Yamaha Alpha Smart Review.

Yamaha Alpha.

       Yamaha first showcased its new Alpha scooter at the 2014 Auto Expo earlier in the year, after which we’ve managed to lay our hands on one to pen this first ride impression. The Alpha is a trendy, up-market looking and stylish new scooter that lives up to its name, in that it targets  Indian men.

It’s built firmly based upon the Ray platform, but feels perceptibly larger and roomier from the moment you get astride, a good thing given the Ray’s low, petite and more lady friendly proportions. Saddle height is 775mm, which sits you a full 15mm taller on the Alpha, compared to a Ray. It’s an attractive looking scooter with trendy styling unlike most of its boring, conservative looking Indian scooter rivals. There’s a broad headlamp set at handlebar level, with indicators pressed flush into the leading apron at the front. The Alpha’s a light scooter, just like the Ray, weighing an identical 104kg (kerb). It includes a neat set of instruments, these displaying all the scooter essentials, including a speedometer, odometer and fuel-gauge.

As with all Yamaha two-wheelers in India, this is a high quality scooter, with switches imparting a good feel, the mirrors feeling solid to adjust and offering good vision. Plus, plush feeling grips and nice-control levers are provided for both hand operated brakes. It’s a pity Yamaha has left out a rear brake locking clamp, essential safety kit on a scooter. Also missed are storage cubbies under the handlebar, which do come with the Ray. There is however a large, lockable under-seat storage bay that opens and shuts with nice, positive clicks.

Yamaha Alpha.

     The Alpha is a comfy scooter for even tall, well-built adult males, also accommodating large feet easily on its flat, nicely textured floorboard. It’s a particularly nice looking scooter from behind, Yamaha stylists having done a nifty job, and have included a broad alloy grab bar.

All the Alpha’s rubber and plastic components impart a quality, built-to-last feel.

The Alpha shares its engine with the Ray, a 113cc, single-cylinder, four-stroke and force air-cooled powerplant. It’s a button started, carburetor-fed, long-stroke (50x57.8mm) engine with gear-less, CVT-type transmission, making riding around in crowded, congested traffic conditions such a convenient affair. Maximum power is 7bhp, coming in at 7500rpm, and the Alpha feels sprightly enough for a scooter, accelerating off smartly from a standing start, with good throttle response and a reassuring, gossamer-smooth power delivery. The Alpha engine does well to feel every bit as refined and reliable as expected from every Yamaha built two-wheeler. Top speed is in the region of a true 85kph, but more on that in our full test report.

The Alpha is constructed around an under-bone type steel frame, and Yamaha has done well to give this new scooter good suspension, with telescopic forks in front and a single monoshock allied to the engine, a stressed member at rear.

Yamaha Alpha.

     It’s a comfortable steed, with a well padded saddle, nice upright riding position and well positioned handlebars, that don’t ever foul with even a six-foot-tall rider’s knees. Light to handle, and neutral to steer, the Alpha is just as able handling a scooter as any on Indian roads. Ride quality is likewise good, not overly plush and preventing the scooter from wallowing when faced with poor road surfaces mid corner. The Alpha rides on 10-inch pressed steel rims front and rear, with our test scooter coming with nice and grippy, MRF-made tyres. It would be nice if the Alpha also offered alloy rims, with perhaps even a front disc brake, at least as a paid optional. Having said which, its 130mm drum brakes do a good job, stopping the scooter promptly enough with nice progressive feel at the levers.

Expect the Alpha to offer in the region of 40-45kpl, just as with the Ray.

Priced competitively, the Alpha offers good value-for-money making it a potential winner in its segment, right from the word go. Most rival scooters can’t quite match up to this good a quality feel or then lack good suspension, that are both a part of this new Yamaha. Yamaha’s fast earning a reputation in the Indian scooter market, having concentrated hard on this particular segment the past few years, shifting focus here from performance biking, and the Alpha is sure to lend this success story a bit more steam.

✽ ✽ ✽

 

Honda just going for fastest Grass cutter

        The Japanese maker has also just set a speed record for the world's fastest lawnmower, a mean machine that exceeds open-highway speed limits.

Dubbed the "Mean Mower", the record-breaker is based on a standard Honda HF2620 garden tractor.

Out went the standard engine in favour of a tuned one-litre motor from the VTR Firestorm motorcycle, with 109 brake horsepower on tap.

For the record, the Honda mower was clocked at an average speed of 187.6 km/h in two runs over a 100-metre section of the test track near Tarragona in Spain.

The feat has found a place in the Guinness Book of Records.

Honda says the mower can trim a lawn, too, albeit at a maximum speed of 24 km/h.

