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KARIZMA ZMR vs P220 vs RTR 180 vs R15
LIRJB PPRB LSBJ?BO
EXCLUSIVE TEST!
QUARTER LITRE BOMBSHELL
PERFORMANCE BIKE COMPARO
KAWASAKI NINJA 250R
TESTED
TVS FLAME SR 125
RIDE IN A GROUP SAFELY AND QUICKLY
INTERNATIONAL REVEAL HONDA VFR1200F
FIRST RIDE
PUBLISHING
NOS KARIZMA
WILD ‘10 TRIUMPH ROCKET III ROADSTER VEGA CHOPPERS LEH-LADAKH ON CYCLES
VIFFER STRIKES! Radical, technologically advanced and a killer in every sense – presenting the all-new Honda VFR1200F
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HE VFR1200F HAS BEEN one of the most awaited bikes from the Honda stable in the last few years. The first teaser of the bike came in the form of the V4 Concept shown at the Intermot Auto Show last year. A completely radical design was presented by Honda and it gathered maximum attention at the showcase of new projects undertaken by automotive manufacturers around the world. The bike then started making its appearance on the internet and through various automotive magazines and tabloids in the form of sketches and renderings. The motorcycle’s spy pictures made their appearance a couple of months ago and finally Honda pulled the curtain off the VFR1200F on 8th October, 2009. Some say that it was one of Honda’s worst kept secrets. Was it? Who cares? The new generation Honda Viffer is here
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to replace the Blackbird, which has been doing its sport-tourer duties quite comfortably since ages. So what do we have in this VFR? On paper it seems to be a fantastic blend of passion, technology, performance and a distinguished image of its own. The bike features a 1237cc V4 motor that produces a peak of 172 horsepower at 10,000rpm and 129Nm of maximum torque at 8750rpm. Maybe the engine doesn’t brag of a couple of tons of horses, but all the ones present in there boast sophistication and Honda’s user friendliness. And well, the V4 motor is not a regular one. The engine is extremely compact for a 1.2-litre mill thanks to the UNICAM design employed by Honda that uses a single overhead cam like the ones found on their motocross bikes. Besides this phenomenal engine doing its work, there are
a host of other elements that will leave every bike enthusiast in a state of awe. To start off with, the VFR1200F comes with an option of a manual or an automatic transmission. The automatic variant has a dual clutch system (it has been doing its duties in the likes of Porsches and will be seen for the first time on a bike). This auto ’box also allows the rider to shift gears manually with the help of paddle style shifters. Interesting? Well, that’s not all. The VFR1200F comes with more such fascinating features like throttle-by-wire control, slipper clutch (only for manual version) and Combined-ABS. The Japanese giant says that with its offset pivot point and sliding constant-velocity joint, the bike doesn’t suffer with suspension issues even though it has a shaft drive that travels through the single-sided swingarm.
More brilliantly interesting stuff comes in the form of a layered fairing featured on the new VFR. Though it might look visually out of shape, the new fairing offers great functionality. Not only does the layered fairing take the ergonomics to a new level and protects the rider from weather conditions, it also makes sure that there is enough airflow to the engine for maximum heat management. No doubt, Honda has already obtained a patent for their layered fairing. The VFR1200F is radical in every sense of the word and there is a whole lot of newbie stuff to be explored and experienced. The bike’s looks might not appeal to all, but then its function over form for the real biker, isn’t it? Honda has done it, once again! The new VFR’s pricing details will follow soon. No idea as to when you will be able to lay your hands on one of these in India though.
The most awaited Honda of all time breaks cover - the all new VFR1200F
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SHOOTOUT ZMR vs RIVALS
WHO DARES They look smashing, perform brilliantly and make up the Indian performance biking segment. Bunny Punia rides the four bikes - the Bajaj Pulsar 220 DTS-i, the Hero Honda ZMR, the TVS Apache RTR 180 and the Yamaha YZF-R15 back-to-back and picks the one that justifies the performance tag completely Photography Sanjay Raikar
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ROAD TEST NINJA 250R
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A New Era Begins Bunny Punia feels the world’s best 250cc motorcycle has been worth the wait. But is it worth every single penny? Photography Sanjay Raikar
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FIRST RIDE TRIUMPH ROCKET III
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ALERT!!! “ROCKET INFILTRATING”
The new Triumph Rocket III betrays family (cruiser) virtues and enters the ‘muscle bike’ territory
It may be enormous and heavy but the Rocket handles quite well for a cruiser.
