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LIRJB
EXCLUSIVE Riding Lessons With ROSSI
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WORLD’S FIRST SUPERBIKE
1969 Honda CB750
GO BONKERS WITH HONDA’S
WICKEDLY
NAKED PUBLISHING
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#ô-ô9ô+
CB1000R
INDIA’S QUICKEST
To 100km/h and Back
FEATURES
Best of 2008-09 ❚ Power Personalities ❚ Yamaha Race Kits ❚ Fuel Efficiency Test ❚ Himalayan Odyssey
TOURING SPECIAL
India’s Fastest Tourers Ireland On Two Wheels 8/21/2009 3:06:47 PM
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Because this magazine is yours. Because we salute your spirit, your passion and your enthusiasm. Because we know that we are nothing without you. Send us your pictures, so that we may put them here, before everything else, and express our gratitude to the love and admiration you have bestowed on us. Thanks a lot, bikers!
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BIKE COMPARO SPORT TOURERS
CONTRIBUTORS THE FABULOUS TRIO
THE
MUSKETEERS
To BIKE INDIA Issue 049 August 2009 It’s been four years since we brought you India’s first and only two-wheeler magazine. First of all, I would like to thank all you readers for your support. This year again we bring you a bumper issue with special stories from India and overseas. The team at BIKE India has worked very hard and put in a lot of effort to bring you this magazine. We feature two very special stories this month, the 0-100-0 comparison and the fuel efficiency test. The beauty of these reports is that we tested motorcycles from each and every segment and decided a winner from each of the segments. Thus by using this system, we didn’t leave out a single segment. Even the 100cc commuters were not left out. The finance minister did do much for the two wheeler industry, but at the same time he did not roll back the excise duty. There is a clear signal that Indian motorcycling is coming of age as you see a definite move towards
performance biking. After Yamaha set the ball rolling last year with the launch of the R15, TVS launched the RTR 180 and Bajaj revamped their 220 with better performance and a deadly pricing. The performance war is truly on as Yamaha is offering a performance kit for the R15. You can read the report in this issue. Finally, the Indian motorcycle enthusiast will get to ride a decent motorcycle if he is willing to pay the price. Hero Honda will soon launch an upgraded version of the
THERE IS A CLEAR SIGNAL THAT INDIAN MOTORCYCLING IS COMING OF AGE AS YOU SEE A DEFINITE MOVE TOWARDS PERFORMANCE BIKING Karizma to celebrate their 25 years. Once again, I would like to thank all you readers for your support from the full team at BIKE India. Keep on reading as we will bring you the best in biking from India and around the world.
Three non-editorial BIKE India staffers head out for a 700km motorcycle trip to decide the country’s best sport touring machine
Ramnath, Sanjay and Varun turned out to be saviours when our Editorial team (whatever was left of it) was not available for a very important bike shootout. They not only shouldered the responsibility of riding and judging three of the fastest tourers in India over two days and 700km, 117 but also collectively penned down a superb article with the right mix of vital ingredients. Flip to page number 117 to read what the fantastic trio managed to pull off.
7/24/2009 6:18:35 PM
AJAY JOYSON AND SAEED AKHTAR
Completing the new team at BIKE India are two fresh faces of the magazine - Ajay (left) and Saeed (right). Ajay has an experience of close to a year in the industry and immediately after joining us, he delivered interesting news articles for the magazine as well as the website. Saeed literally ran away from his home in Assam with a dream that he has been lucky enough to realize here with us. He has managed to impress us with his fresh ideas.
MAT OXLEY SPORT
CORNERING SECRETS
I ONRING S S RO RNE CO veals r re why race ains n the bike expl take test and have PI grea ets res P y: DP oG ld’s secr d ty wor ing s an Mot raph The corner bike out ofPhotog his techthrust ley high and at Ox cut ds: M Wor
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ASPI BHATHENA EXECUTIVE EDITOR
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India August 200 2009 9
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Thousands of BIKE India readers love our MotoGP guru, Mat Oxley’s reports as well as his monthly column. This month, however, Mat has something special for us - an exclusive one-on-one with MotoGP champ Valentino Rossi. Not only has Mat made Rossi reveal his secrets on cornering but also provides an in-depth look into how our readers can be better riders too. Flip to page number 134, don your riding gear and we promise, you will emerge a better rider.
India August 200 2009 9
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ia s d n I KE As BI r us to p fo time five seg s acros raced ou g have e thrash w bikes d, the na e hook onkers b us go ly picked t instan st and t ne the fi led by A pi Com eed Akh a and S
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India August 2009
CONTENTS
Top Five_August09.indd 86-87
ISSUE 049 August 2009
REGULARS
P
LIRJB
EXCLUSIVE Riding Lessons With ROSSI
PPRB RDRPQ
08 You! 14 LETTERS
WORLD’S FIRST SUPERBIKE
1969 Honda CB750
GO BONKERS WITH HONDA’S
WICKEDLY
NAKED PUBLISHING
CB1000R
INDIA’S QUICKEST
To 100km/h and Back
FEATURES
Best of 2008-09 ❚ Power Personalities ❚ Yamaha Race Kits ❚ Fuel Efficiency Test ❚ Himalayan Odyssey
TOURING SPECIAL
India’s Fastest Tourers Ireland On Two Wheels
#ô-ô9ô+
Design: Ramnath Chodankar Photography: Sanjay Raikar
New Cover Bike August09_final.in1 1
7/24/09 4:42:50 PM
16 TECHNO MAIL 18 IGNITION 38 MOTOWARE 40 hero honda ride safe 44 READERS’ PAGE 48 BIKERS ALL 130 BI GARAGE
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IGNITION 20 NEW METAL
Royal Enfield Bullet Sports Concept
Ducati 848 Nicky Hayden Special Edition
Yamaha Fazer / TVS Flame SR 125
Bajaj Discover 100 DTS-Si
28 BUZZ
BMW Motorrad eyes India again / Rossi’s annual income
Captain America chopper turns 40 / Sneak peak at the 2009 Karizma
India August 2009
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FEATURES 52 Honda CB1000R We test Honda’s naked urban cover feature weapon to the limit
98 1969 Honda CB750 We look back at the bike that cover ignited the superbike revolution feature
60 Naught to hundred and back India’s ultimate performance bike test. Be ready for a surprise!
67 Fuel Efficiency Test Enough of performance, its time to pick out the most frugal one 75 BI’s power list Meet the men behind the Indian two-wheeler industry 86 TOP 5 The best bikes, top covers, racing moments and stunning commercials
102 The Great Ireland Road Trip xBhp goes globetrotting again 112 Yamaha’s race kits ...for the R15 and FZ16
117 Weekend Ride
BACK END 142 MOTOGP catalunya 146 MOTOGP dutch 150 MOTOGP usa 154 MADOX 156 WSBK SAn marino and Uk 158 INDIAN SPORTS 162 GBU
What happens when you get the keys of three of the best bikes in the country? Read on 126 Himalayas beckon The annual Royal Enfield Himalayan Odyssey
134 DOCTOR’S INSTRUCTIONS Rossi describes the ins and cover feature outs of motorcycle cornering techniques
Think you know all about Bikes ?? SMS ‘BIKE’ to 55456 & find out! Exclusively for Idea subscribers Charges Rs.3/ SMS
August 2009
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LETTERS
STAR LETTER wins a 1-litre pack of Motul 300V
Biking: The best medicine
Healthy competition From: Susobhan Maity, via email The Bajaj Pulsar 220 has now really become a force to reckon with. As you mentioned in your July article, the emperor has really struck back sans some armory - the electronics. I hope this time it won’t be plagued with any reliability or time honed issues. The RTR 180 seems to be new wine in the same old bottle with a flashy label. Nonetheless, it is a beast which will give the biggies a run for their money. Cheers to
TVS! Yamaha India seems to never put a wrong foot forward and they are quite determined not to give away any chance for others to revive. Their performance kits are drool worthy factors for us starving bikers. Kudos to Yamaha and TVS. The heat among the manufacturers only translates to better products for bikers. The comparison of the big brute Yamaha and the Kwacker was fun to read and the Isle of Man shootout was very comprehensive. Great work, BIKE India rocks.
STAR LETTER
From: Dr. Nikhil Jadhav, Mumbai
I have been a BIKE India fan for quite some time now. One and a half years back, I and my dad rode on a P220 across the NH-17 from Mumbai to Manipal and every time I read your magazine it reassures me about the existence of our species. Four months back I finished my final year MBBS, handed over a collection of 22 BI issues to my local biker friends and rode back home. I was riding with a cracked silencer and flat power delivery till 6000rpm but thanks to cheers and well wishes from bikers on the way, I reached home on time for my birthday on Mahashivratri. I covered 600km in seven hours from Manipal to Karad via Belgaum on 22nd Feb and the remaining 350km till Mumbai in four hours the next day. I have been working at a hospital in Mumbai for the past four months and life has changed drastically. No more weekend rides to tranquil beaches, hills and forests along coastal Karnataka. No more footpeg scraping through the twisties. I take a bus to work and rarely use my bike. Concrete roads,
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traffic jams and pollution have started to choke the biker in me and BI remains my sole life support now. Some smashing issues might just help me survive through the monsoons.
Dr. Jadhav, we assure this power packed anniversary issue will re-ignite the biker in you, atleast for the time being
India August 2009
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KNOW SOMETHING THAT THE OTHERS DON’T? BIke India welcomes the views of its readers. Pen down any witty, logical or informative idea that hits your brain, and mail it to: Bike India, Next Gen Automotive, 401B, Gandhi Empire, 5th Floor, 2 Serene Estate, Kondhwa Road, Pune - 411 040, India. Fax: +91 20 26830465 or email bikeindia@nextgenpublishing.net Don’t forget to write your full name and address!
Genuine bikers From: Harry, Chandigarh
Nowadays there are a lot of biking groups in our country, but in this race of increasing quantity of bikers and groups, we seem to be losing out on quality. That is what I have experienced in the past year. Typically, whenever a biking group is formed, the members of that group initially look very excited and charged up about biking because for most of them it is an all-new thing. As they get their new bikes they seem to be serious towards their group, bikes and riding gear. But as time passes, biking expires like a first love for most of them. These are the same guys who used to swear by the word bike and now their motorcycles are gathering dust and rusting somewhere. There seem to be many excuses for this. They mostly graduate to cars and forget their bikes. Unfortunately, some meet with an accident and a few feel uncomfortable to ride in the rains and summer heat. Not to mention, that they hardly wear riding gear anymore if by chance they have to ride a two-wheeler. I am talking about all this because at least for me these people don’t have any right to call themselves true bikers. They become a complete waste on the name of biking. Now there are those few left who emerge out of all difficulties, crashes and still stay true and honest to biking and these people are the real bikers in the truest sense. Now let me talk about those rich guys, I mean superbikers. It is a pity that in our nation for many of them the sole reason to purchase a superbike is to woo the chicks. I am sorry to say this but that is the truth. Forget about riding gear, check out their profiles on the internet and you will find most of them don’t even mind riding these bikes fast without a helmet. The moment their folks buy these fast
chocolate heroes
B M U
D
If we were to give away awards for ‘Moron of the Year’, each of these guys can easily walk away (assuming they still have their lower limbs attached to their torso) with the top honours. This month’s nominees in no particular order are half-wit, numbskull, blockhead and pea brained. Notice our emphasis on ‘brain’ - a very essential human organ these nutcases don’t seem to posses.
beauties for them they feel like god and forget about the big responsibility which comes with big power. We have seen many fatal incidents in India due to carelessness. I would like to say that these bikes are supposed to set fast lap times on race tracks. I know there is a lack of infrastructure in the country but hats off to all those south Indian racers as they use these machines properly. In the end, I want to add that just owning a superbike doesn’t make you a true biker. You need to do something on it, be it stunting, touring or racing.
Emperor STRIKES Back’ (the all-new Pulsar 220) and the new RTR 180. On to the big boys now, the ZZR vs. the VMAX and coming to the end of the issue with MOTOGP. I loved reading ‘From the saddle’, ‘One Fine Day’ and of course, the article by my guru, Mr. Glynn. I have no words to describe my feelings. I wait anxiously to read his articles. Overall, great job guys! I am counting the days for your anniversary issue now.
Pulsar ABS From: Keyur, via email At last, I reached home and opened BIKE India’s latest copy. The first thing I saw was that someone has tried ABS on the Pulsar. Let me say that I have been using a similar device for the past four years and have found it to be very effective. The product has shown its benefits and it is a fantastic device to try it on your bikes. Moving on, your July issue featured a cool image of the Honda mini Hornet debut, Mac Motorcycles, R15 to get more dope, good tips for riding in the wet, article on Stunner and how can I forget, ‘The
August 2009
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Q&A P150 FOOTPEG PLATE REPLACEMENT
I own a Bajaj Pulsar 150 DTS-i 2004 model. I want to replace the bike’s footpeg plate (the thing that pivots the brake lever on my model) with the one of the Pulsar 200. This way the footpeg will be pulled back providing quite a racing ergo. This is what I think but I could not try it. Can you tell me if it is possible, and if so, what other adjustments do I need to do? If not, what can I do without doing anything much to the chassis? Vipul Hembrom, Ranchi You will have to modify the brake rod, the brake lever and the gear lever in order to fit the P200’s footpeg plate. RX100 POWER BOOST
I own a 1987 Japanese made Yamaha RX100. Till now it has covered 2 lakh kilometers. The engine is quite smooth and responsive, however, I want to increase its power. The mechanic told me to do the following: 1. Port it. 2. Use imported fibre reed valve 3. Put K&N filter 4. Use combustion chamber Please suggest the best option among these. Arunprakash, Trivandrum
Got a question or a problem? We’ve got the answers Write to: Q&A, BIKE INDIA, 401B Gandhi Empire, 2 Sareen Estate, Kondhwa Road, Pune 411 040. Or email us at: bikeindia@nextgenpublishing.net
1. Porting needs expertise and if not done properly, it will ruin the cylinder block and you will lose performance and fuel efficiency. 2. Imported fibre reeds are easy to fit and will give a slight boost in power. 3. A free-flow K&N air filter will also help in increasing performance 4. You must be referring to an expansion chamber. A properly designed expansion chamber will give the maximum benefit as twostroke engines are heavily dependent on the exhaust system for performance. On the other hand, reeds deliver better benefits compared to a K&N filter. Go in for porting only if you know an experienced tuner. RX100 ELECTRICAL ISSUES I have a Yamaha RX100 1996 model. I recently upgraded its battery to a 12 Volt one, but the electricals are still awful. I am not able to see the road at night even at high beam. My engine gets really hot after riding for just two kilometers. My rear suspension is like bricks with no cushioning. Please tell me how to fix my bike’s electricals and the engine. Can I use the Pulsar’s rear suspension on my bike? Dalbir Sidhu, via email You may upgrade to HIDs though they do not come cheap. Check the ignition timing and decarb the engine and exhaust system. Suspension systems are made keeping in mind the weight of the bike and so the Pulsar’s suspension may not suit your lighter bike. HIGHER ALTITUDE QUERY I am off to Leh next month and will be riding my two month old Yamaha FZ16. I have heard that the amount of oxygen at higher altitudes reduces considerably that leads to less power from the engine. What are the modifications required to overcome this? Shall I rejet the carburetor or just play around with its stock settings? A Khan, New Delhi There is no need to modify the FZ. Have a safe journey and don’t forget to send us some pictures once you return.
FAZER’S WOBBLING TYRES After riding my new Fazer for just a few days, I have noticed wobbling from the front end. At 80km/h on open roads, if I take my hands off the handle bar, it starts shaking and wobbling immediately. I went to my Yamaha showroom to complaint about it. They said that it was because of high speed winds and showed me some Fazers and FZs. When I put the bike on centre stand and inspected the rear wheel and it was also wobbling. I don’t know what to do now other than asking help from you. Tenzing Jungnay, Dehradun We can’t really say much without riding the bike first. Check for low air pressure and wheel alignment. Get the bike inspected from a repute bike garage for a second opinion as well. FUEL TANK WATER SEEPAGE I live in Kerala and ride a Bajaj Discover. It rains heavily here and I fear that rain water might seep into the fuel tank. What precautions shall I take to prevent the engine from any possible harm? What if water has already seeped into the tank? Is there any way I can remove this rain water myself? Secondly, I have the drum brake version and feel that the bike’s braking is inadequate in the rains. Is it easy to fit an aftermarket front disc on the bike and how much will this conversion cost? K. Nair, via email
Remove the fuel cock and drain out the contents. Water, being heavier, comes out first. Check your bike to see if the right hand side fork tube has mounting points for the calipers. If it is not there, you will need to change the fork tube along with the wheel. Your local Bajaj dealer can easily do this conversion for around 5000-6000 bucks.
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FLYING MACHINE Didn’t believe them when they said Red Bull gives you wings? Well, here’s proof
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India August 2009
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Spanish freestyle rider Dani Torres pulls off a breathtaking stunt, days before the X-Fighters Madrid event
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longside the X-games, the Red Bull X-Fighters World Tour is the world’s most extreme and prestigious freestyle motocross competition. This year, the tour kicked off in Mexico before moving on to the shores of Canada and the USA. Before Friday’s penultimate stop in Madrid, Spanish hero Dani Torres gave the locals a preview of what to expect when he decided to synthesize the traditional with the modern. At the Pazar Blanco farm, Dani, despite a lingering knee injury, looked fitter than ever as he demonstrated several breathtaking jumps over the torero and his bulls on his KTM SX 250. His confidence was not misplaced because just a few days later, Dani went on to win the Madrid leg of the World Tour scoring a magnificent 100. The leading competitor, American Nate Adams, came second with a score of 80 thus pushing his overall score upto 225. The final round of the tour is scheduled to take place in the UK on 22nd Aug, 2009.
August 2009
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IGNITION
NEW METAL
Make mine a Classic! A patron and a designer do what the manufacturer didn’t
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OYAL ENFIELD IS NOT JUST ANOTHER motorcycle manufacturer. It is a cult brand and its followers are often more faithful than a dog. Ambrose Langley Poole from Bangalore got all keyed up when he spotted the Bullet C5 Classic that Royal Enfield sells abroad, only to be utterly letdown when a local dealer informed him that the bike is not available in India. Fed up of waiting for Royal Enfield to launch the C5 Classic in India, Poole decided to build one on his own. His idea was simple - buy a brand new bike, source new parts and make it look 40 years
old! Things were much harder than expected, but slowly all the pieces of the puzzle began to fall into place and the bike started coming together. The bike now looks identical to the C5 Classic, complete with a single seat, old style front forks, tyres, handlebars, a lengthened rear mudguard, a custom made exhaust and of course, that gorgeous oval air box – just 40 years young! Similarly, Solapur resident D.V Ransubhe tried his hand on his Bullet, teleporting it to 1959. Note the oval air box, rear shock absorbers and jewels on the brake and clutch levers.
ABOVE: D.V. Ransubhe’s 1959 Bullet that he transformed tastefully LEFT: Ambrose went a step further and replicated the design of the Bullet Classic on his own bike
EFORE YOU GO ALL GAGA OVER THIS sketch, let me tell you that the bike is just another artist’s illustration. No it’s not going into production either (fingers crossed). What you see here is Italian bike designer, Oberdan Bezzi’s imagination of a Bullet sports motorcycle. Although the Royal Enfield Bullet Sports Concept made some of our neurons misfire, we simply couldn’t stop admiring the classy design. The Bezzi concept is powered by a 500cc EFI engine that Royal Enfield has launched in the international market. Bezzi maintains his blog (http:// motosketches.blogspot.com) where he sketches his two-wheeled fantasies and posts them for all to see. You will also find another concept based on the Royal Enfield called the Scrambler, which he had sketched earlier. What’s interesting with Bezzi’s sketches is that, rather than being vaguely futuristic they end up quite realistic. On his blog you can find a number of stunning motorcycle sketches of every motorcycle manufacturer and even some of Hummer and Audi!
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Image Courtesy: Oberdan Bezzi
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Royal Enfield Bullet Sports Concept
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NEW METAL
Hayden gets his own 848! A limited edition Ducati 848 goes on sale in the US
H
E MIGHT NOT HAVE EARNED GREAT points for Ducati this year, but the Italian maker recently unveiled a limited edition 848 motorcycle christened the Ducati 848 Nicky Hayden. The bike features the same sweet sounding 134bhp L-twin Evoluzione powerplant with a wet clutch and a six-speed gearbox – the same as the rest of the 848 line. Apart from the new striking color scheme,
this limited edition bike also sports a revised LED dash cluster, optional 30mm mirror extensions for those with long-torsos and improved aluminum cam belt tensioner pulleys to go along with its new patriotic livery. The Ducati 848 Nicky Hayden LE is on sale only in the United States and is available at a slight premium with a sticker price of US $14,495 (roughly Rs 7 lakh).
Leaving a mark : Nicky Hayden signs an autograph on the first Limited Edition Ducati 848
TVS revamps Flame for 2009
Flame gets the SR tag plus a few goodies
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VS MOTOR COMPANY REVAMPED ITS midrange bike, the Flame and announced the 2009 model - the Flame SR 125. The latest bike has quite a few new features such as a wider rear tyre, new graphics and dual lens tail lamp. The SR 125 also includes an Intelligent Mileage Indicator (IMI) in its backlit digital console. TVS developed the 125cc, three valve engine in collaboration with AVL Austria. The engine with the inherited CC-VTi (Controlled Combustion Variable Timing Intelligent) has been tuned for better low rpm punch which reduces the need for constant gear shifting, thus making it ideal for city riding conditions. The SR125 churns out 10.3bhp at 7500rpm as against the old Flame that generates an equal number of horses at 8250rpm. H.S. Goindi, President - Marketing, TVS Motor Company, said that the Flame SR 125 offers significantly enhanced low and midrange power delivery and better noise, vibration and handling (NVH) characteristics. The bike puts out a torque of 10Nm at 6000rpm. Among other features are an electric start, a digital console with low fuel warning and service indicator, 240mm front disc brakes, embedded turn signal lamps, a gadget boot facility for on-tank storage and a claimed top speed of 95km/h. The new model will be available in dual tone colours of red and blue as well as in an all-black edition. The Flame SR 125 fitted with disc brake has an ex-showroom price of Rs 47,550.
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Yamaha fuses touring spirit into the FZ The firm’s new manufacturing facility inaugurated
Takashi Kajikawa, President & CEO of Yamaha Motor Co Ltd came all the way from Japan for the new plant inaugration
N JUNE ’09, THE FZ SERIES accounted for 45 percent of the total sales of Yamaha in India. Continuing on its success, the Japanese giant rolled out yet another variant of the 150cc bike – the Fazer. The company has followed the philosophy of cloning their best selling international products lately. The R15 is inspired by the R1, the FZ16 by the FZ1 and now the little 150cc touring machine apes the 1000cc Fazer sold abroad. Essentially a FZ with a quarter fairing, the bike oozes appeal and looks more like a high capacity machine. The fairing is claimed to be wind tunnel tested. Available in four colours: Electric Blue, Midnight Black, Lava Red and Flaming Orange at an ex-showroom price of Rs 72,000, it might seem expensive for a 150cc bike but the company is betting heavily on it and is pushing the model aggressively with their new ‘touring spirit’ campaign. The bike’s launch coincided with the inauguration of Yamaha’s new state of the art manufacturing plant at Surajpur on the outskirts of New Delhi. Spread over an area of 36,000 square meters, the new plant has a capacity to roll out 6 lakh motorcycles per year. This fully integrated assembly plant is built on the lines of Yamaha’s globally tried, tested and successfully implemented standards and meets global quality benchmarks.
Bajaj’s re‘discover’y of the 100cc segment The new Pulsar 220 forces them to pull the plug of the Pulsar 200
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For Rs 40,000 (exshowroom), the Discover 100 is a steal with all those standard goodies on offer
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HEN MOST THOUGHT that Bajaj would concentrate on the 125cc and above segment, the company recently launched a new 100cc bike. It uses the same 125cc DTS-Si engine that powers the XCD but with different bore and stroke dimension. The company claims that the bike betters the competition where it matters the most - fuel economy. As per ARAI’s certified figure, the Discover 100 runs 89km to a litre of fuel. In actual riding conditions, the claimed figure is between 78-80kmpl! The bike’s potent mill is mated to a segment first five-speed gearbox that has largely been responsible for the impressive fuel efficiency figures. The engine durability of the proven DTS-Si engine has been ensured with the incorporation of a Molycote piston, which aids in lowering friction further. The bike also sports the longest wheelbase in its class and a Nitrox suspension plus an electric start, auto
choke, full DC electrical system, maintenance free battery, LED tail lamps and alloy wheels. With an ex-showroom price of Rs 40,000, Bajaj continues to play the pricing game perfectly and seems all set to grab a good chunk of the commuter segment once again. The recent launch of the ‘cheaper’ carbureted variant of the Pulsar 220 has sent shock waves in the country’s premium biking segment. The new 2009 P220 with more power and goodies sells for just a little more than the 200 - wouldn’t that affect the sales of the younger sibling was our question. The answer has come our way quickly. Bajaj has officially pulled the P200 off the manufacturing lines citing that it made no sense for them to sell it anymore when buyers were getting lured by the rocking value for money new P220. The company sold 48,062 units of the complete Pulsar range in June’09 and is looking forward to improve this number during July’09.
India August 2009
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IGNITION
BUZZ
BMW Motorrad eyes India again
Nearly thirteen years after its failed debut, the German marquee is planning a re-entry soon
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HOUGH THE CURRENT size of the Indian superbike pie is nothing to boast about, it is growing at a very healthy rate. Most major superbike makers are already making their presence felt in the segment by launching their flagship models. This is sending a green signal to other international players like BMW. The auto giant had ventured in the country over a decade ago by launching the Funduro 650 tourer in collaboration with Hero. The German firm is planning a comeback and hopes to launch the Motorrad range of bikes
to lure Indian buyers. Going by the premium BMW bikes enjoy abroad over their Japanese counterparts, expect the range to start from over Rs 12-13 lakh in India. If the company can sell high end luxury cars in India, we don’t see why they can’t sell a dozen odd units of the bikes per month as well. Boy, are we excited!
The R1200GS is the best continent crushing tourer in the world. Period. Hope this one comes here
ROSSI among top five most paid athletes The Doctor earns a staggering US $3,50,00,000!
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HO SAYS MOTORCYCLE RACING ISN’T A PAYING career? The recent figures from Sports Illustrated reveal that MotoGP star, Valentino Rossi is the fifth most paid athlete in the world. His earnings stand at a staggering US$ 3,50,00,000 or 170 crore rupees per annum! This amount includes salary, bonuses, endorsement incomes and appearance fees. Rossi was placed seventh last year but improved his standing this time and shares the fifth position with F1 champ Fernando Alonso. Just to make our readers understand how much he earns, the Italian MotoGP rider’s yearly earnings can fetch him more than 2000 brand new 2009 Yamaha R1s.
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IGNITION
BUZZ
Easy Riders turns 40
The iconic Captain America will be seen rolling again and this time it will be at the Goodwood Festival of Speed
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ASY RIDER, THE LANDMARK Hollywood movie from 1969, starring Peter Fonda and Dennis Hopper was about two bikers - Wyatt and Billy who travel across America in search of freedom on the open road riding their motorcycles. Wyatt (played by Fonda) was nicknamed Captain America and his Harley-Davidson is one of the most recognizable choppers in history. Even Fonda’s Stars and Stripes open face helmet became a rage with bikers around the globe. The motorcycle used by Peter Fonda in the movie was a panhead engined Harley-Davidson Hydraglide. Interestingly, the producers of the movie had to buy the bikes from a police auction because back then Harley-Davidson, supposedly, did not want to be involved with a biking movie.
Of the two Captain America choppers used in the movie, one bike was demolished in the final scene while the other bike mysteriously disappeared from the set. A decade ago, in order to celebrate the film’s 30th anniversary, an exact replica of the iconic Captain America chopper was created by Fonda and is ironically, featured at the Harley-Davidson Museum. It has become an integral part of pop culture goodies associated with Harley-Davidson. Celebrating the 40th anniversary of the film, Fonda will be putting in a time on the hill climb at the Goodwood Festival of Speed on a replica of the bike. This time he will be sporting a Captain America Jet helmet hand made in England by Davida U.K. We will get you more from the event in our coming issues. Do watch this space.
Karizma gets souped up Hero Honda to load the new look ZMA with PGM-Fi
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NDIA’S LEADING TWO-WHEELER maker, Hero Honda gives its flagship bike – the Karizma, a much needed and eagerly awaited overhaul. We reckon this time it won’t just be another facelift but the ZMA ’09 will actually be packed with several new goodies. For starters, the bike will dump the carburetor and will be powered by Honda’s PGM-Fi (Programmable Fuel Injection). This could mean that the bike will probably be more fuel efficient and powerful. According to speculations, the Karizma’s 2009 version will pump 19PS with 140km/h top speed. The other goodies that we mentioned above are also very impressive and could well give the aging bike a new lease on life. The new ZMA will feature a full front fairing with mounted mirrors. Since the full fairing is a hindrance for an air-cooled engine, it increases the possibility of the bike to be liquid cooled. Other visible changes are clip-on handlebars, new headlamp and LED tail
Contributors to Ignition
lamp, split rear grabrails, gas charged shock absorbers, Hunk inspired rear mud guard and chrome speedometer and golden engine panels. Plus, how can we forget the trademark new colour and sticker job. We don’t have the official launch date yet, but by the time you read this, the first batch of new ZMRs might well be rolling out! This is what happens when the competition heats up. Expect the new Karizma to be in showrooms later this month.