Bajaj Pulsar 220-F in new Dual Colores. schemes.

Bajaj Pulsar 220-F.

 

     

      Now give smile Pulser 220-F fans. Its hurded in market that. The home grown manufacturer, Bajaj Auto Limited is about to launch the Pulsar 220F with three new dual tone colour schemes- Pearl Metallic White, Sapphire Blue and Cocktail Wine Red. The company has already unveiled the models with new paint job on its official facebook page and all the colours are looking excellent.

Bajaj Pulsar 220F Pearl Metallic White will come painted White from the rear merging with Black colour of the front. The bike also gets sporty graphics using Red and Black on the White background, while White and Red on the Black background.

 Bajaj Pulsar 220F Sapphire Blue has been painted with Blue and Black from the rear and front respectively along with sporty graphics in opposed colours. And the Cocktail Wine Red also gets the similar scheme with Red replacing the Blue.

Bajaj Pulsar 220-F.

          Powered by a 220cc, oil-cooled, DTS-i engine, Bajaj Pulsar 220F churns out 21bhp of maximum power along with a peak torque of 19.12Nm. The bike features sporty split seat, clip-on handlebars, digital analog console, self cancelling indicators, aerodynamic semi fairing with projector headlamp and 3 pilot lamps, front and rear disc brakes, front telescopic forks and rear adjustable Nitrox suspensions. The current model of the bike costs Rs. 82,023 (ex-showroom, Delhi).

 Source by: ( http://www.bikedekho.com/bike-news/bajaj-pulsar-220f-to-get-new-dual-tone-colour-schemes.html )

Yamaha FZ-S Review.

Yamaha FZ-S

          It is Yamaha’s bread and butter in the Indian market. Enthusiasts in this segment love bread and butter and this is the reason why the FZ has become the best selling breakfast bike to be sold by Yamaha. Spawned 6 years ago, the FZ still continues to raise the bar and increase Yamaha’s stake in the sports segment. The sole reason behind the success has been the package which is being offered here. The scaled down aesthetics, dynamics and Yamaha DNA which promises quality and fun at the same time. The FZ-S scores high in every department but there are some things that do need replacement over time despite the product looking fresh even with age. Thanks to colour schemes and limited editions, Yamaha has kept the market excited and happy to an extent. We did spend time with the FZ earlier but we called the Yamaha FZ-S again because we were missing the sheer bliss it provides. Meanwhile we examine what is cool and what is uncool. This is going to be a two part story, so you will have an interval in this movie story.

What is cool then? Styling surely is. Macho and sporty go hand in hand when it comes to FZ’s aesthetics. Use of colour combinations, fat tyres and suspension combined with a muscular fuel tank makes the entire motorcycle look purposeful. The macho theme gels so well that people call it the fibre Royal Enfield. Simple boxy tail light further accentuates the nickname.

The dynamics are cool, super cool. One of the many reason why the FZ is such a competent package. First things first, the steering on this motorcycle is just spot on, literally, spot on! Fast, weightless and restless. Keep on turning into corners and it will put a smile on your face. Perfect rake and trail setup makes it even more fun to ride hard on demanding twisty roads. What is equally good is the grip. Enormous amount of grip from the 140 section rear tyre and 100 section front tyre. The tyre at the rear is radial, giving the best in class grip and feel, while also aiding in returning an excellent mileage on a long run. Downside is, that it’s prone to punctures and fishtailing results in an instant puff of smoke. Take it to any favorite twisty road and you will feel that it was meant for this road. The truth is, the Yamaha FZ is meant for any twisty road out there and was designed to dominate it.

The FZ’s chassis is stiff and immaculately balanced. This is a result of stiff suspension on both ends. Ride quality is good but not comfortably plush, but then again which motorcycle is fun to ride and not a back breaker at the same time? Our bike had the suspension set on #2 and the balance on the very limit of cornering and taking sweepers was rock stable. Handlebars are wide but not that wide. Lane splitting is easy and breezy on the FZ because the rear view mirrors aren’t that wide either. People who wear a jacket and are heavyweight champions may seek an upgrade.

The engine now, the 153cc motor outputs 14 PS and 13.6 Nm.. Throughout the rev range, even on the redline, it is not coarse or vibey. The engine note is sporty and throaty at the same time. Tons of low-end torque and mid-range pull makes the Yamaha FZ-S an excellent street friendly bike. 0-100 km/hr is done in 16.5 seconds due to the close ratio gearbox. Top end is not the forte of the engine. The motorcycle struggles to reach its top speed of 113 km/hr (VBOX verified).

