What makes one edgy? Not sleeping all night knowing that if they do, they won’t be able to wake up on time. Then catching a 4:50 AM flight. 2 hours of flight time in cramped seats (at least for me). And then an hour of drive in a cramped car (again, at least for me). These things are irritating and even more so for the vertically gifted like me. Now, what is a motorcycle? Something that can bring a smile to the edgy man’s face. The edgy man is me, and the motorcycle, KTM 125 Duke.

KTM 125 Duke is a very curious motorcycle. With rather light numbers on paper, a relatively high asking price and the existence of a similar but more modernly styled product in other countries, it was asking for a lot of prejudice to be doled out of logical minds. I am also a logical person, although ever so slightly. But man, all this baby Duke asks for, is a chance. Well, apart from INR 1.18 Lakhs (Ex-Showroom) that is. We gave it a chance on Bajaj’s test track at Chakan and it talked to us! How? Read on to find out.

The baby Duke says, “Look at me!”

And we obliged. Looking at the KTM 125 Duke puts one in a state of confusion and frustration. Confusion because it looks like the 200 Duke bought a new dress and frustration because you know that the prettier sibling is there for Europe (The European 125 Duke). But once that initial negativity dies out, one says to himself, “Is it really bad? Does it even look bad? Or am I just being cranky?” And once these kind of thoughts creep in, they are done for. The KTM 125 Duke looks pretty good. It does look like the 200 Duke and there is nothing really bad about it. The graphics are different, the rear sub-frame is apparently different and the grab rails too. But apart from these little tidbits, there isn’t much that differentiates the two.

The 125 Duke and the 200 Duke have a similar wheelbase of 1366 mm, similar kerb weight with both tipping the scales at 148 Kg (Kerb), similar tyres, similar brakes etc. The overall length and width are different but then again, it is very hard to discern unless one is running around with brochures and spec sheets.

The baby Duke says, “Feel me!”

Ohkay. Before I reached this section of writing the review, I didn’t think that this particular titling scheme would end up this way and only get worse. But I am going to stay with it. Now, the fit and finish of the motorcycle is really good. No gripes here. Right from the feel of the switchgear to the fitment of the panels, it gives no quarters in this department. The instrument console is similar to the 200 Duke meaning it feels like me wearing M sized clothes i.e. too many features in a petite little orange backlit all-digital console. The switchgear is illuminated, a nice touch of course. The levers, the pegs, the buttons etc are all built well. So, in the instrumentation and build quality part there are no issues. It is very consistent, thus very boring and the reason why this section is rather small.

The baby Duke says, “Ride me!”

This gets worse with every section and I think we are losing the PG-13 Rating today. Anyway, this is the exciting part. The engine and performance of the KTM 125 Duke. So, it gets a 124.7cc, liquid-cooled, 4 Valve, Fuel injected engine which makes 14.5 PS of power at 9,250 rpm and 12 Nm of torque at 8000 rpm. The numbers may not seem outright impressive and very non KTM, but that is where the motorcycle surprises you. Keep an open mind and treat it like you’d treat any other Duke and it does not disappoint. Although, the peak power and torque arrive much higher in the rev-range, yet this particular Duke has a lot of usable power and with decent fuelling, it feels punchy from the get go. Keep the throttle pinned and the baby Duke revs quickly and even brings some of the frantic flavor of the bigger Dukes.

The point is, even with small numbers on paper, the motorcycle keeps reminding one that it may be small, but it is a Duke nonetheless. The power starts to slowly fade as you near the end of the rev-range. The rev-limiter of this one and that of the 390 Duke are like asking someone to wake-up gently and kicking them off the bed, respectively. On the straight after I was able to achieve a top speed of ~106 kmph which is pretty good considering the heft and dimensions of the rider (yours truly). Vibrations are there in the top of the rev-range but not enough to deter someone so the 125 Duke is quite a refined motorcycle.

The power is transmitted to the rear wheel via a 6-speed transmission which is as slick as they come. It shifts into the gears very positively and I really liked the gearbox on the KTM 125 Duke. Progress through the gears as you whack the bejesus out of the motorcycle and it will sure take the edge off of you regardless of whatever you may or may not have done the last night. The clutch is also light so the jaunts through the city traffic are not really going to pose any problem. The 6^th gear on this motorcycle though is like Ant Man in Avengers Infinity War. It is there, one knows of its existence but it is of no use. That was a bit exaggerated and the 6^th gear isn’t useless, but it is there for cruising only and there’s virtually nothing exciting there. Shift into the 6^th gear, cruise around 70-80 kmph all day and the Duke will do that without straining the petite engine too much.

The fuel-efficiency? There aren’t any claimed numbers but we expect 40+ kmpl easily and with a tank of 10.2 L, it shall give one a range of over 400 kilometers which by any means isn’t bad.

The baby Duke says, “Push me!”

