The KTM 390 Duke is undoubtedly one of the most highly anticipated launches in our country this year in the performance bike segment. With the speculated launch date drawing closer, excitement among Indian motorcycle enthusiasts is reaching fever pitch. Still, there are several doubts being raised on whether it really makes sense to buy the KTM 390 when a cheaper alternative in terms of it smaller sibling, the KTM 200, is available.

One of the foremost debates revolve around the way the 390 is styled andndash; it looks exactly the same as the 200 despite the fact that it would be offered in a different paint scheme and has been beefed up marginally in terms of size. But that's where the similarities end. To crank off this debate, let us start with the engine. The 390 will be powered by a newly developed 375cc, single-cylinder, liquid-cooled mill capable of pumping close to 45PS of power and 35Nm of torque. These are numbers which an average two-wheeler enthusiast in our country has never experienced in a budget which makes the 390 Duke all the more desirable.

It is not just the power of the new bike that impresses but the manner in which the boffins at KTM have packaged the bike so beautifully. For any motorcycle or car, the basic mantra for performance is power-to-weight ratio and this is a department where the 390 shines. The new engine weighs a mere 39kg whereas the whole bike tips the scale at just 139kg (dry weight) which transforms to an impressive 340PS/Ton. The KTM 200, on the other hand, has a power-to-weight ratio of 200PS/Ton and those who have ridden this bike swear by its performance so one can well imagine how much of a bump up in performance and rideability the 390 would have.

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To make a powerful bike is one thing; translating all that power on to the road another. The engineers at KTM have ensured that all the power is utilised not only in straight lines but in sharp corners as well, for which they have equipped the 390 with an ultra-light trellis frame, die-cast aluminium swingarm and WP Suspension so the rider can harness the full power making the 390 a fun bike to ride. Apart from this for better handling, the 390 Duke is also fitted with superior performing Metzeler Sportec M5 tyres which are renowned for the grip they provide on wet and damp roads. Keeping in mind the new bike's performance advantage over the 200, KTM has armed the 390 with Brembo-developed disc brakes and disengageable 9MB ABS by Bosch as standard.

Price of the KTM 390 Duke hasn't been announced yet but we expect it to be around the Rs 2 lakh mark when it launches by end of May 2013. If Bajaj is able to price it around that mark, then the 390 will blow away competition as its nearest rival, the CBR 250 ABS, is short on power whereas the newly launched Ninja 300 carries a steep Rs 3.5 lakh price tag (ex-showroom, Delhi). Though it can be argued that the 200 is priced at Rs 1.33 lakh (ex-showroom Delhi), one must not forget how much more the 390 is offering in terms of performance, rideability and features. So all the performance-starved bikers keep your cheque books ready for the KTM 390 Duke.

KTM 200 Duke and 390 Duke specifications:

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]]> 0 Arun Mohan Nadar Photography: Kunal Khadse http://www.zigwheels.com/news-features/features/ktm-390-duke-vs-ktm-200-duke-whats-different/16172/ 2013-03-22 17:51:42 Words and Pictures : Ravi Ved http://www.zigwheels.com/news-features/features/royal-enfield-reunion-west-spirit-of-the-west/15928/

Scenic and peaceful Mahableshwar played the perfect host to Royal Enfield enthusiasts who were not just seeking a break from their normal routines but also meet and bond with like-minded aficionados at the REUNION West

Every job has its perks. While some get to travel the world, some others get to sip some of the finest wine out there. We as auto journos get to ride motorcycles, sometimes to places far away from the bustling city life. So when fate handed out yet another opportunity in the form of the Royal Enfield REUNION ride to Mahabaleshwar, I latched it with both hands.

Royal Enfield had arranged a Thunderbird 500 for me, which I picked up from Navi Mumbai, the trip's starting point. With the sun just waking up from its slumber, I loaded my luggage ready to hit the road.

Even though I had not ridden the new Thunderbird earlier, I found myself more than comfortable on the low saddle and the tall-ish handle bars, but most importantly I was love struck by the way the 41.3Nm of torque made overtaking in the city traffic conditions a piece of cake. It didn't take long for me to get acquainted to the bike and before I knew it, I was thoroughly enjoying leaning the bike from side to side and speeding through the twisties on NH 17 that were laced with trees on either side of the road forming a natural canopy.

Despite the bulk, the T-bird 500 wasn't difficult to handle at all; in fact it felt more than happy taking on the curves cruising swiftly towards our destination. Three and a half hours of happy riding time brought me to the venue of this gathering of Royal Enfield fanatics. The rest of the day was spent relaxing and interacting with fellow participants before calling it a day.

Saturday saw participants go head to head in a lot of competitive events andndash; slow race and arm wrestling were the two crowd favourites. In slow race, participants teamed up in pairs to complete the track without putting their leg down or going out of the lane. Yusuf Bombaywala and Vandan Patel took top honours in this event. The Slow race was followed by 'Carry your bike', in which participants formed a team of four to carry one motorcycle from point A to point B. Needless to say, the quickest team (of Saransh, Saurabh, Manav, Anand from Navi Mumbai) took the prize.

Next up was the bike towing challenge, in which one of the two partners attempts to tow the other's motorcycle to a finish line. Aditya and Pralesh did the task in minimum time to clinch the first place trophy. With the team events all done with, it was time to move on to arm wrestling, the final event of the day. Competitors flexed their muscles through the evening but it was Ayush Chaturvedi from Pune who won the contest. With all the competitive events wrapped up, and the DJ rocking the stage with some really good music, it was time to hit the bar.

On my ride back to Mumbai, I thought about the REUNION ride and what it meant to all these Royal Enfield enthusiasts who came for the event. Certainly, it wasn't just a gathering of Royal Enfield riders. Perhaps, it meant a rejuvenation of the mind to some, a reunion with the motorcycle for some others, and a reason to spend time with close friends and rider buddies. No matter what the reason, the enormous turnout of over 260 riders exemplified the spirit of the west zone for motorcycling.

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Recently one of Rynox Gear's latest tank bag cum tail pack unit landed in the ZigWheels headquarters and on initial glance, it looked like any other tank bag that we have used before. But little more exploration and it soon came to light that the OPTIMUS tank-bag is quite an innovative and neatly executed solution for the avid motorcycle traveller. To begin with, the built of the product is simply exemplary with regards to the overall fit and finish. Made out of good quality 1680D polyster material with PVC coating suited to withstand rugged use, the stitching too is strong and sturdy. Robust and well packaged, the Optimus tank bag gets heavy duty waterproof zippers, a large map-pocket, and 3M reflective material on the outside. There is also a large rain cover that makes sure the stuff inside the bag remains dry. Related:

Providing about 21-litres of storage space in normal form, the bag gets extension facility which hikes the storage capacity to 29-litres that can easily fit in a full-face helmet while leaving extra space to hold gloves, shades, water bottle, etc. With its narrow design, the bag has a tall-ish architecture which helps in giving it a compact form to not discomfort the biker during riding a motorcycle while allowing the bag to give enough space for storage. There are three side pockets to pack small items like shades, energy bars, chargers, etc, which come in very handy.

There is more to the Optimus tank bag than what meets the eye though. With a lot of new motorcycles getting fibre fuel tanks, conventional magnetic tank bags have become ineffective on such motorcycles. Rynox Gears has addressed this need and offered the Optimus tank bag with an option for suction cup heat resistant mounting panel underneath. Equipped with four suction cup mounts, the tank bag resides safely and securely onto the tank, provided the tank surface is clean and without any stickers/decals on it. The mounting flaps for the Optimus are detachable with zippers, so if one orders both the magnetic and suction mount flaps, he or she can use either of the options depending upon the tank material. The magnetic mounting panels houses five high quality magnets which hold the bag securely in place even over bad roads.

Another bit of innovation comes in the form that there are straps provided by the makers which hook up to the loops on the bag which swiftly transform the Optimus tank bag into a tail pack that can be easily locked under the rear seat of the motorcycle or looped into the cargo hooks available on some motorcycles - a big plus for riders like me who are not too keen on the use of tank bags unless left without choice. And to top it all, the Optimus can be an everyday back-pack too if you are the one who travels with a back-pack on a motorcycle often. Once the mounting flap has been unzipped, there are two adjustable back-pack straps hidden underneath which attach to the tail pack hooks thus transforming the Optimus into a back pack for regular use.

