XCD Sprint or Flame

An interesting result from the XCD SPrint vs Flame poll - the Sprint, even though hasn't hit showrooms seems to have caught the majorities fancy.

Now, i haven't ridden the bike as it is still not out, but on paper with its 12+ bhp figures and striking styling it does promise to hold some potential. And given Bajaj's outlook - it won't be expensive either.

But, now there's a new kid on the block - the Honda CBF Stunner. it, of course, doesn't have the power and toqure figures on paaper to challenge the Bajaj, but as we have seen in the past, paaper tigers sometimes get left behind in the real world.

Will have a comparison as soon as the bike hits the road, bu till then if you are looking to buy a sporty 125, the Gladiator and the CBF surely deserve a look in.

Will also have the CBF review soon...

Honda CBF Stunner

Now, it’s not exactly as I expected it to be, is the new 125 from Honda, the CBF Stunner – 11bhp, 11Nm of torque, hydraulic shocks, analog meters and regular lamps.

But where it does leave the rest of the 125s behind is in the styling stakes – it does look like a more modern Karizma really with its half front faring et al. it also gets tubeless tyres and split seats.

It is what Honda calls a sporty 125 designed to appeal to the boys in their late teens – so it gets rearset footpegs and a toe-only gear shifter. One of my colleagues rode the bike and said it doesn’t feel as fast as Honda quotes it to be - 0-60kmph in 5.2 seconds. He also mentioned it should compare well with the Gladiator in terms of performance, ride as well as handling.

More on the bike is a weeks time.. till then here are the specs from the bike’s brochure.

Pricey R15!

It’s getting to be a R15 blog this!!! But then, it’s also the most exciting bike to hit our side of the world in a long time, so please bear with me…

Just read and confirmed that the R15 will cost almost a lakh rupees! I honestly never thought the ‘1,00,000’ figure would feel so daunting, but it is. I was almost sure, without having even ridden it that I would buy one.
But now… I am not sure. But the thing is, even with such a huge price, I haven’t completely written it off; I am still considering it. And I am sure, once I ride it, if the R15 even comes close to my expectations, I will surely buy it!
And I am praying that it does, because as much as my weak memory permits me, I can’t think of any other bike which has raised such aspiration and got the butterflies in my tummy going hysterical, like the R15.
Sure, there have been more powerful, better looking and better performing motorcycles before. But, all have most certainly been out of bounds, for their price, of course.
But the R15, even with such a gargantuan of an Rs 1 lakh price tag, seems manageable; it is a huge stretch of course, but still feels attainable all the same. And that’s down to the motorcycle fluid running along my bloodstream more than anything else. Right now, feeding my dog, child or even my wife (and indulging her), isn’t even on my mind!
But, ‘how do I get the Rs lakh – personal loan, auto loan, call dad, rob’ certainly is.
Another question that’s haunting my mind, is how many will Yamaha sell? Not many would be my bet. But few others think, thanks to the R15 being a one of its kind product, it will find a lot of takers.
So I quizzed them about the RTR coming in with race kits, and packing in almost the same horsepower ratings? And the answer: “It doesn’t have the styling or the road presence of the R15, and such bikes sell on styling.” ????
A pot of rubbish, I think.
I should be riding the bike in a few weeks time. And then, I am sure, will begin a mad rush to get my finances in order.

Get yours too, just in case…

The results are in…

You guys have spoken! And the R15 will debut soon enough (sometime next month) for us to see how closely our demands have been met. Have sent the poll results to Yamaha as well.
Now, for those who are new to the blog, or did not bother with how the polls progressed – here’s the snap shot…

Almost 150 of you voted, which I am told is a decent size for a survey!

It was asked how much power should the R15 make for your to consider it?
And… 11% said, 16bhp is good, while 18% thought 18bhp was a decent figure, and 25% of you consider 20bhp to be the right figure to go along with a bike which is being touted as the sportiest ever on Indian roads.
However, an overwhelming 44% of you want the bike to make 22bhp! And, I wish the same!

But, I have now learnt the bike would make somewhere in the region on 18bhp. These are well placed rumours, but rumours nonetheless.

So we still might hope!!

It was also asked, how much would you pay for the bike?
And no surprise here either – we want the maximum bang for our buck – so we want the latest technology, the maximum power, but also, want to pay the least amount of money for it!
As the poll reveals – only 1 tiny per cent of you would buy the bike if it were priced over a lakh, and 9% of you would consider it, if were on the Rs 1 lakh threshold. Also, 9% of you won’t consider the bike at all!

Is it that you want a sportier bike, or did the R15 put you off in anyway – I’d certainly like to know.

But, an enormous 80% of you would buy the R15, if the bike were priced around the Rs 90,000 mark. And there might be good news, the same rumour mill tells me, Yamaha is working to ge the ex-showroom price around the Rs 80,000-85,000 mark. If, the company does manage to do that, I think the bike will find a lot of takers!


Hope you guys enjoyed voting as much as I enjoyed looking at the results. More coming up, on a plethora of subjects…

Flame vs Gladiator

Promised you the Gladiator vs Flame shootout – so here it is…

Put the Flame and Gladiator side-by-side, and it’s difficult not to fancy the Flame - it’s sharp, well-proportioned, and has more road presence than the Yamaha. But, that’s not completely surprising given the latter is now an old design. Yamaha has, of course, tweaked the front fairing, strapped on an engine cowl and garnished the bike with aluminium and aluminium-looking inserts all over to spice things up, but, it still isn’t as alluring as the Flame.
The latter also gets an intelligent lockable cubby hole which is part of the fuel tank and can hold your wallet, gloves, and even a small water bottle. The tank knee recesses are deep and usable for riders of all heights as well. And then there’s the part analog, part digital instrument binnacle which besides looking good, especially at night, also reads out information on time, fuel level, instantaneous fuel consumption and service due among others.
The Gladiator isn’t as elaborate. But to its credit, it boasts of better, more comfortable ergonomics, a tachometer and an engine kill switch.

More importantly, though, the Gladiator gets a better drivetrain. It makes more power and torque. And though the difference isn’t significant, with the same being reflected in the spec sheet, it gets a five speed gearbox, and is more refined than the Flame too. Touch 70kmph and the Flame breaks into a frantic, noisy dance of vibrations, while the Gladiator is calmer, poised and has that fifth gear in reserve to smoothen things out further.

These apart, it is amazing how close these bikes are in every other respect, handling in particular. In the city, both bikes are brilliantly easy to ride feeling light and flickable at slower speeds; the Gladiator more so thanks to its better riding position. Around fast flowing bends it’s a similar story; both the Flame and Gladiator offer just the right chassis and suspension stiffness making corner carving fun and predictable. However, the Yamaha does manage to pull a slight advantage through a lengthy sequence of corners courtesy better brakes and sharper steering geometry.

