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
Tuesday, April 29, 2008
TVS Flame road test
I don’t quite like the Flame ad, because plainly, I don’t quite understand it. But, it isn’t me all the way. You see, when a motorcycle advert shows a guy racing through twisty roads on a bike, being hunted down by a women coming down a parachute, for a date, there’s something seriously wrong somewhere. And then to learn from a company insider that the bike and the advert, both are targeted at the self employed lot; well, it just leaves me tragically confused.Thankfully, the bike herself isn’t as confusing.
She is brilliantly styled: the fuel tank along with those ‘delta’ styled side flanks with turn indicators incorporated, adds a sense of occasion to the Flame’s presence. She does get an alien like face though, which when viewed head-on looks good, but otherwise fails to gel with the overall design.
Having said that, besides the tank, the rest of the design isn’t as gorgeous; it’s nic
e 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.
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…
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
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
Friday, April 18, 2008
Where have all the riding roads gone?
I am not completely pleased with all this road development that’s been happening. It’s adding to such monotony. Imagine, negotiating never-ending stretches of arrow straight roads, with just the road markings and the odd stray dog to keep him company. It’s scary, I know!
Cause riding, as the adage goes, is about the journey and not the destination. The journey therefore, needs to have a potent mix of flat-out straight stretches to open up the bike’s lungs and of course, winding roads, with the latter dominating the mix.
Bikers need roads with corners. Roads where we can put our bikes down scraping footpegs, and even the odd knee. Roads that need us to continuously work the bike’s handlebar to make the bends successfully, one after the other, in quick succession. Roads, where there is a hint of danger lurking behind every cliff, crest or trough; the danger of going into oncoming traffic or going off the edge if we were to overdo it. Roads, which are involving but more importantly, intoxicating.
Sadly, such roads are fast disappearing as the development authorities go about their road widening work with vigour; changing great, enthralling roads into safe and comfortable but equally boring means of commute.
Was riding in Maharastra the other day, a road I have ridden on for years. And when you spend a lot of time on the same stretch of road, no matter the distance, you tend to have your favourite sections. I had mine too. But to my horror, the road widening work had taken away my much-loved corners, blasted them into tedious straights!
This isn’t just a one off instance. I am sure the Golden Quadrilateral has taken a few great riding roads away, and so have the North-South and East-West corridors.
This fascination with road expansion, reminds me of the cartoon movie Cars, wherein part of the old Route 66 leading to the sleepy town of Radiator Springs which promised excitement and charm in the way it wrapped itself around the hills, is left abandoned in favour of an eight-laned motorway. But as it happens in all good family movies, the road is back in action thanks to one Mr Lightening McQueen.
However, in the real world, our great biking roads are going away forever. Bikers now need to travel further each year to enjoy riding. There are a handful of good sections around Delhi I am told, the road to Simla is one, then there’s one leading up to Shivpuri and beyond. But these are a long way off, and a long way off through painfully boring roads.
I do have a humble request: please somebody help me out with some good riding roads in this part of the world – in and around Delhi!!!
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!!!
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
Wednesday, March 19, 2008
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.
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
Thursday, February 28, 2008
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.
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.
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