Ergonomics on the Yamaha FZ are beautifully crafted. Upright and comfortable. Wide handlebars give good leverage for mid corner correction. Seat comfort is spot on for the rider and in the new updated version, the seat is made wider for the pillion and new improved grab rails are bolted on too. Seat height is ridiculously low. Anybody can get their feet down easily. The illumination and spread of the headlight is superb! Yamaha has always scored full marks in every segment when it comes to practicality in the lights department. The tail light makes way for a number plate light as well. Seen on almost every Japanese motorcycle/scooter.
Yamaha FZ Cluster

Talking about the stop light, it looks downright cheap and tasteless now. Indicators follow the same league, ugly and quality is not upto the mark. The short, stubby exhaust is a bit of trouble when in really tight parking spaces and is prone to scratches in traffic to. Build quality is spot on but it’s only the fuel filler cap which is devoid of flap mechanism. Horn is good for a stock unit. Ground clearance may not be much but with stiff suspension it does not scrape on big speed-breakers even with a pillion on board. Fuel economy is lower than any other 150cc motorcycle out there. Highway mileage is certainly low. A 6-speed gearbox or taller fifth gear would be a great idea in the next upgrade. The kick lever has replaced the spring loaded foot peg on the right side. The instrument cluster did not attract at first sight and after all these years, it needs to display more information and requires an analog tachometer and overall, a larger instrument cluster.
Yamaha FZ Headlight

It’s been 6 years and there is no doubt that the Yamaha FZ is still the best 150cc motorcycle out there for everybody. Let it be the enthusiast, daily commuter, weekend rider or the poser. It a machine made for everybody and that statement sums up everything. Any product from Yamaha is almost spot on. However, like any other machine, it does need subtle updates in some departments. We hope those changes come soon as 6 years is a long span to stay without any major updates in this fiercely competitive motorcycle market.

Source by: (http://www.motorbeam.com/bikes/yamaha-fz-s/yamaha-fz-s-long-term-review/)

Honda Activa 125 Review.

Honda Activa 125.

       

             The Activa is to Honda’s 2-wheeler counterpart what the City is to its 4-wheeler business. Yes, the Honda Activa is the most famous and trusted scooter in India and that’s mainly because it was among the first of its kind. People really swear by the Honda Activa even though it’s not the best scooter in its class. Honda has thus taken a lot of leeway to do what it wants with the Activa. While almost every scooter in the 110cc segment is coming with telescopic front forks, Honda continues to profit by offering age old basic suspension, simply because people just want an Activa.

       

       When news of a new Activa hit the web, every one thought it would be a comprehensive update to the existing Activa but all it turned out to be was a fibre bodied Activa (Activa-i). Why on earth would Honda launch a cheaper Activa, dropping its weight and thereby claiming even better mileage than the regular metal bodied version? Simple, Indians love the word Activa so why not exploit it to sell more scooters. That’s the reason why Honda has retained the Activa name on its 125cc scooter, rather than calling it something different.

       The Honda Activa 125 gets a lot of changes compared to the regular 110cc offering. The 124.9cc motor produces 8.6 BHP of power at 6500 RPM and 10.12 Nm of torque at 5500 RPM. This scooter comes with telescopic front forks and tubeless tyres (12-inch at the front and 10-inch at the rear). A 190 mm front disc brake is optional and there is the combi-braking system for safe stopping. The Activa 125 is bigger than the regular Activa, measuring 1814 mm in length, 704 mm in width, 1151 mm in height and having a wheelbase of 1260 mm.

While the scooter is unmistakably from the Activa family, a few design touches have been added for that premium feel, like the chrome between the front indicators which is similar to how the chrome sits on the front grille of the City. The Activa 125 also gets a digital readout on the instrument cluster for odometer, trip meter, time and other readings. The alloy wheels look cool and the overall design, although conventional, is quite appealing.

       The current king of the 125cc segment is none other than the twins from Suzuki – Access and Swish. Suzuki has been successful in the scooter space thanks to its powerful scooters but with Honda entering the 125cc scooter space, Suzuki doesn’t have much to worry as the Japanese company has already revealed its new 110cc Let’s scooter, which will rival the regular Activa. The Swish isn’t as powerful as the Activa 125, producing 8.58 BHP and 9.8 Nm, but we expect Suzuki to update the Swish and Access in the near future as the Let’s scooter is more powerful (8.7 HP but 9 Nm).

Honda Activa 125.

 

  

      Honda hasn’t disclosed on when the Activa 125 will go on sale but we expect the official launch to happen in the second half of the year.