Adhish Alawani, Ajay Joyson, Bunny Punia, Saeed Akhtar, Sarmad Kadiri, Sawan Hembram
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BIKE India Magazine, 401B, Gandhi Empire, 5th Floor, 2 Sareen Estate, Kondhwa Road, Pune 411 040. INDIA Tel: +91-20-32930291 / 2 Fax: +91-20-26830465 Email us at: bikeindia@nextgenpublishing.net EDITORIAL Executive Editor Aspi Bhathena Assistant Editor Bunny Punia Copy Desk Monica Thakkar Editor At Large Navroze Contractor MotoGP Editor Mat Oxley Art Director Ramnath S Chodankar Senior Designer Ravi Parmar Designer Ajit Manjrekar Assistant Designer Varun Kulkarni Senior Correspondent Sarmad Kadri Staff Writers Sridhar Chari, Adhish Alawani, Ajay Joyson, Saeed Akhtar Staff Photographers Sanjay Raikar, Sawan S Hembram Production Executive Dinesh Bhajnik Administrative Executive Roshni Bulsara Contributors Nikhil Raghavan, DPPI, Marc Willing EDITORIAL ADVISORY BOARD Hoshang S Billimoria Aspi Bhathena Navroze Contractor ADVERTISING Regional Mktg. Mgr. Ellora Dasgupta (North & East) Regional Mgr. A. Mageshwaran (Tamil Nadu & Kerala) Asst. Mgr. Advertising Chanchal Arora (Delhi) Area Advt. Mgr. Niladri S Majumder (Mumbai), Pramod Udupa (Bangalore), Y. Lingeswaran (Chennai) Sr. Response Executive Vidya Venkatesan (Mumbai), Sachi Kumar (Delhi), GROUP ART DIRECTOR & PRODUCTION IN-CHARGE Atul Bandekar ASSOCIATE PUBLISHER Marzban Jasoomani BIKE INDIA MARKETING OFFICE MUMBAI: NEXT GEN PUBLISHING LTD. 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai – 400016, India Tel +91 22 43525252 Fax +91 22 24448289 BIKE INDIA REGIONAL MARKETING OFFICES: NEXT GEN PUBLISHING LTD. 24 & 30 Okhla Industrial Estate, Phase III, Okhla, New Delhi - 110020, India Phone +91 11 42345678 Fax +91 11 42345679 NEXT GEN PUBLISHING LTD. # 903, 9th floor, ‘B’ Wing, Mittal Towers, MG Road, Bangalore -560001, India Phone +91 080 66110116 NEXT GEN PUBLISHING LTD. Unit No. 30, 3rd Floor, Modern Towers, No. 35/23 West Cott Road, Royapettah, Chennai - 600014, India Phone +91 44 39149889 Fax +91 44 39149892 NEXT GEN PUBLISHING LTD. Chandan House, 3rd Floor, Mithakhali Six Roads, Ahmedabad - 380006, India Tel +79 40008000 SUBSCRIPTION & CIRCULATION National Manager Circulation & Subscription K Srikanth Asst. Circulation Manager Operations Sanjeev Roy Asst. Circulation Manager Kapil Kaushik Subscription Supervisor Sachin Kelkar Tel +91 22 43525220 Fax +91 22 24448289 PUBLISHER Khushroo Bhadha Published by Khushroo Bhadha Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. Printed by Khushroo Bhadha Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. Printed at Kala Jyothi Process Pvt. Ltd, 1-1-60/5 RTCX Roads, Hyderabad - 20. Published at Next Gen Publishing Ltd., 2nd Floor, Khatau House, Mogul Lane, Mahim (W), Mumbai - 400016. EXECUTIVE EDITOR Aspi Bhathena
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Bunny Punia
From the saddle
Rebirth of a biker
Once in a blue moon comes a bike that can re-ignite the biking passion into your work infected life again I think I have been spoilt. Blame it on the ever increasing work load or the high frequency of new cars (yes, those four wheeled cages that we bikers often refer to them as) coming to our office lately, but I must confess, my weekends haven’t been the same. Plus the fact that either I am working or out on an official trip or just too lazy to head out to the nearest set of twisties. But last month, this particular motorcycle revived the dying real biker in me. I am talking about the same bike you see on our cover this month – the Honda CB1000R. Although it was mine for just a few days, it made me relive those glorious days of biking on open stretches, in this case, on wet and foggy (typical of Pune monsoons) countryside roads. A weekend came up and though the rain gods were shying away from Pune, I knew it would be pouring cats and dogs the moment I would leave city limits. Nevertheless, who wouldn’t want to take a bike like the CB out for a spin, irrespective of the weather. A ride to Lavasa, the most favoured section among bikers of this city, happened. As I thought, the city was still dry but the moment I hit Paud road, the sky turned gloomy and it was a matter of minutes before the rain gods showed up. That wouldn’t be a deterring
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factor for me today. The twisties (Mutha ghats) began soon and what a world of difference it was riding this stretch on the Honda. I don’t consider myself a pro when it comes to corner carving, but on a typical dry day, my knees would be around a foot off the tarmac. Today, I was more into straight cornering. The rear tyre, I felt, skipped its line a couple of times which further dampened my confidence. My speed was down to as low as 50km/ h through corners and opening the throttle even an inch gave me the shivers. At the back of my mind, I knew it was a mental block but
it took me another ten minutes to go faster. The light drizzle turned into rain and I could see clouds hugging the hills in the foreground. Suddenly, out of nowhere, a biker (probably from one of the many biking clubs) happened to literally fly past me. OMG, what on earth was I doing. This soon turned into a blessing in disguise as I started going faster because if that guy’s semi bald tyres (I could make that out) were holding up, there wasn’t a doubt that the CB’s new, grippy tyres couldn’t go faster. As some might say, it’s all about overcoming one’s mental state to do things better. That is what I did too and enjoyed a bike that screams fun and practicality to my heart’s content. I went faster and faster around each corner and loved getting the rear out by playing with the throttle. Inside the fogged up wet visor, there was a wide grin on my face. What the heck, I even got the front
up in the pouring rain, though it lasted just a few meters. The roughly 140km ride lasted for more than three hours but my body had a different story to narrate. My forearms were aching and so were other things, not to mention my fat bum. Where had the tourer in me disappeared? Was I becoming a couch potato? What about my Europe bike ride next month? How would I do that? As this magazine goes into print, it’s been a week since I have started my fitness routine. This is exactly what I want to recommend to other bikers. Remember the ‘walk when you talk’ advert? Likewise, even a 30min daily jog can do wonders. Ask me – I am already feeling the difference and have become a better biker, and most importantly, a better tourer. b.punia@nextgenpublishing.net
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IGNITION
Glynn Kerr
Guru Glynn
On the Ball
With just three moving parts, the Peraves Superball motor is unlike anything seen before To the uninitiated, the name Peraves probably sounds like an imported beer - the kind that arrives with a chunk of lime wedged in the neck. In reality, this is the small Swiss company which brought us the Ecomobile, that curious mixture of a BMW K-100 rear end and the front half of a glider. After 25 years and a small following of loyal disciples, the Ecomobile begat the Monotracer, which was launched at the 2006 Cologne Intermot. The Monotracer continues the cabin-motorcycle concept, updated with cleaner, fresher styling with more than a hint of Audi R8 influence. While as unconventional as its predecessor, the Monotracer has proven its mettle by winning the “Abenteuer Auto Vollgas
Challenge”, beating a Suzuki Hayabusa and a Corvette Z6 on a 600km Autobahn run from Munich to Berlin. The Monotracer won by a full fifteen minutes, thanks in part to a generous tank range that avoided the need for refuelling stops. Not satisfied with rewriting the rule book on vehicle design, Peraves has now come up with a whole new engine concept, which it calls the Superball. It’s along the lines of the old rotary engine, but rather than using an eccentric rotor, the Peraves design features swiveling pistons working perpendicular to the “crank” axis (or rather the “rotor” as there are no eccentric linkages) to create the compression. Consider a ball rolling inside a spherical chamber on a fixed
via ceramic balls rolling inside grooves cut into the walls of the engine housing. These grooves snake in and out to create a three-dimensional cam, forcing the expanding piston to rotate itself around the main rotor axis in the other plane. Not quite grasped the principle? That’s not
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1. Over 25 years of production, the Ecomobile has developed a small but loyal following 2. What’s that bit do then? The essential components of the Peraves Superball Motor 3. Ghosted image of the complete motor 4. Two pre-chambers supercharge the first working chamber by ducts with up to 1.7 bar
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Image copyright Peraves - open press material
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axis - a ball within a ball with a stick pushed through the center. Remove a thick slice from the center of the inner ball and cut that into wedges. Slide two of them back into the vacant slot, pivoting each segment in the center at ninety degrees to the main rotor. Together, these jaws form a piston which can draw in an air/fuel mixture as they open, close to create compression and be forced apart again following ignition. This movement is however happening perpendicular to the rotational axis of the engine, so this is translated into the other plane
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IGNITION
Glynn Kerr
You may not be able to get your knee down in the Monotracer, but you are surely going to have more fun
not surprising - even after watching a computer-generated video sequence on the company’s website, the theory still results in a fair amount of head-scratching. The Peraves engine actually has two such pistons, each one attached to its opposite number diagonally across the center, such that opening one set of pistons on the power stroke also opens the opposite pair on their intake stroke. In this way, the Superball resembles a genuine four-stroke, firing at 180° intervals like a fourcylinder piston engine, although the makers claim it produces double the power of a conventional four-cylinder engine, and at half the revolutions. Petrol, diesel, CNG and hydrogen versions are apparently all possible. The system uses pre-chambers to force a supercharged air and fuel mixture into the engine around the axis, with a twin spark ignition and a single exhaust port located around the periphery of the housing. As with a rotary engine, no valves are required, and so the number of moving parts is drastically reduced. The Superball has just three. Peraves claims its engine has smooth, turbine-like running characteristics. However, although there is no linear movement to transform into circular, as with a conventional piston and crank, the Superball’s
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pistons do go through a similar acceleration/deceleration routine each cycle. By contrast, the beauty of Felix Wankel’s rotary principle, as seen on the Norton F-1 or the Mazda RX7, is that all the parts continue to spin in the same direction. Actually transforming the lateral movement of the Superball’s pistons through 90° into spinning the rotor would appear the most difficult task - a design feature that appears somewhat inefficient from an engineering standpoint. It’s hard to imagine that this all happens thanks to just a couple of ball bearings running in grooves. Other potential problems spring to mind with this configuration. The Superball is a pretty dense and compact unit - useful for packaging, but difficult to dissipate heat from. The flat-sided combustion chamber looks far from the ideal shape too, although it should be possible to hollow out the piston sides to create more of a hemisphere. At least it seems an improvement over the Wankel engine, whose inefficient bananashaped combustion chambers resulted in notoriously high fuel consumption. As with the rotary, there’s the issue of sealing too, although again the Superball should present less of a problem as the piston path is relatively straightforward. All the same,
5. The Monotracer VIBGYOR range 6. A swarm of Monotracers pose for a picture
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engineers I’ve discussed the layout with point to the large surface of seal scrape relative to the engine’s displacement, along with the poor torque lever effect of the pistons. Machining the complex components may not be particularly cost-effective either. Yet despite these reservations, Peraves has apparently built a running prototype, which it has installed in a Yamaha YP400 scooter. The company website posts a hazy power chart, where it is shown to significantly outperform the stock Yamaha motor, although there are no videos of the actual engine in
action. The computer-generated animation does however make fascinating viewing - you can see it, along with other information on the engine at http://kugelmotor.peraves.ch/ index_en.htm. Whether Peraves’ claims can be proven remains to be seen, although at this stage, its prediction that the Superball Motor will result in the “gradual and well-earned retirement for yesterday’s useful piston engine to museums” does seem a little premature. Either way, the people at Peraves are certainly thinking outside the box.
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MOTO WARE
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Red hot apparel from a new range launched on the occasion of Honda Racing’s 50th anniversary
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02 01 RACING FLEECE
The polar fleece from Honda is predominantly red in colour with black lining at the underarm area. The polyester fleece boasts anti-pilling characteristics. It is available in small through XXL sizes.
02 RACING JACKET
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Honda’s racing jacket is not just windproof but also water repellent. The high neck jacket sports a couple of pockets outside as well as an inside zipper pocket. It also has a pocket to keep your mobile phone.
03 RACING TEAM SHIRT For die-hard fans of Honda, the 50th anniversary range includes a racing team shirt in red-andwhite colour tones. The half sleeve cotton shirt with buttons is sure to make you feel one among the team.
04 RACING LONG SLEEVE SHIRT Another eye-catching apparel from Honda’s wardrobe is this long sleeve cotton shirt. The full sleeve shirt comes in a round neck design and is available in small through XXL sizes.
05 RACING POLO SHIRT The Honda Polo shirt is one more cool item from the range and is available in small through XXL sizes.
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IGNITION
RIDE SAFE
Position and negotiating turns A proper riding posture not only increases our fatigue threshold but also enhances our actions and reactions. Let’s go back to the basics to maintain a better riding posture and negotiate turns effciently RIDING POSITION From the time we start learning how to ride, we tend to focus mostly on clutchaccelerator-brake coordination. With time, we forget a very vital issue of riding position. Does it make any difference how we sit on a bike? Yes, it does determine our fatigue threshold as well as our action and reaction time. An improper posture while riding could invariably affect other elements of our riding. If you are habituated to a posture, you are likely to unconsciously prevent yourself from taking your riding skills to the next level. Before we proceed, the most vital point is being fit and feeling comfortable to ride. Unless you feel fit to ride, you are less likely to have the required control for biking. Simply put, regular riding will strengthen and tone particular muscles used for the purpose. Not to mention, this will also enhance your reflex action that is very much required for better riding. At the same time, you should be feeling comfortable to ride in order to concentrate on the road and Straightened lower back aids better movement of upper body
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your riding skill. Moving your hips a little forward straightens the lower back which allows the upper body to arch over the bars and aids better movement. It also prevents any long term damage to your back, thereby reducing your chances to visit a physiotherapist. This posture also makes your back and stomach muscles counter the braking and acceleration forces without you having to brace against or cling hard to the handlebars. This means that throttle control and steering which are vital factors for better riding are isolated from other forces that might upset them. Keeping elbows straight while riding is a strict no-no as it can limit your manoeuvring ability and negatively affect the bike’s natural balance. It also stresses your upper body and throws throttle control, braking and acceleration into complete disarray. When elbows are slightly bent, your hand and the muscles in the back of your arms act as a suspension. Bent elbows prevent Relaxed and slightly bent elbows increase your manoeuvring ability
jolts from potholes from getting transferred directly to your hands as that might interfere with steering and throttle control. Locked elbows also restrict efficient turnins. While negotiating a corner, you should be able to turn your head so that you can see through it to the other side – which also means that you have to drop your shoulder out of the way. With stiff elbows, your shoulder will obstruct the chin piece of your helmet, thereby restricting your head movement to less than 90 degrees. If your elbows are bent and relaxed, you can easily drop your shoulder and see through a tight corner more efficiently. Keeping the ball of your foot on the peg aids better movement. This helps to twist one’s whole body and to move the hips to hang-off from the bike that are required while cornering. Though some may find it really tough to move their feet to use the gear lever and the brake while having their foot balls on the pegs, the technique works for most riders. Resting the ball of your foot on the peg aids easier movement of the hip while cornering
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Keeping a finger or two on the clutch and brake levers helps during emergency braking
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IGNITION
RIDE SAFE
Pointing the nose towards the intended direction helps look farther and decide the next moves in advance
Scan for incoming vehicles beforehand
Dropping the shoulder to aid movement of the head right before you steer helps Turning at high speed will require you to shift your body weight
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TAKING YOUR TURN We now move forward to negotiating turns in a safer and more efficient way. As the saying goes, “where you look is where you go”, the very formula applies here as well. What betters your riding skills is when and how far you need to look in the direction you are going. Practically speaking, the location and the type of turn determine the kind of action you need to take. Highway riding and city commuting place you in different circumstances requiring you to take different approaches. Nonetheless, the basics of negotiating a turn are more or less the same. Just before approaching a turn, follow the above mentioned thumb rule. Look at the direction you want to go in. Drop your shoulder, turn your head so that your nose points exactly in the same direction you are to follow. Mind you, it’s not just about looking through, but looking at a distance that is in perfect conjunction with your speed. Looking straight at something with our face pointed towards it provides the best feedback for speed-distance relation. Be it road or track, you need to
concentrate more on where you want to go than anything else. If you want more speed, safety and fluidity, you need to completely forget about other aspects like footpeg weighing, putting the knees down properly, etc. Once you are sure about where to go, your body will automatically behave in a coordinated manner to follow that direction. As you negotiate the turn, keep your nose pointed in the right direction while still keeping your head and eyes level. You also need to keep your shoulder out of the way by dropping it down and forward. Swiveling your upper body and dropping your shoulder also make it easier to keep your head level, which helps to judge distances at speed. Negotiating a turn at high speed calls for the counter steering technique. Cornering at high speeds requires you to lean the bike in the direction you want to go in, instead of turning your handlebar. At this point, you need to apply the counter steering technique in order to prevent yourself from biting the dust. The technique means pushing the right-hand bar to turn the bike to the right and pushing the left bar to turn the bike to the left. Dropping your shoulder
and turning your head towards the intended direction throughout negotiating the corner aid this movement thereby making it easier for you to turn. However, if you are negotiating a right turn within the city where there is no signal to control traffic, remember to scan for vehicles approaching from your left beforehand. When you push your body weight into the inside of a corner, it helps to hold the bike more upright for any given speed, almost in the same manner as hanging out of the saddle. A perfect example of this is to watch MotoGP riders - you’ll notice that they keep their legs out of the way as much as possible. They crane their upper body into the corner with eyes fixed on the corner exit. It may take some time before you get used to setting your eyes correctly before and after taking a turn. You should move your focus from the entry point, apex and exit in conjunction with the speed you carry. Once you combine the dropping shoulder turning head and pushing the bar act into a single, fluid movement while at the same time keep your eyes focused on the corner’s exit, you will master the art of cornering.
to ensure protection of your limbs. Our reflex action makes our feet and hands take the first hit in any eventuality. A riding jacket ensures the next level of safety for our torso which houses all the vital organs. Ideally, a riding jacket should have
inner armours for the elbows, shoulders, chest and the back bone. In addition, it should have a padded waistline to protect the hip bone. Last but not the least, is a pair of knee pads to protect knees. They are must for fast riders as knees are vulnerable to non healing fractures.
riding in the city or around hills and their inadequacies will crop up immediately. Likewise, drag racers will ride amazingly in a straight line but when it comes to using their body swiftly to control the bike in a better way, they will be left wondering. We urge you to not only go through
these four pages but also to put the techniques we have explained into practice. It may take a while, but it will only help you become a better rider with time. Shifting your body weight, toes on the footpegs, fingers on the levers, etc - even the smallest of variation can make a huge difference.
RIDING GEAR Safety on the road also comes in the form of adequate riding gear. A good quality certified helmet comes first in the list. And it’s not just for you - make sure your pillion too wears a quality helmet. Second are a pair of shoes and hand gloves
EDITOR’S NOTE We see a lot of youngsters giving more attention on pimping up their bikes or investing in flashy riding gear. But at the same time, these riders completely forget the basics of riding their motorcycle in a better way. Stunt junkies might have an awesome control of the bike on one wheel, but see them
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IGNITION
readers’ page
your trips Who Are We? Prateek, Essa, Akshay, Jassi Riding : Bajaj Pulsar 180 and Yamaha R15
Trip Log: Four of us, part of the Delhi based Korrupt Ryderz group undertook a 600km round trip to Nainital (in Uttaranchal) and back last month. Our road trip from Delhi to Nainital was planned at the last minute on a fine night. Unusually, the ride also started a couple of nights later at well past midnight. We decided to start our trip after taking blessings from a
Clockwise from top left: A nice way to get some rest. The narrow road in the cantonment area was too steep. The riders with the Naini lake in the background. One of the riders finds a new way to catch a few winks! Both the bikes proved to be reliable companions on the 600km trip
Gurudwara and the Hanuman temple. Our first stop was at the Hapur toll booth for rest, after which it was a nonstop ride to Nainital. We reached this lake side hill-station by morning and thankfully our rooms were prebooked so we immediately headed to our hotel for much needed rest. The next day, we decided to go to Kilibri, 30km away. We shot some photos and had our
breakfast there before coming back to Nainital and enjoying its picturesque mall road. The last day saw us going to the cantonment area. We knew a few people there that allowed us to ride inside the campus area on narrow hilly roads. A particular section of a very narrow downhill stretch was very adventurious though we couldn’t ride back up due to its steep gradiant. This was one of the highlights of the ride.
your trips Who Are We? Gun riders club of Ahmedabad Riding : Eight Royal Enfields
Trip Log: After months of planning, nine of us were finally on our way to Leh from Ahmedabad. Other club members and relatives joint in to see us off and by 5:30 am, we were on our way to New Delhi via the NH8. After riding for more than 600km, we decided to spend the night at Kishangarh. We rode past Delhi the next day, however, the big city’s traffic proved to be a nightmare for us. We finally called it a day at Ambala. The next day’s ride saw a bike getting a puncture and another’s chain breaking off, wasting precious time. Day five finally gave us the first proper view
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of the Himalayas and we spent the night in a house boat in Dal lake. The next dat we rode to Kargil and though the roads were good till Sonmarg, the real test of man and machine started once we were on the climb to Zojila pass. Traffic is opened one way at a time but we bikers were allowed to ride on. The road was in a mess with slush filled potholes and steep inclines. The night at Kargil was a tough one as the high altitude and the day’s hard riding left most us with sore bodies and a headache. We finally hit Leh on 20th May, 2009.
The next day was meant for relaxing and regaining our strength. We left for Khardung la, officially the world’s highest motorable road, the next day. It was time for us to celebrate, which we did in style by having black tea that was offered by the army jawans. At night, we had local brewed beer (Chang) and spent time shopping around. Day nine saw us riding to the Pangong Tso lake via the mighty Chang la pass. We were mesmerized by nature’s beauty and wished we could spend more time next to the lake, however, we had to return to Leh by night. Unfortunately, heavy snowfall on the Leh-Manali route meant that the passes were still closed to traffic. This meant we had to take the same route via Kargil and Srinagar back home. Most of us were disappointed but we had no other option. By the time we were back in Ahmedabad, all of us were very tired but at the same time, our perception about touring had completely changed.
Clockwise from left: The nine riders of the GRMC club posing at Khardung la - officially the highest motorable road in the world. The tourist season hadn’t set in which meant there was hardly any traffic on the Kargil - Leh road. The snow capped peaks around offered numerous photo-ops
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your trips Who Are We? Group of Delhi Superbikers Riding : Various Indian bikes Trip Log: After two months of planning, nine of us (two people in the backup vehicle) left for Leh on the 1st of June 2009. Manali, 570km from New Delhi, served as our first night stop. The next day we rode through the traffic infested Rohtang pass, after which the road became devoid of tourists. We filled up our bikes at Tandi and continued towards Keylong. We had a tea break at Darcha where we had to ride through knee deep water! Sarchu was our stay for the second night. The third day saw us riding to Leh
via more mountain passes including the snow infested Baralacha la. More plains was another interesting stretch after which we were on the treacherous route to the mighty Tanglang la pass. After resting on day four, we continued for the Pangong Tso lake via Chang la pass. The changing colours of the lake in the sunlight was just surreal. We rode along the periphery of the lake till the end of the road after 8km and from there we could see the China border. After lunch we started for Leh and stopped at Shey palace
Clockwise from top left: The GODS’ members pose after riding through Rohtang Pass. The bridge at Darcha wasn’t up, which meant they had to ride through a flowing stream. Walls of snow! With a few local children enroute Srinagar enroute. Day six was special to us, for we were riding to the world’s highest motorable road. Later we proceeded to other places like Magnetic hill and the beautiful Pathar Sahib Gurudwara. Srinagar was another 425km so we left early on day seven. We made good time reaching the famous town of Kargil around 2 pm but the dreaded Zozila pass came our way in the evening. The next 50km were hell because of the mud and
slush on the road which kept on spinning the rear tyre. It was 9 pm by the time we hit Sonamarg and had no choice but to spend the night there. We rode back to Delhi via Jammu and Pathankot and Jallandhar. We encountered everything from the heat of the plains to snow storms and rain on this eventful ride.
reached our destination. The place where we stayed, Thamel, is often considered as the Las Vegas of Nepal which we realized the next day. Day nine saw us riding 300km to Pokhara. The views on this route were enchanting. The Pokhara Lake was another interesting place that captured our hearts. Day 10 was our last day in Nepal and we rode towards Sanauli border and stayed the night at Gorakpur. We wanted to see Agra, 800km away and hence left early morning the next day. However, traffic in Allahabad slowed us down and at well past midnight we
had no option but to call it a day at a road side dhaba. By noon the next day, we were at the Taj. It was also time regain our strength and finally on Day 13, we left back for Mumbai via Jaipur and Ajmer. Ajmer was another city which we loved exploring, so much so that we spent Day 15 there. However, we had to get ourselves back to Mumbai and it was a nonstop 26 hour ride back to our hometown. Our fellow bikers were there to greet us, even at well past midnight. We couldn’t believe a sixteen day road trip had finally come to an end!
your trips Who Are We? Bupesh, Prashant, Bupesh, Navnit Riding : Royal Enfield Bullets Trip Log: Four different characters (that would be us) left for Indore from Mumbai only to halt 100km short the first day. We rode through Madhya Pradesh and had Sanchi and Khajuraho planned as our stopovers where we reached by day three. On day five the roads in UP proved to be a nightmare. We had 550km to cover to Gorakpur but ended up reaching Lucknow at
midnigt! Nepal was just 200km away and by noon, we were at the other side of the border. The immigration formalities took an hour and Nepal Gunj turned out to be our night stop. Kathmandu was still more than 500km from here and we took the Mahindra Nagar highway - a two lane one, but with smooth tarmac and beautiful views around. It was 1 am by the time we Though this ride took place in Janaury this year, the determination of four bikers to ride for sixteen days and over 6000km across the heart of India, to Nepal and back home to Mumbai, left us speechless. The bottom left picture was taken at Sambhar enroute Ajmer. On the right are the four bikers
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IGNITION
readers’ page
YOUR PICS
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SEND US YOUR PICS! Get digital. Email your pictures to bikeindia@nextgenpublishing.net, with the subject line, ‘Your Pics’. Make sure the pictures are accompanied with a small write-up
Azhar Khan from Lucknow based Aviators Biking club pulling a nice endo on the FZS
Great stuff - Arjun, Vivek and Shabu, members of the Outlaxz club balancing their act on the YBX
Ultra Violent Wheels’ Ninad performing a wheelie variation on the puny Hero Honda CD100
Milan, part of the xkmph group rolling the FZ on one wheel as his team-mate hangs on for dear life!
A cross-hander followed by a no-hander wheelie on the Hunk by Yogesh, a part of Superd Stunters
Sushrut Sathy and his pal show off their skills on various Indian bikes. Keep it up guys!
Rihen, astride a Bajaj Pulsar 150 shows off his skills by pulling nice wheelies
Team HTRZ is back on these pages. Brat (Pulsar) and Leo (FZ) prove their mettle once again
Lifting the bulky Hero Honda Karizma never looked so easy! Anurag seems to have tamed it well
Vikram Virk from Chandigarh pulls a 12 o’clock wheelie on the Yamaha FZ16
The FZ16 seems to be gaining in popularity among stunters. Seen here is Speedster from team A2B
India August 2009
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BIKERS ALL
RISING
STAR Adhish Alawani catches up with Bangalore based Alok Shashidhar who is making a mark for himself at local superbike racing events Photography: Aditya Bedre
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BIKERS ALL IS ABOUT PEOPLE IN THE REAL WORLD WHOSE LIFE IS
R
ACERS ARE NOT supernatural beings. They are just like you and me with a strong urge to do something that not everyone can easily accomplish. There is something that drives them towards becoming a hardcore biker. One such incident occurred with Alok Shashidhar back in 2005 when he went to see the Speed Run drag competition held in Bangalore but was denied entry to the pit section. Watching the racers pushing hard to get the best quarter mile drag timings and the pit entry denial ignited Alok’s urge to be a racer. The year 2006 saw the debut of a
budding racer. Astride a brand new Karizma, Alok entered the Speed Run in Bangalore on stock setup and pulled out a fourth place. Delighted with the debut result, he travelled all the way to Kharghar, Mumbai to enter the drag competition in the western part of the country in February 2007. A second place podium finish motivated the Bengalaru biker further. By this time, Alok had already realised the limitations of drag racing and was willing to get into something much more exciting and challenging. With no clue of how to go about it, he approached Alok recieves the winner’s trophy in the Experts Class at the JK Tyre Championship
INTRINSICALLY CONNECTED WITH BIKES OR REVOLVING AROUND THEM IN DIVERSE WAYS
Mr. Ravindra MS who introduced him to the TVS Race a Bike scheme. Alok entered the 2007 season with a TVS Victor in the 125cc class and a TVS Apache in the 160cc class. Claiming ten victories in the 125cc class and six in the 160cc, Alok made a dream debut at the TVS Race a Bike scheme. He also participated in the MRF Championship in the upto 250cc category on his Karizma and claimed the second position. The 2008 season began with a lot of hopes for Alok. A victory at the hill climb race in Chamunddi Hills and a second place at the Kharghar Speed Run increased his confidence. Alok claimed the first place in the 125cc category on a Yamaha YBX in the first round of the UCAL Rolon National Championship along with a third place in the 250cc category. Impressed by the young racer’s abilities, TVS Racing offered him a seat on the TVS Victor in their factory team for the 2008 season. Alok finished as a runner-up on the TVS Victor in the national championship. With the urge to go
even further, Alok decided to enter the field of superbike racing. With support from his parents who gifted him a Yamaha R1 on his birthday in June 2008, Alok began racing superbikes from the second round of the JK Tyre Championship in the same year and was placed second by the end of the season. He gives Ameen Navaz Khan of Moto46 Works who maintains and tunes his bike a lot of credit for his success. Alok sold his R1 after the 2008 season and is now racing a sponsored bike from Dr. K Ravi who himself is a passionate biker. A doctor by profession, K Ravi is taking care of the tyres and fuel for Alok’s sponsored R1. The Bangalore lad has already started 2009 on a successful note by winning the second round of the JK Tyre Championship in the Experts’ Class. Aiming for Malaysian Superbike championship next year, Alok hopes to get more sponsors to help individuals as well as the teams and organisers who are doing their best to promote Indian motorsports. BIKE India wishes Alok all the best for his racing career ahead.