Overall then, the bikes are pretty evenly matched. But, it’s the Gladiator that feels better to ride, and even though it isn’t styled as well as the Flame and lacks the digital console and the cubby hole, it still gets my vote. And to make the deal sweeter, at Rs 44,380 ex-showroom in Delhi, it’s also a tad cheaper to buy than the Flame.

Specs
TVS Flame Yamaha Gladiator Type SS
Engine
Engine capacity: 125cc 125cc
Max power: 10.5bhp 11bhp
Max torque: 10Nm 10.5Nm
Gearbox: 4-speed 5-speed
Performance
0-60kmph: 6.64s 6.66s
0-80kmph: 12.47s 12.45s
0-100kmph: 30.42s 30.64s
Top speed: 101.7kmph 102.4kmph
Price: Rs 45,990 Rs 44,380

Help needed!!!

Ok, here’s the thing…
I am interested in knowing what exactly would a motorcycling enthusiast like you, want to see on tele in an auto show; for bikes, of course.
But, before I get into the details, let me share with you where I am coming from - I have been part of an auto show for almost two months now, and have a done few bike stories on the show as well. As there’s very limited time, four maybe five minutes for a story, it’ impossible to talk about everything.
So, I’d like you to tell me what I should focus on in the future.
To make things simpler, I am listing a few aspects and would like you to rate these in terms of what you’d like to see, hear and know.

Want to know about…
1- features
2- engine specs
3- performance
4- ride & handling
5- pricing
6- competition
7- and whether you ought to buy it or not.

Want to see more of…
1- more stills showing all angles and various details of the bike
2- tracking shots (moving shots taken from a car ahead or behind: these mostly lack drama)
3- Passing shots (camera is stationary,while the bike comes from a distance and zooms past)
4- Cornering shots

Want to hear about…
1- More of me talking into the camera
2- More of bike shots with a person talking about the bike in the background – in tele terms it’s called voice over or VO in short.

I am really hoping, I’ll get some feedback here. Will also put a poll for it soon.
Thanks for your time.
Cheers,
RPM

TVS Flame road test

I don’t quite like the Flame ad, because plainly, I don’t quite understand it. But, it isn’t me all the way. You see, when a motorcycle advert shows a guy racing through twisty roads on a bike, being hunted down by a women coming down a parachute, for a date, there’s something seriously wrong somewhere. And then to learn from a company insider that the bike and the advert, both are targeted at the self employed lot; well, it just leaves me tragically confused.
Thankfully, the bike herself isn’t as confusing.
She is brilliantly styled: the fuel tank along with those ‘delta’ styled side flanks with turn indicators incorporated, adds a sense of occasion to the Flame’s presence. She does get an alien like face though, which when viewed head-on looks good, but otherwise fails to gel with the overall design.
Having said that, besides the tank, the rest of the design isn’t as gorgeous; it’s nice of course, but it’s more regular than outstanding. The clocks are part analog (for the speedo), part digital (for everything else), like on the XCD. It’s much better executed though – looks more up-market, is easier to read and has a yellow hue to it as well.
Get on board, and you aren’t really sure what the designer and engineers set out to do. The racy styling notwithstanding, they wanted to make this a smarter commuter, now that I am sure off, but an uncomfortable one? Don’t think so!
It’s, therefore, a case of the ergonomics going bad – the handlebar and the footpegs are set low, and the latter are set too far forward as well. The only thing that seems in the right place then, is the seat. And the complete ergo comes across as if it were meant for a long legged masochist.
To the designers’ credit, they did think of a lockable cubby hole as part of the tank. It’s not big enough for a lot of things, but will house your cell phone, wallet, and even a tiny water bottle (200ml or something). Neat touch. But, it has robbed the tank of its fuel capacity all the same, which is now down to just 7.5 litres.

Thankfully, there’s nothing embarrassing about the bike’s cycle parts. The Flame uses a single downtube chassis suspended on the customary telescopic forks up front, but at the rear, in come gas charged dampers to offer a better compromise between good handling and cosseting ride.
And the Flame delivers: the handling is predictable and relatively sharp. She also has a good turn in, a must really, if she is going to be ridden aggressively. And the tyres offer good grip too. The bike does have a longish wheelbase for a 125 and as a result it blossoms in a straight line. Ride too is comforting.
The performance from the all new 125cc engine, developed with the help of AVL of Austria could have been better though. The single spark plug, three valve head – two for intake and one for exhaust- layout develops 10bhp and 10Nm of torque, which is pretty much the same as the most powerful 125 currently, the Gladiator. The Flame also uses a trick carburettor to feed the intake valves – with the throttle partially open, the carb only feeds one valve, through its single open tract. Wring the throttle open further, and the second tract comes into play and the juice is now being feed into the combustion chamber through both valves.
The idea here is to save fuel in the initial stages, and then pump in more air and fuel when the rider wants to up the pace. However, the theory hasn’t really translated all that well in the real world – the bottom end isn’t great, and there’s nothing to grin about the Flame’s top speed either.
To add insult to the wound, the engine is harsh as well, and the well-shifting gearbox has only four gears, limiting the engine’s flexibility.

The Flame then is a good attempt by TVS – she is brilliantly and thoughtfully styled, rides and handles very well too, but is she really worth going for? Well, if you base your buying decision on how the machine looks, and what the world thinks of it; buy it, now!
But if you are slightly sensible, wait for another week, cause the Gladiator vs Flame comparo is round the corner…

Specs
Engine
Capacity: 124.8cc
Max power: 10.5bhp
Max torque: 10Nm
Gearbox: 4-speed
Performance
0-60kmph: 6.64s
0-80kmph: 12.47s
0-100kmph: 30.42s
0-400m: 21.37s
Top speed: 101.68
Cycle parts
Chassis: Single downtube rectangular cross section
Suspension F: Telescopic forks
Suspension R: Coil springs and gas charged dampers
Brakes F: 240mm disc
Brakes R: 130mm drum
Tyres F&R: 2.75 x 18” & 3.00 x 18”
Price: Rs 45,990 ex-showroom

Where have all the riding roads gone?

