New Bajaj flagship, Pulsar 375 revealed- Trendz @ AutoCar

India’s most loved sportsbike is about to get bigger, racier and better than ever before. It’s still some months from production ready, with Bajaj presently focussing on introducing the exciting KTM 390 Duke, but it's known that the team at ‘**Ahead’ (Bajaj R&D) is working to ready a neatly faired-in, approximately 375cc all-new Pulsar that will debut across India towards the end of this year.

The big, new and faired-in Pulsar shall aim to be a bold new segment driver when it hits Indian roads, by offering biking enthusiasts here a level of style and performance never previously available with any Pulsar. The new Bajaj flagship is styled to draw eyeballs, its mean Yamaha YZF-R1-resembling dual-headlights peering out in the set of detailed frontal images available with us and our own exclusive rendering. Clip-on handlebars will be standard, as will be plenty of lightweight alloy parts, and expect a sporty, compact cockpit layout, with comprehensive, nicely laid out instruments and Bajaj-typical good quality switchgear. The new Pulsar will make a purposeful and mean-looking sportsbike, as can be seen in its tastefully sculpted tank and body cowls, as well as split seats.

This upcoming larger capacity Pulsar will share its basic, four-stroke and single-cylinder engine platform with the KTM 390 Duke, so expect a full complement of close to 45 aggressive horses, with ample modern technology packed in, including a liquid-cooling system, four-valve equipped head and a six-speed, close-ratio gearbox, apart from an array of other goodies. Final drive will be via an exposed chain running back down the left of the motorcycle, and expect a compact, sporty exhaust system. The big Pulsar’s engine will be tailored to suit its new role and having recently ridden and experienced the 390 firsthand, you can expect a refined, rev happy powerplant that will deliver blistering performance for the class, with urgent acceleration and a top speed in excess of 150kph.

This sporty new Pulsar will use smart alloy wheels and standard telescopic fork front suspension, while a monoshock will do duty at the rear. The spy pictures imply the bike will deploy a steel, multi-spar frame, supported by an elliptical section steel swingarm at the rear. Single, drilled and petal-type disc brakes will do duty front and rear, offering good heat dissipation, while an ABS brake system will be offered with this bike, as already on the KTM 390 Duke.

Even as more details remain under wraps, you can safely expect this Pulsar to offer all and more in terms of a stylish, affordable Indian sportsbike, with a rich specification list and quick turn of performance.

(http://www.autocarindia.com/News/343845,new-bajaj-flagship-pulsar-375-revealed.aspx/3)

TVS Apache RTR 180 - @ TopGear

TVS is still a few years from launching its new-generation Apache, so to keep the current crop of buyers from moving to the Pulsar 200NS, this facelift is their stop-gap measure.

So, there’s sporty bits like magnesium-finish suspension and brake calipers. And decals and fake carbon fibre panels sprinkled all over to further evoke racing aspirations.

If you want flashier paint jobs, we suggest you look at the lesser RTR 160 – the 180ABS is only available in black and white. If you chose the 180 over the 180ABS, there’s a grey option as well. Definitely the most talked-about feature on the RTR is the LED daytime running lights, which TVS has been flaunting in its commercials.

In the city, the existing horses are adequate and you’ll rarely find the 180 underpowered. Out on the highway, though, you immediately sense the need for a sixth gear. This not only limits the RTR’s top speed, it also affects highway cruising speed. When you hit the triple-digits and want to stay at a steady 110kph, the engine’s revving too high and sounds stressed.

We managed a top speed of 121kph on our run, which matches the older bike. The fuel run was also similar, with the 180 returning 34.6kpl. The RTR 180 ABS is pegged at Rs 82,000 (on-road Mumbai). That’s 4,000 more than the outgoing model, but given all those design revisions, you shouldn’t mind that price hike.

The numbers
177.4cc single-cylinder, 17.3bhp, 15.5Nm, Top speed:121kph. Economy: 34.6kpl, Rs 82,000 (on-road, Mumbai)

The verdict
Looks better, but we're still waiting for the ‘all-new’ beast.

(http://www.topgear.com/india/our-bike-reviews/itemid-52?id=1149)

Pulsar 10 Review @ AutoCar

Design and Engineering

The Pulsars were one of India’s best-looking bike family. However, with the third iteration looks seem a bit jaded. The refreshed 180 is still a handsome motorcycle and has improved things by a notch as it borrows some cues from the Pulsar 200 and is now shod with reassuringly fatter front forks from that sibling. What remains unchanged is a black dress-code for this bike’s lower cycle parts, as are sleek alloy rims.

The new 180 comes with trendy Pulsar trademark digital instruments with a bold analog and white-set tachometer that is easy to decipher, and a similar large digital — and contact-free driven — speedometer in a commanding position on the fascia. The instrument console includes an engine redline beacon as also twin-trip gauges that can be independently zeroed via a button.

A fuel gauge along with regular warning icons is standard fare.

New on this bike are sporty clip-on handlebars, atop which are mounted a superb set of switches true to the Pulsar family. These contact-free operation switches have self-canceling indicators that ensure you won’t forget to leave them on after completing a turn. The 180 DTS-i still comes with smart, broad and functional rearview mirrors but they use ill-fitting rubber boots.

The latest Bajaj gets new mini-tank extensions first seen on the Pulsar 200, as well as really smart, upmarket-looking raised letter decals. Also new is a tank pad that protects the rear of the fuel tank from getting scratched by a rider’s belt buckle. The 180 retains its flush-fitting alloy and aircraft-style fuel-filler. While the bike could offer more functional knee recesses, we found its split seat and grab-bar to be welcome new additions. Also used is a sporty-looking exposed and O’ring sealed drive chain.

Flush-fitted LED tail and brake light strips on the sharp rear section make this one of the best-looking tails on Indian roads. The new 180 also uses an extended rear mudguard that provides good illumination for its numberplate. Nice paint quality, good fit and finish, as well as a high level of attention to detail are obvious 180 DTS-i highlights.

The 180 DTS-i sticks with an all-alloy cased, four-stroke cycle engine that’s clearly based on the earlier tried-and-tested powerplant. Its single-cylinder is air-cooled and still displaces 178.6cc. Bajaj has used its patented DTS-i technology, which ensures the engine’s twin-plugs are set to ignite together in one instant, thereby delivering higher power output as well as improved fuel economy. The bike also employs ExhausTEC, or a resonance chamber sitting on the silencer that helps pack a healthy punch low in the bike’s power band.

There’s a marginal bump up in power as the bike now delivers  17.02bhp at 8500rpm and 1.45kgm of torque at 6500rpm. While straightline performance is just about identical to the outgoing model on paper despite the new 180 weighing in a few kilos more than its predecessor, the rider benefits from a relatively more refined feel now.

Throttle action is nice and light, with a quick response always at hand, and the bike revs cleanly all the way into its redline without any glitch. It’s a flexible engine too, with five, well-spaced gear ratios that ensure a rider need not play too much with the ’box to extract optimal performance. The cable-operated clutch on our test bike worked well at all times.

We managed to hustle the new 180 from rest to 60kph in 4.83 seconds, going on to pass 100kph in 14.18sec en route to a creditable true top whack of 120kph. We discovered that speedometer error, which was pleasantly absent on the earlier 180, now plays a part on the new Pulsar.

Economy:

A larger footprint, four extra kilos and improved performance should have adversely affected economy. But our test proves the price paid has been minimal as DTS-i tech and an overall efficient engine keep the 180 almost as economical as before. Remember, this Indian sportsbike achieved cult status by virtue of not compromising economy despite it being a performance machine. The 180 is good for 43.3kpl in city conditions, and 46kpl on the highway.