……. This is the most exciting part of the review (pun not intended) – the ride and handling of the KTM 125 Duke because this is where it is all Duke-ish, this is where it unleashes all its Duke-ness. But this was rather predictable. With the 125 Duke sharing most of its underpinnings with 200 Duke, it wasn’t hard to guess that it handled like a dream. So firstly, the trellis frame. It is just wonderful. The chassis is beautiful it lets you push this small motorcycle as much as one would like and more. Its limits exceeded mine and as much as I could push it, the motorcycle was still left wanting as it could do much more. The short-ish wheelbase and aggressive geometry, make for a motorcycle that is quick on its feet. Directional changes are quick and confident which makes the 125 Duke a heck of a lot of fun to ride around the track. It is a very nimble, a very confident and a very planted motorcycle around the corners which inspires boatloads of confidence and eggs you to push it more.

The suspensions are a fair setup for track riding and even though the rear is 10-step adjustable, I felt comfortable on it right out of the box. It handled the mild undulations well and I am quite sure that it’d perform well on the roads as well but I’ll reserve the judgment for after the full blown road test. The brakes too are really good, predictably. The initial bite is confidence inspiring and the progression is really positive as well. The existence of ABS on the front wheel (it has single channel ABS) is also a confidence booster. Interestingly, it has the sensor rings on the rear disc as well but that’s just for RLP (rear-wheel liftoff protection), for now.

The ergonomics shout Duke in your face. A comfortable upright position with slightly rear-set foot-pegs make for a wonderful blend of comfortable yet subtly committed riding position. A confidently commanding position makes for a fun ride around the track. But being a naked motorcycle, the wind protection it offers is non-existent of course. But I do believe that scraping the foot-pegs on this one is going to be a rather easy affair. Also, the seat is roomy (both rider and pillion) and all, but I still felt a bit cramped with my knees not being able to utilize the recesses on the tank to grip the motorcycle properly. But then again, 6’3s like me should be in WWE and not molesting little 125cc motorcycles!

The baby Duke says, “Judge me?”

The verdict is going to be tricky one. But I’ll try my best to be unbiased after having so much fun on the baby Duke. So, does the KTM 125 Duke justify the asking price of INR 1.18 Lakhs (Ex-Showroom)? With the single-channel ABS, old styling (unlike the European version), and a tag of being a ‘125cc’ motorcycle, many people might feel that it does not. And they may be right in their own right. But 125cc, single-channel ABS and stuff aside, it is a Duke nonetheless.

For anyone who is new to motorcycling, it is a near perfect beginner motorcycle. It offers the handling package that comes with being a Duke with manageable power, in a way that it seems like a motorcycle so friendly that one can even cuddle with it. And then the people who’d like a KTM but the other offerings are out of reach, it offers all that KTM is at a friendly price-tag and nothing like your average 125s. So, I’d say that the decision to buy it is more subjective than even the looks but still, ride it once and it will make you fall in love with it. 

The post KTM 125 Duke Review: Smallest Duke, but Duke nonetheless appeared first on xBhp.com.

When we first got to ride the Bajaj Dominar after its launch in December 2016, we came out impressed. We were convinced that with this ‘Power Cruiser’ Bajaj has a winner on their hands despite a few niggles. So it is not hard to imagine our surprise when the Dominar did not perform as expected in the market. But Bajaj still has faith in their Dominar and they are still fighting for it. As a result of that we have the 2019 Bajaj Dominar on our hands and this is not just a ‘cosmetic update’ either. The latest iteration has been given quite a few substantial updates. So when we flew down to Pune for the first ride, we felt that it is going to be something good, made better. But is it? 

Text: Karan Singh Bansatta

Photos: Sunil Kumar Gupta

Looks

First glance at the Dominar makes one feel like it is pretty much the same as before which is true too, despite a few changes. A few substantial changes. The elephant in the room, 43mm upside down forks with a machined finish which look beefy and enhance the overall look of the motorcycle. Next thing, a new green color which is being referred to as ‘Auroral Green’ for the lack of a better name. We were a bit skeptical about the color but Bajaj has done a wonderful job and the Green and Black color looks pretty cool. The new twin barrel exhaust has been designed to amplify the power cruiser look and feel of the new Bajaj Dominar and it succeeds in doing so.

Other notable additions are the new tank pad decal, hot stamping of the ‘D’ logo in the pillion seat and slight changes in the headlight and the taillight making the units look more modern than before. The new Bajaj Dominar also gets a new mirror design with cast aluminum stalks which we feel look really good. The side stand is now forged steel i.e. better visuals and more sturdiness. Last but not the least, the new Bajaj Dominar has 4 nylon straps under the seats which can be pulled out for attaching tail bags and stuff so tourers, rejoice. Overall, the new Bajaj Dominar is not a departure from its basic design theme but an improvement over the previous version.

Switch the motorcycle on and you are treated with the familiar Dominar all-digital display albeit with a few functional changes like the addition of average fuel consumption for both Trip A and B, dynamic and average fuel economy and distance to service. Additionally, there is a secondary display as well which has the gear position indicator, clock etc. The illuminated switchgear is always appreciated has also been retained.