Loaded with features and offering excellent practicality for the average Indian motorcycle tourer, the Rynox Optimus tank cum tail pack is certainly one of the finest pieces of motorcycle luggage solutions in the local market. And icing on the cake is the price, which might seem a bit steep when compared to most locally-made tank bags sold in the country today, but then the Optimus-M/S does offer a lot of features and quality for the price asked. The M (magnetic) variant of the Optimus will lighten your wallet by Rs. 3,149 while the S (suction cup) unit will set you back by Rs. 2,999. Those interested in purchasing additional mounting bases, the individual magnetic base will cost Rs. 350 while the suction cup base will cost Rs. 200.

The month of December usually means a load of work at ZigWheels and that means we are running helter-skelter at the speed close to Usain Bolt's for the most part. And the end of the world rumours in the air meant it was no point working too hard if it was all to end anyway. But amidst all this year end frenzy it dawned on me that this would be the last time that we'd have a Ducati Monster 795 in the ZigWheels garage, if the Mayan predictions were spot-on.

I swiftly picked up the keys to the bike and headed in the direction of Goa, the great Indian watering hole. However, according to the bossman's directive, I had no more than 48 hours to live it up astride this Italian beauty. Sigh.

Wasting no time, I packed some basic belongings into a new and spacious Viaterra touring bag and left Pune at 11.00am. Taking the wide National Highway 4 to Kolhapur with its scenic landscape was the perfect idea, as the open highway would allow me to keep the Monster 795 running in triple-digit figures for most part of the ride, enabling me to complete Pune-Goa-Pune in less then 48 hours. With McDonald fast food for brunch and Konkani delicacies for lunch at Amboli, it was incredible how comfortable and fatigue free the first 300km were. Apart from the sheer thrill of an 87-horsepower motorcycle, the quick acceleration also makes covering long distances a breeze.

Moreover, the riding position is comfortable and extremely easy on a naked machine like the 795 andndash; no aching arms or sore back. The wind blast however is something you have to learn to deal with. Riding into the wind at high speeds, can leave you with a case of strained neck muscles at the end of the ride.

While the open highway meant it was possible to gun the 795 with no worries, but the bike's real potential and perfectly poised dynamics came to the fore on the narrow bumpy B-roads leading to the Amboli ghats. Taking on road undulations without hiccup, the Monster's confident demeanour is helped by the oodles of torque delivered from the large 803cc air-cooled vee-twin motor. The combination means that the beast has power on tap at all times while the damping units do a brilliant job despite the rapidly changing road conditions. There was never a time on the Pune to Goa and back ride that I had to slow down to a crawl regardless of the road conditions.

Having tested the machine earlier at its launch in India, I wasn't too impressed with the bike's headlight beam spread and throw and so I decided to avoid night riding. I reached the calm and serene Vagator beach in North Goa by about 5.30pm. I checked into a familiar lodge and wasted no time in heading for a swim at the beach a stone's throw away. As night darkness crept in, the town was silent and the thunderous growls of the Monster 795's Vee-twin motor echoed loud and clear in the narrow bylanes, drawing the attention of passers-by and tourists.

I parked the Ducati at one of my favourite Vagator joints and no surprise, I soon found myself exchanging notes with a bunch of the foreign tourists, some of them turning out to be dyed in the wool bikers. On the one evening I had in Goa, it felt to good to meet up with motorcyclists to swap biking stories with, the banter going full swing late into the night. It is easy to make friends when motorcycles are a common interest. After all the saddle time and swimming, it was time to gorge on delicious Goan seafood. It was then time to hit the sack and I wanted to make sure I had enough sleep as I had to ride back to Pune.

The day dawned cool and bright and the balmy Goa scenery is great to wake up to with the coconut fronds and the azure sea. I couldn't resist the temptation and got astride the Monster for a morning ride around North Goa. The beaches looked pristine in the morning light with the sea waves crashing on the rocks. The old architecture of North Goa glowed in the morning light as I took it all in at a lazy pace. The beautiful landscapes of Goa are a thrill in themselves.

After breakfast it was time to head back to Pune. The delayed 10.00am start meant I encountered a rush of traffic exiting Goa, but once on the NH17, things got better and I could crack open the Monster's throttle to make up for lost time. The Monster's exceptional plush ride and strong low end grunt meant I could maintain good speeds and I had covered a considerable distance before taking my first stop. Following the same route home via the Amboli ghats, I arrived on the NH4 by lunch time.

A motorcycle ride in India is incomplete without highway dhaba food and I stopped at Sahara Hotel, one of the best places on the NH4 near the Khambatki ghats. The egg bhurji-paratha meal was the perfect repast. As I got going again, the final 60km stretch to Pune was clogged with traffic but thanks to the Monster 795's effortless handling, it was less of a strain. Arriving in Pune, I wished I could have made the ride last longer. But now that the Mayan predictions have come to nought, I am promising myself a much more elaborate ride on a bigger Ducati to another exotic location in India real soon.

Indian biking and bikers have come of age over the last decade. The decades long era of tiny 100cc commuters has now made way for one where performance is taking priority over efficiency among a large section of buyers, who perceive bikes less as a mode of transport and more of a lifestyle symbol.

Here then are the top five most performance bikes costing less than Rs 1 lakh.

1, Bajaj Pulsar 200NS:

The Bajaj Pulsar almost single-handedly transformed the Indian scenario by giving the masses performance at an affordable price and with the 200NS, Bajaj have managed to take it a notch higher. In its latest incarnation, the Pulsar 200NS makes 23PS of power from its 199.5cc 4-valve engine and attains a top speed of 143km/h. The 200NS is equipped with lot of features which were unheard of in the under Rs one-lakh segment like 6-speed transmission, liquid cooling and triple-spark technology. Visually the NS looks like a butch street bike but it is an able tourer barring the wind blast.

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2, Bajaj Pulsar 220 DTS-i:

The Pulsar 220 was the bike which made performance accessible to the masses and with 220F Bajaj continues the Pulsar tradition of performance. The Pulsar 220's mantra of success apart from its pricing and performance is its versatility. One can ride the bike in dense traffic conditions, cruise on the open highways, corner through the twisties with ease and try some stunts if you feel the buzz. Its 220cc engine pumps out an impressive 21PS of power and 19.2Nm of torque but still returns a decent 40km to a litre of fuel, proving that performance and decent efficiency can still go hand in hand.

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3, Bajaj Avenger 220 DTS-i

The Avenger has seen a host of engine transplants and currently sports the 220cc engine from the Pulsar 220 DTSi. The Avenger can be credited as the first affordable cruiser bike for the masses. Even though Royal Enfield had introduced the Thunderbird but still not everyone was able to afford it and those who could stayed away due to maintenance issues. The Avenger's USP has been its affordable pricing and ease of maintenance and its dominance in this segment can be gauged from the fact that it doesn't have any sort of competition from any other manufacturer till now. Though priced competitively, the Avenger has not lost any of its charm, a comfortable, stylish and powerful cruiser that doesn't cost a fortune to own and run.

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4, Hero MotoCorp Karizma R

From being one of the most technically advanced and expensive bikes to being one of the most affordable performance bikes just shows the tremendous jump the performance segment has made. Even though it's been a longtime since the Karizma was launched, it still remains one of the best touring bikes in the market owing to its superior ergonomics and punchy engine pumping out 17.2PS. The Pulsars might look more value for money in terms of the power and features; still the Karizma is able to hold its ground owing to its superior build quality and reliability.

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5, TVS Apache RTR 180

The Hosur-based two-wheeler manufacturer's latest flagship, the Apache RTR 180 is known for nimble handling and performance. Powered by a high-revving 177.4cc engine producing 17.3PS and features like optional ABS which no other bike in this segment offers, the RTR 180 has many tricks up its sleeve but loses out due a torque deficit.

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Riding along the spread out NH4 highway connecting the bustling city of Mumbai to the laidback Pune town is always a great way to unwind from the daily desk routine. So when the opportunity to ride the recently launched Hyosung GT250R on the NH4 came my way, I jumped and seized it before my colleagues Varad or Ravi could react. Well usually I am the slow one, but on such occasions, it's smart to be a bit quicker as I see it.

