ignition type		Full-transistor battery ignition
Lubricating type		Wet sump
Fuel tank capacity (L)		7.7
Clutch type		Wet multiplate with coil springs
Transmission type		Constant mesh 6-speed return
Transmission gear ratios	1st	3.333
	2nd	2.117
	3rd	1.571
	4th	1.304
	5th	1.115
	6th	0.962
Reduction gear ratio (primary/secondary)		2.807/2.857
Caster angle (°) /Trail (mm)		27°35´/113
Tire size	Front	3.00-21 51P
Tire size	Rear	120/80-18M/C 62P
Brake type	Front	Hydraulic disc
Brake type	Rear	Hydraulic disc
Suspension type	Front	Telescopic (Inverted)
Suspension type	Rear	Swing arm (Pro-Link suspension system)
Frame type		Semi-double cradle

*: Manufacturer: Thai Honda Manufacturing Co., Ltd.
Manufacturing country: Thailand
Importer from Thailand: Honda Motor Co., Ltd.

Audi Announcing the Acquisition of Ducati.

2012-04-16T20:05:00.000+05:30

According to news reported by Economic Times, German car manufacturer Audi (Part of Volkswagen group) will announce acquisition of Ducati in the next week. The sources c onfirmed that Investindustrial, Italian private equity firm and owner of Ducati, is agreed to talk with Audi exclusively and the buyout could be announced as early as 18^th April, the day before the annual shareholder’s meeting in Hamburg. The news also confirmed by Italian newspaper Corriere Della Sera that the deal between Ducati and Audi is expected to be signed by next week and Audi has the right to negotiate exclusively until April 15, after which Investindustrial is free to talk to other potential buyers.

However, Volkswagen, Audi and Investindustrial declined to comment on this. Earlier it was noted that there are many buyers are in race to buy Ducati including India’s Hero Motocorp and Mahindra group. Audi also tried to acquire Ducati in 2005 from Texas Pacific Group but then it was acquired by Investindustrial. The potential acquisition will make Volkswagen brand portfolio to twelve including Audi.

The reason being Volkswagen wants to buy Ducati is because of its arch rival BMW. The acquisition of Ducati will give Volkswagen group an advantage over BMW’s superbikes. It will also give an advantage of Ducati’s expertise in high revving, light engines to Volkswagen group. Ducati was founded in 1926 and it has won 17 manufacturer’s World Championship titles over past 60 years including 2011 World Superbike trophy. It is also known for extensive use of terllis steel frame in its motorcycles.

So we wish it All The Best............

R15-Version2.0

2012-02-04T21:50:00.001+05:30

R15 V2.0 has been THE bike that has done wonders to Yamaha. It is indeed one of the most preferred bikes amongst the Indian youth. Though there is a common mindset that 1.2 lakh is way too much for a 150cc bike, its continuous performance has made Indian bikers agree to the fact that it is worth every single buck spent on it.

We’d already posed that Yamaha has announced the launch of its anniversary edition of its R15 V2.0 with two special colours which are named WGP 5oth Anniversary Edition and the other one being Fiery Red Special Edition. Both these bikes are extremely hot looking and it’s always worth spending money on a limited edition bike. The reason being that the production of these bikes is just limited to a few 100 units and after selling them, you’ll never be able to get your hands on them as they’ll be off the production line.

There is absolutely no change that’s been carried over to this bike in terms of technical aspects. It’s just the colour scheme that has seen a change. The Fiery Red scheme is engulfed by fire flame design in form of graphics which begins flowing right from the front fairing and continues its flow till the rear. Brilliant work! Though it lacks the racing instinct in this all new colour scheme, I became a big fan of it, the moment I took a look at it in the Yamaha stall in the Auto expo.

Talking about the new White colour, it is just stunning in its looks, though it looks simple and humble unlike the other colour of this bike. The bike is completely painted in white with just a mild pinch of red stickering here and there without making it a red over – dose. The small rise in seat which appears between the rider’s and the pillion seat is coated with red which adds up the gorgeousness of the bike many – folds.

Most of the showrooms have already commenced bookings for this bike. Yamaha has now updated the images of these 2 limited edition in the R15V2.0 page under the colours tab. The R15 WGP limited edition is priced at INR 1,11,000 (Ex – Showroom, New Delhi) and the Fiery Red scheme is priced at INR 1,10,000 (Ex – Showroom, New Delhi)

The New Era In PULSAR's History

2012-02-02T17:14:00.000+05:30

At a press conference in Mumbai ITC Grand Central, Bajaj has launched the Pulsar 200 NS. It has been 10 years since the launch of the original Pulsar and today’s launch is expected to go into the history of motorcycling in India. At the conference, Mr. Naren, Mr. Pratheek Kunder are present.

Technical Specifications

200cc SOHC Engine
3 Spark Plugs
Liquid Cooled Engine
23 BHP @ 9500 RPM

18.3 Nm Torque @ 8000 RPM
145 KG Kerb Weight
12 Litre Fuel Tank

Press Release

Bajaj Auto Unveils the generation next Pulsar 200NS
World’s first motorcycle to adopt Triple Spark Engine Technology
Next generation technology offers unmatched overall performance

Mumbai, 30 January 2012: A little more than 10 years since the original Pulsar was launched, Bajaj Auto today unveiled the Next Gen Pulsar 200NS. This new Pulsar is all set to re-define Motorcycling technology and design as-much-as the original Pulsars did way back in 2001.

