Mention the words "100cc commuter bike" to most of the moto-mentalists that we ZigWheels boys hang out with and you'll be bombarded with queer to dirty looks at best and at worst you are guaranteed to learn a couple of new words you wouldn't be caught dead uttering in the company of decent folk. What crime these built-to-a-price no-nonsense machines have done to deserve such ill-sentiment you ask, especially considering these bikes form more than a massive majority of the two-wheels puttering up and down Indian roads? The answer to that probably lies in the fact that none of these machines evoke any kind of emotion when ridden. They're terrific tools andndash; like a brilliant washing machine or a microwave oven andndash; great for doing a particular job, the one of getting you from point A to point B in the most efficient manner possible in this case. But it would be a far cry to associate words like 'fun' or 'exciting' to any of these motorcycles. Or at least so I thought before I got astride the three motorcycles we have under consideration here andndash; the Honda Dream Yuga, the Bajaj Discover 100T and the Hero Passion X-Pro. I really hadn't spent much time on these type of motorcycles since back in my college days when I had a Hero Honda Splendor and boy, where the last few days ever so enlightening.

Design

Now the three bikes we have here are among the newest kids on the block and stylistically speaking, not the most radical small capacity motorcycles available in the market right now. None of them sport exuberant lines like those of the Honda CB Twister or the Suzuki Hayate and maintain at least a modicum of conventionality in the way they have been penned. The broader appeal they bring to the table means that these are not going to be sold to a niche crowd and in fact are going to spell big numbers on the sales front for their respective manufacturers.

Be that as it may, one of these bikes, the Dream Yuga in particular is far more conventional than the others. Not that this is a bad thing in any way. As we've said before in other reviews and comparisons, the approach definitely is contemporary and while it is a bike which no one can really hate, it won't be winning any beauty contests either. The design is universally acceptable and should help it win a lot of fans who come from the more conservative schools of thought about how a functional motorcycle should look.

On the other hand, the Discover 100T really stands apart in this crowd. With its somewhat aggressively styled headlight cowl, large fuel tank, funky 10-spoke alloy wheels and a sporty looking exhaust, it really does feel like a (very slightly) scaled down version of its elder sibling the Discover 125T. What waters down the whole design though is the choice of colours. While Bajaj's patented blue and red do a far better job than the most commonly seen black, we can't help but think a couple of wilder colour options would have really brought out the Disco's modern design. But then again, this is a segment where conventionality sells and that's exactly why you'll see the black schemes selling far more than the others.

The Passion X-Pro really took us by surprise. At first glance, there's nothing out of the ordinary about it andndash; it just looks like a regular Hero Passion with another sticker job. Do a double take however and you'll start to see some brilliant design touches. The tank extensions for one andndash; they really do add some much needed character to the otherwise orthodox fuel tank and that flush fitting fuel cap really is like a cherry on the top. Then, seen from the side, you have that slash cut exhaust which seems to line up neatly with the similarly cut taillight, which by itself is gorgeously detailed, as are the turn indicators. When we were expecting more of the same (old) from a company which has made a name for itself for doing just that, the X-Pro really is like a whiff of fresh air andndash; maintaining the family genes, but dressed in an exceptional handsome designer suit. If we had to choose between these three, we'd really be hard pressed between the Discover and the Passion, but the Passion does earn a few extra brownie points in our books thanks to its slightly more youthful exuberance.

Next Page: Handling, Ride and Comfort andgt;andgt;

Handling, Ride and Comfort

While 'handling' is not defined by 'cornering ability' in this class, the ability to change direction quickly, but inspiring confidence at all times is paramount. This one factor of these little commuter machines has come a long way since the long-past 'fill it, shut it, forget it' days and even the buyers for these sort of bikes expect a little more than just upright, purely straight line running. But at the same time, since most of these bikes will either spend their days taking their owners through tight, congested city roads or bumpy or broken town/village roads, overall ride quality and comfort are a serious consideration equal if not more important than the dynamic ability of such a motorcycle.

The Dream Yuga does a very nifty job at this. Weighing in at just a scooch over the quintal mark (108kg to be exact), the Yuga is the lightest machine here, but by no means does it feel flimsy on the road. If anything, the bike we tested rode a little on the stiffer side, even with the rear suspension preload setting smack dab in the middle. The Yuga really is quite nippy through traffic and the 18-inch MRF rubber at both ends reacts wonderfully to quick inputs at slow to medium speeds, especially through city traffic, and makes it very easy to keep the shiny side up at all times. The little Honda's overall comfort levels certainly had impressed us the last time we had pitched it against its competitors, but that being said, after having sampled what the Passion X-Pro and the Discover 100T had in store for us, the Yuga suddenly starts to feel like it is a generation older in this department. The near-wooden seat coupled with the tad-too-stiff suspension won't see it winning too many fans any more.

The Passion X-Pro, as we mentioned before, is really the surprise of the lot. This new Passion bears no relation to its sloper-engined forerunner save its nomenclature and instead seems to have made the best of the last days of the company's relations with its Japanese partner and borrowed all the underpinnings from the Yuga instead. But even though the X-Pro might appear to be just a reskinned Yuga at first glance, the boffins at Hero MotoCorp certainly seemed to have earned their pay this time around by tweaking about just the right amount of factors in the right way. The X-Pro's on-road demeanour feels impeccable and even though the ride is a bit on the firmer side, it never feels too stiff and the bike's dynamic abilities are just what you would expect from this class of motorcycle.

If the X-Pro surprised us by completely shattering our preconceived notions about what to expect from bikes with Hero badge, the Discover 100T completely bowled us over with its incredible buttery smooth, almost magic carpet ride. After having spent a few days riding around what are generally considered terrible tarmac surfaces in Pune city, it felt like the word 'plush' really was invented for the Discover 100T's ride quality. Armed with gas filled shock absorbers at the back and one of the widest and cosiest seats on any bike in the market, you'll find it fairly easy to shrug off even a day long commute astride it. The only let-down here is the choice of tyres, especially at the front. The 2.75 x 18-inch front is the only one among these three bikes which uses an archaic ribbed design and while this does not really hamper the ability of the Disco to change direction on a whim, the overall stability and feel from the front really feels restricted. In fact, riding over crack-riddled concrete roads, the Disco's front feels like it has a mind of its own as it tries to track along the crags and crevices of the road surface. Still, for outright comfort and its ability to rub baby oil into the rider's backside, the Disco takes top marks here.

Next Page: Performance andgt;andgt;

Performance

Of course, in this segment outright performance figures hold as much water as outright cornering abilities, but the need to be quick off the line at a traffic light or to have adequate in-gear thrust to make short work of overtaking extra-long trucks and buses is just as important as the perennial "Kitna deti hai?" question.