So the idea was to bring Hyosung owners from Mumbai and Pune together at the midway point of Khopoli giving the bikers a chance to meet and share their biking stories on a lovely wintery Sunday at a forest setting location.

The ride consisted of two groups; one from Mumbai and the other from Pune and the venue for the event was Nature Trail resort in Khopoli. The starting point for the Mumbai group was RBI colony in Chembur and the riders were asked to reach the venue by 7am.

Around 40 enthusiastic riders on various bikes from the Hyosung line-up like the GT-650R, 250R and ST7 had gathered at the venue, where they were briefed about the rules and regulations as well as the route map to be followed. The ride was flagged off at 8am from Mumbai, with a car escorting the group to maintain the speed limit of 80km/h.

All the riders were asked to form a group of two riders each and follow the escort vehicle to maintain discipline and safety on the highway. A pit stop was scheduled ahead of Panvel for snacks, which many riders weren't too keen on since they just wanted to keep on riding their Korean steeds but they had to surrender against the demand of their tummies

I myself was relishing the ride on the GT 250R as the dynamics of the bike suited my riding style and was able to attack the twisties before the resort with ease and I was pleased with its handling and stability at high speeds. It was great to see the participants follow all the rules explained to them and after completing an enjoyable ride we all reached the venue by around 10:30am.

At the resort riders from both Mumbai and Pune interacted among themselves and it was good to see an encouraging turnout of around 35 bikers from Pune. Participants were served breakfast and had a briefing session with the DSK Motowheels officials after which they were asked to participate in adventure sports.

The first sport was wall climbing which every member enjoyed to the fullest, with some riders making it to the top easily while for others it was a tough task to go against the law of gravity. After the fun-filled first event, the second event lined up for the riders was Flying Fox, and was enjoyed to the core by everyone.

To add more spice to the event a running race between group Mumbai and Pune was held, for which six participants were selected based on their timing for the wall-climbing event. The race was won by the Pune team but it was encouraging to see the Mumbai lads applauding the winners from the rival city, which displayed the camaraderie between the riders.

Once the prize distribution ceremony was over, lunch was served and a group photo session of all the riders was done. After a small briefing, the riders geared up to return back to their respective cities. Overall it was a well organised event and all the participants enjoyed it to the fullest and appreciated DSK Motowheels effort to arrange the ride and expected many such rides to be held in the near future. Hopefully, we shall soon see the Hy Ryders in Bangalore getting a similar ride planned for them.

The Bajaj-KTM combo has indeed given comprehensive thought to take the game a notch higher with a firm and determined approach in the fiercest of markets. They have carefully charted a course in the affordable performance motorcycle space in India rather than run ahead of themselves by jumping into the high end CBU fray. It's a strategic policy that encompasses long-term benefits while raking in slow but steady short-term returns as the Pulsar and now the KTM 200 Duke have shown.

Building further on the fundamentals of affordable performance is the soon-to-be-launched KTM 390 Duke that packs in blazing performance, world class equipment, solid fit and finish and a 200 like radical exterior make-up wrapped up in an attractive price package. Expect the 390 Duke to be priced in the region of Rs 2 - 2.2 lakh (on-road) which is indeed an alluring price for a machine that makes a whopping 44PS of power at 9,500rpm and 35Nm of torque at 7,250rpm, weighing just 139kg (dry), translating to a phenomenal power-to-weight ratio of 316.5PS/tonne

Though referred to as the 390, in line with KTM nomenclature policy, the bigger Duke for India will be powered by a 373.2cc water-cooled single-cylinder DOHC fuel-injected engine mated to a six-speed transmission. While the basic architecture of the motor remains similar to its younger sibling, it features all-new crankcases and also significant changes starting with an obvious increase in its bore into stroke of 89mm x 60mm equalled by a higher compression ratio of 12.5:1, as against the 11.5:1 of the 200 Duke. The 373.2cc engine is packaged inside the same ultra light trellis frame as employed on the 200 Duke, but on the 390 it is finished in trademark KTM orange unlike the black frame of the 200 Duke.

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To handle the added bulk of the bigger motor, the chassis has been beefed up and reinforced while the suspension components provided by White Power aka WP, are also stiffened to take care of the increased performance and added weight. The wheelbase has been increased by 6mm, from 1,361mm on the 200 Duke to 1,367mm on the 390 Duke, while overall seat height is 10mm lower at 800mm compared to the 200 Duke's 810mm saddle. Other change includes marginal increase in the fuel tank capacity with the bigger Duke now being able to hold 11 litres of petrol as against the 200 Duke's 10.5 litres. We would have liked a larger tank for minimal refuelling stops, for more riding and less stopping

On the outside though, the bigger Duke remains more or less unchanged running the same gorgeous and radical exterior make-up as the smaller 200. Noticeable changes include the bright trademark KTM orange paint for the trellis frame and new sticker/paint scheme screaming aloud the 390 Duke tag. While the international market product will feature ABS, it is still not known if ABS will be provided for India. Expect the 390 Duke () to hit Indian KTM dealerships by February.

KTM 390 Duke Technical Specifications:

Type: 4-stroke Single cylinder liquid-cooled 4-valve DOHC
Engine capacity: 373.2cc
Bore x Stroke: 89 mm x 60 mm
Compression ratio: 12.5 : 1
Power: 44PS at 9,500rpm
Torque: 35Nm at 7,250rpm
Transmission: 6-speed
Starter: Electric
Wheelbase: 1,367mm
Ground clearance: 170mm
Seat height: 800mm
Weight: 139kg
Tank capacity: 11 litres
Brakes (Front): 300mm disc
Brakes (Rear): 230mm disc
Tyres (Front): 110/70 - R17
Tyres (Rear): 150/60 - R17

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]]> 0 Varad More http://www.zigwheels.com/news-features/features/allnew-ktm-390-duke-special-preview/15023/ 2012-12-05 17:21:14 Adil Jal Darukhanawala http://www.zigwheels.com/news-features/features/the-kawasaki-z1-evolution-of-the-z-family/14997/

Born under the project code named New York Steak, the Kawasaki Z1 celebrated its 40th anniversary two months ago. Adil Jal Darukhanawala sheds light on the bike which went on to redefine performance motorcycling as we know it to be today

Exactly 40 years ago, in September 1972, Kawasaki played its muscular hand and stunned the world with the launch of its four-cylinder Z1 motorcycle. For long known as the maker of some of the craziest and ultra-powerful two-stroke triples (in 500cc and 750cc displacements), Kawasaki had been doing their research which clearly indicated that the reign of the two-strokes was coming to an end and quickly at that.

Legislation in the US, the company's biggest market was overwhelmingly stacked against the two-stroke so its engineers had got down to developing a motorcycle of 750cc capacity with enough tech to blow every ones' socks off, including Honda's

Unfortunately for Kawasaki, old man Soichiro Honda was also contemplating on similar lines and was ahead by a couple of years when in 1969 the Big H unleashed the CB750 four-cylinder sohc motorcycle which was the first to offer so much tech in a road-going machine. This motorcycle sounded the death knell of the British motorcycle industry and it immediately catapulted Honda into the top shelf of performance motorcycling.

Kawasaki's project team for their own four-cylinder machine revised its targets for their own motorcycle and they knew that it had to be bigger, stronger and more powerful than anything on the market then. The project code-named 'New York Steak' came up with the Z1 in 1972 and immediately it rocketed to the top of the heap on so many fronts. Unlike the Honda CB750, which featured a single overhead camshaft, the Kawasaki Z1 had Grand Prix lineage with double overhead camshafts operating four valves per cylinder.

If that was not all, the all-square cylinder dimensions of 66mm x 66mm meant that the bike displaced 903cc, put out a genuine 82bhp and rocketed to a 210km/h top speed, the first time a series production machine had cracked the proverbial double ton

It immediately caught the fancy of so many tuners and racers and the bike did fantastically well all over the world. Key to this was the fact that the design engineers had endowed the Z1's engine with a very robust bottom end, a detail that was to stand Kawasaki in good stead using just minor alterations to keep it at the head of the pack. Nothing illustrates this better than the 1982 GPz1100 having the same bottom end, an extra 200cc but now packing in 30 per cent more power

The impact of the Z1 was near nuclear in biking circles the world over and it was only the Japanese firm's strict adherence to quality control that deliveries were slow in coming after it debuted at the Cologne motorcycle show in September 1972. The Z1, more than the Honda CB750, completely went on to redefine the world of high performance motorcycling and its model designation indicated that, in typicallyl understated but just as forceful as the Japanese could get Z was chosen as the last and final word not just of the alphabet but also for performance.

