2017 Suzuki GSX-R 1000/R Review

There are few bikes which evoke a sense of speed and mystery and associate themselves with real life superbikers who have achieved cult status riding them. Our own John Abraham in India is mostly associated with the Hayabusa due to his first Dhoom movie even though he is a brand ambassador of another motorcycle company. However on the world stage it was the Ghostrider who achieved cult status which many have tried to, like more recently – ‘MaxWrist’ who has been going around on public streets on a BMW S1000RR, and even managing to get out of jail to do it again.

For me however, it has been the Ghostrider with his black GSX-R1000. He set the European highways on fire and shared low res videos online via YouTube back then, which made him something of a fabled creature.

 In fact his impact on so many motorcyclists was so much, including myself that I unintentionally modelled my likes towards a matte black Hayabusa which I so cherish now.

 Though I do not possess the skills or the aura of the Ghostrider it is pretty evident how a bike and rider can shape impressionable minds to such a great extent.

The Track

Coming back to the present. I found myself flying to the Kari Speedway in Coimbatore, my first tryst with the famous track. I gather it has played a very important role in shaping a lot of riders and a lot of activities keep happening there. Much before than the F1 spec BIC came up in the north. I guess riding the GSX-R 1000 was an excuse enough to pay a visit. And of course the JK Tyre Championship along with the Gixxer Cup was going on there that weekend as well.

The weather was amazing. The place is surrounded by hills, albeit a little distant, the highest peak of Ooty, a dream hill station of India called the Dodabetta is apparently only 90 kms away. Alas I didn’t have a bike there to go out on the road! Seeing the GSX-S1000 and the Hayabusa parked there gave me a flash of insanity that I might steal one of those and head to the hills. But there was work to be done.

So it was the second time I saw the new GSX-R1000s in flesh, after the INTERMOT last year. There they were – a matte black with red accents looking absolutely fantastic and ‘ghostrider’ ride ready. The other in the traditional Suzuki blue colors – this was the top spec GSX-R 1000R. But I was already in love with the black!

Now, the Kari Speedway isn’t really suitable for 1000cc machines. What I didn’t know is the condition of the track was literally like that of a road with one-way traffic. Bumps et all and with gravel around a few corners ensured that no flirting with the bike was possible. At least I didn’t want to take any chances! 

Ride Experience

So I first went on the GSX-R1000 without the balance free shocks. The traction level was set at 10. The TC was engaging inexorably and I had to come back into the pits and change the level to 4. The difference was remarkable. I was able to pull the bike much faster without the TC spoiling the party. The bike was fast. Insanely fast. I had to first get used to the track which is pretty technical and not at all flowing like the BIC. This meant a lot of shifting gears (but not so much probably thanks to the SR-VVT, which allowed for variable torque in low RPMs). Caution had to be exercised launching the bike out of the corners. After all a 200 plus bhp litre class bike demands utmost respect.   

I could achieve speeds touching 200+ kmph on the front straight, however I paid the price with a tank slapper due to bumps on the track! The bike’s front wheel lifted skywards but somehow landed back on ground allowing me to brake hard before taking the right at the end of the straight. That was one scary moment. I could feel the TC, ABS working in unison to keep me upright at that moment. The GSX-R1000 doesn’t have the quickshift like its R version hence a bit more coordination is required especially on a tight track like this. Since I was far from breaking any lap records and just ensuring I get the bike back into the pits unscathed (to avoid possible lynching from other journalists and Suzuki officials alike since there were only two bikes), I took it easy.

The power is available at all RPMs, again thanks to the SR-VVT, and I dare not test it all the way up to its purported red rev band.

The bike does change corners very fast, but I reckon it will be much faster on a flowing track if ridden by the same rider.

Suzuki were a bit late to the party in upgrading the GSX-R 1000, the last major upgrade was, I reckon, 8 years ago. But they have come back with a bang. The R version has Showa balance free WSBK spec shocks which make it more stable under bumpy conditions and consequently faster too. Both the bikes have an IMU but the R version uses it to apply cornering ABS.

Pricing

For me the new GSX-R is a great package, however the extra bucks for the R version will translate into faster (thanks to equipment like the quick shifter and BFF shocks) and safer (cornering ABS) riding – be it on the road or on the track.

The new GSX-R1000/ R is available in India for Rs 1900000/- and Rs 2200000/- respectively (Ex-Showroom Delhi).

History

The 80s was a transition period for superbikes. Engine technology had developed in leaps and bounds, producing far too much power than the tyres and chassis of the day could handle. The result was big unwieldy motorcycles which were more than a handful to ride. In superbike racing all the Japanese manufacturers were upping the game with their work on the engine. Suzuki took a different path to success, producing a more traditional engine but with a revolutionary frame. While the other Japanese manufacturers were using rectangular steel tube frames, Suzuki developed an aluminium chassis, ditching the traditional steel altogether.

With this innovation the Suzuki GSX-R 750 was born in 1985. Having a conventional engine setup made the bike a favourite among privateers. It didn’t just have phenomenal handling but because of its different frame, it visually stood apart from the competition. The sweet handling characteristic of the ’85 Gixxer has become a hallmark of superbikes from Suzuki. Hiroshi Fujiwara the main designer of this bike set in motion something which holds true even today.

Suzuki MotoGP

The pinnacle of motorcycle racing sees the Suzuki in the same avatar. The common consensus in the MotoGP paddock is that the Suzuki GSX-RR ridden by Andrea Iannone and Alex Rins is the best handling bike on the grid currently. 2015 had seen the Japanese manufacturer re-enter MotoGP and they tasted success in 2016 with Maverick Vinales sewing up a convincing win at Silverstone.

Motorcycle racing aside, we would love to see the new superbike get a massively overpowered naked a la the KTM 1290 Super Duke R with its 170+ bhp. May not be the most practical motorcycle in the market, but then practicality at times is best shelved!  

The New Tech

So what’s new with the 2017 Suzuki GSX-R 1000/R? Quite a lot it seems. In 1985, the frame used by Suzuki set them apart, now it’s the electronics. Though Suzuki is late to the ‘electrickery’ party, it has done a commendable job of getting it spot on. 

The new GSX-R 1000 comes with a new chassis which is 20mm narrower at the widest point and it weighs 10% less than the previous model. Suzuki engineers and designers did extensive aerodynamic research and testing in the wind tunnel and on the racetrack during the development of the new GSX-R1000’s bodywork. Bigger discs help with improved braking over the outgoing model as well. 

This is the most powerful bike ever built with 202 Ps of peak power and 117.6 Nm of peak torque. But this peak power hasn’t come at the expense of low and mid-range power. Thanks to the Suzuki Racing VVT (Variable Valve Timing), the engine produces oodles of power across the rev range. Suzuki claims that their proprietary system is much simpler than the competition. The simpler the tech, the less chances of failure. 

This is why Suzuki says the bike is the ‘Best GSX-R Ever’!

The bike has 3 customisable modes which can be switched on the fly, though one must close the throttle before changing modes. It also gets a Continental Inertial Measurement Unit which is continuously measuring every motion and movement of the motorcycle. This allows for better electronic control during braking, cornering and acceleration. 

For real world everyday ease of use, the Suzuki also has an Easy Start System. One touch of the starter button and the bike will roar to life. The rider needn’t pull in the clutch and hold the starter button. The electronics also help in starting the bike in cold conditions. 

The R

The R version of the gets even more goodies to go with the extra letter! Launch Control helps to get the perfect launch of the line on the track. You can whack open the throttle and the electronics will only send the required torque to the rear wheel to thrust the machine forward without spinning it up. 

The Launch Control isn’t something you expect to use on a regular basis, but the Quick Shifter is. In the R, you can both upshift and downshift without using the clutch or playing with the throttle. This allows for smoother and faster shifting, a boon on the track. 

The biggest step-up the R has over the regular is in the suspension. The Showa Balance Free Front Fork and Showa Balance Free Rear Cushion Lite rear shock set the R apart. Simply put, this system gives more consistent feedback by negating the influence of unequal pressure of the oil. 

All these upgrades put together make the R a significant step-up over the regular version. Changes which will surely make a difference on a track, on the street though, we aren’t so sure.

The Etc.

A few pictures from Kari, where the Gixxer Cup was also taking place. 

Suzuki GSX-R1000 R Review Tech Specs

Comparison with the competition

The post The Next Ghostrider? 2017 Suzuki GSX-R1000/R Review appeared first on xBhp.com.

Bajaj Pulsar NS160 Review 

Is this new Bajaj Pulsar NS160, a proper progeny of the NS200 or is it a watered down version which resembles the commuterish Pulsar 150 more than the Naked Sports series? Let’s find out!

Riding Gear by: Spartan Pro Gear

After the lacklustre sales of the AS150 and AS200, Bajaj realised it needed to get a little less adventurous and a little sportier with their product portfolio! So the two adventure twins were discontinued and the previously successful NS200 was brought back this January. But that left a gaping hole in the 150cc sports commuter segment, since the original Pulsar 150 is left with no sport but only commuter genes. Bajaj had nothing in response to the Suzuki Gixxer, Yamaha FZ and Honda Hornet, or even the age old Apache 160. TVS will soon be bringing a new 160 based on their Apache 200 as we saw in the pictures clicked by an xBhpian.

Which brings us to the recently launched NS160. A motorcycle meant to fill the void of the newer generation Pulsars and take on the three competitive Japs. A bike targeted at the urban young, who want a good looking bike, which isn’t too heavy on the pocket to purchase or at the petrol pump!

The Looks

Visually the bike looks much like the 200. Which should work in favour of the 160, but will it be at the cost of the bigger bike? If you liked the 200, then this will be equally appealing. The skinny tyres are the visual giveaway of the smaller size of this motorcycle. Though Bajaj has tried to hide this by using a chunkier tyre hugger!

From upfront the bike has good road presence with its big headlight dome visually flowing nicely into the plastic tank extensions. Though the skinny forks remind you that this isn’t the 200. The bike we rode was grey, which looked quite subdued, the other option of red should be far more appealing to the target audience we believe. Build quality of the motorcycle is satisfactory and the switchgear is the same as used on the 200. Which isn’t perfect, the turn-indicator switch doesn’t feel natural to use if you are used to any other bike in the market. You need to re-work muscle memory; else you push the switch, take the turn and realize the indicator light hadn’t got turned on in the first place! An anomaly in the bike we rode was on the oil-cooler plastics, which was loose enough to be pushed off with the strength of a single finger. A stark contrast to the rest of the motorcycle which possibly means this was a one-off with our bike.

The Tech

The differentiation from the older Pulsar 150 comes in the form of new technology. The engine is not all-new, but it isn’t from the old generation Pulsars either. The new engine is the bored out version of the one employed on the now discontinued AS150. The 160.3cc 4-stroke 4-valve oil-cooled twin-spark engine produces a decent power of 15.5 PS and 14.6 Nm of torque. Power is down from 17 bhp and torque is up from 13 Nm in comparison to the AS150. Bajaj has understood that these bikes are commuters at the end of the day. More torque by sacrificing the top end is a positive trade-off when riding in the city. The 2mm increase in the bore makes the NS squarer than the AS, which translates into better rideability for a commuter.

The gearing employed on the bike is also commuter friendly; one can trundle through traffic at 22 kmph in third gear without lugging the engine. In fact, it is easier to ride the 160 than the 200, as the latter forever wants to be revved. The NS160 will happily chug along without protest even with a pillion in traffic. We didn’t get an opportunity to test the top end on the narrow semi-urban roads, but the bike did pull strongly till 80 after which some effort was required. Though this was with a brand new engine which hadn’t been run in. The company claims a top whack of 115 kmph.

The new engine feels nothing like the older generation Pulsars and refinement is a big step up. We rode the bike during the second half of the day after it had been thrashed around by the media in the morning. Even after being meted out with some punishment the engine was smooth, the idling stable and throttle response is crisp. The gearbox is slick, with both upshifts and downshifts causing no trouble at all. The bane of the older bikes, finding neutral when stationary also seems to have been resolved as we found out in peak hour Hinjewadi IT Park traffic!

The frame is the same perimeter unit found on the NS200. Which helps greatly in improving the handling dynamics of the bike, but comes with a weight penalty. It is essentially over-engineered for the 160cc mill, which somewhat explains the up to 10 kg difference over the competition! As with most things engineering, there is a trade-off. Even though the wheelbase is the exact same as the NS200, the swingarm isn’t the same as per Bajaj.

The Ride

How does this new technology translate into the ride on the road? Throw a leg over the rather high saddle, 805mm, and it feels immediately like the NS200. Press the self-start button and the engine immediately comes to life before falling into a steady idle. Fortunately the bike comes with a kick-start lever as well, so you needn’t depend on the battery in cold high-altitude conditions!

The clutch isn’t the lightest out there at first touch, but it has a nice smooth progressive feel to it. Slot the bike into first gear with the toe-only shifter and the bike cleanly pulls off, even with an incline and pillion. The shorter gearing and better torque are the heroes here. Once in motion, the distinction between the 200 becomes apparent. The missing power and the 10 kg less weight gives the bike an entirely different character as compared to its larger sibling. Much easier to throw around without any fear, but try stretching the revs in an overtaking manoeuvre and you are brought back to stark commuter reality!

The area where the bike shines is its handling. It manages to walk the tight rope of urban comfort and sporty handling. The suspension is substantially softer than its larger sibling but can take a reasonable amount of aggression, provided you don’t forget that it is a commuter at the end of the day. Bad roads are no barrier, as the softer suspension capably absorbs all the bumps thrown at it.

Brakes on the NS160 are a mixed bag. The front is sharp, with sufficient bite, but it isn’t progressive. First time disc brake users, of which there will be many, will have a tough time adjusting to the front brakes. More so considering, that the junta is generally scared of using front brakes. The rear employs a drum which ideally should be extinct along with dinosaurs. Unfortunately it isn’t and Bajaj says that a disc should be available at the rear as an option soon. We look forward to that.

What about the skinny tyres? That might be a major downside in the looks department, but once rolling, you just won’t notice. The handling and grip are sufficient for the target audience, without the higher rolling resistance which a 140 section rear tyre brings.

We rode the bike in daylight and therefore aren’t in a position to comment on the headlights efficacy, but with a 55W bulb and the same dome as the 200NS, the result should be consistent with the bigger brother. Fuel consumption as claimed by the company is between 40-45 kmpl, 2-3 kmpl less than the old Pulsar 150.

The Siblings

A question which many of us have is, will this bike be the death knell of the Pulsar 150 and 180? In the grand scheme of things, probably yes. But not as of now. All the Pulsars will be sold simultaneously. A bike with newer and better technology will surely sell more than an out-dated motorcycle right? Not always, as Bajaj found with the Pulsar 220 still outselling the 200NS by a decent margin.

The NS160 sits some INR 3000 more than the 150 and INR 1500 less than the Pulsar 180. Would most prospective buyers go for the 20cc more at a marginal price increase? This is going to be a tough sell for the Chakan based company to the average buyer who walks into its showroom.

The Competition

How does it stack up against the 3 Japanese and the Apache 160? We need to wait for the update of the latter as it is at the end of its lifecycle. Compared to the Gixxer, FZ and Hornet, the bike sits pretty. It takes the fight to the Japanese, though the Gixxer is at par or slightly better, the FZ has a completely different character and the Hornet has sales numbers which is far ahead.