In terms of output figures, the new Bajaj 4-valve mill really is top trumps. Even though it is about 7cc shy of the 109cc units from the Passion and the Yuga, it manages to make a whopping 10.2PS of power compared almost pedestrian 8.7 PS and 8.6PS outputs from the Passion and the Yuga respectively. The difference in output figures is all down to the twin-spark ignition setup and the two extra valves the Disco's head sports. But the zero to 60km/h times tell a somewhat different story. From a standstill, the quickest one to hit the sixty mark is the Passion X-Pro, completing the dash in just 7.03 seconds while the Disco does the same in 7.12 seconds. Granted that's not much, but thanks to the extra torque on tap (9.36Nm vs 9.2Nm), the 5kg weight advantage and the shorter gearing afforded by the 4-speed gear box (vs the 5-speeder in the Discover),the Passion is really able to haul rear when it needs to.

However when doing in-gear bursts of speed the situation is completely reversed. The Discover takes the cake here thanks to its better gearing and quicker revving engine. The Passion, with its really short gearing and its habit of running out of breath as the revs climb is always a couple of seconds behind the Disco in the run from 30km/h to 70km/h in each gear. But again, under braking the Passion is able to turn the tables on the Disco thanks to its disc brake setup up front. The Yuga's performance figures, though at one point in time rather impressive (7.83 seconds to 60km/h), are just paled when compared to this new crop of commuters.

Next Page: Fuel Economy, The Bottom Line andgt;andgt;

Fuel Economy

Now we come to the question that matters the most, the question that pretty has much defined the Indian motorcycling scenario ever since the arrival of the first Hero Honda 100cc bikes. Now these modern iterations of the classic small capacity commuter bike formula certainly don't churn out mileage figures which have become the stuff of legends thanks to tall claims by manufacturers or your pesky neighbour whose bike always seems to outdo your bike in this one department. But ridden reasonably, these do return some respectable kilometres to the litre of petrol, with the top honours going once again to the Bajaj Discover 100T. At an overall figure of 76.3 kmpl, the Disco certainly makes the most of its 5-speed gearbox and 4-valve engine setup. The Yuga certainly steps up to the plate finally with a respectable mileage of 72.9 kmpl, besting the Passion X-Pro which manages 70.8 kmpl. To be very honest, there's not much between them but if every single kilometre you squeeze out of your motorcycle is important to you, then of course the uncontested winner here is the Bajaj Discover 100T.

The Bottom Line

In this spectrum of the market, the bottom line (read: price) is always the final deciding factor, with buyers even willing to compromise on their choice of motorcycle to avoid their budgets getting stretched. In that case, the Dream Yuga is the most affordable one here, priced at Rs 48, 141 (ex-showroom Delhi) for the one with alloy wheels and electric starter and even though it is cheaper by over 2,000 Rupees than the Discover 100T (Rs 50,500), the Bajaj still feels like it is offering more for that price premium. The Disco IS the most technologically advanced bike here and feels the most modern in every way. You get DC electricals, the most well damped ride, the most comfortable seat and an overall up-market feel. The Discover would've been the runaway winner here, but the Passion X-Pro does make a very strong case for itself. For Rs 51,800, just over a thousand bucks more than the Discover, you get a front disc brake setup and a very youthful, exuberant motorcycle. In all honesty, it feels like it's very difficult to choose between these two and it ends up being a case of 'different strokes for different folks'. So let's put it this way, for the average working Joe, who needs a sensible bike for his daily commute to work, it doesn't get better than the Bajaj Discover 100T. But that college student who can't convince his parents to get him a bigger 150cc (or larger) motorcycle and wants something that looks good and is fun to ride, won't be entirely unhappy with Hero Passion X-Pro.

Of course, by bikers, we do not mean the masses for whom a motorcycle represents the most affordable and convenient means of transport. While all of us here at ZigWheels have great respect for those penny pincher motorcycles, this time around we're talking about bikes which appeal to the heart and not necessarily to the head. This is a war between the best performance bikes to carry the 'Made in India' moniker.

Honda's CBR 250R has pretty much been the daddy of the Indian performance bike segment since its launch last year and not only is it the best quarter-litre cracker that we've seen built on our shores, it has also pretty much stunned the whole world with its prowess and friendliness. But earlier this year, the mad orange Indo-Austrian KTM 200 Duke redefined how low capacity motorcycles can be as much fun, and just as beautiful, as those 'big bikes' we all dream of owning one day. And now, to complicate matters even further, we have a name that has become synonymous with performance; a motorcycle whose predecessors pretty much sparked off the enthusiast biking culture in India, a bike that is closely related to the Duke andndash; the Bajaj Pulsar 200NS.

These three bikes represent the pinnacle of Indian performance motorcycles, the ones that are the most hotly debated about and discussed across the internet and in biker bars. And yes, it is true that they address fairly different price points and each of these excels at what it does best. So while we will be looking at these aspects as well, the bottom line is to figure out which of these takes the crown of the 'best Indian performance bike', and if not to decide where your hard earned money should go, then at least to put an end to those endless debates.

She's got the looks

Aesthetics, sex appeal, call it what you like, a performance bike should not only go like the clappers, it should turn heads as well

Bajaj Pulsar 200NS

The way the Pulsar 200NS looks is a bit of a surprise. Not only does it shun all the design elements from its predecessors, it clearly draws inspiration from international naked bikes while still coming across as a quintessential Pulsar. Bits like the CB1000R inspired headlight, the massive sculpted tank, the chunky perimeter frame, the near invisible underbelly exhaust and the sharply rising tail with its split seat all exude a sense of purpose and aggression that we've never seen before on any bike made here. Lithe and at the same time muscular, the 200NS looks the part of a fast bike and absolutely screams streetfighter from every angle. One thing that breaks this image though is the split handlebar, which would've gone much better with the overall theme had it been a solid, single piece unit.

Honda CBR 250R

Amongst the pack of naked hooligans, the fully faired CBR 250R actually looks rather sombre. But make no mistake, this is a rather good looking bike, no matter what angle you view it from. Sure, it may carry the 'baby Blade' moniker, but its massive fairing panels and headlight have clearly been modelled after Honda's big, cushy VFR1200F, and this little CBR looks every bit the part of the comfortable, sport tourer. In fact, every bit of the design of the bike has been geared towards providing the snuggest riding position in order to munch those highway miles. The design is so nice and neutral that the bike looks perfectly at home whether leaned over in a corner with the rider's knee dragging along the tarmac, or perfectly vertical, with a couple of panniers strapped to the tail. And in a country obsessed with full fairings and superbikes, the CBR feels the most like a 'big bike' amongst this lot and that makes its appeal undeniable.

KTM 200 Duke

In terms of design, the Duke really takes the rule book and chucks it out the window. It might not be such a shocker if you're used to the Austrian bike maker's designs in general, but compared to anything else we've seen in India so far, it really stands worlds apart. And while it absolutely radiates a sense of 'form follows function', start looking at the details and you realise that even the functional bits have been designed with form in mind. From the angular tank to the beautiful trellis frame, the arrowhead indicators, the compact full LCD console and the gorgeously carved aluminium cast swingarm, every little facet is absolutely striking. If god is in the details, then the Duke is Mount Olympus incarnate with Aphrodite ruling supreme. The design is so radical in fact, that it's almost a love-it-or-hate-it situation where some folks may not appreciate its over the top approach. But just for that, for breaking the traditional boundaries of design, we absolutely adore it.