I am not completely pleased with all this road development that’s been happening. It’s adding to such monotony. Imagine, negotiating never-ending stretches of arrow straight roads, with just the road markings and the odd stray dog to keep him company. It’s scary, I know!
Cause riding, as the adage goes, is about the journey and not the destination. The journey therefore, needs to have a potent mix of flat-out straight stretches to open up the bike’s lungs and of course, winding roads, with the latter dominating the mix.
Bikers need roads with corners. Roads where we can put our bikes down scraping footpegs, and even the odd knee. Roads that need us to continuously work the bike’s handlebar to make the bends successfully, one after the other, in quick succession. Roads, where there is a hint of danger lurking behind every cliff, crest or trough; the danger of going into oncoming traffic or going off the edge if we were to overdo it. Roads, which are involving but more importantly, intoxicating.
Sadly, such roads are fast disappearing as the development authorities go about their road widening work with vigour; changing great, enthralling roads into safe and comfortable but equally boring means of commute.
Was riding in Maharastra the other day, a road I have ridden on for years. And when you spend a lot of time on the same stretch of road, no matter the distance, you tend to have your favourite sections. I had mine too. But to my horror, the road widening work had taken away my much-loved corners, blasted them into tedious straights!
This isn’t just a one off instance. I am sure the Golden Quadrilateral has taken a few great riding roads away, and so have the North-South and East-West corridors.
This fascination with road expansion, reminds me of the cartoon movie Cars, wherein part of the old Route 66 leading to the sleepy town of Radiator Springs which promised excitement and charm in the way it wrapped itself around the hills, is left abandoned in favour of an eight-laned motorway. But as it happens in all good family movies, the road is back in action thanks to one Mr Lightening McQueen.
However, in the real world, our great biking roads are going away forever. Bikers now need to travel further each year to enjoy riding. There are a handful of good sections around Delhi I am told, the road to Simla is one, then there’s one leading up to Shivpuri and beyond. But these are a long way off, and a long way off through painfully boring roads.
I do have a humble request: please somebody help me out with some good riding roads in this part of the world – in and around Delhi!!!

Where are the P150 and P200?

Is it me, or have you noticed it as well; the P150 and the P200 are very conveniently missing in the latest Pulsar advert – Pulsar mania!

Now, with the Discover 150 set for launch this year, there was a thought that the P150 would be axed. And Pulsars would only be focused on performance biking. So you will have the P180, 200, 220 etc catering to the enthusiast while the XCD and Discover brands would look after the commuting segment.

The point of the Pulsars focusing on performance biking is of course true, but while I still ponder about why the P200 is missing from the advert, I have figured something out about the P150.

The P150, chances are would not be killed after all. Here’s what might happen – the P150 would be completely revamped. It will get new styling, sportier ergonomics (like the Apache RTR – rearset footpegs, lowered handlebars etc), and a more powerful four-valve single cylinder engine. Moreover, the bike might also get a monoshock. Now, I am not completely sure about the last bit, but I think it’s possible, especially with Endurance, Bajaj’s suspension supplier already having prepared and submitted a gas charged, continuously variable monoshock to the company.

Pricing, needless to say will go up!

It’s a brilliant move, no doubt. But, my only worry is whether Bajaj will be able to make the bike handle well or not. I am not a fan of the way the current P150 handles – it’s a little soft and flexy. The P180 isn’t anything great either, and the P200, well, being so front heavy, she’s dreadful!

The light at the end of the tunnel though is the P220. The biggest of the Pulsars has the right weight bias, is correctly sprung and the chassis leaves very little to complaint about, given her conservative performance.

My take – I hope Bajaj does a sporty 150, and gives her the customary innovative and exhaustive features list, the customary breathtaking styling, and yes, the customary brilliant adverts!

Yamaha Gladiator SS review

Yamaha will finally deliver on its promise – the promise of a performance motorcycle to please us, the enthusiast. But before the R15 and the FZ150 reach showrooms sometime during Diwali, it has introduced yet another variant of the Gladiator, the type SS. here's what i think about her, after having spent two days with the bike...

Changes have been made to the styling. The front fairing witnesses a slight tweak with the addition of a false air intake scoop, besides being lowered to add to the stance. Much like Bajaj did with the Pulsars. She also gets a new front fender with raised sides in addition to a dual paint job, a belly pan, black matt end can, and of course a new stickering job.

Yamaha has incorporated a few other features – there’s brushed aluminium like handlebar ends and a T-clamp, aluminium retractable footpegs (the ones on the front are spring loaded as well), and a self lubricating o-chain. The spring loaded front footpegs come in handy when you scrape the pegs. These fold in instead of digging into the road and preventing a sort of highside if you like. Being spring loaded means; it saves you the effort of pushing them out again.
However, not everything is good – the downmarket fuel cap still remains which ideally should have been replaced with an aircraft type flush fitting cap. And the T-clamp makes using the handlebar lock difficult.

Ergonomics have been altered with the footpegs being pushed back but very slightly, and the handlebar is now set lower than the standard Gladiator. The bike also gets just a toe gear shifter, again to lend the bike a sporty riding feel. But, to really appreciate the ‘only-toe-shifter’, the pegs needed to be set further back, for the sporty feel that Yamaha is talking about to come out clearly.

The engine and gearbox meanwhile continue unchanged. The 125cc air-cooled single cylinder unit develops a max power of 11bhp and a max torque of 10.4Nm The latter though peaks at the far end of the mid range, unlike the bike’s competition which boast of similar torque lower down the rev range. However, being the only 125 with a five speed box, Yamaha has managed to use the gear ratios well to lend the Gladiator reasonable driveability. It’s a great shifting box too – precise, well weighted, and with the light clutch, makes riding around town a breeze. Our only complain if any with the drivetrain is that the engine needed to be a lot more refined, and the exhaust note, sporty.

As for the performance, thanks to a freer flowing air filter, the performance is up a notch. It’s not blistering of course, but the improvement is evident.

The cycle parts including the diamond frame chassis, suspension (telescopic forks upfront and hydraulic dampers with coil springs at the rear) have been carried over as well, and all the better for that, cause the Gladiator does boast of class leading ride and handling compromise.
The ride is a bit firm but plaint, while the handling is of a different order all together. The bike’s weight bias along with generous amounts of feedback returned via the tyres, handlebar and the chassis make corner carving, fun and addictive. Straight line stability again is good but given the chassis’ potency a little more performance would have been more than welcome.

The Gladiator type SS is a fun bike to ride. And now it looks the part too. But if you can hold on, the 12bhp plus XCD Sprint might be a good option too, at least if she finally looks the way she did at the Expo.

Specifications

Yamaha Gladiator Type SS

Engine: 123.7cc
Max power: 11bhp @ 7500rpm
Max torque: 10.4Nm @ 6500rpm
0-60kmph: 6.6s
0-100kmph: 30.3s
Top Speed: 103kmph
Fuel efficiency: 60-65kmpl

Honda Aviator - review

Honda is looking beyond the Activa. And that’s where the Aviator comes in - to fit in as the perfect replacement for the company’s best seller. But, Honda isn’t saying that as yet, not with the Activa still garnering tremendous sales, of course!