At the heart of the new Pulsar is its cutting-edge engine which sets new benchmarks in performance, emission and incidentally also fuel efficiency. The DTS-i (Digital Twin Spark-ignition) technology launched in 2003 marked a unique first in the history of Indian Motoring.

The new Pulsar takes this technology altogether to another level with a SOHC 4-valve Triple Spark engine controlled by an advanced Electronic Control Unit for an absolutely unmatched performance. To support this exhilarating heart-pumping performance the bike comes with liquid cooling and a six speed gear box.

The Pulsar 200NS chassis comprises a pressed steel perimeter frame and a Rectangular tube section swing arm delivering over three times the lateral stiffness of a P220 frame. These deliver outstanding high speed handling and cornering stability. The centrally located muffler and the unique gas filled Nitrox mono suspension further improve the ride and handling of the bike due to low & centralized CG position.

The Pulsar design character has evolved with the performance & dynamics. It’s become stronger, more aggressive with a street fighter stance. The look just begs you to ride it. Once astride, the sporty speedo console, triple-tree clip-ons, the signature clips and the illuminated switches evoke the design, fit and finish so far exclusively reserved for much more expensive super sports bikes. The new 200cc Pulsar is probably the most stunning sports bike in its class oozing raw muscular appeal.

Commenting on the launch, Mr. K. Srinivas, President-Motorcycles, Bajaj Auto said: “Pulsar has now celebrated a ‘Decade of Dominance’ with 10 years of leadership in the Indian performance motorcycle market. These sporty iconic motorcycles have been a testimony to the company’s engineering prowess. The Pulsar 200 NS showcases next leap in technology and design and will set the standard for others to follow.

We believe that 2012-13 will be an exciting period where Bajaj Auto will excite customers both here and abroad,” Mr. Srinivas added.

The Pulsar 200NS will be commercially launched beginning next Fiscal.

Tips For Braking

2011-12-26T17:17:00.000+05:30

Brakes are the most important thing in our motorcycle. If you want to drive safely, without any road accidents, you need to learn proper braking techniques. We often hear such opinions from fellow riders: “I don’t use the front brake, it is too dangerous on my bike” Or “I never use the rear brake, it is completely useless” and so on. It’s clear, that most riders don’t know how to use brakes properly, so I decided to deliver some useful info about this important aspect.

Do you know which brake is the most important on any motorcycle? If you answered the front brake, you are right. Front brakes provide you with most stopping power (60-80%). If you still don’t believe, you should see these numbers: Official tests revealed that using both brakes on a standard motorcycle will stop you with mean deceleration of .776 G (gravitational constant). And just the front brake delivers almost as much stopping force – .711 G!

But when rear brakes are used exclusively, deceleration is significantly lower – only .425 G. Bikes with the linked braking systems (LBS) were tested too. Usually, on such motorcycles both brakes apply when you press the foot pedal. Actually results were lower when using foot pedal or the front brake control only (but brakes are linked together). So even with LBS, using both brakes gave better result (.740 G compared to .583 G or .440G). And the point is – you should always use all brake controls simultaneously, not just the front brake.

The rear brake is important too. Even on a sportbike, which usually transfers all weight in the front, after couple of seconds, rear brake use is still needed. You will use that before all weight is transferred (after that rear brakes will be partially inefficient), and those few moments will decelerate motorcycle greatly. On the cruisers and other heavy bikes rear brake is even more important, because the rear part of the motorcycle will be continuously stable through all braking process, and that’s why rear brakes will not lose power just after 1-2 seconds, like on the sportbike.

In addition, rear brake applies stabilizing effect, and holds your rear wheel in the back, without sliding sideways, or hopping around.

Useful tip: when braking, don’t downshift, just pull in the clutch. Studies showed that downshifting while braking actually adds few additional meters to your normal stopping distance. So just pull in the clutch and brake.

Of course this area needs a lot of practice, you can’t become “braking expert” overnight. And the thing is – you need to practice braking from the high speeds (like highway speeds, 90+km/h), not from 25km/h, when you are training in a parking lot. The problem is that braking from the low speeds may seem easy, you just push the brakes hard and that’s all. But in real situation, braking from over 100km/h can be disastrous if you push the brakes to the limit – over-braking will cause loss of control, and you will crash (usually this happens, if the front wheel locks).

Also, ABS is very good thing. Even when compared to usual braking systems on clean, dry pavement (in such conditions ABS doesn’t really have advantage) ABS is able to deliver more stopping power, deceleration is harder almost on 0.1 G. Also ABS eliminates the risk of wheel lock-up and stops are relatively safe. Unfortunately this feature is equipped only on expensive bikes, so beginners will probably don’t have this ABS on their bikes. However, if you are able to get bike with ABS, get it – you will not regret.

