zigwheels

Kawasaki Ninja 300 : Road Test

Varad More Photography : Kunal Khadse — 2013-04-30 14:31:20

Always the one to banish trends or tradition, Kawasaki has been at the helm of motorcycle madness ever since the bike-maker came into being. The Japanese giant has handed us innumerable machines which have broken conventionalism and shattered conservative beliefs in the motorcycle business with the likes of the iconic H1 Mach III or then the much modern yet equally hooligan 636 Kawasaki is back at the game again this time with the all-new Kawasaki Ninja 300. As the world moves towards all-out street motorcycles like the Honda CBR250R, the Suzuki Inazuma, the KTM Duke to name a few and their styling too is more for the street than anything that has to do with race machines. And Kawasaki has cashed in on this very spot left open with the new Ninja 300 andndash; bringing supersports-like aggressive styling disguising a potent street motorcycle.

Already an icon by itself, the Ninja 250R has long been holding the crown in the quarter litre class with its big-bike appeal matched with a strong motor, ease of riding and low ownership costs. With such strong credentials, it was indeed a dangerous task for Kawasaki to rebuild an all-new machine without losing the ethos of the Ninja 250R which have successfully stood the test of time. But then again it is probably only Kawasaki amongst the four Japanese biggies who can take this challenge and own up to it like no other and deliver a smashing new motorcycle like the Ninja 300, which not only uplifts the laidback spirit of its predecessor but takes a step ahead to show the rivals how it's done.

Re-writing the code of conduct amongst quarter-litre brigade, the new Ninja 300 is loud and belligerent in its character unlike the sports-touring and comfort-oriented approach of the earlier Ninja 250R. The new machine borrows design cues straight from Kawasaki's flagship Ninja machines the ZX-6R and the ZX-10R. Cool to the bone and charming in its poise, styling on the Ninja 300 is clearly a leap towards sports side of things in the 200-400cc market borrowing Kawasaki's "mass-forward, minimalist-tail" design language from the bigger Ninja machines.

Flared bodywork with sharp edges is fancy yet functional. For instance, the aerodynamic bodywork not only helps in better top-speed gains but underneath the fairing there is a reworked radiator cowl which prevents the hot air away from reaching the rider's legs. Similarly, the new dual multi-reflector headlights carry forward the Ninja's race-bike design genes but at the same time provide extremely good illumination for street as well.

Swing a leg over the Ninja 300 and its hostile demeanour is even more apparent as the large tachometer upfront hogs all the attention with its 13,000rpm redline screaming 'bring it on' straight in your face. As one grasps the handlebars, it is easy to notice there is something strange about the ergonomics on the Ninja 300. No, not the addition of a 'pass' button (finally). It is the riding posture. Neither is it fully committed as found in an all-out racing motorcycle nor does it feel utterly laidback and lazy as the Ninja 250R. The ergonomics on the Ninja 300 are somewhere in between the two and doesn't feel quite right the first instance one mounts the saddle.

But it is only a matter of time before one cranks the fuel injected 296cc, liquid-cooled, parallel twin cylinder DOHC motor of the Ninja and takes to the roads to understand how the riding position actually helps. Unlike the Ninja 250R, the 300 offers sportier seating posture but the raised two-piece handlebars make for a comfortable grip on the motorcycle without requiring the rider to be curled up in a race-bike riding stance. And that gives the Ninja 300 a very solid sports-touring advantage but without having to look dull or boring.

And make no mistake, for this little green mean monster has all the go to match the show. The Ninja 300 gets capacity hike from 249cc of the Ninja 250R to 296cc thanks to a longer stroke (62.0 x 49.0 mm as against the Ninja 250R's 62.0 x 41.2 mm). The hike has helped in presenting the Ninja 300 with increased torque and stronger mid-range grunt and the new engine now makes 39PS of power at 11,000rpm and 27Nm of torque at 10,000rpm. The new motor boasts of sleeveless, plated, die-cast aluminium cylinder, a new cylinder head, new crankcases as well as lighter pistons. Use of improved materials within the engine has helped Kawasaki to keep the motorcycle weight under check despite the bigger engine size as the Ninja 300 weighs the same as the Ninja 250R tipping the scale at 172kg for the non-ABS model.

The 296cc motor has undergone a major revamp internally to improve its overall power and torque delivery. Employing lighter pistons helps in achieving higher maximum rpm quicker and hence the redline on the Ninja 300 resides at 13,000rpm as against the high-strung 13,250rpm of the Ninja 250R. The lighter pistons also get flatter piston crowns for better combustion efficiency while the compression ratio too has been dropped from 11.6:1 of the Ninja 250R to 10.6:1 on the Ninja 300, which results in lesser operating temperature for the pistons improving their longevity.

In simpler terms, the bigger engine complemented by liberal use of high-end lightweight engine components internally has helped Kawasaki build an all-new motorcycle with a significantly different character than its predecessor. And the performance only goes on to testify the above claims. Mated to a slick six-speed transmission, the Kawasaki Ninja 300 has hugely benefitted from the capacity hike and improved torque with regards to its initial and mid-range acceleration with the bike touching the 100km/h mark from standstill in just 6.88 seconds. And it would have posted an even better time was it not for the inappropriate chain tension that our test bike came with. But a late six second time for 0-100km/h is no less a feat for a quarter-litre motorcycle and once you factor in the top whack which can go in excess of 175km/h given the road, the Ninja 300 has all the meat of a serious performance machine.

And unlike the Ninja 250R's lack of mid-range grunt eating into daily practicality on our traffic-filled Indian roads, the Ninja 300 packs in enough juice right from as low as 4,000rpm for comfortable commuting without having to keep shifting through the gears to keep the power handy. The chunky mid-range throw of torque present in the 300 gives it enormous functionality as was seen in our 30-70km/h roll-on test times with the Ninja 300 posting a time of 6.57 seconds in fifth gear andndash; almost a whole three seconds quicker than the Ninja 250R's time of 9.55 seconds in the same test. As aforementioned, Kawasaki's ethos of syncing race design with street functionality are not simply limited to the aesthetics of the machine but are deep rooted in the very essence of the Ninja 300.

KTM 390 Duke: First Ride

Varad More — 2013-04-23 21:16:20

Having already been introduced to the Duke 200 by KTM, many Indian bikers have been waiting with bated breath for the launch of the bigger 390 Duke. But it's not only the enthusiasts in the country who represent the eager bunch. In fact, its very own maker KTM Sportsmotorcycle AG too is sufficiently inclined to unleash the more ferocious sibling to the world. It is heavily banking on this machine as it prepares to launch the built-in-India motorcycle not just in selective markets, like it did with the younger siblings the 125 and the 200 Duke, but across 80 countries worldwide where it will share dealership space with all other KTM motorcycles. There is a lot riding on the 390 Duke for KTM as the Austrian bike-maker commences its onslaught on the street market after having globally led the charge in the off-road segment for over five decades now.

The 390 Duke is aimed at plugging the gap between the 200cc and the 600cc segments bringing with it strong performance in a lightweight framework offering form and function for the street. To be sold across all KTM markets, the machine has to deliver on all counts where it offers excitement for the established performance driven markets as well as practicality and affordability for the emerging ones. And by the looks of it, the 390 Duke sure does achieve all of that, with andeacute;lan. On the outside, the 390 Duke is identical to its younger sibling, the 200, barring minor changes to the graphics on the tank, all-new white paint scheme and the wheels and the steel trellis frame powder coated in trademark KTM orange.

Changes on the 390 are more for purpose than poise. For instance, the bigger Duke now gets bar-end weights on the flat wide handlebars and they do a fairly good job of keeping vibrations from throbbing the rider's palms. The view from the saddle is unchanged and the info-filled geek-friendly digital console upfront remains identical barring one small yet significant addition andndash; the ABS toggle switch. Located on the lower left side of the digital console, the switch to turn off the Bosch-developed ABS is slyly hidden and cannot be spotted visually but only felt on a press of the finger.

For the stunt crazy lads out there who prefer one wheeling over two, the trick to turn off the ABS is to slot the motorcycle into the neutral gear while the engine is running and to keep the button pressed until the ABS light on the display starts to blink. ABS De-activated And to turn it back on (we think many would want to on such a mental machine), simply switch off the engine and crank it up to get the ABS working again as the ABS indicator light stabilises.

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Thumb the starter and one can instantly figure that the engine note is raspier and the exhaust is significantly louder over the 200 Duke. Gruntier hum at idle, the loudness and crispy 'brraaaaaap' of the larger 390 Duke comes to light as the revs build up. The 375cc single cylinder motor, (the name 390 has been coined to maintain the Duke family naming andndash; 690, 990 and the soon to be launched 1290 SuperDuke) gets a new cylinder while the engine crankcase and the cylinder head are retained from the mill that powers the 200 Duke.

The KTM/Bajaj Auto development team hiked the capacity of the 200cc engine to 375cc by upping the bore and stroke from 72 x 49mm to 89 x 60mm. The dual overhead camshafts operate the four valves via DLC coated aluminium finger followers. The finger follower mechanism basically ensures a smooth and consistent valve actuation resulting in improved torque and power output while cutting down on fuel consumption with help of highly accurate valve operation even at sustained high speeds.

The 375cc engine gets a lightweight forged piston and Nikasil coated cylinder for improved engine response and longer life. All the techno-wizardry within the 375cc liquid-cooled fuel injected motor transforms in to a whooping power output of 45PS at 9,500rpm and 35Nm of torque at 7,250rpm. And to keep the temperatures from soaring, especially in warm countries, the 390 Duke gets a bigger radiator as well.

Mated to an all-new six-speed transmission, the gear ratios on the 390 Duke are well spaced to make good use of the available torque throughout the mid-range. Unlike the 200 Duke wherein one had to stay in the short powerband of the machine in order to keep the thrust handy, thanks to the capacity hike and solid torque output, 390 Duke offers a wide powerband that will appeal to fast riders as well as the lazy street bunch all the same.

A significant change which will appeal to most Indian biker junta is the tall sixth gear ratio, which hands the 390 Duke with some solid touring capabilities for our roads. While the 200 Duke felt stretched and out of breath at 138km/h, the 390 Duke can reach a top whack upwards of 170km/h while effortlessly sustaining triple digits cruising speeds slotted in sixth gear and nowhere near the redline andndash; and all this without compromising on the initial acceleration with the 390 Duke still managing an estimated 0-100km/h time in the region of five seconds. We will know for sure once we get to test the bike in India with our test equipment sometime next month.

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Honda Activa HET: Road Test

Arun Mohan Nadar Photography: Kunal Khadse — 2013-03-21 20:01:12

Scooter and the name Activa are synonymous to each other. When all the two-wheeler manufacturers were closing down their scooter operations, Honda made their foray into the Indian market with a scooter. In fact the scooter market is present currently because of the Activa, which speaks volumes about the Activa. Since the time of its debut in 2000, the Activa has been numero uno in the scooter segment and in the due course of time it hasn't been fiddled with much.

It was given a minor face lift both cosmetically and mechanically in 2009 but the basic DNA of Activa has remained intact. But times have changed much, since then and scooter sales have increased immensely. In fact sales of motorcycles have improved by just 1 per cent; whereas by contrast, the scooter segment has grown a tremendous 18 percent.