The Aviator meanwhile is a stark departure from the Activa in the way she looks. She is a lot more contemporary, and though it takes time for the styling to grow on you, it is anything but dreadful. In fact, the lines are pretty soft and pleasing. But for a scooter that’s targeted at men (according to Honda’s presentations), the Aviator could have done will a little more muscle and oomph.
Honda has nonetheless increased the seat height (by 30mm) and changed the seat’s contours to suit the average man. She also boasts of huge underseat storage (22 litres) that can comfortably hold a large full face helmet.

Changes have been made to the 100cc engine as well compared to the Activa. Even though the power and torque figures have not changed, the Aviator still manages to return a peppier feel. That’s down to a weight loss of almost 8kg courtesy good use of plastic and metal for the scooter’s body. An example is the construction of the front apron - the sides of it which are subjected to suffer most under a fall are of metal, while the central part is made of plastic.
The change in the power and torque curves has helped too, to add that extra zing to the Aviator’s performance. The scooter is quicker than the Activa to 60kmph, and offers better driveability too.

The most significant difference though is in cycle parts. The tubular underbone chassis again is similar to the one on the Activa but has been subjected to minor changes. There’s nothing minor about the change in the suspension of the Aviator compared to the Activa though. The former now uses telescopic forks upfront instead of the basic leading link suspension. The end result is better stability over bumps, and around corners, but most importantly, the ride quality has improved drastically. Straight line stability has improved as well but not without the helping hand of the increased wheelbase (up by 20mm over the Activa).
Honda is also offering a front disc as optional on the scooter; a must buy feature really, cause for the feel, progression and bite a disc offers, drum just feels too rudimentary.

Aviator is a good option for short commutes then. She generally never feels out of place unless you hit a long open stretch of road. And in the everyday hustle bustle of traffic, pot holed laid roads and mandatory helmet rules; the Aviator offers just the solutions one would need. She is a little expensive of course for the disc version retailing at Rs 45,500 on the road (OTR) in Delhi, but given the proven engine, good build quality and the resale Hondas command, it certainly seems worth it.

Specs

Engine
Engine capacity: 102cc
Max power: 7bhp
Max torque: 7.8Nm

Chassis
Frame: Tubular underbone
Suspension F: Telescopic forks
Suspension R: Monoshock
Tyre F: 90/90-12”
Tyre R: 3.50-10”
Brakes F&R: 190mm disc

& 130mm drum
Fuel tank: 6 litres

Cost
Price: Rs 45,500 OTR, Delhi

Flame now with single spark plug!

Read about it Economic Times – TVS is now all set to launch the Flame with a single spark plug!
I guess the company could not have waited too long, especially with their sales dropping month-on-month.
The question then is – is the Flame using the old engine or has the company plonked in a new unit there?
The engine in question continues to be the same three-valve single cylinder unit with the same trick carb. Now, details on the revised horsepower and torque ratings are not available, but someone tells me, the spec will remain identical. A minor change will of course be made to the engine’s tumble flow characteristic for the single spark plug design. Also, the spark plug employed will be one with a stronger spark to compensate for the loss of the other plug. Most likely, the Flame will get the Apache RTR’s spark plug!
Expect the bike to be in showrooms by end of March sometime. Also expect to read its test on this blog during the same time.

Hunk needed to do more

Just tested the Hunk recently, and also pitched it against the Pulsar. And that I was disappointed with the Hunk would be an understatement. Now don’t get me wrong, the Hunk a good bike – it looks fabulous, and even though it doesn’t come with the fancy add ons like the digital console and the LED tail lamps, one doesn’t mind too much.
The Hunk’s also better endowed dynamically; it goes around bends with precision and stability that’s seriously missing on the Pulsar. The Pulsar wallows and flexes through same bends at slower speeds.
But overall, considering performance, engine, ride quality etc, the Hunk isn’t miles ahead of the competition, in fact it lags behind in a lot of aspects. And if I were to give a verdict, it would be a tie; for the price conscious buyer too - the Pulsar returns better fuel efficiency but is more expensive than the Hunk.
The point I am trying to make here is, when a new product sees the light of day, it ought to take the game by the scruff of its neck and move it ahead instead of playing catch up. Outperforming the competition in just one or two aspects is worth nothing really.
A new product should set new benchmarks, and in every respect. Every iteration ought to count, cause if that does not happen the Indian motorcycling isn’t going anywhere.
I am not a Bajaj fan in this regard either. I mean it has gone through countless iterations of the Pulsar, and yes the final one is better then the first, but by how much. The Pulsar is still found lacking in areas it always lacked; be it on the limit handling or the vague, irritating gearbox.
Today, if I want to buy a motorcycle, there’s nothing that I would settle for without a big crib. And that’s not a life I want…

Hunk vs P150

The USP of the Hunk is its styling. From the rakish bikini front, to the gorgeous and at the same time muscularly flanked tank, to a two tone sporty tail, and of course superbike reminiscent rear mud guard, it is comfortably the better styled of the two.
The Pulsar on the other hand scores for its add-ons – it sports perceived value features like LCD instrumentation, LED tail lamps and backlit switchgear, all of which is found wanting on the Hunk. The gadgetry however, does not take away the fact that the Pulsar, even after its numerous and timely revisions throughout its lifecycle, now looks jaded in this company.
It falls behind on the ergonomics front too, thanks mainly to the lack of usable recesses on the fuel tank. It’s also more cramped of the two bikes on test. The Hunk though with its deep recesses provides good grip for the rider’s knees. Moreover, with its good balance of sporty but comfortable riding posture with a wide handlebar and rearset footpegs, compared to the Pulsar’s more upright seating and footpegs-pushed-forward commuter centric stance, the Hunk is better suited for both short city stints and long highway jaunts.

The Hunk outdoes the Pulsar in the dynamics department as well. It handles with precision and sharpness found missing on the Pulsar. Too boot, the Hero Honda keeps its composure when flicked left and right with aggression through corners or while coming on the brakes with force much to an enthusiast’s delight. It also infuses immense confidence in the rider. The Hunk uses a stiff diamond frame for a chassis suspended on telescopic forks at the front and gas charged dampers with coil springs at the rear.
The Pulsar employs similar cycle parts with the exception of the double cradle frame coming in for a chassis along with smaller 17 inch wheels. But the Bajaj unlike the Hunk is softly sprung. Additionally, its chassis is prone to flexing on the limit. As a result, when pushed hard around a bend, the bike wallows shifting the weight around unpredictably and causing all sorts of concerns for the rider mid corner. The soft setup does give Bajaj an advantage nonetheless; that of a back pampering plush ride over most road irregularities, which again, like the add-ons is much to the liking of the average Indian.

