Hero Maestro Review

A scooter for males? Is there more to this than just a marketing spin? We rode it to find out

The Maestro, says Hero, is a scooter meant for males. So, compared to its only other scooter offering, the Pleasure, the Maestro is bigger, brawnier and surprisingly more stylised as well. And by stylised we don’t mean it’s heavily plastered with stickers; in fact it has none. But, the shape of the headlamp, the front apron and the rear, not to mention the slanting floorboard, make it look very up-to-date. We also found the carbon fibre like finish of the seat cover a nice touch.
The Maestro also feels big once you get astride. The floorboard is large and there’s good distance between the seat and the handlebar enhancing the feel of roominess. The clocks look great and are easy to read too, and the quality, then be for the paint or the plastics or even the fit and finish is right up there with the best in the segment.
Now, the Maestro might be the second product from Hero after its split with Honda, but underneath that stylish shell, it still runs Honda hardware. So, the 109cc engine is the same reliable and refined unit used on the Activa. The CVT transmission too is the same. And one can feel it the moment you open the throttle. There’s no shudder at start up, the pick-up is smooth and linear, and the engine runs with the serenity of a monk no matter how hard you rev it.
The Maestro shares its underpinnings with the Activa as well and runs the tried and tested tubular underbone chassis suspended on segment standard trailing link setup at the front and a unit swingarm at the rear. However, the Maestro does run a mildly longer wheelbase. As far as ride and straight line stability goes, the Maestro is absolutely par for the course. The ride is supple for most part and it manages quick direction changes well too. And we like the fact that this Hero also comes with Combined Braking as standard.
If you like the Activa, you will like the Maestro, no question. Only the Maestro looks more modern and has some nice bits like fancier clocks and sturdy looking folding pillion footrests. It’s priced well too at Rs 52,000 on the road in Delhi, especially when you consider that a large glovebox, Combined Braking and a side stand are standard at this price. As far as it being a scooter for males, all we can say is, males certainly look better riding it than they do riding the Pleasure.

Courtesy: www.autobild.in

Bajaj Discover 125ST Review

As if Bajaj did not have enough Discovers in the market already, it has introduced yet another version. This one is called the 125ST and promises to be more than just a daily commuter

The trick to managing higher sales it seems is to have numerous models catering to a single segment. And Bajaj certainly wants more numbers, if for nothing else, but to get back its number two spot from Honda. A great learning on how to get the most from this trick comes from Maruti Suzuki. Not getting into the specifics, it has almost 10 models (not including variants) in what we would traditionally describe as the small car sphere. And this segment alone is responsible for Maruti's number one position.

Now Bajaj wants to do the same in the commuter motorcycle segment. But unlike the carmaker, it will do so with just two brands - Platina and Discover - but with multiple variants for each. Take the Discover for instance; there are already four versions of it on sale. There's the 100 with a four-speed and five-speed gearbox option, there is the 150 and in between, there's the 125. And now there's another new version called the Discover 125ST.
The ST is essentially the Discover 125, albeit with new clothes and some heavy technical modifications in both engine and chassis departments. The styling is more grown up and modern compared to the existing Discover line-up as well. It also looks more imposing and muscular, even though it is smaller than the current range in all dimensions barring the wheelbase, which is identical to the current bike. It does however get a bigger fuel tank and a wider tailpiece. The overall width though is narrower courtesy the reduced width of the handlebar.

It’s also easier to mount thanks to a lower seat height, and the seat itself, is more comfortable now. Plus with a larger tank the feeling of sitting 'in' the bike is more pronounced. Overall ergonomics though are still very commuter like and work well while tackling city traffic. It also has light controls; the clutch is effortless to pull in and changing gear requires no real force.  It also feels very light on the move feeling nimble and less tedious to ride around in the city.
The ST uses the same chassis as the current Discover 125, but now sports a monoshock at the rear making the ST the first bike in the segment to get one. The setup not only helps the new Discover ride well over almost any surface, it also ensures the 125cc Bajaj doesn't feel completely out of sorts with a pillion on board. Moreover, at whatever pace it can manage, it handles the corners decently well too. The only limiting factor here are the tyres.
The engine too is the same as the Discover 125 including the bore and stroke, but the head design is different. The ST sports 4-valves for better breathing at higher revs, much like the Pulsar 135LS. It also makes more power, but at higher revs compared to the standard 125 and exactly the same peak torque, albeit again at a higher rpm. On the road, the ST doesn't feel much quicker or more ride-able than the standard bike in the low and mid range, which is where most people would end up riding the machine.
However, towards the top end of the rpm spectrum, the ST feels a lot more alive than any other 125cc bike. It also sounds better when revved hard. In fact, it’s only when ridden hard that the ST felt special and brought a smile to our face. In commute mode though, it felt quite ordinary.

The Discover 125ST wants to be more than just a commuter; it wants to be a fun to ride bike, even on longer jaunts, while hoping to bring back youth into the commuting space. In terms of looks, slow-speed flickability and top end performance, it certainly catches the eye. And with some upmarket parts like a 4-valve head and a rear monoshock, it must certainly have the enthusiast’s attention as well. It is still an ordinary commuter though, but what remains to be seen now is how it is priced, and what real world fuel economy it manages to return.