Why the Duke 200

Drop-dead gorgeous looks, minimalistic design and supreme fit and finish, the KTM 200 Duke looks nothing like what we've seen in India to this day.

Speed games

The purpose of a performance bike, as the name suggests, is to go fast. And here we put that to the test and see which of these wears the performance crown

When it comes to performance, the CBR 250R really set the benchmark when it arrived last year. Of course, by performance, we mean outright, straight line performance andndash; zero to 100km/h figures and all that jazz andndash; the stuff of endless forum debates. And even the arrival of the KTM and the new Pulsar doesn't seem to have shaken the 'Blade off its high pedestal. As you can see from the infographic on the right, when it comes to the run up to the ton mark from standstill, the CBR has everyone beat andndash; over 0.3 second faster than KTM and almost a second quicker than the Pulsar. Die-hard fans of the nakeds would like to say that this isn't much of a margin, especially with regard to the Austrian, but in the world of "mine is bigger than yours" arguments, it's more than enough. This is thanks to the CBR's wonderful 249.6cc single-cylinder 4-valve DOHC mill, which is the most powerful and torquiest of the lot.

What is more impressive than just the straight up power figures of the CBR's motor is the way the power is delivered. Where the KTM and Pulsar are rather peaky, the Honda pulls easily and smoothly in any gear, at any rpm. And while that may not reflect directly in the in-gear roll-on comparison we've chosen, where the two streetfighters are a bit quicker thanks to their shorter gearing and revvy engines, the CBR can pull a lot harder and more importantly a lot longer in each gear.

How quick you can move forward is pointless if you can't shed all that speed quickly enough. And this is where the CBR's party piece really comes into play. Thanks to the power of the Combined ABS system, the bike can literally stop on a dime. And even though in our figures, the KTM has stopped a little shorter thanks to its lower weight, that difference boils down to the ability of our bike road tester. But on an average, the CBR will stop better, safely and consistently on any sort of road surface, without you needing the exceptional motorcycling skills of a Varad More.

Why the CBR 250

Phenomenal performance with extremely friendly power delivery from that gem of an engine, a full fairing that cleaves through the air with ease and the power of anti-lock brakes for exceptional stopping power

Tipsy-turvy

Any monkey can open the gas and go fast in a straight line. It's the corners where the real abilities of a bike, and a rider, lie

It's one thing for a performance bike to go and stop quickly, but that's just half the story. To see the complete picture, you also have to take into account how well it handles through the bends. Let's get one thing immediately out of the way andndash; the CBR, which by no means is a bad handler, is very softly set up and definitely seems to be more suited to long distance sport touring rather than corner carving. Quick changes of direction are simply not the Honda's forte. So that just leaves this as a two-horse race between the KTM and the Pulsar.

The baby Duke, when it arrived earlier this year, completely blew our minds, and the competition out of the water, with the way it tackles the twisty stuff. The ultra light, mass centralised design makes the KTM a very nimble handler, while at the same time, keeps it fairly planted through the corners as well. To put it simply, it is simply phenomenal. But, and this is a big, round one at that, the Pulsar simply does it better. The Pulsar's narrow twin spar perimeter frame endows the bike with much better dynamics, with the right amount of rigidity and flexibility to tackle almost any sort of cornering shenanigans one can think of. So much so, that it wouldn't be a far stretch of imagination to call the Pulsar 200NS one of, if not the best handling bikes in the country, rivalling even the venerable Yamaha R15 in its cornering prowess.

The KTM comes a close second though. A part of the problem lies in the fact that, with 150-section rubber at the rear, which is even wider than that on the CBR, the Duke really is over-tyred. The wide contact patch of that tyre makes the turn-ins not as sharp, and it also makes it a little tricky to handle over loose surfaces. The flickability advantage that the Pulsar enjoys also comes from the bike being a little bit taller, with the rider sitting a little higher as well, which raises the centre of gravity making it that much easier to tip into turns.

Why the Pulsar 200NS

Supremely capable chassis sporting a perimeter frame combined with all the right elements such as the wide handlebars and tallish riding position makes it one of the best handling bikes in the market today

Bang for your buck

How much performance do you get for your money? That is the real bottom line at the end of the day

On paper at least, the CBR makes the most power, with the KTM following on its heels in second and the Pulsar a little lower down in third position. But performance isn't purely a function of power, but more a combination of power and weight. That's where the power-to-weight ratio comes into the picture, which with a kerb weight of just 136kg, the KTM 200 Duke tops the charts at 183.8PS/tonne. And this changes the dynamics of the comparison a little. Comparing the value-for- money aspects of these bikes, we thought it made the most sense to see how much performance you get for your money, rather than just compare features for price. Let's face it - these are performance bikes. Whether one sports an all-digital console or split handlebars is really irrelevant. And since power-to-weight is the best benchmark for performance, here we check how much power-to-weight each bike offers per rupee (or lakh of rupees).

Why the Pulsar 200NS

Competitive performance at a price that blows the competition out of the water - the 200NS is a proposition that you simply cannot ignore

The last word

Three very capable bikes; three bikes that excel in their own unique ways. So which one of these three is our favourite? No points for practicality here

By now we've established that the KTM 200 Duke is the best looking, the Honda CBR 250R offers the best outright performance while the Bajaj Pulsar 200NS is the best handler. When you factor in the final test, that is, which bike gives you the most bang for your buck, the Pulsar is once again the clear winner. So, on paper at least, the Pulsar is the winner of this comparison. Being diplomatic about the matter, it would be pertinent to explain that every bike has its strengths and weaknesses. If covering hundreds of kilometres of highways and B-roads at one go is your thing, if you want a bike that can cruise at ton-up figures all day long without breaking a sweat, or your back, then of course it doesn't get better than the CBR.

The KTM on the other hand offers pure hooligan thrills. Its revvy engine sounds absolutely bonkers and offers the kind of instant acceleration that was once only the realm of two-strokers. Combined with its low mass, perfect weight distribution and aggressive posture it's the perfect wheelie machine. And to top it off, the build quality on the bike is simply phenomenal, far exceeding that of the Pulsar and even the CBR for that matter. The Pulsar's strong suit is of course its handling prowess. And true to its genealogy, it pretty much redefines the notion of 'power to the people', offering oodles of performance at a price point that, at less than half the CBR's, is absolutely unbeatable.

We can go on all day about how each of these motorcycles is quite impressive in its own right. But to hell with political correctness While it is true that you won't be unhappy choosing any one of these bike, the one that we'll go with has to be the Pulsar. It really does offer the best of all worlds, and is quite literally the most fun to ride in every imaginable condition. And when you consider that all of this can by yours for well under a lakh of rupees, how can the verdict swing in any direction other than the Pulsar's?