The biggest drawbacks for the NS160 are its highest in-class weight and saddle height. Neither is the bike the cheapest of the lot, a 1000 rupees more than the Apache and Gixxer, but significantly cheaper than the Hornet and FZ Fi. In terms of pure motorcycle, the Gixxer is the biggest competition, in terms of sales; the Hornet poses a stiff challenge. Will the NS160 manage to rattle the segment? We eagerly wait and watch!

Photos: Thulashi Dharan J / Holy Biker

Bajaj NS160 Review: Tech Specs and Comparison

Technical Specifications provide by Bajaj

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Big bike, good bike so long post warning 

Please excuse the ‘dirty bike’ photos. Udaipur, the venue of the ride, had been witnessing incessant rain over the past 10 days. There was no place to ride that would leave the bike clean and by the time we reached the point where photos could be taken, the Africa Twin was already looking like it had been through its element! 

Few could have predicted that a television series starred by two non-descript actor motorcyclists would change the way motorcycling would be seen a decade hence. Evan McGregor and Charlie Boorman’s documentary ‘Long Way Round’ glorified the trans-continental motorcycle tourer to no end and the dual-purpose motorcycle just came along for the ride. Not just for the ride but to stay. Since then we’ve seen the times of the dual sport or the dual purpose ‘go anywhere’ kind of motorcycles dawn upon us in earnest. Most other manufacturers across the globe were quick to realize that touring is the most popular form of motorcycling and so any and every motorcycle maker worth his name soon had a model or two in this dual-purpose category in their offer list. Honda has been a little slow in getting onto the bandwagon here, almost 10 years late actually though they are by no means a new player in this game by any standards. The Honda Africa Twin is an old timer but getting it up and ready for modern times took them a while. Finally they are here with the new Africa Twin formally numbered the CRF1000L. It’s new, up to date, bristling with technology and ready to take on anything either on road or off it. 

The strong yet quiet thrum of a liter class parallel twin pervades my senses as I, literally and figuratively, use my right wrist to fly through the unusually green countryside of Udaipur. The Africa Twin, born for the ultimate battle in the world’s largest desert, the mighty Sahara, was quite fittingly given to us media riders for a first experience ride in the Sahara’s smaller and less glamorous cousin, our own Thar desert in Rajasthan. The progeny of the legendary NSX750 that won Honda four Paris Dakar titles in a row when the race used to happen in the Sahara, this modern day technology loaded avatar of the Africa Twin is no less revolutionary and robust in what it brings to its rider. And yet it remains in spirit and essence a humble, immensely capable and a thoroughly relatable machine that takes no time in becoming an extension of the rider’s self. 

Not really dramatic to look at except of course in the rough with both lights on and the front lifted skywards, The Africa Twin is more of the function over form thing in person. The front looks strong and purposeful while the tail seems somewhat lack-luster, almost anemic. The bike though looks a lot better with the ride in the saddle than as a stand-alone. But then who would leave a machine like that standing alone and unattended! The simple and robust looks don’t really reveal the extensive state of the art tech hiding within. The bike has evolved into embodying the state of the art automobile technology and translates it into a completely user friendly and user beneficial form. Things like the auto transmission might feel a trifle alien for a while on a bike of this kind, all the more so while the left hand keeps searching for the missing clutch lever and the left foot for the gear lever but a few uncluttered miles on good tarmac makes this ‘new’ set up seem so very natural. You wonder why the DCT coupled with this auto-box was not around earlier. 

The LED powered headlamps (18W high beam and 17W low beam) in off and on condition. 

A basic read-through of the owner’s manual of the Africa Twin is strongly recommended or you’ll be lost in the profusion of buttons and levers clustered around the bar ends. And of course you’ll not really be able to fully enjoy the bike without knowing what all you can make it do. The bike looks tall but once you swing a leg over it and settle down in the seat, its height (adjustable between 820-840 mm) gets reduced by quite a bit. The rear seat ‘rears’ up quite high and you need to swing that right leg way up to clear it while saddling up. A better way is to stand on the left peg and mount. There’s an appreciable amount of sag in the suspension and so what seemed tall visually becomes just right when you settle your weight on the seat. For the more well endowed in the weight department like yours truly, the settling down is substantial. The cockpit does seem a trifle confusing but if you’ve been through the manual or were briefed by someone who knew about it, things do appear pretty logical. Switch on the conventionally placed ignition switch, flick the engine kill cum starter switch to run and press down further to start the engine (the kill switch cum starter button is a lovely new innovation). The motor comes to life without any hesitation and settles into a steady soft idle. Blip the throttle and it responds with alacrity. 

The kill switch cum starter button. There’s the Drive mode selector with N – Neutral, D – Drive and S – Sport selection. Bottom row switches are Hazard lights on left and Automatic/Manual gear shift selector on the right. 

The bike looks tall but saddling up makes it very approachable even for the less tall riders. 

The right hand switch cluster has the Neutral-Drive selector switch. Toggle it to the left and the bike gets into gear with a soft thunk. Careful, don’t blip that throttle now or you’ll take off! The left had side should leave you a little lost initially since there’s no clutch lever our muscle memory is embedded to grab and squeeze. There’s no gear lever under the left toe either. The Honda is letting you get to know it bit by bit. Just roll the throttle and you’re underway. Except for the left hand not working on the clutch (since the DCT working away to glory for you instead), getting to roll and riding is just like you’ve done on every other bike you’ve ever ridden. Roll the throttle and go. The under-square 999cc OHC Parallel Twin is a lusty performer, developing some 87 bhp at 7500 rpm and rolls out 92 Nm of torque at 6000 rpm. The 270 degree firing order makes it not just sound like a V-Twin but it the power output also feels like it is coming from V-twin! No slouch anywhere in the rpm band, it is at its best in the mid-range and that’s where you’ll want it to sit all day if you plan tour on this bike. The autobox does up-shift a trifle early than you would want it to in the default Drive auto mode. Select the Sport mode and things get better with the engine pulling progressively longer in each gear, depending on which Sport level you’ve selected (there are 3 selectable levels). Things getting complex already eh! There’s lots’ more coming your way Mr. Rider. 

The left hand side switch cluster. Headlamp hig-low beam selection with Pass switch, LCD display mode selector, clock/trip etc Set button, horn switch, turn indicator and downshift toggle. 

Parking brake lever and lock where the clutch lever is. The up-shift toggle (below with the + mark) and Traction level selector above it. 

The Manual shift option lets you cycle through the 6-speed box using the two ‘shift’ toggle switches on the left switch gear cluster. The one up ahead (located where we have the day flash switch on most bikes) is for up-shifting while the one below the horn button is for down-shifting (to nit-pick here, the horn button should have been where the down-shift one is at least for our wild-west lawless traffic conditions). Those who have ridden the VFR1200R would be familiar with all this. So your left index finger handles the up-shifts while the thumb lets you downshift. No let-off of the throttle needed for either just like with a power-shifter. Only that the DCT makes it embarrassingly smooth. The Africa Twin though carries the third generation DCT, automatic gearbox and traction control tech compared to the older VFR. There’s also the very comforting accessory option of having a foot gear shifter placed where a conventional gear shifter is. My test bike came equipped with it and except for my tendency to ‘blip’ the throttle at every downshift, something that made the bike momentarily accelerate reminding me that I was trying to be smarter than the DCT, there was no perceptible difference in using the foot shifter. One down and rest up – even the shift pattern was the usual. A must-have accessory for me if I was buying the bike. 

Toe shifter – an accessory worth its weight in gold!

The two section LCD type instrument panel. 

ABS de-selection and G mode selection switches.

ABS comes engaged as standard though one can de-select it only for the rear wheel through a switch on the dash – a function needed for off-roading. But this needs to be done while the bike is stationary. All other selections can be done on the fly. The other main feature of the electronics is the traction control (the Honda Selectable Torque Control or HSTC). Again selectable with 3 levels offered and can also be totally de-selected. The lesser the available traction, for example with wet or otherwise slippery roads, the higher is the level of traction control advised. The tightest or 3rd level remains engaged as default and the rider can step down to 2nd or 1st through a toggle switch. De-selecting traction control requires a long press of the selection toggle switch. So when you ride the Africa Twin on good dry tarmac, get the Traction control out of the way. Going uphill on loose surface choose HSTC level 1. Any higher and the engine will cut power at the first hint of wheel spin and you’ll take a while getting uphill on a stuttering motor! It is only the wet and slippery tarmac that really needs HSTC level 3. Talking of traction control, there a ‘Gravel’ or “Gradient’ or just plain simple ‘G’ mode that lets you handle gradients with low traction conditions just as you would on a bike with a manual clutch using partial clutch usage. With the ‘G’ mode engaged (through a dedicated push type switch on the dash), the throttle becomes the torque controller for the rear wheel. Any spin of the rear wheels makes the engine reduce power till the wheel re-grips, ensuring power going down when you need it. Serious off-roading of course will demand that you disengage traction control totally to let the rear wheel spin away to glory as you power slide through the turns. 

The engine is butter smooth and the overall vibration and harshness is very controlled, which makes the bike so smooth that you tend to ride it faster than you intend to. Coupled with this overall smoothness are the near-perfect gear shifts done by the DCT. Get into Sport mode or shift manually and you can take the bike past the 100 kph mark in under 4 seconds. The engine is also amazingly thermally stable. Sustained low gear usage in high ambient temperatures while trundling in heavy traffic made no difference at all to the engine. The coolant temperature did not budge even a bit past the half-way mark that it stays at once the engine is warmed up and there was no power drop at all. A tireless performer, this motor gives a decidedly long-legged feel to the bike. What goes must stop and the brakes on the Africa Twin are just great. Twin discs measuring 310 mm dia up front and a single 256 mm one at the rear handle braking duties and are more than sufficient to make the 245 kilo machine come to a stop quickly from scary speeds. 

The 256mm rear disc with the ABS slotted ring. Simple, conventional and uncluttered mechanical layout. 

The rear brake pedal. The foot peg is smallish. The foot peg rubber inserts can be removed. 

Rear foot peg folded away. 

Ergonomics are great for touring except that the reach to the wide handlebars feels a bit of a stretch. This ‘stretch’ does come in handy when riding off-road standing on the pegs. Talking of the pegs, they are smaller than usual for some reason and at times feel inadequate, especially on the right side where the engine casing protrudes out a bit. The bars though provide great leverage which coupled with the 43 degree steering angle one side and the surety that the engine will not stall during a turn, courtesy the dual clutch auto transmission, means that you can take really tight u-turns when you want to without the risk of dropping the bike. The seat is wide and well contoured though it did feel a trifle soft for really long days on the saddle. Rider placement is pretty good and the tank and frame shape allows a good and effortless grip on the bike with the knees, vital for rough terrain riders especially. 

The well contoured wide two step seat. 

Front upside down fork compression and rebound damping adjuster. 

Rear monoshock pre-load adjuster.

While riding the suspension felt pretty plush and yet firm for most means and purposes. Yours truly did not attempt those high jumps that the publicity videos show but the suspension did soak up whatever the not so good and the really bad rain ravaged roads threw at it. The bike felt a trifle softly set up for a quick pace on twisty tarmac. The front end tends to dive quite a bit under hard braking. But then this is pretty characteristic in bikes in this category where the need for the suspension to cope with serious off-roading precludes more compression damping. Though apparently there’s plenty of compression and rebound damping adjustment up front range to cater for different rider weights, preferences and road conditions and things can be firmed up for sole tarmac use. The 21 inch spoked wheel up front coupled with the 18 inch rear rim helps the rider make short work of the off-road track. At the same time there wasn’t any perceptible gyroscopic force induced steering rigidity at high speeds, the bane of large diameter front wheels. It’s probably a combination of the bike’s geometry, weight distribution and the leverage provided by the wide handlebars that help here. One drawback of the spoked wheels is the necessity of using tube-type tyres, something that comes with a few disadvantages attached to it compared to using tubeless tyres. So punctures will necessarily mean fixing the tube unlike the usual way of inflating the tubeless tyre and fixing the puncture at leisure. 

The short stroke under square engine responds with alacrity to all there inputs anywhere in the rpm band. Fueling is smooth and linear and the bike pulls perfectly in proportion to the input from the right wrist. Honda claims a fuel mileage of around 22 kmpl which translates to the 18.8 litre tank being sufficient for some 400 kms between refills. The 10.1:1 compression ratio will let you refuel from anywhere without the need for high octane petrol. The LED headlamps (17 W high beam which is selectable and the 18 W low beam that is always on) should be good enough for night riding. The 11.2 Ah battery is centrally located and seems sufficient for its duties. The Africa Twin comes with 250 mm ground clearance and will prance its way through Ladakh and Spiti. 

A touring rider’s work horse, an off-roaders’ able and trusty companion, a judicious blend of modern technology and traditional engineering, the Africa Twin does look like it will more than live up to its glorious Paris Dakar heritage. We all need a motorcycle that we can ride where we want to ride, a machine that keeps itself together through thick and thin and doesn’t cost the moon to buy and maintain. The CRF1000L Africa Twin is not a pretentious tourer wearing the clothes of an off-roader. It can actually take those jumps and whumps in its stride and then let you blast and swing your way home on tasty smooth tarmac. It is a bike that believes more in doing more with less than in posing with more and getting less done. The Africa Twin can be your machine, riding partner and psychotherapist all rolled into one. And with that killer pricing, you just won’t be able to resist the temptation. Go check it out.

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Ducati SuperSport S Review

For some time now, sport bikes have been seeing dwindling sales numbers in the western market. Manufacturers have been racking their brains to jumpstart the segment. Superbikes are getting more powerful, chassis and tyre technology are helping the bikes handle better and electronics are keeping the rider safe. All this should be getting the superbikes at the top of the motorcycle pile. Well, not quite. The average age of riders is forever increasing in the west. And with age comes back pain! Superbikes are an increased assault on an already aching backbone.

Enter the Ducati SuperSport. A bike built for the rider who doesn’t like the foetal crouch of superbikes, but isn’t too keen on lazy handling tourers either. And of course, a bike which looks and sounds like a million bucks. There are two variants of this available – SuperSuport & SuperSport S.

To this end the SuperSport gets 113 Hp of power, raised clip-ons and lowered foot pegs. Everything to make you comfortable, but at the same time keep things interesting once you wring the throttle.

Engine

The engine is the same lump used on the HyperMotard 939, a 937cc unit with redesigned crankcase, cylinder head and 53mm throttle bodies. Unlike the Hyper, the engine is a stressed member of the chassis. This and the revised timing smoothen out the power delivery and improve torque at the lower end of the rev range. So, 80% of the torque comes as low as 3000 rpm while it maxes out at 6500 rpm. Anywhere around 5000 rpm, sees the engine purring like a happy kitty and allows for an extremely laid back ride. If the rider so wishes! On the go, the tractable nature of the engine is the real icing on the cake, as one can chug along happily without worry.

Chassis

The SuperSport uses a steel trellis frame derived from the Monster 821. It also gets a single-sided cast aluminium swing arm. Suspension on the S is fully adjustable Ohlins at the front and rear which provide good feedback while pushing hard while still managing to absorb a bit of broken asphalt. The rake angle remains the same as the 959 Panigale at 24 degrees, while the trail decreases by 5mm, making the bike more flickable.

The S also gets a quickshifter as stock; this can be added on separately on the base model as well – A recommended upgrade for anyone planning on the base. With the quickshifter, upshifts and downshifts do not need the clutch to be worked. The only time you will find your hand on the lever is when you are setting off or coming to a complete halt. Gearshifts are smooth on the bike, though a firm nudge of the boot is required at higher revs.