Ride and Handling:

The Pulsar 180 DTS-i rides on 17-inch rims front and rear, using a twin downtube frame, with its rear swingarm now fabricated from elliptical section metal instead of the rectangular steel used before. The front forks now measure a much healthier 37mm and the bike has also been shod with superior tubeless tyres at both ends, the rear a chunky 120/80 x 17-incher. And, at the rear, the Pulsar 180 still uses  twin, gas-charged suspension.

The clip-on handlebars deliver superior feel and the riding position remains unchanged, calling for a modest lean into the handlebars, with slightly rear-set foot-pegs. The 180’s seat is adequately padded.

Handling feels a notch more stable in the straight line, thanks to the uprated suspension and tyres, with turn-in also a little heavier as a direct consequence. There’s a marked improvement in ride quality as the bike soaks up the worst of Indian roads with aplomb. While the new 180 calls upon some extra effort around corners, it stays that much more planted on the road while called upon to execute turns. 

The front disc brake has now been upsized with a 260mm diameter rotor, giving the bike really fierce brake bite and capable of bringing this 147kg motorcycle to a stop from 60kph in no more than 15.6 metres.

Verdict:

The new Pulsar 180 DTS-i is an improvement on an already decent bike. Borrowing a raft of features from its 200cc sibling, the 180 now gets fresh appeal. The slender boost in power counters its weight gain and keeps performance at par with the outgoing model, which anyway wasn’t a slouch. Bajaj has surprisingly neglected to equip its new bike with fuel-injection. Still, ride and handling on the new 180 are better than before. Overall, better features and more pizzazz for almost the same price make the new Pulsar 180 DTS-i an interesting alternative to smaller 150cc bikes.

Fact File

Engine

Fuel	Petrol
Installation	Inclined from vertical
Type	178.6cc
Bore/stroke	63.5/56.4mm
Compression ratio	9.5:1
Valve gear	2 per cylinder, sohc
Power	17.02bhp at 8500rpm
Torque	1.45kgm at 6500rpm
Power to weight	115.7bhp per tonne

Transmission

Type	5-speed
Gearbox	1-down 4-up

Chassis & Body

Wheels	6-spoke alloy, 17 inches
Tyres	90/90 front, 120/80 rear

Suspension

Front	Telescopic forks
Rear	Gas shocks, elliptical swingarm

Brakes

Front	260mm disc
Rear	130mm drum

Pulsar 150 review @ Trendz Auto

Overview of Bajaj Pulsar 150

The ever-popular and highly successful Pulsar series with the release of Bajaj’s revamped Pulsar 150, a performance commuter motorcycle that has been fully updated to compete with new rivals. The Pulsar 150 was one of the first 150cc bikes to be released to the Indian market.

Bajaj Pulsar 150 Design and Style

The new Pulsar 150 model is designed with the all-black design theme of the elder Pulsar sibling – including the shock absorbers, alloy wheels and engines – but overall it bears a striking similarity to its sibling, the Bajaj Pulsar 180. There are plenty of stylish touches, including the smartened heel and toe levers and the bike’s newly refined tail. Its updated razor-sharp taillight is unique and distinctive – perhaps the best part of the updated design. Overall, the bike’s exterior is stylish and sleek, an improvement on the previous version. However, it’s unfortunate that Bajaj didn’t choose to update the Pulsar 150 to feature the same split seat configuration as the Pulsar Bajaj 180.

Instrument Console of Bajaj Pulsar 150

Bajaj Pulsar series has been steadily upgraded to feature digital instrument consoles. The 150 is also equipped with the digital console, including digital speedometer, odometer, low-fuel warning and fuel gauge.

Engine and Gearbox

    150cc DTS-i engine

    Maximum power of 14.9 Bhp at 9000 rpm

    Maximum torque of 12.5 Nm at 6500 rpm

Bajaj Pulsar 150 is powered 150cc engine which develops maximum power of 14.9 Bhp at 9000 rpm with maximum torque of 12.5 Nm at 6500 rpm. The bike is fitted with a five-speed manual transmission gear box. Bajaj, though has pushed BHP upto 14.9 but torque has dropped in compare to its earlier version. Also it is less on compare to its competitors in its segments.

Acceleration and Top Speed

The major flaw with the previous Pulsar 150 was its acceleration and gear shifts – many drivers complained that gear shifts were awkward and noisy, and that the bike’s power felt underwhelming. Thankfully, Bajaj seem to have addressed the issue with the new version of the Pulsar 150, but still gear shifts are no way near to its rivals such as Yamaha, Honda.

The 150 is now equipped with a 1-up, 4-down configuration, much alike that of the Pulsar 180. In addition, the Pulsar 150 has Bajaj’s patented ExhausTEC (Torque Expansion Chamber) technology, improving the engine’s torque when operating at low revs, giving the bike improved pick up and acceleration. The bike can make the jump from 0 to 60 kmph in an impressive 5.6 seconds, putting it at the top of its class. It has a maximum speed of 115 kmph. The bike gives excellent pick-up in any gear, and the linear acceleration is generally strong, although there is a noticeable drop at around 85 kmph when engine starts loosing its smoothness. Also Pulsar engine do not like running at very high RPMs’ for long.

Bajaj Pulsar 150 Mileage

Under test conditions, the Pulsar 150 returns an average fuel mileage of 40-50 km/kmpl on city roads, and an average of up to 62 km/kmpl on highways. Bajaj’s performance motorcycles have always suffered from high fuel consumption and unfortunately the Pulsar 150, like the other Pulsar models, guzzles fuels at a pretty high rate, which pushes up the cost of running the bike – particularly if you’re a regular city commuter. Its petrol tank has a capacity of 15 litres, with a reserve capacity of 2 litres.

Comfort While Driving Bajaj Pulsar 150

Due to its poor riding position, Pulsar is not suitable riding long distances. The pillion’s seat is slightly elevated above the driver’s, which is quiet unsettling. It is neither here nor there due to which many long distant runners have always complained of backaches. However, staunch shock absorbers, enhances its ride qualit. Its suspension is clearly designed to provide an insulated ride on city roads. With split seats, it can be a far better place to settle in.

Safety Features

Bajaj Pulsar 150 is equipped with a powerful front headlamp – 12 volts, full DC with 2 35/35 W pilot lamps - for improved illumination during night time rides. Its front disc brake provides superior performance and greatly reduces the bike’s stopping distance to prevent accidents and collisions. Wide leg guards help to protect the driver in the event of a fall.

Storage Space

The bike does not feature any on-board storage space, as is typical of performance motorcycles of this type.

Bajaj Pulsar 150 Suspension

Bajaj Pulsar 150 is equipped with telescopic 135mm stroke suspension at the front, and at the rear is triple-rated spring, five-way adjustable suspension with 105mm travel nitrox shock absorbers. The suspension does a decent job of absorbing potholes and bumpy roads, but is sadly not up to challenging road surfaces – riders should certainly stick to well-maintained city roads to avoid the jolts and vibrations.
Braking

The Pulsar 150 is equipped with 240mm disc brakes at the front and 130mm drum brakes at the back. The large, powerful front brakes make all the difference here – smaller drum brakes would not be an equal match for its capable engine, but the sized-up disc brakes are suited to the challenge. When applied, the brakes bring the bike to a quick and stable stop, with a braking distance from 60 to 0 kmph on 16.33 meters, which puts it equal with other Pulsar models and ahead of many of the competition.
Ride and Handling

Compared to other bikes in the 150cc class, the Pulsar’s handling is athletic and nimble. However, the sooner you will start comparing with FZ’s the bikes handling fades away. For a straight-line run the bike offers enough confidence but due to lack of grip it takes away the confidence at corners. Also at low speeds the Pulsar 150 lack responsiveness and agility. The bike is a decent all-rounder – it doesn’t excel in any particular area, but ticks all the boxes for a commuter motorcycle.