Performance

Thumb the starter and the new Bajaj Dominar’s engine comes to life with a throaty rumble as it idles. Slot into the first gear from neutral and it does that with a purposeful clank. Disengage the clutch and you’ll be on your way to a fun ride no matter where you are going. The reworked engine is one of the ‘substantial upgrades’ that we mentioned before. It is now a DOHC (Double Overhead Camshaft) as compared to SOHC (Single Overhead Camshaft) on the previous one. Along with this, the new exhaust, new mapping etc., the new Dominar now makes 40 Ps of power at 8650 rpm as compared to the 35 Ps at 8000 rpm of the previous one.  The torque produced though is the same 35 Nm but the peak now arrives at 7000 rpm as compared to the 6500 rpm on the previous one.

The bump in the power does not make itself apparent as soon as you are off. But it sure does when the revs start to build-up and ‘nutty rider’ comes out of the ‘sane shell’. The new Bajaj Dominar feels quicker, accelerates harder and the power now does not fade off till the very end of the rev range where the shift light subtly reminds one to take it easy. The gearbox also gives a good feeling as you fly through the gears with positive shifts and a light clutch action. One can pull from high 40s in the 5^th gear and high 60s in the 6^th gear with a twist of the throttle without tangible lugging so +1 for tractability. That said, the hesitation in the lower range has been improved when compared to the previous version, but we’d say that the On/Off throttle transition could have been a tad bit better.

The new engine also feels more refined as compared to the old one but this is one department where we would have loved to have bit more. The handlebars and footpegs are slightly buzzy from the midrange and the vibes are there to stay till the end of the rev range. Not enough to discourage a buying decision since the engine was new and we believe it will settle down a bit more after the odo sees another few hundred kms .

Handling and Ergonomics

The new Bajaj Dominar continues to be built upon the Perimeter Frame and the dimensions are all the same except the width which goes up from 813mm to 836mm. Also, the bike has gained 2 Kgs with this new iteration, probably because of the USDs but Bajaj has done some weight-saving as well in order to keep the weight gain in check. The increase in power has made the power to weight ratio go up from 192.3 to 217.4 PS/ton so the adverse effects of the weight again are more than taken care of. The geometry, ergonomics and such are also the same as the previous iteration which we feel were pretty good to start with. The most notable change comes in the handling department courtesy the USDs at the front.

The feeling from the front end has improved a lot and that’s saying something because the previous iteration was also not bad in this department. Where the long-ish wheelbase provides it the stability needed in a straight line at higher speeds, the USDs when added to this robust frame make for a very good handler in the corners too. The weight (added) of the bike is only apparent at low-speed manoeuvring but as soon as one gains speed, the bike deals with corners almost effortlessly considering it is a power cruiser. The tyres also help the matters by proving enough grip in the dry conditions but we did not get to check the performance in wet conditions. The 320mm front and 230mm disc brakes at the rear do their job well to provide the stopping power needed. A good feeling at the lever and progressive braking provides one with the confidence to play around a bit but we would have liked a tad bit more initial bite, just a tiny bit.

Little things

Coming to the relatively smaller things, mileage is not something that we can comment upon without spending more time and kms with the new Bajaj Dominar, but an ever so slight decrease might be there because of the increase in power when compared to the previous iteration. The rear-view mirrors not only look good but are functionally sound too. They giving the rider a clear view of what’s going on behind and they are almost buzz-free too. The headlight of the Dominar was always deserving of all the praises hurled at it. Since there aren’t a lot of changes, we expect the new one to excel in that department too. The build quality too is solid except one or two uneven panel gaps here and there, nothing serious though, it’s just OCD. And the exhaust note, it deserves a special mention because the new Bajaj Dominar sounds like a million bucks for a single-cylinder. Deeper, throatier and more suited the power cruiser image of the motorcycle. Try not to read the previous line too fast!

Verdict

For the verdict, we’d like to go back to what we said in the start, something good made better. Is it? Yes and for more than one reason as we have stated above. The ergonomics are good, the geometry is good, the handling is good, the engine is good and all that with some niggles here and there which are pretty easy to ignore once you let yourself be engrossed by the riding experience that the new Bajaj Dominar offers. One thing that might miff a few is that it is now available in only two colors, the green in the pictures and a black-grey one that we didn’t see.

So, is the new Bajaj Dominar a good bike? More than that if you can deal with the inherent windblast with an aftermarket windshield. Is it a value-for-money prospect like the old one? We would only be able to comment on that once the bike is officially launched and the price is unveiled. All in all, the previous iteration left us impressed and this one continues to do that with emotions, a little more intense than before.

The post New Bajaj Dominar Review: First (hyper)Ride of 2019 appeared first on xBhp.com.