Source by: (http://www.motorbeam.com/bikes/honda-activa/honda-activa-125-first-look-review)

Honda CBR150R Review.

Honda CBR150R.

      

 

           

           Honda’s new CBR150R despite it being 100cc down on its bigger-hearted clone. The idea of an R15-beater is tantalising, after all. Then again, if I were to be swayed by first impressions, I’d have never ridden the CBR150R after the first 50-km ride. What does that mean? Hopefully, by the end of this, we’ll have figured that out.

It’s the two-wheeled definition of déjà vu, this motorcycle. While we were shooting, a college kid on a CBR250R slowed to a halt and looked alternately at his bike and ours, trying to figure out what we were fussing over. He realised something was different, but couldn’t pinpoint it until he saw the ‘150R’ decal. And with an expression that said ‘I’ve been cheated’, he rolled away.

All he ever wanted was the cheapest fairing that said ‘CBR’. And that’s exactly what the newest Honda is – in more ways than one.

I’m not one for nitpicking, but the switchgear is straight off the Stunner. Hmm. What’s more, there’s no pass-beam switch – even 100cc commuters have that. I won’t even mention the looks, except the Repsol-wannabe paint job that is probably present to cash in on their MotoGP world title last year. And it doesn’t really manage to pull off the intended effect all that well in the flesh – just adding orange to white doesn't make you a factory rider. The other colours (green, in particular) look pretty good, though.

Honda CBR150R.

     Swing a leg over the saddle and you immediately realise this is a bike even Dani Pedrosa would fit on. It’s a compact motorcycle, smaller indeed than its bigger sibling, but that doesn’t mean I find it wanting in the space department with my six feet worth of beer belly. What’s more, the CBR150R redeems itself somewhat when you twist the throttle in anger .

     The 149cc motor utilises liquid cooling and a four-valve head to develop 17.6bhp and 12.7Nm, all transferred to the road via a six-speed gearbox; no loin-stirring numbers, these, but not too sloppy either. What’s more, it’s all packed into a twin-spar frame with a monoshock at the rear, an equation that’s difficult to go wrong with. As a result, the CBR150R is a taut handler with good ride quality.

However, the focus, as is apparent from the riding position, is on sporty comfort rather than unflinching precision – more for the highway than the racetrack, just like the CBR250R.

But much unlike the 250R, every time you want to get going, the motor takes its own sweet time waking up to the fact that your right hand is wringing its neck. In traffic, performance is nothing to write home about, and the first time I redlined it, I immediately wanted to double-check whether this was indeed a four-valve motor, one that Honda made, no less.

Nevertheless, leaving refinement aside, it’s got satisfying levels of performance and always wants to go – just that you’ve to rev the hell out of it, and that’s not something you’re likely to be up for all the time. What’s more, I’d expected great big one-wheeled salutes, but it refused to wheelie beyond a few inches off the tarmac. Then again, I’ve always had a problem getting it up for the camera... er, that didn’t come out right, did it? The front brake is pretty good, though, and stoppies are easy-peasy. Those MRF tyres are decent too, though they aren’t quite in the league of the R15’s. And that’s pretty much this Honda’s universal predicament.

The CBR150R is a buzzy little thing, but it means well and that’s something that grows on you. I suspect it won’t quite ruffle the R15 anytime soon, especially on the track. Then again, as we’ve seen, fairings with ‘Honda’ on them clearly have a following. And when the punters see that they're getting the CBR250R's panels for much  cheaper, they're likely to line up to become 'Wing Riders'.

Anyway, after the KTM Duke 200’s thunder and lightning show, this Honda seems like too little too late (especially at Rs 1.36 lakh), just like its tuning-forked nemesis. But the Yammie’s never stopped selling well, so there’s no reason why the baby CBR won’t take off either. And if you've always wanted to wing it, but couldn't afford the 250, this is all the chance you'll get.

Source by: ( http://www.topgear.com/india/honda/review-honda-cbr-150r/itemid-52 )

Bajaj Avenger 220 Review.

Bajaj Avenger 220.

 

  

        Bajaj Avenger serves as a successor to Bajaj's most popular cruiser. Bajaj aimed the cruiser bike lovers of the nation, and they got it right. The bike got immense success in India. It is made for all types of terrains as its makers claim. It is one of the most attractive cruiser bike in the 220 segment, which allow you rough and tough style and serves the purpose of its manufacturer.

Bajaj Avenger 220.