It represented the most extreme step ever taken by a bike maker in that era to deliver such a high performance series production motorcycle and the 1 stood for number one in the motorcycle world. As to the project being labeled 'New York Steak', it had all to do with the meaty delicacy that the Kawasaki Japanese adored whenever in New York ("it was the best meal on the menu in America," and as we were setting out to do the best bike in the world, this was an apt fit," said Yoji Hamawaki, former president of Kawasaki Motors, USA).

Yoji Hamawaki, part of the team that did the Z1 and at that point in time Kawasaki was only aspiring to stay in touch with the other Japanese trio of Honda, Yamaha and Suzuki. As such they knew that they were trying to punch above their weight but they knew that it was then or never There was a big debate within the company as to whether they should go for the four valve top end or stay with two valves per cylinder as Honda had done with the CB750. The onus to make a statement and an emphatic one at that meant that they opted for a 16-valve top end with double overhead camshafts and the rest as they say is legend.

In fact, there was also a mighty big debate on putting the DOHC moniker on the engine cases as well but Hamawaki's team carried the day. Sam Tanegashima who was project chief for the Z1 and Sadaichi Saito, former head of Kawasaki Randamp;D impressed upon everyone to understand the significance of telling the world how advanced the Z1 was and from there on there was no looking back.

It was the fastest production motorcycle of its era and it took many years and a load of effort from rivals to catch up. Not only did it go on to be a stunning sales success all over the world but its strong build and reliability made it one of the most successful production racers' ever Based on the reputation established by the Z1, Kawasaki concentrated on delivering mega performance in its fabled Z-line and some of the more successful Z models thereafter have included the Z1-R from 1977, the Z1300 from 1978 and the 1982 Z1000R.

This incredible Z lineage continues strong to this day and the latest Z1000 packing in a 1043cc four with a punchy bottom end and an explosive mid range continues the performance theme that commenced 40 years ago. And if you ever find a Z1 anywhere in any condition, hang on to it because it was the first real modern performance motorcycle in the world.

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Freestyle - 1st

- Andreas Bergerforth, Thunderbike (www.thunderbike.de)

Germany

Pics: Dirk 'Pixeleye' Behlau

Summing this bike up in sheer lack of emotion as a 1984 1000cc Harley-Davidson Ironhead Sportster engine in a custom frame and bodywork would be cardinal sin because in concocting the perfect marriage between engineering, art and fiction,' and in doing so, the men from Hamminkeln in Germany also created a big piece of custom bike building history. Not only have they added Germany to a list of winners that has builders from five other countries who've won the previous 8 Championships, but they are also the first authorised Harley-Davidson dealer to have taken top honours in the Freestyle class.

After spending hours staring at and soaking in all the grand attention to detail it just reaffirms the thought that undoubtedly everyone including the judges and fellow competitors had andndash; there could be no other creation that was worthy enough for the World Title this year. Beyond the 998cc Ironhead Sportster engine, the Amal Monoblock carb and the WLA 750 transmission lays a sculptor's wet dream. Every single part of the motorcycle has been crafted to perfection so much so that even whatever piping and wiring is visible could make it to the hall of fame in an art museum. The weld seams are immaculate and of course the cherry on top of that magnificient meal of metal is what gives this bike its name. There is no paint andndash; what you see is an immaculate gloss finish in polished nickel and it couldn't get more apt than that because when you have such high detail all the way from the streamlined gas tank to the knurled gear knob and even the smallest springs, why hide it all with a coat of paint

: 9th annual AMD World Championship of Custom Bike Building : Class Winners

Other freestyle andndash; 600

Pics: Onno Wieringa and Frank Sander

From retro to modern, twos and threes

While there was no doubt that was the hands down winner, there was some tough competition in the Freestyle class for the best of the rest. Eventually, American up-and-comer Jeremy Cupp beat everyone else to the runner's up spot with 'Old Black' andndash; a hill climber in green and black that sends you back to a time when living free actually felt the real deal. With sparse use of dark tan leather for the seat and a miniscule mud flap at the rear, Old Black also featured a chunky steel chain around its rear tyre for that extra grip going uphill through dirt. The bike is based on a 1976 Harley-Davidson Ironhead Sportster engine mounted in a custom-made rigid frame. Following close on Old Black's tyre treads was the retro board track racer from Abnormal Cycles christened 'Speed Demon'. The bike uses a 1919 74 cubic-inch Harley JD engine nestled in a VL frame from 1930.The bare bones hard tail racer turned out in a spectacular dark brown runs on ribbed Firestone rubber and features absolutely minimal bodywork andndash; just like a proper board track racer should be

In stark contrast to those awesome tributes to motorcycling's glorious past, fourth place winner in the Freestyle class was Kreater Custom Motorcycles' '18' andndash; a bike that looks like it was left behind by extra terrestrials on one of their reconnaissance missions. Modern as can be, it uses a 96-inch Twin Cam engine in a hardtail custom frame that screams steam punk from every nut and bolt. Darth Vader would have been proud of this one While fifth placed 'Gryphon', 'Tantalizer' in sixth and 'Bad Influence' in seventh were more or less straight from current-gen custom motorcycle building text books, it turned out to be quite the year for the trikes with 'Vitalogy' taking eighth and 'RK Thing' taking ninth.

Vitalogy is the creation of George Tchor who also took fourth place here with '18' collaborating with Kreater Customs and is powered by a souped up 124 cubic-inch Harley-Davidson TCB engine courtesy Zipper's Performance. This creation of metal and rivets managed to pip the second trike in the top ten andndash; RK Thing. The most unique feature about this three-wheeled monster is probably the fact that it isn't running a Harley-Davidson motor. In fact, for RK Thing, creator Rafik Kaissi chose to go the Italian way and plonked a 1000cc Aprilia engine in a very curvy trellis frame. While the eventual turn out of the bike makes it look more spider that sport-trike, the bike has some very intriguing details guaranteed to get show-goers hearts racing.

The top ten was rounded off by Jon Shipley's 'Whiskey Bent' and if Jack Daniel's is your poison then you've got to sample this one With styling cues straight out of a Wild West tavern, this custom used the third Ironhead Sportster engine in the list andndash; this time a 1977 model. A conventional saddle made way for the bar-stool seat while the oil tank can now age some whiskey too if the situation demands so.

A massive section rear tyre completed the look as Whiskey Bent must have given quite a few visitors at Sturgis this year faint day dreams about their own mobile mini-bar machine All in all, the show this year most definitely gave some of the best designs we've seen yet. But with PainTTless raising the bar by a huge margin, participants in the 2013 and 10th AMD World Championship are going to have quite a tough time topping this year's winners in terms of pure skill and vision.

: 9th annual AMD World Championship of Custom Bike Building : Class Winners

]]> 0 Muntaser Mirkar Pics: Dirk Pixeleye Behlau, Onno Wieringa and Frank Sander http://www.zigwheels.com/news-features/features/going-mental-with-metal-at-the-2012-amd-world-championship/14589/ 2012-10-08 18:40:03 Team ZigWheels http://www.zigwheels.com/news-features/features/ktm-orange-day-brings-radiance-to-punes-downtown-racing/14311/

Early this month, the laidback and sleepy town of Pune was awakened to the raspy exhaust notes of about hundred KTM 200 Duke motorcycles at the Downtown Racing Go-Karting track kick-starting Indias first ever KTM Orange Day

An idea developed by KTM to offer an exclusive racing experience to owners of the tangerine monster, Orange Day brings all the KTM racer boys under one roof giving them a platform to participate and enjoy the thrilling experience of motorcycle racing in a safe environment. However, the idea was to not only get the beginners introduced to racing but also offer a complete experience packed with adrenaline and excitement to KTM owners.