Tips for Braking

i)When going downwards, use the front brake. Many riders think that you need to apply brake to “less stressed” rear wheel in this situation. But it is wrong, it may lock up (loose grip and pass the front). Remember – if the wheel carries less weight in any particular moment, it will lock up easier than the wheel with more weight on it.

ii)Check your front suspension frequently. If you have weak suspension and worn out springs, you braking power will decrease and you will not be able to brake really hard or you will lose control. So front suspension in bad condition is dangerous thing. However, if you have a BMW motorcycle with anti-dive systems you will not experience such problems. Unfortunately, this system is only installed on BMW motorcycles at the moment.

iii)While you are driving with a heavily loaded motorcycle, or a passenger, make sure you don’t push front brakes too quickly and too strong – wheel will lock immediately if the front springs will be pushed to the limit. You will have to use the rear brake more, and for longer distance.

Finally, how should you brake? The best sequence for this procedure is:

Close the throttle and use the rear brake.
Straighten the motorcycle if needed, and adjust your posture and hand position.
Use the front brake and declutch. Don’t squeeze brakes too firmly. Rear brakes shouldn’t be applied at this moment.
Adjust the brake pressure. This whole process usually takes 3 seconds to stop from 100km/h, and it’s really quick. So in order to do everything right you just need to practice this important aspect, no way around. Mastering braking is very important thing, so make sure you will spend as much time as needed

ABS-Anti Lock Breaking System

2011-12-26T17:06:00.003+05:30

Disc brakes do have a tendency to get locked due to higher efficiency level of braking of the system. While in motion when the disc gets locked, the wheel starts to skid on the road disbalancing the rider. Thus tangential resultant forces comes into effect on the whole motorcycle frame. Ultimately if this tangential force is not stopped in time, it forces the whole motorcycle to slide sidewise causing the riders to loose complete control of the vehicle & fall and may cause a major accident.

ABS on the other hand acts in such a way so as to stop the wheel but not completely locking & stopping the wheel. During a braking action the rider/s moves forward, thus moving the vehicle centre of gravity towards the front end of the vehicle. Thus stopping of the vehicle with the help of front wheel is more effective than stopping of the rear wheel/s.

Considering the vehicle is running at 90 Degrees angle with the road while brake is applied, if the front wheel is locked while the rear wheel is still rotating, there is a chance of vehicle getting overturned frontways due to shift of centre of gravity (towards front) and high inertia of motion and less load on the back side of the vehicle compared to the forward forces acting on the vehicle.

Considering the same above conditions (i.e. brake is applied & front brake got locked while vehicle in motion) when the vehicle is not running at 90 degrees angle with the road i.e. the vehicle frame is having an angle less than 90 degrees with the road (in either left or right side), then a radial force will act upon the rear wheel where the radious will be the length between the centre of gravity of the vehicle at that time to the point of contact of the rear wheel with the road. This radial force will try to move the rear wheel left or right – sideways (depending upon the < 90 degrees angle the vehicle frame made with the road surface during that time – either left side of the vehicle or the right side of the vehicle). Thus the rider will find (if at all it is possible for him / her to find it) that the rear wheels tend to move sideways more compared to forward movement.

During this time the front wheel also moves the opposite direction i.e. if the rear wheel moves left wards then the front wheel will move rightways, but the movement of the front wheel will be so little compared to the rear wheel that the rider will only feel about the rear wheel & not the front wheel. All this movement will happen in motion & keeping the center of such movement at the centre of gravity – which point will also moves due to the movement of the riders body movement due to inertia. Such complex movements of the moving mass (vehicle + rider) will eventually skid the vehicle sideways & for a two wheeler the rider & the vehicle will fall causing injuries & damage due to such accident.

With the above description we can clearly understand that why ABS system is necessary for any vehicle particularly a two wheeler. Simply because to avoid locking of disc braking system as they are very efficient in braking & quickly acts in stopping the wheel.

Compared to a disc system, the drum braking system in not very effetive & can not stop the wheels as effectively as a disc brake. That means that the time taken by the drum braking system in stopping a wheel is more compared to a disc system. The main intention of a braking system is to stop both front & rear wheels in the same time. This can be achieved mechanically if both front & rear brake system are of same type ( i.e. either disc or drum). However if any one of the above system is of differnt type then the question of ABS system arises.

Moreover if you consider that the front wheel is with a drum system & rear wheel is with a disc system (which is very unlikely, as front system should be an effective one as the momentum of the vehicle works towards the front end, as described earlier), there are chances that the rear wheel will get locked & stopped while the front wheel is still running. This will also create a sidewise redial force for the rear wheels, with centre of gravity as its center & eventually the vehicle will tend to skid sideways from the rear end. Thus this will also require a ABS system for the rear wheel. But even ABS will also not save the skid in such a system as we have considered a less effective braking system in front & more effective braking system at rear. Such a system, during braking, will normally generate a big difference in wheel rpm’s during braking & will always tend to pull sideways of the rear end of the vehicle causing a disbalance.

In a front & rear drum system if you install a ABS (I do not know if there is any) it has to be purely an electronic one. Rather than a mechanical system a electronic ABS system found in todays costly cars are the right one which actually takes into account many parameters like engine speed, throttle conditions, hydraulic pump, pressure developed in hydraulic system & wheel speed etc while braking both front & rear wheels.

The topic is very complecated in nature, but I hope it enlightens you about ABS.

In Detail,about the topic is given below...