      Bajaj Avenger is allied with a 219.8cc, 4 stroke engine. The air-cooled, DTS-i engine scoops out a maximum power of 19.3bhp at 8400rpm whereas its maximum torque production is 17.5Nm at 7000rpm. This single-cylinder engine is allied with a 5 speed manual transmission and all the power goes to the back wheel through it. This gearbox comes with a gear-shift pattern of one down and 4 gears up with positive and crisp feel with good throttling. The fuel-consumption of this bike is 40kmpl on long revs, and if you want to have a ride on this in city conditions, its mileage will go down up to 25-30kmpl.

       As far as the features of this two-wheeler are concerned, it comes with a system which has telescopic forks at the front and hydraulic shock absorbers at the rear. The braking system of the bike consists of 260mm disc at the front and 130mm drum brakes at the rear. The bike's brakes are quite responding and instant. The top-speed of this cruiser is 120kmph at the top end and can touch the mark of 0-60kmph in 5.90 seconds.

       In terms of design, Bajaj has spent much time to give this cruiser a ravishing look. Despite being bulky and overweight, its design make you feel pleasure. Its weight is 154.4 kg. However, its front dual down tube frame looks a little old fashioned. Its rear wheel swing arm adds more to it. Bajaj's intention was to make it bigger and boxier and to some extent they have got the success. Its wind shield is not too attractive. The aluminium levers and its metal handlebar look classy, durable and solid. On the whole, the performance of the bike is decent and could have been accelerated a little more. The design is attractive and built wisely. The braking system of the bike is good and stays balanced and stable even if it touches the top speed. However, due to its top speed, it might not attract the buyers.

Source by: ( http://bikes.pricedekho.com/bajaj-avenger#expertReview )

Classic Review of Yamaha YZF-R15 v2.0.

 YZF-R15 v2.0.

     If you’ve been waiting for the new Yamaha YZF R20 (rumoured successor to the R15), you’ll be disappointed with the launch of the R15 2.0. Because other bikes like the Bajaj Pulsar 220cc and the Hero Karizma 223cc had crossed the 200cc mark even before the first R15 was launched back in 2008.

To add insult to injury, both those bikes compete at the R15 2.0’s price point. And if you have a little extra to toss in, you get a Honda CBR 250R, a head turner with its scaled-down VFR 1200F looks, and a dream to ride on highways. So is the R15 2.0 the biggest blunder in the motorcycle business? We are glad to report the answer is ‘no’.

      The R15 has always been an entry-level sports bike and the 2.0 is no different. The 2.0 improves on areas where the older bike lacked. Yamaha says when it was time to update the first R15, the R&D boys held customer clinics to find out exactly how they needed to tweak the R15 without corrupting its baby-superbike soul.

      The first thing people pointed out was the thin tyres, which gave excellent grip but looked out of place on such a wide bike. So the front now comes with a 90/80 tyre, which is a 10mm increase over the older R15. The rear is a 130/70, a whole 30mm wider. The wider tyres have enhanced the 2.0’s visual appeal, but they’ve also increased drag.

Also, those wider tyres would result in a loss of agility. So Yamaha has worked around this with the use of an aluminium swingarm, which holds the rear tyre. Yamaha claims the swingarm gives greater rigidity and better grip, which in turn mean better cornering.

We found this to be true but the bike has lost some of its agility because of the wider tyres and longer wheelbase. But it’s a fair compromise given that the bike has better ride than before and most of its users will be taking it out on long highway runs.

     The most prominent design changes are at the rear. When the R15 was launched, the rear styling was bland and conventional compared to the front. With the 2.0, that’s been sorted, with a sharper looking rear inspired by the 2012 Yamaha YZF R6. Yamaha says the redesigned middle and rear cowl, split seats and integrated LED taillights have not only enhanced visual appeal, they also reduce drag by four per cent.

The complete mid and rear redesign has left us with one small complaint though. The face has not been touched, and with the Yamaha Fazer sharing a similar looking face, the R15’s front now looks dated compared to the rest of the bike. Yamaha could’ve tweaked the front to make it look as sharp as the rest of the bike.

Anyway, get on the saddle and there’s a familiarity from the older R15, starting with the instrument cluster, which is much the same. As in the older bike, Yamaha has tried to strike a balance between the upright position of a commuter bike and the outright sporty stance of a litre-class bike – riding position now leans towards sporty.

      The little 150cc motor produces 16.8bhp and 15Nm of torque, like the earlier R15. On paper, that might not look like much, especially given that the Pulsar 180 has the same power rating at a much lower price. On the ground though, it’s a different story.

So we could push the R15 2.0 to its limits, Yamaha invited us to the Irungattukottai racetrack in Chennai. One lap in and the new bike made its intentions clear. This is a track bike, which encourages hard riding. Throttle response is sharp and the 2.0 felt comfortable being kept at around 7000rpm in third gear, lap after lap. Even after a full day of constant up and downshifting, the gearshifts were accurate, with no false neutrals.