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SPECIAL FEATURE A DAY WITH MAHINDRA FLYTE
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A healthy mind in a healthy body: the Flyte has got both
My
Flyte of
Style
Mahindra brings you the ultimate companion to take care of all your pursuits and complement your fast paced lifestyle in pure style Shop more, save more, carry more
Commuting to work gets a whole new meaning when you are on the Flyte
H
ectic schedules? Dropping your little brother off to school? Or simply late for your date? Fret not as the new Mahindra Flyte is here. The scooter’s revolutionary features and class leading style is going to ensure that every ride etches fond memories in your heart. The Flyte has been developed from the ground-up keeping in mind special preferences of the youth. With its nippy 125cc acceleration and smart handling, the Flyte is the ideal companion for rushing to the gym for your daily dose of fitness. We spoke to Praveen, a new Flyte owner and here is what he had to say, “My daily trip to the college is now easier with the smooth clutchless transmission of the Flyte. I don’t have to fiddle with the seat anymore since the front fuelling system ensures that I can sit regally on the perch even when tanking the scoot up”. We at BIKE India think that the Flyte’s striking design and luscious colours will give you all the second glances you need. Its generous footboard is ideal to keep your precious books and groceries away from the rain and dirt. We had the scoot for a week and hanging out with colleagues for a cup of coffee after work became a fun affair with the Flyte. The envious looks Varun (who kept the scoot) got made him want to keep the Flyte for a longer time! The Flyte is definitely the ultimate companion for youngsters who want nothing but the best.
You won’t ever want the ride to end
August 2009
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ROAD TEST HONDA CB1000R
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Honda’s naked urban weapon is here to enthral enthusiasts in the country. Adhish Alawani rides one hard to become a victim of this intoxicating machine pohotography: Sanjay Raikar
Brute Force
ROAD TEST HONDA CB1000R
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T
he main street just outside the BI office lane stretches for 400 meters before the first crossing. There is a four feet tall divider on one side and barren army land on the other, both of which ensure that nothing is going to cross your path on this small stretch. Coming out of the office lane at about 30km/h, I hit the main street, wrung my wrist hard and before I could start braking for the cross road ahead, I had already crossed the three digit figure on the small blue-backlit speedometer housed in a corner of the techy instrument console of the Honda CB1000R. The fact that this bike can so easily manage speeds in excess of 100km/h is a mind boggling reality indigestible for most people in a country where ‘fuel efficient’ bikes enjoy the maximum share of the market. However, times are changing and we are ready to take on these ruthlessly powerful bikes. At the same time, a thought crossed my
Honda designed the CB1000R in Europe, more specifically in an Italian design house. The CB looks nasty, ready to attack everything that comes in its path. And it is meant to do so. The aggressive, urban street weapon has a striking design which yells out its European character. With the CB1000R, Honda has finally managed to shake off its conservative design philosophy and adopt something much more adventurous and exciting. The triangular headlight with a blue pilot lamp housed at the bottom is topped with a small cowl covering the futuristic instrumentation console. The edgy radiator cover gels perfectly well with the tank. The bike has a meaty front but tapers drastically towards the rear. The CB’s tail with the small LED brake lights is very narrow with a pillion seat for an extremely figure conscious girl friend. However, what catches your attention at first sight is the beautifully crafted four-spoke
mind. We, a few hardcore yet rear alloy wheel mounted on a The bar type digital responsible bikers, are ready single-sided swingarm. The tachometer dominates the to exploit the abilities of the stubby, state of the art exhaust space age blue backlit hundreds of horses packed on on the CB1000R is simply instrumentation console while other data makes two wheels, but are such fabulous and contributes a lot space for itself in the corners machines really practical in a to the bike’s aggressive country like India? character. The upright stance I had been baffled by this thought since the of the machine furthers strengthens its street advent of big bikes in India. After a long wait, I fighter appeal. The CB’s handlebar is not too have finally got an answer in the form of the wide, not too short and fits perfectly well in the latest offering from the Honda stable. The seat-footpeg-handlebar geometry giving the Japanese manufacturer recently launched a rider a comfortable posture. Has Honda missed couple of their litre bikes in the Indian market in out on any of the design elements of the bike? I the form of the CBR1000RR Fireblade and the fear not. They have managed to pull out a bike CB1000R. We tested the Fireblade a couple of that can put the Italians to shame and then they months ago and found out how much power it have launched it in India to kill a competition packs in and how great a handler the bike is. We that doesn’t exist at all. By all means, this is a also learnt how clinical the CBR is and how we bike that will guarantee you a second look and wished it was a bit more than just that. Or did we maybe a third or fourth look from onlookers on wish for a CB1000R? Probably! the street.
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ROAD TEST HONDA CB1000R
GEAR CHECK Rider: Adhish Alawani Helmet 1-Piece Suit Gloves Boots
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Shark S500 Air Spidi R-Course Spidi Strada Spidi XPD XP5-GP
Does that make it a poser’s bike? Definitely not! What Honda has done apart from the mind blowing design of the bike is that they have applied all their engineer brains in every possible manner while making the CB. They have taken the 998cc motor straight from the 2007 Fireblade, detuned it to 125PS and put it in the CB1000R. But hold on before you come to the conclusion that this bike is highly underpowered as compared to the Fireblade since it packs in almost 50 odd horses less than the CBR1000RR. What Honda guys have managed to do, in a flawless manner, is that they have brilliantly compensated the loss in peak power by providing a gain in low and midrange torque. Thus, the bike has become a lot more rideable in city traffic where it is likely to spend most of its time being a street fighter. Another reason why it becomes a lot more tractable in the city is its extremely linear and smooth power delivery. There is absolutely no hint of a sudden surge
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1. The CB1000R gets a single sided swingarm inspired from bikes such as the legendary NC30 and RC45. The beautifully crafted four spoke alloy wheel and the stubby exhaust are probably the best features on the bike 2 The day time running headlamp and the blue pilot lamp underneath it look stunning with the small wind deflector on top 3. Braking duties have been handed over to the 320mm twin Tokico disc brakes 4. The CB1000R is one hell of a machine to play around with - anyhow and anywhere 5. The pointy tail of the CB is rather narrow and holds a seat that invites only the figure conscious girl friend(s)
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anywhere through the rev range which ensures a highly comfortable ride. Going at 2000rpm in the fourth gear you will be as comfortable as on any small capacity Indian bike. To add to that is the upright posture of the CB1000R which lends it an amazing flickability on congested streets. One has to really ride the CB1000R to believe that a litre class bike can be flicked around in the traffic and can be toyed around in the city. So while the low end grunt takes care of your lazy ride through the street, the midrange takes care of your urban assault. Go past 4000 revs and you are surely in for some serious fun. If that is not enough, go full blast past six and a half grand on the digital bar type tacho for those ‘front end floating’ moments. It becomes quite difficult to keep your front wheel on the ground under hard acceleration considering that the CB doesn’t have a front heavy posture. Does that hint to something called as wheelies? I doubt if I need to explain it in words when the pictures can do
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ROADTEST HONDA CB1000R
Honda CB1000R
ROAD TEST # 75
PRICE Rs 11.2 lakh (OTR, Mumbai)
GENERAL DATA
Height 1095mm
within no time, you are not going to be satisfied with a ton and a half on the speedo. The CB will negotiate corners in a very stable manner and without losing its composure. But show it wet tarmac, and the tyres fail to instil even the slightest amount of confidence while leaning in corners. Look at the CB1000R as a complete package. It has a styling that can gather all the possible attention on the streets. It is a monster that will mesmerise every biker in the country. Its comfortable riding position and amazing low and midrange grunt makes it an everyday use machine. It packs in enough power to turn a forty-year-old enthusiast into an eighteen-year-old lad. The CB turns out to be a highly practical machine for absolutely anyone, everywhere in a country like India. I have always felt that litre bikes are not meant for India and
Saddle Height 820mm
all the talking. The CB1000R is one hell of a machine to stunt on. Carrying those long wheelies at speeds in excess of 100km/h is no more a pro’s job. It is quite unbelievable the way the CB works itself up in the air with a slight clutch input in the second gear and continues to do so for as long as you wish and the road conditions permit. It hardly takes any time to get addicted to the immense amount of practical power offered by the Honda. Just one thing that I missed on the CB, considering that it keeps on lifting its front wheel every now and then when you are full on gas, is the steering damper. Even an expert might experience a heavy tankslapper if he is not able to land the front wheel properly. While this is the story while city riding and stunting, I was not quite pleased with the Honda’s highway abilities. I am not
OVERALL 11111
Ground Clearance 130mm Wheelbase 1445mm Length 2105mm
Width 785mm Kerb Weight 217kg Battery 12 V / 12.0 Ah, Digital speedometer, odometer, tachometer
FUEL ECONOMY
1112
Overall* Highway City Fuel Tank Capacity(usable) Range *is 75% city riding and 25% highway
16 kmpl 19 kmpl 15 kmpl 17 litres 272 kms
ENGINE
11111
Type Displacement Bore x Stroke Valvetrain Comp Ratio Fuel supply Max power Max torque Power To Weight Ignition
4-st,In-line 4 cylinder, liquid-cooled 998 cc 75mm x 56.5mm DOHC, 4-valve/cylinder 11.2:1 PGM-FI 125PS@10000rpm 135Nm@8000rpm 576.03 PS/ton Computer – Controlled digital transistorized with electronic advance Electric
Starting
IT HARDLY TAKES ANY TIME TO GET ADDICTED TO THE IMMENSE AMOUNT OF PRACTICAL POWER OFFERED BY THE HONDA saying that the bike doesn’t pack enough juice for the touring soul, but we have to accept the fact that every coin has two sides. The CB1000R with its upright posture does take care of your back on those long rides, but then you can’t go full blast on the highways either because of the same upright posture. The windblast starts disturbing you from 150km/h and the neck muscles start struggling to keep the head steady. I understand that 150km/h is in itself a very high speed over Indian highways, but then when the bike is capable of doing speeds in excess of 220km/h and can reach there
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if I had to buy a multi cylinder motorcycle, it would be the supersport 600. Has my perception changed? Completely. The CB1000R has successfully made me believe that a litre class bike can be a lot of fun and most importantly, a practical option in a country like ours. But like most great things in the world which come at a price, this one will drain your pocket by Rs 11.2 lakh (approximate OTR, Mumbai). However, at this price, I doubt if there is any other bike currently available in India which will give you as much of an adrenaline rush as this one.
TRANSMISSION
11111
Clutch Gears Gearshift Pattern Primary Drive Final Drive
Wet, Multiplate 6-speed 1-down, 5-up Gear Chain
CHASSIS
11111
Type Mono-backbone, cast aluminium Suspension (Front) 43 mm inverted HMAS cartridge- type telescopic fork with step less preload, compression and rebound damping adjustment, 120 mm axle travel Suspension (Rear) Unit Pro-link with gas- charged HMAS damper featuring 10- step preload, compression and rebound damping adjustment,128 mm axle travel Brakes (Front) 320 x 4.5 mm dual hydraulic disc with 4-piston caliper, floating rotors Brakes (Rear) 265 x 5 mm dual hydraulic disc with single-piston calipers Tyre (F/R) 120/70–ZR17 / 180/55–ZR17
PERFORMANCE 120
11111 4.81
ACCELERATION
100
3.74
80
2.73
60
2.10 1.52
40 20 0
0.89 TIME, SECONDS 0
1
2
3
4
5
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Standing Quarter Mile (0-400m) 12.33s@191.69km/h ROLL - ON 4th 5th 6th 40-60 km/h 1.62 1.73 NA 60-80 km/h 1.32 1.78 NA 80-100 km/h 1.40 1.93 NA 100-120 km/h 1.39 1.55 NA BRAKING* 60km/h to standstill 17.46metres / 2.24s 80km/h to standstill 32.20metres / 2.80s Performance testing by Adhish Alawani
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QUICKEST BIKES PERFORMANCE TEST
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QUICKEST BIKES PERFORMANCE TEST
PULSAR 220: The P220 has the best in class and overall acceleration from 0 to 100km/h. However, the bike takes a setback in the braking test
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Yamaha R15 This track tool doesn’t score enough points to take the crown here. The R15, as seen in the picture, experiences a lot of nose dive under hard braking
The Test: BIKE India’s regular readers are surely aware of the significant amount of performance testing through the various assessments we have undertaken in the previous years. Motorcycles have been taken to the racetrack and extensively tested in order to judge their performance on the acceleration, handling, high speed stability and other fronts. Data has been logged from the innumerable laps scored around the track on various bikes. However, all the data we have collected is more relevant for the track and sport riding rather than the daily city assault. So this time, we decided to undertake a different kind of performance testing for the Indian motorcycles. We wanted a test which would be more relevant to the hardcore city biker who goes high on throttle every time the signal turns green, the ones who like participating in traffic light GPs. We wanted a test to find out which bike would come to a standstill in the least amount of time and distance from an extremely high speed (in the Indian context). Keeping all this in mind, we framed a 0-100-0 test. The
motorcycles were segmented according to their engine capacities. For the slower 100cc and 125cc bikes, we devised the 0-80-0 test. The aim here was to accelerate the bikes from standstill, all the way to either 100km/h (powerful bikes) or 80km/h (smaller capacity bikes) and then brake hard to get them back to a standstill. The motorcycles’ engine and transmission were exploited to the fullest in the acceleration test while their brakes and tyres were ruthlessly abused during the deceleration test. The performance testing was done at the same location in similar climatic conditions to ensure the highest possible precision for the comparison. The Racelogic Drift Box data logging equipment was put on every bike during the test to obtain the most accurate readings and eliminate any doubts. So does the quickest accelerating bike decelerate that quickly? Does the fastest bike around the racetrack prove its mettle in the 0-100-0 test? Or does an underdog take away the honours here? Adhish Alawani finds out exactly what happens. August 2009
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UPTO 100CC
The bikes up to 100cc are out and out commuters. The motorcycles in question here are the ones that don’t really matter to the hardcore biker. However, ignoring the ones that enjoy the maximum share in the market is not fair either. The TVS Star Sport took away the honours of being the quickest in its segment. With acceleration figures far better than any other bike in its league, it was the undoubted winner in this segment. The bike, with its meager 99.7cc engine, managed to hit 80km/h in 23.9 seconds and came back to a standstill from 80km/h in 4.69 seconds. Braking is not convincing considering that the bike comes equipped with drum brakes up front. However, since there is no other bike in its class which sports a disc brake, the TVS Star Sport wins the title in the commuter segment. The Bajaj Platina comes closest to the Star Sport but loses out marginally.
UPTO 125CC
The 125cc bikes have also been considered as commuters in the Indian market. However, with manufacturers getting serious about this segment for higher sales, these bikes have started getting sportier in recent times. Driven with motors producing power in excess of 10PS, these bikes have also started sporting disc brakes at the front. The Honda Stunner FI scores slightly more than its carbureted version in terms of acceleration; given the fact that the gearing on the bike has become slightly taller than its earlier variant. The fuel injected Honda accelerates all the way up to 80km/h and then comes back to a halt in 15.58 seconds. Coming close to the winner was the bike’s carbed sibling, the Honda CBF Stunner. The other 125cc bikes couldn’t even come close to the Stunner FI’s performance in the 0-80-0 test.
UPTO 150CC
The motorcycles making up the 150cc category are mostly the perfect blend of commuter bikes and decent performance. However, with Yamaha introducing the R15, the scene has completely changed. Hardcore performance has come into the picture and the competition has been run down mercilessly. The YZF-R15 is an outright performance machine equipped with a 150cc liquid cooled, four-valve engine. With 17PS on tap and just 131kg of weight, this lightweight powerful motorcycle can sprint up to 100km/h in 14.09 seconds and come back to a standstill in just over four seconds. The R15’s good braking capabilities come from the disc brakes which have been provided at the front as well as rear. The Suzuki GS150R came second in the 0-100-0 test, however, it’s not close enough to give the Yammie a tough run.
UPTO 200CC
TVS recently introduced the RTR 180 with the sole intention of providing a bike to the masses which can perform as good as some other higher capacity machines. To a great extent, the company has succeeded in doing so. The TVS RTR 180’s 17.3PS power output makes sure that the bike accelerates to 100km/h from a standstill in just 13.2 seconds. That makes the RTR the quickest in its own segment and also the second quickest overall among the Indian bikes. However, the strongest part of the RTR 180 is its braking. TVS has equipped the bike with a 270mm petal disc up front and 200mm petal disc at the rear. Its lightweight combined with the amazing brakes gives the bike an incredible 100-0 timing of 3.21 seconds. The P180 posed a close fight against the RTR on the acceleration front, however, the Bajaj lost in the braking test.
UPTO 250CC
QUICKEST BIKES PERFORMANCE TEST
The motorcycles which fall in the upto 250cc class are made with the sole purpose of delivering performance. Unfortunately, we have just two bikes in this range and the P220 takes the honours of being the quickest here. The new carbureted 220 produces 21PS of power which gives the bike a fantastic 0-100 timing of 13.1 seconds. The P220 not only scores in its own segment, but is also the quickest accelerating Indian bike. At the same time, the bike does not impress on the braking front. With its heavy weight, the P220 gains a lot of inertia by the time it reaches 100km/h and then slowing it down to a halt becomes a slightly lethargic act. The P220 comes equipped with a disc brake at the front as well as the rear which makes sure that the bike does the 100-0 timing in just less than four seconds.
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acceleration graph ACCELERATION 100
80
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40 STAR Sport 0-20 1.91 0-40 5.2 0-60 9.54 0-80 22.9 0-100 -
20
Stunner FI 1.29 3.19 6.32 11.88 -
R15 1.11 2.85 5.07 8.5 14.09
RTR 180 1.09 2.46 4.68 7.88 13.21
P220 1.43 2.6 4.72 7.91 13.15
Time, seconds 0
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deceleration graph STAR Sport 80-0 4.64 100-0 -
BRAKING
Stunner FI 3.69 -
R15 - 4.43
RTR 180 - 3.21
P220 3.96
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QUICKEST BIKES PERFORMANCE TEST
YAMAHA R15
BAJAJ P220
Great on the track, but not the best for the city street TVS RTR 180 GPs Perfect tool for enthusiasts who love street fighting
Packs in enough juice to accelerate in the least time but fails at braking with similar urgency
TVS STAR SPORT HONDA STUNNER FI Good option for the ones who expect good fun from a low budget bike
Slowest of the lot but still the king of commuter class traffic light GPs
Verdict
The 0-100-0 test has led us to a surprising conclusion. We never expected the 100cc and 125cc bikes to even make it close to the top competition. However, the results that we got in the end were something that we didn’t quite expect. It is not just the high tech stuff packed in a motorcycle or the large amount of power produced at the crank which decides the best performance. The Yamaha YZF-R15 is dream to ride on the racetrack with its amazing handling, liquid-cooled four valve engine and loads of power in the higher revs. However, it fails to make an impression when it comes to the 0100-0 test. The reason is simple. Yamaha has packed in more power at the top end giving it a slightly slower acceleration. This is the same reason why the Gladiator also failed in the 125cc category. The Bajaj P220, with the carburetor making a comeback, packs in enough juice to accelerate quickest to 100km/h. However, the heavyweight acceleration champ fails to brake with as much urgency. The TVS RTR 180, on the other hand, sports the right balance of power, weight and equipment which help the bike to attain the top spot in the 0-100-0 test.
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BIKE TEST FUEL EFFICIENCY
FILL IT SHUT IT FORGET IT!
The world’s second largest two-wheeler market relies solely on fuel efficient bikes - reason enough for a special report by Bunny Punia on the machines that go that extra mile in their respective categories
August 2009
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BIKE TEST FUEL EFFICIENCY
TEST APPARATUS Fill in fuel, ride the test bike on the same route, measure the fuel left and voila, we get the exact economy!
THE RATIONALE: MOST BIKERS WERE A HAPPY LOT after the last reduction of Rs 5 per litre of petrol. However a month ago, the government decided to play spoilsport and hiked the petrol price by four bucks again. For the rich and the famous, the spoilt brats and riders with company funded bikes this won’t be much of a bother, but for the majority of bikers out there, every single penny spent (or rather saved) matters. India is the land of fuel efficient bikes. Most of the time, buyers’ decisions relies on the bike’s capability to stretch each litre of fuel. Every time a new motorcycle comes to BIKE India, we make it a point to put it through its paces which also involves testing and evaluating it over various parameters including fuel efficiency in the city as well as on the highway. Though it is not necessary for powerful bikes,
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for the 100cc and the 125cc segments, this parameter is of top most importance. Even for other segments, youngsters with a limited amount of monthly allowance sometimes give weightage to this factor. BIKE India follows a strict set of rules for fuel efficiency tests. Done by our Executive Editor, Aspi Bhathena, the test starts with turning off the fuel supply and running the bike dry. A fuel test bottle is attached to the carburetor and filled with a stipulated amount of fuel every time. The bike is then run on a specified city route, which we take for every bike. It involves riding in typical city traffic conditions. At the end of the route, we measure the amount of fuel left in the bottle to calculate the fuel economy. A similar test is done for the highway as well. Of course, there may be variations in fuel efficiency figures
that our readers get but that is obvious, given the varied traffic conditions in different cities at various times. For fuel injected bikes though, apart from the Honda CBF Stunner FI, we have calculated the mileage from a tank full to tank full, running the bike on the same route numerous times. Read on to see which bike betters its respective competition when it comes going that extra mile.
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BIKE TEST FUEL EFFICIENCY
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India’s new fastest bike, the Bajaj Pulsar 220 DTS-i not only impresses when it comes to outright performance but also delivers where it matters the most (sometimes) for owners of this segment of bikes - the fuel efficiency front. Bajaj boffins claim that with the inclusion of the carburetor and tuning the bike optimally, they have managed to surprisingly improve the efficiency by 5 percent. The earlier fuel injected variant used to run for over 40km to a litre in the city. The new 220 betters it by running 42.5km in the city and close to 50km per litre out on the open highways. These figures are phenomenal for a 150kg+ bike with a 220cc and a 21PS engine. In the overall analysis, the Bajaj Pulsar 220 DTS-i wins in the 220cc and above segment, closely followed by the Hero Honda Karizma.
BAJAJ PULSAR 220 – 220CC AND ABOVE
The TVS Apache has always been associated with a fun factor. Last year, the inclusion of a fuel injected variant of the 160cc RTR further made it a very potent bike with a crisp throttle response. The fuel injection system also makes sure that each droplet of petrol that is injected into the engine is utilized to the hilt. In other terms, the system ensures efficient burning of fuel. This reflects in the fuel economy numbers as well - the bike goes more than 50km to a litre when ridden sanely in city traffic conditions. This figure further gets bumped to more than 60km on open highways when speed is maintained around the 60-65km/h mark. The overall figure of 55kmpl is more than enough to make the TVS Apache RTR 160 FI the winner in the 160 to 220cc segment, far ahead of the runner-up, the Bajaj Pulsar 180.
TVS APACHE RTR 160 FI – 150 TO 220CC
The CBZ Xtreme uses the same 150cc engine that is found in the Honda Unicorn. However, compared to a relatively softly tuned unit found in the Honda, Hero Honda have extracted the best of both the world’s from the 149cc motor and used it in the Xtreme to give it not only better performance figures, but also class leading fuel efficiency as well. 57km to a litre in the city and 70km on the highway are numbers that amaze us to no end. These figures are just shy of what the Discover 135 manages. The tall fifth gear of the CBZ also helps to draw out the best from the machine. Even at cruising speeds of 80-85km/h, this bike can manage over 50km to a litre on the highway.
HERO HONDA CBZ XTREME – 125 TO 150CC
There is question regarding the capabilities of the world’s largest manufacturer of two-wheelers. Their bikes are meant for the common man and hence fuel efficiency is always the top priority. Even in the 125cc segment, the Glamour has stood out for being a very efficient bike, beaten only by the Honda Shine. However, when the fuel injected variant of the Glamour was introduced, the competition simply lost all its shine. Ride the Glamour FI with a light right wrist and the bike will easily go more than 75km to a litre. On the highway, at speeds of around 45-50km/h, the engine hardly sips any fuel resulting in a figure of 92kmpl! We won’t be surprised to find owners running the bike for a thousand kilometers before a refill.
HERO HONDA GLAMOUR FI – 100 TO 125CC
100cc bikes are made for a specific reason. With the Splendor, Hero Honda has not only been able to deliver the goods where it matters the most but has also provided features that easily lure buyers away from rival manufacturers. The NXG comes loaded with goodies for a 100cc bike and at the same time, looks attractive for this segment. The 97.2cc engine has been in the market for donkey’s years and from time to time, it has seen improvements that have made it one of the most reliable and smoothest powerplants in the country. Commuters we spoke to during the photo shoot are easily getting around 70km to a litre in the city, close to our test figures that stand at 74kmpl for the city and 86kmpl for the highway which are almost identical to its sibling, the CD Deluxe.
HERO HONDA SPLENDOR NXG - UP TO 100CC
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BIKE TEST FUEL EFFICIENCY
Verdict
Small capacity bikes are not always the most fuel efficient. Yes, shockingly, this is the truth. What matters is how efficiently the fuel is burnt in the engine. Having a fuel injection setup further helps as is evident in the case of the Glamour and the Apache RTR 160. In these bikes, the ECU and its sensors keep adjusting to varying throttle inputs as well as weather conditions and altitude to make sure that the fuel is utilized in the most efficient manner. With fuel prices close to Rs 50 for a litre in some metro cities, motorcyclists are increasingly turning to bikes that run the most distance for a given quantity of fuel. Another thing you readers might be scratching your heads for is the amount of money saved per month by using a fuel efficient bike. Here is a small calculation - if you have a lot of riding to do (like field executives) and use your bike for 60km per day or 1800km per month, switching over to an economical bike (from the same segment) can help you save you an amount ranging from Rs 1200 to Rs 2200 per year. Although this sum of money is not much for people like you and me, for a typical lower class family man, it adds up to a mini fortune over a period of five years. It is also quite simple to extract the best from your engine in terms of fuel economy. Correct tyre pressure, lubed chain, a light right wrist and sticking to 40-45km/h in the top gear during city runs will have drastic results. Try for yourself and let us know your feedback.
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44.3 Kmpl*
55 Kmpl*
60.25 Kmpl*
80.75 Kmpl*
77 Kmpl*
PULSAR 220 Tank Capacity: 15 ltrs City: 42.5 Kmpl Highway: 50 Kmpl
RTR 160 FI Tank Capacity: 16 ltrs City: 52 Kmpl Highway: 64 Kmpl
CBZ XTREME Tank Capacity: 12.3 ltrs City: 57 Kmpl Highway: 70 Kmpl
GLAMOUR FI Tank Capacity: 13.6 ltrs City: 77 Kmpl Highway: 92 Kmpl
SPLENDOR NXG Tank Capacity: 10.3 ltrs City: 74 Kmpl Highway: 86 Kmpl
* Overall figures
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7/24/2009 5:34:28 PM
BI POWER PERSONALITIES ‘09
BIKE INDIA
POWER
PERSONALITIES
2009
Pawan Munjal
Shinji Aoyama
R L Ravichandran
Rajiv Bajaj
Leadership is second nature to them as these frontrunners have their finger on the pulse of the Indian twowheeler market. BIKE India’s annual round up of the remarkable men who have the authority to set the agenda for continued growth of the domestic motorcycle industry By Monica Thakkar
Venu Srinivasan
Yukimine Tsuji
Atul Gupta August 2009
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BI POWER PERSONALITIES ‘09
PAWAN MUNJAL
MD and CEO, Hero Honda Motors Limited
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DESPITE THE ECONOMIC slowdown impacting most motorcycle and scooter manufacturers negatively, the country’s largest two-wheeler company, Hero Honda logged sales of 3,65,448 in June 2009 – up 24 percent from June 2008. The market leader has not only been able to manage the current crisis better but has also outpaced its rivals with a double digit sales growth of 12 percent in 2008-09 as against a flat growth of three percent for the industry this year. The company is on the verge of launching the next generation Karizma to compete against the improved competition. The world’s number one two-wheeler company that began with the production of 60 cycles a day more than 50 years ago was started by Brijmohan Lall. However, the credit for taking Hero Honda (a joint venture between Hero Cycles Limited and Honda Motor Company of Japan) to the strong market position it enjoys today goes to his son, Pawan Munjal, the firm’s Managing Director and CEO. He adopted the strategy of focusing on the country’s rural segment in order to drive growth in a difficult year. Hero Honda established a strong rural distribution network through its initiative, Har Gaon – Har Aangan that targeted 23,360 villages. For the year 2008-09, sales generated from semi-urban and rural areas constituted 45-50 percent of the company’s total revenues. Munjal has been the Chairman of several committees of the Confederation of Indian Industry (CII), namely, Technology and Innovation (2004-05), Environment (200304) and Sports (2000-01 and 2001-02). He was also the Chairman of the Northern Region of CII (1996-97) and is currently a member of the Society of Indian Automobile Manufacturers (SIAM) on two and three-wheelers as well as a member of the prestigious World Economic Forum (WEF). A keen golfer, Munjal has been President of the Professional Golfers Association of India (PGAI) and was former Chairman of the Asian PGA circuit. His company has been the main sponsor of the annual Indian PGA Golf Circuit tournament. His passion for sports has also seen the Hero Group launch the Hero Indian Sports Academy (HISA) in collaboration with the Laureus Foundation, to be able to reward genuine sporting talent in the country. At a time when domestic two-wheeler sales nosedived, Pawan Munjal has achieved the impossible by sidestepping the meltdown. The monarch of the two-wheeler arena is comfortably placed in the BI Power List for yet another year.