The two motorcycles meanwhile are evenly matched on the performance front. Both displace almost the same engine capacity, develop the same power and on the road are equally quick in a straight line with the Pulsar holding a slim advantage over the Hunk. Bajaj, with its twin spark plug and exhausTEC technology for the drivetrain also manages to return better fuel efficiency. It’s also the better sounding of the two bikes here.
We would have liked a better shifting gearbox to go along with the bike’s performance however. The five-speed constant mesh box lacks positive shifts and is prone to false neutrals. The Hero Honda box in comparison is better to use; its notchy but precise, and would rarely leave you hunting for a gear when most needed.

Verdict
The clientele of the 150cc segment can be broadly divided into two – one who is looking for a smarter, faster commuter (also the majority), and the other looking for a fun to ride motorcycle that satisfies his racy urges but not at too much of a premium.
If you fall into the first category, the choice is quite simple; pick the Pulsar. It’s not only the more fuel efficient of the two, its commuter friendly riding posture and plush ride should suit your easy-go needs well.
However, if you are an enthusiast, one who relishes riding, the Hunk’s a better bet. Its well-sorted ergonomics, more room, proved reliability and of course, class leading handling will certainly see you through the most adventurous outings. It’s also awesomely styled, and should therefore take care of the showing-off bit quite splendidly.

Spec box

Hero Honda Hunk Bajaj Pulsar 150 DTS-i
Engine: 149.2cc 149.01cc
Max power: 14.4bhp 14.09bhp
Max torque: 12.8Nm 11.7Nm
0-60kmph: 5.57s 5.55s
Top Speed: 109kmph 111kmph
Fuel efficiency: 52kmpl 55kmpl
Price: Rs 57,500 Rs 58,200

‘Horsepower or power-to-weight’ – we stand to benefit from both!

The R1 P-T-W is over 1000bhp/ton, while that of the P220 is a mere 133bhp/ton

The Indian motorcycling scene can’t stake claim as one that is horsepower driven. And you can see why - widely acknowledged as the sportiest bike in the country today, the P220, makes just 20bhp. Abroad, street bikes meant for daily commute make more than 150bhp. And bikes which are considered sporty, make 180bhp or thereabouts.
Yes, I agree, the average Indian is consumed with fuel efficiency and the average enthusiast with affordability. But even so, we are moving towards sub segments in classes which are focusing on performance. And the best way to convey performance, is, of course, talking horsepower.
TVS did so with the RTR – upping the capacity and the horsepower with of course an increase in price. It was essentially a way for the company to break clutter in the crowded segment where its own 150cc Apache was struggling to get noticed, but it did benefit the enthusiast.
Bajaj, with the XCD Sprint, has moved the horsepower game a segment lower. The bike promises 12.5bhp, different styling compared to the regular XCD, and will still play the affordability card.
The company had tried the same with the Discover 135, albeit moving up the capacity ladder. But the bike lacked exclusivity, thanks to the 112 and 125 styling identical to the most powerful of the Discover triplets. And exclusivity or the standout factor is a necessity for the buyer who is putting in the extra cash both upfront and in running costs, to make a statement, “I am not your everyday commuter, I am an indulgent biker, who relishes performance.”
Bhp is especially an important consideration when looking at premium offerings. But some believe upping the bhp isn’t the only solution, or distinguishing factor. If performance is what you seek, it can also be extracted by having a light bike – in other words better power-to-weight ratio.
Power-to-weight ratio is also considered a good measure of a bike’s accelerating abilities, and even its top end performance.
In the Indian context, targeting higher bhp/ton has another advantage – that of fuel efficiency. A lighter bike you see will inherently travel more kilometres to a litre.
It, of course, has its downsides, and the biggest would be in the communication area. The average Indian consumer understands bhp very well while the concept of bhp/ton, even among educated and informed bike buyers, is an alien one. It would consequently require a lot of effort on part of the bike maker to convince the average buyer of benefits of the power-to-weight notion.
Another big drawback would be the bike’s performance with the complete payload on board (payload for the uninitiated, is the load the bike can carry officially including both the rider and pillion and maybe some other stuff). The thing is, no bike maker is going to give the power-to-weight ratio of a bike considering the gross vehicle weight which is the kerb weight of the bike added to the payload it can haul).
So, the moment you have a pillion on board the whole equation suffers. Consider there’s an 80kg pillion perched at the rear of the bike, it naturally negates the weight advantage the bike enjoys. The weight you see is going up, while the power isn’t. And for a bike that weighs 120-130kg, 80kg is almost 40 per cent of the bike’s weight.
Needless to say, all the 0-60kmph claimed times are going to tumble. As will the riding experience on the whole, and while overtaking and negotiating ghats in particular.
Yamaha, we all know, will play the power-to-weight card for the R15 as it will weigh less in comparison to other 150s available today. And it will have a higher power output, maybe even 20bhp, if god and Yamaha are kind.
Naturally, it will claim the best power-to-weight figures, even better than bikes displacing higher capacities. It will, with the just the rider on board beat the latter lot in performance stakes as well.
A few other Indian bike makers intend joining this P-T-W party, and we could in probability see the results this year, or latest by the beginning of the next.
Whatever the route, one thing is for certain, bike makers are finally seeing sportiness in the true sense as a good business model, and that’s brilliant news for us, the Indian biking enthusiast.

“Style is no more a differentiator”

Style icons of a goneby era - the RD 350 & RX 100

A manufacturer said this to me recently. And I can see where he is coming from – with every new bike being styled so well, it alone cannot be the selling point. What he choose not to mention though, was how manufacturers are blatantly coping each other with the pretext that they are in reality following the on going design trends.
This, copying business isn’t a recent phenomenon though. Here’s a look at our past…
During the RD and RX days, round headlamps were in; the only difference was the varying diameter of the head lamp unit, and the intensity of the beam!
In the 90s, the Splendor came in and took India by storm. Manufacturers tried to break it, trying all sorts of things, including a different styling direction, but nothing worked, until everyone; be it for an entry-level 100 or a premium 150, gave in and slapped on a bikini fairing much like the Hero Honda. Bikes with bikinis soon became as common as flies in a sweet shop. The result was the advent of wild and absurd stickering jobs, all in a bid to stand out. The pioneer, of course, was and is, Hero Honda itself.
But giving the company its due, it did make half fairings popular with the Karizma, and at a time when this styling direction had returned fatal results – remember the LML Adreno or even the Kinetic GF Laser, both of which failed miserably at the market. Half fairings, courtesy Karizma, is today a signature of sorts for super premium bikes. Little surprise, Bajaj followed suit bolting one on, on its Pulsar 220.
The Indian two-wheeler creed mutates at a surprisingly alarming rate, and it ought to, to keep their noses ahead of each other. So, now the half faring theme has mutated into a bikini front and tank flanks or extensions (with dummy air scoops and side indicators at times) with the in between connection being done away adding more aggression to the styling. The flanks also help add to the bike’s girth where it matters.
Today you can see it on the Hunk, the XCD Sprint, as well as on the Flame & RTR FI.
Taking this a step further, bike makers are now bolting on a third piece around the engine and calling it aerodynamic belly pans and racy engine shrouds.
And as if all this information wasn’t too much to process, Yamaha has now showcased yet another styling direction with the unveiling of the R15, that of a fully faired theme. The concept isn’t completely new though, as bike customisers have used it for ages trying to ape big bikes. Manufacturers, have hitherto stayed away as it isn’t the most intelligent thing to do for bikes with air cooled engines. Maybe the R15’s success will spawn a breed of liquid cooled fully faired, high-revving pocket rockets for all of us to indulge in…
As for the big question, what is now going to be the differentiator - the R15 presents the answer to this one – technology, horsepower and exclusivity.