This has resulted in all the other two-wheeler manufacturers entering the scooter market aggressively and for the first time Honda was facing some kind of competition and it meant they have to up their game to maintain their reign. For this, the boffins at Honda tweaked the Activa's heart with "HET" (Honda Eco Technology). Will the HET-update help the Activa in maintaining its supremacy? Let's find outandhellip;

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Design:

Styling is the department where the new Activa has been neglected since design wise there has been no change in the new Activa, in fact it is impossible to differentiate the older and the new model. The only visual differentiating factor between the old and the new is the HET-badge stuck on the left-hand side panel of the scooter. Personally I feel this is a good move by Honda since the Activa has a conservative styling and neutral design to please the masses.

The clean and crisp line of the Activa makes it look still fresh and appealing. The instrument cluster remains same which is easy to read and understand but one feels a digital instrument cluster would have made more sense. Also the new Activa gets equipped with CLIC (Convenient lift-up independent cover) andndash; mechanism, this feature helps the owner to access the engine easily by just unscrewing three-bolts for maintenance. The fit and finish on the Activa is top notch with even panel gaps and good quality plastics all around.

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Engine:

One look at the engine case and there is hardly any difference between the old mill and the new one but all the new mechanical transformation lies underneath it with the HET-update. So what's this HET? Well it stands for Honda eco technology and the primary role of it is to reduce friction among the mating parts. The reduction in friction leads to improved performance and efficiency. Apart from that the new Activa gets Nickel coated spark plug which is a first for the scooter segment and the plugs have rounded edges, these changes have resulted in improved combustion.

One of the major changes made to the heart of the Activa is that the crankcase offset has been increased which has resulted in improved combustion and reliability. Although the increased offset hasn't made any changes to the Activa's power and torque figures but the new engine feels much peppier while the throttle response is more crisp. The inlets ports have been completely re-engineered and low-tension piston rings have been employed. The pulley converter ratios have been modified to enhance the smoothness of the auto transmission. All these updates have also made the new engine much more vibe free and the NVH levels are excellent.

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Aprilia Dorsoduro 1200 : First Ride

Varad More Photography: Kunal Khadse — 2013-03-13 17:42:15

Winter season is a great time to get on a motorcycle and head for a ride. The temperatures are bearable, there is no sign of rain and the soft sunlight makes for very pleasant scenery all around you. And it doesn't get any better than the editor handing you keys to the Aprilia Dorsoduro 1200 andndash; a big, bad 1200cc power-packed supermotard machine that has come straight from the Italian shores. These are the days that you look up in the sky, pass a soft smile while repeating 'Thank You' inside your head. It's the calm before the storm. A storm encompassing psychosis spawning from 130 horses let loose to play on a snaking road that goes disappearing into the vast horizon.

Backing it is a grunty 1,197cc 90-degree liquid-cooled Vee-twin motor that makes an empowering sound to wake up the dead as the needle on the tachometre whizzes past the 8,000rpm mark. It was a surreal experience each time I whacked opened the throttle on the Dorsoduro 1200 a bit recklessly and felt the acceleration jolt me hard into the saddle all the while struggling to grab the handlebars. Although, there weren't many straights on the chosen twisty road where I could keep the throttle pinned to stop to find out how longer I could play stupid. And thank god for that.

While most supermotards that I have ridden before have been lightweight and somewhat easy to get used to in rather short period of time, the Dorsoduro 1200 scared the wits out of me for most part of my first spin astride it within the city. It was only later that I straddled it on the open country roads and onto the curvy b-roads outside of the city limits is when I got a bit used to its hooligan character and the rather lanky stance of the 1200. With a saddle height of 870mm, the Dorsoduro 1200 is not exactly comfortable for stubby riders but more suited to 6-foot tall physiques.

So my 5'5-inch frame had a tough time getting accustomed to the tall riding position and I tip-toed most part of my ride in the stop and go traffic conditions within the city and through the countless traffic lights. But once out of the city to play on the winding roads, the Dorsoduro's agility and precision trumped its vulgar display of horsepower. Utterly well-mannered and sure-footed, the Dorsoduro 1200 held the line with precision attacking corners one after another at blitzkrieg speeds without letting out a single hiccup.

I wouldn't have been as impressed by its handling as I was if it was not for the bulk of the machine, tipping the scale at 212kg, and yet boasting such incredible road-manners. I did love it if Aprilia could bring that number further down to make the Dorsoduro 1200 a complete hoot to ride supermoto riding methodology of backing-it-in and outright sideways action.

But then the nimble handling character and well-heeled conduct of the Dorsoduro 1200 is largely attributed to the supple combination of a modular steel trellis frame secured onto aluminium side plates which hold the lightweight aluminium alloy swingarm in place aided by a pair of fully adjustable long-travel 43mm inverted suspension unit upfront and a piggy-back fully adjustable hydraulic monoshock on the rear, both being provided by motard-specialist German firm Sachs. The anchors on the Dorsoduro are provided by Brembo, with twin 320mm discs handling the stopping duties upfront and a single 240mm disc on the aft. The underpinnings on the Dorsoduro are ideal for supermoto setup and provide excellent road-holding capabilities to the motorcycle.

The slender frame despite its bulk makes for a great supermoto riding stance and sliding to and fro on the slim saddle is effortless. While initially I was mostly riding the Dorsoduro in a traditional road-riding form, as I got comfortable astride this maxi-motard, it felt like a natural progression to start riding with the leg out supermoto style shifting the weight all forward going into corners and then swiftly changing the direction of the machine from left to right for the next set of twisties.

But with 130 horses available on tap at 8,700rpm and 115Nm of torque coming in at 7,200rpm, the performance of the over square big-bore Vee-twin motor with a bore into stroke config of 106mmx 68mm is quite a handful on public roads andndash; even for seasoned riders. Initially I spent some time in the Sport mode while on the open roads but soon decided to calm my nerves and wriggle some sense into my head and opted for the rather pacifying Touring mode.

Mahindra Pantero : Road Test

Rahul Basu Photography : Kunal Khadse — 2013-03-04 12:50:36

Self-taught lessons are often the ones best learnt. While most of us shy away from having to learn things the hard way in the case of Mahindra's two-wheeler division the promise of the present has in a sense worked as a pacifier to what was unmistakeably a suffocated start to their motorcycle foray here in India back in 2010.

Somewhere in the outskirts of Pune the company's Rs 100 crore two-wheeler Randamp;D facility has been working day and night to build this promising future, and the recently unveiled 110cc bikes, the Pantero and the Centuro are indicative of things finally moving in the right direction for Mahindra. Unlike the earlier Stallio and Mojo models which the company had a minimal role in designing and assembling, these two new 110cc motorcycles have been designed in-house by Mahindra at their state-of-the art Randamp;D centre, and they have managed to design the bikes from scratch in all of 18-months.

The less premium of the two, the Pantero is now up for grabs pan India starting from a price of Rs 44,190 (ex-showroom Chennai) for the base variant and based on our first ride impressions the price seems quite befitting considering the product that is on offer. A closer inspection and longer distances now traversed astride Mahindra's remarkable new motorcycle for the masses has managed not only to maintain that positive impression, but in doing so also earn for itself a few more brownie points that only time and our tests could have captured.

One that deserves a second glace

I am a little flummoxed to be very honest at this sudden creative inspiration that car and bike design engineers in our country have attributed to the 'big cats' out there in the wild, who we otherwise are quite content watching on The National Geographic channel every other Sunday afternoon. This has however, managed to produce some very attractive vehicle body styles in recent times, and the Pantero is certainly no exception.

The bike certainly has a very stylish aura about it, and that's saying a lot considering its target consumer, who for the longest time believed an upgrade to a higher displacement motorcycle was the only way to get a few on lookers finally turn in their direction.

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A lean longish frame with a blackened engine and a neat exhaust coupled with classy flowing flame decals that run from the tank all the way to the tail along the sides gives the Pantero a very appealing overall look. Moving to a fully digital rider display wasn't too hard courtesy the Mahindra Rodeo RZ, but is nevertheless a welcome feature on this motorcycle. Sadly, a much smaller circular dial adjacent to the main display has a Mahindra badge pasted right in the middle leaving very little room for the high beam and direction indicators, which flash as tiny telltales that aren't easily spotted by the rider.

The front headlamp, which takes on a rather unconventional shape, thankfully makes room for pilot lamps that while come handy under poor visibility conditions and can be switched on even with the headlamps turned off. The primary headlamp however could have certainly done with a stronger beam throwing a wider spread of light. The taillights with its double deck LED layout at the rear are quite impressive.

Watching your back

Motorcycles belonging to this segment are quite focused on delivering the optimum fuel efficiency considering the longer distances they are expected to cover in a given timeframe. That being said, the comfort level of the rider over the course of his daily travel is of paramount importance and the Pantero caters to this need owing to some clever ergonomics and lightweight architecture.

The narrower proportions of the Pantero's fuel tank and its low-lying 774mm seat with its flatter and wider proportions that is the longest we have seen so far securely saddles the rider, and if need be even a pillion with adequate cushioning and support. The handlebar and foot pegs are placed at desired positions so as to cause minimal strain to the rider over long distances.

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Hyosung GV650 Aquila Pro : Road Test

Abhishek Nigam Photography : Kunal Khadse — 2013-01-15 18:30:54

It was way back in 2003 when I was aboard my humble Fiero F2 and I was blitzed by this mountain of chrome. It was so quick that all I could figure was that it was obviously quick judging by the way he blew past me and it sounded like nothing else in the Indian market. Luckily a red light upfront meant I could finally get to see what that flash of chrome was.

While I had heard about it, this was the first time I had laid my eyes on the Hyosung Aquila. 250cc, V-twin-oil cooled engine with 4 valves per cylinder with a whopping 26PS of power, it was the bike to have. A decade later, its back. With DSK as its associate, Hyosung is back with the Aquila name and this time promises to make an even deeper impact with its latest power cruiser. Related:

Lean and Mean

Mention the word "cruiser" to most people and they'll paint a picture of a heavyweight Harley. And as a result, out on the road be prepared to field a barrage of questions which will mostly be relating your Hyosung to a Harley. Now this isn't the first cruiser from Hyosung. They already have the brilliant ST7. Then why the Aquila you ask? It's pretty simple, it's the same reason why Harley-Davidson has the Fat Boy and the Night Rod. While the ST7 is your typical laid back cruiser meant to ride the torque, the Aquila is the one with which you go after the sportbikes. And the sleek design says the same.

The first thing that you notice is that there is a good balance of chrome and blackened cycle parts. The Aquila doesn't quite 'Bling' it on as the ST7 does and that's a good thing. The chiseled tank nicely blends into the seat which then flows onto one of the best looking rears seen on a motorcycle. Adding the much needed muscle are the massive chrome shrouds and the big bazooka of a silencer that makes all the right noises. Quality of components look and feel impressive barring a couple of places like on the brake oil reservoir and the chrome bit on the otherwise nicely designed or rather chopped front mud guard.