Tyre Size

At the front, the Pulsar 150 has a 90/90 x 17 tubeless tyre; and at the back a 100/90 x 17 tubeless tyre. The wheels are 17-inch alloys. In general, the tyres perform well, giving a stable and comfortable ride on a variety of road surfaces, and cope well with wet and slippery conditions.

Bajaj Pulsar 150 Shades

    Plasma Blue
    Cocktail Wine Red
    Midnight Black

Bajaj Pulsar 150 is available in three shades: Plasma Blue, Cocktail Wine Red and Midnight Black. Bajaj India has introduced new speed line shades for Pulsar range comprising of Pulsar 135, Pulsar 150, Pulsar 180 and Pulsar 220. The new shades are blue with combination of black, red with combination of black and all-black shade. The new shades have given a fresh lease to life to the Pulsar models and have further enhanced the overall looks of the bikes.

Accessories

There are few accessories included with the standard bike – no doubt in an attempt to keep the price down – but extras can be purchased on top, including seat covers and bike covers.

Bajaj Pulsar 150 Variants

The Bajaj Pulsar 150 comes in a single standard variant.

Main Features of Bajaj Pulsar 150 (from Official website)

The aggressive wolf eyed headlamp with twin pilot lamps, gives the Pulsar 150 its individual character and lets it mark its own territory on the road.

The naked street fighter look is further enhanced by the aerodynamic fairing on the large 15 litre muscular fuel tank.

The 12 V full DC head lamp ensures a constant light beam at all speeds.

The Pulsar 150 stands firm on the 17 inch strengthened alloy wheels which are lighter, stronger and safer, providing superior agility and a broad 100/90 rear tyre for better road grip. The beefed up frame with 1320 mm wheelbase adds strength and stability, with an exceptionally tight turning radius.

The 240 mm ventilated front disc brake ensures a quicker and safer braking each time.

The 135mm telescopic front forks with anti-friction bushes make for greater riding comfort.

The bike boasts of a light sensitive digital cockpit for great day-night visibility. 

The digital console comes with rider-friendly features like low fuel indicator, neutral blinker, low battery display and self-cancelling indicators.

This mean machine comes with clip-on handle bar, complete with pass switch, electric start and engine kill switch.

The bulb-free stylish LED tail lamp means near-zero maintenance.

Patented ExhausTEC (Torque Expansion Chamber) technology provides high pickup at low rpm thus eliminating the need for frequent gear shifts. - The technology improves engine torque at low rpm, providing abundant latent power at any stage of riding to ensure effortless pulling for any load conditions.

Nitrox rear shock absorbers with 5 step adjustable ride settings provide a plush riding comfort.

The Pulsar 150 comes equipped with the revolutionary 150 cc DTS-i engine that delivers 15 Ps of sheer power. This is made possible by the twin spark plugs that fire simultaneously, and are digitally controlled for optimum combustion of air-fuel mixture.
RICS III and intelligent CDI improve ignition timings, facilitating smoother power delivery, better throttle response and reduced emissions.

Pros:

Smooth riding, Best exhaust notes

Cons:

Build Quality, Outdated looks, Noisy gear shifts, painful riding position

Reasons to buy and Value for money

Bajaj Pulsar 150’s power is the primary reason to recommend it: the gearbox, acceleration and top speed are all vastly improved over the previous model. The bike itself is very good value for money, pitched at the lower end of the kind of prices you’ll see in the 150cc segment. However, it’s low to average fuel economy pushes up the running costs.

TVS Wego with disc brake vs Honda Aviator with disc brake - @ Overdrive

As far as automatic scooters are concerned, I’m not sure we’re out of the rut yet. There’s not much to separate one from another. They are all more or less similar - engine capacities are between 100 and 125cc, styling isn’t very different and performances and efficiencies aren’t a world apart either. Manufacturers don’t really want to step away from this set format and aren’t trying anything new. Even a front disc brake is a luxury, and Honda’s Aviator for quite some time now has been the only scooter to get an optional front disc brake. Until TVS Motors launched the Wego a couple of years back, it was also the only scooter to get telescopic forks. The Wego never got a disc brake though, until now. We’ve always favoured disc brakes over drums despite the small premium but scooter manufacturers say customers do not want to pay more.

The Wego has been one of our favourites at OVERDRIVE for quite some time, one of the reasons for which is its handling. Till date the Wego is the only scooter to use 12-inch wheels at both ends, which gives it the edge in dynamics. Add to that a peppy yet fuel efficient engine and you know why it won our Scooter of the Year award in 2011 and continued to remain our favourite until the Suzuki Swish ousted it from its perch. I always wanted to see the Wego get a front disc brake given its enthusiastic handling, and TVS has finally done that. The disc brake version of the Wego has been in production for quite some time now, but only for exports. TVS has finally launched the Wego in the country with a 220mm disc brake upfront. I was keen on finding out how it felt, especially in stop and go city traffic which is the scooter’s typical domain. Hence I decided to pitch it against Honda’s Aviator, the only other scooter on sale with a disc brake.

The front disc brake is the only mechanical change to the Wego, and the powertrain and performance remain the same. As expected the disc brake feels far superior than the drum brake in terms of feel and confidence. It works well with the 12-inch wheels and telescopic forks, making for safer, quicker stops. The Honda Aviator on the other hand got engine updates recently in the form of Honda’s new Eco technology which amounts for an increase in fuel efficiency. However, other mechanicals remain the same and the Aviator continues to use a 190mm rotor on the front wheel. The Aviator scores better than the Wego in terms of feel and confidence despite using a smaller disc, primarily due to Honda’s combined braking system (CBS). The difference in feel is instantly noticeable - the Aviator’s unit provides instant bite and feels sharp, while the Wego has a progressive feel to it, and feels more friendly, especially for someone new to using a disc brake, making it easier to adapt to for first time buyers and women.

We know from experience that all Honda scooters have benefitted thanks to the CBS since it applies both brakes simultaneously when the rear brake lever is pulled, reducing braking distances and adding to the rider’s confidence. The Aviator has benefitted the most with the disc brake, and our brake test showed that the Aviator is the quicker of the two to come to a full stop from 40kmph. It’s front disc brake working in sync with the 130mm rear drum had the Honda stop in 2.15 seconds covering 9.27 metres, while the TVS covered 11.02 metres before coming to a halt in 3.27 seconds. The Aviator’s instant bite also made it easier to pull stoppies, though the Wego wasn’t far behind when it came to hauling the rear up.

The TVS Wego with the disc brake retails at Rs 49,157 ex-showroom, New Delhi, as opposed to Rs 45,807 for the drum braked version. Given the worthiness of the disc brake, the Rs 3000 premium is justified, and we would recommend the disc brake version to anyone buying a Wego. The Honda Aviator retails at Rs 53,547 ex-showroom New Delhi for the disc braked version with the added bonus of the CBS. It feels better in terms of braking but commands a premium of over Rs 4000. The Wego thus makes for a better choice amongst the two, offering nearly the same braking performance in a more friendly manner at a lower price. This, we hope though is just the beginning for the scooter segment to get better and improved technology, just like motorcycles in our country.