From the time the Bajaj Discover was launched in 2004, it has been well appreciated by the commuter janata. That it recently dethroned the Hero Honda Splendor (now Hero Splendor), long standing numero uno of the commuter segment on the sales charts, in a relatively short span of eight years, speaks volumes. Bajaj Auto is well set then to take on the 125cc motorcycle segment with the new Discover 125ST that takes the game even further.

Hero MotoCorp on the other hand has started building its new identity after the split with Honda. That said, the two companies are not completely disconnected yet, since Hero continues to source engines from the Japanese two-wheeler manufacturer. With the Ignitor, Hero wants to capitalise on the 125cc segment that has for long been shy of a fresh impetus.

Will the new Discover 125ST attain the standards its predecessors have set, or will Hero MotoCorp's newest offering, the Ignitor rule the roost in the premium 125cc motorcycle segment, and give it a much needed sparkle? Let's find out.

Which one's a looker?

While the first two generations of the Discover were pretty much alike, the 125ST speaks a new design language altogether. The headlight and the wide fairing give the bike an aggressive look and the sharp lines on the front mudguard add more character. The chrome plated heat shield and the end can cap finished in silver compliment the matte black exhaust. Moving away from the standard six-spoke alloys, the 125ST's five-spoke spider web mag wheels endow the motorcycle with a fresh, youthful appeal. Comfort has always been a Discover forte and the 125ST is no exception.

The wide seat pampers the rider as does the pillion seat. The knee recesses on the tank are weirdly shaped, and are difficult to grip especially during spirited riding. The graphics on the tank are similar to those on the older generation bikes but the new paint schemes make up for it somewhat. The Discover 125ST scores a decent 7/10 on the looks front then, on our cards.

Though the Ignitor looks pretty much like the Honda CBF Stunner, it does exude a fresh aura. Amazingly, Hero has managed to endow the Ignitor with a distinctive identity and not merely rebadged or re-stickered it. The quarter fairing's sharp lines gel with the tank, and the dark, curvy windscreen and imitation air intakes lend the Ignitor a younger and much more aggressive stance. The matte black exhaust and alloys enhance the appeal of the red shock absorbers.

Where the Ignitor scores heavily over the Discover thanks to its funky digital speedometer with a trip meter and a first in class clock. The rather dated rear end is a straight lift from the CBF Stunner; a few tweaks would have worked wonders. The saddle is pretty well sorted for the rider in terms of comfort, but pillion comfort is compromised owing to the split seats. Also, Hero MotoCorp has chosen to continue with a chain guard considering a good chunk of their customers hail from areas which can be harsh on motorcycles. It is this kind of thinking, backed by an apt knowledge of their customer base that has helped them build the Ignitor. The Ignitor scores a handsome 8.5 thanks to its overall appeal.

Performing Potential

The 4-valve twin-spark 124.6cc engine of the Discover puts forth an impressive 13PS @ 9000rpm and 10.78Nm of torque @ 7000rpm. The twin-spark plug set-up ensures a more proficient burning of the air-fuel mixture resulting in better efficiency without compromising power. Our test mule sped to 60km/h from standstill in just 5.77 seconds and recorded an impressive top speed of 104.34km/h, equalling the performance of some current 150cc machines even. The 5-speed gearbox is smooth at lower engine speeds, but as the revs climb becomes a bit weighty.

The gear ratios on the Discover seem a bit tall but an even spread of torque across the rev range means you will not feel the need to shift gears too often. Its braking had us impressed. The petal disc - drum combo brought the ST to a halt from 60km/h in just 17.16 metres. However, a little more feedback from the brakes will be surely appreciated. We give this power performer an 8.5.

The Ignitor sports the same 124.7cc mill as the Honda CBF Stunner, producing 11.15PS @ 8000rpm and 11Nm of torque at 5000rpm. In our test, the Ignitor saw the 60km/h figure from standstill in 6.05 seconds and maximum velocity of 96.84km/h. That said, the engine feels energetic and mated to the 5-speed gearbox it is eager to please. It only feels strained beyond the 85km/h mark. In contrast to the Discover, the Ignitor's brakes offer a lot of feedback but somehow fall short in terms of performance. Dropping the anchors brings the bike to a halt from 60km/h in 19.49 metres, a whole two metres more than the Disco The Hero Ignitor then scores a 7.5 on a scale of 10.

Happy Handlers

Both bikes feel pretty much on par in terms of handling and ride quality. Although the front end of the Discover feels light it does not take away any points from its manoeuvrability in intense city traffic. Flicking it is extremely easy and the icing on the cake is that it feels planted even when it is leaned over. The suspension is well damped and is tuned for a plush ride without compromising on the thrills. A large part of its sorted dynamics and balance between ride and handling can be attributed to the gas-charged Nitrox mono shock rear suspension, a first in this class. It ensures a much better ride quality than the conventional two-spring suspension set-up as there is just one spring taking care of road undulations.

My only grouse is the rather bleak feel and feedback from the TVS tyres although they do provide sufficient traction even on wet roads. That said, the Ignitor also wears the same rubber and suffers from the same ailment. As far as handling is concerned, the Ignitor's suspension is slightly on the stiff side, and while we at ZigWheels revelled in its corner carving virtues, it might be a cause for discomfort to an average Joe on rough city streets. While both bikes are evenly matched on this front, the Ignitor's stiffly sprung suspension gets it a rating of 7 for handling, while the Discover earns 8 for its fine mix of comfort and sporty dynamics.

Mile Munchers

Which brings us to the perennial 'Kitna deti hai' quandary. Although the 125ST produces considerably more horsepower than its rivals, it proved to be extremely frugal during our efficiency tests returning 62kmpl the city and a brilliant 77kmpl on the highway, for an overall 66kmpl. However, that doesn't really come as a surprise when one factors in the excellence of Bajaj Auto's patented DTS-i technology that has proved its worth time and again since its debut in 2002 on the Pulsar.

Meanwhile, the engine of the Ignitor does not score high in terms of mileage. Although Hero MotoCorp has introduced the Advanced Tumble Flow Induction Technology (ATFT) on the new Ignitor for an efficient burning of fuel, it fails to reflect impressive results on the mileage front.The rather short-geared Ignitor saw 59kmpl in the city, while on the highway it stretched to 70kmpl. The Ignitor clearly falls behind in terms of mileage which is a major factor that influences buying decisions in this segment, it definitely gives the 125ST a considerable edge on this parameter. The Discover scores a hefty 9, while the Ignitor gets a decent 8.

Bang for the Buck

Since both bikes are pretty much neck and neck in the fight so far, it now narrows down to the value-for-money aspect. The Bajaj Discover features a 4-valve twin-spark engine that is extremely frugal yet powerful, a mono shock suspension that looks oh so beautiful under the seat, petal disc at the front, and those funky new alloys, all at a spot-on price of Rs 54,200, ex-showroom Delhi. The Hero Ignitor might appear equally enticing with its refined Honda powerplant, upmarket design and appeal, a digital console and the body coloured rear-view mirrors. But a price tag of Rs 57,900, ex-showroom Delhi means there is a significant difference of about Rs 3500 between the two motorcycles, enabling the Discover to comfortably clinch the top spot in the bang-for-your-buck fight with 9 out of 10 as opposed to the Ignitor's 8.