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The other thing that really catches your eye is the smartly executed instrument pod. Swathed in chrome, it looks quite neat giving the rider a clear view of all the information needed. The speedo dominates (there's no tacho), and there's also an engine temperature gauge, a fuel gauge, a clock, and a choice of two trip meters and an odometer. All this rounded off with the inverted forks and the meaty 180 section rear tyres gives the Aquila tremendous road presence and it is pretty much the cynosure of all eyes no matter where you take it.

Power to the Rider

Nestling between your legs is a 647 cc DOHC, water-cooled 90 degree V-twin. Pushing out 75 PS at a heady 9000 rpm and 62.1 Nm @ 7500 rpm, this isn't your typical cruiser engine. Transferring all that power to the rear wheels via a belt is a 5-speed constant mesh gearbox.

Right then, time to hop on. The moment I sat on the bike, it instantly felt comfortable and accommodating. The seat itself is broad and comfy, and the ergos just felt right. I could stretch my legs out to the forward controls and the swept-back bars were an easy stretch away. Prodding the starter sees the V-twin whirr into life, and yes, it's more of a whir than a rumble. The cable clutch is super light, and the gearbox selects first with a positive action, so far, so good.

A handful of revs sends the low-slung sled on its way, and in the first few meters it's readily apparent that this is one very manageable, sorted, and easy-to-ride machine. The Aquila offers plenty of go on the road. With a strong bottom end and midrange, it surges away from a standing start with impressive pace, and the acceleration really doesn't start to soften until you reach three-figure speeds. The 100 km/h barrier is broken in 6 seconds while 140 km/h comes up in 10.9 seconds flat. There's plenty there to win the traffic-light GP and keep the cages where they belong, in your mirrors (safest place for them, I reckon).

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Bajaj Discover 100T : First Ride

by Varad More Photography Kunal Khadse — 2013-01-11 00:46:56

Building a brand around its products has always been the ethos at Bajaj Auto as can be seen from the legacy of the Pulsar which has carved out a niche for itself in the Indian motorcycle space amassing a sizable number of followers over the last decade and firmly gripping over 40 per cent market share in the 150cc and above class of motorcycles sold in the country.

That said, the gains don't simply end at the Pulsar marque. The trickle-down effect has benefited other products from Bajaj Auto's model range as well, especially the Discover series which has eventually consumed the Pulsar genes seeping into its structure from time to time without losing its econo-centric mindset but instead using it for shaping of the Discover brand, a moniker now synonymous with value-for-money notwithstanding what echelon of the Indian motorcycling spectrum it plies in.

And the strongest support to this argument came last year in September when the Discover 100 DTS-Si surpassed the Hero MotoCorp's blue-eyed boy, the Splendor, to bag the honour of world's largest selling motorcycle, with sales totalling to 1.22 lakh against Splendor's 1.21 lakh in that month. However, the Chakan-based bike-maker sees it only as job half done and is now looking forward to build on the Discover brand's existing eminence to raise the bar higher by the means of empowering the everyday commuter with technology and style. Offer the average Joe something which he should have been handed eons ago.

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Welcome then the next generation Discover 100T (T standing for Tourer), a commuter offering in the 100cc space borrowing new-age technology and styling from its recently launched elder sibling, the Discover 125 ST (Sports Tourer). It has been a common practice adopted successfully by motorcycle companies the world over to develop new technologies for their flagships and then employing them across the lower model range to bring the market up to speed one step at a time.

Sadly, most Indian two-wheeler makers have missed this important detail of bringing their offerings up to speed with the modern-day tech in the volume segment and the result is we are still stuck on archaic sloper mills with 2-valve heads and more such equipment which has been scrapped by the world long back.

With the new Discover 100T, Bajaj Auto does more than just offer another feature-rich premium commuter but a top-spec machine which excels in every department important to the end user and looks good while achieving all of it with conviction, however without really burning a hole in the pocket. Borrowing design cues directly from the Discover 125ST, it is easy to notice the family resemblance between the two Discover siblings but the key is that it helps in presenting the younger one with the bulk and form of the elder sibling. And boy does it look good

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Mahindra Pantero: First Ride

Varad More Photography: Kunal Khadse — 2013-01-10 15:06:09

Back in July last year, Mahindra 2 Wheelers inaugurated a state-of-the-art Research and Development centre in Pune consisting a team of about 175 young engineers led by the feisty PS Ashok, who has been handling the automotive Randamp;D for Mahindra andamp; Mahindra and has the Maxximo and Gio automobiles to his credit. The decision to establish its own Randamp;D centre for Mahindra 2 Wheelers came after the Stallio didn't quite stir up the segment for Mahindra.

Not the one to be bogged down, Mahindra 2 Wheelers has taken the right initiative and set up its own development house instead of roping in another movie star to endorse its products, a step that shall present the company with incredible advantages in the coming years as can be seen from the very first result of the new Randamp;D department, the Mahindra Pantero andndash; a 110cc motorcycle plying in the volume segment.

Design andamp; Styling:

At first glance, many would simply discount it for a rebadged Mahindra Stallio, but delve deeper into the underpinnings of the motorcycle and it is clear that barring the cosmetic similarities, the Pantero is a brand-new product built from the ground up by the Indian bike-maker. On the outside, the Pantero takes the basic design of body panels and fuel tank from the Stallio with the large front bikini fairing housing LED pilot lamps (three on each side) and the headlight.

Having scrapped the Stallio project in totality, the Randamp;D division at Mahindra 2 Wheelers has made sure to not only iron out the glitches that came to fore on the previous model but also gone a step ahead and bettered it in every department crucial to the commuter segment. For instance, the fuel tank although still a bit narrow, like on the Stallio, is now aided by a longer (774mm, longest-in-class), flatter and a bit wider seat, making for a comfortable riding stance.

Couple that to the feet-forward placing of the rider foot pegs, and the ergonomic geometry is dead right for city commutes. A closer look and it is telling that the overall built quality and finish on the Pantero is not just better than what we saw on the Stallio but on par with the current competition in the 110cc class of motorcycles.

The paint quality is well finished and there are no shoddy panel gaps or dodgy weld spots visible on the outside. The full digital display console upfront comprises a tachometer, speedometer, fuel meter and tell-tale lights. While the console is up to the task, the switchgear quality on the chrome-laden bars could be improved to gel with the overall finish of the Pantero.

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Engine:

The indigenously developed 4-stroke, 110cc, air-cooled, SOHC sloper mill is mated to an all-new 4-speed transmission with an all-up shift pattern. The 8.6PS of power let out at 7,500rpm and 8.5Nm of torque available low down from 5,500rpm is transferred to the rear wheel via a final chain drive.

The basic engine architecture like the bore x stroke is identical to the Stallio, but it now boasts of MCI-5 engine tech, which stands for Micro Chip Ignited 5 Curve setup that aids in improving low-end torque and overall efficiency of the 110cc engine. Benefits of which are visible in the way the motorcycle lugs effortlessly from 15km/h all the way up to 70km/h in fourth gear.

While Mahindra claims an ARAI fuel efficiency figure of 79.4kmpl, we shall soon let our test find out what the bike is capable of. But in the short ride that we had, the motor felt peppy and much refined in its new guise though at higher revs the engine does feel a bit loud when compared to rivals and there is scope for improvement in reducing the overall noise and harshness from the motor.

Handling

Looking after the dynamics of the Pantero is an all-new double cradle frame which is 1.87kg lighter while offering improved rigidity and revised mounting points for the engine. Unlike the two-point mounting seen on the Stallio, the engine is fixed into the new frame on a three-point mounting on the Pantero for a more robust holding.

Telescopic suspension ake care of damping upfront while coil spring adjustable twin shock absorbers do the duty on the rear. Set up brilliantly to take over bumpy roads without upsetting the balance and handling of the motorcycle, the suspension components offer a plush ride without compromising the Pantero's road manners.

Fairly well-drawn wheelbase of 1265mm endows the Pantero with good stability but the employment of an archaic tubular swingarm instead of a box section unit, which is a norm on today's motorcycles, is a bit disappointing. The 130mm brakes too could be bettered as under emergency braking they feel like they can use some more bite in them. The MRF Nylogrip tyres on the neatly designed 18-inch five-spoke wheels offer excellent grip levels and play a vital role in the Pantero's handling dynamics.

Final say

To sum it up, the Mahindra Pantero is not just a meek update to the Stallio but an all-new motorcycle on the inside from the Indian bike-maker. While the usual drill is to change the clothing while carrying forward the existing skeleton, Mahindra 2 Wheelers has done the exact opposite by maintaining the same exterior make up to keep costs low while building an all-new motorcycle underneath the bodywork resulting in a product that is that is on par with its rivals. Less frills, more substance seems to be the mantra for Mahindra 2 Wheelers and we are in accord with this principle.

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TVS Phoenix 125 : Road Test

Ravi Ved and Varad More Photography: Kunal Khadse — 2013-01-03 17:46:48

With rapid development in technology coupled with an increased awareness and enhanced buying power of the consumer, we are seeing the transitional shift in the lower end of the Indian motorcycle space, especially, the switch from the bare bone 100cc commuters to the more powerful and stylish 125cc motorcycles, making this a significant segment commercially for all two-wheeler manufacturers operating in the country. Having said this, the battle lines have been formally written with the likes of Hero MotoCorp, its erstwhile partner Honda via HMSI and Bajaj Auto being in the thick of things in this vital segment.

Others like Yamaha and Suzuki have flattered only to not keep the pace of development and intensity of promotion going relegating them to followers behind the above mentioned trio. But then what about the missing brand which was so very much in the thick of all commuter-oriented thought andndash; TVS? So many times it came close but never really dominated the senses as it was capable of and here again for the umpteenth time it has thrown its hat into the proverbial ring where it intends its Phoenix to rise as the fabled bird and soar to success.

Will it or can it are questions to which the answers would be forthcoming some time later in 2013 but right now one has to understand the time lost to market for the firm which had so many early successes in the field starting with the 100cc AX100 then with the Samurai, the Victor and to a certain extent with the Fiero. I am not saying that its other offerings were not good but in this class of bike where you need to be consistently better than good and deliver strongly given the fact that money is made on volumes and not just on per unit sold (unless of course if you are Bajaj Auto and the back end is there to deliver any which way), TVS has loads of work to do to get within striking distance of its combined competition.

It managed to get going in the 125cc segment with the Victor 125 GLX but this didn't help volumes. However its next model to grab sales here was the Flame in 2008 but the burnout caused by the techno-legal issue with Bajaj Auto doused its chances. Well, to give the Hosur bike maker its due, it is back to try and give its 125cc ambitions another go with the Phoenix and without any preconceived notions or any focus on its predecessors, we get to grips with what is, at first sight, a pretty strikingly turned out motorcycle.

DESIGN

Styling is quite a crucial factor for motorcycles in the 125cc segment being mid-way between the commuter class and the relatively sporty 150cc segment. And in the premium 125cc niche segment, product placement is a vital aspect. Tagged as a premium class entrant, the styling of the Phoenix is conservative yet attractive. The smart design features a typically TVS wide front fairing that contains the headlight, with the all-day LED powered pilot lamps adding some glamour. The spread out side panels and the wide slash-cut tail light looks similar to the one adorning the Star City and the TVS family resemblance is evident.