(TVS Wego with disc brake vs Honda Aviator with disc brake)

2012 Bajaj Discover 125ST vs Hero Ignitor vs Honda CBF Stunner @ Overdrive

The three bikes in the test started, obviously, with the Bajaj Discover 125ST, it is all-new and OVERDRIVE’s quest to keep the crown in each automotive segment current is well established. So the comparo was on. We also needed to get a sense of Hero’s new 125, the Ignitor. Initially I wanted to compare these to the Honda Shine since the customers who vote with their money buy more of that Honda than any other 125cc motorcycle in the market. But we scrapped the Shine for a Stunner so you could see yourself what Hero has managed to do, or not managed to achieve, with their Ignitor which is, under its new skin, identical to Honda’s more expensive 125cc motorcycle.

So we ended up with essentially the three motorcycles that are either the 125cc champion at this time, or want to be. Let’s get on with the test.
Design, build and finish

It’s obvious at the first glance that the Discover is quite a piece of work. It’s radically different from its predecessor. It’s a large, rounded motorcycle where the previous generation was skinny to the point of making Kate Moss look like she had love handles. This one is more fleshed out and I do like that. This also happens to solve my personal biggest ergonomics issue with the Discover - the tank used to be so ridiculously narrow that I couldn’t grasp it with my knees.

It also appears significantly larger than either of the other two motorcycles here, though the actual difference in length and wheelbase isn’t actually that much. I believe this impression of size will be valuable in the showroom. That said, I cannot say this is a wonderful looking motorcycle. Distinctive in the segment, yes, but pretty? The lines themselves are actually quite nice but it’s the heavy handed use of black plastics at the rear that ruin any impression of a lithe motorcycle for me. The hugger is impossibly large and an inch and a half later begins a fairly large splatter guard and then there is a substantial number plate hanger as well. So comprehensive is this coverage that you almost will not notice the rear monoshock and I think that is a miss.

Between the other two, it’s a close call. The Ignitor is based on the Stunner’s lines but when you see them together you note a clear emphasis on a less sporty, more practical appearance. The screen is integrated into the fairing, for example, and the chain is housed in a full cover on the Hero. In my eyes it makes the Ignitor more true visually to its role as a commuter. But if I were a young colt out for his first or second motorcycle, I’d still pick the Stunner as the looker in the segment. But leave the looks alone and look closer. All three are extremely well-built and as we have come to expect, finish levels are very, very good on all three.

Engines, performance and economy

I believe that in the commuter segment, the 125 is a good place to be in displacement terms for riders. They have as much as 30-40 per cent more power but retain nearly the same economy as the 100cc motorcycles. But Bajaj once again breaks the mould with the Discover, giving it 13PS, which used to be the peak power that the Pulsar 150 used to claim just a few years ago. With the other two bikes making 11.2PS and weighing a good 4kg more than the Discover, the performance end should tip in the favour of the Bajaj.

But before we go into that, we have to pause to take note of the engines themselves. The Honda engine that is in the Stunner and the Ignitor is a well-known unit. It works reliably, offers great economy, is refined and quite enjoyable to punt about town. It is also old-school. Like most other motorcycles in the segment, it is a basic two-valve SOHC single cylinder engine that breathes through a carburettor (the Stunner FI gets fuel injection but is expensive). It’s facetious to say a four-valve head in today’s day and age is a revolution but Bajaj have, at least, moved on from the two-valve head with  this Discover. The rest of the engine, two spark plugs aside, is similar to the Honda in essential configuration. But the better breathing afforded by the four valves allows the Bajaj more than just bigger power figures while matching peak torque levels of the Honda engine.

As we saw in the Pulsar 200NS, the Discover engine also gains a level of refinement we have not seen on Bajaj’s bikes before. It isn’t necessarily a quiet engine but vibration is tightly controlled and of the three bikes here, long, high speed highway runs produced the least buzzing and the consequent numb hands. The Hondas do seem to accelerate a bit quicker at lower revs than the Discover but the Bajaj escapes their attentions very quickly indeed.

In fact, the impression of acceleration is just that because the Bajaj is in complete control on the performance front. The Honda and the Hero can almost match the Discover’s top speed (between 101 and 103kmph for all three), but that is the only parity on the performance front. The Discover crosses the 60kmph in 5.71 seconds, which is half a second quicker than the Stunner which proves to be the second quickest - the Ignitor is 0.3 behind the Honda. The Stunner manages to hold on to this gap through the quarter mile as well, but the Ignitor falls behind a bit more. On the brakes, all three are nearly even, though the Ignitor takes a marginally smaller distance to produce a full on emergency stop from 60kmph,

Where the Hero and the Honda trump the Discover is the fuel economy. The Discover produces eminently acceptable numbers. City mileage was 57.2kmpl while highway runs produce 67kmpl - that is 59.65kmpl overall. The Stunner, on the other hand, manages 63.9kmpl in the city but roughly the same economy on the highway, for a 64.7kmpl overall figure. We were expecting the Ignitor to produce nearly identical figures and it does, more or less. 64.8kmpl in the city and 68.9kmpl on the highway. The latter boosts its overall figure to 68.9kmpl, making it the most fuel efficient motorcycle in this test, if only by a hair.

Ride, handling and braking

It sounds stupid but the first time I rode the Discover I couldn’t figure out whether it had extremely good drum brakes up front or a disc brake. Even a glance at the master cylinder didn’t register, honest. What I realized after I looked at the bike properly, performance tested it and all was that the Discover doesn’t lack braking power but it appears that the bite from the disc has been tuned back to offer a more friendly feel. There is more travel in the brake lever and brake force arrives as you squeeze it harder and harder but the feel is excellent for inexperienced hands - many of which are often scared of discs because they can be grabby and sharp. The Hero and the Honda are similar in brake feel to each other, and to the Discover, but with more bite and a tighter feel at the lever.

Ride quality is important in this segment. Make a motorcycle that is sporty but too stiff and you will have upset customers on your hands. All three here, I’m happy to say, achieve good ride qualities. But Bajaj seem to be able to extract a level of suppleness from their suspensions that Honda isn’t willing to yet. The Discover, with its telescopic forks up front and gas-charged monoshock at the rear absorbs fairly large holes in the road very smoothly.

In comparison, the Ignitor and the Stunner feel stiffer, though the difference isn’t that great. They are both extremely good in terms of having to live with over monsoon-broken roads but there is a softness to the Discover that takes the sting out of bad roads.

That said, the Bajaj isn’t wallowy in the corners either. In fact, it has a lower, wider handlebar which makes it more responsive in the corners. In comparison, the Ignitor felt a little bit taller and more accurate than the Bajaj but the Stunner feels much taller than both. This doesn’t actually affect cornering ability, but makes the front wheel feel farther away which takes time to get used to.

But what makes the Bajaj harder to corner are its tyres. The Stunner and the Ignitor both get very good rubber and it shows. Cornering in dicey, slippery conditions on an off-camber road - that’s the true situation in the pictures on these pages - was confidently handled by both the Hero and the Honda. But there comes a point on the Disco when you simply cannot push any further. The reason is the rear tyre. It has a distinctly square profile where the front (and both the other bikes) have more rounded profiles. What that does it make edge grip meagre and when you get off you have to look close to see that what looks like a fat chicken strip is actually tread carrying on to a nearly vertical surface that blends into the sidewall. Like we said of the P200NS, but to a much larger extent, better tyres will make the Discover a much happier motorcycle to punt about.

Yes, I know these aren’t expected to be cornering demons in the first place but hey, if this is your first or second motorcycle, would you not corner till you finally get a bigger, more sporty motorcycle?

To rank them, overall I’d say Discover and Ignitor draw, with Stunner a hair behind - Discover ride advantage matches Ignitor’s handling advantage. Stunner is a little harder to get used to the feel of thanks to its taller handlebar, so third.