India August 2009
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IN APRIL 2005, RAJIV BAJAJ TOOK OVER the mantle from his father, two and three-wheeler tycoon Rahul Bajaj as the Managing Director of Pune-based Bajaj Auto. But that wasn’t the only change he ushered in. In a relatively short period of time, he has spearheaded Bajaj’s successful turnaround from a maker of drab and functional scooters to a high quality manufacturer of performance motorcycles that have become synonymous with style and speed. Rajiv is the man behind the technologically advanced and global in style, modern face of the family run auto major. A chip off the old block, he conceptualized and executed the indigenously developed, performance oriented marvel, the Pulsar brand. Bajaj raised the bar yet again with the recently launched upgraded edition of the Pulsar twins, the 180 and the 220. An engineer at heart, Rajiv is a distinction holder in Mechanical Engineering (Pune University) and has a Masters degree with distinction in Manufacturing Systems Engineering from the University of Warwick, England. He has translated his technical skills and passion for bikes into building a strong in-house R&D division. A young and enthusiastic Rajiv played an important role in setting up Bajaj Auto’s
ultra modern plant at Chakan near Pune. He revved up growth at Bajaj by raising stakes to 30 percent in the Austrian bike manufacturer KTM and is also working towards bringing one of the best selling bikes from the Kawasaki stable, the Ninja 250R to India. Rajiv joined Bajaj Auto as Officer on Special Duty in 1990 where he introduced Streamlined Manufacturing Systems (SMS) to enhance production quality and productivity. He was appointed General Manager (Products) in 1993 and Vice-President three years later. In 2000, he was named President of the company and later Joint Managing Director. He has won innumerable accolades for his contribution in taking the Bajaj brand ‘distinctly ahead’ of the competition. He won the Bike India - NDTV Profit Man of the Year Award in 2007. In 2006, he earned himself a place on the cover page of the Asia edition of the world’s most famous capitalist magazine, Forbes. That same year Bajaj Auto secured a spot in Forbes Asia’s Fab 50 companies list. A year earlier, Rajiv Bajaj was nominated as ‘Young Global Leader’ by the WEF Committee and ranked thirteenth in India’s 20 most powerful CEO’s 2005 list compiled by Economic Times.
RAJIV BAJAJ
MD, Bajaj Auto Limited
August 2009
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BI POWER PERSONALITIES ‘09
VENU SRINIVASAN
Chairman and MD, TVS Motor Company
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THE GRANDSON OF THE COMPANY founder, T.V. Sundaram Iyengar, Venu Srinivasan, first joined the firm as a car mechanic in the TVS garage. The current President of the Confederation of Indian Industry (CII) worked grueling hours and worked his way through the ranks to become TVS Motor Company’s Chairman and MD. After completing his engineering studies from Madras University, Srinivasan earned his Masters Degree in Management from Purdue University (USA) in 1977. He worked summers during his stay abroad by selling books in North Carolina and slogging 80 hours a week. He was persistent in spite of facing rejection when people slammed doors on his face. Srinivasan went on to become the first Indian industrialist to be conferred with an Honorary Doctorate of Science by the University of Warwick for excellence in manufacturing and contribution to the field of technology and research and development. He is the Honorary Consul General of the Republic of Korea, Chennai and a Member of the Prime Minister’s Council on Trade and Industry. He has also held various positions including President of The Automotive Research Association of India (ARAI) as well as the Society of Indian Automobile Manufacturers (SIAM). Srinivasan took over as the Chief Operating Officer of Sundaram Clayton (the parent company of TVS Motor) in 1979. His obsession with excellence and quality bore rich dividends and TVS Motor, established in the same year, rapidly grew to become India’s third largest two-wheeler manufacturer. Over the years, he has put in great efforts to upgrade the company’s plant, invest in advance technology, nurture in-house design and implement quality control programs. Srinivasan is strongly committed to and promotes motorsports in the country. He has formed the winning TVS factory team that brings together India’s top-notch racing talent. Most of the company’s motorcycles, including the recently launched Apache RTR 180, are the result of TVS’s racing heritage. The vehicles are subjected to intense rigour and stress in the most trying conditions and lessons learnt on the racetrack are applied to create premier street bikes. Srinivasan was chosen as a ‘Star of Asia’ by Business Week International and is a recipient of the Qimpro Platinum standard award and the JRD Tata Corporate leadership award. TVS continues riding on the wave of success with Venu Srinivasan leading from the front.
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“WITH THE LAUNCH OF EVERY NEW product, we aim to proceed ahead in our three core areas - Safety, Environment Conservation and Expansion of Fun,” says Shinji Aoyama, President and CEO of Honda Motorcycle and Scooters India (HMSI), a company that revolutionized motorcycling in India. Despite a tough economic environment, HMSI posted its ever highest sales, since its inception nearly a decade ago, at 1.03 lakh units. Of this, scooters accounted for a little over 59,000 units with motorcycles taking up the rest. HMSI’s phenomenally successful Activa continues to be the largest selling scooter in India. In fact, the Japanese company has virtually taken control of the domestic scooter segment with a dominant over 55 percent market share. The firm recently unveiled their higher end CBR1000RR Fireblade and the CB1000R superbikes. Aoyama also intends to introduce a whole range of 100cc entrylevel motorcycles to tap into Indian bike market’s biggest segment. Aoyama started his career by working at Honda’s manufacturing shop floor and later as a salesperson for the firm in Japan. For the first ten years, he was mainly assigned to the Motorcycle
Planning office at Honda’s headquarters but for two years in between he had the opportunity to work overseas with Honda Italia Industrial SPA. He was promoted to the position of General Manager for Honda Europe Motorcycle and later as General Manager for Honda Italia Industrial SPA. Since the last three years, he was based at the regional head office of Asia and Oceania at Thailand and has been directly associated with the company’s Indian motorcycle operations. Over two decades, Aoyama has specialized in areas of business administration, formulation and promotion of business strategies and product planning besides all activities related to sales. The wholly-owned subsidiary of Honda Motors of Japan first forayed into the country with scooters and continues to be number one in that segment. The firm enjoys a formidable position in the motorcycle segment as well by winning the hearts of Indian masses with two-wheelers that are the last word in reliability and efficiency. With HMSI’s increased aggression and a strong product portfolio across various segments, Aoyama easily breezes into our 2009 Power Personalities list.
SHINJI AOYAMA
President and CEO, Honda Motorcycle and Scooters India Private Limited
August 2009
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BI POWER PERSONALITIES ‘09
YUKIMINE TSUJI
MD and CEO, India Yamaha Motor Private Limited
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YUKIMINE TSUJI WAS THE CHIEF Manufacturing Officer (2007-2008) at India Yamaha Motor before he took over as the firm’s CEO and MD. He first joined the second largest manufacturer of motorcycles in the world, Yamaha Motor Co. Ltd. (YMC) of Japan, in the Sales Division (1975-1977) and was also a part of the firm’s Purchase Division between 1978 and 1983. He moved on to head the Purchase Division (1984-1989) at Yamaha Motor Manufacturing in the United States and was the Production Control Department Head from 1990-1995 at YMC. In a year of being appointed as the Engine Assembly Plant Production Head, YMC (1996-1997), Tsuji became VP - Manufacturing, Yamaha Motor Europe and thereafter headed the Manufacturing Planning Division, YMC during the period 2000-2001. His impressive resume includes stints as Head - Plastic and Painting Factory, YMC during 2002 and Head - Hamakita Industry Corporation between 2003 and 2006. After Tsuji took over at the helm, Yamaha India’s sales chart surged forward with an 84 percent increase in volumes during June 2009 as compared to the corresponding period last year. After shattering every cliché with the bike that
remains India’s ultimate track tool in spite of some fierce competition in this segment, the YZF-R15, Yamaha unveiled the less expensive but equally stylish FZ16 last October. This year they ventured into the racing kits business by tying up with Daytona and introduced racing kits for the R15 and the FZ16. The Japanese manufacturer also launched a face-lifted variant of the FZ christened the FZ-S. Buoyed by impressive sales across their model range, Yamaha recently took the wraps off a semi faired variant of the bike called the Fazer 150. “The new Fazer is the latest addition in our portfolio of technologically superior bikes including YZF-R15, FZ16 and FZ-S, which exhibit Yamaha’s global ingredients – performance, innovation and design – and are the best products currently in the market,” adds Tsuji. The launch of the new bike coincided with the two-wheeler major’s internationally benchmarked, ultra modern plant at Surajpur. With Yukimine Tsuji’s immense expertise in various fields and the vast experience he has accumulated by working in several countries across the world, India Yamaha Motor is now well on its way of not only bringing back but surpassing its past glory days.
India August 2009
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R L RAVICHANDRAN
THE CHARACTERISTIC SOUND OF the Bullet is deeply ingrained among the legions of Royal Enfield customers in the country. The manufacturers of this iconic motorcycle have spawned a biking sub culture with various events like the Himalayan Odyssey and Rider Mania organized each year. A part of the $520 million Eicher Group, Royal Enfield has been making Bullets since 1955 and leveraging the firm’s now legendary brand loyalty to its fullest potential is R L Ravichandran. A bike enthusiast even before joining the company as the Chief Executive Officer in 2005, R L Ravichandran or RLR himself is a marketing icon in India’s twowheeler industry. His resume includes a seven year tenure (starting from 1998 and ending in March 2005) as VP – Business Development and Marketing at Bajaj Auto. He has played a key role in Bajaj’s transition from a large, scooter focused brand to a technologically advanced, performance bike manufacturer as it is known today. Prior to this, RLR has also completed an eight year stint as Head of Sales and Marketing for TVS Motor in 1990. “At both these places I learnt that a company can’t dictate to the market unless it understands why the market drops your product and picks up another,” he explains. RLR graduated from Madras University and holds Post Graduate Diploma in Business Management. He started his career with the British Multinational - W&T Averys, world leaders in weighing, counting and testing equipments. His main challenge at Royal Enfield was to roll out relatively trouble free bikes by elevating manufacturing and quality standards. RLR not only put a new team in place but identified the top 122 customer complaints with an aim to resolve 100 of them in the first phase. His main focus is on motorcycle styling. Under RLR’s leadership, the Chennai based company established its own in-house design group in 2006 and also sought European consulting for bike engine and chassis design. True to his credentials, RLR continues to ensure that the number of Royal Enfield motorcycles on Indian streets (including treacherous Himalayan roads) keeps increasing. RLR adds, “Foreign companies cannot offer lifestyle bikes at our prices. Certainly we will not fade away.” As the leader of a marque with a heritage that money cannot buy, RLR’s place in BI’s Power Personalities list is guaranteed.
CEO, Royal Enfield
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BI POWER PERSONALITIES ‘09
ATUL GUPTA
VP (Sales and Marketing), Suzuki Motorcycle India Private Limited
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AMONG THE THREE JAPANESE TWOwheeler manufacturers in India, Suzuki’s road to success has been fraught with hardships. After parting ways from an erstwhile joint venture with TVS Motor Company in 2000, Suzuki Motorcycle India Private Limited (a wholly owned subsidiary of Suzuki Motor Corporation, Japan) re-entered the country in 2006 with the launch of two 125cc bikes, the Zeus and the Heat. Although both products are well made, the firm needed to expand its portfolio and have a presence across other two-wheeler segments. It was a slow start for the Japanese major’s Indian arm, however, the company’s Vice President of Sales and Marketing, Atul Gupta has turned the tide in favour of the marque that epitomizes power, style and technology worldwide. “When the Zeus and the Heat were launched, the perception for both the products was different. The Zeus was thought to be an urban product and the Heat, a semi-urban product. But the target group was possibly below that. There was a mismatch and we have worked towards correcting them now,” admits Gupta who is the face of Suzuki in India. He decided to embark on a major brand
building exercise in order to recreate Suzuki’s lost image in the domestic market. The first attempt in that direction was the introduction of the Access 125 that was well received by customers. The firm made headway in the motorcycle segment with the GS150R. A 33.42 percent hike in Suzuki’s motorcycle sales in June 2009 at 12,335 units compared to 9,245 units during the same month last year is largely attributed to this latest entrant launched just three months back. “In the first three months, we have sold 14,000 units of the GS150R. Our target is to sell at least 50,000 units of the bike by March 2010,” Gupta said, adding that the company expects to maintain a 30-35 percent growth on a year-on-year basis. Last year, Suzuki bowled over bike enthusiasts with the launch of the Intruder and the world’s fastest production motorcycle, the Hayabusa. They have already sold a hundred units of its two iconic superbikes and are targeting sales of another hundred units this fiscal. Though the firm is currently among the smallest players in the domestic two-wheeler market, Atul Gupta has not only consolidated Suzuki Motorcycles’ position in India but also his place in Bike India’s Power List.
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BI TOP FIVE 2008 - 2009
P O T 86
India August 2009
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ts i , t n i f pr o r a ye ve i f h t p f i o f t s t e i h o to T t . s n i s e e s n t i i p ur ch te o a s v m a a i f t d r s al n u e I n t o t o i E o t k K h a As BI r us to pic nts - the est intern t had us e b a fo time five segm oads, the ercials th hat made t r s m s s r t m re o u n r o e o e c c w a d m e t e o th ha ac m , t r d g g s e r n i e h e ac r ov r ras hav o c f h g t t e n u i e t w bi d o s. Its tim l s i n e a a t k by n i s b e e e d n h h t n o t d rg sta ed, n s a k a e w o y s e o r n h he ke n t n o o nia m p b u o u r f P o d g y e ke at us nn c i u m i p t B l y , u l i t n e instan st and th ish Alawa ne i f Adh e h y t b d e l i ar p Com eed Akht a S d n a
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HOTTEST ENTRANTS
BI TOP FIVE 2008 - 2009
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SUZUKI GS150R
SUZUKI’S FOURTH PRODUCT FOR INDIA and their debut in the Indian midsize motorcycle segment came in the form of the 150cc GS150R. Though its looks seem to resemble a mix of various Indian bikes, the GS gets quite a few neat design touches that make it look pleasing, if not the best amongst the competition. The GSX-R inspired front headlamp for instance gives it a sporty look when seen head on. The huge tank and muscular side panels end well into the stepped LED tail lamp and is certainly one of the highlights of the bike. Clever designing of the speedometer console is another great touch and frankly, it looks the best in the segment. The air-cooled 150cc engine is typical Suzuki - smooth and easy going. It has a relaxed nature which is best suited for commuting around town. Rev it hard though
and the GS delivers impressive acceleration as well as top speed figures. They are further backed by great fuel efficiency numbers. The six-speed gearbox is unique among current production bikes and lends the GS tremendous mile munching capabilities on the highway. The soft suspension of the bike soaks up undulations and bumps with ease. The downside, however, is that this is one bike that doesn’t love corners. The GS fits the bill perfectly for those upgrading from smaller capacity bikes and seek a fuss free comfortable city commuter that can double up as a weekend getaway bike. All this comes at a slight premium though at a price just under Rs 69,000 (OTR, Pune) but considering the goodies that are on offer, the GS150R is definitely a bike that we would recommend.
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THE TVS APACHE RTR 160 FI WAS WORTHY of being featured here last year and this time, its elder sibling, the new 180cc RTR has found a place as one of the five hottest bikes to have hit the Indian market. The Apache model has grown and improved a lot since the first variant was introduced. If the 160cc bike was a screamer, always begging to be ridden hard, wait until you ride this one. Though the engine isn’t as eager as its younger sibling, the amount of power and torque that the new 177.4cc develops is impressive. 17.3PS of power on tap for a 137kg bike means that the RTR 180 sprints past 60km/h in just 4.64 seconds, keeping up easily with bigger capacity bikes even past 100km/h. The top end of the new engine has
improved a lot with the digital meter showing over 130km/h with ease. But the new bike is not all about performance. An increase in wheelbase and switching over to a wider rear tyre has changed the handling characteristics as well. While the 160cc variant was always eager for going down in corners, the RTR 180 feels a little relaxed but planted as well. High speed touring on highways is a fuss free affair, and thanks to the extended wheelbase, the RTR isn’t affected much by cross-winds or overtaking vehicles. The good old digital speedometer remains, and you also get a rear disc and new paint graphics as standard. For just Rs 64,000 (exshowroom), the RTR 180 is a steal in our opinion.
HOTTEST ENTRANTS
TVS APACHE RTR 180
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HOTTEST ENTRANTS
BI TOP FIVE 2008 - 2009
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SUZUKI HAYABUSA
THE HAYABUSA HAS BEEN A FAVOURITE among grey bike importers in India. Customers love it and are willing to shell out any amount for the latest variants. The bike got a major hype thanks to a certain Bollywood flick and seeing the number of ‘unofficial’ bikes on Indian roads probably made Suzuki take the (rather late) decision of getting the world’s fastest production bike to our shores. The Suzuki GSX-R1300 Hayabusa when launched, rose to fame for cracking the 300km/h mark with utter ease. It remained the undisputed king of high speed for years and only when real competition came from the Kawasaki ZZR-1400 did Suzuki give the ‘Busa a much needed upgrade. More power, more grunt and yes, more fun too.
The Hayabusa will smoke other large capacity superbikes with ease, laugh at so called high performance sports cars and take you from one end of the country to the other in comfort. It is like a lazy cruise missile, chewing up miles at a rapid pace while cocooning the rider in comfort and delivering exceptional fuel economy. In the city, the bike’s huge mass might feel like a hindrance but within minutes, you will be zipping past slow moving traffic with the ‘box slotted in third. This bike is the epitome of performance biking, yet it is so subtle and tame if you ride her in ‘C’ mode. BIKE India’s top five hottest entrant’s list wouldn’t be complete without this - the biggest momma of superbikes.
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THE FINEST SUPERBIKE IN THE WORLD came to India this year. Probably the most famous of the current lot of big bikes on sale in the county, the Honda CBR1000RR Fireblade received a major revamp in 2008. For the latest 2009 model, there are hardly any changes apart from the inclusion of ABS as option. Surprisingly this option comes as standard for the Indian market. For the first time in years, the ‘Blade got a completely different front end treatment. The bike looks slimmer now, more like a 600cc machine, but some of us here feel that the old design had a lot more character. The 160+bhp engine is typical Honda - smooth, efficient and punchy. In spite of all that power, the ‘Blade is easy to ride in city traffic. Keep the rpm around 2500-
4000 revs and even amateurs can easily tame the beast. Wring the right wrist and the bike changes its personality into a fiercely manic machine. 100km/h comes up in just over three seconds and given the road, the ‘Blade can show 300km/h on the speedometer. The bike is agile, thanks to its compact dimensions. It is also the lightest of the litre class bikes. Swing a leg over and surprisingly the bike feels comfortable enough even for big riders. Being smooth, beautifully balanced and predictable, the ‘Blade is one of those bikes that is impossibly easy to jump on and ride fast. How we wished the looks were better. At Rs 12.5 (exshowroom), you get an easy going yet ferocious superbike from one of the best bike makers in the world - reason enough for it to be here on these pages.
HOTTEST ENTRANTS
HONDA CBR1000RR
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HOTTEST ENTRANTS
BI TOP FIVE 2008 - 2009
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YAMAHA FZ16
THE BIKE THAT CAN BE CREDITED FOR Yamaha’s great comeback in India is the FZ16. Launched in October 2008, it completely revolutionized the premium Indian motorcycle segment. Never before had the market seen a product that not only looks stunning but also combines performance with comfort and agile handling. The design is based on Yamaha’s 1000cc naked FZ1 and the naked street fighter looks have been accepted well by the Indian customer. The FZ16 is now complemented by a new variant, the FZ-S, which looks even better and is in fact selling more than its sibling. The widest (and India’s first radial) rear tyre, midship exhaust, aggressive looks and a la FZ1 headlamp
give it a big bike feel. Powered by an air-cooled 153cc engine that develops 14PS of power, the FZ performs effortlessly in city traffic. Its nimble handling further makes it one of the best (and fun) bikes for city commuting. The seat is soft and the suspension is pliant enough to assure a smooth ride. The FZ also doubles up as a decent highway bike with the only issue being a rather weak top end for high speed cruising. The best part about this Yamaha is its fantastic price. For just over Rs 72,000 (OTR, Pune) we couldn’t have asked for more. Shell out another two and a half grand and you get the snazzier FZ-S. The bike that has heralded a wind of change for the Japanese giant easily finds a spot in our top five hottest entrants list.
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BI TOP FIVE 2008 - 2009
2009 YAMAHA YZF-R1
APRILIA RSV4
YAMHA V-MAX
BMW HP2
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With its 916 inspired horizontally positioned eyes, the 1198 S looks gorgeous. Combine that with the thunderous rumble of its 1198cc LTwin and you can’t refute the fact that the 1198S is one of the most mystical machines to have graced the world. Producing 170bhp and over 130Nm of torque the 1198 S’ engine is the crowning glory of Ducati’s development of the L-Twin. With just 169kg (dry weight) to lug around, the 1198 S is a seriously fast machine.
While the competition was churning out sharper and faster litre class machines every year, Yamaha was working on a completely new engine with never before seen technologies. Earlier this year, the ‘09 R1 shocked journalists around the world with the ‘big bang’ engine. It now sounds like a V and is faster and meaner. The new bike’s edge is gained via its rider’s brain and right wrist - surely in the purest and the most satisfying way possible. Get this to India please!
The RSV4 follows a completely innovative approach in its design and construction. Being a V4, the engine is incredibly small and has allowed Aprilia to make a tiny bike around it. The adjustable geometry chassis allows parameters such as the position and inclination of the headstock, the height of the swingarm pin and even that of the engine to be changed. The use of state-of-the-art electronics plus its extreme compactness are only a few of the features that make it unique in the world.
The Yamaha V-Max has been the original daddy of big bore naked bikes. Launched in 1985 with a 140bhp engine, it was more than 20 years later that it got a complete makeover last year. It looks hot, and with a very potent 1697cc mill that puts out almost 200 ponnies, the bike has given shivers to the likes of the Hayabusa and the ZZR 1400 when it comes to outright acceleration. The pricing is outrageously high but we love it.
When launched, the HP2 had a waiting list of over a year. BMW’s best production bike till date may cost an equivalent of two naked 1000cc bikes, but it is made for the purest of sport bike riders who also race their bikes around the track on weekends. Carbon is used in abundance and inspiration from MotoGP can be seen in places like the multi function digital dash. Top spec suspension and brakes make sure the HP2 finds a spot here.
FINEST FOREIGN BIKES
DUCATI1198
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BI TOP FIVE 2008 - 2009
SUP APACHE RTR 180
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Call it a parody, a spoof or a tongue-in-cheek attempt at humour, but you certainly can’t keep the new 220 ad away from this list. The first time you watch it, you can’t even be sure what it is all about. Double entendres galore.
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Seventeen road tests and an equal number of ride reviews of special bikes - the last twelve issues have been full of drool worthy stuff. Here’s our pick of the top five covers that not only stood out but were also sold out at newsstands
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EXPLOSIVE COVERS
“Why do I race?” asks the biker (to himself, of course) in the RTR 180 commercial as he remembers his childhood days and his mother, who was always anxious for his safety. Now, he has grown up but the Racing Throttle Response on the meanest TVS ever does not allow him any respite from his need for speed. So what does he do? Go to a MotoGP track with a top class cameraman with a penchant for slow motion videography.
7/21/08 2:35:15 PM
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P ER COMMERCIALS BAJAJ TRANSFORMERS
If General Motors can pay Michael Bay and Steven Spielberg for transforming their ‘not so cool’ cars into cool robots, why can’t our very own Bajaj do it? The special effects here by Leo Burnett (directed by Tarsem) certainly rival Industrial Light and Magic’s finest.
YAMAHA FAZER
TVS SCOOTY STREAK
RACE MOMENTS
Boys will always be boys. And girls will always go on taunting them for their inability to survive without the fairer sex. This is the brazen idea that led to the creation of the TVS Scooty Streak tv commercial with Sania Mirza in the lead.
LAGUNA SECA
Rossi performed one of the most aggressive moves of his career in the race at Laguna Seca last year when he overtook Casey Stoner from the inside just after the Corkscrew. Going off the track at an incredible speed, Rossi overtook Stoner and went on to win the race later on. Stoner regarded this move as one of the rudest thing done by Rossi
ROSSI’S EIGHTH TITLE
Valentino Rossi is undoubtedly the most successful racer ever seen by MotoGP. The Italian ace took his eighth title in MotoGP last year when he won the Indianapolis GP riding the Yamaha M1. Rossi now holds the record for winning the maximum number of MotoGP titles and leads the championship this year as well. Will he make it his ninth title? Time will reveal everything!
CATALUNYA GP
One of the toughest battles ever seen in MotoGP has to be the one between Vale and Jorge that took place at the Catalunian MotoGP this season. The fight for the top spot on the podium went down to the last lap with
After the Royal Enfield ‘Trip’ and the Avenger ‘Feel like God’ ads, here is a commercial that addresses the long forgotten stepchild of Indian biking touring. Shot in herbivore friendly locales across India, this ad might also induce office goers to leave their workplaces and spend more time communing with nature. both the Fiat Yamaha riders swapping positions every now and then. Rossi finally showed his class as he charged like a daredevil in the final lap to claim his 99th career victory.
BEN SPIES
Ben Spies debuted at the World Superbike championship in the current season. He has already set records in his debut season by claiming as many as eight pole positions in the season so far and has won 10 races. With three double victories, Spies is on fire and closes in on championship leader Haga. Do we have one of the best racers in the making here?
JOHN MCGUINNESS
John McGuinness is probably the best Tourist Trophy racer ever. With as many as 15 Isle Of Man TT titles under his belt, John is the most successful TT rider ever. This year, McGuinness broke his own record of the fastest lap around the Isle of Man by registering a lap in just 17:12.30 min at an average speed of 211.72 km/h on the Honda CBR1000RR Fireblade. Unfortunately, he couldn’t finish the race due to a broken chain.
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CLASSIC BIKE HONDA CB750
In 1969, Honda threw down the superbike gauntlet
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1969 THE YEAR THAT CHANGED EVERYTHING
The finale to an extraordinary decade. A man on the moon. Hendrix at the Isle of Wight. The Stones in Hyde Park. Altamont… The world changed. And so, forever, did motorcycling By Jim Moore Photography John Noble
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ORTY YEARS AGO MOTORCYCLING EMBRACED A new age. The age of the superbike. The birth of Honda’s CB750/ Four took motorbikes into new territory. No longer just everyday transport, they became indulgent objects of desire. The first affordable, mass-produced 200 km/h machine had arrived. Performance, rather than practicality, became the aspiration for bike designers and bike buyers alike. The CB750 kick started a race by the Japanese manufacturers to design and build the biggest, baddest, fastest ‘super’ bikes on the planet. British firms had also sensed the need for change at the dawn of a new decade. Triumph and BSA’s inline triples proved there was more to British bike design than the tried and tested parallel twin, although, ironically, the triples were based on twin technology. The decades that had gone before were an exciting time, but the next forty years were extraordinary.
August 2009
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CLASSIC BIKE HONDA CB750 Yes, it’s modern. But is it exciting?
1969 HONDA CB750
Honda puts down a marker for the new age of motorcycling UNTIL 1969, WHEN HONDA LAUNCHED THE INLINE four CB750/Four, big twins had always represented the apex in roadster performance. Honda set out to change all that. They wanted buyers to be in no doubt that the CB was something special, the first superbike. Wide raised bars, a 22.7 litre fuel tank and a broad, transversely-mounted engine gave the CB a sizeable feel and a commanding presence for both rider and onlooker. The Honda’s British rivals – Triumph’s Trident and BSA’s Rocket III – feel much more compact to ride in comparison. Adding to the superbike look are a 240 km/h speedo, extravagant fourinto-four pipes, indicators as standard and electric start. The CB’s level of refinement and ergonomic design was one of motorcycling’s earliest moves towards modernity. I’ve borrowed what is reputedly the first ever CB750 to be sold in the UK – UUT 849H, registered by Ken Ives of Leicester in January 1970. It was restored from the ground up just over a decade ago, and is now owned by self-confessed sohc Honda fanatic Eamon Maloney. It’s not one of the mythical sand-cast models (so called because of their sand-cast crankcases). They ran from frame number 1000001 to 1007414; Eamon’s bike is 1010369. It’s not been used for a while, so for the first few miles I find myself riding a 562.5/Three as the fourth cylinder splutters, pops and protests its way into life. Eventually, as the motor warms up and fresh unleaded works its way through the bank of 28mm Keihins, it starts to fire on all four pots and reveals its true character for the first time. As you’d expect of a multi-cylinder engine, the overriding impression is one of smoothness. For today’s riders that’s the norm, but riders in the late Sixties and early Seventies were used to the comforting pulse of a parallel twin and the Honda would have been a new, slightly alien, experience. Hard acceleration stretches the tendons in my upper arms, but that’s more due to wind blast hitting my chest than the motor’s outright power. Honda claimed 67bhp, but I suspect the rear wheel figure is more like 57. From a standing start the 750/Four will whoosh past the 1/4 mile mark in a touch over 12 seconds, and flat out in top it’ll do 200 km/h (or at least they would when new). In ’69 those were big numbers, and even today they’re the work of a brisk performer.
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Refined and relatively fast it may be, but compared to the Trident, the Mach III or even a British twin, the Honda’s a bit, how can I put this… dull. Eamon recognises this failing. “These are three very different types of bikes. The Kawasaki Mach III is raw and slightly unpredictable; it’s the animal of the bunch. The Trident’s got character and is engaging to ride. Next to them the Honda’s a bit bland.” That said, it’s an effective road bike. Comfortable, planted, and able to cruise at 110-130 km/h all day, the CB750 is actually a better tourer than sportsbike. The handling becomes vague when I try to hustle
“COMPARED TO A TRIDENT, OR A MACH III, THE HONDA’S A BIT, HOW CAN I PUT THIS… DULL” down a winding and undulating Cotswold B road. Not alarmingly, but understeer builds as speed increases and I’m not keen to test the single front disc and rear drum with an emergency stop. To be fair to the CB its tyre pressures aren’t spot on, but Japanese bikes of the era were never renowned for their handling. The CB750 was certainly responsible for a seismic shift in motorcycle design. But it seems to me that the bike is revered for what it represents rather than what it is. “The CB750 scene is all about numbers,” says Eamon, confirming that many 750/Four buyers are after a bike with the lowest possible production number, rather than one to ride. Number hunting has had a profound effect on prices. Mint sand-cast CBs can fetch more than Rs 12 lakh now, and Eamon’s been pushed to sell by collectors willing to pay whatever is necessary. “I bought this bike because I always wanted one as a kid, and the history of it interests me. If I sold it I might not be able to afford another because of the high prices good ones are fetching. Even tidy ones without history can go for Rs 9.5 lakh.” For that kind of money you could afford a Trident in decent condition and a Mach III. Despite the Honda’s iconic ‘first superbike’ status, that sounds like a much more exciting proposition to me.