TVS has already made their ability by introducing Apache 180 with ABS. ABS in not a new concept for four wheeler and two wheeler as well. In 1988, BMW introduced the first motorcycle with an electronic-hydraulic ABS: the BMW K100. Honda followed suit in 1992 with the launch of its first motorcycle ABS on the ST1100 Pan European. In 2007, Suzuki launched its GSF1200SA (Bandit) with an ABS.

In 2005, Harley-Davidson began offering ABS as an option for police bikes. In 2008, ABS became a factory-installed option on all Harley-Davidson Touring motorcycles and standard equipment on select models. Now let us enlighten how ABS works on bikes.

Skidding Mechanism

Skidding of a vehicle leads to disaster in many cases. Skidding starts when force applied by driver on the brake lever is more than the required. Skidding results when friction in brakes become more than the friction exists between tyre and road surface. That means wheel gets locked and start skidding on road surface. Less force leads to poor braking and more force leads to skidding. So to avoid the skidding of vehicle, the braking force should remain in limit.

In normal bikes, the brake lever is directly connected with calliper. The force applied by the driver on lever is directly exerted on calliper & disc without any interrupt. In the case of ABS, this braking force is exerted through ECU and Hydraulic valve.

The ABS prevents the wheels from locking during braking. It does this by constantly measuring the individual wheel speeds and comparing them with the wheel speeds predicted by the system. This speed measurement is done by individual speed sensors.

If, during braking, the measured wheel speed deviates from the system‘s predicted wheel speed, the ABS controller takes over, correcting the brake force to keep the wheel at the optimum slip level and so achieving the highest possible deceleration rate.

This is carried out separately for each wheel. Controller is nothing but an ECU with appropriate programming. This program avoids the rotational speed of wheel to become zero (Locking). This is done by temporary releasing the brake force by shutting off the valve in oil reservoir.

The ECU constantly monitors the rotation speed of each wheel. When it detect that any number of wheel are rotating slower than the other (this condition will bring the tyre to lock), it moves the valves to decrease the pressure on the braking circuit, effectively reduce the braking force on that wheel.

The wheels turn faster and when they turn too fast, the force is reapplied. This process is repeated continuously, and this is causes characteristic pulsing feel through the brake pedal.

Figure show major parts of Antilock-Braking System. Basic of antilock braking system consists of three major parts;

Electronic Speed Sensor: This sensor will measure the wheel velocity and vehicle acceleration. LOCATION: On wheel Hub
Toothed Disc: It helps the speed sensor to read the speed of wheel. LOCATION: With Brake Disc
Electrical Control Unit (ECU). ECU is a microprocessor based system contains program. LOCATION: Under the Driver’s Seat
Electrically Controller Valve. This controller valve will control the pressure in a brake cylinder. LOCATION: With ECU

The following are the 3 major benefits of ABS

1. Stopping Distance

As the braking force is controlled and applied electronically, the stopping distance reduces considerably in comparison with normal bike.

2. Sudden Braking

In the case of ABS, the braking is intermittent in nature. So vehicle remains easily steerable during braking also. Below figure shows the comparison of normal bike and ABS bike at sudden braking.

3. Braking on Slippery surface

Most of the riders must have experienced this condition with their bikes and also know the results. ABS provides equal distribution of braking force on each wheel and provides straight line stopping of vehicle.

Some Interesting Facts about ABS

Donovan Green, United States, Department of Transportation had performed some experiments on bikes with and without ABS in 2006. Following bike were selected by him for his test.

2002 Honda VFR 800 with ABS
2002 BMW F650 with ABS
2002 BMW R 1150R with ABS
2002 BMW R 1150R without ABS
2004 Yamaha FJR1300 with ABS
2004 Yamaha FJR1300 without ABS

He had performed two types of tests: 1. Dry Surface Tests 2. Wet Surface Tests. Following are the results of his experiments.

Dry Surface Tests

On the ABS-equipped motorcycles, the operator was tasked with braking sufficiently to assure the operation of the ABS. The measured stopping distance values were corrected to compare data from the speeds of 48 km/h and 128 km/h, except for the BMW F650 data, which was corrected to 48 km/h and 117 km/h, the latter figure limited by that model’s top speed of 157 km/h (i.e. 75% of 157 km/h).

In the ABS-enabled mode, for each load/speed/brake combination, the stopping distances were very consistent from one run to another. In this mode, the braking force was applied in a controlled and consistent manner by the ABS mechanism. With the exception of having to react to the possibility of the rear wheel becoming airborne under high deceleration, the rider did not require significant experience or special skill in order to achieve a high level of performance.

In the ABS-disabled mode, the stopping distances were less consistent because the rider while modulating the brake force, had to deal with many additional variables at the same time. Up to six runs were allowed for the rider to become familiar with the motorcycle’s behaviour and to obtain the best stopping distance.

Test results from non-ABS motorcycles were noticeably more sensitive to rider performance variability.
Despite being compared to the best stopping distances without ABS, the average results with ABS provided an overall reduction in stopping distance of 5%.

The stopping distance reduction was more significant when the motorcycle was loaded (averaging 7%). The greatest stopping distance reduction (averaging 17%) was observed when only the rear foot pedal was applied to stop the motorcycle from 128 km/h.

Wet Surface Tests

The original test procedure called for wet surface braking tests to be conducted at 48 and 128 km/h. However, for safety and stability reasons, all low-friction surface tests were performed in a straight-line maneuver, from an initial speed of 48 km/h. The tests were repeated with and without ABS. The test track was wetted by a water truck, and the wetting procedure was repeated every three stops.

