Motorcycle Cafe

Absent!

2009-02-09T05:34:00.000-08:00

It's been nearly six months since i posted anything, but the car industry has kept me busy. however will post a few things soon.

XCD Sprint or Flame

2008-07-06T20:59:00.000-07:00

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

2008-06-30T01:47:00.000-07:00

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!

2008-05-28T02:26:00.000-07:00

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…

2008-05-18T22:12:00.000-07:00

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

2008-05-12T21:23:00.000-07:00

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!!!

2008-04-29T08:39:00.000-07:00

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

2008-04-29T02:46:00.000-07:00

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?

2008-04-18T01:38:00.000-07:00

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?

2008-03-24T05:28:00.000-07:00

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

2008-03-23T10:57:00.000-07:00

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

2008-03-19T23:03:00.000-07:00

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!

2008-02-28T20:53:00.000-08:00

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

2008-02-20T04:04:00.001-08:00

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

2008-02-18T20:52:00.000-08:00

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!

2008-02-06T00:23:00.000-08:00

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”

2008-01-27T22:50:00.000-08:00

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

2008-01-24T23:29:00.000-08:00

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

2008-01-24T01:42:00.000-08:00

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!

2008-01-18T01:31:00.000-08:00

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?

2008-01-17T02:04:00.000-08:00

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!

2008-01-15T02:33:00.000-08:00

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!

2008-01-13T21:00:00.000-08:00

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?

2008-01-11T02:52:00.000-08:00

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

2008-01-11T02:26:00.000-08:00

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…

Kinetic Flyte – the review

2007-12-28T01:44:00.000-08:00

Some one asked me to write a review on the Flyte because he wanted to know if it’s worth purchasing. So here goes…

If you are looking for a practical scooter which should help you shunt from office to home and home to the market place, effortlessly, and without lightening up your wallet by much, the Flyte makes brilliant sense. Given, of course, these destinations are in striking distance of each other.
On the practical front, the Flyte offers comfortable seating- the seat, handlebar and floorboard relation for an average Indian (read 5’9” – 5’10”) is bang on. The seat itself is quite agreeable for short sprints.
Then of course you have the huge loading area under the seat which can house your full face helmet, fabric jacket, gloves, mascara, eyeliner, hair drier and all the extra stuff today’s man loves to carry around. Get the helmet and jacket out and there’s place for your shopping bags. Furthermore, there are hang hooks, a mobile charger which can also double up as your i-pod power source.
Front fuel filler, a SYM trait and borrowed by Bajaj for the slow selling Kristal, is another practical touch, as is the key slot guard.
Furthermore, build quality and the fit and finish; two areas which you’d agree Kinetic hitherto has failed miserably to deliver on, thankfully, is top class on the new scooter. The tie up with SYM sure seems to have had its plus points!
The panel gaps, though present are even and as good as on the so-called benchmark scooter, the Honda Activa. The switchgear works well too and is easy to navigate, even on the move. The visibility is good too, and the Flyte is easy of manoeuvre through congested traffic, thanks mainly to its smaller dimensions.
The engine in question is SYM’s 8bhp 125cc engine. But it doesn’t feel like it at all, especially when compared to 7bhp somethings 100cc scooters already available in the market. Not that it feels anaemic or even lethargic; in fact, it motors around effortlessly, be it getting off the mark or overtaking, but it just doesn’t fit the 125cc psychological performance grade. It feels more like a faster Scooty Pep rather than feeling like a faster Dio. Which honestly, it should.
It is overwhelming refined though - there’s hardly any variomatic judder and even with the throttle completely wrung open, moving close to 80ks, there aren’t any uncomfortable vibes that might numb your hands or behind.
To boot, the Flyte is endowed with well sorted ride quality – it isn’t back breakingly stiff nor is it wallowy like the older Kinetic Honda. It just goes about cushioning the rider and the pillion with plush-ness so far uncharacteristic of scooters sold in the country. And is almost perfect for our interior roads.
It, then, does everything you’d ask from your everyday runabout scooter pretty well. So should you buy it? Given its price which is significantly less than the Dios and the Activas and comparable to the likes of the Peps and Kristals, absolutely! It just won’t help you with your hep image if you are a guy, that’s all.

What are we cribbing about?