However the manner in which the nose fairing, the tank, the side panels and the tail have been crafted and integrated is pleasing with a good blend of surfacing along with snazzy graphics to make the whole ensemble a striking one. The funky new graphics on the tank, digital console, petal disc brake up front and hazard lights imbue the Phoenix with a fresh, youthful aura. However, despite a rather extended features list, the Phoenix does not come across as being more premium or different from the Star City, something which rival manufacturers have succeeded in differentiation with ease in their own portfolios...

The wide tank (good to take in 12 litres of petrol) that boasts the bike's displacement fairly loudly is well crafted and easy to grip with the inside of the thighs. The orange backlit digital console houses a bar graph speedometer which is snazzy to look at but is quite difficult to read and decipher in real world conditions, especially when on the move. Apart from the usual telltale lights, there are low battery and service due indicator lamps along with a digital fuel meter. However this premium offering from TVS misses out on a tachometer, which is a norm for premium 125cc motorcycles in India.

The tall and wide handlebars enable the rider an upright seating position ideal for city commuting.The chrome-laden bars sport newly designed switchgear with large chunky buttons and switches that make for good ergonomics. The bike is also fitted with a first-in-class hazard warning switch, sadly where the engine kill switch should be. The black six-spoke alloys with a 240mm dia petal disc up front, the black-finish engine and the exhaust are well built and turned out. All in all the Phoenix design sports a load of TVS signature flair, but while some of the stuff works best when seen from afar, overall it is a bit of this and a bit of that machine.

Royal Enfield Thunderbird 500: Road Test

Priyadarshan Bawikar Photography: Kunal Khadse — 2012-12-07 16:28:41

It's always a very exciting prospect when Royal Enfield launches a new flagship. The smallish Chennai based company has been churning out a steady stream of motorcycles almost since the days of the Raj and if anyone was to look at the kind of bikes the company made then and what's rolling out of the factory gates right now, they might be forgiven for thinking little has changed in over the last five decades or so. But they'd be dead wrong. Classically styled and nostalgia fuelled they might be, but the boffins at Royal Enfield have slowly, but steadily, modernising the motorcycles they make, at this juncture they probably offer a very interesting mix of old world and new in a way nobody has really done so far.

The last big jump we saw what the appropriately named Classic 500 andndash; a bike that looks like a 1950s Bullet, but is powered by a modern aluminium-block 500cc electronic fuel injected engine which shot to flagship status in the company's line-up. And we absolutely loved it in every way. So you can imagine then that when RE announced that a new flagship was coming out in the form of the Thunderbird, it left us a little stumped.

Let me get this one fact out of the way. I'm not what you might call an 'Enfield-guy', but I've had the opportunity of clocking a few thousand kilometres on the older Twinspark 350cc Thunderbird during the 2009 Royal Enfield Himalayan Odyssey. While the bike certainly managed to impress me, it still wasn't the quintessential 'Enfield' for me, and that slot always belonged to bikes like the Machismo (LB) 500 and more recently the Classic/Desert Storm 500. And I absolutely adore these bikes, so it was with natural scepticism that I approached this new Thunderbird 500.

It's got the 'Machismo'

In the way it looks that is. While an average Joe might have difficulties distinguishing an RE Classic from a Standard, there is no mistaking this new Thunderbird 500 for anything else on the road. Now everyone, including myself, had first seen the T-bird 500 in January this year at the 2012 Auto Expo in Delhi, and based on that I had already formed an opinion on the way it looks. Let's just say that it wasn't a very positive one.

But after seeing the bike standing in front of me in our office parking, I realised that I mustn't have seen the bike at the Expo very properly and how wrong my opinion had been so far. The bike is absolutely striking any way you look at it. While the overall proportions of the original Thunderbird (which has been around for the last 10 years by the way) have been maintained, the new bike is full of little changes, both aesthetic and technical that gives it a very different aura.

In an unfaired bike, the engine is a standout member of the design and forms a big part of the aesthetic appeal. In the first 350cc T-bird, the archaic AVL engine had been somewhat of an eyesore. This was thankfully revised when the AVL was swapped out for the Twinspark UCE mill in 2008. Four years hence however, the design gurus at RE have taken a very different approach with the fuel-injected 500cc UCE motor that has been plonked into this new T-bird. Gone is that dull aluminium finish, replaced by a full matte black treatment to the crankcase while the block features a similar flat black finish, albeit with buffed edges on the cooling fins. The result is absolutely stunning and vastly reminiscent of what you find on some of the Evolution engines on the Harley-Davidson Sportsters.

The fuel tank has also been enlarged, and while we shall discuss the benefits of this a little later, combined with new engine design, it gives the bike a much more muscular stance. Then there are all the little details such as the new projector assembly housed inside the main headlight, the new blue backlit meters with a tacho as well as an LCD display, the split seat, new smaller indicators, redesigned rubberised footpegs, a new LED tail lamp assembly, a completely redesigned exhaust pipe... the list is rather endless. And in the classic case of "You can have it any colour as long as it's black", the Thunderbird 500 is offered in three shades of black, which normally would've been a major downer, but in combination will all the new bits, the end result is quite impressive.

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'Electra'fying new heart

At the heart of this beast is the 500cc engine that we first saw on the Classic last year. This air-cooled, 4-stroke motor uses a twin sparkplug setup and as is the tradition in all Royal Enfield motorcycles, features pushrod driven overhead valves. Just like in the Classic, carburetion is via an electronic fuel injection, which for the Thunderbird 500 has been retuned for even better throttle response through the rev range. In terms of power output, not much has changed with this engine pumping out 27.6 PS of power coupled with 41.3Nm of torque. Even the 5-speed gearbox seems to have gone under the hammer in the sense that shifting cogs no longer requires the use of one.

Goes like 'Lightning'

In our performance test, the figures reflect that the Thunderbird 500 () does the dash from zero to 100km/h in about 12.5 seconds, which is nearly a second and a half slower than the Classic 500. This is evident even while riding the bike without any fancy test equipment. The T-bird lacks the neck-snapping acceleration of the Classic and instead seems to have been tuned for better response through the rev range. There is a continuous surge of torque available the moment you open the throttle continuing on almost till you reach the redline. This means that in-gear acceleration is where the T-bird really excels, with the 30km/h to 70km/h run in fourth gear dispensed off in just 8.72 seconds.

Eventually it will hit a top speed of nearly 130km/h, but high speed bursts aren't really the T-bird's forte and its happiest singling along at 80-90km/h. Shedding off all that speed however isn't as easy as gaining it. Even with a 280mm disc with a twin-pot calliper at the front and a 240mm disc with a single pot calliper at the back, this nearly 200kg machine takes its own sweet time to slow down. The braking isn't what you might label bad, but the problem lies more in the feel of the brakes, which is rather vague.

Hopping like a 'Flea'

Now I've always been a huge fan of how the Classic or Machismo tackled the twisty stuff but not so much the way the original Thunderbird 350 handled. It wasn't bad, but just not what you need to carve corners. But nothing could've prepared me about the way this new Thunderbird 500 () handles. It is as nimble, if not more so, than the Classic and on top of it, it feels way more planted even through the most high-speed of turns. This new change in the dynamics is thanks in one part to new fatter 41mm forks up front, which really improve the front end stability and feel, even though the front wheel is running a larger 19-inch setup. The other credit goes to the new box section swingarm andndash; a first on any Royal Enfield bike in India.

These two factors work together in perfect harmony to create a handling package that one would never expect from a bike which has been labelled as a 'cruiser'. In fact, the changed handlebar setup also aids in quick changes in direction, while the pegs, which have been moved forward by an inch or so, let the T-bird achieve lean angles the original 350 could only dream of. This might even sound like sacrilege, but I daresay that given a nice set of twisting and turning road, the Thunderbird 500 will even leave the Classic 500 for dead. The only real downside to this handling prowess is the tad stiff suspension setup, which is not ideal for bumpy roads. But I'm sure one can sacrifice some of that razor sharp handling for a slightly more pliant ride if tackling broken tarmac.

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Harley-Davidson Fat Bob : Road Test

Varad More Photography: Kunal Khadse — 2012-12-07 14:33:10

Let me just begin with a confession. Harley-Davidson motorcycles are not exactly my weakness. Least I possess common traits of ardent Harley fanatics, like overgrown beard, long hair or not a chance in hell do I possess tattoo donning big arms. Honestly the only thing that is common between Harley lovers and me is the thirst for open road and good beer. I am the typical speed fanatic, corner-carving junkie who seldom takes to cruising a'la Easy Rider style. So when the job of bringing the newly launched Harley-Davidson Fat Bob from Mumbai to Pune was assigned to me, I was a bit sceptical but took a shot at it just to see what the buzz is surrounding these big burly motorcycles which date back over a century (This year the American manufacturer celebrates 110th anniversary Wow)

As I started towards Pune riding through the traffic clogged streets of Mumbai city during the peak hours of the day it was startling to know that this beast weighing over 320kg was weaving through tightly packed cars and buses with surprising agility and least effort from my end. The cushy large saddle pampering my behind hinted clearly at the bike's ability to gulp down miles without aching the rider over the long hauls. Although, built for the lanky Yankees, the ergonomics took time getting used to for my 5'5" frame, especially when riding at crawling speeds in traffic. And I really think the guys at Harley-Davidson India should reconsider the ergonomic geometry for Indian physiques in order to make sure that the not-so-tall Indian bikers too get to enjoy these lavish luxury cruisers in their best form.

Once I was out of Mumbai and positioned to hit the open NH4 highway leading to Pune that is when I really got to unravel the mystery surround the Harley-Davidson motorcycles. And helping me do that in the best way possible was the pre-winter season in this part of the country offering excellent landscapes all around and a perfect weather for a motorcycle ride complete with soft sunlight, cool breeze and smooth tarmac. Through the city I found the ride ability on the Harley-Davidson Fat Bob to be a bit troubling having to go through the gearbox to keep the torque rolling in, but on the highway it was a perfect setting as I found out later.

Slotted in sixth gear, the vehicle effortlessly cruised at triple digit figures and nowhere did it feel slacking when a snappy overtake had to be made. But more importantly, the way the experience unfolds as one rides on these burly beauties on the open stretches of tarmac is the key to the Harley-Davidson lineage. I mean they haven't survived 110 years on voodoo The experience of sitting on a massive 1,585cc Vee-twin engine pumping out 126Nm of torque and capable of reaching 100km/h from naught in just 5.9 seconds as well as the charm of having a gorgeously crafted, intricately detailed motorcycle between your legs is indeed an addiction. Especially, a machine like the Fat Bob which is eager to throw heaps of power to the rear wheel at the slightest twist of the right wrist, resulting in a solid thrust pushing the rider deeper into the saddle as he sits looking stupid and flaunting a mile-wide grin inside the helmet.