While the highlight remained on the races, there were service camps by KTM, oil giant Motul was present as well at the do showcasing its products accompanied by automobile and motorcycle maintenance experts 3M. Joining the KTM Orange Day Pune was Go Pro cameras, which officially were a part of the event as well, making it the first ever Go Pro event in the country. The first ever KTM Orange Day witnessed a lot of participation from newbie racer boys from Pune who came to get a taste of racing motorcycles under a controlled environment. The tight and narrow yet technical go-kart circuit at Downtown Racing provided just the right amount of speed for novices to practice and master art of racing.

Race Clinic

The first ever KTM Orange Day witnessed a lot of participation from newbie racer boys from Pune who came to get a taste of racing motorcycles under a controlled environment. New to the concept of motorcycle racing and thrilled to the bone, the lads were given a thorough racing clinic by ZigWheels staffer and motorcycle racer Varad More, explaining them about cornering lines, riding techniques, flags and etiquettes as well as safety measures to be followed while on a race-track.

Enthusiastic and eager to learn, post the clinic and interaction between the participants and the expert andndash; racers were then taken on to the track for a sighting laps giving them a clear view of the proper racing line to take and the correct braking markers. Most of them quickly got to pace by the end of the sighting laps and were ready to proceed for the qualifying session. Out of the forty participants, the fastest twelve riders qualified for the two races, split into six riders per race.

Race 1

The first ever race of the KTM Orange Day India had a mixed bag of participants coming from various walks of life. As the flag dropped, Snehal Chavan who qualified on the pole took the lead followed by fellow Duke-owner Rishi Vairale who started second on the grid. Both the riders then battled on for the lead with Rishi breathing down Snehal's neck and keeping him on his toes for most part of the race.

On the final lap of the six-lap race, Rishi saw an opportunity on a left hander and tried to make a pass but Snehal was quick to shut the door as a result of which the handlebar of Rishi's 200 Duke got lodged into Snehal's arm and sent Rishi crashing down bringing an end to the well fought battle for the lead. With Rishi out of contention, second place went to Nikhil Udaykumar who rode a consistent race facing brief challenge from third place finisher, Kamran Dubash.

Race 2

As the day progressed, the enthusiasm peaked when the second group of riders came onto the track for race two. Starting on pole in second race was ex-Zigwheels man Sopan Sharma astride 'Bijree', as he fondly refers to his KTM 200 Duke () followed by a spunky young lad Sagar Jain. The two got off to a blistering start heading into the fast sweeping right handed first corner and there onwards a battle continued till the final lap with Sopan maintaining steady pace and carrying a defensive line which played a vital role on the tight and narrow circuit of Downtown Racing.

Sagar stayed close on Sopan's tail but could not match his pace in order to take lead position and was forced to finish in second.Finishing in third place was Ajinkya Barbole who rode a rather lonely race facing no major challenge from the pack behind him. Both the races witnessed adrenaline pumping action as the battle for lead positions was stretched until the very last lap with a pedigree of racing shown by the race winners.

Showtime

India's first ever KTM Orange Day held in Pune culminated with a lot of racing action and giving KTM owners their first taste of the Austrian company's motto andndash; 'Ready to Race'. The event also offered a complete service camp wherein the KTM owners got their vehicles checked and their doubts regarding service and maintenance answered by service officials from the company.

And even in the closing stages the adrenaline ran high as one of the finest freestyle motorcycle stunt rider, Rishi Mandke put up a fabulous stunt show leaving the audiences speechless with his heroics astride the KTM 200 Duke (). The next two rounds were held in Mumbai and Bangalore (read all about them on our website) and there are other cities that will soon be painted in Orange

Results:

Race One andndash; Group 1

1. Snehal Chavan

2. Nikhil Udaykumar

3. Kamran Dubash

Race Two andndash; Group 2

1. Sopan Sharma

2. Sagar Jain

3. Ajinkya Barbole

]]>

The last time I rode a bike through the Himalayas, was a few years back, as part of the 2009 Royal Enfield Himalayan Odyssey. I remember one of the more philosophical (or so I'd like to believe) stories I had written about my experience ended with 'I made a promise to myself, like the hundreds of riders before me that I shall return on this pilgrimage soon.'

The opportunity to return came three years later, to someone who is a little more seasoned (and potentially hardened) rider, someone who has ridden to other exotic locales around the country, who is now comfortable talking about himself in the third person. So this time, I wondered, would it be the same, would it still feel like a 'pilgrimage', or have I become so jaded over the years to think of this as just another ride?

While these are questions that would eventually answer themselves, my immediate concern on the flight from Pune to Delhi was whether the experience would be different considering that this time around, I'd be starting directly from Leh and would be doing only half the journey. And then, in the flight to Leh itself, a little bit of apprehension began to creep in with the thought of not being able to acclimatise to the high altitude after having made the ascent from about 700 feet to 11,500 feet above mean sea level in just over an hour.

Touchdown, hotel check-in, service park, find Santhosh (RE's ride leader), get the bike I'm going to ride. Suddenly, there's tension in the air, and it's coming from fellow riders, who are looking at the three journos (including me) as outsiders, interlopers out to relieve three other journos who had spent the last eight days going through hell and high water with all of them on the arduous route to Leh, forming strong bonds of friendship in the process.

My mind is already swimming in trepidation and I'm not even on a bike yet. But a motorcycle, they say, is the best doctor, able to cure all your ailments, be they physical or mental, and in that regard, the Royal Enfield Classic Desert Storm I've been handed is a Harvard Medical summa cum laude graduate and a shaman all rolled into one.

The route is almost the same one I rode back in 2009, with the exception of a hop to Hunder in the Nubra Valley, across the renowned Khardung La pass andndash; the world's highest motorable road and all that jazz. So, my first day of the ride, on the winding, at times gravelly, at times non-existent road to K-Top, begins pretty much the way I had anticipated.

Most of the 60-plus participants are immediately wary of the three new, fast moving riders who have joined the fray. But by the time we reach Hunder, tensions have subsided, the gloves are off (the riding gloves I mean), alcohol starts flowing and new friends are made. Now I'm not going to sit and recount the exact details of the ride.

It's been done a million times before and it suffices to say that the ride from Hunder back to Leh and then back to Delhi is nothing short of awesome, filled with some insane off-road sections, butter smooth tarmac and high-altitude low-oxygen passes with panoramic views, the scale of which no camera on earth can capture. At the end of the week-long journey, I'm left a little drained physically, emotionally high and with a surplus of new friends who made the expedition all the more unforgettable.

Sure, the Leh pioneers would scoff at the current crop of riders taking their bikes over the mountain passes of Ladakh. They'll say that the roads have become much better, the bikes are far more reliable and with thousands of people doing the route, there is no adventure left in the ride any more. They'll say that if you don't get your hands greasy miles from nowhere, fixing your broken down bike with the sort of desperation that comes from knowing that if you don't get it started, you'll freeze your unmentionables off, you'll never be able to bond with your bike.

And this is true... to a certain extent at least. I'll always have immense respect for the guys (and girls) who took their motorcycles on this journey when there was absolutely no system of support and the risks were significantly higher than today. But so what if it's less of an adventure today? With every other Royal Enfield rider as well as riders on every other motorcycle doing the trip with a fair amount of ease, sure, the ride has lost a bit of its elitist status.

That being said, none of this can take away from the fact that it probably still is one of the most magical journeys you can ever embark on, on a motorcycle. It doesn't matter if you're gunning it all the way, sliding, weaving, jumping on the broken terrain, or you're taking it easy, pausing to admire every vista (and there are an infinite number of those), and trying to take some back with you digitally.

In fact, it's a good thing that the journey is easier now, because more of us can experience the mystical allure of this road through the Himalayas the way it was meant to be experienced andndash; on a motorcycle. You don't need the riding skills of a Ricky Carmichael or the mechanical skills of a Jeremy Burgees or even the aptitude for adventure of a Sir Ranulph Fiennes to get on a motorcycle and ride to Leh any more, and that's the way it should be.

With organised rides like the Royal Enfield Himalayan Odyssey, things are that much easier, thanks to a support crew, a luggage truck and the works. And this lets you get on with things that matter more andndash; the mountains, the road, your motorcycle and making friends with a bunch of people who, though as varied as the individual grains of sand on a beach, share your love for the ride with equal fervour. And that, I think, is the whole point of a journey like this.