The Last Word

While the previous generation Discover 125 had its piece of the pie in the 125cc segment, as did the Honda CBF Stunner, it has been dominated by the Honda Shine for long. That said, there are still a lot of unexplored waters in the class of 125s. Conscious of its potential, two-wheeler manufacturers like Bajaj Auto and Hero MotoCorp intend to capitalise on the constantly booming market of premium commuters. With respect to Bajaj's success with the Pulsar 200NS, we hoped that Bajaj would do the same with the new Discover 125ST. And after putting it through rigorous tests, the newest Discover has proved its mettle. The 125ST is a good amalgamation of a commuter with sporty appeal. With features like a petal disc, Nitrox mono shock suspension, and then some, it sure has a lot to offer. Considering the overall package the new Disco scores an average of 8.3.

Meanwhile, what Hero has done with the Ignitor is commendable too. It has made all the correct amendments to the already good looking CBF Stunner, to not just make it look better but also ensure that it continues to suit the needs of their customers. We give the bike a score of 7.9.

Although the Ignitor is on par with the Discover in most parameters, it costs Rs 3.5k more, which in this money conscious segment makes a considerable difference in the buying decision of the customer. On this count, our verdict is firmly in favour of the Discover 125ST.

If you look around town and you'll be amazed at how many new scooters have hit our roads in recent times. While the return of the iconic Vespa even with its hefty price tag has proved to be the ultimate showstopper in this partial scooter arena revolution that we have gradually begun to witness, new entrants from the Hero MotoCorp, Suzuki, Honda, Mahindra and more recently the Yamaha stables can most certainly not be overlooked.

That being said, the dynamics of the two-wheeler market have gradually branched out into needs now more specific to niche groups, sexes and the ever present fun factor, all of which are increasingly becoming very influential in boosting sales across the country, and thereby building stronger ties between the modern day scooter and the indispensable urban needs of the common man.

Price, looks, fuel efficiency, comfort and handling are still very much the most crucial ingredients for any of these city slickers looking to make a big impression amongst the masses, but if past lessons are anything to learn from 'brands and badges' do count for something even when some of the above mentioned factors are in baffling imbalance like in the case of the Vespa, which despite carrying a 60,000 plus MRP sticker is being picked up like warm woollens in a winter sale. That's the power of a brand or plain and simple recall value right there and faith in a product that has evolved with the moving times on a global scale.

But, what then could one make of the new Ray from Yamaha? The Japanese bike maker, better known for its performance motorcycles and bike sport ties isn't your seasoned moped maker, but has had its share of experience with scooters and lower displacement mopeds that are rampant across the south eastern isles.

Bringing the Ray to India has been a surefooted move, and has already sparked off massive interest among the female circles which it is primarily targeting. But gauging by the looks, handling and performance characteristics of this newest scooter on the block, one is honestly left ambivalent.

So in an effort to settle some scores and see which is the better amongst the new found foes, we took the new Yamaha Ray and the refreshed Honda Dio on a quick spin around town and beyond to see which of the two were really worth their money.

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Where the similarity ends

It's true, the Honda Dio and Yamaha Ray may in fact be the only two mass production scooters in the market today which have their large V-shaped headlights with integrated turn signals mounted into the front face of the body. But as pretty a face as it presents in the case of the Ray it's where its similarity with the Dio begins and ends brusquely.

Which isn't necessarily a bad thing, as the Ray unlike the Dio wasn't build to be a nippy MotoScooter. Placed beside one another the underbone type frame of the Dio immediately starts to dominate with proportions that are visibly taller and wider when compared.

The Dio has always been a great looking scooter and in this newer form looks hotter than ever before with lines and curves that seem to have been modelled by skilful slashes of a Japanese samurai sword. There's a sense of robustness to it and an aerdodynamic wedge like design that is and will continue turning heads on the road for a long time.

The Ray on the other hand is a slimmer and craftier design. There is a definitive purpose and clear focus on every aspect of the Ray's architecture and in just over a month since it has gone on sale, customers realised just how extraordinary Yamaha's first ever scooter for the Indian market has turned out to be. Yes, one would grit his teeth over how lanky the scooter looks or how drab its plastics appear to be, but then again in the right light and perhaps a dual-tone blue and grey combination like the one we got, you needn't judge the book beyond its cover.

Moving beyond outer appearances, there are in fact certain features that could influence purchase decisions in favour of either party. Point in case being the under storage area which in the case of the Ray isn't merely enough to fit even a half face helmet. The Honda Dio's on the other hand was large enough to swallow one and some more making it a more convenient prospect in this regard.

There are however some neatly stacked cubby holes on the Ray's dash just above the footrest area which can take in a bottle of water, some loose change and even your gloves which comes very handy when taking frequent halts over long distances. This is sorely missed on the new Dio, which incidentally can be made up for with an optional luggage box that is sold as an after market fitment by Honda dealers.

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]]> 0 Rahul Basu Photography : Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/new-honda-dio-vs-yamaha-ray-comparison/14567/ 2012-08-01 20:35:09 Muntaser Mirkar Photography: Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/100cc-to-110cc-commuter-bike-shootout/13788/1

We pit the two new commuter motorcycles, the Honda Dream Yuga and the Suzuki Hayate, against the proven Hero MotoCorp Splendor+, the tough Bajaj Discover 100 and the stylish TVS Star City to crown our king of the commuters

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Contrary to public opinion, and at the risk of being pelted with stones for being cocky, the fuel price hike does have its upside. Buying decisions have become extremely easy and you no longer have to wonder about whether you want a petrol car or a diesel car, a commuter motorcycle or a track scorching performance machine It's a no-brainer really andndash; you get yourself a diesel hatch if you can afford one. Unfortunately for a majority of India's working class, the choice has always been the same andndash; 100cc bread and butter machines that are not only cheap to buy, but super light on the pocket to run as well and in our 'over Rs 70 per litre' times they make a tremendous amount of sense for everyone.

So while Hero MotoCorp always knew this with the Splendor+ and many tried to usurp its throne over the years, we finally have some new blood that actually has the goods to be King of the 100s on paper. But how well can the 110cc Honda Dream Yuga, Suzuki Hayate, and TVS Star City as well as the Bajaj Discover 100 do against the Splendor+ in actual battle where it matters most andndash; out on the streets, against the vagaries of daily commutes in the pursuit of one superior goal andndash; the livelihood of an entire nation?

Design and Practicality

Over the past decade or so there has been one common perception shift in every single aspect of our day-to-day lives andndash; everything around us has to be stylish. That in no way means that practicality has taken a back seat and that is the real challenge that designers face today. The form follows function follows form argument was never as fierce as it is today and even when it comes down to basic point A to point B travel solutions we don't want to be seen on anything but the most aesthetically pleasing machines we can afford.