Couple that to the laidback, feet-forward couch-like seating posture of the Harley and what you get is one pleasurable ride keeping it all simple and casual allowing the rider to celebrate in the open road. This train of thought hit me as I stopped for a tea break in Lonavla (sort of midway point in the Mumbai-Pune journey), known for its scenic locales. Getting off the saddle it was noticeable that there was no aching butt or fatigue from the ride so far. And while I was soaking in this new form of joy that comes with Harleys and them only, which I had not known until now, another strike took place. Even before I could get to the first sip of the tea, I was showered with questions from a mass of crowd which gathered around the FatBob in such intensity that it would shame any celebrity.

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Among the zillion questions that I got asked in my rather brief stop, not once did I encounter the perennial 'kitna deti hai?" enquiry and that told me a lot about the Harley-Davidson brand and its machines. Reaching Pune I took a good look at the Fat Bob and it put things in perspective furthermore. A machine so tastefully designed and craftily finished, it is rich and grand in every possible way. There is no sign of tacky work and the world class level of paint finishing from start to end complimented by liberal use of chrome stems opulence in its purest form.

Twin headlights upfront, neat and tidy chrome-finished instrument console on the burly bright red fuel tank that sits atop the large Vee-twin Twin Cam engine, it's hard to not notice the expertise of detailing on the Fat Bob or any Harley-Davidson motorcycle for that matter. The sculpted seat with a rather small saddle for the pillion too gets stylishly done design cues and contours which provide comfort without looking dull or bland. Now that is not exactly easy to achieve, especially on a motorcycle.

But Harley-Davidson has mastered this art over a really long period of time and their motorcycles have evolved without compromising the classic retro edge which really sets them apart from the rest of the motorcycle brigade. If only Harley-Davidson India could make small amends to the ergonomics to suit Indian rider physiques and work out a better pricing for its beauties in India as well as a larger dealer network, there is a sizable chunk of cruiser lovers in the country today who would jump on the opportunity of owning a Harley-Davidson motorcycle. For now though, those with deep pockets certainly have a variety of Harley-Davidson models to choose from and the one who wants a hot-rod powerful bobber from Harley's Dyna family (which is brought in as a CKD and assembled at Harley-Davidson's plant at Bawal in Haryana), the Fat Bob is the most fitting option at Rs. 12.8 lakh (ex-showroom, Delhi).

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Ducati Streetfighter 848: First Ride

Adil Jal Darukhanawala — 2012-12-06 17:35:41

It was getting to be rather tense. It was the Sunday during the Malaysian Grand Prix and the dense clouds had darkened. The Moto3 Grand Prix had just got over to a nail biting finish with an all-KTM dog fight won by half a wheel by champion elect Sandro Cortese from local ace Zulfahmi Khairuddin and I was yet having the woollies in the stomach.

No, it wasn't about the MotoGP event to follow, mind still fresh from the tragic crash that robbed us of Marco Simoncelli at this very circuit a year ago but for the fact that if the dark clouds persisted, my ride the next day on the very Sepang circuit with Ducati would have all but been taken to the cleaners It was not about the fact that the bikes lined up for us the next day, as part of a certain arrive and ride event (not to be confused by the DRE or Ducati Riding Experience) included the Panigale and the Diavel but the fact that there was also the 848 Streetfighter, a bike from Borgo Panigale which I hadn't swung a leg over and ridden in anger.

A Streetfighter 848 over a blue-blooded circuit scratcher like the Panigale on a classic Grand Prix circuit? You would think I must be joking but having ridden the Panigale superbike at the Yas Marina circuit earlier in the year during its global launch, I knew how good it was but life is all about experiencing new stuff and the 848 was a gap in the awareness I wanted to go and fill up.

As it transpired the next day, I knew that I was spot on in my choice of mount for sizzling Sepang Having been drenched from head to toe thanks to the two-hour long cloud burst after the final race of the day at Sepang (not unusual for a tropical land), I was smiling like an idiot while all else were scurrying for cover

I know that lightning doesn't normally strike twice in the same place and felt comfortable that the next day would dawn sunny and clear And further bolstered by the thought that the next day I would have the chance to ride alongside the riders who I marvelled at and worshipped some years ago as literal demigods, I knew that nature's pre-event cleansing was apt

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Sepang was bright and fresh when I landed there the day after the Malaysian Grand Prix andndash; bright and sunny with clear blue skies and then a sight to gladden the heart andndash; rows upon rows of Ducatis red, yellow and black, all lined up for us riders to get astride and ride the full GP circuit Panigales, Diavels (yes, there were a few of these as well for those brave enough to try and chase Loris and Troy astride this rocket cruiser), 795s (yes, the very same which have yet to arrive in India), a few Multistradas and of course a whole squadron of 848 Streetfighters.

Now one knows that this category of no-nonsense street scratcher is a recent extension of the naked superbike scene which has multiplied manifold in recognition and critical mass all over the world and for it to have been spawn from Ducati's WSB-winning genes is enough to get the juices flowing. When talking about the Ducati Streetfighter 848, one of the key points to note is that it replaces the base model 1098 Streetfighter, which means now the Ducati Streetfighter line-up is made up of the 848 and the high-spec 1099 Streetfighter S.

This has helped Ducati bring clarity to its naked bike model range while offering a practical offering in the middleweight class of motorcycles and therefore a lot is riding upon the junior Streetfighter.The Streetfighter 848 is bold, brash and beautiful no matter from where you look at her. And helping its sporty demeanour is the sorted frame which it borrows from Ducati's massive parts bin with much of it coming from the Superbike 848. So the sharp, agile and exciting characteristics of the supersport chassis are infused in the 848 as well.

The only marginal but significant change to the geometry of the 848 is a reduction in the rake to 24.5 degrees from 25.6 degrees of the bigger Streetfighter S and by doing that the chassis engineers at Ducati have managed to improve the overall front-end feel on the 848 leading to a confidence inspiring feel. The first two corners at the Sepang circuit are rather tight and require one to swiftly change direction, which on the 848 was a breeze as she briskly went from the tight right-handed first corner leading into the tightening left-hander in an absolutely composed and smooth fashion. And this sort of razor-sharp handling is attributed to the superbly balanced trellis frame of the 848.

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Royal Enfield Thunderbird 500 : First Ride

Muntaser Mirkar Pics: Sanjog Patil — 2012-10-11 12:00:53

There are only two ways you can think about a Royal Enfield motorcycle andndash; either you like them or you don't. In all these years of watching the Bullet thump by, I have never encountered someone who doesn't have an opinion about them, but if there's one fact that even the haters will have to agree to, it's that RE's bikes exude a certain old-time charm that is simply lost in today's age of technology. With the Thunderbird 350 being in existence for over ten years an upgrade has been due for a while and that's just being subtle about the delay Of course, the big cruiser evolved in the years since, moving from the AVL lean burn motor to a more sophisticated Twin Spark unit.

Despite its biggest USP being its classic appeal, to stand the test of the times technology has to be embraced and the Thunderbird had to become sharper not just in form but also in function. You'd think it would be an easy task plonking in modern technology given the resources available today but to have to retain that old school charm is definitely a challenge. It seems though that the crew at Royal Enfield sure know how to.

At first glance you'll almost feel like nothing's changed at all, but it's only when you take a good look that you see how different the new Thunderbird 500 is from its smaller engined predecessor. The trick with this is that the Thunderbird isn't made to look like a sibling to the 350, but in fact like a 350 that has put on more muscle and shaped up in the right areas. So the bike's very attractive upswept stance remains, but that form has been given an extremely attractive makeover.

The headlamp unit remains round, but now gets an integrated H7 55/55 W spec projector lamp with a very BMW-ish halo around it that acts as a day time running lamp and looks super cool The chrome twinpod meters are now shorter and get a matt black base. The instrumentation itself gets a classy touch with great blue backlighting and a digital readout for the odometer, tripmeter and fuel gauge, now also incorporating a handy trip computer that gives you entertaining information such as the average speed and such. The tell tale lights though could have been better illuminated to be able to spot in daylight. There is also a neat hazard light function in the new bike as well. Switch gear is all-new and there's a very neatly crafted handlebar bracket that has the Royal Enfield logo etched in.

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The fuel tank is the biggest change that gives the 500 its muscular demeanour along with the very 'American' blackened engine with biffed fins treatment. The exhaust pipe loses its conical end gets a nice cylindrical end with two blackened bands at the tip and also gets covered with a heat shield andndash; no more charred right ankles then, good The seat retains its curves but is now split with the pillion part removable to reveal a very tourer-friendly flat plate to mount your luggage to.

Grabrails finally let go of the chrome and settle in for a powder-coated aluminum look with a short backrest for the pillion. The tail lamp gets the LED treatment too with vertical light guides giving the Thunderbird 500 an unmistakable identifying element. The only bit that seems a tad out of place is the large-ish rear mudguard but we reckon that has more to do with ARAI regulations than design disregard. The best part is that we've all seen this new Thunderbird before at the Auto Expo earlier in 2012 and the production bike hasn't changed from that at all and it even stays true to its front 19-rear 18 inch tyre configuration.

Apart from the big styling update, the other most important evolution on the Thunderbird 500 is of course its powerplant andndash; now carried over from the tried and tested Desert Storm / Classic 500. The 499cc displacement is achieved through a 84mm x 90mm cylinder dimension and is fed through a Keihin electronic fuel injection system. All that gives this T-bird 41.3 Nm and over 27 horses andndash; that's a whole 13 Nm of torque and more than 6 horses more power than the 350.

The engine is still a stressed member in the scheme of things as far as the single downtube chassis is concerned and is mated to a 5-speed gearbox. It seems pretty obvious that the airbox has been played around with a bit as well and this unit emanates a throaty almost-performance-air-filter type roar unlike we've ever seen on any Royal Enfield before andndash; it actually sounds pretty neat Those looking for the quintessential Bullet-thump might be a tad disappointed then, but give that motor some revs and the smiles will return. All that has given the Thunderbird 500 some pretty good fuel efficiency as well andndash; our Bangalore-Ooty-Bangalore run returning somewhere around 45 kmpl (roughly calculated, and with riding on the open highway almost all the way).

The 500 also gets a much-needed tweak to its suspension both fore and aft. The front forks are now thicker at 41mm and there's no offset with the axle either andndash; exactly what a modern motorcycle front should be like. The swingarm is all-new and features a box section softened around the edges. Ride quality thus improves massively, but what is even more fascinating is the big leap in handling. The changes on the front end coupled with a wheelbase that is shorter by 20mm makes the Thunderbird 500 a delight on a set of twisties.

So this isn't just a highway cruiser, but a bike that you could occasionally carve corners on as well. The bike turns in really quick and is way more flickable than it used to be. Add the fact that the ground clearance has increased by 5mm despite the bike being exactly that much shorter in overall height and you know this isn't just a Thunderbird with a cosmetic upgrade and a bigger engine andndash; it's actually a much better machine than it ever was.

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Yamaha Ray: First Ride

Rahul Basu Photography : Priyadarshan Bawikar — 2012-09-18 23:15:41

It closely resembles the most dashing looking moto scooter on sale in the market today, and yet it seeks to satisfy a very different kind of customer. Call it plain old chivalry or clever product strategy Yamaha India has created what it is convinced will be a new 'Ray' of hope for enthusiastic female scooter riders in the country.