With ABS-equipped motorcycles, the rider was instructed to brake sufficiently to assure that the ABS was fully cycling by applying as much force as necessary to the brake control device (no restrictions on force application).

The front and rear wheel brakes were operated simultaneously when the initial test speed was reached and then were operated individually when the front wheel and rear wheel were tested separately. During braking, the engine remained disconnected from the drive train.

A steering operation was allowed to keep or correct the running direction of the motorcycle during the test. Below vehicle speeds of 10 km/h, wheel locking was permitted.

For motorcycles not equipped with ABS, the test procedure was the same except that the rider was instructed to apply as much force as required on the brake control device in order to get the shortest stopping distance without losing vehicle control or having any wheel lockup above a speed of 10 km/h.

As with the dry surface tests, practically no learning process was required for the operator to achieve the best performance with the operation of ABS. In the ABS-disabled mode, the stopping distances improved as the rider became more familiar and comfortable with the braking system.

On the wet surface, the overall average stopping performance with ABS improved on the best non-ABS stopping distance by 5.0%. The stopping distance reduction with ABS was more significant when both brakes were applied, with an overall improvement averaging 10.8% over the best stops without ABS.

The greatest stopping distance reduction with the use of ABS was observed when the motorcycle was loaded and both brakes were applied, averaging a 15.5% improvement over the best stops without ABS

Before Servicing Your Bike,,,

2011-12-26T16:59:00.000+05:30

The best way to keep your vehicle running fresh, lean and green is to do the maintenance on regular basis. All maintenance requirements which owner should follow to keep vehicle in good condition are always provided by manufacturer in owner’s manual. It tells you everything you need to know, from what type of vehicle oil to use and how often it should be changed, to recommended intervals for engine and transmission checks, etc. Failing to follow this maintenance rule could void your vehicle’s warranty and reduce your vehicle life.

The design life of all vehicles requires periodic maintenance. Such as chains need adjustment, brakes need to be tighten, proper lubrication levels to be maintained, and so on. In some cases, certain components need replacement, e.g., flexible cables, clutch plates, etc. Anytime we fail to perform maintenance activities intended by the equipment’s designer, we shorten the operating life of the equipment. Study over the decades, says that vehicle or machines maintained properly may run longer or performed better than designed one. Instead of waiting for a vehicle to fail, we can utilize preventive maintenance, predictive maintenance, or reliability centred maintenance.

Most of the drivers love their vehicles and follow the preventive type of maintenance either periodically or non-periodically. Rest of the drivers wait till some breakdown in their machines. Service stations perform very minor maintenance operations in free services provided by the companies.

These operations are sufficient to run the new vehicle efficiently. Nowadays, service stations remind the owners about upcoming free services via phone, SMS etc. but what should be done after spending the free services? So here are 15 tips before submitting your vehicles to the service station for paid service.

Authorized service stations are not favored by the customers for paid preventive services because the billing amount goes very high. Customer doesn’t get opportunity for negotiation in billing amount also, nevertheless you should always prefer company’s authorised service stations because of skilled workers along with more number of efficient equipments.
If cost affects to you a lot and you are forced to go with some private garages then always prefer anearby garage from your home or office for which you got good feedback from your circle. It reduces your time as well as cost. You can also go to inspect your vehicle during the service if you are free. I often do that even with YAMAHA’s authorised service station.
Always prefer periodic maintenance if possible. Define the time period according to your usage. Prepare a schedule for a year. 3 months are generally preferred by the service stations. You can increase this duration up to 5 months if you don’t have extensive driving. You can have spa wash for your vehicles during this 5 months.
If you can’t follow the schedule, then go for non-periodic maintenance but it should be preventive. That means, the time period between two successive services is not defined. You can go as per your convenience or as per your unpredicted usage, but before having any breakdown.
Check your vehicle for any scratches and dents before going to the service stations. Also specify it to the vehicle inspector and if possible, make him to note down on the job card. Many of the service stations refuse their worker’s blunder at the time of delivery, if you observe any scratches or dents.
Always prefer a service station / garage where job cards are used. Job card is the communication language between vehicle inspector and worker.
Make a written list of your problems before going to service station otherwise there is a possibility to forget something important at the time of rush hours. Make sure that your problems are noted down by the vehicle inspector.
Check the tool kit provided in your vehicle. It is advisable to remove it. If you can’t then count the total number of tools before and after service.
Remove any costly and important stuff from your vehicle (if available).
Always take a drive with vehicle inspector if you are having some dynamic problems in your vehicle. Try to convince him if he refuses your problem. (mostly happens at TVS service stations)
Prefer the oil change in front of yourself as I do.
Make yourself aware about a distance of nearest petrol pump from the service station / garage. Also calculate the mileage of your vehicle. Some amount of petrol is used during the servicing. So keep a level of petrol according to these bits and pieces.
Never accept any replacement proposal blindly. Make sure whether it is really required or not. You can check the maintenance schedule in the user guide or can have suggestions from outside.
Ask for a tentative estimate. Remove any of the servicing or replacing proposal which is not very important at the stage, if the estimate is too much for your pocket.
Authorised service stations also introduce promotional and yearly servicing offers to the customers. So always ask for any promotional and yearly offers before leaving the service station.