Verdict

So which is the best motorcycle here? The Stunner is the oldest motorcycle here in design terms but also the sportiest to look at and if that floats your boat, it should be the one you spend on. But the Ignitor, which is identical under the skin to the Honda is actually slightly better in our opinion by a tiny fraction. Its lower handlebar - one of the only differences between the two styling aside - does it a small favour by making the feedback from the front seem more immediate and allows you a bit more confidence in it. It happens to be roughly a thousand bucks more expensive than the Stunner though if you’re really stretching your budget, the Honda saves you a small, but possibly vital, bit of your cash outlay.

The Bajaj Discover has more power, better performance, slightly better engine refinement, a supple ride quality and a Rs 6,000-odd price advantage on its side. Ultimately, that is enough to overcome its poorer OEM tyres, the sporty styling made fuddy-duddy by the black plastic bits and its weird name. Sport Tourer? A 125? I’d have called it the NC125 instead. Nice Commuter.

(http://www.overdrive.in/details/2291/2012-Bajaj-Discover-125ST-vs-Hero-Ignitor-vs-Honda-CBF-Stunner)

Bajaj Discover 125 ST Vs. Honda CB Shine - Trendz in 125cc Bikes India

Today we will compare two bikes in the 125cc engine category – the Discover 125ST from Bajaj and Honda CB Shine. The Discover 125ST is the more recent entrant to the market having made its way only in the mid of last year while Honda Shine has been around for around 3 years now. While both bikes are in the 125cc segment, Bajaj has had the luxury to extensively study the market before launching their new 125cc Discover. Consequently, they have been able to offer quite a few better specs in comparison to the peers.

The Discover 125ST arguably offers the best power in the 125cc bike segment. According to company brochures, the Discover 125ST delivers close to 13PS max power at 9000 RPM whereas the CB Shine only offers around 10.3PS @7500 RPM. The difference is not much in terms of torque though. While the Discover 125ST claims to offer a max net torque of 10.8 Nm at 7000 RPM, the corresponding value for the CB Shine is 10.54Nm at 5500RPM. The price of the lowest available variant on CB Shine is Rs. 54,782 while the price of Discover 125ST is Rs. 55,500 – both ex-Delhi. So as you can see, no one winner here. I shall tabulate all the major specs for a side-by-side comparison below.

Mileage Comparison

Let us first start with the manufacturer claims. According to Honda Motorcycles, the CB Shine can deliver about 65 kmpl under standard test road conditions. In comparison, the Discover 125ST delivers around 67.5 kmpl under similar conditions. Do note that the fuel economy that you derive on real world conditions may be vastly different.

To check how the two bikes fare on city roads, let us look at what third party blog and customer reviews have got to say. On MouthShut, both bikes have received a 4/5 rating for fuel consumption. The reviews have been extremely positive for Discover 125ST with the lowest reported mileage around 48kmpl and the highest over 60kmpl. The average is around 55kmpl. In comparison, the lowest reported figure for CB Shine is around 42kmpl while the average reported figure lies between 50-55kmpl. So the Discover wins by a slight margin on this one.

We do not have many other common sources that have reviewed both the bikes. Let us first take a look at websites that have reviewed the Discover 125ST. MotorBeam in their test reports around 55kmpl on city roads that goes up to 60kmpl on highways. ZigWheels reports a much better experience having seen around 62kmpl just on the city roads. The highway mileage is reported to be 77kmpl which seems quite unbelievable and I would term this is an exception and not a rule. BikeDekho in their review report a much lower figure. On city roads, the reviewer was able to see only around 50 kmpl although on highways this was much better at 65kmpl.

With Honda CB Shine, the story is not very different. The official review on BikeAdvice notes that the fuel consumption could improve after servicing although in their test, the reported figure was around 50 kmpl on city roads. The figures are slightly better on the Yahoo user reviews where the number lies between 55-60 kmpl on an average. The FE on highways though was noted to be higher at 62kmpl.

There were a couple of more sources that reviewed the CB Shine from a fuel economy perspective. IndiaGarage users claim to be seeing between 50-55 kmpl on city roads and 58-62kmpl on highways whereas the reviewer on MaxAbout reports 58kmpl on city roads and a massive 73kmpl on highways – again, this appears to be an outlier and do not expect your bike to reach this level of efficiency.

Here is a snapshot of what various reviewers of these two bikes have said. From the outset, the fuel consumption do not appear to be too different on both the bikes. Considering that the prices are not vastly different either, I would pick the Discover 125ST over CB Shine considering a better power on this bike for the same economy. What will be your pick?


Spec                      Bajaj Discover 125ST                                       Honda CB Shine

Displacement                             124.6cc                                              124.7cc

Max Power                         13PS @9000                                        10.3PS @7500

Max Torque                      10.8Nm @ 7000                                      10.54Nm @ 5500

Kerb Weight                             124.5kg                                                120kg

Fuel Tank Capacity                         10L                                                        10.5L

Ground clearance                      170mm                                              157mm

Price (ex-Delhi)                             Rs. 55500                                            Rs. 54782

First drive: Maserati Quattroporte V6 - Trendz @ TopGear

This is a mighty big car. Billowing and magnificent on the outside, palatially spacious inside. So it seems kind of optimistic that a 3.0-litre V6 engine will be enough to make it feel like a quick sporty saloon. Or like a Maserati.

But this is no ordinary V6 engine. It kicks out a mighty 410bhp, and thanks to a pair of turbos and direct injection, is making a largely lag-free 550Nm by 2000rpm. Those are, in TopGear technical jargon, a whole lot of torques. And they're spread right around the rev dial.

The new engine is closely related to the terrific V8 that Maserati introduced when it launched this new QP a few months back. Turbo systems, combustion chambers, injection and variable cams, yes they're similar. But it's not just a V8 minus two cylinders. They went to the trouble of giving it a 60 degree V angle instead of the V8's 90 degrees, because with a six, 60 degrees evens-out the firing intervals and makes it smoother.

Sure enough there's great mechanical refinement, but mostly you're hearing the rocking deep exhaust system under power, and its artillery pops on the over-run. This power unit has the sort of charisma the rest of the big luxury pack don't countenance.

Maserati claims it'll get to 100kph in 5.1 seconds. We suspect that for the initial portion of that run, the back tyres would be smoking. In snaking roads you'll want to play with the eight-speed autobox via the paddles, but beware an annoying delay on high-rev upshifts.

On a dry road, traction isn't an issue. We did a bit of mucking about on a track, and sure enough tidy rear-end skidding is available. But you'll need a lot of space: it is truly a big car.

Still, for wintry use, there's also a 4WD version. Don't get too excited: it's not coming in RHD, because it'd not sell enough. It's an electronically distributed system, mostly avoiding sending drive to the front until needed, which simply means the steering and agility aren't affected. It doesn't add much mass either. But at the track, the 4WD version does feel slightly more inert than the 2WD. And anyway, the ESP on the RWD car is very well calibrated.

It's a car that understeers slightly unless you provoke it, has nice accurate steering and generally feels pretty agile for such a big boat.

So the performance, the sound and the handling are all capable of cashing the cheques written by the extrovert and wonderfully engaging styling. Good.

Most of the time it's a good luxury car too, as it would lead you to hope. The space really is limo-like, and the seats and materials feel plush. By using a nicely responsive high-res touch-screen, the layout is clean but comprehensive enough. The suspension does a decent job of cushioning away big bumps, but there's an annoying little judder over smaller stuff. All-in though, the feel-good factor flies high.