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MAIN: big Honda can get out of shape, understeer builds with speed DETAILS: robust, easy to use switchgear set the Honda apart from its contemporaries; single slidingcaliper front disc promises more than it delivers; everyone likes to see 240 km/h on a speedo, but the speed test only made 200 km/h
SPEC SHEET HONDA CB750 Engine/Transmission 736cc (61 X 63mm), Air-Cooled, Sohc, 2v Inline Four, 4 X 28mm Keihin Carburettors, Wet Multiplate Clutch, Five-Speed Gearbox, 12v, Points/Coil Ignition. Chassis Tubular Steel Twin Downtube Cradle Frame, Telescopic Forks, Twin Shocks Dimensions Dry Weight 218kg, Seat Height 34.8in/885mm, Wheelbase 57.5in (1430mm), 18ltr Fuel Capacity Performance Price New
Top Speed 200 km/h*, SS 1/4 Mile 12.4 Sec 160 km/h*, 67bhp @ 8000rpm**, 14 kmpl Av* Rs 54,059 *Motorcycle Mechanics, June 1970, **Claimed
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BIKE ADVENTURE IRELAND ROAD TRIP
The Great Ireland Roadtrip
After Australia and New Zealand, Sundeep Gajjar embarks on a solo 2400km ride through Ireland and shares his experiences from the week long adventure Text and Photography: Sundeep Gajjar / xBhp.com
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BIKE ADVENTURE IRELAND ROAD TRIP
The Beemer and its rider take a break at the Hook head
Two Moto Guzzis together are a rare sight even in Ireland - a Norge and a Breva
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AJESTIC, CENTURIES OLD castles nestled in valleys and mountains, cobbled narrow streets, a tunnel of leaves, pastel coloured towns, Mini Coopers and Beetles with couples sitting snugly inside, splendid coastal roads with deep blue waters, a blue sky and a place inhabited by very kind natured people. This is the stuff which makes dreams materialize into reality compacted into a small island – the country of Ireland. This is xBhp.com’s fifth major road trip after conquering India twice, Australia and then New Zealand. Perhaps you won’t even notice it if you
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No trip in Ireland can be complete without a pint of Guiness (of course when you are not riding!)
happen to be glancing through a world map, but there it is, etched in my mind forever. The incredible experiences it has offered parallels most you can have anywhere else on this lonely planet. I completed a total of 2450km in 12 days of riding. I landed in Dublin on 5th of July, 2009, from Delhi and straightaway I was welcomed at the airport by Paul Rawlins and John from Celtic Rider Motorcycle Rental. It was the middle of summer yet it was on the colder side here with rains lashing what arguably is said to be the greatest capital of Europe. Ireland has narrow country roads with the fabled 40 shades of green, and more - that
THE INCREDIBLE EXPERIENCES IRELAND OFFERS PARALLELS MOST YOU CAN HAVE ANYWHERE ELSE ON THIS LONELY PLANET
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Connemara, one of the most beautiful parts of Ireland
Some tips to help you prepare for Ireland
of envy! Often you will find sheep maintaining decorum and nibbling on the sides of the roads, but a careful eye can go a long way in preventing a collision. Often there is green grass growing in the middle of the country roads, which is fabulous to look at, but definitely slippery when wet. Ireland has lots of ‘land heads’ or small peninsulas which are a delight to ride around. You should choose carefully which ones to ride on as they can eat up a lot of time. On a bright summer day with blue skies and sunshine, these roads can rival the best in the world when it comes to the land and seascapes and the sheer joy of riding. Some of the coast roads are absolutely unmissable. Among the ones I covered are the Dingle Peninsula, the Achill Island Atlantic drive and the Causeway Coastal Route in Northern Ireland. The last day saw me visit a motorcycle road race which was held in Kells, 80km from Dublin. Road racing is popular in countries
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• Petrol: Prices hover around 1.12 to 1.19 euros per litre. • Weather: It is very rainy (and cool to colder) in Ireland, so get good wet weather gear. If you hiring a motorcycle from Celtic Rider then they will provide it, nevertheless, umbrellas are necessary. The best time to travel is between May to August when it is summer. • Lodging: Keep 50 euros average for accommodation (70 Euros for two pax). Stay only in B&Bs (Bead and Breakfasts). These are Irish homes which are like guesthouses. Most of them have nice, friendly hosts. Breakfast is included. They will not give you dinner or lunch. Also pre-book if you are checking in late. To see where I stayed log on to www.theGreatIrelandRoadtrip.com. Don’t even think of staying beyond the 11 am check out time as many of the B&B owners are homemakers too and they don’t like that. • Food: There are few McDs or Subways (surprisingly) in the Ireland countryside. If you are on a shoestring budget, go to a gas station and purchase food to go. Get a bottled coffee shake and it will be enough for lunch! Cost: Max 6 euros! Many gas stations have a nice place to sit and eat as well. If you want to have food sitting in a restaurant it can cost you around 14 euros for a meal. Red Bull is for 2 euros approximately. • Internet Access: Free wi-fi is limited to city hot spots. Many B&Bs offer complementary wi-fi with the lodging. Ask them before you check in. You need to have your laptop/device to use the wi-fi as they won’t have terminals for guests. Alternatively, you can buy a USB internet dongle which will cost you around 79 euros (three) with some free credit. It will work in most places except villages like Ballyvaughan which I painfully discovered. The speeds when connected to 3G or HSPDA are excellent. • Attractions: There are plenty of castles and places like the Glendalough Monastery. Here are a few that should give you an overview of Ireland without running the risk of seeing similar things again: Dublin’s Temple Bar Area, Lismore Castle and Gardens, Glendalough Monastry, Giants Causeway. Some of them will attract a fee of around 7 euros for entry but many are free. • Roads: Ireland has narrow but good roads. Any motorcycle will do except really big ones like the Goldwing. If renting a car, pick amongst the small ones. BMWs, etc. are common so no use showing off. On highways, the speed limit is 100km/h and on some motorways it is 120km/h. Most country roads have 80km/h limit. Ireland is not over-policed like some other European or developed countries, which is good, but you should stick to the prescribed limits, if you get caught... • The Police are known as Garda in Ireland. • License: Get an International DL for around 200 rupees from your local RTO. It takes only an hour. • Northern Ireland: The British left their bite marks. Unfortunately, Northern Ireland is still under Britain and the currency they use is English Monay or Pounds. Although there is no border control, (and you will most probably not know you are in British Territory) you can safely go over to NI while touring. You will need their currency so get around 90 odd pounds to get you through NI safely with one night’s stay. • Get lonely planet if you want to, but don’t trust their recommendations especially when it comes to lodging. tripAdvisor.com is one of the best for that. Also do visit theGreatIrelandRoatrip.com for more advice and lots of photos to help you know what to expect. • Get a good camera for Christ’s sake!
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BIKE ADVENTURE IRELAND ROAD TRIP A breathtaking view of a cross near the Gap of Dunloe
In Galway City Such scenes can be seen all around Ireland
Riding in the Black Valley
like Ireland and they truly provide an exhilarating experience of watching all kinds of bike (125 to super stocks) races to the limit. Public roads are shut and made into closed circuit tracks. This three day event saw a fatality on the second day. This kind of stuff is expected when you have people riding at insane speeds on narrow public roads something like a preview of the Isle of Man TT. As a motorcyclist, I had significant advantage over cars. I could go ahead at red lights between lanes, overtake with élan and
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ease, park anywhere and pay no tolls. The obvious disadvantage was that in the rains I was exposed to the mercy of the elements. William Yeats once said that Ireland is a very beautiful painting around a dull painting. It is not that the inland is boring, it is just that the landscapes near the coasts are just too beautiful and they steal all the limelight. We Indians will have a special place for Ireland in our hearts by the time we finish touring the whole country. I had read in books and places on the web that the Irish
BEING ON A MOTORCYCLE, I COULD GO AHEAD AT RED LIGHTS BETWEEN LANES, OVERTAKE WITH ÉLAN AND EASE, PARK ANYWHERE AND PAY NO TOLLS
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Ride Ireland!
The cliffs of Moher
Horses have a special place in Ireland, both in the engine and outside it!
Advantages of touring in Ireland
The Beemer and Moto Guzzi, once again!
• Air fares from India are cheap and the flights are of relatively shorter duration as compared to say, New Zealand. • The country is compact and it is relatively easy to make an itinerary in advance. • It is good for people who are super busy and looking for a world class touring holiday in just seven days. • Celtic Rider in Naas (near Dublin) has a very good rental setup with a magnificent line-up of bikes that are fully loaded with GPS and side and top cases. They also provide full riding gear with helmet and most importantly, a comprehensive insurance. A noteworthy point is the fantastic Irish hospitality that the owner Paul Rawlins embodies. You can get more info at www.celticrider.ie. • You get to experience the best of both worlds – a developed nation with super smooth motorways and traditional Irish culture and villages with narrow cosy roads winding through a tunnel of leaves.
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BIKE ADVENTURE IRELAND ROAD TRIP The Breva and Ireland’s relatively quiet night life
The motorcycles I rode
A bridge in Dublin
are very hospitable people who like to treat you like god. I have to admit it is true, even after my critical analysis. Although I met my share of grouchy people and hosts, I just chose to write them off in sand. The greatest similarity we have with the Irish is a modest sense of pride for the country, worries its future and an amazingly similar history and struggles against the British Empire. What’s more, just see the
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Irish and Indian flags side by side. The entire Ireland experience has been a very fulfilling one for me and I am going to savour it for a long time to come or until the next time which will be with my better half. This reminds me that this place is perfect for a 10 day honeymoon which won’t cost you a bomb. Log on to the GreatIrelandRoadtrip.com in August for honeymoon ideas in Ireland.
• Moto Guzzi Breva 1100: In stunning red, it was a naked bike with excellent handling and loads of power. It had a fabulous console laced with red backlights. • BMW R1200ST: “It’s a beast!” is just one of the comments I got from admirers as I rode around Ireland and parked it in front of gas stations and cafes. It was huge, monstrously attractive and yes, it had a tremendous punch too. With the ABS, heated grips and generous luggage space, it was a fantastic bike to tour on. Just that it was a tad on the heavier side, but the BMW magic worked. • The Honda CBF1000 ABS with full fairing. This was brand new, off the showroom, jet black with deceptively diminutive proportions. The Japanese trademark of compacting power. The machine grew on me as being very beautiful (and this was justified with the comments and gazes I got). It had a retuned (for more torque) Fireblade engine that was still blazingly quick and very, very smooth. It was definitely a joy to ride. Would you believe that in profile it looked almost like our own ‘premium’ Indian offering – the Karizma!
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RACE KITS R15 AND FZ16
POWER TO THE PEOPLE
For the first time in the history of Indian two-wheelers, a manufacturer takes a bold step by offering aftermarket performance enhancing products Words Aspi Bhathena Photography Sanjay Raikar
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AST YEAR, YAMAHA LAUNCHED INDIA’S FIRST true performance bike, the YZF-R15. Since then the competition has taken up the challenge and either launched new bikes or upgraded their motorcycles to deliver better performance. In fact last month we tested two motorcycles from competitors which had bettered the R15 in the 0 to 100km/h sprint and top speed, but Yamaha has launched a race kit for its R15 and nipped the competition in the bud by producing the quickest motorcycle from 0 to 100km/h with the fastest top speed. Yamaha has tied up with Daytona, who have been in the performance business for over two decades, to develop a race kit for the R15. Yamaha have not just boosted the engine performance of the R15 but they have also improved the braking and the handling of the bike to match up to the extra power and torque. I have done plenty of laps on the R15 around the Chennai racing circuit. As I exited the pit lane, I could immediately feel the stronger acceleration and the rev limiter had shifted from 10,000rpm to 12,000rmp. Even the handling felt much sharper compared to a stock R15. The extra power and torque
Camshaft
The word high lift cam is used very freely, but what does it really do? The high lift cam increases the open duration of the intake and exhaust valves thus improving the breathing of the engine and producing more power and torque at high rpm.
Exhaust system
The stainless steel free flow exhaust works in harmony with the ECU and the high lift camshaft.
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RACE KITS R15 AND FZ16
Petal type disc rotor
It is just not the big 298mm petal type disc rotor that improves the brakes, but a big amount of improvement comes from the racing master cylinder steel braded hose that does not expand under braking pressure. The front brake lever can be adjusted as per the rider’s
choice. The big disc rotor is heavily slotted to reduce the weight for better handling as it reduces the unsprung weight and gyroscopic motion thus improving the handling of the motorcycle. The R15 with the race kit felt much sharper and nimbler than the stock bike.
ECU
combined with the extra rpm gives you exactly 10km/h more exit speed out of corners over the stock bike and 10km/h more down the straight which I am sure will translate into much quicker lap times. The R15 was way over geared as you could not get full rpm at the end of the straight even in the fifth gear. Yamaha does supply sprockets with the race kit but you really need to lower the gearing to take advantage of the extra rpm that has been unleashed by the ECU cam and exhaust. The bike with the kit now does the 0 to 60km/h in 3.9 seconds and 0 to 100km/h in 10 .6 seconds, which is a good three seconds less than a stock bike! The riding position has also changed a little as they have moved the front footrest further back and also slightly higher to give it a racing position and also to stop it from grounding while cornering. The brakes have also considerably improved over the stock bike with the larger petal type disc rotor steel braded hose and a racing master cylinder with remote reservoir and adjustable front brake lever. The three main components that boost the engine performance are the ECU, the high lift cam and the exhaust system.
The ECU controls the entire engine management from the fuel injection system to the ignition timing to the engine rpm.
FZ Race Kit The FZ16 has been Yamaha’s bestselling motorcycle since its launch last October. The USP of this model has been its looks and its bottom end and midrange performance. The FZ’s weak point is its top end performance as it goes a little flat after the rpm nudges past the 7500 mark. This issue has been addressed with Yamaha’s race kit. The company launched a basic kit for the FZ that consists of an exhaust system and a front brake update with a 298mm petal type disc rotor with a steel braded brake hose and a racing master cylinder with
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a remote resovior and an adjustable front brake lever. The air box has been modified for better air flow and this gives the FZ the much needed boost in top end performance without losing the bottom and mid range grunt. While testing the FZ on the Chennai racetrack, where the longest straight is 400 meters, the bike easily notched up an indicated 122km/h top speed on the relatively short straight. The last time I tested the stock FZ, it struggled to get past 114km/h on a much longer straight.
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3
THE
BIKE COMPARO SPORT TOURERS
Three non-editorial BIKE India staffers head out for a 700km motorcycle trip to decide the country’s best sport touring machine
MUSKETEERS
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BIKE COMPARO SPORT TOURERS Modern machines amid ancient architecture
Man and machine one with nature Running late for school...we enjoyed giving them a lift
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Time to answer nature’s call, once again!
Our entrance to the beauty of ancient India
You don’t need shades to look cool on the R15
AST MONTH, WE TESTED THE NEW and improved Bajaj Pulsar 220 DTS-i as well as the TVS Apache RTR 180. Both bikes displayed better cruising abilities, especially when it came to holding high speeds for a prolonged period of time on highways. Could these motorcycles be the new choice for tourers out there? We roped in the 150cc Yamaha YZFR15 for some added masala and were all ready to pit the three machines against each other when a slight problem cropped up. BI staff members were quitting on a regular basis and another one left due to the lure of greener pastures. Bunny was busy with a family vacation in Goa, while Adhish had to visit Mumbai for some urgent
work. But the show must go on and three staffers were more than happy to nod their heads for a yes. Ramnath Chodankar (Shailesh), who heads the design team, Varun Kulkarni, Assistant Designer and Sanjay Raikar, our photographer took the three bikes for a two night, 700km round trip to Aurangabad and back. These guys might not have a flair for writing, but when it comes to judging bikes, they are spot on. Here is how the comparison happened, in Sanjay’s own words. We already had the three bikes with us and a weekend was coming up. The three of us were more than glad to shoulder the responsibility of putting these machines through their paces.
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the majestic stone carvings at ellora caves made us come back the next day for more
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BIKE COMPARO SPORT TOURERS Do the three bikes around the tree remind you of Bollywood flicks?
Local variant of energy drinks
And the winner is...the debate continues
Sanjay unleashes his creativity
Shailesh can’t wait to ride the big 220 again
We had enough of beaches and hills in the previous dozen issues of the magazine and hence it was decided to take a completely new route this time - the Ellora caves via Ahmednagar and Aurangabad. The prime reason was that rainfall in these areas is scant as compared to the Western Ghats and the Konkan belt. After work on Friday, we left the office by 4 pm. Varun’s friend tagged along as well and after topping up the bikes at our regular pump, we battled city traffic towards the Ahmednagar highway. Shailesh has been using the RTR 160 EFI as a long term vehicle and decided to ride the RTR 180 first. Varun settled for the R15 and me being the biggest of the lot,
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ONCE PAST CITY TRAFFIC AND ONTO THE FOUR LANE HIGHWAY, WE STRETCHED THE ABILITIES OF THE THREE BIKES TO THE FULLEST
immediately hopped on to the largest bike of the lot as well. Riding the 152kg 220 in city traffic isn’t a difficult task thanks to well positioned handlebars, although, one cannot zigzag through traffic like small commuter bikes. Shailesh too seemed to be at ease with the RTR, however, it was Varun who was finding it the most difficult to maneuver the R15. The bike’s low sporty riding position and the extra weight of the pillion did not help him either. Soon we were past city traffic and onto the four-lane highway. This is where we stretched the abilities of the three bikes to the fullest. The R15, with its tall gearing and enough juice, was flying past the 120km/h mark with ease.
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Paithani sarees for the women, helmets for the men
Varun switches over to the RTR, in style!
Big, bigger, biggest!
One of the many Varun almost sweet kids we abandoned the met on the ride group for his R15
The 2009 Pulsar 220 has seen a major bump in its top end. Even with my camera backpack and upright seating position, I was able to see 130km/h on numerous occasions. The Bajaj goes on gaining power as if there is no end to it. We took a small halt for some snacks before reaching Ahmednagar and decided to switch our respective bikes. From here onwards, Shailesh was on the R15, Varun took the Pulsar while I preferred to ride the RTR 180. The Apache is also a beast and the bike’s response while riding is amazing. With the RTR’s immense power and stability, I easily clocked around 125km/h. It was getting dark now so we decided to slow down till we reached
THE PULSAR 220 HAS THE BEST HEADLIGHT IN THE COUNTRY AND IT PROVED TO BE A BOON WHILE RIDING IN THE DARK, POST AHMEDNAGAR
Ahmednagar. This is where the Bajaj again proved its mettle. The 220 has the best headlight in the country and it proved to be a boon while riding in the dark. We passed Ahmednagar but were tired by now. The roads too became worse and were unpredictable. We encountered a lot of potholes and unpaved stretches. We decided to crash in a highway hotel for the night. The next morning, we started our journey towards Aurangabad. I now picked the Yamaha R15 but soon realized that even though the bike can really deliver the power, especially at high revs, its riding stance was not to my liking. I rode the Yamaha for a pretty long stretch but was soon tired and my knees and arms began hurting
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BIKE COMPARO SPORT TOURERS
Shailesh’s Opinion The Apache RTR 180 is an easy handler and its good riding posture makes long distance touring a breeze. This was my initial perception before the ride. However, over the course of 700km, I realised that the sporty riding posture over long straights resulted in a slight backache. The vibrations especially above 6000rpm were a bit of a bother. Apart from these two glitches, the RTR 180 performed well and even managed to come back to Pune without a refill. The loud horn and top speed recorder on the console came in handy as well.
Pic: Tanzif Hussain
Varun’s Opinion I have always had a soft corner for the little Yammie and made sure that I rode it a lot on this trip. Even with my friend as a pillion, I managed to see 125+ plenty of times on the speedometer. The seat is the comfiest of the three and the suspension worked perfectly fine. However, the small fuel tank and low efficiency meant that I had to fill it up on the way once. Enroute, we encountered heavy cross-winds at 100+ which shook the bike up on more than one occasion. I personally didn’t have an issue with the sporty riding position though I would have preferred a higher screen.
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Nice view - for the R15 and the 220!
Of course darling, I am really missing you KBC’s 2009 range of lids has us hooked
The bikes rest before continuing the journey
When men indulge in road side shopping...
because of the bike’s low sporty riding position. Another thing I realized was that crouching in while wringing the throttle helped tremendously but I couldn’t sit that way for long. We reached Aurangabad at 1.30 pm and had a hotel room prebooked for us. We kept all our belongings there and rode towards the Ellora caves which are about 25km from Aurangabad. It was a really breathtaking sight - the caves were simply marvelous and their beautiful architecture remains unparalleled even by modern constructions. The place was picture perfect and I got some fantastic shots of the three bikes. While riding back to Aurangabad, we came across many showrooms selling Paithani sarees which are very famous since the times of Aurangazeb. These sarees are amazing as they are made out of special silk and the borders have stunning exotic embroidery. Their prices start from Rs 800 and go all the way upto Rs 40,000. I bought one for my wife. Back from our ride from Ellora, we took some rest in the hotel and shared
Tanzif’s take on pillion comfort I was really excited to be a part of this road trip. Over the course of the next three days, I switched among all the three bikes as a pillion. I am in love with the Yamaha R15 as it meets all my standards. It provides comfort and has the power to zip ahead. However, the only concern was that at high speeds with Varun crouched, the wind blast kept hitting me resulting in some wobbling. Next, I switched to the 220. Even at speeds of over 120km/h, the Bajaj felt rock steady thanks to its wide tyres and long wheelbase. It was pretty smooth as well and the only drawback I noticed was the hard seat that left me with a sore butt. The RTR, being a 180cc machine, could easily keep up with the other two bikes. I don’t have much to complain about the Apache and even liked its looks which are not like all the other stereotypical bikes. The seating is comfortable and didn’t give me any stress. One thing I noticed was that at high speeds, with the engine spinning hard, a lot of vibrations crept in through the footpegs.
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BIKE COMPARO SPORT TOURERS
Bibi Ka Maqbara, which is regarded as the Taj’s And miles to go replica before we sleep...
Does the pic reflect our verdict?
our opinions on the three bikes over dinner. The next morning, we decided to head towards Bibi Ka Maqbara that was built by Aurangzeb’s son in remembrance of his mother Begum Rabia Durani. It is a replica of the Taj Mahal and this monument is the only specimen of Mughal architecture of its kind in the Deccan plateau. Even though it doesn’t have the same grandeur, one can easily mistake it for the Taj in photographs. We again decided to go back to Ellora caves to further soak ourselves in its beautiful architecture. Soon it was time for us to start our journey back to Pune. I decided to take on the Pulsar because it suited my body structure well and I
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THE APACHE RTR TURNED OUT TO BE A GREAT ALL-ROUNDER AND PROVED TO BE THE MOST FUEL EFFICIENT ON THE TRIP
Bull power vs horse power!
was happy riding it over the entire distance from Aurangabad to Pune. Shailesh was on the RTR, while Varun and his friend were on the R15. The Pulsar, in spite of sounding odd at high revs, still performs its duties well of covering the kilometers rapidly. Keep it around the 100105km/h mark and it will not give you a reason to complain. However, the rear view mirrors are a big let down and the suspension is not good for the odd high speed pothole. Overall, I feel it is a fine machine, well suited for long trips. The Apache RTR is another bike that I have no grouses with. It delivered perfectly during our ride and was the most fuel efficient as well. Its riding posture is a mix of the Pulsar and the R15.
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Is it going to rain? The bikes keep a watch
Sanjay’s low down on the Maqbara
Shailesh is hiding the real drink behind the lid Aurangzeb’s tomb
Is Varun trying to imitate Rajnikanth here and jump on the bike?
The charming rural villages of India
The RTR’s loud horn is another added benefit for overtaking heavy vehicles on the highway. Varun has always had a soft corner for the Yamaha and in the end, he appreciated the bike a lot. In my opinion, the R15 might be a very capable machine on the track, but when it comes to prolonged high speed touring, the rider’s arms and thighs can take a beating. However, it can turn out to be a good companion for short riders like Varun. The bike’s non-adjustable rear suspension is superb and performs flawlessly even with a pillion. The R15 has always been special. It costs more than a lakh but has goodies and technology backing the high sticker price. But for touring, look
the supersports r15 has plenty of goodies and technology backing its high sticker price
elsewhere. The Apache RTR 180 has matured and feels big. It is faster yet practical as well. But the bike that we three will finally want to put our money on is the Bajaj Pulsar 220 DTSi. For Rs 70,000 (ex-showroom), none of us could have asked for more. High speed stability, top whack, good fuel efficiency for its class and finally essential features like the best headlamp, loud horns, self canceling indicators, a strong midrange, etc. help it rank up the points. That doesn’t mean the Pulsar is flawless. The bike needs better rear view mirrors, a slightly softer seat and better suspension. Do we see Bajaj incorporating these changes soon? Our fingers are crossed!
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BIKE ADVENTURE RE ODYSSEY ‘09
PATH TO
Kuleshwar Singh pens down the epic journey of Arun Kumar Saigal exhausted but undefeated from the Royal
This is how we cuddled up in our tents
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to E
gal l
HEAVEN
to the peak of motorable limits as he returns home Enfield Himalayan Odyssey
Objects on the mirror look cool
Road or no road I will move on
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BIKE ADVENTURE RE ODYSSEY ‘09
B
ACK TO THE CROWED CITIES, back home, back to work, back to routine, back to this desk and computer. Physically at least, I have lost my soul somewhere in the lap of nature amidst the snow clad mountains, the non existent roads around them, the deserted plains and valleys and in the thump of my reliable Enfield. It is something I will cherish all my life as one of those moments that are meant to be remembered as long as you exist, like the first time you learnt to balance on two wheels, your first lip lock or the first time you kissed the magical ton mark. The moment I am speaking of Right, now get that big one outta my way!
here is the instant I stood at the highest motorable point in the world, Khardung la. I guess I am forgetting something here. It isn’t just the destination but also the journey that I will cherish all my life. I conquered one of the most roughest terrains on planet earth to achieve what I have. When I set out on this magical journey everyone who knew me expected me to change, I wondered what change they were expecting? I am a pretty simple, straightforward bloke. The fact that I enjoy monotonous work day in and day out makes me rather boring. I was among those who couldn’t ride a bike in school or college and was
always in the protective confines of a car. I had a very brief experience with motorcycles, most of which involved falling down. In January 2008, I bought myself a black Royal Enfield Thunderbird and learnt to ride it fairly well. On 14th June, 2009, I set out on my first real (long) road trip. I have done the Mumbai-Pune stretch on a couple of occasions but none were this long. My decision to do this trip came from my long cherished desire to prove to myself that I am a good rider, I have nothing to fear and can do what most define as one of the toughest rides on a bike. The trip began from Delhi and took the
Freezing temperatures were a daily affair
…..and we made it to the highest motorable point in the world
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following route: Chandigarh – Manali – Keylong/Tandi – Sarchu – Rumtse – Leh – Khardung la – Tso Kar – Keylong – Kaza – Kapla – Narkanda – Parwanoo – Delhi. How can I forget the passes enroute: Rohtang (for tourists, traffic jams and dirt) Baralacha la (mothers often say “so ja nahi toh Baralach la bhej dungi” to put bad riders to bed) Lachulang la (easy for some but not for me) and Tanglang la (bad roads). Apart from this, we also had plenty of butt breaks in the middle of nowhere which also turned out to be snack breaks coupled with tea - in that freezing weather any
thing hot seemed amazing especially if it had pyaaz and mirchi. The ride took us from the plains of Delhi and Chandigarh to the twisties enroute to Manali through cold, the miserable roads to passes on the way to Keylong and Sarchu as well as the extremely treacherous and never ending Gator loops. Then came the beautiful tarmac road around mountains on the way to Leh followed by a rough section completely devoid of any tarmac followed by beautiful straight roads through valleys and green patches that took us to Kaza. The winding road around the raging Sutlej bought
us to greenery of Kalpa and Rekong Peo - our eyes had not seen anything like this - and finally we were back in the sweltering heat of Delhi I set out to prove myself as an able rider and returned home a discoverer of nature and beauty. The ride reaffirmed the fact that only an individual can define what he/she can or cannot do. As I now head back home I have understood the true meaning of the Royal Enfield tag line, The Road to Salvation Was Never a Straight Line. The people who expected me to change were delighted as I am now no more the boring guy I had been.
Up on the pegs and the Enfield takes it al
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OUR BIKES WHEEL SPIN
BIKE INDIA GARAGE Giving the BIKE India staff company are our trustworthy two-wheeled companions. Here is a quick look at our seven long term bikes
Varun’s TVS Apache 160
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FTER MY LONG TERM ACCESS went back months ago, I have been switching between various bikes and scooters. As luck would have it, Shailesh decided to upgrade to the RTR 180 and others already had long term bikes assigned to them. The 160 EFI was free and I immediately requested our Ed to finally let me have a permanent bike. It has been more than a week since I have been riding it and I am pretty satisfied to say the least. The sporty orange colour (I like it), the looks, the throaty exhaust note and the spirited performance – I couldn’t have asked for more. My friend too seems to like it over other previous two-wheelers she has been a pillion on. My only grouse is the bike’s hard seat and vibrations that creep in after 5000rpm.