Tata Nano vs motorcycles

Here's another piece from Mail Today...

The potential customers for the Tata Nano are tipped to be the 5 lakh something Indians who put down their money on low priced (relatively of course) and fuel efficient motorcycles, and scooters each month. The general perception is - thanks to the lack of an affordable car on the market, two wheeler buyers chose the unsafe option of riding two wheels. But now that the Nano is here, things are set to change.
That, however, might not be the case. You see, it’s not as if the Indian bike buyer never had affordable options – after all, there have always been sub Rs 1 lakh cars available on the used car market. Sure, financing was an issue, as was the higher interest rates attracted by used cars, but options existed.
To understand why the two wheeler makers can continue to rest easy let’s first look at how the two wheeler circus works.
The two-wheeler arena is broadly segmented into motorcycles and scooters, with the former having the lion’s share (almost 70 %). Motorcycles are further classified depending on their price and power output into entry-level, executive, premium (or performance) and super premium segments. Majority of buyers purchasing premium and super premium bikes (read 150cc and above) do so for two main reasons – for the sheer pleasure of riding and second, they see their bikes as a social extension of themselves. Needless to say, the buyers here, mostly in the 18-30 year age bracket, aren’t looking at trading their rides for a cheap, sensible city car. They’d rather put their money down on a more upmarket used car to keep their standing intact.
As for the entry-level and executive bike (100cc offerings) buyer, price is the overriding decisive factor; then be it the purchase price or running costs or even EMI outgo. The dip in bike sales in the past year thanks to rising interest rates among other reasons stands testimony to the same.
The Nano meanwhile with its Rs 1,00,000 ex factory price is still 60 per cent more expensive to buy than an entry level two wheeler. Add to it higher recurring costs like fuel and maintenance bills, in addition to higher yearly insurance outgo, and over three to five years, the bike buyer is looking at a comparatively bigger dent in his bank balance.
But, I am in no way saying that Tata’s wonder car won’t sell; it will, but would probably be bought as the family’s second or third car; bought above all for the wives and mothers of city dwellers. The Nano would also make sense to buyers who have always wanted a car, but have found the monthly EMIs for even a M800 a tad high, and two-wheels, a dangerous proposition.A few bike buyers will buy the Nano too, but not as their daily commute vehicle (which will continue on our phenomenally fuel efficient and easy-to-ride motorcycles), but as the weekend dinner and movie car to safely haul the wife and kids in.

Bikes for 2008

Here's the link of a story carried in the Sunday edition of Mail Today (http://www.mailtoday.in/), a daily newspaper circulated in Delhi NCR. It talks about the bikes due in 2008. You can click on the 'you' section and then click on pages '14-15' & '16' to view the article.

Here's what it says btw...


The past year hasn’t been a great one for two- wheeler manufacturers. Sales growth, thanks to higher interest rates and stricter disbursement measures, continued to be negative year-on-year. But this year promises better prospects riding on new launches from almost every two-wheeler maker in the country. Here’s what’s in store for you.sprint to drive 125cc segment

Bajaj Auto unveiled two motorcycles and a scooter at the Auto Expo 2008. The Discover 150 DTS-i uses the drivetrain from the Pulsar 150, pumping out identical power and torque figures of 14bhp and 12.8Nm respectively. Design-wise, too, the bike is different from the earlier Discover, though the makeover isn’t all that great. The idea behind this launch is to ensure that Discover eventually replaces the Pulsar 150 and to move the Pulsar brand to a more performance-oriented nice.
The more important of the two bikes, though, is the XCD Sprint because the company is working hard to give the sporty 125cc bikes a distinct identity, rather than keeping them as wannabe 100cc offerings, which is also the reason why the segment hasn’t picked up. Extra engine capacity must lead to extra performance, so the new Sprint gets a 4-valve head, and although the engine capacity remains identical to that of the older XCD, the reworked engine now produces a max of 12bhp, which is a 3bhp increase. Bajaj has also sorted out the design deficiencies that plagued the older bike. The styling of Sprint is sharper and more contemporary, helped immensely by the bigger LED tail lamp and the new tank cladding. Expect to pay a premium for the new offering.
The scooter to watch is the Blade 125. Bajaj, as is well- known, hasn’t done too well in scooters after it shifted focus to motorcycling. The company is now banking on Blade, which is targeted at college-going male students, to stage a comeback. It has a 125cc engine with similar power and torque figures as the Sprint, but is coupled to a CVT. So, you can expect the performance and fuel efficiency of Blade to be a few notches below that of Sprint.
The surprise for the year, though, will be the all-new, 4-valve, single-cylinder, liquid-cooled 300cc Pulsar. The bike will kickstart yet another segment in performance biking. Expected to sport an exhaustive features list, it is tipped to set off the next wave in motorcycle styling. The bike will retail cheaper than the Kawasaki Ninja 250, which Bajaj will import and sell at its Probiking outlets.fuel-injected karizma soon?

Hero Honda, the largest player in the motorcycle arena, will continue to push its strategy of introducing refurbished models. A restyling job for its premium-end bike, the Karizma, is expected during the year with the possibility of a fuel-injected version making its debut as well. Needless to say, the fuel-injected variant will command a premium in the range of Rs 3,500-Rs 6,000 over the carburetted model, with the upside being an improvement in rideability and fuel efficiency.

Honda will begin the year with the nationwide introduction of its new scooter, Aviator. The new scooter, a successor to the Activa, will continue to sell along with it till it is well-accepted in the market. It uses the same 102cc engine as the Activa but sports up-rated cycle parts, like a telescopic front suspension for better ride and handling, and a front disc brake on the options list.
The company will expand its motorcycle portfolio as well in 2008 with a sporty 125cc bike to take on the TVS Flame and Bajaj XCD Sprint. The CBF concept shown at the Auto Expo could well be a teaser of what to expect from the Japanese major.

Suzuki is all set to introduce another scooter based on the recently introduced 125cc Access, but it will be styled to appeal to a younger audience. The company will also launch a new motorcycle in the 150cc arena, which, according to its executives, will lead the way in performance and styling. Suzuki may also roll out high-end bikes and look at assembling them here to get a price advantage.