(http://www.topgear.com/india/first-drives/first-drive-maserati-quattroporte-v6/itemid-50)

Kawasaki Ninja 300 : Road Test - Trendz @ ZigWheels

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

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

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

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

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

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

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

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

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

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

While the motor has been thoroughly revised and reworked encompassing best of both worlds, outright speed as well as real world sense, the chassis that holds the engine in place too has been reworked to adopt this same philosophy. Similar to its predecessor in its design, the tubular diamond-shaped frame now employs high tensile steel tubing for the main left and right beams and their form has been widened while being pushed under the fuel tank for better rigidity balance. What all this wizardry translates into is a sharp handling motorcycle that changes direction at the slightest indication yet inspiring oodles of confidence even when taken well above the tonne-mark.

Add to that, a boon for most sport tourers would be the partial rubber mounting of the engine onto the frame which has largely helped in reducing the engine vibrations from reaching the rider and improving overall comfort even when doing long hauls on the Ninja 300. Speaking of long hauling, the damping on the Ninja 300 is precise and aptly set up without being too stiff for Indian roads yet not too slouchy to play killjoy when one wants to do some spirited riding. The chunky 37mm telescopic front forks get softer spring rate to suit the revised chassis stiffness while on the rear is the Kawasaki-patented Uni-Trak link-equipped monoshock suspension with five-step adjustment that has been tuned for a fine balance between ride quality and handling.

And with increased rear tyre profile to 140/70-17, the comfort level is certainly better compared to the Ninja 250R. While the tyres do a decent job at providing traction once heated up properly, they fail to provide adequate feel and confidence under hard braking. Make no mistake the Ninja 300 comes with stupendous braking power with a 290mm petal disc with 2-piston caliper on the front and a 220mm petal disc rotor serving the rear. It is the tyres which fail to match the high demands of hard braking on the Ninja 300 and we are certain that a quick swap to better rubber is all one needs if he or she wants to really whoop it up astride the new baby Ninja. But under normal riding conditions and touring, the IRC tyres are more than enough and the touring junta would be pleased to know that they have incredible appetite for munching miles.

Kawasaki has finely merged its racing pedigree and street demands with the Ninja 300 to bring out a machine which does it all without losing out on the charm and exuberance of a supersports machine. Upgrades like stronger mid-range power and torque for better in-town rideability, comfortable yet sportier ergonomics and minor details such as addition of a pass switch – all hint at the thought put into turning one of the most iconic machines, the Ninja 250R into yet another success story with the Ninja 300.

(http://www.zigwheels.com/reviews-advice/reviews/kawasaki-ninja-300-road-test/16241/)

KTM E-SPEED electric scooter to hit production - Trendz @ ZigWheels

Just four weeks after showcasing E-SPEED electric scooter at the Tokyo Motorcycle Show, KTM has announced that their concept study will be ready to hit production lines by 2015. The E-SPEED was showcased for the first time in Europe where it was displayed to the domestic market at the Bike-Austria exhibition in Tulin, Austria. This is the second electric vehicle from the KTM stable after the offroad bike FREERIDE E, which will be made available in Europe next year.

Although offroad sport is KTM’s main focus area for which they have developed the FREERIDE E, they also want to focus on urban mobility and it was the overwhelming response that they got in Tokyo that brought the idea of transferring the results from the development of the E-Cross bike into the road segment.

Harald Plöckinger KTM Executive Board Member for Production and Business Development said, “The E-SPEED is our interpretation of emission-free propulsion for city use, but without compromising on the design and sportiness of our KTM genes!”

The E-SPEED will be powered by an electric motor that generates 15PS and 36Nm of torque all of which is delivered to the rear wheel via a belt drive. The scooter will max out at a top speed of 84km/h and has a range of 64km in a full charge.

With the FREERIDE E and the E-SPEED set for the streets in 2014 and 2015 respectively, KTM believes that a switch to the electrical way of mobility will definitely be a huge success in the urban areas.

(http://www.zigwheels.com/news-features/news/ktm-espeed-electric-scooter-to-hit-production/16341/)

Honda's cheapest bike 'Dream Neo' hits roads for Rs 43,150 - Trendz @ ZigWheels

Honda has launched its most affordable commuter bike Dream Neo, priced at Rs 43,150 (ex-showroom Delhi), to take on the current commuter segment king, Hero Splendor.

Honda Motorcycle and Scooters India (HMSI) had made no bones about its intentions to dislodge its erstwhile partner Hero MotoCorp from the top and take the crown of the largest two-wheeler manufacturer in the country. But it still was waiting for waiting for the right ammo in its portfolio -- one that could compete with Hero’s bread-and-butter bike, the Splendor. Though the Dream Yuga does fall in the commuter segment, it is considerably expensive than the Splendor and locks horns with the Passion XPro. To take the battle head on with Hero, Honda today launched its latest commuter bike, Dream Neo. Also Read: Honda may reveal Hero Splendor competitor today

Powering the Dream Neo is the same 109cc engine as on the Dream Yuga but it has been slightly de-tuned for better efficiency and produces 8.4PS of power and 8.63Nm of torque. The new bike also features Honda’s patented HET (Honda Eco Technology) update which helps in reducing friction among the mating parts and claims that it is the most fuel efficient bike in its segment by boasting a claimed mileage figure of 74kmpl.

On the occasion of the launch, Keita Muramatsu (President and CEO, HMSI) said, “Dream Neo is Honda’s next big leap towards creating deep inroads into the Indian commuter segment. Our newly opened technical center comprising of R&D, engineering, purchase and quality team, overcame the challenge of improving mileage and meeting the competitive price point. Backed by our new product launches and network expansion, Honda aims to grow over 150 per cent in 100-110cc motorcycle segment YoY. Overall we are confident of customer demand for Honda two-wheelers and eye 43 per cent growth with 33.39 lakh unit sales in FY 14.”

Keeping in mind the needs of the commuter bike segment customers, Honda have equipped the Dream Neo with long comfortable seat, long suspension travel, upright seating posture and wider handle bar. To make the new bike more nimble and agile Honda has extended the wheelbase to 1258mm and has equipped it with a five-step adjustable suspension. The Dream Neo also gets features like maintenance free, viscous air filter and tubeless tyres (except kick, drum spoke variant.

Honda has launched the Dream Neo in six dual tone shades which are, Black and Red stripe, Black with Violet stripes, Force Silver Metallic, Monsoon Grey Metallic, Midnight Blue Metallic and Alpha Red Metallic. Keeping the price of Splendor in mind Honda has priced the base Dream Neo at Rs 43,150 (ex-showroom Delhi) which is just Rs 200 more than the base variant of Splendor.

(http://www.zigwheels.com/news-features/recent-launches/honda-dream-neo-110cc-bike-launched/16136/)

Honda CBR250R vs KTM Duke 200 vs Bajaj Pulsar 200NS: Comparison - Trendz @ ZigWheels

Forget your 100cc commuters, your kilometres-to-the-litre top trumps... this is war. A war for the hearts and minds (and wallets) of Indian bikers, and by bikers, we mean those who love motorcycling in its truest sense.

Of course, by bikers, we do not mean the masses for whom a motorcycle represents the most affordable and convenient means of transport. While all of us here at ZigWheels have great respect for those penny pincher motorcycles, this time around we’re talking about bikes which appeal to the heart and not necessarily to the head. This is a war between the best performance bikes to carry the ‘Made in India’ moniker.

Honda’s CBR 250R has pretty much been the daddy of the Indian performance bike segment since its launch last year and not only is it the best quarter-litre cracker that we’ve seen built on our shores, it has also pretty much stunned the whole world with its prowess and friendliness. But earlier this year, the mad orange Indo-Austrian KTM 200 Duke redefined how low capacity motorcycles can be as much fun, and just as beautiful, as those ‘big bikes’ we all dream of owning one day. And now, to complicate matters even further, we have a name that has become synonymous with performance; a motorcycle whose predecessors pretty much sparked off the enthusiast biking culture in India, a bike that is closely related to the Duke – the Bajaj Pulsar 200NS.