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Saeed’s Honda Stunner
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JOINED BI ON A FINE MONDAY morning and the very next day, I was handed the keys to the carbureted CBF. On top of that, they are paying for the fuel too! It is the sportiest looking 125cc bike in the market, albeit in a decidedly ‘90s sort of way. The bike’s blatant compromise between sportiness and commuter friendliness is funny. The placement of the choke is weird and old fashioned. The riding position courtesy the high ‘bars and the slightly rear set pegs is funny. What is not funny is the envious looks the bike manages to draw on the road, even though it has been so long since it was launched. Mechanical gremlins are next to none (at least so far) and I am too busy enjoying the bike’s rock star looks to be bothered about trivial details like fuel efficiency right now.
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Sanjay’s Hero Honda Hunk
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picked up the Hunk as my long term as soon as I got the chance. Even with 9000km on the odo, the engine was pretty smooth and at the same time it did not lack in power allowing me to zip past Pune’s traffic. I like the stability of the bike and the handle bars are sporty adding a bit of fun element. After a month of riding, one fine day, the bike wouldn’t start. I realized that an ex-staff member had used the bike carelessly without a service or oil top up. There was no oil in the chamber but thankfully, the piston did not choke up. With a service and oil change now, the engine feels much smoother and punchier and has made me plan a ride to the nearby hills soon.
Sawan’s CBF Stunner FI
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Roshni’s Honda Activa
h Ajay’s TVS Flame
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he TVS Flame is my first long term motorcycle at BIKE India. With the rains playing havoc, there couldn’t have been a better way to begin this relationship. Starting the bike on cold and wet mornings doesn’t prove to be much of a problem, the electric start ignites the Flame on the second or third go. The bike doesn’t feel too planted when ridden in the wet and naturally doesn’t inspire confidence. Riding on TVS tyres, that have been the victim of much criticism in the press, was certainly not the best experience either. But the tyres performed much better than my expectations. TVS has launched an updated version of the bike which features a wider rear tyre (just in time for the rains). I would love to try my hands on the new variant.
aving used the Aviator as a long term for a year, I was more than happy to stick to another Honda as my new long term bike, err, scooter. The Activa has been Honda’s bestseller in India and the newly upgraded 110cc engine makes it even more desirable. I do miss the big scooter feel of the Aviator, but the low seating position makes the Activa very maneuverable in congested city traffic which I have to negotiate each day. I was expecting more punch from the engine but once on the boil, i.e., once past 45-50km/h, the Activa zooms ahead with eagerness. I do miss the disc brake of the Aviator but the bigger underseat storage space plus a far more comfortable seat and suspension setup easily makes up for that.
he new CBF with PGM-FI technology looks more impressive than the carbureted model. The first time, I found the seating position somewhat between that of a commuter and a sportsbike. The engine is peppy and butter smooth and a good throttle response makes it a fun bike as well. The tubeless tyres mean additional confidence to take it out of the city. On a weekend getaway to a nearby hydropower project, the pillion rider felt that the rear seat was too high. Nonetheless, she found the seating position in conjunction with footrests quite comfortable. The best part was that based on the riding experience and the big fairing, she presumed it to be a 150cc machine. Yes, the bike is a ‘Stunner’ which was also evident from the many ogling eyes at signals.
Shailesh’s Apache RTR180
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had the privilege of riding the RTR 180 to Aurangabad and back for a travelogue. That’s when I really fell for this bike and decided to take the Apache 180 as my new long term vehicle. Since I was previously using the RTR 160, I thought of graduating to the 180 because of its sheer power and also for its sober colour - as a family man, I prefer the white colour of the 180 as opposed to the 160’s flashy orange shade. Since we covered quite some distance on our recent trip, the bike has already crossed over 3000km on the clock and is badly in need of a service. After its first service, I hope to experience more refinement and power on this bike.
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CORNERING SECRETS
N O G I S N I S R O E R RN O C ls vea hy e r cer ins w the a r ike expla taken b t ve nd tes I rea rets a res ha P PP g D : c s y G ’ hy se d t to rld wo ering es an of Motograp e Th corn h bik out Pho his h tec thrust xley hig and at O cut rds: M Wo
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cornering secrets
PHASE 1: BRAKING AND ENTRY ‘MAKE THE ENTRY, ALWAYS TRYING TO GO AT THE MAXIMUM’ ‘The strangest thing about Coppice is that it’s blind, you don’t see the corner until you are in the corner, its uphill, so it’s possible to brake later.’ ‘Before I start braking I move off the seat to the inside, so for Coppice you brake with the body to the right. You move early so you only have to make one movement to get the bike into the corner, also if you move too late the bike moves around too much. Sometimes now I take the foot off the inside foot peg because it feels like I can brake harder.’ ‘Coppice is very strange because you don’t shift down for entry. With the 500 it was fourth to third, now it’s all third gear. When you brake
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without shifting down it is more difficult because you don’t have any help from the engine. So you have to stop the bike just with the front brake and a little bit the rear brake. I use the clutch to change down because it is more smooth, the bike stays more stable. Just two fingers to disengage the clutch a little bit.’ ‘I use 95 per cent front brake. With the 990 and the 500 I use the rear brake to make the bike stable, but now the electronics do that job, so now the rear brake is just to help stop the bike, because 5 per cent is better than nothing. I use three fingers on the brake, I have tried two but I don’t feel confident.’ ‘The first moment in braking is the big work
to stop the bike which is 100 per cent braking. Also you try to stop the bike with your body, pushing with your arms and with your feet to fight the power that pushes you forward. Moving back on the bike also gives more balance; if you slide too much to the front the bike it isn’t good.’ ‘My arms are locked during the first 20 metres of braking. After this moment you start to flick the bike so you start to release the brake. Now you have a part where you control the bike; you have to work to keep stopping the bike but at the same time to not lose the front.’ ‘With the 800s you cannot slide the front tyre to lose speed like we did. It’s a possible try but it
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How It Used To Be ‘On a 500 you have got no engine braking. When you backshift it’s like the chain’s come off, so I use the rear brake to settle the suspension and to stop the rearend going crazy. I usually only slide the front tyre when I get into a turn too hot but this is how it goes: you flick it in, pick up the feel of the front tyre and it starts moving a little bit. Then you just lay it over a little bit more, the front slides and scrubs off some speed. Saving a front slide is the tricky part. I am using everything: I am using the rear brake, my knee and a lot of upper body.’ Wayne Rainey, 1990/1991/1992 500 World Champion, speaking in 1991
CORNER ENTRY Fingers off the front brake, Rossi hunts the apex just ahead of Marco Melandri
is very difficult to control, so you risk a crash. Anyway, with the 800s you are screwed if you brake deep into the corner because you lose your corner speed.’ ‘With the 800s the moment you release the brake is so important. If you continue braking for just an extra ten metres, you lose your corner speed, so you have to release the brake as soon as possible around the apex. With the 990s it was possible to continue braking deeper, because corner speed was not important, more important was acceleration. Corner speed is everything with the 800s.’ ‘Now your arms are more relaxed, you make the entry into the corner and you try to
understand the right line, always trying to go at the maximum. The moment you flick the bike into the corner determines your cornering line, so it’s quite important.’ ‘At Coppice there used to be a tall kerb on the inside, which helped you find the line, but now the kerb is flat and so you have to go by memory. To hit the first apex you have to brake and enter in the good way. If you cut into the corner too early you go wide and so you have to delay your entry a little bit, you have to go in later to find the best line. If you go in too early you lose some degrees of turning. Most of the work to turn I make with the body and also with the knee.’
‘Some guys just stick the bike into the turn without really turning, so they are still going straight ahead with the bike leant over, scrubbing off speed. On a 500 you don’t really slide the front like the rear. It’s more just to slow the thing up, when it does slide it’s kind of like ‘Oh!’ and you kinda dig in your knee and it’s a bit of a moment. To steer you are using opposite lock all the time – pushing on the right bar to turn the bars left and make the bike go right. And you do a lot more steering with your feet – I reckon its 50/50 feet and hands.’ Mick Doohan, 1994/1995/1996/1997, 1998 500 World Champion, speaking in 1991
WHEN YOU BRAKE WITHOUT SHIFTING DOWN, IT IS MORE DIFFICULT BECAUSE YOU DON’T HAVE ANY HELP FROM THE ENGINE
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cornering secrets
Mid-corner Using mega corner speed to keep the bike turning hard, Rossi enters the mid-corner phase ahead of team-mate Jorge Lorenzo
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PHASE 2: MID-CORNER ‘PASS THE APEX, OPEN THE THROTTLE, VERY EARLY’ ‘Now you are at the apex, you still have a little bit of front brake but it’s time to release the front brake. It’s possible to brake at maximum lean, not 100 per cent, for sure, but a little bit, yes.’ ‘Coppice is two apexes but the important is the first apex. As soon as I pass the first apex I open the throttle, very early, just open a little bit to prepare the bike for acceleration. It depends on the corner but at Coppice I start to open at maybe 12,500 or 13,000 rpm. From this moment it is possible open the throttle more and go for the second apex. Already the electronics are working. The electronics make
us increase the speed on the edge of the tyre very much, because to accelerate on the edge of the tyre by controlling with the throttle may lead to a mistake. With the electronics it is more easy, the electronics work very, very early in the corner.’ ‘After the first apex you go out a little wide, then you come back for the second apex, but you go less wide with the 800s because of the bikes and especially the tyres. The tyres now have a lot more edge grip, so you don’t need to go out so wide, making more like two corners with the 990s and the 500s.’
‘NOW WE USE THE KNEE 30 PER CENT MORE’
‘I have long legs and so I use the knee a lot. I use new kneesliders for every practice, every warm-up, every race, always new. Also now we often use double-thick sliders because one slider is not enough and now the sliders are made out a harder material compared to what we used with the 990s and the 500s. I think we use the knee 30 per cent more than on the 990s and the 500s. In the old days the corner went like this: entry, whoooaaa [Rossi mimes the action of wobbling into a turn,
saving a front slide and getting the rear-end under control], then lean angle, knee and acceleration. Now it is like this: entry, knee, knee, knee, knee, knee, acceleration.’ ‘If you lose the front you can push with the knee to stay on the bike, but you don’t really lose the front with the Bridgestone, even at the end of races. If you do lose the front it’s difficult to recover with these bike and tyres. Sometimes it may be possible, but it is difficult because you lean so much.’
How It Used To Be ‘I learned a lot about how to keep traction from riding trials. You lean out of a corner on a trial bike to keep the tyre biting. On a road racer, if you keep your weight on the highside pegs. as you throw the bike into a corner you stand much less a chance of having the rear-end step out. Then you go over the seat and hang off the inside, but you still keep a lot of weight on that outside ‘peg and you give it some more if the tyre starts really sliding.’ Kevin Schwantz, 1993 World Champion, speaking in 1991 ‘You have got to push down on the bike to get your seating right so that when you are on the throttle it’s all hooked up together. Going through a right you are using your right side to feel for traction and your left to give you traction. It’s keeping you on the bike. You can feel the grip more and you can control the bike when the rear steps out a lot better by forcing down on the outside ‘peg.’ Wayne Rainey, 1990/1991/1992 500 World Champion, speaking in 1991
HOW TO MAKE MOTOGP TYRES WORK ‘YOU TRY NOT TO HAVE A NEUTRAL POINT IN THE CORNER’ ‘When you begin with Bridgestone it is very difficult. The big thing with Bridgestone is that you need to put load on the tyres all the time in the corner to keep the tyre deformed. You have to try not to have a neutral moment in the corner, because the tyre is very stiff and if you have a neutral moment the tyre comes back to its normal shape so that the contact patch become smaller and
you lose grip, you lose turning, you lose the line, you go wide and you lose time. After you come off the brake, you keep the load on the tyre just with turning, always using your body weight and weight on the foot peg to keep the line and keep turning. Also on the throttle it is important to keep the front loaded to keep turning; for this I move forward and sometimes use the rear brake.’
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cornering secrets
Corner exit Chasing Casey Stoner, Rossi looks like he’s going to run off the inside of the track before apex but he’s steering his RCV in a drift
PHASE 3: EXIT AND ACCELERATE ‘UNFORTUNATELY, TRACTION CONTROL HAS CHANGED THE EXIT’ ‘As soon as I open the throttle I start to control the bike with the body and with the foot. I start to push on the outside and inside pegs, for more grip or for less grip. When you open the throttle the weight goes to the rear of the bike and then you have to make like this to lift up the bike, so you have more rubber on the ground because you want to open the throttle more.’ [He mimes the act of wrenching the bike upright to find the fatter part of the rear tyre. ‘Now the rpm is maybe 14,000. I pick up the bike by steering with the handlebar, with my body and with the outside footpeg. It was Doohan who started making this movement with the 500. Pedrosa also made this movement very much on the 990s, but now it is less important, because of the tyres and the electronics.’
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‘We pass the second apex and from that moment, full throttle. We use quite a lot of traction control out of Coppice, not just to control the bike but also to save the tyre. You must not use full throttle too early or you go out wide, or too late because you won’t use all the track so you lose time. Lap by lap you have to understand the right moment to open the throttle and to use all the track. At Coppice you have to pay attention because the outside kerb is very narrow, so it is easy to make a mistake’ ‘With the 800s we don’t use the throttle to turn the bike on the exit. With the 990s and the 500s, yes. Now, no. Now you need to be more linear through the corner, if you use too much throttle for sure you lose time.’ ‘Unfortunately, traction control has radically changed the way we exit the corner. When
you first open the throttle the bike slides, so you have to control the bike sliding and also you have to move on the seat to keep the correct bike balance, sometimes also to get more traction and especially so you don’t lose turning. Sometimes I move a little bit forward to get more turning. We still slide now but not like before. Before we slide like this [he mimes the rear tyre jumping sideways six inches], now we slide like this, brrr, brrr brrrr, [he mimes the traction control cutting in and multiple mini slides of an inch or so).’ ‘If you finish the corner well, you are on the kerb, then you put fourth, the bike wheelies a bit, then fifth, then the jump, then brake for the chicane so there’s no rest. I sometimes use the rear brake to control wheelies, even with the anti-wheelie system, especially in slow corners like hairpins.’
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How It Used To Be ‘You slide partly because of the way the power comes in. But it’s also one of the only ways I can steer the bike, especially in faster corners. If it’s not spinning, it’s not turning. I just feed the throttle in, wind it back and forth, trying not to put down too much or too little. I just keep it spinning until it gets to a point where it’s not making any more power and then I shift gears. Once the tyre starts to spin you don’t really keep the bike leant over and keep gassing it. You start to pick the bike up, and, as the contact patch gets bigger, you are accelerating harder so it keeps spinning. If I want it to spin some more I move my body weight forward to take some weight off the rear tyre. In some places it’s quicker to spin it up and get to the rpm where you can hook another gear, rather than shut the throttle.’ Mick Doohan, 1994/1995/1996/1997, 1998 500 World Champion, speaking in 1991 ‘We spin the rear to turn the bike. There’s a certain point where you see the inside of the track, you can see the outside of the track and you know you are not going to make the corner, so you give it more throttle. You just need the bike to turn a little bit and as soon as it’s spinning it turns. But you’ve got to be careful – the bikes throw people over the highside because you are at maximum lean angle with so much grip that when it does step out it throws you a long way. That’s why I try and stay away from the throttle in the middle of the corner when you have got max pressure on the tyres. I always try to hold it there. It feels so good that you think you can get on the gas but the consequences are terrible. I always hold it, hold it, pick it up, turn it and then nail it.’ Wayne Rainey, 1990/1991/1992 500 World Champion, speaking in 1991
IS HIGH TECHNOLOGY RUINING MOTOGP? ‘NOW THE BIKES ARE TOO GOOD AND THE TYRES ARE TOO GOOD’
‘MotoGP has changed very much, too much for me! [Rossi starts laughing]. Very much because it is the tyres and also the electronics, maybe 50/50.’ ‘We made the first season of MotoGP without traction control. I tried the first system with Honda at the end of 2002. What they had then is 1 per cent of what we have now, but when I tried the first time I went back into the pits and I say ‘f…., noooo’, I mean with this system everybody can ride the bike. That was with 1 per cent of what we have now, now we have 100 per cent [laughs again], so the difference is massive.’ ‘After 2002 we made a big, big step with the electronics, not just in acceleration, also in braking. You remember the braking in 2002 – wooah, wooah, big slides into the corners! [Rossi mimes the act of controlling the bike as it gets sideways on the brakes] Now in braking the bike, stay straight because the engine-brake system helps a lot.’ ‘With the 500s and 990s, exit from Coppice was very hard work because wheelie, change gear, wheelie, change gear, wheelie, always controlling the bike, fighting with the wheelie. Now is full gas, brrraaaaaa! You have the antiwheelie and you go. It is for this reason that the bikes are not close during the races because the rider cannot make the difference anymore. With the electronics every rider can use 100 per cent of the drive.’ ‘The style of riding during the races has changed very much since the 500s and 990s. Before, it took three laps for the tyres to arrive at the right temperature, after that you had five or six laps with very good grip and after that you start to slide so you have to change your style. But the biggest step, the second step, happened usually seven or eight laps to the end of the race. During those last laps the
bike becomes a completely different machine.’ ‘Now you have maximum grip from the first lap, so you can ride the first four laps at 99 per cent. After that you have a step, but if before the step was like this [he holds his hands a foot apart], now is like this [he holds his hands a couple of inches apart], so you don’t have to change your style and you have 15 laps of this grip. Maybe during the last five laps there is another small step down in tyre performance, but anyway these two steps together are less than half of the first step of the old times, so now more or less the riding style is the same during the whole race.’ ‘Now the computer and the tyres help a lot, so when a guy is fast he can be constantly fast, so all the guys can ride at maximum pace all the time, so everyone stays apart. Before, every rider had a part of the race when he was fast, so positions always changing, more overtaking. A lot of the time with the 990 and the 500 we made a setting that I knew would be worse in the first laps but would be better in the last laps. Now the same setting works throughout the race.’ ‘So now everything is more flat for the rider and for the engineer because now the bikes are too good and the tyres are too good. But is like this, there is nothing we can do! For sure the electronic systems in general are very bad for motorsport; is very good for safety but very bad for the sport. It is the same in football because now they make the ball lighter to make more goals, so when someone kicks the ball very fast it makes like this [he mimes a football weaving through the air], so is more difficult for the goalkeeper. The problem in MotoGP is that the factories make the rules and of course they want their engineers to make their job to develop the bikes.’
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MotoGP - Catalunya
Just One More To Go For Rossi’s 100
Catalunya was an all-Yamaha affair. But perhaps most amazing of all was the fact that Rossi, Lorenzo and Stoner all left Spain on 106 points – a third of the year gone and they’re dead level Report: Mat Oxley Photography: DPPI
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his was an old-fashioned duel to the death – Rossi versus Lorenzo all the way to the flag. The 2009 Catalan GP was the best race so far of the 800 era and the first time that an 800 race had featured an overtaking manoeuvre on the last lap. That’s right, this was the first time since the 2006 Portuguese GP – 44 races ago – that first position had changed on the last lap. Until then it was a game of cat and mouse. Lorenzo led the first three laps, then Rossi took the lead, the pair chased by an off-colour Stoner who gradually dropped back into the clutches of Dovizioso. Rossi led until halfway when he understood that he couldn’t get away, so he allowed Lorenzo to out-brake him. For the next ten laps Rossi sat back, studying his team-mate’s strengths and weaknesses. Most people thought he would leave his move to the final lap: attack Lorenzo with a few corners to go, run him wide and leave him no chance to counter-attack. But as they swept down the 205mph start-finish with three laps to go Rossi moved ahead. He tried again to make the break – maybe he would have the advantage on worn tyres – and he looked imperial as he got it all crossed up out of turn four, MotoGP’s most
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sideways corner. But at the end of the next lap Lorenzo drafted past his team-mate to retake the lead. But only for a moment – Rossi left his breaking for turn one impossibly late and squeezed past; so close that he had to tuck in his right knee to pass! Rossi managed to stay ahead for the penultimate lap but as they rocketed down the main-straight to start the final lap, Lorenzo drafted past and this time the world champ couldn’t find the room to get past. He still had a go though, almost riding round his team-mate at turn one and having another over-optimistic stab at turn two. At turn four he flung his bike inside Lorenzo but ran wide, conceding the lead once again. Three quarters of a lap left and only one real overtaking opportunity: turn ten, a long and slow left-hander that follows the track’s second longest straight. But Lorenzo got a great drive out of turn nine and Rossi just wasn’t close enough. Three right-handers remaining and no obvious passing point. Two corners to go and Rossi was inches off Lorenzo’s back tyre. Into the last corner, a fast right-hander where it’s almost impossible to overtake, Rossi had a go anyway, veering to the inside, stealing Lorenzo’s line and holding his advantage to win
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MotoGP - CATALUNYA
The battle for the top spot went down to the last lap giving viewers a first ever breathtaking last lap victory of the 800s
Dovizioso rode amazingly well towards the end to take his third consecutive fourth place finish
800CC CLASS POSITION 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
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RIDER Valentino ROSSI Jorge LORENZO Casey STONER Andrea DOVIZIOSO Loris CAPIROSSI Dani PEDROSA Colin EDWARDS Randy DE PUNIET Mika KALLIO Nicky HAYDEN Chris VERMEULEN Alex DE ANGELIS James TOSELAND Marco MELANDRI Sete GIBERNAU Niccolo CANEPA Gabor TALMACSI
TIMING 43’11.897 43’11.992 43’20.781 43’20.833 43’31.728 43’34.079 43’35.444 43’37.162 43’43.694 43’45.490 43’48.580 43’48.771 43’51.330 43’56.685 43’58.651 44’07.770 44’39.537
his 99th GP victory by 0.095 seconds. This was Rossi at his most extraordinary, a magician who can magic victory from defeat. He must surely have said a prayer before he hurled his M1 into the final corner, praying that the front end would stick. Maybe he knew all along that it was going to end like this, because back in the pits he said: “I’ve dreamed of that overtake for a week! At the end of the race I had the chance, so I tried the pass and it was okay. I confirmed that I’m very strong in one-to-one battle, also that I’m good at overtaking.” As if we didn’t know already… “It was a great race,” added Rossi. “I’m so happy and so excited to win like this. I have to go and congratulate Lorenzo because today he was very great and difficult to beat.” Perhaps Rossi scored another psychological
victory immediately after the race, jumping over the pit wall and bowing to the 30,000 crowd in the vast grandstands. He got a tumultuous applause. When Lorenzo added his thanks to the crowd he got a more subdued reception. Lorenzo’s reaction to defeat was straight to the point. “We see what happens at the next race,” he said. “Today Valentino was more clever or more brave and I didn’t close my line enough.” If the Fiat Yamahas were in a race of their own, Stoner won the next race, narrowly holding off Dovizoso in the final laps, even though he was sick as a dog. “I haven’t felt in great shape all weekend,” he said. “Then last night I couldn’t sleep, I probably got a couple of hours at the most, and after just a couple of laps I was destroyed. I decided to race myself, basically!” Dovi didn’t know whether to laugh or cry after a third consecutive four-place. Capirossi rode a great race to fifth after starting from row four, working his way forward to take fifth from the battered and bruised Pedrosa at twothirds distance. Edwards got the better of de Puniet for seventh. “I’m okay until it gets hot and slippy I can’t get the bike to turn,” he said. Kallio and Hayden were ninth and tenth on their Ducatis – Kallio’s best result since Qatar, Hayden’s best of 2009 and hopefully a sign of forward progress. “It’s not a spectacular result but it is definitely a step forward” said Hayden. Vermeulen, slowed by a lap-one tangle with Takahashi, just kept de Angelis behind him for 11th. Toseland was 13th and the final points went to Melandri and Gibernau. There were two crashers: Elias, who was going backwards when he fell at one-third distance, and Takahashi, who broke a finger after colliding with Vermeulen.
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250CC CLASS POSITION
RIDER
TIMING
1 2 3 4 5 6 7 8 9 10
Alvaro BAUTISTA Hiroshi AOYAMA Hector BARBERA Mattia PASINI Alex DEBON Thomas LUTHI Ratthapark WILAIROT Karel ABRAHAM Raffaele DE ROSA Hector FAUBEL
41’09.018 41’16.203 41’16.300 41’19.802 41’24.758 41’24.798 41’37.672 41’40.618 41’42.778 41’42.861
250CC RACE BAUTISTA TAKES EASY 250 WIN Series leader Alvaro Bautista (Aspar Aprilia) scored a popular win two weeks after he had arguably been robbed of Mugello victory after a collision with deadly rival Marco Simoncelli (Metis Gilera). Meanwhile Simoncelli crashed out during the early stages, leaving him well adrift in the title battle.
125CC CLASS POSITION RIDER
TIMING
1 2 3 4 5 6 7 8 9 10
41’10.494 41’12.739 41’12.824 41’12.825 41’12.850 41’13.025 41’21.289 41’21.318 41’25.478 41’25.583
Andrea IANNONE Nicolas TEROL Sergio GADEA Julian SIMON Marc MARQUEZ Jonas FOLGER Stefan BRADL Bradley SMITH Sandro CORTESE Randy KRUMMENACHER
Simoncelli crashed out right in the initial laps of the race and gave Bautista an easy win
After Simoncelli’s exit, Bautista comfortably saw off the pack to win by more than seven seconds. Title rival Hiroshi Aoyama (Scot Honda) took the runner-up finish after a brilliant charge from sixth place. The Japanese had slowed with overheating problems but came back to beat Hector Barbera (Pepe Aprilia) for second after a thrilling final lap.
125CC RACE SIMON GIFTS IANNONE THE WIN Andrea Iannone (ISPA Aprilia) was gifted his third win of 2009 when Julian Simon (Aspar Aprilia) made the disastrous mistake of celebrating victory a lap early. Simon and Iannone dominated, Simon easing ahead until he crossed the line with a lap to go and started celebrating. By the time he realised his error he had been swept up by
the pack. Simon fought back desperately and was initially given third place when he crossed the finish line alongside team-mate Sergio Gadea. But a photo finish gave the final podium place to Gadea, with Nicolas Terol (J&J Aprilia) second. Simon’s fourth place was nonetheless good enough to put him back into the points lead ahead of Bradley Smith who finished eighth.
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SPORT
MotoGP - Assen
ROSSI JOINS THE GOLDEN 100 CLUB Master and pupil traded blows all weekend: Lorenzo fastest in free practice, Rossi grabbing pole position, Lorenzo overpowering Rossi in warmup before Rossi administered the coup de grace in the race Report: Mat Oxley Photography: DPPI
A
fter their battle royal at Catalunya, could Rossi and Lorenzo do it all over again at Assen? Yes and no. The Fiat Yamaha pair was once again first and second but this time separated by a gaping 5.3 seconds, not 0.095 seconds. Rossi explained after the race why he turned Assen into a procession, the world champ far ahead of Lorenzo who was in turn well ahead of Stoner who was a long way in front of Edwards who was well ahead of Vermeulen. “For sure this race was more boring for the fans,” he said. “But another battle with Jorge would be too much for a lot of hearts, especially for the old people like my grandmother!” The first few laps certainly weren’t boring; Pedrosa got the holeshot, Stoner stole the lead after four corners, then Rossi swept ahead of the struggling Aussie a lap later. But that was as fun as it got. Rossi made good his escape, determined to leave Lorenzo behind. “I pushed a lot because I knew Jorge had more or less my pace and it would be difficult and dangerous to arrive together on the last lap again.” By lap seven Rossi had a two second gap, but bit by bit Lorenzo closed him down to 1.6 seconds on lap 16. Then the Spaniard had a couple of
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MotoGP - ASSEN
Dani Pedrosa’s misfortunate run continued as he crashed out of the Dutch GP
Colin Edwards leads Andrea Dovizioso
Rossi powering away from Stoner
800CC CLASS POSITION 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
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RIDER Valentino ROSSI Jorge LORENZO Casey STONER Colin EDWARDS Chris VERMEULEN James TOSELAND Randy DE PUNIET Nicky HAYDEN Loris CAPIROSSI Alex DE ANGELIS Marco MELANDRI Toni ELIAS Sete GIBERNAU Niccolo CANEPA Yuki TAKAHASHI Gabor TALMACSI
TIMING 42’14.611 42’19.979 42’37.724 42’43.725 42’48.216 42’53.958 42’54.154 42’54.434 42’55.284 43’00.621 43’12.388 43’14.385 43’19.977 43’24.508 43’24.541 43’39.710
scares and that was that. “I lost the front and remembered my Jerez crash,” he said. “The hero of today is Valentino.” Stoner came home a distant third, almost 18 seconds down on Lorenzo, the mystery sickness that spoiled his Catalan GP back to haunt him. Ducati suspected a virus. “I’ve got worse as the weekend has gone on, it’s something we need to have looked at closer,” said the 2007 champ. Edwards rode a great race to fourth, six seconds off the podium after Repsol duo Pedrosa and Dovizioso had crashed out ahead of him in the early stages. “I’ve ridden much less hard than that to get on the podium,” said the Texan. The front end of the pack was certainly spread out with none of the top five within four seconds
of each other, but behind fifth-finisher Vermeulen came the best battle since the 800 era began in 2007. No less than seven riders fought for sixth place: Toseland, Capirossi, Hayden, Randy de Puniet (LCR Honda), San Carlo Honda’s Toni Elias and Alex De Angelis and Mika Kallio (Pramac Ducati). Inevitably it all came down to a frantic last lap. Kallio crashed at Hoge Heide, Elias ran Capirossi off the track at the final chicane. Toseland finished in front, a fraction ahead of de Puniet and Hayden, who was bumped up a place when Elias was penalised 20 seconds for his last-lap indiscretion. Hayden spent the early stages of the race at the head of the group and then ran into a problem, a loose left handlebar! “I lost a little bit of concentration thinking, ‘well, is this going to break?’.” Capirossi finished just behind Hayden, while de Angelis slowed in the late stages with front-grip issues. Marco Melandri was 11th on the Hayate Kawasaki. Sete Gibernau (Hernando Ducati) was 13th behind Elias. Kallio’s team-mate Niccolo Canepa and Scot Honda men Yuki Takahashi and Gabor Talmacsi brought up the rear.