Priced at Rs 46,000 (ex-showroom Delhi) the country's first ever scooter offering from Team Yamaha, namely the Ray is here to squeeze itself into a two wheeler category which isn't just expanding heavily in sales and volume, but is simultaneously maturing across verticals, be it design, overall efficiency or just clean and simple practical motoring.

However, given the direction that Yamaha has taken with regards to conceiving the Ray and perfecting it for production in the months that followed the unveiling of the first concept at the AutoExpo in January this year, it must be said that the final outcome is a noteworthy one.

Design: Fairer Sex Flavour

For those who have already begun comparing this new face with the current generation Honda Dio it's seriously time to stop. Yamaha may be among the late comers in the Indian scooter segment, but isn't exactly new to the small moped/scooter business globally and a quick glance at its Mio Ultimo and the likes family of commuters selling across Southeast Asia for almost a decade now will better explain the inspiration behind the V-shaped headlights that we absolutely adore on the new Yamaha Ray.

Unlike larger-bodied scooter models now present in significant numbers, the Ray settled for a rather leaner and well sculpted body frame (1835x675x1075mm) that isn't necessarily feminine in its overall demeanour.

The rider display is lavishly laid with a bright white speedometer dominating the central part of the triangular shaped console flanked on either side by turn indicators and the high beam signal lamp. The fuel gauge finds room in a much smaller reverse triangle below the main display.

Elbow deep cubby holes make up the front dash, while a 15.5 litre under seat storage area comfortably fits a regular sized helmet. A highlight feature for me on this bike were the compact leg shields that offer protection to the rider's feet in the advent of an unsavoury fender bender.

The Purple-pastel dual-tone version we rode might have more feminine appeal, but there are five other even cooler shades to pick from. We found the Blue-gray two-tone job rather dashing and this will likely be the shade of choice for strapping young lads, but the classy Burgundy Bliss was my personal favourite.

In fact, the matte-gray (or matte-black in half the colour options) lower panel contrasts beautifully with the high-quality gloss finish of the primary body panels, and really does deserve a special mention. That apart, the inclusion of a telescopic front suspension, sizeable grab bars and a hip stopper for pillion riders, not to mention the rather unconventional yet stylish tail lamp assembly with clear-lens indicators are all very neat touches to this very female focused scooter architecture. Can't think of a good reason why their male counterparts would desire to settle for anything lesser.

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Ergonomics: Come as you are, ride as you will

Unlike many scooters built for a more relaxed city ride, the Ray has a much narrower footboard. This leaves little place for added baggage, especially for riders with generous feet, but should give enough room to dainty footed women on the fly.

The seat height from the footboard and the comfortable positioning of the handlebars means that riders even with varying proportions are well planted on the vehicle. Taking the backseat on this city scooter is also a rather comfortable affair. Despite carrying leaner proportions all around, the Ray does widen up matters for its pillion rider, where even fat friends settle with little fuss.

Weighing a shade over 100kgs the Ray is an ergonomic work of art justified by a unique seat design which despite the bike's 128mm ground clearance makes it easy to flat-foot the bike. Both centre and side stands are offered as standard and take little effort to operate.

Engine and Performance: Beauty with a bicep

Over the years we have seen Yamaha's rock solid racing DNA transcend into their entry level sports bikes in India the likes of the YZF R15 2.0 and hugely popular street bikes that make up its FZ range. But that being said, in the case of the Ray Yamaha has put of all that engineering experience into a tamer yet tenacious scooter which fitted with those incredible MRF Zapper tyres holds on to the tarmac effortlessly pressing you to lean into those fast corners with supreme confidence.

Much to everyone's surprise, Yamaha has gone with a displacement of 113cc for the air-cooled 4-stroke motor in the Ray, instead of the expected 125cc. But this mill adequately complements the scooter's refreshing style quotient and produces a healthy output of 7.1PS @ 7,500rpm and 8.1Nm of torque @ 5,000rpm.

Turning the throttle on this single cylinder Japanese scooter for the very first time didn't exactly throw me off balance but had my feet up on the footboard a lot quicker than I could have anticipated.

Our media exclusive test ride wasn't a particularly nomadic one; an artificially created test track put together with a dozen cones and barrier tapes behind the Novotel Convention Centre in Hyderabad was arranged more so to get a feel of the Ray's peerless manoeuvring prowess which a few laps down got me doing the sort of figure of eights on a Yamaha scooter that I'd otherwise have abstained myself from attempting even on a prepped up BMX bicycle.

This is where the Ray will completely outclass the competition. Any two-wheeler with such easy leg reach to the ground, comfortable ergonomic seating and such low speed cornering balance and on pace agility would be any city commuter's most prized possession.

The Ray is fun on the run, and for those short bursts of speed that get you past the green light just a few seconds before turning red this scooter is surely up for the task. Even better owing to its unique Throttle Position Response (TPR) system the Ray can moderate the amount of power produced by its motor to actuate your on road requirements. Even in peak traffic situations the Ray may just turn out to be among the more fuel efficient scooters to ever hit the Indian with estimated mileage figures suggesting it to be at par with the best currently in competition.

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2012 Kawasaki Ninja 650: Road Test

Varad More Photography : Kunal Khadse — 2012-08-23 18:19:47

Most motorcycle companies today flaunt product portfolios longer than South Indian restaurant menus, featuring at least one model dedicated to a specific discipline of motorcycle riding, such as big burly trailies for dual purpose riding, blisteringly quick superbikes for sport riding or highway cruisers for laid-back mile-munching; and scooters remain the in-town commuting favourite. But were motorcycles always so specialized, catering to the varied tastes of each and every end user? Roll back the pages of motorcycle history books and one finds that back then most riders owned one motorcycle that managed everything, be it long distance highway riding, corner carving as well as the daily commute around town.

Simply but aptly referred to as street bikes, this breed of motorcycles were all things to all riders. But as the battle for motorcycle sales transformed into a mega war amongst bike makers over the past few decades, it has made way for specialised motorcycles catering to one discipline exclusively. In 2012's fast changing scenario, with the global economic slump once again forcing bike makers to give more for less, the all-accomplishing street bike is making a solid comeback.

The new 2012 Kawasaki Ninja 650 epitomises a modern day street bike like none other, being many things to many riders, but we shall talk about it in detail a bit later. To begin with, the Ninja 650 in its newest avatar is a lot spunkier and aggressive than ever before. Introduced in 2006 as the Ninja 650R, the latest upgrade sees the middleweight Ninja 650 shed not just the 'R' moniker but also its rather conservative aesthetic appeal for a sportier and younger exterior make-up.

A welcome amendment is the change over from the previous generation Kawasaki racing green to the company's new snazzier metallic green paint scheme that has been introduced in the Indian market with the latest Ninja 650 upgrade. The motorcycle now looks a lot smarter and suave with the revised bodywork raising its oomph by a large margin. Personally I think the new green is in line with the Ninja legacy and takes no time in reminding us about the madness and beastial nature associated with the Kawasaki brand.

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Kawasaki hasn't gone to great lengths in developing an all-new machine for 2012 and instead of re-inventing the wheel and starting from scratch the Japanese bike maker has very intelligently made coherent advances to iron out most of the flaws that had bogged down the previous generation Ninja 650R. While there was a general consensus about the 650R being a bit lazy in changing directions, that glitch has been well taken care of on the 2012 Kawasaki Ninja 650 thanks to the revised double-pipe perimeter frame built from high tensile steel that is narrower than before, complimented by an all-new double-pipe steel swingarm featuring a gull arm design on the right side of the motorcycle to incorporate a more swooping exhaust unit. The new lighter and revised underpinnings have transformed the lethargy of the 650R into more energetic and willing-to-turn dynamics on the new 650.

While its handling characteristics have been tuned for sporty riding, the riding position ensures more comfort and ease. The narrower chassis design and a compact motor have permitted Kawasaki to significantly improve the ergonomics on the 650, allowing the rider's knees and feet to be placed closer, making it easier for short statured riders to reach the ground at all times. The single long saddle from the previous model has been trashed for a split-seat sporty configuration and unlike the common belief that sports seats lack comfort over longer durations, the saddle on the 2012 Ninja 650 is cushier and comfortable for the rider as well as pillion.

Completing the cushy seat and comfy riding stance picture are new handlebars which are 10mm wider on each side contributing to improved control and effortless riding. Though the new motorcycle has gained 7kg and tips the scales at 211kg, the altered ergonomics have been designed in a manner that the rider does not feel any of that increased mass diminishing the riding experience. Swing a leg over the new Kawasaki Ninja 650 and the most striking bit is how swiftly the machine envelopes the rider in a smooth fashion. No matter how intimidating its looks and the Ninja aura, once in the saddle the rider is greeted with a far friendlier and welcoming demeanour.

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Hero Ignitor: First Ride

by Varad More Photography by Kunal Khadse — 2012-08-01 22:15:16

After having split with its long-standing partner Honda Motor Corporation of Japan last year, India's largest motorcycle company Hero MotoCorp has returned this year with an all-new brand identity in order to take on its two chief rivals Bajaj Auto and the fast emerging Honda Motorcycle andamp; Scooter India.

The latest motorcycle to roll out of the Hero MotoCorp plant in Haryana is christened as 'Ignitor' and it sure poses the exterior make up to set the premium 125cc segment in the country alight. Employing the exact same skeleton as the Honda CB Stunner, the Ignitor () gets subtle yet impressive cosmetic revisions that present it with spunkier demeanor over its Honda sibling.

One glance and it is easy to see that the Hero Ignitor shares most of its exterior makeup as well as the under-pinning with the Honda CB Stunner (). However, Hero has surprisingly gone a step ahead than just re-badging and revising the stickers on the Ignitor and actually given the motorcycle a noticeably individualistic identity.

The quarter-fairing from the Stunner has been redesigned to incorporate pseudo-air intakes as well as neatly drawn angular lines that present the Ignitor with a much more aggressive stance than the Stunner. Complimenting the edgy lines of the revised fairing upfront is an equally sharp windscreen flaunting dark tint and helping the Ignitor stomp its belligerent stance. Completing the look are body-coloured rear view mirrors and body-coloured grab-rail while the centre panels are finished in matte-black.

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Another step ahead from Hero MotoCorp is the addition of some important features that make appearance on the Ignitor which have been missing from the CB Stunner. For instance the inclusion of a kick lever on the Ignitor, which is a cause of concern for many commuters even today as most of them prefer having an option for kick-start than relying completely on the self-start mechanism.

The Ignitor also gets a stylish instrument panel that comprises of an analogue tachometer as well as a digital dash consisting of the speedometer, odometer and first time in the 125cc segment, a clock andndash; apart from showing the regular warning indicators, analogue fuel meter and usual tell-tale lights.

Clever mish-mash of two-tone graphics on the motorcycle, mainly around the large tank helps in cleverly reducing the Stunner over-tones present on the Ignitor and it does hand the bike with little bit of added individuality. Swing a leg over the motorcycle and instantly noticeable is the comfortable riding posture thanks to the well-drawn geometry between the sculpted knee-recess on the curvy fuel tank, the flat-ish handlebar and the faintly rearset footpegs.