Keeping the 2.0 on the boil was never the issue; it was the mid-range (below 5000rpm) where the bike left you wanting. To make it more linear, Yamaha tweaked the ECU, which now makes the 2.0 easier to ride in traffic. Most of the riding around the track was done in second and third gear, but we did manage to hit sixth as well – the RPM needle going down to 4500rpm and the bike feeling reluctant to stretch any more. This thing is mostly for highway cruising, with its tall gearing, which in turn should help fuel economy.

    The 2.0 feels like a genuine upgrade to the older R15, rather than just a sticker job. Power has not increased, neither has engine capacity, but that works in the 2.0’s favour – this bike is more for enthusiast riders, giving them a proper taste of what a sports bike is, without corrupting them with outright power.

If you’re still looking for some extra juice, Yamaha has Daytona kits specially developed for the R15. Also on display were kits by Yoshimura, an option to the Daytonas. No prices announced for the kits yet, but we reckon the cheaper of the two, the Daytona, will set you back by Rs 60,000. Both the Yoshimura and the Daytona are for track use only.

The Yamaha YZF R15 2.0 will cost Rs 1.18 lakh (on-road, Mumbai), which is around Rs 10,000 more than the outgoing model.
The numbers
149.8cc, liquid-cooled, 4-stroke, single-cylinder engine, 16.8bhp, 15Nm, 136kg, Rs 1.18 lakh (on-road, Mumbai)
The verdict
A genuine upgrade to an already good bike, with better power delivery across the rev range.

Source by: ( http://www.topgear.com/india/our-bike-reviews/yzf-r15-v20/itemid-52?id=1791 )

Bajaj Pulsar 200-NS Review and features.

Bajaj Pulsar 200 NS Review and features.

                Bajaj Pulsar has maintained an undisputed top spot in its segment. Buoyed by regular updates of the product – be it through new variants, design or technologies – Bajaj Auto saw brand Pulsar growing from strength to strength. While Pulsar’s raw and muscular design language drew consumers to its showrooms, it was its performance-for-money quotient that guaranteed success. It’s hard to think of any motorcycle in the last decade or so, which did better than the Pulsar in terms of power delivered for the money. Yet there were some glitches, which although improved, did manage to stay with the Pulsar family for its entire life span. These included a not-so-smooth gearbox, knee recess on the tank, which was of no use, and a few other minor niggles. These however, never took away anything from the Pulsar, when it came to end-consumer appeal.

However, a decade is a long time and the changes made to the series in the last five years or so weren’t really differentiating. Time called for an entirely new Pulsar, which would not only offer another groundbreaking design but advanced technology as well. A tough task it was for Bajaj Auto to redo or better its original effort. The answer came in the form of the Pulsar 200 NS, and we rode it extensively to find out if it lives up to the legacy left behind by its predecessor.

 

Design:

                 In the flesh, the 200 NS looks a lot better than on screen or news spreads. The first thing one would notice is that the trademark bulging Pulsar tank has now been replaced by a newly-designed unit. Storage capacity has shrunk to a maximum capacity of 12 l. Visually though, the plastic panels alongside lend it with a larger yet sharper look. The overall sharp styling has been combined well with the swells around the headlamp. The unique design of the headlamp lends an aggressive stance to the motorcycle, when viewed from the front. The side profile is complimented by sharp yet smooth lines. The neatly tucked in exhaust in the underbelly not only looks good but does great for weight distribution, as it allows for a more balanced bias between both sides.

Bajaj Pulsar 200 NS Review and features.

Switch gear and foot pegs suggest good quality from an initial viewpoint but their long-time wear and tear needs to be seen. The instrument console is easy to read in varied lighting conditions and offers good amount of data to the rider. The only downer in terms of visual appeal was the rear mud-flap. Of course, it’s a thing one can’t do away with, but given the overall design theme it looks more like an aftermarket attachment, not very appealing visually.Overall styling of the 200 NS doesn’t really leave much to desire for. It undoubtedly puts the company’s design language on a pedestal over its predecessor’s. For an Indian company that has become synonymous with innovation, this is a significant leap in the right direction.

 

Powertrain:

                         A huge positive factor for Bajaj Auto in the development of the 200 NS was the access to KTM’s technology from the Duke 200. The Pulsar’s liquid-cooled 199.5 cc engine is largely based on KTM’s short-stroke engine for the Duke 200 and develops a little over 23 hp. Bajaj Auto, however, has added some of its unique engineering touches, which are good examples of frugal and effective engineering. While both engines are largely similar at the bottom, they adopt different approaches for the upper architecture. This engine is also the first liquid-cooled engine to be developed by the Pune-based manufacturer.