2007-12-27T00:12:00.000-08:00

Was recently in Germany. Hamburg to be precise. And as you’d be aware, like in India, it is winter time there as well. However, the temperatures there during the hottest part of the day hover around 0 degrees! To add, the road surface is slippery, and as a result, bikers are truly few and far between. I saw just one, riding the BMW R1200GS (probably because it had ABS!), during my three day stay in the city.
It’s the same story across most of Europe. Summer, dear reader, is the only time when bikers there can actually enjoy their bike’s full potential, if ever.
Imagine, if we had less than half a year to enjoy biking, I for one would be one unhappy soul. Moreover, we can exploit the potential of our bikes far easily (and regularly if I may add).
So then why do we crib about the goras having it better than us? Just because they have more powerful (and better looking and better laden with technology and better handling and …) machines than we do! Sure, it’s a sore point. But looking at the bigger picture, I think we are better off. And not because we can now buy the R1s and the MT-01s of the world (that’s for the select money bags amongst us in any case), but because we can enjoy ourselves and our set of wheels probably to a level our firang friends can only dream about.
I love the motorcycling here - it’s challenging, what with all the daft motorists around braking, overtaking, lane changing and spewing pan juice (not to mention the trucks laying in the oil for royal treatment) at the most unexpected moments (and places). It’s also entertaining and involving – the roads in Maharastra, in Rajasthan, in Kerela these are superbly surfaced with twisties abound. And for those who enjoy excursions off road, there’s Bihar, and UP too.
We also aren’t burdened with devastatingly high insurance costs, or ridiculously low travel range (barring the Kinetic Blaze, no doubt), or 250kmph rockets – cause the latter will most definitely kill the majority. The stories coming in from Greater Noida are an indication, wouldn’t you say? Rhetorically speaking, of course.
Okay, I am not completely kicked about the sort of bikes we have here at the moment, sure these look good but score poorly under the ‘capacity-horsepower-performance relation’ head. A 125cc bike making 8-10bhp, or a 150cc that has only recently crossed the 15bhp mark aren’t the makings of an enthusiast driven scene. Things get even more dismal up the capacity ladder – a 200 making 18bhp but struggling to beat a 223 with an even more shameful 17bhp on tap is seriously sad.
Now the good news! Come Auto Expo and we will see the capacity-horsepower-performance head realign itself. And expect Yamaha and TVS to lead the charge.
It will also not be a one model brilliance this, but a continual effort leaving us bikers with even lesser reasons to crib!

Indian motorcycling gets a move on

2007-12-26T01:46:00.000-08:00

We have seen stunting aplenty - both in motoring magazines as well as on the road. And it’s a brilliant thing because motorcycling is as much about skill as it is about freedom and expression. Stunting, is also an expression, by the way.
Moreover, it’s really heartening to see that we the biking enthusiasts in the country aren’t looking for excuses to steer clear of challenges. We have traversed the most challenging terrain, in equally challengingly inapt bikes; done stunts our western counterparts pull on better suited, more powerful offerings; and the so-called barometer of motoring enthusiasm – motoring magazines have done their bit as well – showcasing brilliantly executed pictures of artistry on our teeny-whiney machines, then be it brilliant shots of wheelies, stoppies, burnouts, jumps or even cornering.
However, what has been missing hitherto has been the lack of show of some everyday riding skill. Getting one’s knee down around a corner is one; power sliding out of bends on opposite lock is, of course, the other!
The former I firmly believe aids corner speed, and is also a vital safety ingredient when it comes to fast riding. The latter meanwhile is a display of not just immense riding ability, but of utmost courage.
And we have been missing both for sometime now, on the road as well as in print. Thankfully, things are changing for the better. And I’d like to congratulate two particular individuals for it - Joshua from BSM who got his knee down on the Bajaj XCD a couple of months back, and Varad from Bike who achieved the same on the Hero Honda Hunk just last month.
There’s good reason to cheer the achievement too, just in case some of you were wondering what the hullabaloo is all about… You see, we have seen all and sundry pulling wheelies and stoppies not to mention burning rubber in mags, on traffic lights, around crowded locales and deserted roads. But, knee down antics, hitherto have been rare.
What makes it all special is the fact that the rider’s have wafer thin contact patches (read ridiculously thin tyres) to play with here. Not to mention tyres that are designed more for life than grip and over roads which are anything but predictable or well-laid or grippy. Unlike our racing friends (in India) who use special soft compound imported rubber on tarmac so grippy, it can shred leather (of your suit and your body) if you were to have a fall. Little wonder, knee down on tracks is a common occurrence.
The feat achieved by both is an indication really that motorcycling in India is getting a move on. We are not afraid to experiment, and take things to a higher level.
What is also of importance here is the fact that a lot of riders look up to magazines and their writers. They emulate them, cause they feel it’s possible – after all the mag guys too are riding the same bikes.
Heart felt congratulations then to Joshua and Varad for not only adding oomph to biking pictures, but also giving the Indian motorcycling youth yet another escapade to embark upon.

Ads – are they a reflection of our bike makers?