Although, the two-step seat does give the rider a bit sportier riding stance without being uncomfortable even for longer period of time. Another reason why the Ignitor feels sporty and easy to ride is the lightweight frame of the motorcycle tipping the scales at just 129kg.

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Honda CBR150R vs Yamaha YZF-R15 version 2.0: Comparison

Varad More — 2012-07-10 19:58:42

It's been four years since the Yamaha YZF-R15 drew first blood in 2008, a world class motorcycle to hit Indian shores unheard of by the masses. Just as the old generation blue-smoking 2-stroke Yamaha bikes did, the new YZF-R15 too brought back cool to Indian motorcycling. Last year the YZF-R15 received its first update with more aggressively styled bodywork replicating a true blue supersport-like demeanour in its new 2.0 guise. Undoubtedly this Yamaha has been the most able track scorcher amongst the current crop of motorcycles in the country.

This year though, Honda slipped in the CBR150R to challenge Yamaha's potent track tool in a rather low key and subtle manner. Priced a little higher than the Yamaha YZF-R15 2.0, the Honda CBR150R is well matched on paper with regard to the power and performance, the only aspect where it fails to match the Yamaha being the features. Here the Yamaha YZF-R15 2.0 clearly takes top honours, with the Honda CBR150R making do with poor quality switchgear, cheap footpegs and lacking an important feature like a pass switch, which though minor is much needed on Indian roads.

These track-bred pocket rockets are to be ridden and raced hard. But with just two race tracks being accessible (barring the BIC due to its costs and more importantly due to the impracticality of running 150cc machines on it), the Indian biking junta will be riding these machines on public roads. It was our cue to take the two machines to on one of our favourite mountain roads near Pune, with corner-carving veteran Abhishek Nigam astride the Yamaha YZF-R15 version 2.0 and the Honda CBR150R was straddled by Ravi Ved, a regular tourer who is new to the thrills of knee-downs and cornering. But before we get to their ride experiences, let's talk a bit about the design and style of the two motorcycles.

On the outside

The Yamaha YZF-R15 2.0 clearly takes the cake with its ultra gorgeous Yamaha YZF-R6 inspired design endowing it with striking track tool poise. The revised fairing is neatly crafted and the raised tail section with LED tail lights compliments its overall racer bearing. The Honda CBR150R tries to replicate its elder sibling, the CBR250R's design albeit with sportier overtones while its curvy mass is skillfully hidden thanks to its snazzy three-tone graphics. The Honda is certainly more subtle in form but lacks the razor sharp look which is a hallmark of race pedigree motorcycles. Sophisticated and elegant, the baby CBR looks chic but fails to charm the average racer, while the Yamaha has the pizzazz to make an average Joe feel like a MotoGP star.

Firepower frenzy

Both bikes are almost identical in their engine specifications, the only major distinction being the Honda employing an advanced double over-head camshaft (DOHC) while the Yamaha has a conventional single over-head camshaft (SOHC) set-up. The benefits of running a DOHC are plenty but the key is that it allows easy implementation of the 4-valves-per-cylinder configuration and efficient operation of the valvetrain resulting in better performance at higher engine speeds. The benefits are not significant in a small capacity engine however, which is why there is not much difference in performance between the two motorcycles. While the YZF-R15 pumps out 17PS of power at 8,500rpm, the CBR150R produces 17.6PS of power at a rather peaky 10,500rpm. To really tap into the CBR's outright performance, one must keep the revs above 8,000rpm. But the high revving Honda engine ensures the CBR150R strong performance, the 0-100km/h dash taking 11.87 seconds, which is over a second quicker than the Yamaha YZF-R15 2,0's 0-100km/h time of 13.15 seconds.

That said, the Yamaha's SOHC set-up does offer some interesting benefits as the less complex single camshaft configuration is lighter than DOHC and its lower weight makes for better low end torque than the DOHC set-up as a result of which the Yamaha churns out 15Nm torque at 7,500rpm while the Honda only managing 12.66Nm at a higher 8,500rpm. Better low end torque helps the Yamaha on crowded city streets as well as in in-gear acceleration by a huge margin at that, the R15 taking just 10.75 seconds in the fifth gear 30-70km/h roll-on, while the CBR150R limped across in a dreary 17.52 seconds

Drop it like it's hot

While the YZF-R15 is perfectly balanced between road and track, the CBR150R outshines it on a race track. The Honda engine's high-revving power delivery and the frame's neutral handling helped by well drawn ergonomics not only make it easier to ride, which is paramount for mastering race craft, but also allows the rider to push the envelope in a more confident and approachable manner. After riding both machines on the Kari circuit near Coimbatore and with feedback from professional racers who rode them back to back, it's the CBR that posted quicker lap times than the R 15, both bikes running stock set-ups. For the large part, the baby CBR's ability to outrun the R15 comes from its extremely friendly ergonomics which allow the rider to get comfortable and explore the bike's absolute potential quick time. Meanwhile the R15's focused approach, razor-sharp handling dynamics and supersport-derived ergonomics mean that the rider needs serious track time before he can fully exploit the Yamaha's prowess.

Abhishek, who has a race win to his credit at the Kari circuit, was very happy as he was able to pull off cornering capers on the Yamaha. Ravi, who has clocked oodles of touring miles, was instantly at ease astride the Honda, thanks to its rather less track-focused seating posture and road-friendly stance. It's clear that riders familiar with supersports or race replica machines will have no trouble coming to terms with the YZF-R15 version 2.0, but newbies to corner carving will find the Honda a lot easy to ride and tractable. The experienced Abhishek used the R15's racing dynamics to a great extent, and Ravi was able to keep pace courtesy the Honda's compliant chassis set-up. When they swapped bikes, Ravi's nervous air on the R15 was evident, while Abhishek zoomed off on the baby CBR, and was sporting a mile-wide grin on his return.

End of the sprint

Abhishek's smile said it all. The easy to ride Honda will enable expert riders to post faster lap times on the race track. That is why the CBR150R scores high marks, in our opinion. Make no mistake, the R15 is no slouch and it runs pretty close with the Honda; in fact, the R15 proves to be more rider-friendly in the city thanks to the torque available lower down the rev range, but its ultra-focused super-sport riding stance is not for any and everyone. But for newbies who are yet to figure out the dynamics of a race pedigree machine and how to handle it around corners, the Honda CBR150R is ideal to get started on.

Bajaj Discover 125 ST: First Ride

Abhishek Nigam Photography : Kunal Khadse — 2012-06-11 17:06:46

Evolution is a fact of life and for the better part, it has always led to new and improved beginnings. When it comes to machines though, how the evolution turns out pretty much depends on the manufacturer. So when Bajaj announced the arrival of their new Discover ST, we were left guessing on what the next step for this popular commuter would be. The first glimpse pretty much got raised eyebrows from all of us. Bajaj, as usual, had got it right again. After the awesome new Pulsar 200NS, we didn't think the company could do any wrong - and they have proved us right with the new Discover ST.

So why 125 ST when the Bajaj already had the Discover 100, 125 and 150? The Discover saga originated in 2004, and the bike was the first to move away from the 'just a commuter' tag in the 125 cc class. And Bajaj didn't have to do much. A nice, sleek design complimented by a very peppy 125cc motor, the Discover was an immediate hit. The second generation of the Discover spawned 100cc and 150cc variants and gave the brand a good spread throughout the segments. The sports tourer, as they call it, is for those who commute long distances. Makes sense actually considering there are lots of people whose commutes involve in-city travel and highway jaunts as well. The ST then is pretty much the next generation Discover and it gives us a fair idea about what we can expect from Bajaj in the future.

Dynamic evolution

While the first and second gen Discovers were more or less identical to look at, the new ST is on a different level altogether. The headlight and the front fairing are a nice blend of the old gen Pulsar and the new 200NS. The front mudguard has a nice chiselled look and adds a lot of character to the front of the bike. The newly designed tank has all the right curves, and it's not just the aesthetics; the knee recesses accommodate the knees beautifully too, for a change. The centre panel is a silver piece of plastic which also incorporates the fuel cock and sports the "4-valves" moniker. This however is the only bit on the bike which does not really gel with the otherwise fantastic design.

The Discover ST is all about the details, the cleanly executed exhaust, the well finished bar end weights, those amazing spider alloy wheels and not to forget those lovely petal discs up front. All these fine details come together make one good looking and feeling motorcycle. The only glitch in the looks is at the rear. While the inclusion of the monoshock suspension at the rear gives the bike a very clean overall look, the hugger along with the extended mudguard and tail piece makes things quite fussy at the back. There are just too many things happening there.

: BAJAJ DISCOVER 125 ST: EXCLUSIVE TECHNICAL DETAILS SHOWCASE

The speedo console has been kept at a bare minimum to keep costs down and is dominated by a large speedometer flanked by a fuel gauge and the usual telltale lights. However considering the kind of performance the ST dishes out, a rev counter would have been more than welcome.

A small mill with a lot of heart

Housed in the semi double cradle frame is the similar 125.58cc twin spark unit from the current Discover but now packing 4-valves-per-cylinder and then some. The first thing you notice are the corrugated engine fins. To the layman they may look like straight fins which are bent but there's a lot more to it than meets the eye. The corrugated engine fins not only aid heat transfer by 28 per cent but also increase horsepower by 15 per cent. Expect this treatment on more Bajaj bikes in the future. Bajaj have also worked on the NVH level big time considering the bike is meant for long commutes and vibrations are a strict no-no for the same. There is also a paper element now in the fuel cock which increases filtering efficiency. Considering how pure our fuel is, this bit is sure to make a lot of difference in the long haul.

As a result, compared to the current engine, the Discover ST's mill now makes a very impressive 13PS at a higher 9000 rpm. Torque however remains the same at 10.78Nm but again made at a peaky 6500rpm. To know how impressive these figures are, just check the power figures of 150cc bikes of a couple of years back. The ST now makes the same or a little more power from a 125cc unit. Says a lot, doesn't it?

So how does the ST perform in the real world? While we are yet to test the bike for numbers, the ST comes across as a strong performer. Power delivery feels nice and linear and going through the 5-speed gearbox is an absolute breeze. What is especially noticeable is the newfound smoothness and brilliant gearing. To see how flexible the engine was, I dropped speeds to as low as 15km/h in 5th gear and then whacked the throttle open. The bike surged ahead without a single knock as the speedo wound its way from 15km/h all the way to 80km/h in the same gear as I ran out of road. The engine also feels pretty comfortable at non-commuting speeds which would range between 60 and 80km/h. As far as performance is concerned, Bajaj has got it bang on the money.

: BAJAJ DISCOVER 125 ST: EXCLUSIVE TECHNICAL DETAILS SHOWCASE

Mahindra Rodeo RZ: First Ride

Muntaser Mirkar Photography : Muntaser Mirkar — 2012-06-08 18:49:03

What really is an update? In automotive terms it could mean anything from new graphic decals to a completely new engine andndash; and that's pretty much what manufacturers change on an existing model anyway. Not Mahindra though, because they seem like they're taking in customer feedback and actually reacting to it Now that itself is an impressive gesture from Mahindra 2 Wheelers and just as they did with the Duro DZ, it is now the Rodeo's turn to get an upgrade. Of course, an upgrade also means getting that quintessential suffix and 'RZ' is what the Rodeo has earned for itself.