I've repeatedly read about them covering the length and breadth of the country and turning many heads over thousands of miles with their resonating thumps. Royal Enfield over the years has won hearts in every nook and corner of the nation owning to its constantly expanding touring events that attracts hundreds of Bulleeters all through the calendar year. Taking full advantage of the country's vivid landscapes and incongruent geography the Chennai-based firm's unparalleled portfolio of interstate touring events today sees their motorcycles on longest highways, the narrowest city streets and the roughest mountain trails from North to South, East to West.

All of that fascination and glory that one imagines when aboard a Bullet turned into a sudden reality for me when I was invited to attend the Royal Enfield REUNION that was held at Ooty from the 17-19th of August this year. It was time to experience the real deal and harness a deeper understanding of what makes the Bullet way of life so very special.

My journey began at Coimbatore, roughly under 100kms from the scenic hill station. Courtesy Royal Enfield I was offered a shimmering red Bullet Classic 350 that had covered over 6,000 kms prior to the start of my outing. Being a rather inexperienced Bullet rider I was surprised to see how quickly I got settled onto the saddle and just a few kilometers down the dusty Coimbatore back roads to Mettupalyam I was excited, entertained and immensely satisfied at finally experiencing that feeling of wafting down the long road on a Bullet just like in all those countless Enfield trails I read about.

Up the Blue Mountains

Our first halt was at the base of the Nilgiris at the outskirts of Mettupalyam where our initial group of four riders was joined by several other local Bulleteers who were headed in the same direction. After a quick cup of tea and hot chilli pakodas we were riding up the narrow ghats where incoming traffic was unsettlingly dense taking into consideration the total width of the serpentine road that lay before us.

Climbing up the ghats on the Bullet Classic was an entirely different experience for me but grew increasingly enjoyable as the road went on. Canopy covered mountain roads, wind chills, the unnerving patter of rain and the aroma of tea leaves in the air told me we were closer to our destination and at this point my thoughts turned soulful with flakes of gratefulness for where I was and what I was doing.

A Royal Enfield Welcome

I reached Ooty in the later part of the evening on Friday and after a couple of enquiries was able to locate the resort that was the rendezvous point for the event. Fernhill Sterling, the location for this unique gathering of Bulleteers was incidentally the very same resort where I had stayed on my first visit to Ooty almost a decade back. The familiarity of my surroundings only heightened my satisfaction of being there and it was time to enjoy a welcome rock show by Galeej Gurus before the start of proceedings the next morning.

It didn't take me long to realize the actual scale of the Reunion as I shared a parking space with countless Royal Enfield motorcycles belonging to as many as 297 Bulleteers who had ridden down all major cities in the souther region starting from Chennai, Bangalore, Coimbatore, Madurai, Cochin, Mysore, Shimoga, Udipi, Kottayam and Calicut.

Saturday was an action packed day for all the participants who went head to head in a series of individual and group competitions. The first contest was 'Assembly Wars' in which participants had to first dismantle, then reassemble and finally ride their motorcycle over a short distance. This competition was followed by 'Carry Your Bike' which required a team of 4 to lift a Royal Enfield Motorcycle and then carry it for 30 metres.

Finally the crowd favourite was the Slow Race in which riders were asked to take the longest time to complete the track without putting his/her leg down or going out of the lane. After the team events it was time for the individual events which started off with arm wrestling followed by a beer guzzling competition that had the loudest crowd cheers of all.

A word from Boss and the Riders

At the event, Dr. Venki Padmanabhan, CEO Royal Enfield said "The hills are alive with the sound of the Royal Enfields. It's just uplifting to see the fun, friendship and mirth that we have been able to drum up at the REUNION. This is what we live for"

A married couple attending the event, Pavan Biddappa (Senior Software Engineer, Accenture) and his wife Bollamma Machaiah (Development Manager, Oracle) had ridden down to Ooty for the Renuion all the way from Bangalore with a group of 22 riders.

On asking Pavan about his experience of being at the Reunion he said, "I have attended several Royal Enfield events over the years and being here at the Reunion only makes my heart thump louder. It is always a great feeling attending such events and meeting enthusiasts like us."

As one of the few female bikers at the event, Bolloma said, "It doesn't feel any different being here. I am no pro Bulleteer but thoroughly enjoy riding one and continue to grow familiar with the special riding culture that is today so unique to Royal Enfield today."

Kotagiri andndash; A biker's delight

With a wrap up on things late on Saturday night it was time to relax before the ride back to Coimbatore. Better visibility and bright sunshine the next morning made riding the Classic 350 around town a far more gratifying experience. We rode up a rather narrow and unpaved uphill road to reach Doddabetta, the highest point of the Niligiris. On a lower gear the Classic despite its additional kerb weight climbed effortlessly offering adequate stability on the move.

Having scaled the highest point of the region, we were ready for our return journey albeit from a slightly different route. Instead of parading down the congested NH181 we opted to make a back door exit via Kotagiri on SH 15 which apart from attracting lesser thoroughfare offers the most panoramic views of the Nilgiri region, some of which we couldn't help but take a brief halt to soak in and eventually photograph.

After climbing down the ghats it wasn't long before we entered Mettupalyam, and took our first major halt at a ride in restaurant, where we enjoyed some authentic keralite cuisine with gently swaying palm trees for company and our motorcycles parked right beside us. Our last 38km stretch to Coimbatore was a breeze on the Bullet and it had now once again begun picking up pace on the straight roads passing through Mettupalyam. We finally reached Coimbatore later that evening and sadly it was time for me to return my thumping companion back to the Royal Enfield dealership before boarding my flight back to Pune.

Recapitulating on the journey, there are two very certain ground realities that I was made familiar with over my two day 200km ride to Ooty and back on a Bullet. The first is that there is an inherently strong motoring culture in the South, which extends much beyond the traditional Bulleteer, and second that no matter how alien you maybe to the technicalities of riding a heavy duty Royal Enfield motorcycle, it's only after you get on one and ride down the open road that you will understand what makes them the most preferred touring class of motorcycles especially in a culture and class contrasting country like India.

I was forwarded an invitation by Adil to go on a Royal Enfield Tour of Bhutan. I had been to Bhutan several times before and love the place, so I jumped at the opportunity. Somehow in all my biking life I had never ridden a Royal Enfield for longer than a few minutes, so this was an opportunity I was not going to miss. A few exchanges of mail with RE organiser Adarsh Saxena and all the logistics were in place. I was to ride a RE 500cc Classic.

The starting point was Siliguri. I made my way from Bagdogra airport to the West Bengal Mainak Tourist Lodge and saw it swamped by RE bikes. More than 30 bikers from Delhi, Ranchi, Bhubaneshwar, Kerala, Gujarat, Mumbai, Vizag, Hyderabad and Jharkhand were participating. It was a fantastic mix of people from different walks of life. Three riders had ridden all the way from Kerala, one from Anand, Gujarat and one from Ranchi, one from Odissa. These guys had done thousands of kilometres even before the actual tour had started Real riders, I say Others had shipped their bikes from their hometowns.

The RE Club of Siliguri welcomed us with a huge banner and bikes of their members parked along it. It was fascinating to see many bikes customised for long distance touring. The best out-fitted was a 350 from Ranchi of Sunil, a lawyer by profession. His bike had everything that one can imagine including two Indian flags GPS and navigating aids were a common sight. The biker from Anand had fitted an air pump and water bottles as if he was going to encounter the driest roughest terrain. The bikes that had been ridden over 3000km to reach Siliguri were all cleaned and shiny new. The luggage was packed with unique methods. Cramster saddlebags were the most common but not having access to other makes, the innovations were really Indian. You never see such strap-ons on a tour in the west.

The first morning was spent in checking the riding gear and bikes by RE organisers Adarsh and Aakash. Then it was a trip to the team doctor, a young man from Mumbai. In the afternoon we had an introduction and a briefing of what was to come. We had two tour leaders in Sachin Chavan (GM RE) and Adarsh. Aakash looked after the maintenance end. There was a back-up with doctor, a professional tour organiser and a vehicle for the media that filmed along the way. Next day we were off to Darjeeling, the first leg, in a roar that can only be created by thumpers.