The Honda CB Twister is a clear testament to this fact and though that great visual treat of a bike doesn't feature in this shoot-out, it defines the shift in our times. Of course, the freshness of design also has a lot to do with the age of the product and that simply makes the Hero Splendor+ redundant in this discussion andndash; it might as well just take a back seat and mull over possible design upgrades. All the three older workhorses have one thing in common though andndash; the Splendor+, Discover and Star City are available in any colour as long as it's black TVS has done a great job with the graphics though and the bike looks rather attractive.

Honda clearly took a very contemporary approach to the Dream Yuga and it shows in every element of the bike's design. This is a bike that no one can hate but it won't be winning any beauty contests either. Universal acceptability is what drives the Dream Yuga's styling and on the other end of the spectrum is the other newcomer andndash; the Suzuki Hayate. Turned out in bright green, the Hayate mesmerised with its lines. Take a closer look and the details make you really admire this machine even if you're not really a fan of the machine's macho brand ambassador Case in point being the sculpted front mudguard, biking fairing, flowing centre panel, very usable knee recesses, black matte handlebar and of course that mock carbon-fibre finish instrument cluster andndash; all details that are not only visually heart-warming and functional at the same time, but also add that much more crucial pride of ownership to the Hayate's armoury and clearly giving it top honours as far as styling is concerned. A little way behind were the Discover and the Star City owing to their funky graphics, followed by the Dream Yuga and we're not even going to mention the Splendor+ andndash; it seriously needs a face-lift

Fuel Efficiency

Of course, there's no point in just looking pretty andndash; these motorcycles are after all going to be put to work hard and long. While these bikes are instrumental in increasing earning power, they also need to be able to help save up more in terms of fuel costs and that is probably the single most important aspect on which these bikes are judged. Fuel efficiency is one of the biggest deciding factors when it comes to buying a commuter andndash; after all, what can be more satisfying than a motorcycle that takes you to the gas station as few times as possible? But that also means it should have a large enough fuel tank for that true 'fill it, shut it, forget it' mantra that Hero Honda defined all those years back.

There are a lot of factors that affect fuel efficiency and engine design is one of the biggest. Combustion chambers that are able to burn every last droplet of petrol entering the cylinder will offer the most efficiency and in that sense Bajaj's DTS-i technology seems to work as well in the real world as it does in product presentations. Armed with two spark plugs in its cylinder head and five-cog gearbox, the Discover 100 manages to go a whopping 87 kilometres before using up one litre of fuel and that exceeds the second most efficient bike by 14kmpl

The Dream Yuga's smart engineering takes it 73km to a litre while the Hero Splendor+ makes it to third place with 70kmpl andndash; a figure that ruled the roost for quite a few years until younger and more advanced engineering finally took the efficiency leadership away from the old workhorse. A special mention here must be made for the Star City though because despite having the lowest efficiency figures in our rigorous tests at 62kmpl, it is also the bike that will take you the longest distance on a full tank of fuel andndash; all thanks to its massive 16-litre tank. That is also where the Splendor+ scores with an 11-litre capacity making its range 770km on a tankful while the other three bikes share an 8-litre capacity. Range, though important and extremely mentally comforting is just an illusion though andndash; after all you'll be saving a lot more with the Discover 100's 87kmpl efficiency despite having to stop slightly more often for a tank-up.

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Comfort

Spending long hours on the road hopping between stops or commuting from home to work is what all five bikes featured here are built for and that equally translates into loads of time not only in the saddle but also frequent mounting and dismounting for their riders. Needless to say then that this segment of bikes requires spot-on ergonomics that are aimed at one thing only andndash; rider comfort. Cornering ability and aerodynamics take a back seat while riding posture and ease of operation defines satisfaction levels. Wide seats with textured fabric that prevents slipping, perfect handlebar-seat-footpeg positioning and placement and quality of switchgear finally go a long way in ensuring the day is spent with as little effort on the road as possible. The bikes also have to be light to make them as easy to maneuver through traffic and as effortless to get off both sides as well as centre stands.

With a 115kg kerb weight and some of the best ergonomics we've seen on an Indian motorcycle, the Discover 100 takes the tag of being the most comfortable commuter out there. The seat is nice and supportive with just the right amount of cushioning to keep you in the saddle without torturing your backside and with well placed footpegs that are covered with a nice thick layer of rubber, it even goes easy on the legs, especially the knees and feet. The handlebar is wide too with nice grips that don't hurt much and all the switches are at a finger's stretch. Even the pillion seat offers lots of space with a very usable grab rail at the back.

Close on the Discover's heels as far as overall comfort is concerned was the Dream Yuga with its well set up handlebar and switchgear. The Dream Yuga also has a soft seat with a nice little lip at the rear defining sort of a rearward boundary for the pillion. Both bikes are also easy to ride and park but the Discover just manages to edge the Honda out with the presence of the five-speed gearbox that makes shifting that much less stressful when you're trying to extract the most efficiency out of its engine.

Performance

While fuel efficiency and comfort are factors that define the commuter class, let's not forget that in the end every motorcyclist likes to reach his destination as fast as possible. Getting away from a traffic light quickly is as important as staying away from endless queues at the gas station. While common perception dictates that 'if it's fast, it's not efficient', the new crop of commuters are changing the game. The fact that the Honda Dream Yuga was going to be fast wasn't really surprising when we first rode it considering it does come with a 109cc engine giving it a slight advantage. What was surprising though was that it wasn't the fastest bike in the group. Neither was the 109.7cc Star City nor the 112.8cc Hayate. That spot went to the bike that in fact has the smallest engine of the lot andndash; the 94.38cc Bajaj Discover 100. The Discover's twin-spark set-up seems to have struck again and coupled with the best efficiency this goes to prove that being fast doesn't necessarily mean being less efficient.

The second most fuel efficient bike was also the second quickest andndash; the Dream Yuga losing the top spot by just 0.01 second, but making up with its top speed of 93.67km/h compared to the Discover's 91.29km/h. Torque pours in at a low rpm and there's enough grunt in the engine to keep it going no matter what gear you're in. The Discover on the other hand needed to be revved slightly higher to extract that performance but the five-speed box helped things for the Bajaj. Both bikes were also good with roll-on figures making overtaking a breeze. The Discover also had the best braking performance though, stopping from 60km/h in just 2.38 seconds taking 19.83 metres closely followed by the Suzuki Hayate and the Dream Yuga.

Value for Money

With all five bikes closely priced in the Rs 40,000 to Rs 45,000 (ex-showroom, Delhi) range, how much a bike offers its owner is extremely important, especially in the commuter segment. At Rs 40,212, the cheapest of the lot is the Suzuki Hayate and it will entice many a buyer thanks to its stunning design, attractive colours and a refined motor that is also the biggest in this lot. But it isn't the fastest and neither the most fuel efficient of the lot. Just two thousand INR more will get you the TVS Star City with its funky graphics and massive fuel tank that gives it the longest range, but it again isn't extremely efficient.