TVS Motor, which has been the worst hit by the sales slowdown, will kickstart the year with the nationwide launch of its new 125cc bike, Flame, followed by the introduction of the fuel-injected Apache RTR. The company will launch aftermarket performance kits for the RTR to fit the carburetted models for starters. The kit, which will include an aftermarket end can (exhaust), high lift cams and a tweaked control chip, is expected to raise the 160cc bike’s performance to the level of 180cc motorcycles (read Pulsar 180 DTS-i).
TVS will launch a new 180cc motorcycle from its own stable in the course of the year. The bike, which is essentially intended for export to markets like Indonesia, will have improved styling, in addition to LED tail lamps, an LCD display, rear disc brake option and fuel injection. The company will also move the Star brand to the executive segment with the introduction of a fuel-efficient 125cc variant. The bike will be pitched squarely against the Bajaj XCD.

The most talked-about company in the last quarter of 2007, Yamaha Motor India, will launch three motorcycles spanning the 150-250cc segment, two of which were showcased at the Expo.The YZF R15, being positioned as a scaled-down R1 with the same attributes, uses a 4-valve, single-cylinder, fuel-injected and liquid-cooled 150cc engine. This high-revving engine, coupled to a close-ratio, 6-speed box, is capable of pumping out 18-20bhp, and should re-define performance in the lower rung of premium biking. When the bike hits the showrooms in June, it’ll cost the moon by Indian standards, its price being close to Rs 1,00,000.
For the less-enthusiastic biker, Yamaha also showcased the FZ150. The brute-looking naked offering will be powered by a derivative of the Gladiator’s 125cc engine and displace 150cc. Unlike the R15, the FZ will use a 5-speed gearbox and be more rideable as well, thanks to peak power and torque coming early in the rev range. The engine will trace a flatter torque curve as well, helping both city riding and enabling overtaking on the highways. Although Yamaha has not announced the pricing of the FZ, expect it to cost close to Rs 60,000. The company, in all probability, will launch its 250cc offering this year. The bike will complete against the Kawasaki Ninja 250.

CBF – Honda’s new 125!

The 125cc segment is fast changing. The idea now is to give these bikes a distinct identity rather than positioning them as more expensive, less fuel efficient and a bit more powerful wannabe 100cc bikes.
125s are now taking on a sporty image. The Flame was the first to jump in. However, its power figures were a let down.
Bajaj was next to jump in with the XCD Sprint, and has given some respectability to the concept of sporty 125s by making significant changes to the XCD engine. There’s now a 4-valve head in place instead on a 2-valve cover as on the older bike and the power rating is up too - 12.5bhp.
Honda is next. The company had announced launching a sporty 125 to appeal to the younger crowd sometime last year, and the CBF concept shown at the expo is a teaser of what we can expect.
Unlike, what most others are saying, I don’t think the CBF is a concept based on the Unicorn; it is in fact based on the Shine. And the obvious give away are the twin shock absorbers at the rear.
I know what you might say, Honda can always make that change on the Unicorn platform. Sure, it can. But it won’t!
You see, when every one around said monoshock wasn’t the way forward, Honda shouted that it was. It can’t possibly go back on that, after all it’s a question of its standing, not just in the industry, but among buyers as well.
Speaking of cycle parts, I think Honda has done a superb job on the concept, especially on the Racing version, putting on thin USDs on the front along with a large petal disc, besides an aluminium subframe, gas charged dampers and an underseat exhaust at the rear. Superb. The Sports version meanwhile, which is much more a production reality, though not as sexy as Racing, is still decent with the stepped seat and an aggressive rear mud guard.
But what about the CBF Sports’ drivetrain, will it use the Shine’s engine in a higher state of tune with a 5-speed box to go along with its focused looks?
I would love it if the company did. But going by what Honda has achieved with the Aviator, sticking to the same drivetrain with upgrades made just to styling and a few cycle parts against the Activa, I am inclined towards believing, it will retain the Shine engine, and in the same state of tune.
I would however, love Honda to prove me wrong, when the bike goes on sale later this year. And it might, if it takes cue from the Bajaj’s Sprint.

What about the FZ150?

I wonder why anybody isn’t showing any interest in Yamaha’s other bike, the FZ150. After all, this is the more affordable of the two unveiled at the Expo! And that is also a reason why it might actually sell more. Moreover, unlike the R15, The FZ will be more rideable on a day-to-day basis. Will explain why, a little later...
Now, Yamaha hasn’t said anything about the engine, its characteristics, power of torque rating, or even its roots, but here’s what I think…
…Yamaha, most of you are aware, is into road racing in India, as well. The company runs its Gladiator at the event. In the Group B or fully modified 4-stroke class, the Gladiator displaces over 150ccs. And is quite a threat to the TVS Apache RTRs running around the circuit alongside.
I do agree, Ashwin, Yamaha’s rider is a gifted guy, but TVS riders aren’t jokers either, and the skill set of Moses is nothing short of brilliant.
Where am I going with all of this?
Just digging to find the roots of the FZ really!
Like I said, the Gladiator 125cc engine has been bored and stroked to displace 150cc plus for racing purposes. The FZ will run a variant of this tweaked engine. Variant because, given the performance and the state of tune the racing engine runs, it might be a little difficult for us fuel efficiency conscious buyers to digest.
Moreover, anybody in interested in a true performance machine can always pick up the R15, right?
So, the FZ then will run a 150cc engine. But unlike the R15 there won’t be no fuel injection, no liquid or oil cooling, or even a 4-valve head. Power be will down too, expect max output to be around the 15bhp mark. Torque will be potent though, and will come into play pretty early in the rev range as well, aiding both city rideability as well as highway riding, particularly overtaking and negotiating ghats. The bike will run a 5-speed box, the same from the Gladiator, and might run identical gear ratios as well.
Performance wise, expect it to fall short of the RTR by a very slight margin in the acceleration runs - the 0-60kmph and the 0-100kmph times. It will however, have the Hunks, the X-tremes, the Unicorns and even the Discover 150s running for cover.
On the commercial side of things, the FZ150 will comfortably out sell the R15. But will it outsell the rest as well?
Initially, maybe not. But the R15’s magic might rub on the FZ too. So all those RD, RX and even the R15 fans who don’t have a lakh to spare (in case of the latter) or for in case of the former two, enough time, will buy the FZ for the promise and the brand.
Furthermore, there’s little disputing that its styling is absolutely kick-ass – then be it the FZ inspired naked front, edgy mud guard, muscular tank, stubby exhaust, or even the pseudo spar frame (it’s actually a single downtube diamond type layout). Style conscious buyers then, will without doubt pick it up as well.
Price it around the 60,000 mark, and Yamaha could have a winner on its hands!