I hope these points will help you in future and you all will try to have preventive maintenance. Please add your valuable comments and suggestions.

2011-12-26T16:56:00.000+05:30

In transport, driver visibility is the maximum distance at which the driver of a vehicle can see and identify prominent objects around the vehicle. Visibility is primarily determined by weather conditions and by a vehicle’s design. The parts of a vehicle that influence visibility includes the Front Fairing, Huge Fuel Tanks and Wind shield (If provided).

The factors affecting visibility from driver point of view are helmet design, driving habits, driver’s height and finally driver’s ability. Good driver visibility is essential to safe road traffic. Blind spots may occur in the front of the driver when the fairing (also the windshield), rear-view mirrors, helmet and tank block a driver’s view of the road. Behind the driver, there are pillion passenger and goods that may reduce visibility.

Blind Spot

Blind spots, in the context of driving an automobile, are the areas of the road and surroundings that cannot be seen while looking forward or through either the rear-view mirrors. Blind spots can be eliminated by overlapping both the rear-view mirrors, or checked by turning one’s head briefly.

Detection of vehicles or other objects in blind spots may also be aided by systems such as video cameras or distance sensors, though these are not yet incorporated in two wheelers sold to the general public.

Blind Spot Areas

The areas most commonly referred to as blind spots are the rear quarter blind spots, areas towards the rear of the vehicle on both sides. These areas are shown with grey colour. Vehicles in the adjacent lanes of the road may fall into these blind spots, and a driver may be unable to see them using only the mirrors. Other areas that are sometimes called blind spots are those that are too low to see in behind as well as in front of a vehicle. Also, in cases where side vision is hindered by helmet design, areas to the left or right can become blind spots as well.

Forward visibility

The front-end blind spots caused can create problems in traffic situations, such as in roundabouts, intersections, and road crossings. Front-end blind spots are influenced by the following design criteria

Distance between the driver and the fairing
Width of the fairing
Angle of the windshield if provided
Colour of the windshield in the case of sport bikes
Height of the driver in relation to the windshield
Colour of helmet shield

Effect of Vehicle Type

Generally speaking, two wheelers with larger front fairing or body work have larger front blind spots. These blind spots are generated on the road surface and under the projected area of fairing. Obstacles on the road are partly or sometimes completely covered by huge fairings. Driver has to control his vehicle with the help of his experience only.

Scooters are also fall in the same category as having front dome. For example, the blind spot in front of dirt bike could only hide small objects on the road; we can say negligible blind spots, while the blind spot of a sport or tourer bike can hide big objects and obstacles on the road, under the projected area of fairing resulting in accidents.

Effect of Height of the Driver

Driver height can also affect visibility. In some bikes the windshield is fillet with the roof-line with a big radius. This fillet round intersects with driver’s vision and creates visibility problems. Drivers with small height find problems to manage front and rear vision simultaneously in sport bikes because of turning limitations of rear view mirrors.

They also find difficulties in front vision while driving cruisers because cruisers are having low seating position and negative slope towards headlight. A driver may reduce the size of a blind spot or eliminate it completely by turning their head in the direction of the obstruction. This allows the driver to see better around the obstruction and allows the driver better depth perception.

Effect of Helmet Design

It is but obvious that helmet reduces the side vision angle by restricting the driver’s vision. Without helmet, our eyes can catch the moving parts within 180 on our both the sides and we can grab our attention to those moving objects by little turning our eyes along with head. In the case of helmet, the angle reduces to 150 to 160 and we are unable to get idea about any movement beyond these angles. So with helmet it becomes essential to use rear view mirrors and turning our head from side to side constantly.

Effect of Other Automobile Design Factors

Other design factors may prevent a manufacturer from maximizing visibility. These include safety, as narrower headlights cannot provide better visibility at night. In the case of sport bikes, aerodynamics doesn’t allow the designer to create their bikes without any fairing. The slope given to windshield is to reduce the drag; it also forms another limitation for the designers. Areas covered by rear view mirrors are affected by their sizes and shapes. Rear view mirrors have to provide sufficient rear visibility along with the good aesthetics.

Testing of Visibility

The vehicles are driven into the darkened lab and lights are mounted in a dummy driver’s eye position which is being used to project shadows on to a screen which is surrounded the vehicle in front, rear as well as bottom. The grid on the screen should be marked with a scale so that the edges of the shadow could be measured in terms of their distance from the driver’s eyes.

Firstly, a single bulb is used to project the shadow of blind spots on to the screen. Then, the coordinates of the upper and lower corners are measured to enable the area of vision obscured by the parts to be calculated. Then dummy’s head could be changed to one which had both left and right ‘eyes’ (bulbs) so that binocular vision and parts thickness could be assessed.

The edge of each part is measured using one bulb, then the other. In this way, we ensured that only the proportion of the part which is obscured to both eyes is measured. After measuring the areas on screen, designers try to minimize them, especially in sport bikes as they are dealing with very high speed and driver doesn’t get time to control the bike.