2007-12-04T22:07:00.000-08:00

I would think so, and here’s why. Let’s talk Hero Honda first.
You’d agree no one understands the entry-level, 100cc market better than the Munjals along with Honda. After all, they have the puny machines to thank for, for their number one bike maker status, umpteen numbers of years running…
And it shows in the CD and Splendor ads. The connect, is superb. And is a reflection of the bike maker’s understanding of the audience. Watch the Blind dad ad for the Splendor and Super Splendor for starters!
However, the ads for the company’s premium segment offerings; the X-treme, the Karizma R or even the latest Hunk, are pathetic, to say the least. These ads lack oomph and excitement; actually they lack everything the product stands for – power, performance and the sheer ability to enthuse. An indication, I believe, that Hero Honda (Honda mostly) fails to understand the needs of the premium TG.
Bajaj on the other hand understands the 20 to 30 somethings as if the company were shaping their thoughts! The Pulsar ads, right from the beginning have had that all-important ‘hook up’ flavour to them. And the fact that buyers, even after having faced quality issues with the bikes, have gone ahead and bought these offerings is a testimony to the same. In fact, they swear by their bikes, do these enthusiasts. And the amazing thing is; they actually consider the bike’s shortfalls as her pluses!
TVS too has done well in the premium segment ad scenario. The Apache ads were brilliant – college guys, frolicking, taking pot shots at boring, and more focused men. And then the RTR ad – the flirting, the rebellion, and of course the carefree attitude – the ad only raises the bar. The Star ads meanwhile have touched the right listeners as well. And though TVS isn’t setting the sales charts on fire, the company is at least logged on to the radar of majorities. And that’s half the battle.
Ads then are a reflection, a refection of our bike makers understanding of our needs.

Why trusting auto mags is a good idea…

2007-11-22T21:37:00.000-08:00

I know many of you might not agree with me when I say, making a buying decision based on an auto mag review is a good idea.
But this is where I am coming from – We generally form opinions based on what we see, hear and feel. So, if we find the bike good looking, like the Pulsar or the Hunk, we are already bitten by it. We then hear and read about the bikes and their performance, on blogs, from friends, and from a lot other channels, besides auto mags, of course. We also, more often then not, take a test ride of our short listed models.
It’s all very good, till you realise, all that you have read about are impressions gathered on a new bike. No one really speaks about how the bike is aging up; whether the clutch is slipping; are rust patches forming all over; or the switchgear or instrumentation has gone haywire, or how many times a month does one need to adjust the brakes (if they do it at all).
But the shallow reviews aren’t exactly the writer’s fault. To begin with, the test rides offered by all company dealers is just too short to understand anything.
Then there’s the question of lack of experience. And no, I don’t mean the lack of riding experience, but the lack of experience riding a variety of motorcycles. If, all you have ridden is a Splendor all your life, or maybe a friend’s Pulsar off and on; you’d be completely blown by the P220, or even the Karizma or the P180 for that matter.
But if you have experienced a plethora of bikes, of various segments, back-to-back, you begin to understand who is short changing you, and who is delivering as promised.
The auto mags have this advantage, the advantage of sampling any model, at any time, and for any duration. Needless to say, they are in a better position to deliver the correct verdicts on a motorcycle’s handling, ride quality, ergonomics (both for city use and for the highway), and also things like performance and driveability, the latter, obviously is backed by test data.
Mags, thanks to running a long term fleet, can also tell you and me, how the bike is aging up, and how well or poorly is it doing compared to the competition.
The biggest issue, I believe, you guys have with mags, is the disparity in their test figures, and at times in their judgment.
Here’s a pointer which helps me make sense of it all, and I hope it might help you too.
Every magazine has a different outlook, so while one might lay more emphasis on performance, the other might choose to base its verdict on the user friendliness of a bike. There’s a reason behind that too – the varying needs and preferences of the Indian buyer. My last post on ‘why we buy, what we buy’ tells you a bit about it.
In fact, you can try it yourself. If you own a 150cc motorcycle, let’s say the Pulsar (cause it’s the best selling model in its segment), try asking other P150 owners en route to work, college, or home at a traffic signal, or at the chai tapir, why they bought the motorcycle, dig a bit deeper and you’d realize, he reasons are quite different from yours! You can try the same with your friends even.
As for the difference in performance figures, a few tenths here and there shouldn’t really matter, cause mags use different test routes, different riders, and moreover different bikes for their tests, and just like no two people are the same, neither are two Pulsars, Apaches, or CBZs.
I have bought bikes and accessories based on magazine reviews, and truth be told, besides making a wrong choice of tyres, it has all gone very well.

Why we buy, what we buy?