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India
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E N O : T G >; MS I R B
ROAD TEST TVS FLAME SR 125
k s e i loo . m w s Fla ne ture a S a s TV ith r fe ask e w e , Th ack ett th it ar b b d or kht an it w d A Is aee S
9 6C
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HY P RA G O OT H P India November 2009
BY
Y JA N SA
R KA I RA
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HEN THE FLAME WAS FIRST LAUNCHED, IT created quite a stir in biking circles for its DeltaEdge styling, fighter craft inspired bodywork and the bundle of features that came with it. Sadly, due to some legal wrangles over copyright infringement, the bike had to go back to the drawing board sooner than expected. Now TVS has introduced a new variant of the Flame badged the Flame SR 125 - with new colours and a bigger spec sheet. Let’s take a closer look. The first thing that strikes you about the Flame is its luscious paintjob done up in vibrant colours. The bike’s older iteration was no ugly duckling, but this one is simply gorgeous. Now available in vibrant blue, it outclasses most of the present 125cc bikes by a fair margin. It is all wedges and slash-cuts wherever you look, lending the bike a very bold and edgy look. The twinpiece tail lamps surrounded by black plastic panels looks uber cool and the pillion grab rail is also tastefully designed. The angular side indicators integrated into the fuel tank shrouds look smashing while the cubbyhole in the fuel tank itself is pure genius. However, it decreases the fuel capacity to a meager eight litres. The ergonomics are top notch; everything feels solidly built and made to last. The seat is narrow but quite comfortable. The biggest visible change on the SR 125 is the wider 100/90 tyre that adorns the black mag alloy wheel at the rear. Coupled with the 90 section front tyre, the bike features the widest tyres in its class. Together they impart a macho edge to the DeltaEdge styling of the Flame. The instrument console remains the same analog speedo-digital odometer/tripmeter combo with a real time mileage indicator, clock and fuel gauge. There are also power and economy mode indicators that blink alternately depending on the strain you are putting on the
throttle cable. The only thing missing is a tachometer but that’s not a standard feature on 125ccs anyway. The overall layout and fonts are very stylish and this has got to be one of the most striking consoles ever on a 125cc Indian bike. It looks even better once it gets dark and the backlights are turned on. Like its previous iteration, the SR 125 employs a three-valve engine and not the regulation two valves normally found in Indian bikes with TVS’ patented Controlled Combustion Variable Timing Intelligent (CC-VTi) thrown in for good measure. Developed in conjunction with AVL of Austria (they also helped Royal Enfield develop the lean burn 500 engine), the CC-VTi employs a twin-port layout with tumble and swirl induction technology. The layout has been optimized keeping in mind factors such as emissions, fuel efficiency and rideablity for small capacity engines. Peak power and torque remains unchanged at 10.5bhp produced at 7500rpm and 10Nm at 6000rpm respectively.
THE 3V BADGE PROUDLY ADORNS THE RIGHT HAND SIDE OF THE ENGINE WHILE THE SR 125 TAG IS ON THE REAR PANEL IN PLACE OF THE CC-VTI STICKER
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NOS KIT HH KARIZMA
Fast, Not Furious Saeed Akhtar is in a stupor as he goes one up on Vin Diesel with a steroid injected Karizma Photography by Sanjay Raikar
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FEW DECADES BACK, PERFORMANCE enhancement was a term very few bikers in India were familiar with. The racing community was in its nascent stage and most bikers were satisfied with whatever miniscule performance was on offer. But as time progressed, bikers – like all humans – began demanding more from their steeds and started getting familiar with acronyms like NFS, TFATF and thus NOS. Nitrous oxide systems are still regarded as an arcane art even in most tuning circles. Movies like the Fast and the Furious series, Dhoom and the Need for Speed games franchise have elevated the NOS acronym to something of a cult yet they are also notorious for wrecked powertrains and giant fireballs. First used during World War II in Luftwaffe aircrafts to boost the power output, Nitrous Oxide or N20 is a colourless non-flammable gas with a pleasant, slightly sweet odour and taste. It is popularly known as laughing gas because of the euphoria it induces in humans. Amongst petrolheads too, it induces euphoria but of a slightly different sort. Although it is not flammable in itself, its ability to deliver more oxygen by breaking down at elevated temperatures makes it an excellent catalyst for burning Saudi Arabia’s finest in the fastest possible time. The gas is stored in liquid form and injected either into the intake manifold or right before the cylinder (direct port injection) whereupon its expansion causes more air/fuel mixture to enter the cylinder. By this simple expedient of burning more fuel, very large power gains are possible provided you know how much stress your machine can handle. The increased cylinder pressures caused by nitrous induction have to be harnessed very carefully otherwise you risk blowing off your valves or melting the piston to a molten lump in your enthusiasm. No kidding. BIKE India has tested NOS kits fitted on the Yamaha Enticer pseudo-cruiser as well as on the screaming Pulsar 180 third gen in the past. This misty morning we ushered in Diwali with the best firecracker we could lay our hands on - a modified Hero Honda Karizma with NOS and a reworked, longer gearing. The blue Karizma featured here