As with the chassis, the console is also borrowed from the Monster 821, though it is tweaked for the SuperSport. The one negative many owners will find is working their way through the menus and options on the bike. It feels a bit too cluttered. But then chances are high, that an owner will set his preference once, and then forget about it altogether!

Touring Comfort

To make the bike all the more comfortable for longer rides, it comes equipped with an adjustable windscreen, which can be moved up by a couple of inches, enough to get an average sized rider behind the bubble. For those planning on touring, a special pack is available with a larger smoked screen. The saddle is surprisingly comfortable and a far cry from your regular superbike. Even the pillion gets a happy bum with an aftermarket larger seat and grab rails. The rider also gets options with aftermarket seats allowing an increase or decrease in saddle height by 25 mm to 20 mm respectively.

Electronics

On the safety front, the SuperSport gets 8 step traction control, 3 step Bosch ABS and 3 rider modes. In the lowest setting of ABS, the rear goes free and you can get the rear sliding if you so wish! The 3 rider modes are Urban, Touring and Sport. Urban is restricted to 75 Hp and it is quite unlikely that you will ever find yourself in that mode! Horrendous riding conditions being an exception. Touring mode provides full power, but is not so sharp. In fact, there does feel a bit of a disconnect between the right wrist and rear wheel in the touring mode. The Sport mode is where you want to spend most of your time riding. You feel completely in control in the Sport mode and the bike does exactly what you want and then again 113 HP isn’t exactly going to scare you to death!

Braking & Tyres

Brembo M 4.32 320mm discs do the job at the front and while this isn’t a top of the line brake unit you see on superbikes. It is more than capable of getting the job done for a bike like the SuperSport. It doesn’t have the ferocious bite of a litre class superbike, which is good for the rider with limited experience. He is less likely to get himself in trouble. Tyres are once again not what you find on the top of the line Ducati Superbikes. But the Pirelli Diablo Rosso III provides sufficient grip for the intended usage of the bike. For track sessions, you might want to look at some stickier rubber though.

To Buy or Not To Buy!

There are two different color options available for the SuperSport S – Star White Silk & Ducati Red. The SuperSport variant is available only in one colour option though – Ducati Red.

The SuperSport is built to be a bike which you can use in everyday urban traffic, take to the hills for some corner carving and not feel too out of place on the track either. It’s a bike which does reasonably well in many different aspects. Unlike most other Ducatis, this bike isn’t at the extreme of any envelope. It is much like a fire breathing litre class, without the excessive firepower!

A bike perfect for someone stepping up from a Ninja 300/ RC 390 or R3. Or someone stepping down from a litre class. A bike which quite honestly doesn’t have any direct competition. A classy Ducati in a class of its own.

The Ducati SuperSport is about to be launched in India soon. We strongly recommend that if you are planning to buy a litre class sportsbike soon, put all your plans on hold until you take a test ride of this bike.

And before we conclude, a big thank you to Ducati Australia & Fraser Motorcycles  in Sydney for letting us ride these beauties.

Ducati SuperSports S Review: Tech Specs

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UM Renegade Commando Classic & Mojave Review: Commandeering Cruisers!

For some time now sales of the Chennai based Royal Enfield have been on an upward trend. Understandably, other manufacturers want a slice of this pie. Whether it is the revamped Bajaj Avenger series or the Dominar taking pot-shots at the Bullets, or Mahindra building a tribe of Mojos to create that lifestyle image. In the midst of these three Indian Goliaths, there is a relatively small and new player in the Indian market. UM Motorcycles started selling their Commandos here only in 2016. Recently the Commando series got two new variants the Classic and Mojave, the two bikes that we rode. There is not a lot different between the previous model and the new iterations, but since this is the first time that we have gotten our hands on the UM Renegade Commando, this is therefore a brand new bike for us!

 The Company

Before we dive into the two motorcycles, a bit about UM Motorcycles. Established in 1999, United Motors isn’t even a couple of decades old, yet it is currently present in 25 countries. In 2014 UM Motorcycles tied up with Indian manufacturer Lohia Auto Group and launched the motorcycles in 2016 at the Auto Expo here. Currently the company claims to have 70 dealers in India and a line-up of 4 motorcycles, including the two revealed recently.

 The New Recruits

Back to the bikes, the Classic and the Mojave. The Classic as the name suggests is what you would typically expect a cruiser to look like. So much so, that no matter how many times I looked at the black bike, it took on the appearance of a scaled down version of the Harley-Davidson Fat Boy. Which isn’t a bad thing! The dual tone Classic on the other hand, with its copper and cream resembles the Indian Chief from a distance. The Mojave (the Spanish J is an H here) is named after the desert in America, which in turn is derived from a Native American tribe. The colour of the Mojave Desert is what is used on the bike and is similar to the Royal Enfield Desert Storm.

 The Mill

The differences are only skin deep and barring the cosmetics, the motorcycles are identical. The engine is a 279.5cc single cylinder 4-stroke 4 valves liquid-cooled mill with fuel injection. Peak power and torque kick in at a relatively high 8500 and 7000 rpm respectively. 25 Ps and 23 Nm are decent figures for the intended usage, but should have been available at lower revs. Translated on the road, the bike doesn’t have much going on at the bottom, not ideal for a cruiser. As long as you are happy grabbing fistfuls of throttle, the Commando will move sharpish.

The engine is one of the few parts which are imported from China where it is manufactured.  Around 75% of the parts are produced in India, the rest is imported. Efforts are on to increase the proportion of local parts according to the company boffins.

Gearbox and Fuelling

The engine is mated to a 6 speed slick gearbox. Gearshifts are smooth and precise, but there is a catch. The ergonomics of the gear lever are awkward. The toe-heel shifter sits a tad bit high. You cannot operate the shifter with just the toe; you need to bring that heel down hard and for that you need to lift your foot off the peg. It isn’t a problem if you are a lazy rider, but if you want to bang through the gears to get a move on with the journey, then it is cumbersome. Of course, this being a cruiser, you aren’t meant to rip!

 The Renegade is Fuel Injected as you would expect in a motorcycle launching in 2017. Fuelling is spot on, with a minor lag in throttle response, but not so much that it takes away from the pleasure of the ride. The Mojave I rode did have fuelling issues as the engine would shut off if I chopped the throttle, but that I believe was a one off case as no one else present had the same problem. The Classic was impeccable in this regard.

Suspension and Handling

The suspension on the Commando is okay, what with the 41mm telescopic forks upfront and dual suspension at the rear. Nothing to write home about, but it will get the job done. The bike feels planted at speed and it is surprisingly easy to manoeuvre at urban and cruising speeds.

The peculiar feature on the Commandos is the choice of tyre size. A 16 inch at the front and a 15 inch wheel at the rear are not a combination you will find often. Aftermarket replacements will not be easy to find, though the Avenger also uses a 15 inch rear but with a narrower profile. The Thunderbird in comparison uses a 19 and 18” combo. The smaller sized wheels are a negative when going over rough or no road, though on quality asphalt this helps with acceleration.

An astounding feature on the motorcycle is the ground clearance. 200mm is incredible when you compare it to the competition, the Avenger has 169mm and the Thunderbird has 135mm. The Dominar which is also positioned as a tourer has 157mm of clearance from mother earth. Another ace in the Commando’s arsenal is the large fuel tank of 18 litres, only the Mojo and Thunderbird are larger with 21 and 20 litres respectively.

Braking and Mass

A 280mm disc and 130mm drum are employed for getting the motorcycle stopped. The rear drum is rather irrelevant, since unlike larger capacity cruisers, the Commando can be operated with just the front brake. The front has decent feel and bite and is confidence inspiring to the point where like me most riders won’t bother with the rear brake.

The bike looks big and heavy but it doesn’t feel it once on the move. With a kerb weight of 179 kg, it is 24 kg more than the Avenger Cruise and 16 kg lighter than the Thunderbird.

The Etc.

In other bits and bobs on the motorcycle, the side stand is difficult to kick open. The placement doesn’t fall naturally to foot, but over time the rider should get accustomed to this. The switchgear finishing is acceptable but could have been better. It is perfectly functional, but looks a tad inferior to the rest of the motorcycle. The paint quality looks good both in the gloss and matt finish and the addition of a factory fitted USB charging port is a boon in today’s age of smartphones. The rubber plug to seal the USB port looks rather flimsy and I wouldn’t be surprised if that is the first thing to get damaged in the course of ownership.

The bikes are factory fitted with a pannier on the right side of the bike. Due to the saree guard on the left, a pannier cannot be fitted from the factory. One needs to buy it separately from the company and get it fitted. The pannier is mounted securely with 4 bolts and didn’t show any evidence of moving even when given a strong tug. The danger is that in a public place someone with a bunch of spanners can steal your panniers. But then if that robber went to the trouble of carrying spanners, chances are high that he would take the entire bike itself!

Leg guards on the Classic and Mojave are apparently now larger than the standard, providing that extra bit of protection in case of a spill. The seat covers have a nice finish to them and the rider seat is indeed very broad and soft. A bit too soft for my liking, as I had a painful posterior after a few hours in the saddle! But then I am someone who is a happy bum on the rather firm seats of a Duke. To each his own!

One rather out of place aspect on the Commandos is the fenders, front and rear. The fenders are oversized in comparison to the wheels which they cover. It looks like an ill-fitting adult cap placed on a child’s head. A small but sore point that takes away a bit from the aesthetic appeal of an otherwise good looking motorcycle. As we rode in Uttarakhand, we had a lot of people enquiring about and complimenting the motorcycle.

Bang The Gavel

The two new Commandos are good to hit the ground running and grab a decent share of the sales pie. The only things holding the bikes back is the price point and the pan-India presence. At 1.8 for the Mojave and 1.89 (Ex-showroom Delhi) for the Classic, the bikes aren’t cheap. Especially considering that the Dominar and Thunderbird 350 are sub 1.5 lakh motorcycles, the Avenger twins are less than a lakh and even the Mojo is available for 1.72 Ex-Showroom Delhi. All these motorcycles are being bandied about as capable touring machines. Even then I have seen a surprisingly large number of Renegades on Delhi roads. I would want these two bikes at a price point which is 20000 lower, but there is indeed a market for people who want exclusivity and commandeer themselves a cool new cruiser!

Photos: Mohit Gena / xBhp

UM Renegade Commando Classic & Mojave Review: Technical Specifications

All these motorcycles are positioned as tourers. Motorcycles which are built to chomp up the miles without breaking a sweat!

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DSK Benelli 302R Review: Fairing Bashing!

When two motorcycles enter a corner together, both trying to get the perfect line, they end up touching and once in a while taking each other out. Motorcycle racing at such times does become a contact sport. Here, the DSK Benelli 302R is figuratively fairing bashing with the competition in India, as it tries to dive up the inside of the corner to take the lead. Will it come out tops or scuttle the competition?

Riding Gear By: Spartan ProGear and MT Helmets

Visual Appeal

The 302 is a bike seemingly tailor made for the Indian market, it looks bigger than a quarter litre, sounds better than most and oozes chutzpah. From a distance the bike looks bigger than it actually is. Multiple people asked me if it was a 600cc motorcycle as I roamed the streets of Delhi, and that was with the engine shut off! Once in motion, onlookers were convinced that it is indeed a 600 and I am misinformed. Oh well, that’s a confusion that no owner would mind!

We rode one in the silver and green paint which does a good job of reminding one of the magnificent Tornado 1130. The silver top half with the green tail and grey black bottom fairing are pleasing to the eye. On closer inspection the sculpted tank and exhaust really grab your attention; along with the twin discs up front (not something you usually see on a bike this size) the Benelli emblem embossed just below the tank and the shiny engine casing makes for a sweet looking package. Overall fit and finish along with the paintwork is satisfactory. The bike looks good, but does it do the business?

Rider’s POV

Throw a leg onto the motorcycle; settle into the saddle and two things are apparent. One, you nestle into the bike; you are sitting in the bike and not on the bike. Two, this is perfect for riders who aren’t tall; the majority will be able to flat foot the bike with ease. The bike’s ergonomics are skewered in favour of comfort rather than outright sportiness.

Turn the key and thumb the starter and the 302 settles into a lovely thrum, as the engine idles steadily without any hiccups on a cold start. Pull in the tad heavier weighed clutch, slot the bike into first and let loose the in-line twin as you immediately feel the Benelli genes. The company has got the aural pitch spot on with the 302 as it has with all its other motorcycles sold here. As you wind up the throttle it sounds like a million bucks and pulls cleanly through the gears.

The 38 odd bhp of power and 27 Nm of torque does not launch you fiercely through the air, but it does have sufficient grunt as long as you are throttle happy. A gentle right wrist or a pillion on board and the fun is substantially diminished. The 190 kg weight is what plays spoilsport here and in the handling department as well. 

 Handling

Once in motion, you will enjoy the stability of the bike at higher speeds in a straight line. Corners are no problem as the bike tips into a turn with a firm nudge on the handlebars. The steel trellis frame does its job well of getting you through the turn without any fuss. The Metzelers play a pivotal role in keeping the 302 glued as if on rails. The one place it is lacking in is the slow speed manoeuvrability in traffic. It isn’t easy to throw around and change direction as you filter through traffic. It doesn’t feel intuitive. An effort needs to be made and once again the culprit here seems to be the weight and longer wheelbase.

Braking

Braking on the 302 is good, not exceptional. The twin 260mm floating discs upfront and 240mm single at the rear will get the bike stopped in a hurry without any drama, but it isn’t razor sharp as you would want from a sports bike. This is a good thing for newer riders who tend to be wary of disc brakes which bite hard! ABS is switchable, so you can have fun without the interference of nosy electronics! The safety net is always there if you so need it. The ABS was setup nicely as it wasn’t intrusive when braking hard and thus chances are you won’t ever bother switching it off. Even though there is a nice big button standing out on the handlebar tempting you to push it!

Suspension

Suspension on the motorcycle is perfect for our urban roads. It doesn’t keep the rider in suspense when going over broken and patchy asphalt. The 41mm USD forks and 45mm mono-shock keep the rider grounded at all times. Bumps and undulations are absorbed with aplomb and you cannot help but be appreciative of your happy bum, aided in no small measure by the firm yet comfortable saddle. The suspension is setup for comfort and might feel a bit soft on a track, but to be honest, there are not a lot of buyers who are going to ride it on a racetrack.

Gearbox

The gearbox on the bike is very smooth and you can shift quickly and smoothly through the gears even when you are revving it up to glory. Downshifts are precise as well and at no point did we hit any false neutrals. The gearbox is one of the nicest bits on this motorcycle. Even in 5th gear one can chug along in the 30s without the engine knocking, but you do need to downshift to accelerate. 

Working the clutch will tire out the rider in heavy traffic but feels nice when moving swiftly. There is engine buzz at higher revs but not so much to take away from the pleasure of the ride.

Cockpit

The console is simple and clear. No frills, but gets the job done. The analogue tachometer is coupled with a digital display indicating the speed, clock, odo, gear indicator, temperature and the other tell-tale lights. Switchgear on the 302 is satisfactory and smooth, falling to hand naturally. The front brake lever is adjustable, so those with short stubby fingers will have no problem with reach. The RVMs are okay, showing a decent amount of action behind you. Another happy note is that the bike doesn’t heat up in traffic. Though to be honest we didn’t quite encounter peak hour traffic, but the little first gear traffic we did face was a breeze.