Next up is Hero MotoCorp's Splendor+ at Rs 43,950 and despite its age and being bullied by almost every other new kid on the block that has been after its crown for ages now, it still carries one trait that keeps the largest selling bike in the world safe from falling off the sales charts. Having been put through every situation conceivable, the Splendor+ packs unmatched reliability that has been proven time and again and in that sense it makes for a no-nonsense buying decision andndash; ask the millions of owners already out on Indian roads.

Honda's Dream Yuga may seem expensive on paper at Rs 48,125, but for the price you're getting a badge that holds a premium. The winged logo has become synonymous with refinement and class which carries over on its 110cc offering. The Bajaj Discover may be cheaper than the Dream Yuga by all of Rs 4000, but being the only bike in this lot with a five-speed gearbox, having the highest fuel efficiency as well as the being the fastest to 60km/h, with perfected ergonomics and overall the better package, this one definitely gives the most bang for your buck

The Final Word

In the end it was a close battle and the most likely contenders for the throne were definitely shaping up to be the Honda Dream Yuga and the Bajaj Discover 100. The Splendor+, though having fended off attacks from quite a few hopefuls for over a decade has finally succumbed to its age with newer machines coming in that pack in more technology and style than it ever could. It was a close one between the Discover and the Dream Yuga though andndash; it was all about superior quality and brand premium versus delivering in the real world. The Dream Yuga is a great bike and Honda no doubt will make big waves in the market with this motorcycle as they hope to set the sales charts on fire. They will still be held back though by the likes of the Bajaj Discover 100 which comes out as our pick of the commuter class. It's got style, comfort and performance as well as unmatched fuel efficiency and in the end that's what the common man really needs. In fact, if it weren't for the passion of going faster and an itch for multi-cylinder machines and big engine capacities, that's all that anyone would ever need

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]]> 0 Muntaser Mirkar Photography: Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/100cc-to-110cc-commuter-bike-shootout/13788/1 2012-07-30 20:20:08 Varad More Photography by Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/110cc-to-125cc-scooter-shootout/13764/1

Halfway into 2012 and the fast emerging scooter segment has already witnessed four new entrants. But which one of them will manage to rattle the cages of the long-standing king of the hill, the Honda Activa?

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Scooters are boring. Period. Even if their exterior make up is funky and snazzy, under the skin they all are slouchy and well, essentially dull. Not to mention, the constant variable transmission (automatic gearbox) as found on most of them consumes half of the power produced by the engine and then goes onto guzzle more gas than necessary resulting in low fuel efficiency. So why do they even make them? And why does anyone even consider buying them? Both questions have one clear cut answer andndash; functionality. The practicality and functionality that a scooter brings to the table does not have an equal, atleast on this planet. Right from the era of the Vespas and Lambrettas, scooters have shown incredible expediency for low-cost mobility across genders and age groups.

And especially in the present day and age where roads are getting congested every hour, saving time is critical and convenience comes at a high price, scooters manage it all at a bargain price. Today there are rather impressive models in the market and all of them carry peculiar USPs to cater to the burgeoning demand for scooters. Barring the old hat in the game, the Honda Activa, there are four new scooters that have entered the space this year with the Suzuki Swish 125, the Hero Maestro, the Vespa and newest entrant, the new Mahindra Rodeo RZ.

So the perennial question, 'which scooter to buy?' has just gotten a whole lot more difficult to answer than ever before. Is the Honda Activa's reign going to remain or is the long waiting period going to be the chink in its armour? Or is it going to be the Suzuki Swish 125 that will rattle its Japanese rival? It could also be the desi duo of the Hero Maestro and the Mahindra Rodeo RZ that may slowly yet steadily crawl past the leaders. And what about the Vespa you ask? The Italian wasp's price-tag of Rs. 66,660 (Ex-Showroom Mumbai) puts it in a different league altogether where numbers are not in focus but the brand is, but, it is still in contention and opens doors to a new class which could see more entries from other manufacturers.

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Who's got the look?

When this question cropped up on location at the shoot, the index fingers belonging to Muntaser, Ravi, Abhishek, Rahul and yours truly collectively pointed towards the Vespa, almost like there was nothing else in competition andndash; which to some extent is the truth, sadly. The wasp-like silhouette that gave it the name Vespa (Italian for wasp) stands out from the rest of the pack with its retro-modern styling matched with fine attention to detail while maintaining its elegant and sophisticated form to suit the modern era. The only other serious contender for design to the Vespa amongst our line-up was the Suzuki Swish 125, thanks to its sharp and edgy lines flowing smoothly and helped largely by the dual-tone paint scheme adorning it with a sporty demeanor.

The Honda Activa even in its 'refreshed avataar' looks bland to appeal to any of the testers. Blame it on the age or the excessive testosterone levels generally found in the ZigWheels squad, the Honda Activa just doesn't cut it for someone who is looking for flash and funk in a scooter. While the Honda Activa's twin, the Hero Maestro does shed off more than just the Honda tag, while employing the same skeleton as the Activa. But the Maestro gets more muscle on the exterior with buffed up body panels, sleek design and body-coloured mirrors giving the Maestro the bearing of a much larger scooter than it really is. That is a brilliant job by Hero MotoCorp handing the Maestro with superb street presence that is further helped by the jazzy colour options on offer.

Least ominous with regards to size and street presence is the Mahindra Rodeo RZ. It carries a slim and trim physique of an athlete and the neatly done cuts and curves tend to go unnoticed due to its slender frame when compared to its company. Looking at it individualistically though the Rodeo RZ's design is quite sporty and funky to appeal to a youngster and its lack of over-hangs and no extra bulk means it's easier to park in tight spots as well as a boon when snaking through bumper-to-bumper traffic. Barring the Vespa, none of the other four scooters really break new ground in design and carry forward conventional design fundamentals that have been around since two decades.

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]]> 0 Varad More Photography by Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/110cc-to-125cc-scooter-shootout/13764/1 2011-01-05 12:57:55 Priyadarshan Bawikar Photography : Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/yamaha-szx-vs-bajaj-discover-150-dtsi/7362/1

The Bajaj Discover 150 DTS-i and the Yamaha SZ-X flummoxed the entire jury at the 2010 ZigWheels Bike of the Year awards. We took them out for another round to find out why

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Now we don't like controversies here at ZigWheels, not even a little bit. So if you are wondering just why we are doing a comparison between the Yamaha SZ-X and the Bajaj Discover 150 DTSi after the former has already bested the latter in the fight for the 2010 ET ZigWheels Bike of the Year award, here's a quick rundown. The SZ-X might have taken the top honours, but the within-segment battle was far more tumultuous. With eight jurors giving four votes each to the SZ-X and the Discover 150, there was a tie in the 150cc Commuter Motorcycle of the Year category, thanks to which both bikes were in contention for the big one, the overall Bike of the Year. Here, the Yamaha not only took the maximum points to win the ultimate trophy, but was also declared the segment winner thanks to it scoring more than the Bajaj. Blame this on the SZ-X evoking the riding enthusiast in most of the jury members. So determined to put this debate to rest once and for all, we took both the bikes out for one last comprehensive head-to-head test.