In the motorcycling world, manufacturers do not build a motorcycle per se, they build a platform. Stay with us on this, take a look at the history of motorcycles. An engine is built, then comes a motorcycle. And then another, and then probably another. There’s a multitude of examples and we do not need to ascertain that fact with examples. Today, we have something like that on our hands. The Yamaha R15 was launched in India and it was a home run. After a successful run, it was upgraded. Along came the V2 and sold like hotcakes. And then it was the V3 and it’s still selling like hotcakes. Probably Yamaha took a long time to figure out that they did not only have a motorcycle on their hands, they have a platform. But better late than never and Yamaha MT-15 is clever. That did rhyme but was kind of anticlimactic. Anyway, the MT-15 has been launched in India, and we took a first ride at the Buddh International Circuit, Greater Noida and so here’s our Yamaha MT-15 Review. 

Looks

This motorcycle calls for that word that is probably hated more than the f-word or the n-word. It’s the dreaded S-word i.e. subjective. The motorcycle’s design ideology follows that of the R15. Like the R15 builds on its bigger siblings, MT-15 does the same. The bug eyed headlamp reminds one of the ‘traditional alien face’. The rest of the motorcycle is sleek, slender and very clear in its streetfighter intentions. The international version looks a bit bolder with the USD forks and some exciting color schemes. Whereas the Indian version feels like plain Jane further clear from that box-type swingarm.

The tyres are the same size as the R15 V3 i.e. 100-section on the front and 140-section on the rear. They do lend the motorcycle a pronounced stance. Yamaha has done well to conceal the rear grab rails, which we believe would have looked downright hideous if such was not the case. Rest of the motorcycle, though radically designed, will appeal to a majority of the crowd but we won’t be surprised if we found a few non-believers too.

Insert the key, switch on the motorcycle, and if you focus only on the console, it is an R15. Simply put, the MT designers had a gala time in the R15 V3 design center as the former’s designers left the doors open. The switchgear though is something that has one asking for more since it is a premium motorcycle.

Performance

Thumb the starter, close your eyes and it’s an R15 V3 again. Let it warm up and blip it, sound check result: awesome. Saddle up, engage the clutch and you’ll appreciate the light action of the assist and slipper clutch. Disengage the clutch and you are off. Now, it gets the VVA system like the R15 V3 with variable cam profiles for good performance at the low end and the top end stuff. But according to Yamaha, the ECU of the MT-15 is specific to it and so is the final drive. And it shows, the MT-15 is quicker off the line, though some of it is down to its weight too. Now there is a trade-off. The motorcycle accelerates quickly, the revs build up quickly. A bit too quickly for its own good and it loses steam in the top end despite the VVA. Aerodynamics are against it too but with those traits, it shall make for a really good street machine but as much for the highways.

Another plus for the engine is the tractability. It does not hesitate a lot even when you are chugging around at lower speeds in higher gears. The refinement though is on par with the R15 V3, refined all through the rev-range, slightly buzzy near the redline but that is acceptable with the engine being a single cylinder. The 6-speed gearbox with the Assist and Slipper clutch is going to be a boon in the city and a valuable addition on the track as well as it facilitates aggressive downshifting avoiding hopping or locking of the rear wheel.

Handling and Ergonomics

The new MT-15 builds upon the Deltabox frame… that is it. Done. Dusted. Over. But this not a rap battle where we just get to drop the mic. So the handling is the department where the MT-15 shines, predictably. This chassis is a gem. It did a stellar job on the R15 and it does the same for the MT-15. The chassis alone makes this MT-15 shine in this department. Flickable, agile and quick on its feet. But, there’s room for improvement. The rear suspension felt a bit on the softer side. It might help on the bad patches but does take away some of the surefootedness. Also, the tyres reach their limit before the bike does but on regular roads, they will prove to be more than adequate we believe. The brakes, though progressive, can surely use some more bite and feel.

The ergonomics are a picture perfect setup for the streets. The footpegs are rear set for that pang of aggression in rather mellow rider’s triangle with the higher set handlebars. The seat height, though 810mm on paper, may not be a problem since the tank is lean and therefore getting your feet down is not as difficult a task as it might seem with that number. Overall, it is a fairly comfortable setup with just the right mix of aggression should you feel like exploring the dark side of Japan.

Little Things

Time for the little things and like always, mileage first. Though we did not get a chance to test it on the track, we have no reasons to believe it’d be any less than the R15 V3 which returned around 38 kmpl in our road test. The rear-view mirrors are buzz free and offer ample view of the world left in the dust of the MT-15. We did not get to test the headlight for obvious reasons so this will have to wait till a full blown road test. The build quality is pretty solid and here, MT-15 exceeds its suit-clad cousin, the R15 V3. Exhaust note is decent, not very throaty but sounds of smoothness and refinement.

Verdict

So, the highly anticipated Yamaha MT-15, apart from the R15 engine and chassis, does not really possess any deal breakers. The engine is capable is an already established fact and so is the fact that the Deltabox frame works wonders in the handling department of the MT-15. It may look very cool to most and not so much to a few, so it fares well in this department as well. So all in all, the MT-15 is a great motorcycle and a near perfect streetfighter in the segment… but that isn’t the end of the story. We left out the elephant in the room. With a price tag of INR 1,36,000/- (Ex-showroom Delhi), the MT-15 has managed to score a big negative. The competitors like NS200, Apache RTR 200 4V etc., with a similar performance package are available at a much affordable price tag and the bright side of savings of 20K odd rupees in India might leave the prospective buyers awestruck enough that they might not want to explore the dark side of Japan. But then, we know for a fact that there are people who wouldn’t mind spending that extra mooolah for the Yamaha price tag and much revered exclusivity.