Some Tips to Improve Visibility

Vehicle seat height should appropriate for you.
Intersect both the rear view mirrors. A single object should appear in both the mirrors.
If you are driving in city, keep the rear view mirrors little outward going opposite to each other. This will improve your visibility in rear quarter blind spots and helps at the time of turning.
Never remove any of the rear view mirror.
Try to accommodate your baggage within the width of seat or maximum up to the width of bike.
Avoid extra fairing for aesthetics.
Choose proper helmet with wide shield. Try to get bit loose helmet to turn your head instantly.
Choose proper goggle for better visibility if not using helmet.
Improve your judgement about obstacles covered in blind spot if using bikes with fairing.

We predominantly ignore or don’t feel the importance of visibility because it’s easier to develop visibility skills with two wheelers than the cars. We are not solemn about using rear view mirrors as well. But facts are evidence for importance of visibility and maximum of the accidents happen because of ignorance about visibility, either directly or circuitously.

Please submit your comments...
With Regards,,,

Difference between Riding Fast&Rough

2011-12-26T16:53:00.000+05:30

Many a times, road experiences heave our attention to write something. Few days back, my attention was dragged towards rough driving when I was coming back to my home on my Fazer (Click to read my ownership review). I was going through a street and one teenager suddenly took “U” turn to move towards my lane. He was driving ACTIVA. After disturbing traffic in both the lanes, he unnecessarily started swinging his ACTIVA from one side to other. He was also applying throttle in addition to frequent hard braking. It was really troubling me to judge his path as I was just behind him. At that instant, I was confused to define his driving, either fast or rough.

Most of us are fast driver but possibility is thereto get converted into a rough driver, either consciously or unconsciously. Many a times, parents also use to say us fast and rough biker. So here, I want to differentiate these two driving habits.

Fast Driving

Obviously it relates speed in our driving habits. It doesn’t mean to disturb other drivers on the road. I think, fast driving is nothing but finding an easy and straight way to move our vehicle ahead with more speed than the others are having. In India, at least in Ahmedabad, lane driving is not at all followed by any one. Each driver is just driving his or her vehicle in his or her comfort zone. Few drivers drive at very left and few drive at very right. Majority of drivers form a bunch that drive at the middle of the road. Now if we find a way to move ahead in extreme left or right lanes, then we are observed as rough drivers. We have to generate a zigzag path if we want to accelerate in middle of the road. Here again, we are treated as a rough driver.

It’s all about our habits of driving vehicle that makes us fast or rough. Fast driving never disturbs any other driver on the road either driven straight or zigzag. In zigzag movement, appropriate distance from other vehicles also differentiates fast driving. It also never hurts our vehicle if controlled.

Rough Driving

Rough driving incorporates speed, sudden braking, unnecessary small stunts, ignorance of driving rules, immaturity of driver and most important hurting own vehicle. We can classify rough driving with two different aspects.

With Respect To Other Drivers On Road

I think all other drivers also feel the same difficulty which I had in above said incidence. Rough driving always disturbs other drivers to make any judgment about movement of rough driver. This happens because rough drivers themselves don’t know when and where he will move in next instant. Sometimes, these types of misjudgements lead to disaster for rough drivers or other drivers.

This situation becomes more critical when group of rough drivers drive on the road and convert their untamed enjoyment into crime. The groups which do this never knew that they are conducting a crime. In Ahmedabad, these types of crimes boost in 9 days festival called “Navaratri”. We are habitual here to read it in news paper headlines during this festival. These groups also scream loudly, behave badly with women/ girls and feel like they are flying in the sky. Cops here use to block many roads to control these activities during this festival. They are really troubling factors for common people. Nowadays, it becomes fashion in youngsters here to show anyone’s untamed enjoyment during riding. We can really define it as rough driving.

With Respect To Vehicle

Next categorization should be followed with respect to vehicle. Many articles already have recommended how to drive neatly within the vehicle’s limit. But in the case of rough driving, it always goes beyond the vehicle’s limits. Hard throttling, sudden braking, half clutching, frequent clutching, quick gear changing, inapt gear ratios, swinging vehicle from here and there, and overloading the seating capacity are some basic practices happen during rough driving.

We all know the effects of above mentioned driving conditions which obviously hazardous for the vehicle. The effects come out as defects either in short period or after a long.

Furthermore to above mention driving, many drivers use to apply horn continuously and gratuitously. I think this one is also a bad habit and should be considered as rough driving. Horn should be used to make other drivers aware about our presence on the road if we are following them or we are on either side. This helps to make judgment and to avoid any accident. Rather than generating awareness, continuous horning irritates and makes the situation erratic leading to misjudgements. Continuous application of horn also carries extra current from alternator which affects the battery charging rate. Moreover, it is also harmful to the diaphragm of horn and obviously generates noise pollution.

10 Tips To Remember

Half clutching drastically damages clutch plates. So don’t use half clutch unless and until required.
Avoid very quick gear shifting without applying clutch. Quick gear changing damages small parts used in shifting mechanism.
Use your horn as and when required.
Don’t use zigzag path to move your vehicle ahead if you have any other options.
Maintain enough distance from other vehicles when passing through zigzag way.
Avoid hard throttling, sudden braking, frequent clutching, quick gear changing, inapt gear ratios.
Never overload your vehicle beyond its seating capacity.
Avoid needless stunts.
Never forget to use turning signal and signs.
Don’t change your lane suddenly.