Honda Aviator – the new Honda Activa!

Honda put out quite a presentation at the launch of its new 100cc scooter, the Aviator, saying its market research indicated a decently large market for male centric scooters. Scooters that working men, men who own the Honda Civic, dressed in suits, would want to buy. And therefore, the scooter needed to draw design cues from the car and look modern and upmarket. From the company’s point of view it’s fine, talking about this new male customer.
But the thing is, if you talk about male centric scooters, one has to pack in aggressive styling, extra go, and a male ego satisfying attitude. The Kinetic Blaze is a good example of such a scooter. The Aviator however, is not.
I think it would have been best if Honda would have come out with the truth and said, “Now look, the Activa has been around for donkey’s years, and even though it’s still selling quite splendidly, we ought to look at the future. And so for those who swear by the Activa’s mechanicals but want a more modern, but not too overstated a scooter, here’s the Aviator. Cheers.”
I would have appreciated that.
I mean come on, which Civic owner is going to leave his car parked in the garage while he faces and fights pollution that threatens to spoil his beauty parlour caressed and toned skin? It’s absurd, I know!
Another line of thought, influenced by the Honda guys of course, is that there’s potential to create a niche, a niche that Suzuki has tried to cater to with the 125cc Access – understated styling, and a higher capacity scooter with more zip and load carrying capability. In short, an alternative for the old Chetak and present Eterno customer.
Sounds good. But with the Aviator, it doesn’t make too much sense, particularly with the Activa drivetrain still driving the Aviator.

Will post a review soon…

Yamaha delivers, finally!

And I am absolutely thrilled that when it delivered, it delivered in spades. The YZF R15 - close ratio six speed box, 4-valve head, fuel injection and liquid cooling. Perfect. To add, there’s a full fairing and a digital console. The only thing missing really, are the LED lamps and a better styled rear end. The end can could have been styled better too.
What was also missing at Yamaha’s presentation was the 150cc single cylinder’s power and torque figures. We would most definitely want 20-22bhp, as the rumours suggest, but the truth might be a little disappointing. Some say, it might just be 16bhp, while others say the figure might hover around the 17-18bhp mark.
So for all you know, the R15 might not stake claim as the fastest bike in the country, but it might be the fastest accelerating for all you know. But does it matter?
Not really, and here’s why. The one thing you can be sure about is that the R15 will return a riding experience similar to none. 20bhp or not, I am sure it’ll bring a grin on every biking enthusiast’s face within minutes of being on the motorcycle. It will be, I am hoping, a short stroke, free and high revving engine. Add to it the close ratio six speed box, and we are talking about riding the bike on the absolute upper end of the rpm band - bang, bang, bang against the rev limiter in every gear. Boy! won’t that be something!
Then of course, you have the twin spar frame, which means better straight line stability, plus cornering that’s not just precise, but forgiving and enticing.
Can’t wait, like most of you, to get her between my legs!

Bajaj Sprint – a TVS nightmare?

The Bajaj Sprint may give TVS a few nightmares, particularly, the Flame’s development team. The Flame as you know is still to witness a nationwide launch. But before it could get going and bag its own clientele, that of an image conscious but slightly miserly Indian, the Sprint has already torn through the curtain.
Bajaj has announced the bike will debut this year. And alongside, has done just enough showcasing the bike’s styling and the engine output to hold buying decisions in favour of the Flame.
Now, not everybody might wait for the Sprint, but for the enthusiastic bunch on a budget, more horsepower is always welcome. Cause we in general relate it to better performance.
In this particular case, I think we are right- the Sprint will surely chew the Flame on traffic light gps and insignificant drag events, thanks to both more power and possibly less weight.
So what is TVS to do now? For starters maybe work towards giving the Flame a couple of variants – and not in the conventional sense of slightly different stickering and instrumentation, but offering the bike in different state of tunes. Along with some visually differentiating bits.
The sportier version for instance, can carry a better, more aggressive looking and sounding exhaust. The front fairing of the bike isn’t beauty pageant winning either, so maybe extend the aggrieve look to the front too.
And just so that it doesn’t seem like trailing Bajaj and stopping at the formers goalpost, bring in a third variant! Maybe like the RTR, a slightly higher capacity, fully blown Flame for the hardcore enthusiast. Again, on a budget!
Or maybe, like car companies, do a stripped down version! Who knows, with our mindsets, either can work!

Bajaj’s new XCD, the Sprint

The recently unveiled XCD based Sprint is a classic example of Bajaj’s product strategy; the company’s way of thinking, and execution.
You see, Bajaj thinks cycles ahead; so when it launches a product, let’s say like the XCD 125 it already has the next two or three iterations of the product ready, which ideally would surface every two years.
Now, you might argue that most manufacturers think on the same lines, and you are right about that, they do, but where Bajaj races ahead, is in having production ready iterations already sitting pretty on the shelf when the first product makes its debut, while the others, mostly, have it on paper.
The advantage – if the first iteration loses steam earlier than planned, or worse fails altogether, the company is in the position to support the earlier product and bring in an updated, more appealing one without losing time and sales.
We have already seen the same in the 100cc segment – Bajaj launched the CT 100, soon after introduced a fairing version, and then brought out the Platina when the CT began losing ground. The end result – it not only arrested falling sales in the segment, it in fact, increased Bajaj’s share in the pie!
The Sprint therefore, is here to lend support to the XCD, which according to sales reports is hovering around the 40,000-45,000 unit mark on a month-on-month basis, falling significantly short of the 75,000 unit mark Bajaj had in mind.
The Sprint though has more significance than being a mere support aid for the XCD and Bajaj’s 125cc campaign - it is squarely aimed at blowing out TVS’s Flame. This sportier, more powerful version of Bajaj’s attempt to show the 100c customer a better life, is also a pre-emptive move to Honda’s sporty 125 due this year. Honda’s CBF concept displayed at the Expo is actually a teaser to the product.
Meanwhile, Bajaj XCD 125 DTS-i Sprint, as the bike is christened, promises a lot.
At first, it sets aside XCD’s short comings in the styling department thanks to a new, better executed front fairing and a new tank attachment. But more importantly, the new tail piece design, and particularly the revised tail lamp now lend the XCD a wide ranging appeal. The bike in fact, outdoes the Flame in terms of appeal!
It also promises to take care of the older fuel efficiency conscious engine’s reservations towards performance, thanks to a potent engine (at least on paper) – the bore x stroke config remains unchanged of course, but Bajaj has slapped on a 4-valve head and along with other internal tweaks (which I don’t know of, at the moment), the unit now makes 12.5bhp.
But for those who did not like the Sprint too much, don’t fret, there’s already another iteration waiting at the factory gates…