Bajaj Pulsar 200 NS Review and features.

          The Pulsar mill, due to these changes, is quite different from the KTM unit in multiple ways. While the KTM unit uses a DOHC configuration, the 200 NS makes do with a SOHC set-up for its four valves. The engine pulls cleanly till 10,000 rpm and power delivery is smooth. Acceleration is quick and the engine sounds good once past about the 6,000 rpm mark. Revving to about 10,500 rpm in every gear will bring up the 120 km/hr mark quickly and progress beyond that will take some time. We managed to clock a speedo-indicated top speed of 131 km/hr. The company claims the figure to be 136 km/hr and given the machine’s performance we have no reason to doubt that claim. Also, the Pulsar engine is carburetted instead of fuel-injected. While this may be surprising for some given the present technology state, the justification lies in the retail price, discussed in the latter part of this review.

Another technology that sets it apart is the triple-spark combustion, one up from the dual-spark used till now. The usage of three spark-plugs theoretically leads to cleaner combustion in the chamber. This in turn allows the inclusion of a relatively smaller catalytic converter, leading to lower cost as well.Overall NVH levels are appreciable and significantly better than any of the earlier Pulsars. The engine pulls away cleanly from low rpm and is easy to operate in dense traffic. In fact, one can cleanly pull away from as low as 35 km/hr in the sixth gear without any engine jerks. The Pulsar for the first time features a six-speed gearbox. The gearbox features tall-ratios and hence in-gear acceleration suffers a bit. Still, this is the quickest accelerating Pulsar yet. The advantage of this gearing is a somewhat relaxed cruising nature of the engine and easier drivability in traffic. While the six-speed gearbox is significantly better than the earlier five-speed units, it still leaves some room for improvement. There will be moments when one might get that odd-false shift. Overall shifting is smooth and supports quick-shifting well. Owing to this tall-ratio gearbox and few other technologies the 200 NS is relatively fuel-efficient. Our test-cycle mostly included city-running and we got an average fuel-efficiency of 32 km/l. That is certainly a good number by segment standards and an easier riding style should push that figure north by another 4-5 km.

Handling & Ergonomics:

                 The sharp looks of the Pulsar 200 NS rubs on to its on-road behaviour. The handling of the 200 NS comes as a welcome change for those in the market for a well-handling naked bike. The motorcycle is significantly agile than the previous Pulsar and is easy to flick. While the older Pulsars held their ground well, they weren’t too happy over quickly changing corners. The 200 NS though is better composed over a series of turns or sharp braking. A lightweight twin-spar pressed steel frame greatly enhances the agility of the 200 NS. A Nitrox mono shock absorber at the rear adds further to the bike’s handling and design attributes. The first thing one notices, when astride the motorcycle, is it’s significantly stiffer suspension set-up than the earlier Pulsars. The stiffness though isn’t much to result in an uncomfortable ride quality over uneven surfaces.

Bajaj Pulsar 200 NS Review and features.

Another commendable improvement comes in the form of the Pulsar 200 NS’ braking stability. Braking from hard about 90 km/hr with a slight real-wheel lock, the 200 NS maintained a straight line and good composure. The good braking is a result of a 280 mm disc upfront and a 230 mm one at the rear, both being petal discs with floating callipers. Another welcome change aboard the 200 NS was the knee-recess. For the first time, Pulsar offered the rider with the luxury of recesses in the lower part of the fuel-tank that offer decent support while leaning into a corner. The motorcycle holds its line well in the corners and the absence of centre-stand results in eradication of the frequent road contact found with the earlier Pulsars. Removal of the centre-stand helps cost as well as improves handling a little bit by reducing the unsprung weight.

Bajaj Pulsar 200 NS Review and features.

             The only and possibly the largest compromise made in favour of low-cost is the tyre set-up. The tyres at times completely negate the outcome from a chassis able of delivering more than readily extractable. In the wet, the situation only worsens and one might be caught with a suddenly outward-flicking tail. The compensating factor once again is the brilliant chassis, which to an extent puts the flicking action in slow-motion, lending the rider with enough time to make corrections.

Technical Round-up:

                   The Pulsar 200 NS is a giant leap for Bajaj Auto in technology terms. While it’s largely driven by KTM’s technology this time, one can’t take away any credit from Bajaj engineers for employing some mass-favouring effective solutions. The motorcycle has good road presence, and overall material quality too looks to be better than earlier but that would be best told by time.