I hope, you all have got my thought which is at the back of this post. Please make sure to change your driving habits if you are following any of them. “Change” always takes some time to happen, but it is not impossible. So, justify yourself as a fast driver and not as a rough driver in front of your parents and pals. Please leave your comments as advice.

Tips For Being A Sensible Rider

2011-12-26T16:47:00.000+05:30

These days, I see a lot of kids riding Activas and other scooters and bikes as well. I don’t know if this scene is becoming too common in Bangalore alone or across the nation itself. What makes me worried is the way these kids ride these two wheelers. Small kids in the age group of 13 to 15 roam around in the streets with their throttles fully opened.

There is a reason why I come up with a post on this particular title. Yesterday, a kid (that’s what I wanna refer to him as) came speeding in a White Activa, lost his control and fell right in front of my bike. More than the speed with which he came and fell, what made me stunned was the fact that after the fall, guess the number of people who got up. They were four in number. Four people in a single Activa was something I cannot even imagine.

This incident made me the feel that nobody can boast about being a biker, but being a sensible rider is the ‘Need of the Hour.’ Here are few tips which will make you one.

This is for all those who forget the fact that all vehicles are equipped with turn indicators. They are after all meant to be used. Why can’t you indicate the other riders that you’re all set to go off the straight road. Make it clear that it’s your responsibility to do so.
Two wheelers are meant to carry only two people. I repeat so that it becomes more clear, two wheelers are meant to carry only two people. Where from do you get the idea of making four people sharing a single seat? Agreed that India is still in the clutches of poverty. But, this is a sign of high life risk which affects the other riders and commuters on the road as well.
Don’t ever ride your vehicle without Rear View Mirrors fitted. Only when you get a glimpse of what is happening behind you, you’ll be able to ride comfortably. I’ve noticed that all idiots who tend to turn immediately along a straight road are those who haven’t installed rear view mirrors.
People tend to ride off their senses in the traffic signals. Don’t try pushing yourself into every single gap resulting in dashing the other two wheelers from behind. Understand that you are also in a verge of getting the cars which are stuck with you in the signal getting scratched along its body.
Don’t jump traffic signals. I always wanted to ask a question to these guys and here it goes. Isn’t it a fact that you can only jump this signal and still be caught in the red light of the next one? What joy does that offer you? For God’s sake stop doing that cheap act.
It you’re forced to carry some baggage or luggage with you in your two wheeler, see to it that they are properly tied and are intact. Don’t ever proceed commuting thinking that it’ll stay perfectly in the place where you’ve kept it. What happens here is that the rider will start losing his/her balance in the mid of the road leading to a disastrous fall. The disaster mentioned here will not be just for you but for other ladies and gentlemen as well.
Guys, keep this is in your mind as a ‘Golden Rule’ whenever you ride your bike. Be to that side of the road where you are gonna make a turn. If you have to take a left turn along a main road, make sure that you start moving to the left side of the road a little earlier. I do observe a lotta people taking a left turn from the right end of the road. This creates confusion in the mind of the rider coming begin you. This is what is called ‘Senseless Driving.’
This rule is for riders using vehicles with Disc Brakes. It so happens that most of the time, a commuter is forced to brake hard and obviously uses the front discs. But, it so happens that most of the regular riders prefer using the discs over the rear brakes. The problem with this method of braking is something which you would have never observed. The person following you in his vehicle night not have discs in this bike/scooter. In such a case, when you tend to use your disc at instances where it’s not necessary, then there are more chances of your bike getting hit from the rear. This doesn’t mean that you don’t have to use where you have to.
Please don’t ride your vehicle in the night without turning on the headlamp. My pal sitting next to me asks who does it. But, the answer is that there are too many id**ts in the country who does this creating accidents everywhere irrespective of it being the city roads or the highways. Common sense again, right? I’ve faced issues because of such riders many a time.
There is nothing called ‘Negligence’ which comes into play when riding. Be alert and careful. Above that be Cautious on what is happening around you in the road.

By the time you’ll be reading this post, some senseless rider will be tormenting on the road. As
TVS Tyres ad
CEAT Tyres Ad says, ‘The Road is Full of Idiots’ who cannot be dealt with. But, atleast let us be responsible on our riding techniques so that the rest of the commuters are not disturbed by the way we ride. It is in fact part of our responsibility as a ‘Biker’.

2011-12-25T18:30:00.001+05:30

Hi Friends Welcome To My New Blog.
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Whole Series Of Royal Enfield

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Hyosung GT250R -A Complete Review

A Review by company's test rider Saad Khan...........

The New Version Of Hyosung GT250R........

VEHICLE SUMMARY

ENGINE SPECIFICATIONS

DIMENSIONS

OTHER SPECIFICATIONS

ACTIVE AND PASSIVE SAFETY

COMFORT AND CONVENIENCE

Bajaj Discover 125 ST [Sports Tourer]

VEHICLE SUMMARY

VERDICT

ENGINE SPECIFICATIONS

DIMENSIONS

OTHER SPECIFICATIONS

ACTIVE AND PASSIVE SAFETY

COMFORT AND CONVENIENCE

Maxabout Review

Bajaj Discover 125 ST - Sports Tourer

Closeups Shots

Design and Style

Instrument Cluster

Other

Shades Available

EVA Track T800CDI-The Diesel Powerd Bike...