The roads were just okay. I was shocked. I have been on these West Bengal roads every decade since 1960 and they are still pathetic A few stretches through the tea gardens were good and seemed like a dream. Darjeeling, like most of our hill stations is overcrowded, dirty and uncared for. Just the mall area has any semblance left of what it must have been. My room-mate was a professor from Hyderabad IIT. We took a stroll in the evening that was not at all inspiring. This is the legacy of middle class tourists, wherever they (we) go.

Every morning started with a briefing by Adarsh of what we should expect, followed by an elementary discussion on riding and bike control by Sachin. Leaving Darjeeling the road was extremely steep downhill which meant many burnt their rear brakes. This was followed by some of the worst mountain roads on this planet To top it all the dry dust swallowed all of us. But the last 30km to Yoksum, Sikkim was one of the best stretches of the tour.

To write about each day of the tour would take up a small book. The general impression of the tour was that it was very well recced. The spots and hotels chosen for stay were very comfortable and clean, with good food and cheap for those who liked a drink after a hard day's riding, which was almost everyone. The day would begin with a briefing on the roads and meeting point, plus Sachin's riding/bike control tips. We had to fend for lunch but dinner was provided by RE if there were no restaurants around.

Bhutan is one of the last countries in the world ruled by a forward looking benevolent monarchy. The population is around seven lakh and the main income is from export of power. With its mountains and a large number of rivers, Bhutan exports huge amounts of electricity. It is a protectorate of India and has very friendly relations unlike other neighbouring states. Tourism is kept at a minimum, high end low volume and Gross National Happiness is more important than any GDP. We traveled through west southern Bhutan into Thimpu and across the country to the far east and exited south east into Assam. To put it simply, it was a trip of a life time for me.

The bike given to me was a brand new 500 Classic. What can the Bullet be compared to? There is nothing made in India that is like it So, like an icon it stands on its own. The good things first. The bike handled well all through the bad roads. The front and rear suspension, and the steering bearing never gave way. It has a tractor like torque and there was no situation or terrain it could not handle. This was a real surprise for me. Put it in second gear, open the throttle and you are off But the riding position didn't suit me at all. The footpegs are too far forward for the flat handlebar. The gas tank leaked constantly. Instead of smelling the beautiful air I was nauseous with the smell of gas. The front disc is good but not good enough for the weight. My bike vibrated over 80km/h so much that I couldn't see a thing in the rear-view mirrors. Some bikes had broken cables, chain adjustments were needed every day, meters kept getting loose, and it kept slipping out of 4th gear and felt under geared for the power it had... not acceptable for a bike manufactured in 2012.

I spoke to almost every rider who owns a RE bike. The pride of ownership of this marque is so deep rooted that all faults are overlooked. Other than the modifications some riders had made, any suggestions made were taken as criticism and rejected right away. In some sense this is ignorance of today's technology. I had a 1986 pushrod 500cc Honda that had 4-valves-per-cylinder and revved to 10,500rpm. Even if the bike has to remain in its pushrod format the progress all around has left the RE standing still in a time warp. The RE in England had many model trims but here nothing has changed. RE did try and make smaller bikes that failed, but variations of the 350 theme were not tried enough. Now a Club Mans model is coming out but unless the power is increased substantially it will mean very little. But at the moment RE is over booked and the company doing well. So who is to say? But this is the time for intense Randamp;D and to come out with models that are seriously modern in technology, and remain vintage if they still want to.

Akshay Kumar will be riding a specially designed Vardenchi cruiser for his movie OMG, scheduled for release on September 28, 2012. Akshay is playing a modern day Krishna, complete with leather jacket, aviators and custom cruiser.

Costing a cool 10 lakh rupees, the motorcycle is pretty well specced. It has a 500cc engine driving a fat 300mm rear tyre via a belt. The bike also features custom graphics, chrome elements, front telescopic suspension with fork shields, and a multi-function LED speedometer. It took 45 days to build and according to the makers, was designed to complement the theme of the movie.

This is the first time that a Vardenchi bike will be featured in a movie. It has been in the news for making replicas of motorcycles which featured in the Tron Legacy and Ghost Rider movies. The Mumbai based firm had also designed a one-off chopper for the Sunburn Festival last year.

By riding on the platform of power even as the rest of the industry was obsessing with fuel efficiency and price, Bajaj Auto changed the rules of the game with the brash, individualistic, testosterone-fuelled Pulsar.

Circa 2001: Bajaj Auto commissions a market research agency to survey how a newly-developed bike will be accepted in the market place. A mechanical engineer from the National Institute of Technology who joined Bajaj Auto in 1989 is one amongst the top team who meets the agency for feedback.

"The tank and exhaust are too big," droned the agency chief. "Reduce the size of the tank or else it will limit the relevance of the bike," he forewarned. The engineer patiently heard out the agency honcho. And ignored his advice.

"The very same tank and its character lines became the signature of Pulsar," he says more than a decade later - a period in which some 50 lakh Pulsars have been sold (till May 2012).

The engineer in question is Abraham Joseph, now Bajaj Auto's chief technology officer, who has gone on to develop a series of wildly successful Pulsars - ranging from 135 cc to 220 cc - along with other thriving models like the Discover range.

But Joseph's biggest break - and for that matter Bajaj Auto's - is the blockbuster of 2001 that has earned him the sobriquet, 'Father of the Pulsar.' With good reason.

The Pulsar not only transformed the way Indians commuted, but also changed the DNA of the country's second-largest two-wheeler maker that till then had successful but staid models like the M-80, the rear-engine three-wheeler and of course the blockbuster scooter, Chetak.

Other than transforming Bajaj Auto into a respected maker of bikes, the Pulsar did plenty more for the Pune-headquartered company.

Celebrated at the Misano circuit in Italy, the seventh edition of the World Ducati Week (WDW) held recently attracted Ducatisti from all around the world with a record breaking number of over 65,000 visitors showing up at the iconic race-track to join the annual Ducati festivity. Christened as The Planet of the Champions, the WDW2012 was held over four days starting on 21st June, 2012 and culminating on 24th June, 2012. Over the period, Ducati owners from all across the globe turned up for the WDW in large numbers out of which almost 30 percent participants came from foreign land.

In its seventh year, the event witnessed highest visitor count the WDW has ever had and the gala affair was a grand success with all the participants indulging in the joy of motorcycling. One of the biggest highlights of the WDW2012 was the Drag Race by Tudor event, wherein all the top Ducati racers straddled a Diavel for the drag races in a friendly yet stiff competition. It was the pair of Troy Bayliss and Valentino Rossi that made it to the top with the world superbike legend Bayliss defeating Rossi across the Misano straight in the drag race by mere 0.023 seconds astride the Ducati Diavel. Third place went to Nicky Hayden while Carlos Checa finished in fourth place. Other Ducati racers present at the do included Jakub Smrz, Sylvain Guintoli, Niccolandograve; Canepa and Lorenzo Zanetti.

The evening was kick-started with a spectacular performance by the Ducati All Stars line-up consisting of world class music artists like Steve Jones of Sex Pistols, Duff McKagan from the iconic rock band Guns N' Roses, Franky Perez of Pusher Jones, Steve Stevens from Billy Idol band, Billy Morrison from the band The Cult and Isaac Carpenter of Loaded. The live gig was concluded with the thousands of Ducati fans being treated with a massive fireworks display over the Riccione beach-front venue. The four day long carnival also offered the fans to mix and share their passion with some more events such as Thursday night's beach party in Cattolica and Friday night's "Speed Show" at Misano Adriatico.

Apart from all the fun, the WDW2012 also offered some serious saddle time to the enthusiasts giving the riders the opportunity to be a part of the prestigious Ducati Riding Experience track school with the Troy Bayliss Academy and Master Racing Courses at the Misano circuit and that too astride Ducati's new flagship, the spunky 1199 Panigale. Audi and Lamborghini added a little extra adrenaline with the former providing WDW-goers the opportunity to passenger the highly desirable R8 LMS and R8 V10 in the capable hands of Audi's professional drivers.