These three bikes represent the pinnacle of Indian performance motorcycles, the ones that are the most hotly debated about and discussed across the internet and in biker bars. And yes, it is true that they address fairly different price points and each of these excels at what it does best. So while we will be looking at these aspects as well, the bottom line is to figure out which of these takes the crown of the ‘best Indian performance bike’, and if not to decide where your hard earned money should go, then at least to put an end to those endless debates.

Looks

Bajaj Pulsar 200NS

The way the Pulsar 200NS looks is a bit of a surprise. Not only does it shun all the design elements from its predecessors, it clearly draws inspiration from international naked bikes while still coming across as a quintessential Pulsar. Bits like the CB1000R inspired headlight, the massive sculpted tank, the chunky perimeter frame, the near invisible underbelly exhaust and the sharply rising tail with its split seat all exude a sense of purpose and aggression that we’ve never seen before on any bike made here. Lithe and at the same time muscular, the 200NS looks the part of a fast bike and absolutely screams streetfighter from every angle. One thing that breaks this image though is the split handlebar, which would’ve gone much better with the overall theme had it been a solid, single piece unit.

Honda CBR 250R

Amongst the pack of naked hooligans, the fully faired CBR 250R actually looks rather sombre. But make no mistake, this is a rather good looking bike, no matter what angle you view it from. Sure, it may carry the ‘baby Blade’ moniker, but its massive fairing panels and headlight have clearly been modelled after Honda’s big, cushy VFR1200F, and this little CBR looks every bit the part of the comfortable, sport tourer. In fact, every bit of the design of the bike has been geared towards providing the snuggest riding position in order to munch those highway miles. The design is so nice and neutral that the bike looks perfectly at home whether leaned over in a corner with the rider’s knee dragging along the tarmac, or perfectly vertical, with a couple of panniers strapped to the tail. And in a country obsessed with full fairings and superbikes, the CBR feels the most like a ‘big bike’ amongst this lot and that makes its appeal undeniable.

KTM 200 Duke

In terms of design, the Duke really takes the rule book and chucks it out the window. It might not be such a shocker if you’re used to the Austrian bike maker’s designs in general, but compared to anything else we’ve seen in India so far, it really stands worlds apart. And while it absolutely radiates a sense of ‘form follows function’, start looking at the details and you realise that even the functional bits have been designed with form in mind. From the angular tank to the beautiful trellis frame, the arrowhead indicators, the compact full LCD console and the gorgeously carved aluminium cast swingarm, every little facet is absolutely striking. If god is in the details, then the Duke is Mount Olympus incarnate with Aphrodite ruling supreme. The design is so radical in fact, that it’s almost a love-it-or-hate-it situation where some folks may not appreciate its over the top approach. But just for that, for breaking the traditional boundaries of design, we absolutely adore it.

Why the Duke 200

Drop-dead gorgeous looks, minimalistic design and supreme fit and finish, the KTM 200 Duke looks nothing like what we've seen in India to this day.

Speed games

When it comes to performance, the CBR 250R really set the benchmark when it arrived last year. Of course, by performance, we mean outright, straight line performance – zero to 100km/h figures and all that jazz – the stuff of endless forum debates. And even the arrival of the KTM and the new Pulsar doesn’t seem to have shaken the ‘Blade off its high pedestal. As you can see from the infographic on the right, when it comes to the run up to the ton mark from standstill, the CBR has everyone beat – over 0.3 second faster than KTM and almost a second quicker than the Pulsar. Die-hard fans of the nakeds would like to say that this isn’t much of a margin, especially with regard to the Austrian, but in the world of “mine is bigger than yours” arguments, it’s more than enough. This is thanks to the CBR’s wonderful 249.6cc single-cylinder 4-valve DOHC mill, which is the most powerful and torquiest of the lot.

What is more impressive than just the straight up power figures of the CBR’s motor is the way the power is delivered. Where the KTM and Pulsar are rather peaky, the Honda pulls easily and smoothly in any gear, at any rpm. And while that may not reflect directly in the in-gear roll-on comparison we’ve chosen, where the two streetfighters are a bit quicker thanks to their shorter gearing and revvy engines, the CBR can pull a lot harder and more importantly a lot longer in each gear.

How quick you can move forward is pointless if you can’t shed all that speed quickly enough. And this is where the CBR’s party piece really comes into play. Thanks to the power of the Combined ABS system, the bike can literally stop on a dime. And even though in our figures, the KTM has stopped a little shorter thanks to its lower weight, that difference boils down to the ability of our bike road tester. But on an average, the CBR will stop better, safely and consistently on any sort of road surface, without you needing the exceptional motorcycling skills of a Varad More.

Why the CBR 250?

Phenomenal performance with extremely friendly power delivery from that gem of an engine, a full fairing that cleaves through the air with ease and the power of anti-lock brakes for exceptional stopping power.

Tipsy-turvy

It’s one thing for a performance bike to go and stop quickly, but that’s just half the story. To see the complete picture, you also have to take into account how well it handles through the bends. Let’s get one thing immediately out of the way – the CBR, which by no means is a bad handler, is very softly set up and definitely seems to be more suited to long distance sport touring rather than corner carving. Quick changes of direction are simply not the Honda’s forte. So that just leaves this as a two-horse race between the KTM and the Pulsar.

The baby Duke, when it arrived earlier this year, completely blew our minds, and the competition out of the water, with the way it tackles the twisty stuff. The ultra light, mass centralised design makes the KTM a very nimble handler, while at the same time, keeps it fairly planted through the corners as well. To put it simply, it is simply phenomenal. But, and this is a big, round one at that, the Pulsar simply does it better. The Pulsar’s narrow twin spar perimeter frame endows the bike with much better dynamics, with the right amount of rigidity and flexibility to tackle almost any sort of cornering shenanigans one can think of. So much so, that it wouldn’t be a far stretch of imagination to call the Pulsar 200NS one of, if not the best handling bikes in the country, rivalling even the venerable Yamaha R15 in its cornering prowess.

The KTM comes a close second though. A part of the problem lies in the fact that, with 150-section rubber at the rear, which is even wider than that on the CBR, the Duke really is over-tyred. The wide contact patch of that tyre makes the turn-ins not as sharp, and it also makes it a little tricky to handle over loose surfaces. The flickability advantage that the Pulsar enjoys also comes from the bike being a little bit taller, with the rider sitting a little higher as well, which raises the centre of gravity making it that much easier to tip into turns.

Why the Pulsar 200NS

Supremely capable chassis sporting a perimeter frame combined with all the right elements such as the wide handlebars and tallish riding position makes it one of the best handling bikes in the market today.

Bang for your buck

On paper at least, the CBR makes the most power, with the KTM following on its heels in second and the Pulsar a little lower down in third position. But performance isn’t purely a function of power, but more a combination of power and weight. That’s where the power-to-weight ratio comes into the picture, which with a kerb weight of just 136kg, the KTM 200 Duke tops the charts at 183.8PS/tonne. And this changes the dynamics of the comparison a little. Comparing the value-for- money aspects of these bikes, we thought it made the most sense to see how much performance you get for your money, rather than just compare features for price. Let’s face it - these are performance bikes. Whether one sports an all-digital console or split handlebars is really irrelevant. And since power-to-weight is the best benchmark for performance, here we check how much power-to-weight each bike offers per rupee (or lakh of rupees).

Why the Pulsar 200NS?

Competitive performance at a price that blows the competition out of the water - the 200NS is a proposition that you simply cannot ignore.