A question of beauty

Now bear in mind that both these bikes are meant to be mass market commuter vehicles, so neither one is going to be winning any beauty contests when going up against the other beefier 150cc motorcycles available in the Indian market right now. That being said, the SZ-X is a rather good looking machine. Sure, it's weedier when compared to its sibling, the Yamaha FZ16, but overall, it is very well proportioned and one would have no difficulty in even describing it as handsome. The real charm of the SZ-X is of course in the details. Right from its two-tone bikini fairing with a floating windshield to the sculpted tank extensions, to the pristine two-tone side and tail panel combination and the split rear tail light - every little bit of the bike looks gorgeous. And to top it off, the build quality and the finish of all the various bits and pieces that make up the bike is just brilliant.

The Discover 150 on the other hand is a slightly different story. By no means is it a bad looking bike, but it does lack a little flair when compared to the Yamaha. While everything is well proportioned, it does give a feeling of being built to a price. But the worse crime the Discover 150 commits, design-wise, is not being significantly different from any of the other Discovers, such as the 112, the 125 or even the 135. Add to that, the lack of colour options - all you get is a black base paint as standard and an option of either blue or red vinyl - and you realize that it really doesn't stand too much of a chance against the FZ-X in terms of aesthetics. Our main complaint is that while the held-back styling still might work in the lower capacity commuter segment, it really doesn't hold much ground amongst these 150cc-plus bikes.

Performance power plays

Looking at both the bikes, one would be led to believe that the SZ-X would just beat the socks off the Discover 150 when it came to performance. But this couldn't be further from the truth. The first hints of this arrive when one glances over the engine specifications of both the bikes. The 153cc single-cylinder mill of the SZ-X, which has been borrowed from none other than its elder sibling, the FZ16, it has been tuned less for outright horsepower and more for strong mid-range torque. On paper, the engine makes just 12.1 PS of power and 12.8 Nm of torque, which about 1.9 PS and 1.2 Nm less than what the same engine produces on the FZ16. On the other hand, the Discover's 144.8cc engine armed with DTS-i and ExhaustTEC technology makes 13 PS of power, beating the SZ-X's horsepower figure by a fair margin. The 12.78 Nm torque figure on the other hand is almost at par. And when you factor in the kerb weight of both the bikes - 132kg for the SZ-X and 121kg for the Discover 150 - one realizes that the Discover scores much higher when it comes to power-to-weight ratio. Thanks to this, the Discover can make the dash from zero to 60km/h in just 5.2 seconds while the SZ-X trails behind at 5.9 seconds.

So while the story of straight line performance might be cut and dry, in-gear roll-on acceleration figures tell a different tale. We discovered in our VBOX performance test data that the run from 30km/h to 70km/h in third gear took 6.1 seconds for the Discover and 6.9 seconds for the SZ-X. But the tables turned in higher gears where the SZ-X was faster for the same speed range, taking 7.7 seconds in fourth and 8.4 seconds in fifth, where the Discover 150 could only manage 8.6 seconds and 11.8 seconds for the same. And it is this strong in-gear acceleration that will be most handy whether you are doing your city commute or having a fun ride on twisty mountain roads.

Handling, ride and all that jazz

Almost all bikes made by Yamaha in the recent past have been excellent handlers and the SZ-X is no exception to this rule. The chassis is ultra nimble and flicking the bike around can be done with the utmost of ease. The agile handling combined with the strong mid-range performance makes the SZ-X an absolute joy to ride in any conditions. In fact, it wouldn't be too far fetched to say that that all of us here at ZigWheels had more fun riding the SZ-X than we ever did even on the FZ16. And even though the SZ-X doesn't use any fancy gas-filled suspension, the ride quality is absolutely brilliant. Along with the soft and comfortable seat, the bike soaks up any bumps and undulations on the road in stride and riding on most sorts of terrain is easily manageable. But sadly, there is a big pitfall that Yamaha didn't overcome with this bike and that was the exclusion of a disc brake at the front, even as an option. So while the bike was mad fun to ride, we had to be extremely cautious about opening the throttle because a few hard squeezes on the front brake would leave it badly faded, after which the chances of going head first into the vehicle in front of you increase exponentially.

The Discover 150 sports NitroX gas-filled shock absorbers on the rear and offers a decent ride quality, but the seat is way too still compared to the SZ-X. So while overall, the ride experience is not so bad, it doesn't really measure up to the Yamaha. Handling too, is quite neutral and acceptable. This is of course a good thing as the Discover sticks to its role of commuter quite ardently. It doesn't tempt the rider into any on-road shenanigans, making for a highly functional means of transport for getting from point A to point B, be it inside the city or outside of it. Where Bajaj does score a large number of brownie points is in the brakes department. The 240mm disc brake at front might not have the bite of those units found in the performance-oriented 150cc bikes, it provides adequate stopping power for most conditions one might encounter on one's daily commute.

The bottom line

Though both these bike might be fighting in the same narrow segment, they are as apart as chalk and cheese. The FZ-S offers a great handling package with a very torquey motor which makes it a great machine for anyone who derives a lot of pleasure from riding a motorcycle. The feet back and arms stretched posture also seems to be specifically geared towards the riding enthusiast. The Discover on the other hand, though not as much fun to ride, is a great, no-nonsense commuting tool and will appeal to those who want a proper workhorse for their daily needs. And with 62.3kmpl, it even manages to churn out better fuel efficiency than the SZ-X, which can only manage 57.2kmpl. Where the Discover 150 really manages to outshine the SZ-X is of course in price, something Bajaj always manages to nail just right. The Discover 150 costs Rs. 45,000 (ex-showroom Delhi) and offers a lot of extra equipment at that price, such as a front disc brake and gas-filled rear shock absorbers. The Yamaha is the more expensive of the two at Rs. 52,000 (ex-showroom Delhi) and does not offer a disc brake even as an option (though Yamaha fixed this with the launch of the new SZ-R variant). That being said, at that price, it is actually inexpensive for a 150cc motorcycle which can be described as an absolute hoot to ride.

The SZ-X is a very enjoyable machine and we'd highly recommend it - it took our 2010 Bike of the Year award after all. But the Discover 150 also presents an unbeatable value-for-money proposition. No wonder we had a split jury when we were voting for the segment award. I guess it finally depends on how one likes their motorcycles. For those young 'uns who want a stylish bike which is lots of fun to ride, while offering decent mileage at that, the Yamaha SZ-X is probably a no-brainer. And for those who just want a straight-talking and highly capable means of transport while saving a bit of coin, the obvious choice is the Bajaj Discover 150. There is no objective way of determining which of these is the better bike, nor is the subjective way any clearer. So how about round three?

]]> 8 Priyadarshan Bawikar Photography : Kunal Khadse http://www.zigwheels.com/reviews-advice/shootouts/yamaha-szx-vs-bajaj-discover-150-dtsi/7362/1