The mean machine might be occupying the screen for an average of 10 minutes, but has a showstealing presence. Now the billion rupee question is who's the muse? The leading lady or the mean machine that every other Bolly hunk's romancing The daredevil bike stunts in B-Town would give even stunt bikers a run for his imagination. And with everyone joining the biking bandwagon, the biker diaries witnesses more chapters being added with each new film.

Biker Bombshells

No. Moto mania is not limited to guys only, even Bolly beauties are amping up the action with their biking skills. The machinist was only happy to discover Bollywood diva Katrina Kaif says get, set, go as she left the viewer enamored by her cool vrooming skills in Zindagi Na Milegi Dobara. Earlier this year, Sameera Reddy surprised film buffs with her dare devil bike stunts in Tezz.

Reel Machismo

Who took to the wheel? Well, almost everyone. While the motorcycle becomes an easy prop to resort to so far as chase sequences are concerned, it becomes a symbol of class (and machismo) with actors like Aamir Khan, Shah Rukh Khan, Ajay Devgn, John Abraham wooing the audience with their biking acumen on 35 mm. While the Dhoom franchise has seen gravity defying stunts on bikes (in Dhoom 3 Aamir Khan is expected to unleash his other ferocious facet as he gears up with an action packed safari on the mean machine). Meanwhile SRK indulges in another spell of romantic undertaking on the road with leggy beauty Anushka Sharma in an untitled film. Ajay Devgn too, is all set to show off some biking moves in Bol Bachchan. Incidentally, SRK and AD both made vroomistic Bollywood debuts on bikes in Deewana and Phool Aur Kaante

A love ride

Can a love story be complete without the motorcycle as a prop? While perky and picturebook pretty Nargis Fakhri pepped up the screen with her antics in Rockstar along with fellow dreamboat Ranbir Kapoor, the motorbike became witness to the trials and tribulations of starcrossed lovers, Arjun Kapoor and Parineeti Chopra in Ishaqzaade.
Wheels of fantasy

Call it aspiration or call it the knight rider unleashing the urge within to come up with a road travelogue, B-Town's motorcycle diaries not only offer pictorial fantasy on sale, but also action packed sequences complemented very well by excellent cinematography. Giving other actors a run for their star value was Big B who added another chapter to his enigmatic screen presence as he vroomed with a high end motorbike in Bbuddah Hoga Terra Baap.

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When we first got wind of the Hero Impulse here at the ZigWheels office, we were naturally all very excited. After so many years, we were getting a motorcycle from an Indian manufacturer that was actually designed to handle more than just smooth tarmac. And even though we were all giggling like schoolgirls after we had our first ride on the bike, there was one unanimous verdict. Everyone thought the bike didn't sound anything like a dirt bike should and we all wished it had more power to make short work of any terrain the countryside might throw at it. One very obvious question, at least on my mind, was why didn't they plonk the Karizma engine into the Impulse?

While Hero MotoCorp couldn't be bothered answering that question for me, thankfully Amit Nangre, a diehard motorcycle aficionado from Pune, was thinking of the same question and he decided to take a stab at answering that himself. Ever the resourceful fellow, he bought himself an Impulse, ripped out the 149cc engine, sourced himself a 223cc mill from the Karizma and proceeded about the job of fitting it into the Impulse's frame. Now while this might seem like open-heart surgery, and to a certain extent, it might be, you'd be surprised to know that it's a far less complicated procedure than one might imagine, and nothing a bit of planning and ingenuity can't see through.

The Karizma engine is based on the 230cc Honda engine which the Japanese company has doing duties on a large number of bikes internationally. Incidentally, the crankcase on this engine is almost identical to the one on the Honda NXR 150 Bros, the South American bike which Hero MotoCorp brought to India as the Impulse. So to fit the Karizma engine into the Impulse, all Amit had to do was slightly adjust some of the clamps on the top of the block and on the crankcase to be accommodated into the dirt bike's frame, and voila andndash; it was pretty much a direct bolt-on. The tip of the larger exhaust manifold from the Karizma engine was welded to one end of the Impulse's exhaust system, a free flow muffler was added to the other end and the job was complete.

Straight off the bat, as soon as you crank this hybrid machine, you know you're riding something different. For one thing, it takes a little while to come up to temperature and maintain idle revs andndash; a feature typical to the Karizma. Slot it into first, and the typical notchy Karizma gearshift also become apparent. But all you gotta do is open the taps and let the fun commence. Since the short final drive ratio of the Impulse has been maintained, you tend to lose out the top end the Karizma offers, but the acceleration from stand still is impressive, but what really took me by surprise was the mid-range pull. Any gear, any speed, open the throttle, and this Impulse leaps ahead with great gusto.

While this short gearing makes city commuting really fun, long distance touring is something that would need a revision of the gear ratios, even though the extra grunt does make the bike feel more relaxed approaching highway speeds. But if you really want to have fun, then you need to step into this bike's natural territory andndash; off the road. The extra cubic capacity means that you now have enough grunt to really fly on the roughest of terrain, and even up all but the steepest of hills. Be a little enthusiastic on the gas on loose surfaces, and you'll have a blast sliding the rear.

There are however a couple of problems. The stock brakes on the Impulse really do not seem to have the necessary stopping power to handle all that extra going power. And the heavier engine does seem to have slightly upset that lovely neutral balance of the Impulse. But really, these are just nitpicks, and if the stock Impulse made us giggle like school girls, this one made us shriek with glee. So to try and answer the original question, why didn't Hero MotoCorp plonk the Karizma engine into the Impulse? No clue really, but they bloody well should. It's some of the most fun you can have on two wheels.

Evolution is a quintessential part of any industry. And on the same lines, the Indian bike market has been ever evolving. And in this cut throat competitive environment with new-comers in the market, mere survival is not enough. For a motorcycle to work in Indian space, it should be priced right, in the right segment, have a decent road presence and most of all andndash; riding dynamics. We put two of the best (rather only) bikes in the cruiser segment, the Royal Enfield Thunderbird and Bajaj Avenger to the test.

Bajaj Avenger 220 DTSi

At a point when there were no cruiser motorcycles in the country, the Bajaj-Kawasaki tie-up gave a potent 175cc true-blue cruiser in the form of the Eliminator. As the competition rose, with Yamaha launching the Enticer 125cc cruiser offering, Bajaj Auto was quick to swap the Kawasaki powerplant in the Eliminator with the Pulsar 180 DTSi motor and rename it as the Bajaj Avenger. Soon thereafter the Avenger received incremental upgrades finally getting the 220cc DTSi engine from the Bajaj Auto flagship the Pulsar 220 DTSi.

The design cues remained more or less unchanged from the original Eliminator, but the localisation approach allowed Bajaj Auto to competitively price its cruiser offering at a killer price point of Rs.77,000 (OTR, Delhi) settling any doubts anyone had about investing in the Bajaj Avenger. Today it is the most affordable cruisers in the Indian market, and is sufficiently capable of munching miles without tiring the rider. Not to forget it's a sipper that will return a fairly decent fuel economy ranging in between 45-50kmpl. The only hiccup is the Bajaj Avenger's top-end of about 120km/h which is a bit lousy for a cruiser motorcycle but then our roads don't really allow anything faster than that without compromising on safety.

Royal Enfield Thunderbird Twinspark

No other bike maker has come this far and evolved this much. The robust overhead valve design, rugged suspension, massive road presence are just a part of the cult status that a Royal Enfield has. It does take a little getting used to but, once you own a Royal Enfield, you own it for life. There is no doubt that riding the Royal Enfield Thunderbird with its laid-back handlebars and easy-rider ergonomics make it an absolute delight to cruise on the wide open highways and the 350cc motor thumping away to glory underneath and pumping out solid 28Nm of torque makes it a treat to be in the saddle of a big bad cruiser motorcycle like the Thunderbird. However, the only factor that makes it hard to get is the premium price point. Costing above a lakh of rupees is an issue for bikers on a budget.

Verdict

So, what becomes a decision in terms of cult can be an issue over what the price of the Royal Enfield Thunderbird. However, at the same time, the road presence, exceptional handling that is offered by the oldest bike maker in the country is better than what the Avenger is. Our suggestion, if you are willing to throw that extra buck then go in for the Royal Enfield, else the Avenger that has everything on its side, minus the cult following, which is also only a matter of time.