Conclusion

So who should go for the 302R? Someone who wants to enjoy the joy of a quarter litre in-line twin packaged in a nice big fairing! Someone who isn’t looking for outright performance, but a bike which will look the part and still be comfortable enough to be used on a daily basis. The only downside being the excessive weight.

Right now with the BS IV Yamaha R3 not yet launched and Kawasaki finding its feet after the break away from Bajaj, the opportunity is ripe for DSK Benelli to seize the moment in this niche market. That depends a lot on how the company handles after sales support, one of the biggest challenges across manufacturers here. The 302R faces stiff competition from the Ninja 300 and R3 as both models have diehard fans as customers, but the Benelli is plenty different from the other two so as to attract its own set of riders.

Photos: Thulashi Dharan J & Mohit Gena

Read owners reviews on the xBhp Forums: Benelli 302 Ownership Thread 

DSK Benelli 302R Review: Tech Specs and Comparo 

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BMW G 310GS Review: Big Adventure in a Small Package! 

It is a matter of great pride that a premium motorcycle marque like BMW is producing their small capacity bikes in India. It is a matter of greater perplexity as to why it isn’t being sold here!

Earlier we had ridden the BMW G 310R in Australia this time it was the turn of its adventure sibling, the G 310GS.

The small adventure offering from the bavarian manufacturer makes far more sense than its roadster counterpart. The 310R would have to take on the might of the Austrians in the form of the already entrenched Dukes. Not an easy battle that! The 310GS on the other hand will have first mover advantage, with KTM’s adventure 390 still nowhere close to realisation. The only direct competition it will have is with the Royal Enfield Himalayan which was plagued with issues when first launched.

Why this bike makes perfect sense for India?

Currently, the 200+ cc is one of the fastest growing segments in the Indian motorcycle industry. Riders are desperate to upgrade to something that will be a whole lot more fun, without burning a hole in their pocket. Therein lies the success of the KTMs. In India there being a dearth of racetracks and proper stunting a sport in its infancy, most riders take to touring to indulge their biker cravings. And it really doesn’t matter what the motorcycle is, sport, naked, cruiser, cafe racer; all these bikes are used to traverse the length and breadth of the country.

So why not a dedicated tourer like the 310GS. The Mahindra Mojo, Bajaj Dominar, Royal Enfield Himalayan and even relatively new entrant UM Motorcycles are targeting riders who want to travel.

BMW makes motorcycles for almost every genre, but it is the adventure GS series which the company is most identified with. The mighty 1200 GS is the benchmark which every other manufacturer aspires for. Therefore it makes sense that the German manufacturer would use the small roadster they launched in 2015 to build a 310GS. This bike makes so much sense that you wonder why didn’t they do it earlier!

A motorcycle which is powerful enough for most highways in India, can do all the off-roading that most tourers are skilled for and is nimble and light enough for your daily commute.

Sibling metamorphosis 

The 310GS is based on the 310R, sharing the same unique engine, with the single cylinder engine rotated. The exhaust is facing the rear, the intake at the front, this has allowed a relatively more compact build. The wheelbase could be kept shorter for better handling, while the swingarm is longer for straight line stability. The exhaust is also substantially shorter with the cat-con being held in the end can. The 313cc single produces 34PS at 9500 rpm and 28Nm at 7500 rpm, a rev happy mill it is!

Differences in the bike are aplenty both on paper and in the real world. The front fork is 41mm wide but now gets 180mm of travel as compared to the 140mm on the roadster. The rear monoshock also gets 180mm of travel, which is 49mm more. Built to absorb the bumps and undulations of dirt! The suspension is soft and sags with the weight of the rider and the forks are not adjustable, probably on account of keeping the cost in check.

Wheelbase is now 1420mm, almost 50mm more than the R. The biggest difference though is probably the 19 inch front wheel, which makes a world of difference in the way the bike responds. The rear wheel is still 17 inches and is alloy. A question that some might have is how can alloy wheels be fitted on a bike intended for dirt? BMW hasn’t built an outright dirt machine. The alloys are fine for the intended usage and should also be a blessing from punctures. Tyres are Metzeler Tourance which should provide good grip in most conditions. The tyre sidewall height is more than the roadster for improved protection off the beaten path!

Size does matter!

The bike is physically much bigger than the roadster which is clear when you see it in flesh or even on paper! 70mm longer in length, 60mm wider, 150mm taller and 50mm higher saddle height. The latter can deter a lot of shorter riders, but two things must be mentioned. Even at 5’5” I could get one foot down or tiptoe on both on the stock saddle. Secondly, BMW provides seat options to lower it by 15mm, bringing it almost as low as the NS200.

At 169.5 kg kerb, the 310GS is pretty light, even though it is 11 kilos heavier than the roadster. The less weight really helps the rider’s confidence when out on dirt. The biggest downer is probably the tiny 11 litre fuel tank, which should give you a usable range of around 250 kms.

So how does it feel to ride?

First of all, as soon as you turn the ignition on, you’d realize that the exhaust note is one of the least encouraging things about this bike. There are noticeable vibes in the footpeg as the revs climb, especially the left one. It feels quick off the mark, but not as quick as the Duke 390 (for reference). Revs to be built up before a smile will be plastered on your face. It felt great riding on the city roads, negotiating traffic with ease. The handling was spot on and left nothing more to be desired.

Though unfortunately we didn’t have enough time to take it out of city limits and try our hands on dirt roads.  The front suspension tends to dive a little too much when braking hard. That could be attributed to the softer suspension setup for dirt. That didn’t unsettle the bike, just something avoidable with an adjustable fork. 

It felt great overall in terms of ergonomics, ride quality, and handling. Though admittedly, we’d love to spend more time on the saddle, including off the tarmac, to give you a more informed opinion about this bike.

Conclusion

Unlike the 310R the baby GS is immediately recognisable as a BMW. If you peel off the badges, it still resembles the iconic 1200 GS. Build quality is commendable and reportedly most of the parts are sourced in India itself. You aren’t buying a cheap Beemer, you are getting a smaller more affordable one!

BMW better get this bike to India fast, because we are waiting…

A visual comparison between the BMW R1200GS and the BMW G 310GS. A good idea of the size and quality finish on the small ‘un!

The BMW G 310GS in detail!

BMW G 310GS Review: Technical Specifications and Comparison with the competition

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Suzuki Intruder 150 Review

Whacky! The first word which comes to mind when you lay eyes on the new Suzuki Intruder 150. Some bits are really nice, while other bobs are pretty tacky.

As I headed to Lavasa for the first ride of the Intruder 150, I couldn’t help but wonder at Suzuki’s choice of location for a cruiser motorcycle. Lavasa has been made famous by motorcyclists of Pune as the perfect ghat section, which isn’t the natural home for a cruiser. But as I rode the curves I was pleasantly surprised to be proved wrong, more on that later…

Visual Appeal

There are a few motorcycles in the world which bring together a common motorcyclists consensus about its aesthetics. The Suzuki Intruder 150 isn’t one of them. It is difficult to brand it gorgeous or downright ugly. The front will leave you delighted and the rear will leave you flabbergasted. I am not someone who generally cares about looks, because it is so subjective. But the Intruder leaves me perplexed. The bike looks muscular and intimidating from the front three quarters with the big headlight dome, 41mm chunky forks and the flowing plastic shrouds. It gives an impression of a motorcycle larger than its 150 mill. From the rear, it resembles a maxi-scooter to be really generous!

In detail the Intruder has quality plastics and components. At no point of time will you find anything looking cheap. The only thing which sticks out like a sore thumb are the RVMs; chrome where there is almost none on the rest of the motorcycle. Simple black ones would have sufficed.

Gixxer Sibling

Look beneath and the Intruder 150 is basically the same as the successful Gixxer 155. The same engine, chassis and suspension with all of it tweaked a bit for the cruiser layout. The Intruder uses a different gearing ratio, with the rear sprocket having an extra tooth. The Airbox is also different, a bigger intake and a different exhaust is employed on the Intruder. The chassis is essentially the same. A longer swing arm and a different rake angle increase the wheelbase and give the bike decidedly cruiser ergonomics. These along with the cosmetic changes add 8 kg over the Gixxer.

Whether you like how the motorcycle looks or not, you surely cannot ignore it. Wherever we rode the bike, people would stop to stare and click pictures. But the proof of the pudding is in the eating and the Intruder turned out to be one delicious package. If you can forget the appearance for a minute (and it is pretty darn hard to do that!) then you will truly appreciate the Intruder for what it is. Throw a leg over the saddle and settle in, because you are in for a proper joy ride.

Mill at work

The sweet motor from the Gixxer makes its appearance as you thumb the starter and the Intruder rumbles to life and settles into a steady rhythm. The same tractable motor does a fantastic job of getting you around the blocks, riding at 1st Gear slow traffic speeds or even providing sufficient grunt to keep you happy mid-corner. Of course even the 14 Nm struggles to accelerate up a slope with a pillion. But the fact that you expect it to do so, just shows how good this 154.9cc mill is.

The 5-speed gearbox is slick, with a heel-toe type shifter, which is easy to use with riding boots. Though I did manage to get my boot stuck between the footpeg and gear lever once. The clutch is light and will be comfortable to use for heavy traffic and I didn’t experience false neutrals at any point of time.

Braking and comfort

Brakes are as good as the Gixxer, progressive and with good feel and bite. You can get it stopped in a hurry. The safety net of ABS is always present in case you find yourself in a sticky situation, though it is a single channel unit. The tyres and wheels are the same as the Gixxer and therefore perform as per expectation.

The saddle is plush and broad and the pillion should be reasonably happy as well, while the footpeg-saddle-handlebar triangle was near perfect for my 5’11’’ frame. Though I reserve my comment till we take it for a substantially longer spin. The suspension is firm and tuned for better handling, though it did manage to absorb the bumps and potholes on the post-monsoon Lavasa roads.

Handling

What really makes you sit up and take notice is the handling. The bike handles almost as well as the Gixxer 155, which is a very big deal. It is light, nimble and can be thrown around with aplomb. It feels stable through the corners and does a decent job of changing direction. Slow speed U-turns are also disposed off with ease. Even the mild bit of off-pavement excursions we threw at it was swallowed wholeheartedly. That is when you realise why Suzuki held the first ride on the curves of Lavasa. This cruiser shines in the corners. 

Lighting on the bike is taken care of by a 35W halogen with an LED pilot lamp and taillamp, though the trafficators miss out on the LED treatment.

Conclusion

The Intruder 150 is very much a Gixxer 155 in different clothing. A bike which will bring a smile on the face of the rider. Buy it if you like or are indifferent to the looks, don’t if you think it is a monstrosity! This is a big step-up from the limited competition in every respect. The price is Rs 98340/- Ex-Showroom Delhi, which is a cool 17k more than the Bajaj Avenger 150. Commuters and college kids will be happy to have more options in this niche segment. Which of the two will they buy? We are very keen to find out. 

Suzuki Intruder 150 Review Tech Spec

Photos: Mohit Gena

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When Triumph first re-launched the Bonneville series in 2001, the bike was meant to teleport you straight back to the late 50s and fill you with nostalgia as you reminisce about the bygone era of motorcycles, or if you were the Gen X – try and recreate the magic that you saw in the movies and photos of that era. Classic motorcycles which were simple, clean cut and most importantly classy! At the same time, the Bonneville has been quite the blank canvas, allowing owners to personalise their bikes, much like in the 60s. The icing on the cake with the latest avatars being the technology like ABS, TC and even dummy carburetors to retain the vintage look.

More than a decade and a half later, the Bonneville range of motorcycles has evolved and matured with one for every kind of rider. And we were in USA, in the lion’s den, if you know what we mean, riding the latest iteration in the Bonneville family, the Speedmaster. A cruiser which retains the core Bonnie philosophy, yet giving the rider a whole different riding experience. Not uncannily though, this avatar seems to be an amalgamation of styles of a typical Bonneville, a Bobber and a cafe racer, the latter drawing reference from it’s explicit emphasis on the word ‘Speed’. In some sense it’s paradoxical to the image of a laid back ‘cruiser’, where Triumph is also trying to position it.

Last year we had ridden the Triumph Bonneville Bobber and the new Speedmaster builds on that very successful motorcycle. You get all the lovely bits and bobs of the Bobber, with the added attraction of practical everyday riding with the Speedmaster.

With Vimal Sumbly, MD, Triumph Motorcycles India

The new Triumph Bonneville Speedmaster might pull at your heartstrings with its classic appeal, but your head will be enamoured by the amount of new tech which is hidden within. A proper amalgamation of old and new, to give the rider the best of both worlds.

First up, the styling. If you have time at hand, you can spend a few cups of coffee finding intricate details in the motorcycle which you will not notice at first glance. From the presence of the Bonnie family in the sculpted tank, machined engine fins, twin throttle bodies disguised as carburettors, finned exhaust headers and rubber fork gaiters. All these together immediately associate the Speedmaster as a proper Bonneville. Look closer and you see the Bobber features like the hard tail look, minimal bodywork and single clock, rear hub which looks like a drum brake and a metal battery box with a stainless steel strap to keep it in place and keep the looks classy.

Finally, we have the Speedmaster’s uniqueness with the swept back beach bars, forward pegs, larger fuel tank capacity, removable pillion seat and grab rails, different chrome silencers, 16” spoke wheels and topped off with a low saddle height for a proper cruiser feel. And this isn’t even the end of it, there is lot more for the observant eye to ogle!

As much of a throwback the Speedmaster is in terms of appearance, that up to date the bike is when it comes to technology. The best of it all is probably the brakes. Nothing inspires confidence in a rider as a motorcycle with good braking capability and the Speedmaster comes blessed with two twin piston floating calliper Brembos up front and a single piston floating calliper Nissin at the rear. Together they ensure that you are never left wanting. As with all Triumph motorcycles now, this comes with ABS as well. But it is definitely not like the nakeds (Street and Speed Triple)! With a  dry weight of 245 kgs, it is not lightweight by any standards, but then it is the solid feeling that makes it feel well planted as well.

One of the nicest things of most Triumph motorcycles is the neutral handling. This really is a boon for people who are new (or returning) to motorcycling. And for the seasoned hands, it allows one to push the bike around way more than a cruiser should be! The 41mm cartridge front forks and mono-shock with 73.3 mm travel do a good job in terms of comfort and a rather decent job when riding the bike hard. I was mostly scraping the pegs at every corner trying to keep up with the Bonneville Bobber which is better suited for corners thanks to its footpeg position.

The new Speedmaster uses the same engine as the T120 and the Bobber. The tune of the engine though is same as the Bobber, which is 2% more peak torque than the T120 and 10% more torque at 4500 rpm. Similarly, power is also up by 10% at 4500 rpm over the T120. What it doesn’t share with these two motorcycles, is the sound. The exhaust on the Speedmaster is unique to the bike and the aural note is quite different. The 76 bhp and 106 Nm mill ensures that the rider always has sufficient grunt in his right hand to have fun on the open road!

A motorcycle built for 2018 must have all the latest electickery in it, no matter the old school positioning of the product. And this is where Triumph delivers. The Speedmaster is laden with new stuff. A full 5” LED headlight along with LED tail light and indicators. A single button cruise control, which is easily accessible and easy to use. Switchable traction control, torque assist clutch, engine immobiliser, ride-by-wire, road and rain riding modes are some more electronics which help the rider be safer on the road. An added boon is the 16000 km service intervals, which allow you to do really long rides without worrying about visiting a service centre.