Bajaj Pulsar 200 NS Review and features.

The packaging of the 200 NS is its highlight. It’s got everything a consumer in its segment would be looking at. At an ex-showroom, New Delhi, price of Rs 85,000, the 200 NS is great value-for-money and it’s hard to think of anything else that can beat it in terms of power and performance at its price-tag. In doing so, the country’s third largest two-wheeler maker has managed to take the game of performance a notch up.

Vespa S review and new things

Vespa S review and new things

Vespa S review and new things

Vespa S review and new things

with revised styling and features, the new Vespa S is the third premium scooter offering for the Indian market from Piaggio

Piaggio expanded its scooter portfolio by launching the Vespa S. The new offering is the third scooter for the Indian two-wheeler market from the stables of the Italian manufacturer after the standard Vespa and Vespa VX. It wasn’t the first time that the scooter made its public appearance, as it was unveiled at the recently concluded 2014 Auto Expo. With an intention to set the Vespa S visually apart, designers have employed a 1970s-styled square headlight in contrast to the round one found on the standard Vespa and VX. The same theme has been carried forward to the square mirrors, which have been finished in chrome.

To further differentiate the Vespa S from its sibling, the new scooter employs a re-styled mudguard, which has been cut back further to reveal more of the front suspension and the spring on the front suspension has been finished in red. The three-spoke wheels have been painted black to provide contrast and the seat profile has been changed with a distinct white piping adding to the scooters charm. In tune with its retro-styling, the analogue instrument cluster has been re-designed completely and it sports an analogue speedometer, digital clock, fuel gauge, and different tell-tale lights. To make the Vespa S more useful in carrying knick-knacks, two slots have been provided on the body alongwith a separate hook to hang bags.

The changes made on the Vespa S are only cosmetic and it will be powered by the same mill as found on the standard Vespa. The 125cc, 4-stroke, 3-valve engine produces 10.06PS @ 7,500rpm and a torque figure of 10.6Nm @ 6,000rpm and would be mated to a CVT (Continuous Variable Transmission) automatic transmission. The Vespa S will be available in a varied array of the standard striking colours, and we feel that, Piaggio will also introduce the new orange and matte black shades that it had showcased at the 2014 Auto Expo on the new scooter.  Priced at Rs 74,414 (ex-showroom Pune), the Vespa S is cheap by no means and its sales will be restricted, and it is fine for Piaggio, as it wants to remain as a premium scooter manufacturer in our two-wheeler market.

BMW M6 Gran Coupe review

BMW M6 Gran Coupe review

BMW M6 Gran Coupe review

A stonking 4.4-litre twin-turbo V8 with 567bhp and 69.3kgm of torque powers the BMW M6 Gran Coupe.

Come April 2014, the Audi RS7 will have competition in the form of the brooding BMW M6 Gran Coupe (in India). Like the RS7, the M6 Gran Coupé is a four-door, four-seat, boot sedan with the roofline of a coupé and like the RS7, the M6 Gran Coupé packs a kick in the gonads under the hood – in this case, a stonking 4.4-litre twin-turbo V8 with 567bhp and 69.3kgm of torque. Unlike the RS7 though, the Gran Coupé is purely rear-wheel drive.

Based on the BMW M5, the Gran Coupé comes with a standard carbonfibre roof and a roofline that's 2.5-inches closer to the deck than its full-size super sedan sister. It is also wider and longer and five kilos heavier than the M5's 1,945kg and that brings us to the end of the specification lecture.

You literally need to mind your head when you get into the Gran Coupé. With such a low roofline, you could knock your head on the way into the low seats (in this case, you'd be hitting an alcantara lined ceiling). From the low front seats, the car feels broad and more than a bit intimidating. The steeply raked windscreen doesn't help and neither does the poor rearward view through the letter box-like rear windscreen and then you have to contend with the fact that you've got more power than a Ferrari 458 under your right foot.

Nonetheless, like the M5, this engine is perfectly happy at low revs and because peak torque is available from 1500rpm, you don't need to wring it out for it to feel exciting. However, if you do find a dry, straight, smooth road and give it some right foot, you should hang on. Like in the M5, the engine is rev happy, the shove builds rapidly and over the last 2000-or-so revs, it feels like a couple of afterburners have kicked in. It feels even more maniacal than the M5 and BMW's claim of a 4.1sec 0-100kph time for the Gran Coupé is entirely believable. What's really breathtaking though is the way it gets to silly speeds in a trice. You could be pottering around in a high gear but hold the throttle down for a few seconds and you'll be looking at, at least in Europe, jail time.