2007-11-22T05:19:00.000-08:00

It might not seem like much, but the above question is an eternal one. After all, cracking this riddle would mean a gleaming top line for our bike making brigade. And yes, the first for-ever hungry company that manages to crack it, will, of course, wear the coveted number one crown.
But if you have been following the Indian market, and I don’t mean in the hard core sort of a way: keeping a tab on numbers, margins et al, but simply a track of new launches, you’d realize it’s almost impossible to solve the riddle. I mean, just look at the number of new launches, variants, paint jobs, feature enhancement surgeries that happen on a model, and that too within weeks of its launch.
This can only mean two things: one, our bike makers are still clueless about what we as customers demand, and second, as buyers, we too are clueless about our needs!
The latter is well highlighted by the questions I have had to field over the years from a widespread audience on what bike they should buy. The needs put forward are equally wide-ranging: “I want a fuel efficient bike, and it ought to be cheap,” says a 100cc customer, almost always. There’s no talk about styling or features. Why then, are bike makers lavishing their entry level models with electric start, alloy wheels, and bright and contemporary styling?
Cause it helps sell! Look at our top three bike companies, and look at their model line up - Hero Honda has constantly updated the CD, there was the Dawn, and now there’s the Deluxe, fully loaded. Bajaj too played its part with the stylish Platina, and TVS, well… TVS introduced not one or two, but four variants of the Star, before bringing in the fifth – the 110cc avatar. The point of it all being; it’s the top-of-the-line variant, no matter which model, that has the lion’s share.
Yes, that’s a typical Indian bike buyer for you: he knows he wants fuel efficiency, and low purchase price, but give him an extra douse of features, which he thought unnecessary, and he goes and picks the best endowed one!
But why just the entry level customer, buyers in the 150cc plus segment aren’t any different.
We say we want performance. Fuel efficiency can’t be in the 30s of course, but kilometer-to-a-litre isn’t our priority. We want our motorcycles to look good, handle well, and offer a newness so far missing in the segment.
The P150 comes out, and we lap it up. Achiever, Unicorn, Graptors, and the likes don’t catch our fancy. We find them lacking in a number of areas – styling and performance to list a couple.
Apache sees light of day – its stylish, a tad faster, and handles like a dream, but we still don’t exactly take to it like a dog (or was it ants?) to sweets. P150 upgrade is launched, this time with a LED tail and LCD read, but a disappointing gain in performance, but we still take to it, and say, “Look at all that fancy stuff! That’s value for money”
Now, here’s my point.
We as buyers don’t exactly appreciate what we demand. And despise taking risks. We are like a herd; we move with the majority; the more bikes on the road means, the make is proven, it would be a safe bet then, forgetting what we demanded and stood for in the first place.
I’d hate to be a manufacturer in India.
But I am not too happy to be a buyer either, thanks to the majority of the bike buying public’s attitude – we get swayed by fancy stuff so easily rather than rewarding true performance and motorcycling purity which we speak about at rides, meets, blogs, and even on a web forum.
No wonder manufacturers refuse to take risks, and we end up saddled with duds, which we have been living with what seems like eternity, and will probably continue to do so... well, at least till the Expo, we will.

World's fastest Indian

2007-11-10T22:29:00.000-08:00

I am not one who loves to keep abreast with the latest movies, especially in the first day, first show sort of a way. But I love movies, and love consuming them at my own leisure, with a chilled glass of barely water, and some of my favourite, artery clogging oil soaked crispies.
So please bare with me on this one, cause I understand talking about Anthony Hopkin’s The World’s Fastest Indian, two years after its international release, is ummm… late.
I had just had to watch this one, everyone I knew raved about the film, particularly my motorcycle buddies. That it wasn’t so much about riding, but transsexuals, Kiwi accents, and large hearted Americans, is something they forget to mention. Knowing them well, it’s more a case of not noticing, rather then mentioning.
Overall, I’d rate the movie as watch-able, but nothing exceptional at all. It’s also more for viewers who love to see a man emerge triumph against all possible odds than for a biking enthusiast.
But the beauty of the film is; how the odds just seem to sort themselves out mainly on account of Mr …. age! It’s unbelievable. No, no, not in the positive, exclamationsort of a way, but literally.
I mean, come on, first the shipment holding the bike gets damaged, but there’s barely a scratch on the Indian. Then Mr …. loses a wheel on his trolley carrying the Indian, resulting in the latter rolling around a bit, but behold! the bike still manages to survive without worrisome damage.
Mr kiwi finds himself a log, substitutes it for a wheel and carries on, is something I can digest, as he won’t be trying to break the 200mph record with this four wheel junk.
But the odds disappearing in thin air, or salt flats as it were, for Mr Kiwi continues right till the end of the almost two hour long flick.
Now, he hasn’t registered for the run, which the director conveys is an absolute, absolute must. Thanks a lot, to a lot of large hearted Americans then, for they convince the initially stuck up organizers to give the determined old man from down under the chance of a life time, even though his Indian doesn’t even meet the basic safety requirements for such a run.
There’s more of it, but I am beginning to get bored, and I am sure you are too. Now, I don’t want to sound cynical towards the movie, cause at the end of the day, this one’s based on a true story. And I am sure all of these odds pretty much existed, and were overcome too.
But so effortlessly? I seriously have my doubts. It’s the director’s cut then, that’s not really toothsome.

30minutes or free!