The Triumph Bonneville Speedmaster is available in 3 colours and also gets two inspiration kits, the Highway and Maverick kits. We feel that at a price of around 9.5 ex-showroom, this would be a good buy.

Get this bike if you do not want anything too flashy, but still having oodles of presence for you to be able to ride it to a Friday night party. And of course you will look the part if you do like to participate in the Distinguished Gentleman’s Ride, which is just a bonus really.

Technical Specifications

ENGINE AND TRANSMISSION
Type                   Liquid cooled, 8 valve, SOHC, 270° crank angle parallel twin
Capacity            1200 cc
Bore Stroke      97.6 / 80mm
Compression    10.0:1
Max Power        76 Bhp @ 6,100 rpm
Max Torque      106 Nm @ 4,000 rpm
Exhaust             Chromed stainless steel 2 into 2 twin-skin exhaust system with chromed stainless silencers
Clutch                Wet, multi-plate assist clutch
Gearbox            6-Speed

CHASSIS
Frame                Tubular steel cradle
Swingarm         Twin-sided, tubular steel
Front Wheels   32-spoke, 16 x 2.5in
Rear Wheels    32-spoke, 16 x 3.5in
Front Tyres      130/90 B16
Rear Tyres       150/80 R16
Suspension     KYB 41 mm forks with cartridge damping. 90mm travel.
                          KYB monoshock with linkage and stepped preload adjuster, 73.3 mm rear wheel travel.
Brakes             Twin 310 mm disc, Brembo 2-piston floating calipers, ABS
                           Single 255 mm disc, Nissin single piston floating caliper, ABS

DIMENSIONS AND WEIGHTS
Width              770 mm
Height              1040 mm
Seat Height    705 mm
Wheelbase     1510 mm
Rake               25.3 º
Trail               91.4 mm
Dry Weight   245.5 Kg
Tank              12L

Click on the image for a larger version

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“If we can’t save our monopoly in this segment, we’ll surely Avenge(r) it!”

Marvel is not the only one coming out with its new Avengers in 2018. With the Japanese competition ‘Intruding’ in the entry-level cruiser segment, Bajaj has decided to update their ‘Avengers’ for battle. The update is mostly visual when it comes to the bigger siblings a.k.a. the Street 220 and the Cruise 220. It’s the youngest Avenger that gets an engine upgrade in addition to the visual ups. The Avenger Street 150 is now the Avenger Street 180. We find out how much of an upgrade it really is.

Visuals

Why change something that’s already good. This seems appropriate to describe the ideology of Bajaj. The styling of the Avenger series is tried and tested. It has also been well received by the target audience. The same goes for the new Street 180. The same design cues such as rubber covered front forks, low slung seat etc. make their way in the design of the new Avenger as well. This time around it gets LED DRL’s which slightly changes the shape of the headlight section. The effectiveness of the headlights at night though, is yet to be tested. The motorcycle gets a redesigned tail section which goes well with the overall stance of the bike. Another change in the tail is that the grab rail is now rubberized which should make the bike more comfortable for a pillion. The seat is big and roomy and has a carbon fiber like texture which ‘looks’ good. The pillion seat though is a bit narrow. Apart from that, the new paint scheme and the new Avenger insignia accentuate the visual updates. Overall the bike looks good from all angles but then, styling is subjective.

Instrument Cluster and Build Quality

The overall build quality is passable for the asking price of the Street 180. The quality of the paint used is nice. The fit and finish is also fairly good. The switchgear does not go with the looks of the bike. The buttons and sliders have a good tactile feel but look puny. The Street 180 does not get the digital console used on the bigger Avengers. The speedometer is analogue and has a digital readout for the odometer and a single trip meter. The fuel gauge and other tell tale lights such as the indicators or turn signals and headlight position are placed on the tank. This goes with the looks of the bike but it’s not in the rider’s view so it does need some getting used to. The key of the Street 180 is a bit small-ish. The ignition insert for the key is on the right side below the tank. The handle lock has a separate insert near the handle on the same side.

Engine and Performance

The new Street 180 when compared to the now discontinued Street 150, has got 1 Ps more power and 1.2 Nm more torque. Maximum power on the Street 180 now comes earlier at 8500 rpm when compared to the 9000 rpm of the Street 150. Maximum torque is achieved at the same 6500 rpm.

The engine for the Street 180 is borrowed from the Pulsar 180 which has been tuned for the cruiser character of the bike. It is good for 15.5 Ps of power at 8500 rpm and 13.7 Nm of torque at 6500 rpm. The power and torque figures which although are achieved at the same rpm as the Pulsar, are actually lower than that of the Pulsar. According to Bajaj, this was done to make sure that the engine is less stressed and consequently offers a smoother ride which was true to some extent. The Street 180 did feel smoother and more relaxed than the Pulsar. The Bore-Stroke ratio of both the bikes is the same. This makes the Avenger a little less tractable as the rpms build rather quickly for a cruiser. Pulling the bike from lower speeds in higher gears is achievable but some engine knocking is evident. Nevertheless, the engine felt smooth on the highways, and fairly punchy in city traffic.

The comfortable cruising speed is between 80 and 90 kmph, above which mild vibrations start to creep in the handlebars, seat and the foot pegs which only get worse as you push the motor further. Another thing that I noted is that after riding for an hour or so, there was this strange metallic whining noise when pulling the bike from about 60 kmph in the 5^th gear and it was there to stay even after speeding up. This might have been an issue with the specific unit provided to me, but I cannot be sure. The starter button worked well as the bike started with a single push of the button but after an hour of riding, it did miss a few. The exhaust note has got more grunt when it’s idling but while moving and accelerating, it’s the typical Pulsar tune.

The gearbox is smooth and the gear shifts were crisp. The clutch was also light, which is a boon in city traffic. There were a couple of false neutrals but that’s not going to be an issue. The shifter is of the heel-toe type and works well but if you have larger feet like mine, they tend to get stuck between the foot peg and the gear lever.

About the fuel efficiency, Bajaj claims a figure of around 45kmpl in real world conditions. This should give you a range of around 550-600 km as the Street 180 has a 13 litre tank.

Handling and Ride Quality

The handling of the Street 180 was quite good. In fact, it was better than I expected. The bike felt planted on high speed straights as the result of a long wheelbase. What surprised me was the stance of the bike in the twisties. The bike was planted and there was never a moment when I felt that the bike was being pushed harder than its limits. It is not a corner carver like the KTMs, but to be fair it’s not meant to be that. This characteristic of the motorcycle might have been the result of slightly stiffer rear suspension, which at lower speeds can be bothersome if you find a rough patch on the road. At higher speeds though, the Street offers a comfortable and plush ride by mellowing out the undulations on the road effectively. Direction changes are not extremely fast but quite good for the class of bikes that the Street 180 belongs to. Another revelation was the turning radius of the Street 180. Considering the rake of the bike, the turning radius was surprisingly low which results in more than comfortable slow speed U-turns.

The rider’s triangle on the Street 180 is above expectations. Even for someone as tall as me (6’3”), the bike was fairly accommodating. Thus, you ‘can’ ride for longer durations on this bike in varying traffic conditions. But can you? Well, if you want to serve your posterior with some punishment, you can. The seat which looks roomy and feels good at first, is quite stiff and someone with a less generous rear end like me, is going to be begging for mercy within an hour or so.

The braking duties are handled by 260 mm disc brakes at the front and 130 mm drum brakes on the rear. The rear-brake needs a serious upgrade to discs. The front brake though, was progressive and offered ample stopping power. ABS is something that Bajaj should have considered, at least as an option.

Verdict

All in all the Street 180 is an Avenger. It stands true to the nature of a cruiser-sportster barring a few niggles. The bike looks good, performs well and handles well too. Overall the bike is a good package but the most important factor is the price. The Street 180 retails at Rs. 85,498 /- Ex-Showroom Delhi which makes the bike great bang for buck. The fact that it undercuts its closest rival, the Intruder 150 by about Rs. 14500/-, makes the Street 180 a very exciting prospect.

Text: Karan Bansatta | Photography: Thulashi Dharan J / @HolyBiker

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“Overall, the new Yamaha YZF R15 V3 at a price tag of INR 1.25 Lakh ex-showroom Delhi comes across as a very desirable motorcycle that would help budding bikers take their first step into the world of performance motorcycling. “\

Text: Sunil Gupta
Photos: Mohit Gena

It was the year 2009 when I first rode the Yamaha R 15. We were on a pan-India ride called the Passion Hunt and I was riding it alongside two R1s. I remember putting the R15 through all kinds of torture tests, revving it till the redline in almost all the gears on the literally empty Golden Quadrilateral then to keep up with the R1s. But it never complained, not even once. Then during the Passion Hunt city events, I used to do demo slalom runs, figure of eights in front of the bikers before we asked them to do it themselves. And this bike never failed me. It would do all those tricky manoeuvres smoothly without breaking a sweat. It had been recently launched then and was a rage among bikers. It looked and handled unlike any other 150 cc motorcycle at that time and clearly had the DNA of its bigger sibling, the R1 in terms of looks and the purpose it wanted to serve. The R15 set a benchmark in its category that other motorcycles found too difficult to match.

The Version 2 of the R15 took things up a notch. The bike looked more aggressive without losing on the performance front. Yamaha launched the R15 V3 recently at the Auto Expo 2018 and we got to ride it yesterday at the Madras track and did it manage to meet the standards by its predecessor?

We find out:

In terms of looks, the new R15 is a winner right from the word go! It comes across as very sharp and compact and well balanced motorcycle that looks great from every angle you look at. Predictably it takes styling cues from the latest R1s and comes with a full LED twin headlamp configuration with a dummy air intake port at the centre. The engine, alloys, and handlebars are all powder-coated black and accentuate the sporty look of the bike. The fully digital instrument cluster is also inspired by the R1. Of special interest are the details like the fins on the tank and the solid looking tyre hugger.

Yamaha has made a lot of changes to the R15 engine and the bike now gets bigger throttle bodies, new forged pistons, connecting rod as well as a rebalanced crankshaft. The R15 V3 engine cubic capacity has also gone up from 149 cc earlier to 155 cc thanks to a bigger bore and this fuel-injected ‘new’ engine is mated to a 6-speed gear box and now produces a healthy 19.3 PS at 10,000 RPM. The peak torque figure remains the same though. Yamaha says the new bike is 4.7% more fuel efficient and 16.3% more powerful.

Yamaha also incorporates the ‘variable valve actuation’ technology in the new R15, which utilizes two different cams for intake valve – one of these is activated at lower RPMs while the other one gets engaged with the help of a solenoid motor at around 7800 RPM mark , which results in better low end torque as well as overall linear power delivery. As a result, the low end torque in the R15 V3 is definitely better than the previous iterations.

Here is a small video that would help you understand the Variable Valve Timing/actuation technology 

The other major changes are a bigger air filter and the use of a slipper clutch. The slipper clutch results in overall lesser effort on rider’s part and the rear wheel staying in line even under quick downshifts at high speed.

Here are some snippets/illustrations from the official Yamaha presentation to explain the changes in the R15 V3. 

The R15 V3 now uses a fatter 140/70 section rear tyre (MRF Zapper) and to accommodate it, there is a wider but shorter swingarm and a shorter wheelbase of 1325 mm. As a result, the bike feels much more eager to change course even with the slightest of rider input, which should be quite handy when negotiating city traffic.

The rider seat height has gone up slightly, but the pillion seat height has been reduced. The riding posture is sporty but not too aggressive and you can use it for your daily commute without punishing your back, shoulders or wrists.

Now comes the riding part! I got to ride the new R3 in its favourite playground, the MMRT. There were only a limited number of laps that riders were allowed to do due to paucity of time, but I came out grinning. The bike feels quicker off the mark and builds revs without losing much time. The engine feels smooth and relaxed though tends to develop a bit of vibrations in the higher rev range. The delta box frame along with the rear monoshock and the sorted suspension setup makes it a perfect track tool and the bike leans in the corner with a sense of urgency. It felt quite forgiving in the corners and planted on the straights during high speed runs.

Interestingly enough, the bikes we were riding had the Metzeler tyre at the rear (available as an option for INR 9998) and the stock MRF Zapper in the front. This tyre combination did feel a little odd but proved to be rather helpful to augment the bike’s performance. My rear tyre did go out of line briefly a couple of times under heavy braking but came back without much drama. Talking about braking, it was something that left a lot to be desired in an otherwise formidable package. A bit more bite on the front brake would be something that I would be looking forward to whenever I get to ride it next.

The delta box frame and the suspension setup compliment the bike’s intentions pretty well too and no matter if you are a beginner or an advanced level racer, you’d love to take it to the track.

Overall, the new Yamaha YZF R15 V3 at a price tag of INR 1.25 Lakh ex-showroom Delhi comes across as a very desirable motorcycle that would help budding bikers take their first step into the world of performance motorcycling. It is a serious track tool that would be equally joyful in city riding conditions. It looks great and would surely be a head turner on the road. It is by far the best handling motorcycle in its category and will put a big smile on your face every time you ride it.

Then there are some aftermarket accessories and performance parts that you can buy from Yamaha to make it even more potent, like the Daytona exhaust, frame sliders, USB charging adapter, etc.

What needs improvement is the overall fit and finish. The uneven gap between panels and the not so clean welding is an eyesore and takes the sheen off of its otherwise premium tag.

A big round of applause for the entire Yamaha R15 V3 design team for keeping the legacy of R15 alive and coming up with this product, which stands out among the crowd and sets new benchmarks in the Indian performance motorcycling segment.

and (Indian) Rossi also came down to meet the baby R1

Yamaha R15 V3 tech spec comparison with competitors

Discuss it on xBhp forum, here

And here’s first ride review of Yamaha R15 V3 by another xBhpian, Saquib, from Bangalore 

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It has been 35 years since TVS has been participating (and winning consistently) in the Indian motorsports activities. There is a reason why automobile manufacturers participate in motorsports apart from brand building, and that is to incorporate their learning from the intense competition into their production vehicles and to make them faster and better in every aspect.  The learning cycle of the manufacturers participating in the motorsports will always be faster (pun intended) than those who stay away from it because they have no option but to keep innovating and to make their machines better than their competition. Testimony to the above is the TVS Apache RTR 1604V, which TVS says is based on their 8 National Racing Championship winning machine, the TVS Apache RTR 165 GP.  The bike was launched recently and we got to ride it at the TVS Hosur plant. Here’s our first impression.

Text: Sunil Gupta
Photos: Mohit Gena

First thing first, there are 3 different variants of the new Apache RTR 1604V – The Fi version with front and rear disc brakes as standard, the carb version with front disc and rear drum brakes, and the carb version with front and rear disc brakes.  Also the carb variant with drum brakes comes fitted with 110/80 rear tyre, while the other variants have a fatter 130/70 tyre at the rear.  

There are 3 color options available – RR Red, Racing Black, & Racing Blue.

Expectedly, the 160 4V looks very similar to the Apache RTR 200 4V. The bikini fairing from the previous Apache 160 has gone and the bike adorns a sharper headlight upfront with twin LED DRLs and a muscular looking 12 L tank with tank shrouds and an offset fuel lid. The tail also looks sharper. There are new graphics on the new bike with elements like a chequered flag. The new 3D running horse emblem first seen on the RR310 also finds its way onto the Apache RTR 1604V. There is a fully digital instrument cluster sitting on top as well displaying a plethora of information to the rider, including speedometer, tachometer, 2 trip meters, fuel gauge, gear shift indicator, top speed recorder, gear position indicator, clock, and a lap timer.  