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250cc race Oh, the irony of it: Honda doesn’t make twostrokes anymore, but while the brand suffers a disastrous time in MotoGP it leads the world’s premier two-stroke series. Hiroshi Aoyama (Scot Honda) took the 250 lead at Assen despite being rammed by title-rival Alvaro Bautista (Aspar Aprilia) with one lap to go. Aoyama came through from sixth to take the lead from Bautista at two-thirds distance. The pair were inches apart until the penultimate lap when Bautista ploughed into Honda and crashed. Aoyama limped home with a buckled exhaust pipe. Bautista’s fall promoted Hector Barbera (Pepe Aprilia) and early leader Marco Simoncelli (Metis Gilera) to second and third. 250CC CLASS position 1 2 3 4 5 6 7 8 9 10
Rider Hiroshi AOYAMA Hector BARBERA Marco SIMONCELLI Aleix ESPARGARO Roberto LOCATELLI Alex DEBON Karel ABRAHAM Hector FAUBEL Ratthapark WILAIROT Raffaele DE ROSA
Timing 40’44.008 40’48.432 40’54.347 40’55.391 40’55.604 40’58.273 41’01.990 41’03.020 41’04.934 41’05.041
125CC CLASS Position rider 1 Sergio GADEA 2 Julian SIMON 3 Bradley SMITH 4 Andrea IANNONE 5 Nicolas TEROL 6 Stefan BRADL 7 Jonas FOLGER 8 Simone CORSI 9 Pol ESPARGARO 10 Marc MARQUEZ
timing 39’07.577 39’08.478 39’19.933 39’19.977 39’27.655 39’28.045 39’28.332 39’28.840 39’29.135 39’29.518
125cc RACE Sergio Gadea (Aspar Aprilia) won his first race of 2009 after being gifted the lead on the last lap. Nicolas Terol (J&J Aprilia) tried to lead by diving up the inside of Julian Simon (Aspar Aprilia) as they charged into the back chicane for the final time, but the move sent them both off track, putting Gadea in front. Terol finished
a close second, Simon just 0.09 tenths down in third, enough for him to retain his world championship lead. Simon’s main title rival and third Aspar rider Bradley Smith could do no better than fourth, the Briton just getting the better of a race long duel with Andrea Iannone (Ongetta Aprilia).
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Honda’s victory
drought ends
T
HE QUALIFYING PRACTICE AT Laguna Seca was one of the most exciting events towards the end of the season as Lorenzo crashed with 15 minutes to go and then crashed again with just three minutes on hand. Casey Stoner made a mistake elsewhere and crashed as well. However, as both riders had put in competitive timings already, Lorenzo bagged the pole position and Stoner took the final spot on the first row of the grid. Lorenzo has been proving his mettle over the last few races and giving a tough fight to Rossi and Stoner. However, with the two crashes in the qualifying, he was left with pains to battle against in the race. With all this drama in the qualifying, there was something else in store as the race got underway. Dani Pedrosa continued to take brilliant starts off the grid and claimed the holeshot. However, unlike every other time when he has given up in the initial laps to a
charging Rossi or Lorenzo, this time, Pedrosa held on to his top spot till he crossed the finish line 32 laps later. Pedrosa’s victory at the American GP brought an end to Honda’s winning drought which began last year in Catalunya. Mike Leitner, Dani’s crew chief, made a statement post race that he had never lost confidence in the Spaniard through the period of more than 12 races which went without a victory for the Repsol Honda lad. Pedrosa was strong all through the race and never did it seem that he would succumb to Valentino Rossi who was on charge in the second spot. The Spaniard, at one point of the race had opened up a huge gap between himself and Rossi, after which he slowed down a bit to play a safer game. In the last lap of the race, Rossi closed in on Pedrosa and for a moment it seemed as if Dani would have to be content with the second spot on the podium. However, this time, the Repsol Honda ace
Dani Pedrosa makes a comeback to the top spot on the podium as he makes a clean sweep at Laguna Seca Report: Adhish Alawani Photography: DPPI 800CC CLASS POSITION 1 2 3 4 5 6 7 8 9 10 11 12
RIDER Dani PEDROSA Valentino ROSSI Jorge LORENZO Casey STONER Nicky HAYDEN Toni ELIAS Colin EDWARDS Chris VERMEULEN Randy DE PUNIET Marco MELANDRI Alex DE ANGELIS Niccolo CANEPA
TIMING 44’01.580 44’01.924 44’03.506 44’14.012 44’23.243 44’23.621 44’31.781 44’34.437 44’41.905 44’49.608 44’50.390 45’20.111
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MotoGP - US
Tony Elias leads the pack of racers as they negotiate the Corkscrew, one of the toughest corners of all the MotoGP races
CHAMPIONSHIP POSITION 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
RIDER Valentino ROSSI Jorge LORENZO Casey STONER Dani PEDROSA Colin EDWARDS Andrea DOVIZIOSO Marco MELANDRI Chris VERMEULEN Randy DE PUNIET Loris CAPIROSSI James TOSELAND Nicky HAYDEN Toni ELIAS Alex DE ANGELIS Mika KALLIO Niccolo CANEPA Sete GIBERNAU Yuki TAKAHASHI
TEAM Fiat Yamaha Team Fiat Yamaha Team Ducati Team Repsol Honda Team Monster Yamaha Tech 3 Repsol Honda Team Hayate Racing Team Rizla Suzuki MotoGP LCR Honda MotoGP Rizla Suzuki MotoGP Monster Yamaha Tech 3 Ducati Team San Carlo Honda Gresini San Carlo Honda Gresini Pramac Racing Pramac Racing Grupo Francisco Hernando Scot Racing Team MotoGP
was not in the mood to give up and crossed the finish line 0.344 seconds ahead of the eighttime world champion. Pole setter Jorge Lorenzo rode with injuries from the qualifying session of the previous day and still managed to claim the final spot on the podium. Lorenzo fought his way up to the third spot after losing his position in the initial laps. In the 28th lap, with just four more to go for the finish, Lorenzo made an attack on Rossi, but he could hold on to the second position for just a second or so before Rossi charged back and reclaimed his position. Casey Stoner came within reach of podium in the last lap, but had to be content with the fourth spot in the end. Stoner’s team-mate, Nicky Hayden, claimed the
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POINTS 151 142 135 92 76 69 61 61 58 56 39 38 37 36 26 16 12 9
Casey Stoner kept up with Rossi in the initial laps, however slowed down later on to finish fourth
best finish for himself since his shift from Honda to Ducati by coming home in fifth at his favourite home track. Andrea Dovizioso and Sete Gibernau crashed out in the 26th lap while Loris Capirossi and Gabor Talmacsi crashed out in 29th lap of the race. However, the most misfortunate on the track was James Toseland. The Yamaha rider had supposedly jumped the start. His crew members tried to communicate it to him through the pitboards, however, Toseland wasn’t reading his pitboard in the initial laps. He came to know that he had been penalized just when a black flag came out with his racing number and he had to quit the race and come back to the team pit.
Tech 3 rider Colin Edwards took the seventh spot while Kawasaki’s only rider Melandri had to be content with tenth
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BIKESPORT MAT OXLEY
MadOX
Is MotoGP’s Future In Streetbike Engines? Beset by dwindling sponsorship income, MotoGP is considering switching to streetbike engines to save costs A few months back this column (half) joked about the prospect of MotoGP going retro and copying the British-made 1970s TT F1 world championship which created a thrilling bastard breed of race bikes powered by street engines. Now, it seems, this little Oxley joke may just turn into reality. It’s a funny old world, eh? The people who run MotoGP are now thinking the unthinkable: the possibility of using street engines in MotoGP bikes to reduce the crippling costs of developing and maintaining the 19,000rpm 800s. The 800s are so costly that they threaten to bankrupt yet more factory racing projects and teams. In recent weeks the global economic crisis has forced Kawasaki’s Hayate squad and Sete Gibernau’s Ducati outfit to announce their withdrawal from the series and who knows how many more will follow. The big question, of course, is at what point does MotoGP cease to be viable; when there are a dozen bikes on the grid, or maybe six, or maybe it only takes four: Rossi, Lorenzo, Stoner and Pedrosa? There’s no doubt that MotoGP needs to do something drastic to
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ensure its long term future. The grid is already half empty and yet chainsmoking team managers insist their lives will get much tougher over the coming years because most existing sponsorship deals were signed before credit got crunched. The real pain will kick in when those deals run out. In Japan last year motorcycle manufacturer dropped by almost one third, and it could be worse this year. No one in the sport expects there to be much money around for a good many years yet. It seems we are all waking up to the fact that the world had been living in a financial fantasy land since the fiscal deregulation of the 1980s.
of running street engines in a MotoGP bike was rank heresy. In 2003 the disgraced, British-run WCM team was ordered off the grid for daring to use R1 crankcases in its homebrewed inline-four MotoGP bike. Now, no doubt, MotoGP would be delighted to see the WCM on the grid, anything to swell the numbers. Dorna thought they had fixed the problem of half-empty grids when they tabled a motion to restrict riders to one bike each. The reasoning made some kind of sense: there are 16 bikes on the grid and 16 spare bikes in the pits, so why not get the spares out on track too? Great idea, but they hadn’t really thought it through (surprise, surprise): if riders were restricted to one bike each, teams would still have a spare bike for each rider stacked in parts bins in the back of the truck. Thus another way to slash costs and get more bikes on the grid had to be found. And, guess what, Dorna and the MSMA (the manufacturers’ racing body) are now talking about using streetbike engines, for nonfactory teams at least. The wealthier factory teams would continue to use lightweight, 225 horsepower
Whatever Dorna’s current announcements, I feel there’s a sense of inevitability about the whole grid eventually switching to street engines So perhaps there really is only one way to save MotoGP’s arse – get down to the breakers yard, buy an engine out of a bent GSX-R, Fireblade, R1, Ninja or Desmosedici and bolt it into a MotoGP chassis. Just a few years ago the idea
prototype engines with pneumatic valves and god knows what else. The poorer privateer outfits would buy a Gixer 1000 motor, tune the fuck out of it and turn up on the grid with a motorcycle that makes a little less power and weighs a little more than an 800 MotoGP bike
but costs a fraction of the money to build and maintain. It’s a good idea, but a two-tier system has already failed in F1 cars where Max Mosley wanted to level the playing field between the filthy rich front-running teams and the close-to-bankrupt grid fillers. Whatever Dorna’s current announcements, I feel there’s a sense of inevitability about the whole grid eventually switching to street engines. The creation of MotoGP’s new Moto2 feeder series – which takes over from 250s next season – has already established the precedent of using street engines in GP racing. WSB’s Flammini family may kick up a stink about superbike motors in MotoGP but since Flammini has already given their blessing to Moto2 they’ve weakened their argument on that score. However, when Paolo Flammini announced that “Moto2 does not conflict with our Supersport series,” he did allow himself a caveat: “We do however reserve the right to closely examine the new regulations to see if there are any points that contrast with our regulations and our contract with the FIM.” In other words, he may think a street-based MotoGP is treading on his toes a little too much. Most important of all, would it really matter to you, the fans, if MotoGP ceased to be motorcycling’s cutting-edge prototype class, in which new engine technologies are developed in the white heat of competition? Perhaps you think that street engines in MotoGP is a good idea, that they would make the series more relevant and more attractive to the street rider. Time to tell us what you think…
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SPORT
WSBK
The battle intensifies Ben Spies gets real serious about the title as he stands just 14 points behind championship leader Haga Report Adhish Alawani Photography: DPPI
Jonathan Rea leads the pack into the corner
MISANO Race one: Ben Spies is the hero of WSBK’s 2009 season and he made it clear by entering the record books once again at Misano. This time, he registered the record after winning the first flag-to-flag race. Spies struggled initially in the wet conditions as the race started off in the rains. However, with the sun popping out from behind the clouds mid-race, he got just the right grip from his tyres and destroyed the competition. Shane Byrne kept up with Spies for a long time but gave up in the end with six laps to go. Michael Fabrizio bagged the final podium spot as he battled with Jakub Smarz and emerged better than him. Race two: Johnny Rea took the first victory of his career in World Superbikes as he battled through the race with Michael Fabrizio and Noriyuki Haga and proved to be the better of the three. Rea, Fabrizio and Haga set the pace right from the start and provided great entertainment throughout the race. Fabrizio took the lead with eight laps to go. However, Rea charged back in the last lap on the first corner and made sure that he kept his lead to the finish line. Race one winner Ben Spies faced issues with his Yamaha which made him drop down to the 17th spot. Battling with the other riders, Spies made his way up to the ninth place before the finish line.
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DONINGTON PARK Race one: The Donington World Superbike race started off with three riders, Ben Spies, Max Biaggi and Noriyuki Haga getting away from the rest of the pack right from the first lap. Ben Spies led from the start line and set the pace with Max Biaggi and Noriyuki Haga keeping up with him. Haga was unable to match the pace later on and started losing time with every lap. Spies and Biaggi got into a serious battle through the race with Spies being quicker in the first half of the lap while Biaggi made up the time in the second half of the lap. Biaggi was determined to make a move on Spies in the last lap and just as he closed in on Spies’ Sterilgarda Yamaha, Biaggi’s bike ran out of fuel. Shaking his bike violently and desperately, Biaggi got the remaining fuel into the fuel pump and limped his bike across the finish line; still in the second position. Haga came home steadily in third.
Ben Spies celebrates after his win
Race two: Ben Spies continued his domination at Donington Park by winning the second race as well making it his tenth of the season and third double victory of the year. Spies took the lead just after the first corner and set the pace throughout the race. While Spies was racing towards victory, his competitors were getting involved in crashes. Max Biaggi slid out at Melbourne corner and on the next lap, Noriyuki Haga had a nasty crash with his Ducati tumbling and landing on top of him. With the main competition exiting, the battle for the podium was left to Leon Haslam, Michel Fabrizio and Shane Byrne. Haslam emerged the better from the three claiming the second spot while Fabrizio settled for third.
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J K TYRE CHAMPIONSHIP ‘09
FIGHT TO THE FINISH Alok Shashidhar shines during rounds two and three of the J K Tyre National Racing Championship 2009 ROUND TWO - 13&14TH JUNE In race one of the 600cc class, Emmanuel Jebaraj emerged the winner in the Expert category followed by S. Gopinadhan and Vivek Pillai in second and third places. In the regular class, K.V. Balaji scored over Alisha Abdullah while Prithvi finished in third. Alok Shashidhar zoomed ahead of everyone in the 1000cc Superbike class with a comfortable win while Mazher Ahmed and Sanjay Kumar finished second and third respectively. In the very first lap of race two, with the tyres still not warm enough, Vikram V. pushed his Yamaha in the turn and crashed his bike, ending up with a broken collar bone. The 600cc Expert class saw Chennai racer Emmanuel Jebaraj once again achieve a double win in this class. Gopinadhan and Vivek Pillai finished in second and third places respectively. Sumit Lucas took the lead in the regular class of the 600cc category with K.V. Balaji and Alisha Abdullah finishing second and third respectively. Alok Shashidhar was all smiles as he once again zipped past the chequered flag to record his second win of the weekend in the 1000cc class. Mazhar Ahmed
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finished second while Sanjay Kumar came in third.
Abdullah. On day two of the race, the 600cc Expert class saw Emmanuel Jebaraj and Vivek Pillai taking the honours again as the top two respectively and Praveen Keerthi finishing in third. In the 1000cc category, it was a brilliant display of speed by Alok Shashidhar who took the honours. Sanjay Kumar and Prakash Murari finished in second and third respectively. In the Novice class, Sumit Lucas was the winner while K.V. Balaji and Alisha Abdullah finished in second and third.
Alok Shashidhar rode his Yamaha R1 well to clinch the winner’s title in both the races
ROUND THREE - 4&5TH JULY On day one, in the 600cc Expert class Superbikes 10 lap race, Emmanuel Jebaraj kept the lead followed by Vivek Pillai and Gopinandan. Alok Shashidhar took the honours in the 1000cc segment once again with Sanjay Kumar and Ramji Govindarajan finishing second and third respectively. In the Superbikes Novice race, K.V. Balaji led the pack closely trailed by Sumit Lucas and Alisha
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GULF MONSOON RALLY
SLUSH PARTY
Things were wet and sticky as usual at the annual Gulf Scooter Rally that concluded in Navi Mumbai Report and Photography: Adhish Alawani
Rustom Patel, winner of the Gulf Monsoon Scooter rally in action
Flag-off of the rally. 2009 saw 31 participants aim for the title
E
VERY YEAR AS THE RAINS flood Mumbai, a rather unusual twowheeler rally takes place in the city. With participants racing against time on puny ten inch tyres, in the torrential downpour and the ground covered with dollops of mud, things tend to get a little wacky. This time around, it was no different. Rustom Patel, riding a Honda Activa, emerged victorious at
the famed Gulf Monsoon Scooter Rally. The event, 20th time in the running, was held at the backwoods of Navi Mumbai on July 28, 2009. The rally witnessed 31 participants riding on everything from LML Vespas to Flytes. Rustom, who narrowly missed out on the title for the last five years, finally had lady luck with him as he completed the grueling 35km course in 26 minutes and 29 seconds. Ganesh
Lokhande from Nashik, astride a Kinetic Marvel, came second in 28 minutes and 34 seconds. While Pune’s Snehal Chavan, also on a Honda Activa, finished in third. Four-time champion Manjeet Singh Bassan (winner in 2008, 2007, 2005 and 2002), who was bidding for a hat trick, had one of his worst day out. Bassan was initially leading the event in the first and second stages when he skidded off at a corner and fell down a hill. Although he was lucky to come out of the incident unscathed, Bassan lost precious time and had to be satisfied with sixth. Lovepreet Singh, astride his Bajaj, emerged the best first timer and was awarded the late Firdosh Vajifdar trophy for his performance. WINNERS OVERALL WINNER Rustom Patel
Honda Activa 26m 29s
CLASS S1 - 81CC UPTO 110CC – TWO-STROKE Ganesh Lokhande Kinetic Marvel 28m 34s CLASS S2 - 111CC UPTO 160CC – TWO-STROKE Manjeet Singh Bassan LML Vespa 30m 17s CLASS FSG - UPTO 160CC – FOUR-STROKE Rustom Patel Honda Activa 26m 29 s
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Battery for new generation bikes
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BI BUY-BOOK NEW NEWBIKES BIKESMOTORCYCLES MOTORCYCLES
MOTORCYCLES BAJAJ AUTO
Mumbai-Pune Road, Akurdi, Pune Maharashtra - 35 www.bajajauto.com
Platina
11111
Top Speed: 89.5km/h Tested: MAY ‘06 We Say: Reasonably decent looks mated to the CT100’s frugal genes. Also See: Hero Honda Splendor NXG, TVS Star City, Yamaha Alba
Platina (KS)
Platina 125 11112
Price 38,350
CC 99.27
Ps/rpm 8.2/7500
Nm/rpm 8.05/5500
FT 13
G 4
SH 805
WB 1277
WT 112
0-60 9.91
KMPL 72.25
Top Speed: 87.05km/h Tested: NOV ‘08 We Say: The small big bike from Bajaj. 125cc heart in a 100cc bike, the Platina 125 offers a lot for your money Also See: Hero Honda Splendor NXG
Platina 125
XCD125 DTS-Si 11112
Price 44,455
CC 124.58
Ps/rpm 9.53/7000
Nm/rpm 10.85/5000
FT 13
G 4
SH 790
WB 1275
WT 113
0-60 7.65
KMPL 69.5
WT 113
0-60 8.05
KMPL 68.5
Top Speed: 89.69km/h Tested: OCT ‘07 We Say: Not as nifty a performer as we would have expected. Great commuter though. Also See: Hero Honda Splendor NXG, Hero Honda Super Splendor, Honda Shine
XCD 125 (ES)
XCD135 DTS-Si 11111 1111
Price 47,305
CC 124.58
Ps/rpm 9.53/7000
Nm/rpm 10.85/5000
FT 10
G 4
SH 790
WB 1275
Top Speed: 104.7km/h Tested: MAR ‘09 We Say: Nifty performer compared to XCD125, but stiff suspension has compromised the ride quality Also See: Yamaha Gladiator, TVS Flame, Suzuki Zeus, Honda Shine
Price XCD 135(Drum, Kick ) 48,445 XCD 135(Drum, ES) 50,660 XCD 135(Disc, ES) 52,865
Discover 135 11112
CC 134.6 134.6 134.6
Ps/rpm 10.2/7500 10.2/7500 10.2/7500
Nm/rpm 11.58/5000 11.58/5000 11.58/5000
FT 10 10 10
G 5 5 5
SH 810 810 810
WB 1275 1275 1275
WT 116 116 116
0-60 5.96 5.96 5.96
KMPL 63.5 63.5 63.5
Top Speed: 107.2km/h Tested: SEPT ‘08 We Say: Gain some, loose some. More power, less efficiency. No clear advantages of going in for this one. Also See:Hero Honda Splendour NXG, Hero Honda Super Splendor, Honda Shine
Discover (Drum) Discover (Disc)
Price 54,195 57,345
CC 134.21 134.21
Ps/rpm 13.10/8500 13.10/8500
Nm/rpm 11.88/6500 11.88/6500
FT 10 10
G 4 4
SH 798 798
WB 1305 1305
WT 133 133
0-60 5.93 5.93
KMPL 60 60
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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All the data and comments you need before you go out to buy a bike for yourself Pulsar 150 DTSi 11112
Top Speed: 113.64km/h Tested: DEC ‘06 We Say: Good fusion of performance, efficiency and looks. Cycle parts could be better built. Also See: HH CBZ X-treme, Honda Unicorn, Suzuki GS150R
Pulsar 150
Pulsar 180 DTSi 11112
Price 65,265
CC 149.01
Ps/rpm 14.09/8500
Nm/rpm 12.76/6500
FT 15
G 5
SH 785
WB 1320
WT 137
0-60 5.51
KMPL 55
0-60 4.98
KMPL 51
Top Speed: 117.5 km/h Tested: JUN ‘09 We Say: Great performace, stunning looks and the good ’ol edgy box. Great value though. Also See: TVS Apache RTR 160, TVS Apache RTR 180
Pulsar 180
Pulsar 200 DTSi 11112
Price 68,560
CC 178.60
Ps/rpm 17.05/8500
Nm/rpm 14.22/6000
FT 15
G 5
SH 785
WB 1345
WT 147
Top Speed: 120.67km/h Tested: MAR ‘07 We Say: Naked street fighter that goes one up on the 180. Rock steady, but tough to maneuver at slow speeds. Also See: Hero Honda Karizma, TVS Apache RTR 160, TVS Apache RTR 180 zv
Pulsar 200
Price 74,935
CC 198.80
Ps/rpm 18.01/8000
Nm/rpm 17.17/6000
FT 15
G 5
SH 785
WB 1350
WT 145
0-60 5.65
KMPL 48
WB 1350
WT 152
0-60 4.7
KMPL 42.25
Top Speed: 132.5km/h Tested: JUL ‘09
Pulsar 220 DTSi 11112
We Say: More power at lesser price translates into great value for money. Also See: Hero Honda Karizma R, TVS Apache RTR 180, Yamaha YZF R15 Pulsar 220
Price 70,000
CC 220
Ps/rpm 21.04/8500
Nm/rpm 19.12/7000
FT 15
G 5
SH 795
Top Speed: 109.58km/h Tested: NOV ‘07
Avenger 200 DTSi 11112
We Say: Powerful and torquey, great combo of style and value. Pillion seat should have been more comfortable. Also See: Royal Enfield Thunderbird Avenger 200
Price 72,485
CC 198.80
Ps/rpm 17.51/8000
Nm/rpm 16.78/6000
FT 14
Your display here to grab the most eyeballs
G 5
SH 710
WB 1475
WT 152
0-60 5.90
KMPL 37
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
August 2009
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BI BUY-BOOK NEW BIKES MOTORCYCLES HERO HONDA
34, Community Centre, Vasant Lok, Vasant Vihar New Delhi - 110 057 www.herohonda.com
CD Dawn 11121
Top Speed: 84.9km/h Tested: NA We Say: All the Hero Honda qualities for cheap, and stop cribbing Also See: TVS Star, Yamaha Crux S, Bajaj Platina Price 36,317
CD Dawn
CD Deluxe 11111
CC 97.20
Ps/rpm 7.4/8000
Nm/rpm 7.50/5000
FT 10.5
G 4
SH 790
WB 1230
WT 107
0-60 14.20