2007-11-08T17:17:00.000-08:00

I love pizzas; particularly the cheese burst kind from dominos. But I am not to sure about the pizza house’s 30 min or free sales pitch. What ever little I know about gourmet, it would take at least 10 minutes to get the Italian dish ready, add to it the traffic during Diwali, or any other day for that matter, and it seems pretty tight delivering the pizza in 30 minutes after having placed an order.
But these guys, astride CT 100s manage to do that! Okay, my order was exactly two minutes late, but it’s still quite an achievement. Especially, if you factor in the fact that the CT 100 isn’t exactly a capable bike; her acceleration is probably a tad better than a tortoise, and her drum brakes, well, you’d be lucky if she stopped at all! But these delivery guys manage it, and manage it with a smile on their faces, not the fear of death in their eyes as you’d expect after a guy has had probably a million death situations along the way!
And how they do it, is almost certainly known too you all; slicing though traffic, dangerously at that; not giving too hoots about others’ safety; and riding like their life depended on it; which my guess is, it does, mostly if the bill goes straight out of their pockets, or three late orders later, they are fired!
Maybe the pizza chain should refrain from such antics. After all, a few minutes here or there isn’t exactly going to leave the customer starving to death. But mainly, it’s the quality and taste of the stuff one sells that should be the differentiating factor, rather than lightning quick delivery; I mean who’d prefer consuming cow dung served to you in a minute instead of raas malai, which takes a ten extra minutes to arrive at your table! Above all, I don’t think you’d exactly enjoy your pizza, if the delivery boy might have knocked off one of your family members on the way, in order to make that 30 minutes or free, delivery efficiency.
As for the boys themselves, I wonder if Dominos has a high risk insurance cover for them, or any insurance whatsoever; they do risk their lives every other second you know…

The Off-beat approach – Yummy Yamaha

2007-10-29T01:39:00.001-07:00

Now, Yamaha with its proposed 160-165cc motorcycle intends achieving the same. Breaking the clutter (the 150cc clutter in this case) with a slight increase in capacity does have its benefits – it gives the bike maker something to talk about. And if you pack in class shattering, unexpected performance, the coffee gets that much more agreeable. Moreover, a move like this - ‘performance now for the masses’ – will go down brilliantly well with Yamaha’s image in India; courtesy the RD and the RX.
TVS has already tried breaking the mould with the RTR, and with reasonable success at that. Yamaha though can do better, especially if the Japanese company can pack in stuff like, liquid cooling, fully faired styling, and performance which will embarrass even the likes of the P220 and the Karizma. It can do that by having a light weight bike like it sells in Indonesia – the Viper or V-Ixion, but instead of 14bhp give it something like 17 or 18bhp.
We are waiting with bated breath, Yamaha.

The Off-beat approach - Blaze effect

2007-10-29T01:38:00.001-07:00

Suzuki though isn’t the only manufacturer trying to find a foothold for itself by getting into virgin territory. Kinetic did the same with the Nova 135, but the scooter didn’t exactly succeed. It has now got a good break with the Blaze nonetheless, with the so called ‘maxi scooter’ catching the fancy of the young and show off sort. Here again, the numbers are of little significance; particularly if you see what she, the Blaze, has done for the Kinetic brand. Suddenly, Kinetic is back on every body’s antenna, and buyers are now awaiting more of the gorgeous looking scooters from the Italjet brand.I must mention here though, that even though the Blaze looks great and has more than adequate performance, she continues to be plagued with quality issues – then be it regarding the fit and finish, build quality, or even the mechanicals.

The Off-beat approach - Suzuki way

2007-10-29T01:12:00.000-07:00

Little surprise, that Suzuki, after making a dismal foray into Indian biking with average products like the Zeus and Heat, in a category which saw a flurry of launches from every manufacturer in the country at the same time, showboating better styling, ergonomics, performance and features, has now decided to look at scooters. And it’s not your regular 100cc gearless scooter either, but the Access with her 125cc engine, is trying to carve a niche in a segment which hitherto is untouched.
But will the Access get the numbers Suzuki so desperately needs? Not quite. But there’s more to the two-wheeler bike making circus then just numbers. There’s the question of getting noticed, there are dealers who need to be pacified, and there needs to be a good product mix to retain walk-ins.
Suzuki feels the Access will help the company on all these counts. And what ever numbers she does manage to sell; it will only help the company’s cause further.
Looking at the 125cc gearless scooter segment, in the meantime, there’s no real competition. Yes, Kinetic has also just introduced the SYM Flyte, but its demeanour is more of an entry level, light, girly scooterette than a full fledged scooter. The Access on the contrary, with her large dimensions, not to mention a larger heart, fits the latter quite well.
Will soon have a ride report on the scooter, and how she compares with the rest of the creed…