The instrument cluster on the carb version has yellow backlight and misses the gear position indicator as well as the lap timer. The one on the Fi variant has white backlight and is ready for TVS’s Bluetooth connect feature as well (similar to what we saw on the TVS NTorq 125 scooter) whenever TVS upgrades this machine. The new bike also has the dual chamber exhaust seen on the 200 4V. The overall fit and finish and dual-tone glossy paint quality is absolutely top class and reminded me of the paint on the TVS Apache RR310.

The seat on the new bike is a single-piece unit which felt sufficiently comfortable and wide enough to accommodate riders with large body frames. The handlebar now is a flat one-piece unit instead of the clip-on used in the outgoing model and the resultant ergonomics are spot on. The rider sits pretty comfortably yet looks sporty and aggressive without looking too commuterish.

Pricing starts at INR 81,490 ex-showroom Delhi for the base carb/drum variant. The carb/disc variant is available at INR 84,490 ex-showroom Delhi, and the top variant, Fi with disc is available at INR 89,990 ex-showroom Delhi.

Talking about the powertrain, the Apache 160 RTR 4V is fitted with a 159.7 cc, single cylinder, 4-stroke, 4-valve engine that is mated to a 5-speed gearbox and is available in both carb and Fi variants. The Fi variant makes about 16.8 PS at 8000 RPM and the carb version makes 16.5 PS at 8000 RPM. Peak torque remains at 14.8 Nm at 6500 RPM for both the variants. This makes the Apache RTR 4V the most powerful 160 cc motorcycle in the market today.

I rode both the Fi & carbureted variants in quick succession and came back pretty impressed. The engine smoothness and refinement is apparent as soon as you thumb the starter.  It feels quicker off the mark and the power is delivered in a very linear fashion. The engine remains punchy and smooth until it reaches very high revs where it begins to show a little bit of vibrations in the footpeg, but it is not a deal breaker. The Fi variant expectedly has crisper throttle response.

TVS claims a top of 114 kmph and I was able to hit that mark repeatedly on the straights of TVS test track before running out of space to go faster. The bike could definitely do a little more than that, around 120 kmph easily on a longer stretch of road. It feels flickable and easy to maneuver but shows its true racing colors when leaned into a corner. There’s only one turn at the TVS track. It is a never-ending type right hander loop where I’ve ridden various TVS bikes during media rides.

The chassis of the Apache RTR 160 4V, which comes directly from the Apache RTR 165 GP keeps the bike rock steady and gives so much confidence that the speeds I was able to carry throughout that turn surprised me. And that right hander loop is bumpy too, which makes you go even more cautiously. But this time, things were different. I could feel the bumps, but they were not enough to shake my confidence while fully leaned in.

A big credit also goes to the suspension setup (rear monoshock & conventional telescopic at the front) which works like a charm with this chassis. Cornering grip from the tyres was also spot on. The braking job is taken care of by 270 mm petal disc up front and the 200 mm petal disc at the rear (133 mm drum), which felt sufficient, but the front brakes felt a bit on the softer side to me. And this was the only negative point that I could think of in this bike.

Conclusion: The TVS Apache RTR 160 4V is a worthy new entrant in the TVS Apache lineage, which has kept the Indian motorcycle enthusiasts happy for more than a decade now. The changes and upgrades in this bike are quite prominent and the new Apache RTR 160 is a much better package overall and will give its competitors a run for their money. It is powerful and has loads of low and mid range torque and the best part is the way it handles. You get the handling of a proper track tool in a street bike, nothing less! And it is a big deal! It is priced quite reasonably and there are options available to match your pocket and needs. So if you are planning to buy a 150-160 cc sports-commuter bike, head out to your nearest showroom and take a test ride before buying any other bike.

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So, Suzuki has launched one of the most awaited motorcycles of this year in the country – the Suzuki GSX-S750. This bike was recently unveiled at the 2018 Auto Expo and was ultimately launched yesterday at the Buddh International Circuit. It is the second CKD motorcycle in the Indian market from Suzuki’s stable after the legendary Hayabusa and is available at a price tag of INR 7.45 Lakh (Ex-showroom Delhi).

Text: Sunil Gupta
Photos: Mohit Gena & Avinash Noronha 

We got to spend some time yesterday at BIC astride this middleweight contender and came back mighty impressed and with a wide grin on our faces. Here’s the first impression:

Looks & styling: The Suzuki GSX-S750 is a streetfighter and the styling is clearly inspired from its elder sibling, the Suzuki GSX-S1000, and it is very difficult differentiate between the two when parked side by side. The S750 looks aggressive and menacingly sharp without looking alien’ish or too radically designed. The sculpted tank accentuates the overall design appeal of the bike.

Suzuki GSX-S1000

There are two color variants available –  Metallic Triton Blue/Glass Sparkle Black and Glass Sparkle Black/Candy Daring Red.

There is a fully digital LCD instrument console displaying speedometer, tachometer, odometer, gear position indicator, coolant temperature, fuel range, average & instantaneous fuel consumption, traction control mode, fuel gauge, and clock apart from other tell-tale lights.

It has 3-level traction control and that can be switched off completely, and it also comes fitted with ABS by Nissin.

suzuki gsx-s750 digital instrument panel

Swing a leg on the bike and you’ll find the riding posture pretty relaxed and upright, in congruence with its street bike nature. That means a comfortable ride that doesn’t put too much pressure on your wrists, shoulders, or back. The legs grip the tank firmly and the hands reach the handlebar without having to stretch too much. The seat height is 820 mm but the bike actually feels lower than it should with that number, and even the not-too-tall riders like me find it very easy to manage the bike.

The GSX-S750 is fitted with Suzuki’s Easy Start System, which means that you only have to press the starter button once for the engine to come to life and not hold it in that position. You also don’t have to press the clutch lever to start the engine as long as the bike is in neutral gear. Then, there is this Low RPM Assist system, which senses when the bike is running at very low RPMs, e.g., heavy traffic, and increases the RPMs slightly if it senses that the bike is going to stall.

The Suzuki GSX-S750 uses a 749 cc, inline-four, liquid cooled, DOHC engine, which is borrowed from the 2005 Suzuki GSX-R750 and is tuned to match its street bike character and give better mid range torque. Suzuki says that they used the 2005 engine instead of the current one because of its near vertical mounting angle, which helped them to achieve a shorter wheelbase on the GSX-S750. Suzuki also claims that this is the only product in its category to use a super sport engine.

This engine makes a very healthy 112.6 bhp of power at 10,500 RPM and 81 Nm of torque at 9000 RPM. This power is transferred to the rear wheel with the help of a slick 6-speed gearbox and the power delivery is super smooth and linear.

Open the throttle and it lunges ahead with eagerness but without threatening to leave the rider behind. Those 113 horses are easily tamed. The fun begins once the RPM needle is above the 4000 RPM mark and the sweet humming of inline fours turns into a meaty exhaust note. The exhaust note on the GSX-S750 is one of its USP and will keep most of the buyers happy without them having to look for an after-market exhaust for better aural pleasure.

It feels a little heavy when standing still and running slightly above idling RPMs but once set into motion, the weight disappears into thin air and the bike shows its true colors. Suzuki stated that when they started designing the new GSX-S750, they wanted to make a motorcycle that is very rider friendly and manageable without compromising on the fun part. And full marks must be given to Suzuki engineers for achieving that goal. The Suzuki GSX-S750 is by far one of the best handling street motorcycles that I have ridden. It packs a heck of a punch without being intimidating. It does exactly what you want it to do and is very forgiving if you make mistakes. The few laps that I had on the BIC astride this bike were some of the best biking moments for me of late; it was that much fun thrashing it around the corners on the best race track in the country. And I could see around 225 kmph on my speedo on the back straight before backing off to negotiate the turn 4. Full marks to the Bridgestone BATTLAX HYPERSPORT S21 tyres as well, that were specially developed for this motorcycle. The tyres gripped the tarmac perfectly.  I was riding with the traction control set at medium (2), which worked rather silently without being too intrusive. I had so much confidence exiting the corners with the throttle wide open and not even once did I feel the tyres sliding away or losing grip on the tarmac.  The bite from the brakes was progressive and confidence inspiring, and the 310 mm dual petal discs at the front aided by 4-pot radially mounted calipers and a single 220 mm petal disc at the rear with ABS did their job remarkably well.

Overall, the Suzuki GSX-S750 is a cracker of a street motorcycle that has the heart of a super sport. It is feature packed and seems to tick all the right boxes.  It has more than enough power to make you grin every time you open the throttle and handles like a charm. It is one of the best handling street motorcycles and comes with a set of tyres that are specially made for this bike and do their job with aplomb. The exhaust note is like icing on the cake. It is going to be worthy upgrade to all those bikers who are graduating from 400-500 cc and want to buy something bigger, something in the 100+ bhp range, but something that is not scary either. Apart from very minor finishing issues, I couldn’t find anything that I really didn’t like about this bike. Though, it would take a longer road test to reach a comprehensive verdict. And at a price tag of 7.45 Lakh INR Ex-showroom Delhi, the Suzuki GSX-S750 is a value for money package. There are 2 bikes in its category that it would be competing with – The Triumph Street Triple and the Kawasaki Z900 – the former is dearer by around 1.75 Lakh INR and the Z900 lacks on the features front (no traction control)!  The Z900 makes more power (123 bhp) and the Street Triple is the lightest of the lot at 166 kg kerb weight.

So, from the pricing to the features and to the handling, the new Suzuki GSX-S750 has everything working in its favor. All it needs is matching marketing strategy and of course a bit of luck as well to actually reach out to its potential customers. As far as I am concerned, I can’t wait to ride it again when Suzuki invites us for a proper long-term road test.

The post Suzuki GSX-S750 – The new middleweight champion? appeared first on xBhp.com.

Hero Xtreme, the name rings a bell but doesn’t wake up someone in deep slumber. Hero Xtreme 200R, this bears a lot of weight with the ‘R’ tag and does stir things up. Things like the Indian power-commuter market. The name does ruffle the feathers of some other contenders like the RTR 200 4V, Pulsar 200 NS, FZ 25 etc. But all those things are being done by the name. Can the actual motorcycle pull off something similar and do justice to a very intriguing name? We find out as we ride the Xtreme 200R on BIC.

Looks and Design

One look at the Xtreme 200R reminds you of its younger sibling, the Xtreme Sports. The bikes are different not only in displacement, but a lot of other things, yet the design is clearly based on the smaller Xtreme. The front fascia is home to the ‘wolf eyed’ LED pilot lamps that do enhance the visual presence of the motorcycle. The tank shrouds are integrated very well and the graffiti-like graphics on the tank shroud only add to the appeal of the side profile of the motorcycle. The side panels are minimalistic and bear the Hero badging. The rear cowl has also been sharpened and are home to the 200R branding. The bullhorn shaped grab-rails and the LED taillight constitute the rear of the motorcycle. The 130mm wide rear tyre adds to the sporty intent of the motorcycle.

Instrumentation and Technology

The bike features an air cooled, 4 stroke, 2 valve, 199.6cc single cylinder engine. It produces a maximum power of 18.1 bhp at 8000 rpm and a maximum torque of 17.1 Nm at 6500 rpm. The power is transmitted to the rear wheel via a 5-speed transmission. The new bike gets disc brakes on both wheels and an optional single channel ABS. The front suspension is a 37mm conventional telescopic fork and the rear is an adjustable monoshock unit. The chassis is diamond type and the bike carries a wheelbase of 1338 mm. The bike gets a 12.5 litre fuel tank. Xtreme 200R tips the scale at 147 kg with an increment of 1 kg for the ABS equipped unit. The console is similar to the smaller Xtreme with an analogue tachometer and a digital speedometer. The screen is blue backlit. The digital unit also houses a trip meter, an odometer and a digital fuel gauge.

Performance

Undoubtedly the best thing about the Hero Xtreme 200R is the way it rides. The engine feels is refined and stress free even in the higher rev range. The gearbox feels slick and the bike lunges ahead nonchalantly with the twist of the throttle. There’s plenty of low and mid-range torque that should keep the city commuters happy. I rode it on the short loop of BIC (excluding the main straight, T1, T2, T3, back straight, & T4) and it was a ride I’ll remember for a very long time. The throttle variations did most of the work and seldom did I need to downshift to negotiate the corners. The suspension-chassis was a bit on the softer side, obviously to provide more comfort during day to day rides, but it never come in the way of us having some unadulterated fun on the curves of BIC. The bike would dip into the corners with ease and would stay on course without drama. The low ground clearance played spoilsport and the footpegs kept kissing the ground every now and then to unsettle the bike on the corners. But, the grip from the MRF tyres was confidence inspiring and knee scraping became a regular affair during the dozen odd laps I did on that short loop. There were no long straights on this short loop and it was hard to judge the true top speed of this bike, but I did notice numbers in the upper 100s on the speedo quite often, the highest being 111 kmph.

Verdict

The Hero Xtreme 200R comes out to be a very gentlemanly kind of motorcycle that can be a lot more fun than what is visible on the surface. But admittedly it is not a bike that would make you the talk of the town instantly or make people go weak in their knees when they see it. If you are looking for a motorcycle that merges into the crowd yet is capable of giving an outstanding performance when it comes to day to day riding, then you should definitely take a test ride of the Hero Xtreme 200R before making a final decision. It should prove to be a very capable power commuter. But, it would also face stiff competition from the competitors, from the likes of Pulsar 200NS, Yamaha FZ25, Apache RTR 200 4V, and even the Apache RTR 160 4V as well. Full marks to Hero engineers for not trying to go into heroics (pun unintended) and putting more stress on the practical aspect of motorcycling. It is a very good product in this category from Hero (after a very long time) and what can make or break things for them is how they price it. The price of this bike has not been disclosed yet and we would be keeping a keen eye on how it is priced. A price tag south of or near INR 90,000 mark would make it a very sweet deal and would compel the prospective buyers to give Hero Xtreme 200R a long and serious look.

Text: Sunil Gupta

Photos: Mohit Gena

The post Hero Xtreme 200R: A Hero’s arrival appeared first on xBhp.com.

Strip a motorcycle down to the bare essentials, set the handlebars low and footpegs rearward and you’ve got yourself a café racer. Now, to that motorcycle, add suspension finished in gold, twin reverse cone megaphone exhausts with a brushed stainless steel finish, some gold trim on the brushed aluminium-finish engine and some modern amenities, and you get what the world knows as a Triumph Thruxton 1200R.

Triumph’s Thruxton 1200R belongs to their Modern Classics catalogue of Triumph. And it is justified by the fact that one look at the Thruxton takes you back in time and what brings you back, are the modern electronics and features that the bike has. The attention to detail is almost obsessive and an example would be the throttle bodies that are disguised to look like carburettors. All that trouble just to make sure that the ‘Classic’ tag remains valid for the motorcycle.

Looks and Design

The motorcycle oozes of old school charisma. It is such an amalgamation of ‘Classic’ and ‘Modern’, it can make you feel like you are in the 60s and one short ride will bring you back to this time. It’ll leave you stuck in an infinite loop of timeline jumps, that’s how wonderful it is.