The Rodeo RZ isn't something that customers will appreciate immediately though and that's because all the changes on it that matter are things that you can't really notice at first glance. What buyers will make a first impression of though, are the new graphics and that 125cc badge on the front.

The decals themselves are perfectly done andndash; not overpowering and not too understated either. On a completely different extreme though is the inclusion of new colours exclusive to the Rodeo RZ. Now you can choose from this fabulous electric green that you see in our pictures, a pale orange, crisp purple (though our female readers will most definitely have a more specific description of that colour), and of course a black and a white option.

What everyone will not quite notice immediately though are the two things that really improve the Rodeo with this RZ version. The old Mahindra Rodeo had one problem andndash; ground clearance. The scooter was low and would scrape its underbody on even the slightest mutant of a speed breaker or even through some really bad potholes.

The guys at Mahindra looked into this and with the RZ, the scooter now has 24mm more space under it to easily give obstacles the slip. But more importantly, it's how this has been achieved that is truly critical. The easy option would have been to simply raise the suspension but then that would have meant an increment in the ride height as well and that spells bad news for the dynamics of any two-wheeler.

The Rodeo traditionally has been a scooter that has handled extremely well on road and sacrificing that would have been disastrous. Also, raising the ride height by too much would mean inconveniencing the fairer sex and shorter riders. What has been done on the Rodeo RZ instead is that the engineers have taken a really good look at the underbody of the scooter and shifted all the bits that were mounted really low more into the body than under it. So the stand moves higher up as well as the rear suspension (or rather it's mounting points, we think). The result is a sharp handling scoot that can clear anything that Indian roads throw at it. We even felt the suspension to be a tad stiffer in a good way.

The other change that the Rodeo RZ brings in is increased storage capacity under the seat. The space has gone up to 22 litres which means there's more room in there to dunk stuff along with your half-face helmet. Too bad it doesn't fit a proper full-face helmet though.

The boot is also illuminated by an LED lamp making things easier to find in that vast expanse. Apart from that, the Rodeo RZ carries over all of the previous model's enticing features including a completely digital and colour-customisable instrument cluster that not only shows speed and engine rpm, but has a clock as well. Everytime you go over 60 km/h, the meter turns red to warn you of your speed but it's not really too intrusive either andndash; a nice safety feature that doesn't seem irritatingly controlling.

What is irritating, though extremely essential is the side-stand warning beep that just keeps going on and on like an alarm clock on a cozy winter morning andndash; so if you want to spare yourself from going deaf or being hit on the head by those around you, make sure you get your side-stand off before you ride away Then there's the front fuel filler cap, a 4-in-1 anti-theft key and a mobile charging point in the front as well keeping things very convenient on the Rodeo RZ.

The RZ retains its 125cc motor but now gets what Mahindra are calling a Dual Curve Digital Ignition system that helps the scooter put out a little more than 8PS and 9Nm while still giving an ARAI rated fuel efficiency of 59.38 kmpl. If anything, the Rodeo RZ feels even peppier and powerful than its predecessor and is an absolute joy to ride on when you have a pillion with you.

Combine that power with the Rodeo RZ's telescopic front suspension and agile handling and you get a scooter that is quite a delight in the city andndash; Mahindra seems to have made a good product into an even better one The launch for the Rodeo RZ isn't too far away and expect it to be priced at around the Rs 48,000 mark andndash; so looks like the Rodeo RZ is going to be super value-for-money as well

Honda CBR150R: Road Test

Priyadarshan Bawikar Photography: Kunal Khadse — 2012-06-07 21:18:50

Anticipation and hype are things that go hand in hand with Honda's motorcycles in India. I remember when I was buying my Hero Honda Karizma (sic) back in October 2006, everyone from friends to my trusted garage-wala advised me to wait till the end of the year because they believed Honda was to launch the CBR250R around that time. I'm glad I didn't listen because it took the Japanese motorcycle giant another five years to do so, and I was already on my second bike by then.

Similarly, when Yamaha launched the YZF-R15 back in 2009, fanboys and enthusiasts kept heralding the arrival of Honda's armed response in the form of the CBR150R, a bike which was available in the East Asian market for quite a while, but hadn't really caught the fancy of anybody here in India until Yamaha showed just how good a 150cc supersports machine can be. That being said, Honda did get that specific CBR150R to India, albeit only a couple of dozen of them and only for use on race tracks in its one-make championship.

Fast forward to the end of 2010 and a little before the new 250cc CBR was revealed, Honda showed off a brand new fuel-injected version of the 150R for the Thai market and much yearning later, we got to see one on Indian shores at the 2012 Auto Expo in Delhi. Okay, so history lesson over and now that the bike is finally here, just what can one expect from this sporty 150? With a design similar to that of the 250 and the CBR moniker in its designation, it goes without saying that it will always be compared to its larger sibling. That being said though, the 150 is an entirely different animal in every possible way.

Next Page: Engine and Design

Ocular delight

Of course, at first glance, obvious visual parallels will be drawn to its larger sibling, the 250, but closer inspection reveals subtler details that really set this machine apart. While I'm not going to get into the tedium of describing how the bike looks, especially when you have Kunal's fantastic pictures to do that job for you, just bear with me while I touch upon the visual 'feel' of the bike. While the 250 with its silver trim bits, the bulbous panels and the massive exhaust has a striking similarity to the VFR1200F, the 150 with its short exhaust can and restrained proportions has the distinct appeal of the CBR600F, Honda's latest middle-weight 'for-the-street' sportbike. And this has a lot to do with the short 1305mm wheelbase of the bike, which gives it a significantly more compact feel. Overall, with a lither and more athletic stance, this smaller Baby 'Blade looks even sportier than the original Baby 'Blade.

There are some slight design boo-boos though, and the most blatant of those is the switchgear, which has been pinched straight from the Honda Stunner. So not only does this exude a sense of unpremiumness, it also means that there is no engine kill switch nor is there a pass switch, and in all honestly, at this bike's price point, it's rather unforgivable. And all of us here who rode the bike at ZigWheels have a bone to pick with the front number plate, which is mounted on a bracket that's way too stretched up front. Go over any bump, and the front mudguard comes rushing to meet the number plate, and more often than not, does, with a sound that can only be described as cringe worthy.

Under the skin

Peel away the body panels and you'll realise that this machine is far removed from any other Honda motorcycle available in India today. Where the 250 has a tubular diamond type frame, the 150's skeleton sports a proper twin-spar set-up much on the lines of the Yamaha R15. What it does for the bike is endow it with fantastic handling characteristics, but more on that later. The real talking point of what lies underneath all the body work is, of course, the engine. Now this isn't that same air-cooled 150cc mill that has been making rounds on a host of Honda as well as Hero MotoCorp nee Honda motorcycles for donkey's years now.

Instead we find a brand new liquid-cooled 149.4cc liquid motor with a 4-valve head that features a 63.5mm wide piston with a 47.2mm stroke configuration. With Honda's Programmed Fuel Injection (PGM-FI) to handle fuel delivery, this engine produces 17.82PS of power (the highest amongst all 150cc bikes available in India), but the short stroke nature of the engine means all this power comes at a stratospheric 10,500rpm. Another downside to this is the relatively low amount of torque (a measly 12.66Nm) which is developed at 8,500rpm.

Next Page: Everything else that matters

A run for your money

With the high, but peaky, horsepower output and the low amount of torque generated, it is a little difficult to predict just how quick the CBR150R will perform when it's given the beans. But with the help of some hi-tech equipment (read RaceLogic DriftBox) and a low-tech, but extremely competent road tester (read Varad More), acquiring this data was no great shakes. And the figures are quite surprising to say the very least. At maximum attack, the CBR150R gets from zero to 100km/h in 11.87 seconds That's over a second quicker than its venerable nemesis, the Yamaha R15 and a hugely impressive figure by itself andndash; not just for a 150cc motorcycle, but for Indian motorcycles in general. There are only a handful of locally manufactured motorcycles which can best that figure. But there is a downside to the performance as well.

The low amount of torque the bike makes, and the high rpm it develops that at, means that bottom-end tractability of the engine is pretty much non-existent. Ride the bike below 8,000rpm, and you're practically not moving at all. Thankfully though, the short-stroke motor likes to rev with glee when you grab a handful of throttle after swapping for a lower cog. And while the 8,000 to 11,500rpm (where the bike redlines) is a pretty narrow powerband to play in, keep the revs there and this baby CBR really shifts. No doubt there will be many who'd like to crib about the lack of any low-end grunt from the piddly little mill, but I for one like the fact that this bike makes me work for going fast.

All the other things that matter

Where the CBR150R really stands out, and everyone from office who's ridden the bike agrees with this, is that this baby Ceeber has possibly one of the best riding postures amongst any of the bikes we currently have in India, or at least amongst the 'Indian sportbikes'. The seat is wide and comfy, the position of the footpegs is rear-set but not too extreme, the drooping handlebars are not too outstretched nor are they too low, and the recessed tank has a near perfect shape and width to lock one's knees on either side, but at the same time not feel like one is straddling something ungainly. Even though you're sitting in a slight race crouch, there is almost no pressure on your back or your wrists. Combined with the brilliant handling dynamics, the CBR150R is fun to ride everywhere andndash; whether on straight highways or twisty mountain roads.

The handling really is something else. Changing directions is a smooth and precise process, and once leaned over, the stability really inspires tonnes of confidence to go faster and faster. In fact, it's far easier to reach the limit of the standard Zapper Q tyres on this bike, than it is to reach the limit of the chassis, and that too by a huge margin. But this of course can be easily remedied with better replacement rubber. Overall the refinement of the Honda engine, even though it does sound a little gruff, warps all sense of speeds. You could be blasting down at 100+km/h, but you'd swear you're not a notch over 60. And you'd only realise it when it was time to start braking. And speaking about brakes, the CBR150R has some of the best brakes in the business. Stopping power is good and it can pull up to a stop from 80km/h in just 22.6 metres, but it's the feedback that will leave you astounded. Every time you squeeze the lever, you know exactly how much stopping force up for grabs and the precision, not the aggression, with which you'll shed speed is nothing short of stunning.

Next Page: Verdict

So, what's the word?

In one word, brilliant I mean, yes, there are some slight niggles here and there. The plastics and switch gear quality is not becoming of a bike with this large a price tag. And the price tag? Well, that's a cool Rs 1.19 lakh ex-showroom Delhi andndash; that's over ten grand more than the Yamaha R15 V2.0 and a couple of grand more than the extremely desirable KTM 200 Duke. And yes, below the powerband, it moves like a little commuter bike. I guess, the biggest gripe with the CBR150R is that when you get on the bike, it doesn't feel like something that should cost over a lakh and thirty thousand rupees. But that, by no means, is the complete story and leaving it there would be doing a great injustice to this bike. All you need to do is take it for a ride on winding roads (or even a race track if you have access to one) to realise the point of this bike andndash; a realisation which doesn't creep in, but in fact hits you like a fully loaded freight train coming the other way.