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…
Showing posts with label new motorcycle. Show all posts
Showing posts with label new motorcycle. Show all posts
Wednesday, May 28, 2008
Monday, March 24, 2008
Where are the P150 and P200?
Is it me, or have you noticed it as well; the P150 and the P200 are very conveniently missing in the latest Pulsar advert – Pulsar mania!
Now, with the Discover 150 set for launch this year, there was a thought that the P150 would be axed. And Pulsars would only be focused on performance biking. So you will have the P180, 200, 220 etc catering to the enthusiast while the XCD and Discover brands would look after the commuting segment.
The point of the Pulsars focusing on performance biking is of course true, but while I still ponder about why the P200 is missing from the advert, I have figured something out about the P150.
The P150, chances are would not be killed after all. Here’s what might happen – the P150 would be completely revamped. It will get new styling, sportier ergonomics (like the Apache RTR – rearset footpegs, lowered handlebars etc), and a more powerful four-valve single cylinder engine. Moreover, the bike might also get a monoshock. Now, I am not completely sure about the last bit, but I think it’s possible, especially with Endurance, Bajaj’s suspension supplier already having prepared and submitted a gas charged, continuously variable monoshock to the company.
Pricing, needless to say will go up!
It’s a brilliant move, no doubt. But, my only worry is whether Bajaj will be able to make the bike handle well or not. I am not a fan of the way the current P150 handles – it’s a little soft and flexy. The P180 isn’t anything great either, and the P200, well, being so front heavy, she’s dreadful!
The light at the end of the tunnel though is the P220. The biggest of the Pulsars has the right weight bias, is correctly sprung and the chassis leaves very little to complaint about, given her conservative performance.
My take – I hope Bajaj does a sporty 150, and gives her the customary innovative and exhaustive features list, the customary breathtaking styling, and yes, the customary brilliant adverts!
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!
Sunday, March 23, 2008
Yamaha Gladiator SS review
Yamaha will finally deliver on its promise – the promise of a performance motorcycle to please us, the enthusiast. But before the R15 and the FZ150 reach showrooms sometime during Diwali, it has introduced yet another variant of the Gladiator, the type SS. here's what i think about her, after having spent two days with the bike...
Changes have been made to the styling. The front fairing witnesses a slight tweak with the addition of a false air intake scoop, besides being lowered to add to the stance. Much like Bajaj did with the Pulsars. She also gets a new front fender with raised sides in addition to a dual paint job, a belly pan, black matt end can, and of course a new stickering job.
Yamaha has incorporated a few other features – there’s brushed aluminium like handlebar ends and a T-clamp, aluminium retractable footpegs (the ones on the front are spring loaded as well), and a self lubricating o-chain. The spring loaded front footpegs come in handy when you scrape the pegs. These fold in instead of digging into the road and preventing a sort of highside if you like. Being spring loaded means; it saves you the effort of pushing them out again.
However, not everything is good – the downmarket fuel cap still remains which ideally should have been replaced with an aircraft type flush fitting cap. And the T-clamp makes using the handlebar lock difficult.
Ergonomics have been altered with the footpegs being pushed back but very slightly, and the handlebar is now set lower than the standard Gladiator. The bike also gets just a toe gear shifter, again to lend the bike a sporty riding feel. But, to really appreciate the ‘only-toe-shifter’, the pegs needed to be set further back, for the sporty feel that Yamaha is talking about to come out clearly.
The engine and gearbox meanwhile continue unchanged. The 125cc air-cooled single cylinder unit develops a max power of 11bhp and a max torque of 10.4Nm The latter though peaks at the far end of the mid range, unlike the bike’s competition which boast of similar torque lower down the rev range. However, being the only 125 with a five speed box, Yamaha has managed to use the gear ratios well to lend the Gladiator reasonable driveability. It’s a great shifting box too – precise, well weighted, and with the light clutch, makes riding around town a breeze. Our only complain if any with the drivetrain is that the engine needed to be a lot more refined, and the exhaust note, sporty.
As for the performance, thanks to a freer flowing air filter, the performance is up a notch. It’s not blistering of course, but the improvement is evident.
The cycle parts including the diamond frame chassis, suspension (telescopic forks upfront and hydraulic dampers with coil springs at the rear) have been carried over as well, and all the better for that, cause the Gladiator does boast of class leading ride and handling compromise.
The ride is a bit firm but plaint, while the handling is of a different order all together. The bike’s weight bias along with generous amounts of feedback returned via the tyres, handlebar and the chassis make corner carving, fun and addictive. Straight line stability again is good but given the chassis’ potency a little more performance would have been more than welcome.
The Gladiator type SS is a fun bike to ride. And now it looks the part too. But if you can hold on, the 12bhp plus XCD Sprint might be a good option too, at least if she finally looks the way she did at the Expo.
Specifications
Yamaha Gladiator Type SS
Engine: 123.7cc
Max power: 11bhp @ 7500rpm
Max torque: 10.4Nm @ 6500rpm
0-60kmph: 6.6s
0-100kmph: 30.3s
Top Speed: 103kmph
Fuel efficiency: 60-65kmpl
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
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