The classic round headlamp features an integrated LED DRL. The taillight sports an LED despite justifying the classic styling. The turn signals look vintage. The twin pod instrument cluster that is NOT devoid of most of the modern tell-tale signs is as old-school as it gets. The side panels sport a Thruxton R badging. The black seat is accentuated by the red stitching. The engine is brushed aluminium with a Triumph badge. The handle bar is clip-on type with aluminium bar end mirrors. The classic spoked wheel rims and the swing arm are aluminium as well. It also gets a single bullet seat with a painted seat cowl.

Even the fuel tank lid is flip up ‘Monza’ style, need we say more? I guess not, but the folks at Triumph say otherwise. The bike also gets an optional track racer kit that features a minimal fairing around the cockpit, lowered handlebars, even more trimming of the rear known as a tail tidy kit and Vance & Hines slip-on exhaust. And… we are spoilt.

Instrumentation and technology

The bike is shod with modern electronics and features such as ABS, Ride-by-Wire with riding modes, traction control and a slip assist clutch. It also gets an engine immobilizer that integrates a transponder in the key of the bike which in order is linked to the ignition system. It prevents the engine from running if the correct key is not used. An under seat USB charging socket is also present because why not. The twin pod instrument cluster is comprised of a speedometer and a tachometer. It also incorporates a digital menu system accessible through a handlebar mount scroll button. The classic instrument cluster is complete with gear position indicator, odometer, two trip meters, service indicator, range to empty, average and current mileage and a clock. It also features the access to turn off traction control or ABS.

Engine

The Thruxton 1200R gets the same 1200cc engine as the Bonneville T120 but with a twist. Unlike the ‘High Torque’ engine on the Bonneville, this one gets the ‘High Power’ variant of the 1200cc parallel twin i.e. it has been tuned to match the characteristics of a café racer. Thruxton’s engine also runs a higher compression ratio than the Bonneville’s engine. It produces a maximum power of 97 Ps at 6750 rpm and a maximum torque of 111.2 Nm at 3692 rpm. The power is transmitted to the rear wheel via a 6-speed transmission.

Chassis and Handling

Thruxton 1200R is built upon a tubular steel cradle frame with a regular twin sided aluminium swingarm. The front suspension is a top of the line fully adjustable Showa 43mm upside down big piston forks that offer a travel of 120mm. The rear suspension is no slouch either being a fully adjustable set of Ohlins twin shocks offering 120mm of travel. The top level componentry doesn’t end there as the front brakes are made by Brembo working on two 310mm floating discs and Brembo 4-piston radial monobloc callipers. The rear is a single disc with a 2-piston floating calliper. Both are equipped with ABS that is switchable. The motorcycle has a wheelbase of 1415 mm.

Ride and Comfort

The Thruxton 1200R is not meant to be a tourer. It is not meant to be a track racer. However, can it be your only bike in the garage? If you are the experimental type who doesn’t mind trading comfort for exclusivity then by all means this can be your ride. This bike is one of the few which looks inconspicuous and different on the road at the same time; however for some strange reason I found it easier to ride fast than slow. The torque demanded it being pulled at every red light and dipped into every turn like I was on a race bike. It will be a decent ride on good roads but might give you jittery bones on bad asphalt, especially since you have a bit of weight on your wrists. Just don’t expect the pillion to be too cooperative after a decent ride on this!

Verdict

If you are a person who likes to stand out in a crowd, likes to ride fast, look good and doesn’t mind less luggage on a long trip then this is the bike for you. Being single already will also help.

The post Triumph’s delightful café-racer Thruxton 1200R Reviewed appeared first on xBhp.com.

Text: Sundeep Gajjar (Rider) and Karan Singh Bansatta (Armchair Rider who helped me write this while I traveled around from the xBhp HQ)
Photos: Sundeep Gajjar and Ducati
Location: Sepang International Circuit, Malaysia
Riding Gear: Dainese D-Air and AGV Pista GPR

Red Wine. Italian Red Wine. Italian Red Wine against a setting sun in Florence overlooking the Arno River. Bliss. There is a sacrosanct place and time for anything to be consumed. In this case, though we are talking about a brand born and bred in Italy, it has left its hallowed place of birth and has taken birth thousands of miles away in an unlikely place. A bike named Panigale, after its birthplace, being made in Thailand. Who would have thought? And it’s not just any Panigale.

The Panigale V4 features a 4-cylinder engine. Wait. 4 cylinders? But Panigale was always an L-twin. Since the V4 is a departure from the previous Panigale family of motorcycles, before I start sharing my experience on this one, I would like to take you back in time. A journey to see how the Panigale came to be and how the Panigale V4 is a culmination of Ducati’s racing heritage and prowess.

My own history with the Panigales is also quite rich. The first one I rode was after the end of Mission Red Planet, 10000 kms across 10 countries to reach World Ducati Week 2012. To celebrate my success, I took a Panigale 1199 out in the Italian countryside for well, 1199 kms. Then I rode the Panigale 899 on the Zhuhai International Circuit and then the Panigale 959 at the Buriram Circuit in Thailand. Let me not forget the 1199 that I rode at the Sepang International Circuit with Troy Bayliss (!) in the fast group. The biggest sweet mistake I had made perhaps. That man was amazing on two wheels. Now it was time to ride the biggest baddest of all production superbikes to come out of the Ducati factory (well from the one in Thailand). But first a bit of its own history.

This was the first time I rode a Panigale. The 1199. It was heaven. This is a photo I took at the Stelvio. A 10 second self timer and a cell phone does wonders. Shot in 2012.

Another selfie, thanks to a 10 second timer. And yes that amount of smoke can be generated in 5 seconds on a bike as powerful as this. Shot at Stelvio in 2012.

This is me, sleeping with the lady in red, in this case, the Panigale 899 at the Zhuhai International Circuit, China a couple odd years ago.

This was in Dubai when I rode the Panigale 1199.

The above is a grab from my GoPro on the Sepang International Circuit at the DRE (Ducati Riding Experience) in 2012. The man on one wheel is Troy Bayliss on the Panigale 1199. I was on the same bike too being led by Troy through the previous corner looking back to see if I was following the correct line (which I wasn’t), after which he led me on the straight like this. His wheel only came down very close to the corner. It feels just great to be around such people, even if it makes you realize that you haven’t even begun!

So that’s that. A brief history of my trysts with different Panigale avatars.

Ducati was born founded by Antonio Cavalieri Ducati and his three sons, Adriano, Marcello, and Bruno Cavalieri Ducati in 1926. In the beginning Ducati produced vacuum tubes, condensers and other radio components. In 1935 they constructed their factory in a town called Borgo Panigale, Bologna from which the Panigale family of motorcycles borrows its name. Now if I plan a history lesson on Ducati it would probably be a novel. Maybe even an epic. So we’ll focus on the birth of Panigale series of motorcycles and how the L-Twin engine became the signature of Ducati.

The L-twin or simply a 90-degree V-twin was first used on the Ducati 750 GT, one of the most famous motorcycles in history. In 1972, Paul Smart and Bruno Spagiarri raced onboard the 750 and got 1^st and 2^nd place. This was a momentous win as most of the manufacturers used inline-four engines and Ducati won with a V-twin which proved Ducati’s technological prowess. This was the motorcycle on which the Ducati 750 Supersport was based which is arguably the true ancestor of the Panigale series of motorcycles. The next iconic bike in this journey was the Ducati 851. It used the same L-Twin configuration with a displacement of 851cc. It had 4-valve heads and liquid cooling which was a significant upgrade and helped it compete with the sport bikes from other manufacturers. A mild upgrade on the 851 was the 888 but the crown jewel was yet to follow.

Arguably one of the most beautiful Ducati motorcycles (or for that matter any motorcycle!) ever made—The Ducati 916. The 916 was designed by none other than Massimo Tamburini who is usually referred to as one of the greatest motorcycle designers that have ever walked this earth. Featuring a 916 cc, 90-degree V-twin (L-Twin), 4 valve, fuel injected liquid cooled engine, USD forks and a single-sided swingarm, which became the signature of Ducati sport bikes. The motorcycle lived up to the reputation of the designer and is still referred to as one of the most beautiful motorcycles ever made. This was the design that made Ducati an icon and a usual reference to sport bikes. This is the design from where the distinction of the Ducati small sport bike and big sport bike started. The 916 made way for not only the 996 and 998 (which was the final iteration of this design line) but the 748 as well which would evolve into smaller Panigale sport bikes. And, who can forget the iconic scene from The Matrix Reloaded where Trinity (Carrie-Ann Moss) rides the 996 on the highway.

After this came the Ducati 999, which was rather controversial as many Ducati fans resented the departure from the Tamburini design. Although the 999 won many races and was referred as the finest handlers of its time, it just didn’t go down well with the fans. However, Ducati fixed this quickly with the introduction of the 1098. The 1098 was gorgeous and won back the hearts of the Ducati fans after the seemingly disappointing 999. Following the 1098’s design philosophy, an evolution of the smaller 748 namely the 848 was also released. Both of these bikes enjoyed great success and both of them were highly competitive motorcycles that took the competition to the Japanese big-4. A bigger motorcycle and a successor to the 1098, the Ducati 1198 was released which followed the same design language as the 1098.

It’s been a long history lesson but now we are really getting close to the modern sport bike family and the Panigale nomenclature as well. So the 1198 finally gave way to the first Panigale from Ducati. Named after the town in Bologna where the red rockets are manufactured—Borgo Panigale. It was called the Ducati Panigale 1199 and it was gorgeous. That is it. Done. Dusted. At standstill, it looks like Heidi Klum clad in red, a supermodel posing and slaying photographers the world over. On the move, it was like Barry Allen aka The Flash leaving nothing but a streak. It was that good. It was quoted to be the most powerful twin-cylinder motorcycle and was claimed to have the highest power-to-weight and power-to-torque ratio than most production motorcycles. In other words, wring the throttle and it goes ballistic. Same was the case with the smaller sibling of the Panigale 1199, the Panigale 899. The Panigale 1199 was succeeded by the Panigale 1299 and the Panigale 899 was replaced by the Panigale 959.

Ducati also released Superleggera i.e. Super-light variants of both the Panigale 1199 and Panigale 1299, like they needed the weight reduction but Ducati did it anyway because it’s a very Ducati thing to do. You create an extra niche segment within the niche. The Panigale 1299 Superleggera was claimed to have a wet-weight of 167 kg and made a mind-boggling 215 bhp. To keep things in perspective, the best litre-class bikes make around 200 bhp and weigh around 200 kg. If that doesn’t numb one’s mind, I don’t know what will.

That was the history of the Panigale. But what now? What can be done to better something that is already near perfect?

Ducati Folks: Let’s make a road-ready and easy-to-ride version of our racing machine Desmosedici GP and name it Panigale.

Other people: But the Panigale has always had the L-Twin. Why the V4?

Ducati Folks: Because It’s about damn time.

I think that comes close to what went down when Ducati engineers were planning the next Panigale.

Now then, we have talked about everything but the Panigale V4. So without further ado, let me share the experience of riding one of the most powerful and advanced superbikes in the world.

This is where we were supposed to have our dinner, but rain played spoilsport! Journalists from around 5 different countries were invited, and of course I was in the India batch.

And here is a live video I did on the xBhp Facebook page from the track below:

This is Dario Marchetti, my group instructor. All of 57 with incredible racing experience. I was in the ‘Pink’ group. For some reason. And that is evident from my Pink armband. If the number 04 is any consolation, since it belongs to  Andrea Dovizioso.

And thats me below. Who can look bad with a machine like that!

If Neo had asked for bikes in the Matrix, these would be it.

And here I am. The old man trying his hand at a new game – Vlogging with an excellent piece of hardware, the Sony Actioncam 4K.

Discussing the bike with a fellow journalist at the ride.

Spot me in the crowd below!

Also, the Panigale produced for the road after the 1199, lost the eligibility to compete in the WSBK since the 1299 exceeds the displacement limit allowed for twin cylinder motorcycles i.e. 1200cc for which Ducati released the Panigale R which has a displacement of 1198cc. The same is expected to be done to the Panigale V4, the engine on which displaces 1103cc, more than the 1000cc limit allowed for 4-cylinder motorcycles. The project might even be already in the progress if the news floating around the internet is to be believed. Part of the reason why I may not be riding it in the JK Championship here in India.

Bellissima

Bellissima translates to something which is very beautiful and that’s something the new Panigale is. The first time I laid my eyes on the Ducati Panigale V4 in flesh, I was mesmerized. I feel like it’s an Italian tradition that whenever someone takes a look at their machines, ‘bellissima’ should be the first word that should come to the minds of even those who do not speak Italian. When it was showcased at the EICMA 2017, it was the most beautiful bike according to most of the people and it is completely justified when you get an up-close view of the V4. The angry eyebrows (DRLs), the hollow area that houses the headlight, the layered fairing, the, muscular and clever (to be discussed later) tank, the exposed front frame (the monocoque’s gone), and the ‘oh so stylish’ tail just makes one feel like this—I’ll never ride it. I’ll just look at it. It’s so exquisite. It’s not meant for the trials and tribulations of the outside world. But trust me, those sweeping lines and the dynamic features of the motorcycle will have you grinding your teeth… and knees in a jiffy. More on that will follow in a while.

The Panigale V4 gets 3 variants: The Panigale V4, Panigale V4 S and the Panigale V4 Speciale, the differences between which is explained in the tech-spec sheet below. We got the Panigale V4 S.

The design philosophy is the same as that of the 1299 Panigale, but it has evolved in a sense. Starting from the front, the full LED headlight unit consists of the aggressive DRLs and the two LED modules (high beam in one and low beam in one) housed in the airbox intakes the sizes of which have been reduced to make the bike look more aggressive and which results in the ‘hollow’ headlight area. It also features two wings attachments that are designed to increase the incoming airflow. The side sees a dual-layer fairing design with the main fairing stretched out less to keep the motorcycle compact and another layer that aids the exit for the air. The fairing extends upwards gripping the tank.

Coming to the tank which I referred to as clever, the layout of the tank is derived from racing machines and it extends to under the rider’s seat. It has got more prominent shoulders that help the rider grip the motorcycle with their legs. This layout saved some space which allowed the engineers to place the electronics package including the battery in front of the tank in a shroud. You see—clever. That is how racing obsessed the design is and it asserts the claim from Ducati which mentioned the development of Panigale V4 to be derived from MotoGP and the utilization of years of experience gained by Ducati in racing. Ducati Corse, the racing division of Ducati’s inputs made sure that Panigale V4 is as close to a MotoGP prototype as it can being road-legal.

The most prominent change being the departure of the monocoque frame. The one used in the V4 is quite a complex one. So, it consists of a ‘front frame’ that uses the engine as the stressed member which is complemented by the front sub-frame made of Magnesium and an Aluminum rear sub-frame. This frame was developed with the experience gained from MotoGP. The advantage is weight-saving but that’s not it. The ‘front frame’ is secured directly to the upper-half of the crankcase of the front cylinder head and to the rear cylinder head of the V4 engine. The engine even acts as the fixing point for the rear suspension and the fulcrum of the single-sided swingarm. Talk about ‘stressed member’. On a serious note this offers tremendous weight-saving, so much so that the V4, having two cylinders more, weighs only 4.5 kgs (The S variant) more than the 1299 Panigale which is extraordinary. The rear sub-frame houses the tail-fairing which has the full-LED taillight. But, it also features the signature split lighting style that is typical of the Ducati racing models.