The post Yamaha MT-15 Review: Lean Mean Streetfighter appeared first on xBhp.com.

Motorcycle reviews are like stories. Stories of a motorcyclist’s interaction with a motorcycle. And stories have to have something to revolve around i.e. the title. So, the title of this one, while a bit misleading, is what this story or review revolves around. The outlier is the Indian FTR 1200 and the story… it will unfold as you read on.

The first clue to the title of this review comes when one takes a look at the Indian FTR 1200. The reason being, Indian Motorcycle has always been associated with cruisers and classic touring motorcycle. Big, imposing, classy, comfortable and with engines that displace… a lot, that is the image associated with Indian Motorcycle. One look at the FTR 1200 and it does not feel Indian. Even though the large script logo that says Indian on the tank should be a dead giveaway, it is still a bit hard to believe.

So, the FTR 1200 is inspired by the Indian Scout FTR 750 dirt track racer. Indian Motorcycle began working on the FTR 750 in 2016 and the reception that it got was probably the biggest reason behind the birth of the FTR 1200. But usually, when you have a great concept motorcycle or a racer, it is easy to mess things up with the production version but fortunately, Indian Motorcycle didn’t. There is one question that comes to one’s mind though. Why not the FTR 750 for the streets and why not the FTR 1200 for the track? The answer probably is emissions and the fact that the 750 might not have sufficed for the roads. And then there must be regulations that need to be followed in flat track racing but more than that, 1200 would have been a bit too hefty for the track.

Coming back to the point, the tightly packed engine and other components, lithe and minimal body, exposed frame and the slightly raised tail, the FTR 1200 is as close to its track racing cousin as it could be while still being street legal. The 19” front wheel, 18” rear wheel, tyres from Dunlop that were specially designed for the FTR 1200 and the wide handlebar make the FTR look like it means business. Everything about this motorcycle is a departure from others in the stable of Indian Motorcycle.

So, the motorcycle, especially in this livery, looks fantastic and it is beyond a shred of a doubt that it is going to attract a lot of eyeballs on the road. The only gripe we have in the looks department is the rear-view mirrors. No matter how many times we looked at them, they always looked a bit out of place. But all that and looks are subjective aside, this is one motorcycle that we believe is going to garner universal acclaim in the looks department. The fit and finish of the motorcycle is also top-notch and complements the beautiful aesthetics of the FTR 1200.

Saddle up and there’s your second clue to the title. The seating position of this motorcycle from Indian is… sporty! But we say that because we did not see that coming from Indian. It is not overly sporty but then, it is no cruiser either. Perfectly balanced, just the way we like it. The footpegs fall naturally under the feet and the wide handlebar promises a lot of leverage over the motorcycle while changing direction. The FTR 1200 that we got to ride was the S variant and it had a 4.3” Ride Command LCD touchscreen display. The brightness of the screen is commendable because even under the harsh sun, one does not have to bother because the screen and the information on it would still be legible and that is not even the best part. The screen can be operated via buttons and it is touch-enabled too. One can even operate the touch screen with gloves on! Now that… is nifty.

Thumb the starter, let the bike warm up, blip the throttle, take a listen and there is your third cue. The soundtrack is different from other motorcycles from Indian in the sense that it has a visceral identity to it. While a lot of speculations before stated that Indian Motorcycle has used the engine from the Scout for the FTR, we have ridden the scout and these two engines are worlds apart and not just visually either. It is a 60-degree V-twin that displaces 1203cc. The high compression and a plethora of changes in the scout engine provide the FTR 1200 with 123 bhp of power and around 120 Nm of torque.

Slot into the first gear, let the clutch go and the FTR 1200 immediately clears its intentions. The engine is eager to get going and the motorcycle gathers revs quickly. And there’s another clue. Now, the FTR may be a peaky one compared to its family members, but the torque is available right from the lower revs which is enough to propel this rather hefty motorcycle to very respectable speeds… and a few wheelies too.

This motorcycle is a torque monster and it felt like it was born to keep the front wheel up as we witnessed the journalists who came to review the motorcycle was wheelie-ing into and out of the corners with relative ease! The engine is also quite refined and the motorcycle can do highway speed all day long without being stressed. The clutch, slipper kind, is also very light and the gearbox, positive. What we’d have liked to have though, is a windscreen would have helped a lot in tackling the windblast on the highway.

While the engine of the FTR 1200 was a revelation, the handling was something else. When one invites journalists from all over the world to test a motorcycle like the FTR 1200 in the twisties and mountainous roads of Santa Monica, they cannot expect them to take it easy. In short, we went all out, and since no one had any unexpected moments, we can safely say that the FTR 1200 handles like a dream.