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is fitted with a 300ml nitrous oxide can that is sufficient to propel the 223cc bike forward for 15 short bursts. Harish Chellani, the owner, importer and installer of the NOS kit, will happily supply you bigger containers for more bursts if you don’t fancy visiting the refill shop too often. Speaking of refills, a 300ml refill will cost you only 150 bucks - a fair bargain considering the power that’s on offer. Harish has found a convenient location for the cylinder in the sari guard, from where a silver coated pipe carries the gas to the inlet manifold. Call it direct injection if you will. A toggle switch, resembling the ones used in old spy movies, that controls the NOX induction is mounted inside the fairing. With it, in the on position, the horn switch ditches its usual duty as a traffic shredder and assumes the role of a catapult. Harish hasn’t fiddled with the carb yet but he has two jets of different sizes for varying amounts of nitrous boost, depending on your craving. The smaller one was on the bike and the bigger one was, well, in his friend’s pocket. Bugger! The rules are clear and simple, you can employ nitrous boost in every gear provided the rpm is above 4000 and the throttle is fully wrung to the stop. On my first run on the expressway, I gingerly pressed the horn button while in the second gear and braced myself for the kick in the back. Although it didn’t quite qualify as a kick, the tacho needle went berserk and raced up the limiter very fast – too fast for a 223cc bike! Approaching the limiter, the engine roared like it was going to blast its innards out if I persisted anymore. Hmmm. . . . must be time to wind up another gear. A momentary slowing down of pace and it was mayhem again as I pressed the horn button hard
The Mastermind
Harish Chellani, Wakewadi, Pune Pune-based Harish Chellani has diversified his father’s medical equipment import business to provide NOS kits for all Indian bikes. He can also provide nitrous refills at a very reasonable amount. You can call him at 9021599535 or e-mail him at harishnecessary@ gmail.com
IF YOU HAVE NOT RIDDEN ANYTHING ON THE FAR SIDE OF A NINJA 250 OR RD350, THE ACCELERATION EVEN WITH THE SMALLER JET AND LONGER GEARING IS ASTOUNDING
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BIKING TIPS GROUP RIDING
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GROUP RIDING
Monsoon clouds are giving way to clear skies but leaving behind lush green landscapes with seasonal waterfalls here and there. It’s the right time to appreciate Mother Nature before the scene changes. Just the perfect time we reckon to get together with friends and ride by those beautiful mountains, spectacular riversides and breathtakingly picturesque views. Sawan S Hembram gives you some tips on how to ride in and as a group
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HEN A FEW PEOPLE come forward for a group ride, the motive must be clear whether it is a leisure ride or the emphasis is on reaching a particular destination. This plays a major role for all other issues associated with group riding. Accordingly, planning the ride becomes easier. Group riding may involve individuals with different levels of riding skills, experiences as well as mentalities. It’s quite possible that only a few are familiar with the route to be followed. In such case, routes should be discussed beforehand. All riders need to know about checkpoints such as refuelling stops or food joints, etc. If the group is fairly large, it is recommended to split in smaller groups, each with at least one experienced rider and with a sense of responsibility. Sub-grouping may be done according to riding skills so that slower bikers remain in each others’ company. Exchanging cell phone numbers with fellow riders is a good idea to deal with any eventuality. It is also important to discuss beforehand how to deal with any possible crisis.
PHOTOGRAPHY: SANJAY RAIKAR November 2009
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CYCLE TOUR LEH-LADAKH
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HAT IS IT THAT GIVES YOU A high? Booze? Smoke? Grass? Well, that’s not the case if you are someone like Kiran Chopda or Vikram Walvekar. These guys believe in living life on the edge, taking risks and extracting the best ‘high’ out of undertaking adventures. So what was their latest expedition? Kiran decided to ride up to the highest motorable road on earth – the Khardung La Pass. And when I say ride, it is pedal power that I am talking about. He posted his plans for the trip on Facebook where another maniac in the form of Vikram Walvekar decided to join in. Thus the journey began. Kiran had initially planned to ride alone since there are very few like-minded people who would dare to do what he was attempting. He flew from Pune to Kullu, assembled his bike there and rode up to Manali covering around 50km and climbing up from almost 3000 ft to 6400 ft. He took a day’s halt in Manali for Vikram to join him there. The next day, both cycling freaks decided to head to Koksar. The 74km ride went through the Rohtang Pass (13,400 ft). With no tarmac most of the times, it was a tough task to ride through broken terrains. The duo encountered army convoys on their way. The men in uniform were awed by the cyclists and cheered them on. The journey from Koksar proceeded to Jispa and they covered almost 70km the next day. The fourth day of the ride took Kiran and Vikram to Patsio where the riders halted at a government rest house. The high altitude and low temperature made it extremely tough for the duo to get a good night’s sleep. Their task ahead was tougher and the destination still far away. From Patsio, the cyclists headed to
The 21 Gata Loops take you 1500 feet higher over the seven kilometers of its length
With no roads most of time, Kiran and Vikram had to cycle on such terrains to reach the destination
No vegetation and no life for miles at a stretch
PEDAL POWERED HEROES
BIKE India salutes Kiran Chopda and his companion Vikram Walvekar for having covered the highest motorable road on earth on bicycles Story: Adhish Alawani Photography: Kiran Chopda & Vikram Walvekar 88
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Kiran and Vikram celebrate at Khardung La - 18,380 feet above sea level on bicycles!
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