Off-beat vs herd mentality

2007-10-29T01:03:00.000-07:00

We hear, read and witness a new launch every other day now. While some introduce completely new, exciting offerings (if not breathtaking); some choose to launch rehatched versions of their sometimes best selling, and sometimes slow moving models. But what goes on behind launching each of these offerings; what’s the thought process; what’s the game plan? Though, it’s impossible to get it entirely spot on, unless of course I were a company insider, here’s an attempt to make sense of some product strategies.
There are largely two ways of going about deciding a new product– a) Let’s call this one herd mentality - dive into a segment which has been witnessing great growth in the recent past – double digit, triple digit growth rates and the like – backed up of course with million page market research report indicating (actually shouting) that the concerned product category has immense potential, and will continue to grow for… well, ever.
And b) The ‘off-beat’ approach - enter virgin territory; create a new niche; spawn a new segment; etc etc…
But both approaches have their set of problems.
‘a’ for instance is a crowded place (remember ‘herd’); the competition here is intense; under cutting the only mantra; better value-for–money proposition, a prerequisite. So, if you are Hero Honda, Bajaj Auto or even TVS, it’s okay to take this approach. After all, the three have had reasonably good numbers by their sides, as well as success, at some level or the other. As a result are better equipped both mentally and financially to take a hammering if their products were to fail.
We have seen the three at it as well, and pretty often. Bajaj tried to knock off Hero Honda in the 100c segment, Hero Honda on the other hand tried the same on the former in the 150cc plus segment. As for TVS, it tried to outdo both in both these categories. The outcome though is been more or less the same on both counts – HH continues uninterrupted in the 100s while Bajaj and TVS have had to make do with relatively smaller, but sumptuous helpings. While in the 150cc plus, Bajaj is still king, with TVS and HH managing just about okay sales.

However, if you were a new entrant to the market, or have been battling miniscule sales, much like Suzuki and Yamaha respectively, and obviously Kinetic, it’s best to take the ‘off-beat’ approach.
Here’s how it helps. Creating a new segment, or a sub segment, first, takes the competition away. It also helps the maker get noticed, as it gives the company something new and different to harp about. All the manufacturer has to do then, is to convince buyers, the new product category actually makes sense for him. We have seen a few examples of this ‘Off beat’ approach, and I’ll list them for you in the subsequent posts.

Brands: why bike makers need to build them, and break them… Part II

2007-10-26T02:33:00.000-07:00

Let’s take a look at Hero Honda (HH) now…

The company is the number one motorcycle maker in the world, and that, I must clarify, is in terms of bikes sold, and not for the variety of product mix, or cutting edge technology or the like. But it’s still a huge achievement, nonetheless.
However, the successes behind this success story aren’t very many.
There’s been the Splendor-Passion combo, the success of which I need not elaborate on at all. The CD too has been a hugely successful brand for HH. But beyond these, there’s little that HH can tom tom about.
But before we get on further, just for a moment imagine, the enormity of the triumph these brands have had, to single handedly be responsible for the company’s accomplishment. Unbelievable!

Equally unbelievable are the number of flops the company has had to live with.
HH tried to do something different in the middle ages so to speak with its entry level platform. It introduced a restyled CD 100 as the Joy. The bike of course bombed. HH then tried the same with the Dawn nameplate, she too failed.
Finally, some sense prevailed and HH re-introduced (yet again), the CD/ Splendor platform as the CD Dawn and CD Deluxe. The two met with better fortunes than the earlier two. Was it the CD brand then? I can’t think of anything else, really, cause the bikes, and their styling weren’t too different in the first place.
Hero Honda must be of the same opinion as well, otherwise how to do you explain the range of Splendors – there’s the regular Splendor+, then came along the 125cc Super Splendor, and now the Splendor NXG has chugged in promising a Splendorful life.

However, excluding the entry-level and what we largely term as the executive segment, HH has had little success. The CBZ eventually failed, so did the Ambition, the Achiever, and so on and so forth.
The company finally brought back the CBZ nameplate with the X-treme, and it was a good move, no doubt, given that the name still kindles the right flame in a biking enthusiast’s heart.
But, I have two questions here. First, why couldn’t Hero Honda, such a heavily marketing driven company, introduce the CBZ brand earlier? And second, when it did, why couldn’t they do a better job on the styling front, especially when the complete Indian motorcycle dynamics had moved towards better styled machines?
The answer to the first question, I believe, is that it was a huge goof up on the company’s part. Instead of understanding the brand and the value it commanded, HH set about breaking it with new launches like the Achiever, when that was the last thing it needed.
As for the second, we all know Hero Honda banks on Honda for the products they get. Maybe it’s a case of Honda and Hero Honda being on different wavelengths, and with the former calling the shots, HH’s understanding of the market needs - styling, features, performance etc etc, in Honda’s view, can be ignored (put politely, of course). Or maybe HH has little clue about what is actually needed.
I personally believe it’s the former.

Getting back to the CBZ, since the X-treme’s launch the bike has done pretty well, selling around 12,000-15,000 every month. It’s a fabulous achievement considering the bike’s styling isn’t very, how should I put it, palatable. The thought process at Hero Honda would then have been, “What if the bike were actually a great looker, imagine the numbers we’d manage then!”
Enter the Hunk. Employing the same mechanicals as the X, from the engine to the cycle parts, she boasts of tastier, more contemporary and racy styling.
But why Hunk? Why not something like CBZ 150 R or better still, the new CBZ X-treme. Picture the recall the bike would have had, if she too had the CBZ nameplate. Maybe HH understands the consumers better, and feels it will sell more bikes by having two different brands, I don’t know.
What I do know - in the long term, a company does need to build successful brands. Otherwise, it will have to start everything from a scratch - from defining the brand’s values, to its target audience, to its deliverables. The end result - a lot more money will be spent every time a new bike is launched.