Courtesy: www.Autobild.in

Royal Enfield Thunderbird 500 review

Royal Enfield says the new Thunderbird 500 is ideal for cruising down highways. We took a road trip to Ooty to find out if it really is the highway star, the company says it is

It might have been a cash-strapped company’s attempt to turn its fortunes around, but the Thunderbird today has a cult status. It is the bike of choice for many looking at touring on two wheels. However, it has gotten quite old in the tooth now, and its inherent shortcomings are becoming a tad too obvious; even to its die-hard fans.
To arrest this, Royal Enfield is now ready with a significantly updated version of the motorcycle. Called the Thunderbird 500, the bike gets all new styling and new-to-the-model engine and cycle parts.
The engine and gearbox is borrowed lock, stock and barrel from the Classic 500 with the gear ratios as well as the final drive having been left untouched. And, that's not a bad thing given the model gets a higher capacity, more powerful and modern engine compared to the older Thunderbird. As with the Classic, the new Thunderbird gets fuel injection along with tremendous portions of pull in the low and mid range. Whack open the throttle from as low as 2000rpm and the Thunderbird accelerates seamlessly and with gusto almost all the way to its 6000rpm redline.
It's also surprisingly quiet with the rider hearing the exhaust note above all else when on the move. The only issue here, in typical Bullet fashion, are the vibes that surface at 3000rpm but get really bothersome close to 5000rpm. These can be felt most via the fuel tank and the footpegs. The good bit though is, thanks to the gearing even when cruising close to 120kmph, the engine isn't revving this high. So, even after hours of riding there's no tingling sensation or scratching to be dealt with.

Moreover, the styling related changes work well too. The new motorcycle still has the characteristic Thunderbird stance with the round headlamp, high handlebar, the upswept tank and a stepped seat. The latter though is now a split design with the rear seat coming off for better luggage carrying capability. In addition, the headlamp is now projector type for better illumination, the fuel tank is larger for better range, and with the forward set footpegs, the seating ergonomics is more comfortable too.
But, the most outstanding bit about the new Thunderbird is the way it handles. It uses the same chassis as the Classic, but sports meatier front forks and a stiffer oval section swingarm. We rode the new Thunderbird up to Ooty from Bangalore and on the 50km odd, well-laid and seriously twisty ghat section, the bike surprised us with its willingness to turn into corners and make quick direction changes as well.
It feels light and neutral while tipping into bends and even when leaned over there's hardly any swaying or wallowing from the chassis; in fact given the weight and the size of the bike, it feels tight and confident while attacking corners. Thanks to repositioning of the front footpegs, the bike can be leaned more too before the footpeg scrapes around a left bend and the exhaust shield when leaned over to the right.
We aren't very happy with the bike's braking though. Sure, it does get a 280mm disc upfront and a 240mm disc at the rear wheel, but the feel from the brakes is wooden. Also the bite isn't great, so if you do get carried away and push a little harder, things can get hairy if you need to stop in a hurry. The MRFs though - the 90/90 19in at the front and the 120/80 18in at the rear offer decent grip, even in the wet.

If every new product launched by a company feels as if it is its best yet, the company is obviously doing something right. And Royal Enfield, in our opinion is now that company. It surprised us with the Desert Storm last year, and now with the new Thunderbird it has done even better. The bike not only has been finished with good attention to detail but it also sorts out problems Bullets were infamous for, particularly dynamics. It handles well, is ergonomically a lot sounder and with that torquey 499cc engine, the Thunderbird is also quick and well suited for highway cruising. It still is vibey and it could do with better braking, but there's no doubt that if you're looking at buying a Bullet for touring, or a Bullet, period, the Thunderbird 500, is clearly the one to go for.


Courtesy: www.autobild.in

Yamaha Ray Review

I am over 30, not all that pretty, and I, certainly don’t have a fetish for pink soft toys lining my bed. Clearly then, the scooter I am riding, isn’t targeted at me. It’s here to give 18-year-old pretty girls wings. Therefore, it’s light and has a low seat height, says its maker.

But, surprisingly, the Yamaha Ray doesn’t feel very girly to ride, or to look at for that matter, if one were to overlook the colour scheme. Actually, it’s a sharp looking scooter with youthfulness dripping from it. The front resembles the Honda Dio to a great degree, but that’s not such a bad thing. It’s also not small like the TVS Scooty; in fact, its length (1835mm) and wheelbase (1,270mm) are one of the longest among scooters in India, including some 125cc offerings.

The Ray, though, displaces 113cc. It's an undersquare engine coupled to a CVT and makes max power of just over 7bhp. The peak torque is rated at 8Nm and both these output figures are at par with other scooters in the category.

Once astride, the Ray’s narrow and low seating becomes obvious. So much so, that for my size it actually feels a bit cramped. The floor board is pretty narrow too. Get it off the stand and the Ray’s lack of weight becomes clear too. On the move, the Ray is tremendously flickable. One can drop it left or right with utmost ease and confidence which should make it a superb ride for filtering through traffic. The braking again impresses; the 130mm drums at both ends and the grippy tyres bite into the tarmac with ferocity. The only issue is the brake feel, which the optional front disc would easily take care of. 

As far as the powertrain goes, the 113cc engine is smooth and the CVT works without hassle. But, given the Ray’s light weight and 7bhp of max power, we expected the scooter to be peppier, at least the initial pickup. It’s not slow, but it can’t hold a
candle to the likes of the Suzuki Swish either.

At Rs 46,000, the Ray is priced well. It should appeal to young working women given how easy it’s to ride, thanks mainly to its light weight and narrow width. It’s also well put together, though the plastic bits in a few places could have been of better quality. The design is crisp and clean, but it isn’t a product that can be tagged as a game changer since it doesn’t bring anything new or outstanding.

Absent!

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

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

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

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

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

Will also have the CBF review soon...

Honda CBF Stunner

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

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

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

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