Where are the P150 and P200?

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

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

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

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

Pricing, needless to say will go up!

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

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

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

Yamaha Gladiator SS review

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

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

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

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

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

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

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

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

Specifications

Yamaha Gladiator Type SS

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

Honda Aviator - review

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

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

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

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

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

Specs

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

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

& 130mm drum
Fuel tank: 6 litres

Cost
Price: Rs 45,500 OTR, Delhi

Flame now with single spark plug!

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

Hunk needed to do more

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

Hunk vs P150

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

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

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

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

Spec box

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

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

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

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