Something HH has become used to, I guess.

Brands: why bike makers need to build them, and break them…

2007-10-26T00:42:00.000-07:00

Building brands isn’t as easy and straightforward as it might read. There’s lots that goes behind building a brand, and then breaking it.
My take is, a company continues to build a brand till it’s successful, and breaks it, if it’s a failure. Let’s take Bajaj Auto as an example -

The Pulsar, you’d agree is probably a case study on how one needs to build a brand, and than, take it to a new plane.
The P150 (and the P180) started it all, driving the CBZ into oblivion, much to the horror of both Hero Honda and the bike enthusiast. And how Bajaj managed it, is a well know fact now – cheaper pricing, better styling, but mostly, better fuel efficiency. Indians we were (and are); and our fetish for fuel efficiency is almost murderous, to put it lightly.
Not surprising, we embraced the Pulsar like I would a million dollar lottery!
Bajaj also rewrote a few rules. It upgraded the Pulsars sooner than a testosterone pumped man would grow stubble. More importantly, it stayed away from introducing the bike under a different brand, and it only used subtle monikers to show the upgrade.
Introducing DTS-i in its bikes was a beginning, and now with the P200 and the P220, Bajaj is propelling the Pulsar brand further.
However, there’s a counter argument to building the Pulsar brand.
The bikes look almost identical, then be it the P150, 180, 200, or even the 220. Yes, the styling is a tad different, but it’s very minor indeed. It therefore, leaves Bajaj very little leeway to sell these bikes under separate nameplates.
Adding to this is the fact, that the company hasn’t followed the same philosophy in other segments, particularly, the entry level. It had the Boxer, then the CT 100, and finally the Platina. So if Bajaj was so conscious about brands why didn’t it follow the same here?

Cause it all boils down to success, and this where breaking a brand helps. Bajaj, as is well known, has failed to break Hero Honda’s stranglehold in the entry level. It, as a result tried giving more – more features, better styling etc, all the things that made Pulsar a success – for less. And it tried doing it with a new brand each time; so that consumers would appreciate that an all new motorcycle had come their way, even though the truth was far from it. Take the Platina – she had the CT 100 under pinnings, and the Wind’s clothing. We, of course, continued to lap up Hero Hondas.
As a result, now the XCD sees the light of day, and with her, Bajaj is playing a completely new game. But, not without a safety net. Rajiv Bajaj quite categorically stated at the engine’s unveiling that the new DTS-Si platform can be both upgraded (read 150cc) or downgraded (read 100cc) depending on the need.
So it will begin building the XCD as its entry level brand which will have bikes ranging from 100cc to 125cc, and maybe even a 135cc variant.
Where does this leave the Discover then? The Discover will move up the ladder as well, and she will do so with revised, more kickass styling. She will sport 135cc and 150cc powerplants, displacing the Pulsar 150 in the bargain.
The Pulsars then, will only be a performance brand with P200s, 220s, 250s, 300s etc etc, while the XCD will be the bastion of fuel efficiency, and Discover, well, if the XCD takes off, maybe Bajaj will kill the Disco. Otherwise, it will break the XCD, introduce yet another brand, and also rework the Discover, all over again.

Casey Stoner: the next big thing?

2007-10-23T03:54:00.000-07:00

I believe Valentino Rossi is phenomenal rider. The best there is both as a racer and as a character. Not that I know him personally, but I did meet the guy last year at the Donington MotoGp. He was more or less at the top of his game at the time, but given his stature and fan following, he still came across as a humble guy.
Today, he is struggling. To cope with an average machine, and less than average tyres. Or so we are made to believe.
Maybe the truth is: he has finally met his match in the young Aussie Casey Stoner. And Rossi’s fun and games off track have done little to psyche this particular bloke. Casey, of course, doesn’t come close to the Italian for being someone you’d want to watch after the chequered flag has been brought down – he doesn’t entertain with his bowling (the 10-pin sort), or with his on-track surgery among a host of fans dressed in doctor coats, or play out the snow white and the seven dwarfs fairy tale on his victory lap. No sir, Stoner wins, waves to his fans, and then hugs all and sundry in the pit lane.
But during the race, he is certainly worth a watch and more. You won’t obviously find me power sliding out of corners like Hayden, or hanging off and sliding into rider under braking like Elias, or even brushing his elbows on the tarmac like Hopkins, but Casey, much like Rossi is deceptively fast. Clean, devoid of drama, but very fast indeed. But what really makes him a brilliant watch, is his ability to absorb pressure and deliver without a hitch come what may.
The 2007 MotoGp season is a testimony to the same – watching Rossi slide, running wide, and making mistakes has been a common sight this season. But I can’t remember many occasions when Stoner slipped.
Sure, he had a faster bike, but the Ducati isn’t as great a handler as the Yamaha. And at the end of the day, you need someone talented - gifted would be the right word here – to ride the stead home.
Stoner is just that guy.
Look at Capirossi, Casey’s teammate for comparison; the Italian has been nowhere near the Aussie this season, and he is talented too.
There is also the argument about tyres, highlighted by the Rossi camp no doubt, that Bridgestones were a better bet than Michelins, and Rossi’s move to ride on the former in 2008 just stamps that, doesn’t it.
You can’t really argue about that, but my point is, Rossi has seen worse, and he has managed to come up triumph in the past. So what’s different this time? Stoner. Period.
I saw Casey ride on the Honda last year, and boy was he good. But watching him this year, I believe Stoner is probably as gifted as the charming Italian. And maybe, he might replace Rossi as the best MotoGp rider ever, in the coming years.
The 2008 season should reveal all…