Considering the type of motorcycle it is and the heft it carries, it just goes around bends like it was nothing. It is no supersport of course, but then it isn’t meant to be that and this turned out to be the next clue for the title of this review. The tyres from Dunlop, which seem like they’d do better off the tarmac than on it, provide a fantastic grip on the roads.

The FTR 1200 features considerable suspension travel and the setup is very compliant. But show the FTR 1200 some corners and it deals with them with elan. That is how well balanced the suspension setup is on the FTR 1200. The dual Brembo Monoblock 4.32 four-piston calipers are fantastic and bring the motorcycle to a halt in a jiffy with no drama. Only if they had just a tad bit more feel on the lever. The ABS system on the S variant is switchable and it can be toggled on or off using the touchscreen.

When does one switch off the ABS? When they plan to leave the comforts of tarmac and look for something more… rugged. Unfortunately, we did not get a chance to ride the FTR 1200 off-road. But we do believe that with the almost dual-purpose tyres, relatively long suspension travel and the dynamics it possesses, it would be pretty good. But one should not try to go MX or SX on it! The safety and technological advancements are not limited to that. Indian FTR 1200 gets a 6-point IMU (Inertial Measurement Unit) and Traction Control in addition to a Wheelie Mitigation system that prevents the front wheel from lifting up uncontrollably and at the same time, ensuring maximum acceleration. The 3 riding modes, Sport, Standard and Rain ensure safe riding in all types of road conditions.

That brings us to the conclusion of this story/review which is going to rest our case of calling it an outlier. So, the FTR 1200 is a fantastic handler but it is not a sportbike. But then, it is not going to have you aching after a short duration like sportbikes do. It can go off-the-road too and hold its own, but it’s nowhere close to being a dirtbike. But then, it does not scare the bejesus out of you at highway speeds. And lastly, it can munch miles on highways day in and day out, but it is no cruiser. But then, it is not going to feel like you need Mjolnir to actually have it go around a bend.

Mr Pankaj Dubey, Country Head & Managing Director, Polaris India

So, the FTR 1200 is an outlier in a sense that it can do little of all the things that we mentioned above and won’t feel too out of place. There isn’t a direct competitor for the Indian FTR 1200 in India, the Triumph Scrambler 1200 (its price will be revealed tomorrow) and the Ducati Scrambler 1100 can be considered spiritual competitors for it. But it does not fit the bill of any of the categories mentioned above and yet, it can become any of them with the 4 collections recently introduced by Indian Motorcycle Recently; Tracker, Rally, Sport and Tour. But even then, the Indian FTR 1200 is a motorcycle in a league of its own and a class of its own, quite literally. But most importantly, it is pure joy to ride the FTR 1200 and it has been quite some time since we felt that way about a motorcycle, an outstanding outlier.

The post Indian FTR 1200 Review: The beauty of being an outlier appeared first on xBhp.com.

In December 2017, TVS had invited us to MMRT to test ride their latest offering, the TVS Apache RR310 based on the 310 cc, reverse inclined single-cylinder engine coming out of their partnership with BMW. The new motorcycle showed great potential as an all-rounder. As a racetrack machine and as a mile muncher on the highways, which we found out during our #tRacingTheRoots campaign where we rode 4000 kms from Delhi to Chennai and also racing on all three race tracks in India, BIC, MMRT, and Kari, on two RR310s. The sales didn’t go exactly as planned by TVS though, due to some issues with the first few batches. But the good folks at TVS didn’t let this setback discourage them and they kept improving the bike.

Some time ago, the Apache RR 310 received free upgrades like fatter bar end weights and a rubber lining under the windshield, both aimed at reducing the vibrations, a new roller for the chain to improve chain life, and an ECU update to smoothen out the engine and also to prevent stalling in the lower revs. And now, a couple of days ago, we were invited by TVS to test ride the 2019 model of the Apache RR310 which has received a major upgrade in the form of an assist and slipper clutch. Here’s what we could make out of our outing at the MMRT.

Text: Sunil Gupta
Photos:  TVS Motors & Sunil  Gupta

Mr. Meghashyam Dighole, Head of Marketing – Premium Segment, TVS Motors, talking about the new Apache RR310

In case it matters to you, Mahendra Singh Dhoni was the first customer of 2019 TVS Apache RR310

explaining the functioning of the slipper clutch before the media ride!

So what has changed? 

First things first, what remains the same is the overall design derived from their Akula concept. The looks of the bike remain the same and the bike still appears to be bigger than it actually is with the front biased design. The engine still makes 34 PS of peak power at 9700 rpm and 27.3 Nm of peak torque at 7700 rpm. And it handles just as well as it used to, before the latest slip-assist clutch upgrade. You can read our full review of the TVS Apache RR310 here when we rode it for the first time.

The most prominent visual change you will notice in the 2019 model is the introduction of a new color called Phantom Black, which is essentially a metallic black with a strip of silver running through its center. The subtle use of red adds to the overall charm of this new color scheme. Apart from this, the bike will also be available in the good old Racing Red. The matte black version has been discontinued.