KMPL 68.82
Top Speed: 92.90km/h Tested: JAN ‘07 We Say: There! You cribbed again. So here’s your all new bikini fairing. Also See: Hero Honda Splendour NXG, Hero Honda Super Splendor, Honda Shine
CD Deluxe
Splendor Plus 11111
Price 40,224
CC 97.20
Ps/rpm 7.4/8000
Nm/rpm 7.50/5000
FT 10.5
G 4
SH 790
WB 1230
WT 107
0-60 14.20
KMPL 72.75
FT 10.5 10.5
G 4 4
SH 775 775
WB 1230 1230
WT 117 117
0-60 12.30 12.30
KMPL 59.72 59.72
Top Speed: 82.50km/h Tested: NA We Say: Perfect commuter if you can do with the looks. Also See: TVS Star Sport, Yamaha Alba, Bajaj Platina
Price Splendor Plus (Spokes) 43,579 Splendor Plus (Alloys) 44,583
Splendor NXG 11111
CC 97.20 97.20
Ps/rpm 7.40/8000 7.40/8000
Nm/rpm 7.20/5000 7.20/5000
Top Speed: 96.92km/h Tested: JULY ‘07 We Say: The best seller just got better looks but at a higher price. Also See: TVS Star Sport, Yamaha Alba, Bajaj Platina
NXG (Alloys)
Passion Plus 11111
Price 44,583
CC 97.20
Ps/rpm 7.70/7500
Nm/rpm 7.60/60000
FT 10.3
G 4
SH 785
WB 1230
WT 107
0-60 10.73
KMPL 77
FT 12.8 12.8
G 4 4
SH 775 775
WB 1235 1235
WT 117 117
0-60 12.30 12.30
KMPL 59.72 59.72
SH 775
WB 1265
WT 117
0-60 7.50
KMPL 78.4
Top Speed: 85.3km/h Tested: JULY ‘06 We Say: A Splendor will save you three grand. Also See: Yamaha Alba, Bajaj Platina
Passion Plus Passion Plus Pro
Super Splendor 11111
Price 47,455 49,948
CC 97.20 97.20
Ps/rpm 7.50/8000 7.50/8000
Nm/rpm 7.20/5000 7.20/5000
Top Speed: 98.9km/h Tested: NA We Say: Splendor hops onto the ‘executive’ bandwagon. Also See: TVS Victor GLX 125, Yamaha Gladiator, Bajaj Discover 125
Super Splendor
Price 50,446
CC 124.70
Ps/rpm 9.13/7000
Nm/rpm 10.35/4000
FT 12
G 4
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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Glamour
Top Speed: 94.9km/h Tested: SEP ‘05
11111
We Say: The Glamour actually looks much better than the Super Spendor. Worth the extra dough. Also See: Baja Discover 125, TVS Victor GLX 125, Yamaha Gladiator Price 51,972 53,324
Glamour (Drum) Glamour (Disc)
CC 124.70 124.70
Ps/rpm 9.13/7000 9.13/7000
Nm/rpm 10.35/4000 10.35/4000
FT 14.6 14.6
G 4 4
SH 775 775
WB 1265 1265
WT 129 129
0-60 7.40 7.44
KMPL 72.74 72.74
Top Speed: 100.2km/h Tested: AUG ‘06
Glamour FI 11111
We Say: Fl, digital speedo, efficiency commuter, better throttle response. Buy only if the extra money doesn’t hurt! Also See: Bajaj Discover 125, Yamaha Gladiator, TVS Victor 125 Price 61,633
Glamour (Disc)
CC 124.7
Ps/rpm 9.13/7000
Nm/rpm 10.35/4000
FT 14.6
G 4
SH 775
WB 1265
WT 125
0-60 8.80
KMPL 80.75
FT 12.4
G 5
SH 800
WB 1290
WT 134
0-60 6.25
KMPL 57.5
FT 12.4
G 5
SH 795
WB 1325
WT 146
0-60 5.08
KMPL 51
WT 143
0-60 5.55
KMPL 60.25
WT 150
0-60 4.70
KMPL 43.42
Top Speed: 110.8km/h Tested: NOV ‘06
Achiever
11111 1111
We Say: Every bit a Unicorn, except for the ride quality. Also See: Bajaj Pulsar 150, Honda Unicorn, Suzuki GS150R Price 60,138
Achiever (ES)
Hunk
11112
CC 149.1
Ps/rpm 13.4/8000
Nm/rpm 12.8/5000
Top Speed: 107.16km/h Tested: DEC ‘07 We Say: Stunning looks, efficient engine and good performance. Also See: Bajaj Pulsar 150, Honda Unicorn, TVS Apache Price 64,275
Hunk (ES)
CC 149.2
Ps/rpm 14.4/8500
Nm/rpm 12.8/6500
Top Speed: 110.8km/h Tested: NOV ‘06
CBZ XX-Treme 11111 1111
We Say: Pricey but much better than the CBZ and the Achiever. Too skinny at the front. Also See: Bajaj Pulsar 150, Honda Unicorn, TVS Apache Price 64,591
X-Treme (ES)
Karizma R 11111
CC 149.2
Ps/rpm 14.4/8500
Nm/rpm 12.8/6500
FT 12.4
G 5
SH NA
WB 1325
Top Speed: 125.8km/h Tested: NA We Say: The most well-rounded performance bike around. Spares are an issue though. Also See: Bajaj Pulsar 200 DTSi, Bajaj Pulsar 220 DTS-Fi Price 81,069
LEGEND
Karizma
y
apacit
bic c C- Cu
C
wer
Ps/
eak po rpm- P
Peak /rpm-
Nm
torque city
FT- Fu
capa el tank
CC 223
Ps/rpm 16.9/7000
Nm/rpm 18.3/6000
FT 15
a SH - S
eight ddle h
SH 795
WB 1355
)
se (mm
ars
. of ge G - No
G 5
(mm)
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W
(Kg) weight b r e K WT-
Your display here to grab the most eyeballs
ation
cceler
/h) A -60(km
0
iency
el effic
Fu Kmpl-
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
August 2009
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BI BUY-BOOK NEW BIKES MOTORCYCLES HONDA MOTORCYCLES & SCOOTERS Plot 78, Sector 18, Gurgaon(Haryana) 122 001 www.honda2wheelersindia.com
Shine
11112
Top Speed: 100.4km/h Tested: MAY ‘06 We Say: Short ratios make it really quick through gears. Top speed could have been better with taller gearing. Also See: Hero Honda Glamor, TVS Flame, Yamaha Gladiator
Price Shine (Drum, Spokes) 46,817 Shine (ES, Drum, Alloys) 52,427 Shine (ES, Disc, Alloys) 54,405
CBF Stunner
CC 124.6 124.6 124.6
Ps/rpm 10.4/7500 10.4/7500 10.4/7500
Nm/rpm 10.9/5500 10.9/5500 10.9/5500
FT 11 11 11
G 4 4 4
SH 790 790 790
WB 1265 1265 1265
WT 122 122 122
0-60 7.04 7.04 7.04
KMPL 78.75 78.75 78.75
FT 10 10 10 10
G 5 5 5 5
SH 790 790 790 790
WB 1271 1271 1271 1271
WT 129 129 129 129
0-60 6.57 6.57 6.57 6.33
KMPL 61 61 61 66
Top Speed: 100.8 Tested: SEP’08
11112
We Say: A worthy competitor to the Gladiator. Also See: TVS Flame, Yamaha Gladiator CBF (KS, Drum, Alloys) CBF (ES, Drum, Alloys) CBF (ES, Disc, Alloys) CBF FI (ES, Disc, Alloys)
Unicorn
11112
Price 56,009 57,574 57,955 72,846
CC 124.7 124.7 124.7 124.7
Ps/rpm 11.15/8000 11.15/8000 11.15/8000 11.76/8000
Nm/rpm 11/6500 11/6500 11/6500 11.2/6250
Top Speed: 111.3km/h Tested: DEC ‘06 We Say: One of the smoothest mills around. Great ride-handling combo. Almost indestructible. Also See: Bajaj Pulsar 150, HH CBZ X-treme, HH Achiever, Suzuki GS150R
Unicorn
CBR1000RR 11112
Price 64,070
CC 149.1
Ps/rpm 13.5/8000
Nm/rpm 12.8/5500
FT 13
G 5
SH 790
WB 1340
WT 146
0-60 6.10
KMPL 58.92
Nm/rpm 112/8500
FT 17.7
G 6
SH 820
WB 1410
WT 199
0-60 3.4
KMPL 15
Nm/rpm 100/8000
FT 17
G 6
SH 825
WB 1445
WT 217
0-60 3.7
KMPL 16
Top Speed: NA Tested: Jun ‘09 We Say: NA Also See: Yamaha YZF R1, Suzuki Hayabusa
CBR1000RR
CB1000R
11112
Price 14.46 lakh
CC 999
Ps/rpm 178/12000
Top Speed: NA Tested: Aug ‘09 We Say: NA Also See: Yamaha MT-01, Suzuki Intruder
CB1000R
Price 11.13 lakh
CC 999
Ps/rpm 125/10000
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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KANDA MOTORS
43, Shanivar Peth, Nav Maharashtra House, Pune 411 030 www.kandaex.com Top Speed: 82.8km/h Tested: JAN ‘06
Mission 100 11111
We Say: Surprisingly well built for a Kandaa though lack of power is nagging. Also See: Bajaj Platina, TVS Star, HH CD Deluxe Price 35,200
Mission 100
CC 100
Ps/rpm 6.6/7000
Nm/rpm 6.45/5000
FT 12
G 4
SH 760
WB 1320
WT 115
0-60 11.27
KMPL 67.25
ROYAL ENFIELD
Tiruvottiyur High Road, Tiruvottiyur, Chennai-600 019 www.royalenfield.com
STD
11111
Top Speed: 100.1km/h Tested: NA We Say: Too old and too slow for this day and age but do you have an option? Also See: No options, as there are no alternatives to a Enfield but an Enfield itself! Price 83,291
350 STD
Electra 5S 11111
CC 346
Ps/rpm 18.3/5000
Nm/rpm 32/3000
FT 14.5
G 4
SH 760
WB 1370
WT 163
0-60 7.7
KMPL 35.22
WB 1370
WT 170
0-60 7.1
KMPL 36.44
Top Speed: 103.7km/h Tested: SEP ’05 We Say: Chromed slug with a left foot shifter and a new five-speed gearbox. Also See: No options, as there are no alternatives to a Enfield but an Enfield itself! Price 98,909
Electra 5S (ES)
CC 346
Ps/rpm 18.3/5000
Nm/rpm 32/3000
FT 14.5
G 5
SH 780
Top Speed: 113.4 Tested: NOV ‘08
Thunderbird Twin Spark 11111
We Say: TBTS is a huge step forward in terms of performance. The best Bullet yet, well, almost Also See: You really want us to repeat the same line again? Price 1,09,290
Thunderbird
CC 346
Ps/rpm 20.07/5250
Nm/rpm 28/4000
FT 15.5
G 5
SH 770
WB 1370
WT 182
0-60 5.51
KMPL 36
WT NA 175
0-60 NA 5.15
KMPL NA 33.12
Top Speed: NA/120.54km/h Tested: NA/JULY ‘07
Machismo LB 11111
We Say: Expensive, but nothing comes in the zip code of this machine’s torque. Also See: You really want us to repeat the same line again? Price 1,06,500 1,17,700
LEGEND
Machismo 350 LB Machismo 500 LB
y
apacit
bic c C- Cu
C
wer
Ps/
eak po rpm- P
Peak /rpm-
Nm
torque
Ps/rpm 18.24/5000 24/5600
Nm/rpm 27.45/3000 40.85/3000
FT 13.5 13.5
S
H - Sa
eight ddle h
G 5 5
SH 835 835
WB 1370 1370
)
se (mm
ars
. of ge G - No
city
capa el tank
FT- Fu
CC 346 499
(mm)
eelba B- Wh
W
(Kg) weight b r e K WT-
Your display here to grab the most eyeballs
/h) -60(km
0
ration
Accele
iciency
uel eff
F Kmpl-
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
August 2009
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BI BUY-BOOK NEW BIKES MOTORCYCLES SUZUKI
Kherki Dhaula, Badshahapur, NH-9, Link Road, Gurgaon, Haryana www.suzukimotorcycle.co.in
Heat
11111
Top Speed: 101.11km/h Tested: JUN ‘06 We Say: Suspension on the firm side but a good buy at a 100cc price. Also See: Yamaha Gladiator, Hero Honda Super Splendour, Honda Shine
Heat (spoke wheels) Heat (alloy wheels)
Zeus
11121
Price 41,331 42,401
CC 124 124
Ps/rpm 8.83/7500 8.83/7500
Nm/rpm 10/3500 10/3500
FT 12 12
G 5 5
SH 800 800
WB 1240 1240
WT 110 110
0-60 8.69 8.69
KMPL 64.25 64.25
G 5 5
SH 790 790
WB 1240 1240
WT 120 120
0-60 8.01 8.01
KMPL 64.5 64.5
G 6
SH 790
WB 1340
WT 149
0-60 5.46
KMPL 59.75
FT 21
G 6
SH 805
WB 1485
WT 236
0-60 2.3
KMPL 15
FT 19.5
G 5
SH 705
WB 1710
WT 319
0-60 2.1
KMPL 13
0-60 9.5
KMPL 58
Top Speed: 101.33km/h Tested: JUNE ‘06 We Say: Very smooth engine and nicely equipped though pricey. Also See: Yamaha Gladiator, Hero Honda Super Splendour, Honda Shine Price 51,698 53,360
Zeus (Drum) Zeus (Disc)
GS150R
11112
CC 124 124
Ps/rpm 8.83/7500 8.83/7500
Nm/rpm 10/3500 10/3500
FT 12 12
Top Speed: 108km/h Tested: FEB ‘09 We Say: Well packaged all-rounder from Suzuki Also See: Bajaj Pulsar 150, Hero Honda Achiever, Honda Unicorn Price 66,981
GS150R
Hayabusa
CC 149.5
Ps/rpm 14/8500
Nm/rpm 13.4/6000
FT 15.5
Top Speed: 296km/h (Electronically Restricted) Tested: JAN ‘09
11111
We Say: One of the world’s fastest motorcycles, now on sale in India. Also See: Yamaha YZF-R1, Honda CBR 1000RR Price CC Hayabusa GSX1300R 13,63,000 1340
Intruder
11112
Ps/rpm 186.45/9600
Nm/rpm 146.02/8100
Top Speed: 209km/h (approximate) Tested: JAN ‘09 We Say: Extremely big and heavy. Attention magnet Also See: Yamaha MT-01, Honda CB1000R
Intruder M1800R
Price CC 13,63,000 1783
Ps/rpm 128/6200
Nm/rpm 160/3200
TVS
P.B. No 4, Harita, Hosur, Tamil Nadu 635109 www.tvsmotor.co.in
Star Sport
11111
Top Speed: 85km/h Tested: APR ‘07 We Say: Stylishly slick offering for those on a budget. Also See: Bajaj Platina, Hero Honda Passion Plus, Yamaha Alba
Star Sport CVTi
Price 38,389
CC 99.7
Ps/rpm 7.6/7500
Nm/rpm 7.5/5000
FT 16
G 4
SH 785
WB 1250
WT 112
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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Top Speed: 85.05km/h Tested: NA
Star City
11111
We Say: Adds style to your commute without being too heavy on the pocket. Also See: Bajaj Platina, Hero Honda CD Deluxe, Yamaha Libero G5 Price CC Ps/rpm Nm/rpm FT G Star City (ES,Spokes) 43,822 109.7 8.29/7500 8.1/5000 16 4 Star City (ES,Alloys) 44,703 109.7 8.29/7500 8.1/5000 16 4
SH 785 785
WB 1250 1250
WT 110 115
0-60 NA NA
KMPL NA NA
WB 1320 1320 1320
WT 121 121 121
0-60 7.45 7.45 7.45
KMPL 68.5 68.5 68.5
WB 1300 1300 1300
WT 136 136 136
0-60 5.04 5.04 5.56
KMPL 50 50 55
WT 137
0-60 4.64
KMPL 45.25
Top Speed: 101km/h Tested: JUN ‘08
Flame
11111
We Say: Good city bike, but refinement goes for a toss when pushed hard. Also See: Hero Honda Glamour, Suzuki Zeus, Yamaha Gladiator, Honda Shine, Bajaj Discover Price Flame (Drum, kick-start) 49,531 Flame (Disc, kick-start) 51,751 Flame (Disc, Elec-start) 54,705
Apache RTR EFI 11112
CC 124.8 124.8 124.8
Ps/rpm 10.5/8250 10.5/8250 10.5/8250
Nm/rpm 10/6250 10/6250 10/6250
FT 8 8 8
G 4 4 4
SH 812 812 812
Top Speed: 119km/h Tested: JAN ‘08 We Say: Stunning looks, nimble traffic carver and a punchy ride overall. Also See: Bajaj Pulsar 180, HH CBZ X-treme, Honda Unicorn
Price Apache RTR 65,086 Apache RTR (rear-disc) 67,374 Apache RTR EFI 73,998
Apache RTR180 11112
CC 159.7 159.7 159.7
Ps/rpm 15.4/8500 15.4/8500 15.92/8500
Nm/rpm 13.1/6000 13.1/6000 13.1/6500
FT 16 16 16
G 5 5 5
SH 790 790 790
Top Speed: 124km/h Tested: JUL ‘09 We Say: Great looks, nible traffic carver with power through the complete rev range. Also See: Bajaj Pulsar 220, HH Karizma R, Yamaha FZS, Yamaha YZF R15 Price 72,110
Apache RTR
CC 177.4
Ps/rpm 17.3/8500
Nm/rpm 15.5/6500
FT 16
G 5
SH 790
WB 1340
YAMAHA
A-3, Surajpur Ind. Area Noida Dadri Road, Surajpur - 201 306 www.yamaha-motor-india.com
Crux S
11121
Top Speed: 93.95km/h Tested: OCT ‘05 We Say: Excellent gearbox, but lacks appeal and doesn’t excel at anything else. Also See: Hero Honda CD Dawn, Bajaj Platina, TVS Star
Crux S
Alba 106
11111
Price 38,000
CC 106
Ps/rpm 7.3/7500
Nm/rpm 7.7/6000
FT 11
G 4
SH 775
WB 1260
WT 0-60 105.5 9.9
KMPL 62.52
G 4
SH 800
WB 1290
WT 119
0-60 14.2
KMPL 67.5
SH 800
WB 1290
WT 119
0-60 11.8
KMPL 66.64
Top Speed: 83.67km/h Tested: JUL ‘07 We Say: Libero reincarnated but with added style and presence. Also See: Hero Honda Splendour NXG, Bajaj Platina, TVS Star Sport
Alba 106 (ES)
Libero G5 11121
Price 44,511
CC 106
Ps/rpm 7.6/7500
Nm/rpm 7.8/6000
FT 13
Top Speed: 86.8km/h Tested: AUG ‘05 We Say: A good all round performer but pricey for a 100cc. Also See: HH Passion Plus, HH Splendor NXG, TVS Star Sport, Bajaj Platina
Libero G5 (ES)
Price 46,000
CC 106
Ps/rpm 7.6/7500
Nm/rpm 7.8/6000
FT 13
G 4
August 2009
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BI BUY-BOOK NEW BIKES SCOOTERS Gladiator
11112
Top Speed: 108.2km/h Tested: JUN ‘06 We Say: Big bike feel, great performance. Mid-range torque should have been stronger. Also See: Suzuki Zeus, Bajaj XCD 125, Hero Honda Super Splendour, Honda Shine
Gladiator SS Gladiator RS
FZ16
11112
Price 52,914 53,500
CC 123.7 123.7
Ps/rpm 10.8/7500 10.8/7500
Nm/rpm 10.4/6500 10.4/6500
FT 13 13
G 5 5
SH 800 800
WB 1300 1300
WT 123 123
0-60 7.55 7.55
KMPL 67.5 67.5
Top Speed: 110.9km/h Tested: OCT ‘08 We Say: The best looking naked bike in the country. Will definately work wonders for Yamaha’s future in India Also See: Hero Honda Hunk, TVS Apache RTR
FZ16 FZ-S
YZF R15
11111
Price 72,856 75,116
CC 153 153
Ps/rpm 14/7500 14/7500
Nm/rpm 13.6/6000 13.6/6000
FT 12 12
G 5 5
SH 790 790
WB 1335 1335
WT 136 136
0-60 5.51 5.51
KMPL 43.5 43.5
FT 12
G 6
SH 790
WB 1290
WT 131
0-60 5.12
KMPL 42.6
Top Speed: 130.2 Tested: AUG’08 We Say: Indian performance biking taken to the next level. Also See: Hero Honda Karizma, Bajaj Pulsar 220
YZF R15
YZF R1
11111
Price 1,08,807
CC 149.8
Ps/rpm 17/8500
Nm/rpm 15/7500
Top Speed: 290km/h Tested: JAN ‘08 We Say: One of the best supersport bikes in the world. Now officially on sale in India. Also See: Suzuki Hayabusa, Honda CBR1000RR
YZF R1
MT01
11111
Price CC 12,81,000 998
Ps/rpm 180/12500
Nm/rpm 112/10000
FT 18
G 6
SH 835
WB 1415
WT 177
0-60 2.68
KMPL 13
FT 15
G 5
SH 825
WB 1525
WT 243
0-60 NA
KMPL NA
Top Speed: 210km/h (claimed) Tested: NA We Say: Naked street fighter with tons of torque. Also See: Suzuki Intruder, Honda CB1000R
MT01
Price CC 12,81,000 1670
Ps/rpm 90/4750
Nm/rpm 150/3750
SCOOTERS BAJAJ AUTO
Mumbai-Pune Road, Akurdi, Pune Maharashtra - 35 www.bajajauto.com
Kristal 11111
Top Speed: 82.5km/h Tested: FEB ‘07 We Say: Good performance but mediocre build quality, plastics and stiff ride quality. Also See: Honda Activa, Honda Dio, HH Pleasure, TVS Scooty Pep+
Kristal
Price 39,620
CC 94.86
Ps/rpm 7.2/7500
Nm/rpm 7.66/5500
FT 4.5
G V
SH 760
WB 1250
WT 99
0-60 11.60
KMPL 49.12
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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HERO HONDA
34, Community Centre, Vasant Lok, Vasant Vihar New Delhi - 110 057 www.herohonda.com
Pleasure
11111
Top Speed: 80.90km/h Tested: FEB ‘06 We Say: Great looks and goodie-loaded, this is the ideal jump for the econo-commuter who wants more. Also See: Honda Activa, TVS Scooty Pep+, Bajaj Krystal Price 40,842
Pleasure
CC 102
Ps/rpm 7.1/7000
Nm/rpm 7.8/5000
FT 10
G V
SH 750
WB 1240
WT 104
0-60 12.18
KMPL 47
HONDA MOTORCYCLES & SCOOTERS
34, Community Centre, Vasant Lok, Vasant Vihar New Delhi - 110 057 www.honda2wheelersindia.com
Activa
11112
Top Speed: 89km/h Tested: May ‘09 We Say: Revived the scooter market and is an improvement over the old Activa. Also See: Bajaj Krystal, Honda Dio, TVS Scooty Streak, HH Pleasure Price 45,575
Activa
Dio
11112
CC 109
Ps/rpm 8.1/7500
Nm/rpm 8.8/5500
FT 5.3
G V
SH 765
WB 1238
WT 106
0-60 10.79
KMPL 53.5
FT 6
G V
SH 762
WB 1235
WT 107
0-60 10.9
KMPL 49.52
FT 6 6
G V V
SH 790 790
WB 1256 1256
WT 102 102
0-60 11.78 11.78
KMPL 46 46
SH NA
WB 1247
WT 124
0-60 NA
KMPL NA
Top Speed: 78.7km/h Tested: OCT ‘06 We Say: An Activa with good looks. Pillon foot rest is a pain though. Also See: Hero Honda Pleasure, Kinetic Nova 135, Honda Activa Price 41,125
Dio Deluxe
Aviator
11112
CC 102
Ps/rpm 7/7000
Nm/rpm 7.8/5500
Top Speed: 83km/h Tested: FEB ‘08 We Say: Positioned for the premium market. Good but expensive. Also See: Suzuki Access, Kinetic Flyte
Aviator (Drum) Aviator (Disc)
Eterno NA
Price 45,347 49,446
CC 102 102
Ps/rpm 7.2/7000 7.2/7000
Nm/rpm 7.8/5500 7.8/5500
Top Speed: NA Tested: NA We Say: NA Also See: Un-geared scooters like Suzuki Access, Kinetic Flyte and Honda Activa.
LEGEND
Eterno
ubic CC- C
Peak /rpm-
Ps
ity
capac
power
Price 45,469
rque eak to P m Nm/rp acity nk cap a t l e u FT- F
CC 147.7
Ps/rpm 8.2/6000
. of G - No SH -
Nm/rpm 10.6/4000
G 4
m)
ase (m
gears )
ht (mm
heig Saddle
FT 4.5
heelb WB- W
(Kg) weight b r e K WT
Your display here to grab the most eyeballs
0-6
Fuel Kmpl-
tion
celera
h) Ac 0(km/
cy
efficien
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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BI BUY-BOOK NEW BIKES SCOOTERS MAHINDRA 2WHEELERS
Mahindra Towers, Worli Mumbai 400018 www.mahindra2wheelers.com Top Speed: 67.5km/h Tested: AUG ‘05
Kine’
11111
We Say: One of the last two-strokes available. Pulls nicely for its cubic capacity. Also See: TVS Scooty Teenz Price 32,028
Kine
4S
CC 71.5
Ps/rpm 4.3/5500
Nm/rpm 5.7/4500
FT 4
G V
SH 770
WB 1235
WT 82
0-60 13.10
KMPL 70.89
Nm/rpm 7.7/5000
FT 7
G V
SH 760
WB 1260
WT 104
0-60 12.92
KMPL 45.75
Top Speed: 77km/h Tested: NOV ‘05
11111
We Say: Old wine in old bottle. Also See: Honda Dio, Honda Activa Price 42,791
4S
Flyte
CC 113.1
Ps/rpm 7.3/7500
Top Speed: 83.8km/h Tested: OCT ‘07
11112
We Say: Zippy and comfortable scooter. Great choice for city commutes. Also See: Honda Aviator, Suzuki Access, TVS Scooty Streak Price 44,250
Flyte
Nova
CC 124.6
Ps/rpm 8/7000
Nm/rpm 9/5000
FT 5
G V
SH 760
WB 1260
WT 105
0-60 13.02
KMPL 41
Nm/rpm 10/4500
FT 6
G V
SH 760
WB 1250
WT 103
0-60 12.30
KMPL 40.17
0-60 NA
KMPL NA
Top Speed: 82.9km/h Tested: OCT ‘06
11111
We Say: Fast, pricey and thirsty. Also See: Honda Activa, Honda Dio, Bajaj Krystal Price 44,455
Nova
CC 135
Ps/rpm 8.6/6500
TVS
P.B. No 4, Harita, Hosur, Tamil Nadu 635109 www.tvsmotor.co.in Top Speed: 74km/h Tested: NA
Scooty Teenz 11111
We Say: The good old scooty lives on with a cosmetic makeover. Also See: Kinetic Kine
LEGEND
Scooty Teenz
rque
acity
cap - Cubic
CC
er
Ps/
w eak po rpm- P
Price 29,990
eak to rpm- P
Nm/
el FT- Fu
ity
apac tank c
CC 59.9
Ps/rpm 3.5/5500
Nm/rpm 4.5/5000
rs
a . of ge G - No
mm)
ad SH - S
ight ( dle he
FT 4.5
G V
SH NA
WT 83
)
e (mm
elbas - Whe
WB
WB 1220
ht (Kg) rb weig e K T W
tion
celera
h) Ac 0(km/
0-6
iency
el effic
Fu Kmpl-
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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Scooty Pep+
Top Speed: 74km/h Tested: NOV ‘05
11111
We Say: An engine upgrade makes it even more desirable. Also See: Bajaj Krystal, Honda Activa, Hero Honda Pleasure Price 38,998
Scooty Pep+
Scooty Streak
CC 87.8
Ps/rpm 5/6500
Nm/rpm 5.8/4000
FT 5
G V
SH 740
WB 1230
WT 95
0-60 12.2
KMPL 50.67
WB 1230
WT 96
0-60 11.48
KMPL 51
Top Speed: 78.4km/h Tested: May ‘09
11111
We Say: NA: Styling updates and sticker works gives it a new lease of life. Also See: Kinetic Flyte, Bajaj Krystal, Honda Activa, Hero Honda Pleasure Price 41,236
Scooty Streak
CC 87.8
Ps/rpm 5/6500
Nm/rpm 5.8/4000
FT 4.7
G V
SH 740
SUZUKI
Kherki Dhaula, Badshahapur, NH-9, Link Road, Gurgaon, Haryana www.suzukimotorcycle.co.in
Access
11112
Top Speed: 91.78km/h Tested: DEC ‘07 We Say: Really quick and a nimble handler but priced higher than the competition. Also See: Kinetic Flyte, Honda Aviator
Access
Price 48,295
CC 124
Ps/rpm 8.71/7000
Nm/rpm 9.8/5000
FT 6.4
G V
SH 780
WB 1250
WT 109
0-60 11.58
KMPL 42
ELECTRIC SCOOTERS AVON
G.T. Road, Ludhiana, Punjab 141003. www.avoncycles.com Top Speed: 25 km/h Tested: MAR ‘09
AVON E-SCOOT
Avon E-Scoot
Price 30,321
Voltage Power 48V 250W
Torque -
FT -
G -
SH -
WB -
WT 85
0-30 11.16
RANGE 50-55
BSA
Post Bag # 5,M T H Road, Ambattur,Chennai - 53 www.bsamotorsindia.com
Roamer +
Roamer +
Top Speed: 39.8km/h Tested: MAR ‘09
Price 36,600
Voltage Power 48V 800W
Torque -
FT -
Your display here to grab the most eyeballs
G -
SH -
WB -
WT 107
0-30 7.68
RANGE 40
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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BI BUY-BOOK NEW BIKES ELECTRIC SCOOTERS EKO VEHICLES
Bhoruka Park, WhitefieldRoad, Bangalore560048 Web: www.ekovehicle.com
Top Speed: 56.14km/h Tested: MAR ‘09
EV-60
EV-60
Price 38,800
Voltage Power 60V 1878W
Torque -
FT -
G -
SH -
WB 1240
WT 93
0-30 9.49
RANGE 60
HERO ELECTRIC
50 Okhla Industrial Estate Phase III New Delhi 110020 Web: www.heroelectricindia.com
MAXI
Top Speed: 25km/h Tested: MAR ‘09
Maxi
Price 29,400
Torque -
FT -
G -
SH -
WB -
WT 65
0-20 7.84
RANGE 70
Torque -
FT -
G -
SH -
WB -
WT 83
0-20 7.84
RANGE 70
Torque -
FT -
G -
SH -
WB -
WT -
0-20 -
RANGE 70 100
Top Speed: 25km/h Tested: MAR ‘09
OPTIMA PLUS
Optima Plus
Voltage Power 48V 250W
Price 31,900
Voltage Power 48V 250W
Top Speed: NA Tested: NA
WAVE DX
Price Wave Dx 33,450 Wave Dx(With Extra Miles) 36,650
Voltage Power 48V 250W 48V 250W
INDUS
72, Palodia, Ahmedabad 382 115 Gujrat www.induselectrans.com
YO Speed
YO Speed
Top Speed: 45km/h Tested: NA
Price 39,950
Voltage Power 750W
Torque -
FT -
G -
SH -
WB -
WT -
0-20 -
RANGE 70-75
Contact: BIKE India Marketing Office Mumbai: +91 22 67525252 Delhi: +91 11 42345678 Bangalore: +91 80 66110116/7 Chennai: +91 44 39149889
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YO Smart
YO Smart
YO Spin
YO Spin
Top Speed: 25km/h Tested: FEB ‘07
Price 29,970
Voltage Power 48V 250W
Torque -
FT -
G -
SH -
WB -
WT 75
0-20 4.5
RANGE 60
Torque -
FT -
G -
SH -
WB -
WT 75
0-20 6.14
RANGE 45
Top Speed: 24.28km/h Tested: FEB ‘07
Price 26,990
Voltage Power 48V 250W
KABIRDASS, MOTOR COMPANY
16, Poonamalee road, Velappanchavadi, Chennai 600077 www.kabirdass.com
K100 LA
K100 LA
K103 LA
K103 LA
Top Speed: 25km/h Tested: NA
Price 26,000
Voltage Power 48V 250W
Torque -
FT -
G -
SH -
WB -
WT NA
0-20 NA
RANGE 60
Torque -
FT -
G -
SH -
WB -
WT NA
0-20 NA
RANGE 75
Top Speed: 25km/h Tested: NA
Price 32,000
Voltage Power 48V 250W
LOHIA AUTO
Nandnagar Industrial Estate, Kheraganj, Kashipur 244713, Uttarakhand www.lohiaauto.com
Oma
Top Speed: 25km/h Tested: NA
Oma
Price 31,000
Voltage Power 48V 250W
Torque -
FT -
G -
SH -
WB -
WT NA
0-20 NA
RANGE 70
Torque -
FT -
G -
SH -
WB -
WT NA
0-20 NA
RANGE 70
Top Speed: 25km/h Tested: NA
Fame
Fame
Price 31,000
Voltage Power 48V 250W
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BI BUY-BOOK NEW BIKES TVS
P.B. No 4, Harita, Hosur, Tamil Nadu 635109 www.tvsmotor.co.in
Scooty Teenz
Top Speed: 40km/h Tested: JAN ‘08
Scooty Teenz Electric
Price 36,192
Voltage Power 48V 800W
Torque -
FT -
G -
SH -
WB 1220
WT 95
0-20 -
RANGE 40
ULTRA MOTOR
19 Okhla Industrial Estate - III, N.Delhi-20 www.ultramotors.com/india
MARATHON
Top Speed: 25km/h* (claimed) Tested: NA
Price 32149
Ultra Marathon
Voltage Power 48V 250W
Torque -
FT -
G -
SH -
WB -
WT 82
0-20 -
RANGE 100*
Top Speed: 40km/h* Tested: NA
VELOCITI
Price 35,612
Ultra Velocity
Voltage Power 48V 500W
Torque -
FT -
G -
SH -
WB -
WT 88
0-20 -
RANGE 50*
VIJAYA
19, 2nd Main Road, ra Puram, Chennai Tamil Nadu 600 001 www.vvelectricscooters.com
Grace 50
Top Speed: 40km/h Tested: NA
Price 38,000
Grace 50
Glide 25R
GLIDE 25 SUPER
176 176
Torque -
FT -
G -
SH -
WB -
WT -
0-20 -
RANGE 50
Torque -
FT -
G -
SH -
WB -
WT -
0-20 -
RANGE 60
Torque -
FT -
G -
SH -
WB -
WT -
0-20 -
RANGE 75
Top Speed: 25km/h Tested: NA
Glide 25 R
Glide 25 Super
Voltage Power 500W
Price 29,000
Voltage Power 48V 240W
Top Speed: 25km/h Tested: NA
Price 26,000
Voltage Power 48V 240W
India August 2009
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RNI NO. MAHENG / 2005 / 15682
BC_bike_August09_bajaj_newstand.122 122
7/24/2009 3:07:43 PM