The last word

By now we’ve established that the KTM 200 Duke is the best looking, the Honda CBR 250R offers the best outright performance while the Bajaj Pulsar 200NS is the best handler. When you factor in the final test, that is, which bike gives you the most bang for your buck, the Pulsar is once again the clear winner. So, on paper at least, the Pulsar is the winner of this comparison. Being diplomatic about the matter, it would be pertinent to explain that every bike has its strengths and weaknesses. If covering hundreds of kilometres of highways and B-roads at one go is your thing, if you want a bike that can cruise at ton-up figures all day long without breaking a sweat, or your back, then of course it doesn’t get better than the CBR.

The KTM on the other hand offers pure hooligan thrills. Its revvy engine sounds absolutely bonkers and offers the kind of instant acceleration that was once only the realm of two-strokers. Combined with its low mass, perfect weight distribution and aggressive posture it's the perfect wheelie machine. And to top it off, the build quality on the bike is simply phenomenal, far exceeding that of the Pulsar and even the CBR for that matter. The Pulsar’s strong suit is of course its handling prowess. And true to its genealogy, it pretty much redefines the notion of ‘power to the people’, offering oodles of performance at a price point that, at less than half the CBR’s, is absolutely unbeatable.

We can go on all day about how each of these motorcycles is quite impressive in its own right. But to hell with political correctness! While it is true that you won’t be unhappy choosing any one of these bike, the one that we’ll go with has to be the Pulsar. It really does offer the best of all worlds, and is quite literally the most fun to ride in every imaginable condition. And when you consider that all of this can by yours for well under a lakh of rupees, how can the verdict swing in any direction other than the Pulsar’s?

(http://www.zigwheels.com/reviews-advice/shootouts/honda-cbr250r-vs-ktm-duke-200-vs-bajaj-pulsar-200ns-comparison/14867/)

Discover 125 ST Review - Trendz @ Throttlers

Its a fact that we Indians are tired of 7 HP commuters! They felt more like a bicycle with bigger tires. (or may be like a tiny electric scooter?)This may be one reason why many had to stretch to 150cc segment. However performance never had an upper hand over efficiency in this mass commuter segment.

Finally, it is changing. Something acceptably powerful has shown up. Indian 125s typically generate something between 9 and 11 PS. Discover 125

ST’s got two more. It is very much ride-able now. May be India’s first modern four stroke 125 that can do a true ton? ST stands for Sports Touring.
This one is neither sport nor tourer, for those who knows bikes! Nevertheless, it communicates something to the targeted commuting customer. This helps to announce that this bike is special.

ST may be more of an insert so that they can sell the old Discover in parallel. Yes this is not a replacement for the old Discover 125 yet.

Lets checkout how the new generation commuter looks like.

Design and Styling

The new discover is in no way radical or special in the case of design. It’s a bit different and minimal. No fancy bikini fairing, no embossed logo on tank. It’s a good sign that Bajaj has decided to keep this brand just for commuters. There are more hints, we will discuss that later.

Unlike Hero and Honda (Igniter and Stunner) Bajaj still reserves the serious tasks for the pulsars. If you want a 125 cc bike that has some fairing and detailed styling, and you are not bothered about performance, new Discover 125 is not your bike.

Tank gets a new design, very different from last generation discover. Tail lamp is also very different in design compared to anything existing in industry. New Alloy Wheels are refreshing.

Equipment and Engineering

125 ST is a nice package all together. Full DC set-up is a welcome thing. Commuters are not expected to be revved up all the time. With DC this will have consistent illumination irrespective of engine speed.(You need not red-line it to see the pot-holes on a village road).

Instrumentation is rather simple with minimal details. No tacho!(so drawing a clear line between the commuter discover and the pulsar line-up). All analog console has a Speedo, odo and trip meter. Fuel gauge is large. All clocks are clear and readable.This is definitely not the most modern unit out there.

Switchgear is not as well built as the pulsar’s. Not bad for the class but definitely can be improves. Low/ High beam button had a considerable gap with the housing that can allow water seepage in heavy rain.

Features includes a pass switch (something Honda forgot on their premium 150cc bike) and all regular switches. Boxy switches are not ergonomically good. Spending some more time on this for designing will definitely help. When you call a bike Sports Tourer  you need to provide switches that will not hurt on a longer ride. Purpose of the bike should be in mind before you start designing/engineering it.I am not saying that its all bad for a 125cc commuter. Its definitely decent. But far from something made for a tourer.

Mirrors are large and have some design details. Very functional RVMs , thumps-up for that. Rear grab rail is simple and usable unlike the two piece ones.

Suspension setup is very mature for this class. A first in class mono-shock with piggy back at rear, a red unit that looks bold too. A rigid and strong box section swing-arm completes a nice chassis.

The Discover 125 ST has exposed O-ring chain. Though its modern and allows wait saving, it requires more attention from the user. One needs to clean and lube it occasionally.(That is part and parcel of biking my friend, do it at home)

Hero is still reluctant to try such a set-up even on their flagship machine. Sometimes it makes sense for a commuter since it requires less attention (expected from a novice 100 cc bike user).Indian consumer is lucky if the sales men are not starting to project the chain box as a plusfeature on some 100 cc bikes. This will push the market 20 years back.

200mm petal disc at front functions reasonably well.A 240mm rotor could have been better considering the performance this bike packs. Remember that rear is still a 130mm drum. Don’t be hard on it or you will easily lock it up.

Build quality has definitely gone up for Bajaj. Under seat welding quality will tell the story.
After all this hard work, Bajaj’s assembly line is very tired. So they want the customer to pull the nut rubber cover down as soon as he buys one!!

Engine, Performance and Ride

This motor is definitely different in its class. With class leading power of 13 PS, It can reach a true 100 kmph unlike most 125 cc bikes in the country. Probably first four valve unit in segment.

There are people arguing that more number of spark plugs are a myth but it definitely helps to achieve optimal combustion and this results inbig numbers in efficiency department, 60 – 65 kmpl is fantastic for a bike of this caliber. This combustion helps in easy adherence to emission normstoo. We recommend being as less polluting as possible. (Think before you modify your exhaust port and anything beyond that on any bike, be eco friendly, please don’t throw off your cat-con )

5 -Speed transmission felt well sorted and precise.There were no false neutrals. However they are not as silky as some of the best boxes out there.
Corrugated fins are a very new thing in our market. It helps in faster cooling. So better sustained performance.

Engine is visibly more powerful than other bikes in the class. It pulls decently even with pillion. In fact this light bike can give a fight tosome 150 cc bikes (just like we have seen with P135). Vibration levels are very much in acceptable range. After an initial bump(a tiny one) in the toque curve, most commuters fades off. This is not that sort of motor. This one has a decent response even when you try to milk the max at reasonably high RPMs for a commuter.

All 125s in the country including the stylish Ignitor and Stunner are no match for this motor in terms of on-tarmac performance.

With a rigid frame and a thick box section swing-arm , 125 ST is acceptably rigid. Handles very well. Narrow hard compound rubber however is alet down. Not much to worry in day today commuting usage. But for the corners, you better get a set of nicer tires.
Neutral steering and lightness(124.5kg) makes 125 ST an agile tools for the city.

So should I buy?

Nice question that is. It depends on your requirements. If You are looking for a semi faired stylish looking bike, and you don’t like pure naked styling, well you may have to settle for something else.
What Discover 125 ST has on offer is a very potent motor with class leading power and a nice chassis with modern suspension bits like monoshock.

A modern looking simple naked commuter which is powerful and fuel efficient at same time. Need a commuter that does not feels liken electric scooter, pick this up. You can even use it for short (I mean short) weekend touring as well.

(http://throttlers.net/ride/2013/02/02/discover-125-st-at-last-a-commuter-that-can-pull/)