Slipper clutch: What exactly it is? 

Now, the most significant upgrade that the 2019 TVS Apache RR310 brings to the table is the slip and assist clutch. What a slipper clutch does is that it primarily mitigates the effect of engine braking on the rear wheel. In simpler words, if you suddenly downshift 2-3 gears while riding at high speed, you will notice that the rear wheel locks up and loses the grip due to the sudden difference of speed between the rotation of the wheel and the engine speed, which may result in destabilization of the bike and maybe, a crash. A slipper clutch is designed to prevent that from happening. The functioning of the slipper clutch mimics the effects of partially engaging the clutch in case of an over-rev and tries to match the engine speed with the wheel speed so that they remain in sync.

The assist function works in a similar fashion but in the opposite direction. It puts pressure on the pressure plates during acceleration to transfer the power from the engine to the wheel. As a result, you need less clutch plates in the assembly, which results in a lighter/smoother clutch. TVS claims that, on the new RR 310, you need to apply 20% less force on the lever to engage the clutch. TVS also claims that they have tested this new system for about 200 hours at race tracks to reach the correct composition, besides using their own experience in racing motorcycles for 36+ years. Hence, the slipper clutch badge that the bike gets on the bodywork has the prefix ‘RT’, which means Race Tuned’.

The effect of this new clutch system was quite evident while riding the motorcycle on the race track at MMRT. We downshifted rather violently on a couple of occasions on one of the straights, shifting down to as low as the 3rd gear while riding at 100+ kmph. That is something which could have catastrophic effects on a motorcycle with no slipper clutch. But on the new RR 310, it didn’t bother us, or the motorcycle much. The rear never seemed to give away and remained in line without any noticeable chatter or hopping.

This technology is immensely helpful in race conditions where quite often you are required to downshift rapidly while riding at high revs, and the slipper clutch would help the riders do just that without destabilizing the bike, even if you downshift mid corner to get that extra drive while accelerating out of it. However, it would be an equally useful feature in real-world conditions, especially in cities where the traffic requires you to upshift and downshift quite frequently. The lighter clutch due to the assist system would make you apply less pressure on the clutch, which would make your ride more comfortable even in peak traffic conditions.

Should you buy it?
The 2019 TVS Apache RR310 with slipper clutch is available at a price tag of INR 2.27 Lakh (Ex-showroom Delhi), which is about INR 4000 dearer than the previous model. So overall, this critical new upgrade has made this already potent package even more desirable. And the best thing is that the existing owners of the Apache RR 310 can get their bike retrofitted with the new slipper clutch system as well by paying around 4K. So in case you are looking to buy an entry level premium sports bike within a budget of 2-3 lakhs, we would suggest that you visit your nearest TVS showroom to take a test ride of the new Apache RR310 before making a decision.

2019 TVS Apache RR310 Technical specifications

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What does it take to create a brand that is a bench­mark for all the other brands in the world in terms of aspiration and respect? A brand that is used by the whole world as a metaphor to denote quality and desirability. Such a thing cannot be achieved by any amount of planning. It is serendipitous by nature. That is where the Rolls-Royce of brands comes in. See what we did there?

Being motorcyclists, we were, until now, used to hear­ing about ‘Brough Superior’ as the Rolls-Royce of mo­torcycles- one of the rare instances when a motorcycle is compared with a car to denote its quality. And we got the answer to why it is so when we got to drive the Rolls-Royce of SUVs (literally), the Cullinan, for more than 600 kilometres in Dubai.

If we go over that dune over there at around 150 km/h, we’ll be in the air for at least 5 seconds… Let’s NOT do that!

Even a fleeting first glance at Cullinan is enough to deem it a Rolls-Royce. The bold ‘Parthenon’ grille, the crafted headlights, the ‘coach’ doors, the intertwined Rs and of course, Eleanor, the Spirit of Ecstasy (if she’s out catching the sun that is) – all of these things are a part of every car that is a Rolls-Royce. And all of these things are imposed even more firmly on the onlookers because of the sheer size of the Rolls-Royce Cullinan.

The Cullinan is big… deceptively big. It is around 5.3m long, 1.8m tall, 2m wide and weighs around 2753 Kg (Curb). It has been designed (and built) around the Rolls-Royce Phantom which has been winning hearts the world over since its launch and is a benchmark for the cars in its class (IF THERE ARE ANY!). So the expectations of the people for the Rolls-Royce Cullinan were more than the size of the car itself. And when it finally came out, the views regarding it have been polarized. That is mostly because no one was ready for the Rolls-Royce design ideology being employed to build an SUV.

“Hello there, good sir. Is your camel stuck?”

Coming back to the Rolls-Royce Cullinan, we do not expect people to fall in love with it at first sight. This is one of the cars that grows on you. Spending some quality time with it, which one obviously does when they are in a Rolls-Royce, is the way to go about it. The more time you spend with it, the more you notice the silhouette, the lines, the contours, the obsessive attention to detail and the functionality that they represent. And that is how it happens. That is how you fall in love with it… slowly. And we all know that is the best kind.