Potente

Potente translates to powerful which, due to the lack of words, is a severe understatement in case of the Panigale. What else would you say about a motorcycle that makes around 214 bhp of power, 124 nm of torque and revs as high as 14500 rpm. The engine is dubbed as the Desmosedici Stradale. Quite a cool name. I guess the Italians are just as good at naming their machines as they are at making them look drool worthy. It is a 90-degree V4 unit that displaces 1103cc. The top power of 214 bhp is achieved at 13000 rpm and the peak torque of 124 nm arrives at 10000 rpm. Now something to ponder over is that this engine weighs 64.9 kg, just 2.2 kg heavier than the one on the 1299 Panigale. This engine has also been developed in conjunction with the Desmosedici GP, Ducati’s racing machine in MotoGP. Another interesting thing is that it features a counter-rotating crankshaft i.e. the crankshaft does not turn in the same direction as the wheels. This tech is used in MotoGP to limit the gyroscopic effect generated by the wheels and makes the bike more agile. The engine is as close to racing bikes as it can get and yet it still has the general service interval of 12,000 kms and valve clearance and inspection interval of 24,000 km.

The performance of the engine is way simpler than the technicalities attached to it. It’s simply mind-boggling. I mean 214 ponies propelling a machine that weighs less than 200 kg. The performance is on-par and even a step up from the previous Panigale avatars. But the best part is how rider-friendly the new Panigale is. What I mean by that is that the previous L-twin Panigales were amazing but they were overwhelming sometimes. Popping wheelies on a whim and a severe lack of respect for an inexperienced rider was their forte. The V4 is poles apart in that sense. The torque and power are evenly spread over the rev-range and delivery of that power is also just as smooth. It does not overwhelm the rider or demand too much from the rider. But if you want to have fun with it, it offers no less than the previous generation. It’s just more docile, tamable and extremely rider friendly. Ducati wanted the Panigale V4 to feel like a race-bike that is usable by riders of differing skills as easily as possible. And I am glad to say that the goal is achieved. Of course a lot of the credit goes to the ultra-sophisticated electronics package of the Panigale V4 that we’ll discuss in detail going forward.

There are always people who always want something more and even the 214 horses do not satisfy them. Ducati has taken care of those greedy people as well. A full titanium racing exhaust system by Akrapovic is also on offer which gives a power boost of 12 hp and a torque boost of 11 Nm. Extra is never bad right? I think next time we should ask Ducati for jet propulsion and maybe they’ll add that to the Panigale as well.

Maneggevole

Maneggevole means maneuverable which is the strongest department of the Panigale V4 and the fact that it is not lacking in any other departments as well accentuates the fact that the V4 is a fantastic handler. The light weight of the bike combined with the choice of frame has really brought about a phenomenally positive change in the handling dynamics of the new Panigale. I am not undermining the handling of the previous iterations of the Panigale but we all know about the issues regarding the flex and the feedback that accompanied the monocoque construction that was used in the previous generations of Panigale. The V4 S that we rode is equipped with Öhlins NIX-30 forks, Öhlins TTX36 rear shock and Öhlins steering damper. The suspension is semi-active and is controlled by the second-generation control system Öhlins Smart EC 2.0. It also boasts of an event-based control system that detects the current situation of the bike i.e. if it is leaned over, accelerating, braking etc and adjusts the parameters based on that. The braking duties are handled by a twin 330 mm discs on the front end and 245 mm disc on the rear. The real deal here is that the V4 is exclusively fitted with Brembo Stylema monobloc calipers—an evolution of the brilliant M50s. The calipers in addition to being lightweight are extremely rigid which provides excellent feel and prompt response. The wheels are forged aluminum ensuring weight reduction and are shod with Pirelli Diablo Supercorsa SP V3 tyres which have been specially developed for the V4 and are not available to any other manufacturers. The front wheel gets 120/70 ZR17 shoes and the rear tyre size is 200/60 ZR 17. The size of the rear tyre replicates that of the tyres used in WSBK. The tyres are developed by Ducati and Pirelli to ensure that the tyres are able to handle the power that the Desmosedici Staradale transmits and the handling prowess of the bike itself.

The new ideology followed in the construction of the V4 makes sure that the Panigale eats corners for a breakfast and produce lap times comparable to those of race bikes. The suspension, the brakes, the wheels, the tyres etc all work in harmony to make the V4 probably the best handling motorcycle I have ever ridden. It just feels so agile and nimble that the bike tips into the corners so naturally (I’d even say supernaturally). The side to side transitions are a breeze as well. The ease of handling the V4 is  just beyond words and even someone like me who isn’t a track junkie was referred to as Marquez by one of the instructors which is obviously a huge compliment for me but even more so for the V4. As I got the hang of the bike and the track I was able to better my lap times consistently and it happened so quickly that I felt like the motorcycle is an extension of me and is doing exactly what I think without the input lag. The interaction between the rider and the new Panigale is just other-worldly.

Elettronica

Electronics. That is what elettronica translates too. I can speak Italian, nice. Anyway, the numbers discussed above and in the spec sheet prove beyond a shred of doubt that the new Panigale is a monster. But monsters if left untamed or out of control can prove to be dangerous. And controlling a 215 bhp monster is no easy task. And that is why, the 6-axis inertial platform or 6D Inertial Measurement Unit (IMU) acts as the tamer of this monster. It is a suite of electronics that help the rider control the new Panigale. It includes the following:

ABS Cornering Bosch EVO: Detects and extends its function in situation where the bike is leaned over. Cool. It has 3 levels; level 3 is intended for low grip situations, level 2 enables the rider to skid into the corners (safely) and level 1 in which the system is the least intrusive but still keeps the cornering ABS enabled for safety.

Ducati Traction Control EVO (DTC EVO): The new and updated traction control unit makes sure that the intervention is faster and even more accurate. It controls the rear wheel spin and keeps the motorcycle in control whereas the lower levels allow some degree of spin to help the motorcycle close the corner using the front wheel as a pivot and making the rider look like a pro.

Ducati Slide Control (DSC): An extension of the DTC, the DSC keeps the rear wheel slides that occur during hard acceleration out of the corner in check and corrects the slide angles that are otherwise difficult to handle sometimes. The lower levels intervene less and allow a certain degree of slide which can prove to be helpful and extremely pleasing. I tried my best to implement this but I could not. However I was inducing late braking slides mostly.

Ducati Wheelie Control EVO (DWC EVO): As the name suggests the function of this unit is to control the wheelies induced under hard acceleration. It is mildly intrusive and allows the maximum acceleration to be obtained in a safe manner.

Ducati Power Launch (DPL): Working in conjunction with the DWC, the DPL also ensures safe yet, fast starts. It also has 3 levels and in all the levels the system disengages past the start-speed or once the rider shifts to the 3^rd gear. It also sports 3 levels where level 3 offers the most stable starts and level 1, well, unleashes hell.

Ducati Quick Shift up/down EVO (DQS EVO): The DQS is basically Ducati speak for quick-shifter enabled on both up and downshifts. This allows for hard downshifts even when the rider is wringing the bejesus out of the V4 on the track and even allows for safe shifting while cornering. A testament to how far technology has come.

Engine Brake Control EVO (EBC EVO): This system kicks in the situations where engine braking can adversely affect the motorcycle like when the vehicle is leaned into a corner or during turn-ins.

Ducati Electronic Suspension EVO (DES EVO): The Ducati V4 S is equipped with Öhlins Smart EC (Electronic Control) which integrated with the 6D IMU calculates the roll, yaw, pitch etc parameters and tunes the suspension accordingly in the Dynamic mode. It also features a Manual mode which allows for fixed compression and damping settings in accordance with the rider’s preference. Although, the Dynamic mode serves its purpose well by making the suspension adapt to the riding style and situations (cornering, acceleration etc), sometimes a little fine tuning with the Manual mode also proves helpful in case the rider is a pro and wants the suspension to follow certain mannerisms.

In addition to all these electronics, the V4 gets 3 riding modes, all of which have different preset values in the above electronic units. The 3 modes are; Race which throws all the 214 some horses loose and has the minimum level of intervention from the electronics, Sport which is a mild iteration of Race which makes the riders with less experience make the most of the V4 and lastly Street which makes the suspension softer and power delivery more sedate to better suit the V4 to the road riding conditions.

All the electronics are controlled via buttons mounted with the switchgear with the help of the 5” full-TFT display the best part of which is the virtual analog-type rev-counter which is complete with a needle that changes color effectively acting as a shift light as well. So even the analog lovers can rejoice because it offers a feel comparable to actual analog rev-counters and even better according to me. All these electronics make the V4 a formidable machine and a force to reckon with while still being an easy to ride motorcycle.

Verdetto

Wow. There have been a lot of technical jargons and a lot of words still when it comes to the ‘verdetto’ or the verdict, I suffer from a severe lack of words. If I give it a try, here’s my two bit on the Panigale V4.

The engine and the power it makes is insane and the new Panigale can easily be used as a torture device by adding the pillion seat kit and making the torturee sit pillion on the V4. If a motorcycle can make someone like me who isn’t a track frequent scrape not just my knees but elbows as well, it can be safely said that the handling is just phenomenal. Southpaw’s Jake Gyllenhall phenomenal. Eminem phenomenal. It is easily one of the best machines I have ridden around a track. Last but definitely not the least are the looks. Looks are sub… Nah, it is astonishingly beautiful and kudos to Ducati for always 1-upping their own work, in this case the previous Panigale which was a staggering beauty itself.

Below : And yes, I did manage to scrape my elbow! Finally!

The best part was that this was not just a ‘review’. It was an experience. DRE (Ducati Riding Experience) where you are accompanied by some of the best riders in the world, from a guy who is two times world champion, to the gentleman below, Dario, who still excels at endurance racing and is all of 57 years of age. Another instructor is Mr Valia, the rider you see on most posters and wallpapers doing crazy things on the bikes. And he is also a man who helps Ducati develop better and better bikes. Here’s me happy to take the certificate and some appreciation from a man of his experience.

So, if you want the something which will improve your laptimes on a track day while making you look extremely beautiful – this is the bike you would want. Ducati have done very well by getting the V4 (not the S) in 20 odd lacs in India, thanks to the fact that it is Made in Thailand. Just by comparison it is a cool 80 odd lacs cheaper than the Superleggera, which is actually a tad less powerful than the V4. You will be nevertheless in the company of exclusive riders with the V4 and with great pleasure, I would like to conclude this review by saying that ‘The new Opera’ is certainly one sweet sweet piece of music.

And what a last view before I said goodbye to this incredible date.

The post The Ducati Panigale V(oracious)4 Experience appeared first on xBhp.com.

Scooters? It may seem a bit weird but I love motorcycles too much. Why do I say that? Because I feel scooters are somewhat abominations when it comes to two-wheelers. But that’s just my personal point-of-view so no flak please. The first one I ever rode was the NTorq and I had a change of mind. The light-weight and the rather ample power felt nice. The comfort and ease is also appreciable. So, I found the NTorq to be really good. And thus when we were invited to test ride the Hero Destini 125, I knew that that it had to be quite a scooter to share the table with the likes of the established Activa, the handsome Burgman and the deft NTorq. So does it get the reservation or does it just wait in a line outside?

Text: Karan Singh Bansatta

Photos: J T Thulasidharan/theHolyBiker

Superficials

So how does the new Hero Destini 125 look? In every sense of the word, it looks like a scooter. And I am not being negative towards scooters or biased towards motorcycles. It looks like a scooter. It is neither a radical or standout design, nor a departure from the Duet-esque design theme. Although there are some bits, like the body-colored rear view mirrors and the chrome garnishes scattered on the front and sides that are good. The dual-textured seat and the bold taillight are likeable too. The best elements of the design are the cast alloy wheels (only on the VX variant) and the exhaust. The exhaust is a faint reminder of the exhaust on the first Karizmas and the Ninja 250R when looked at from the back of the scooter. Faint, mind you.

Heart

Now, the performance. How does it perform? It has an air-cooled 124.6cc motor that makes 8.7 Bhp of power and 10.2 Nm of torque, mated to a CVT. I feel the Hero Destini 125 performed decently well in the short stint that we had with it. Power is available right from the start and the scooter pulls effortlessly off the line. It does start to lose some breath when the speedo goes past the 70-75 kmph mark but it still kind of keeps going. So, the performance is not earth-shattering, not like its needed in a city-slick scooter, but I am sure the Hero Destini can hang with its counterparts in this department. It can do 75 kmph all day if one is willing to deal with the slight vibrations.

Hero Destini 125 is the first scooter to get the i3S technology. It gets a switch for the same on the right side of the console. What the i3S system does is that it sense if the scooter is idling (for some time), say a red-light on a traffic signal, it switches the engine off and one can restart the engine simply by twisting the throttle while holding the brake. And for those who don’t want this system to do such an ‘environmentally good thing’ for them, it can be switched off using the switch mentioned above. Hero has claimed a real-world mileage figure of 51 kmpl and they have attributed some goodness of this number to this system as well. Pretty neat.

Mannerisms

How does it handle? Like it was intended too. The handling isn’t very sporty i.e. enough for the targeted audience. It feels very neutral when on the move. The suspension seems tuned well for the streets as it gobbles up the undulations of the road without letting the rider know of them. The rear though is a bit stiff and feels somewhat like ‘instant karma’. The rider is instantly told (sternly) that they should have avoided that pothole. But overall, it’s satisfactory.

At 111 odd kilograms, it is not the lightest scooters around. On paper at least. On the move, it felt very light and I’d even say fun but that fades a bit at higher speeds. It probably has the shortest wheelbase in the segment and that in addition to the soft suspension, make one wish that it was a bit more composed. It weaves and wallows a bit when the stakes are high and so is the speed! But that does not happen in the scooter world. So overall, the handling is good. The brakes felt nice. The lack of disc brakes is compensated by the integrated braking system. Therefore, the scooter has ample stopping power but I would have preferred disc-brakes, at least as an option.

Upkeep

Instrumentation and features. The best thing according to me is the ignition-key. The ignition key switches the scooter on, locks the steering, can release the seat to access the boot, and releases the fuel-lid too! That is smart and really handy. It can even fix what’s wrong with DC, bring Zach Snyder back and save the Avengers! Probably not all that but there is an externally placed fuel-lid so, more goodness there.

The instrument panel is a digital-analog unit and consists of basic information like fuel-level, trip and odometer. There is a side-stand down indicator which is a welcome addition. The storage under the seat is not enough for a proper full-face helmet, but it gets boot light and mobile charging socket (only on the VX variant though).

Now, there was a slight niggle with the scooter that I got to ride. Apparently, it liked me a bit too much and probably didn’t want me to make the effort of twisting the key to release the seat lock (to access the boot). I just pulled on the seat and voila! Just a glitch, probably.

Verdict

The verdict eh? It’s a difficult one. The Hero Destini 125 is not an outstanding candidate in its segment. That’s sad. But what’s sad about it, is also the best part. It does not intend to stand out. It has somehow made peace with mediocrity and its content. It is just there to fulfil its duties and that it does satisfactorily. The price is also south of scary places with the LX variant starting at INR 54,650 (Ex-showroom Delhi) and the VX variant at INR 57,500 (Ex-showroom Delhi). So, there isn’t something wrong with Destini (makes one laugh) but should it be the scooter to go for in the 125cc segment? The answer to this question will be reserved till a full-blown road-test.

The post Hero Destini 125 first ride review: Determining its destiny appeared first on xBhp.com.