125s: the saga continues…

2007-10-22T23:58:00.000-07:00

Back in 2003 there was a spurt of 125s that hit the Indian market. There was the LML Freedom Prima, Yamaha Fazer, TVS Victor 125, Bajaj Discover etc etc.
The logic of bike makers behind the same, I guess, would have been – that’s how it works the world over – 100s, then the 125s, then the 150s and so on and so forth - and the same should hold true for India as well. But what they over estimated was our need to upgrade.
“If I want a fast bike (in relative terms of course), I’d buy a 150. And if its fuel efficiency I want, I’d rather stick with the 100s.”
The end result – the 125s never took off. Fast forward to 2007-08 and bike makers are taking keen interest in the 125cc segment all over again. The difference this time round is – unlike in 2003, the 100s are witnessing a slow down in sales, while the 125cc plus segment is growing at double digits. That the difference in the sheer volumes of the two is mammoth, is something bike makers aren’t really talking about. Particularly Bajaj.
Bajaj has just launched the XCD, a bike it hopes will make the 125 the new entry level. And it seems to have played the cards right too – giving the bike brilliant fuel efficiency, and at a price that is anything but expensive. Then there is the features list which should have the style conscious, cash strapped individuals swooning over her.
But not every bike maker thinks on similar lines. Here we have Honda, which will in early 2008 showcase its take on the 125s – a stylish, youth oriented, and most likely better performing motorcycle than the Shine will hit showrooms. The new Honda 125, I am sure will not redefine the entry level, and Honda would not be hoping to do the same either.
Then we have the Flame. TVS’ 125 which should be out before the end of this year. She is a stylish looking motorcycle, and brags of some innovative features as well. And unlike the XCD promises both good low end and top end performance. And with the new CCVT blah blah tech, which uses a three valve head for better swirl at low engine rpm and better filling of the cylinder at high rpm, she should not be very poor on the efficiency front either.
The point of all this? We have two very different lines of thought here. As an enthusiast, I’d like Honda and TVS to succeed. Imagine the two companies packing in 150cc rivaling performance in smaller, less expensive bikes? Won’t that be brilliant. For little else, but the fact, that segments above it will move up on the performance scale too!
I don’t mind Bajaj succeeding either, cause knowing with the Discover 135, it is already trying to do the same. And with a new Discover in the wings, which might also come in 150cc guise, hence replacing the Pulsar 150, enthusiasts have little to worry about.

Hero Honda Hunk: will she show the way?

2007-10-18T21:58:00.000-07:00

Hero Honda, synonymous with awfully fuel efficient motorcycles, has failed time and again to cut mustard with anything remotely performance oriented. Sure, the company started the 150cc revolution with the CBZ, but look where it is now – struggling to establish itself as a player of significance in the face of Bajaj Pulsars and TVS Apaches.
It’s not like it hasn’t tried, after all Hero Honda unofficially has the coveted title for most number of models in a particular segment.
In the 150, it began with the CBZ, followed by the Achiever, the X-treme and now we have the Hunk – another terrible name among the list of appalling monikers. On the other hand, Bajaj has stuck with the Pulsar, and to its credit has timely upgraded the bike, though it would have done well to upgrade the quality as well, and so has TVS, having dumped its Suzuki baggage replacing the Fiero nameplate with the Apache. That the bikes deep down are identical is of course another story.
So can the Hunk muscle her way through the hustle bustle of the 150cc segment, all the way to the top?
I won’t personally place my bets on it. You see, the Indian buyer, that’s you and me and another 50,000 of us joining the fold every month in this particular segment, are of the ‘me too’ sort. Give them a potent machine which has astounding handling prowess, performance which raises the bar significantly higher, and ergonomics that have you singing pagans for the bike, but take away those silly things like the LED tail, split grabs and orangey digital displays, and we feel short changed.
So even though the Hunk looks good, and has the right cycle parts - mostly borrowed from the X-treme in addition to gas-charged dampers at the rear – she might not exactly break the 20,000 units a month mark. And I don’t mean in the coming months, but ever.
I would like to be proved wrong of course, because it will prove that we, the Indian biker, are maturing as a creed.