While the beautiful exteriors do coerce one to stay out, the stately interiors are a bit too tempting to resist and we are just humans. Before we share that experience with you, let us tell you that everything pertaining to a Rolls-Royce, be it touching the door han­dles and opening the door to letting out soft sobs when they take it away from you, is something that is to be accounted for. So, be patient and let yourself be cocooned in serene luxury as you experience the Rolls-Royce Cullinan, through us.

We cheekily mentioned that even touching the door handle of the Rolls-Royce Cullinan is an experience. Except, we were not being cheeky. One opens the door of this car like a traditional car door (the front row) but for closing it, there’s a little button on the door handle that does it for you. And predictably, there’s a button for that on the inside as well. That is close sesame for you, the missing piece of the puzzle.

Step inside the Rolls-Royce Cullinan and you can just smell the amount of top-grade leather that is generously used on the interior. Apart from the regular places like the dash cover, the seats, the steering and such, there’s leather on the key and even the bloody climate control knob! When we finally got over that somehow, we noticed the Spirit of Ecstasy logo embossed in the leather on the door panel. All that makes us wonder who keeps a note of what all has to be added and installed in a Rolls-Royce. The person must have a notebook the size of the Moon… damn! And why did we take the moon for an analogy, because we gather that Rolls-Royce would not settle for anything less than the Rolls-Royce of satellites orbiting our planet! 

The Spirit of Ecstasy and the spirit of photography… or videography.

The next thing we would like to tell you is that you have never seen floor mats like the ones in this car, never. These things are exquisite and make you curse your perfect leather boots to the point that you’d want to throw them out of the car through its perfect win­dows. When one is finally seated and admiring the commanding position one has over the car and the road in the driving seat, they’ll notice that they do not have a clock on board. But there is one, look over on the passenger side and there it is, analogue and beautiful, albeit a bit hard to read for the driver. But we gather that there are a lot of people who would appreciate the beauty of analogue (and paper, just like the xBhp print magazine), especially if someone like Count Dracula might want to travel in it. Alright, we are getting too bloody cheesy now, pun not intended.  

So now that we are seated, let us talk about the seats. The seats are heated, of course, but did you know that even the armrests are heated? And that the seats have a massage function? This car has the ability to shower the occupants with love by offering them 8 dif­ferent types of massages to choose from, all of which have 3 intensi­ty levels. That’s 24 variants of massages and probably more than the number of massages that we have had in our lives up till this point.

Now, these are controlled by the infotainment screen that controls the various aspects of the car but most importantly, you can raise or lower the Spirit of Ecstasy on the hood using this menu. THAT is something that one NEEDS to do at least twice every hour that they spend with a Rolls-Royce just as we did.

Coming to the infotainment screen, in addition to the plethora of options and guides (with actual animations), it shows you the feed from the various cameras installed. Now, we have a reversing camera, a top-down 360° camera which allows one to zoom in on one particular area, but most importantly, there’s an option for a panoramic view which is bonkers, because it shows the full view of the car as one moves it around! And panoramic reminds us that there’s a sunroof or Panorama Sunroof as Rolls-Royce calls it, which is one of the biggest we have ever seen. Move it fully towards the back and it almost feels like you are in a roadster!

Moving towards the rear, the door handles, like the front ones, have a button, both outside and inside, to close the doors. The rear door is ‘coach’ style i.e. the doors are rear-hinged and we’d like a moment to stress on the fact that these doors make getting in the car so easy that you can just fall inside the car.

Another traditional addition is the umbrella in the rear door panel which comes out with the click of a button, a class act. The car’s interior has been sprinkled with real wooden panels at all the right places that take the whole appearance of the interiors to another level. 

Coming to the rear seats, there are two separate chairs between which you have two wooden panels. The upper one is a mini-fridge to store that Domaine de la Romanée-Conti Romanée-Conti Grand Cru of yours and then there’s another one below for glasses so that you can have a gala time as you are chauffeured around in the Rolls-Royce Cullinan. Even the headrests in this car are electrically operated via ergonomically placed buttons. Now one thing that will stand out is the lack of a screen. But it’s a Rolls-Royce and there aren’t many things on the planet that it lacks in.

‘Dusty Roads’… only, the Cullinan does not have to wrestle them.

In front of each of the seats, there are two but­tons on either side. One of them unfolds a tray and the second one switches the screen on and tilts it for an appropriate viewing angle. And there it is, your infotainment screen which was neatly tucked away in the plush leather of the front seat.

Another thing that one notices about a Culli­nan is the glass which separates the rear seats from the cargo area! Because of course, once in a Cullinan, one must be engulfed in tranquillity and not be materialistic! On a serious note, it is probably there for noise isolation or if a stray gust of wind tries to disturb the perfectly maintained temperature of your Cullinan upon open­ing of the boot.

The quietness inside the cabin while driving or being driven around in this car deserves a whole section for it. The engine is near silent, there’s no noise from the tyres, there is no wind noise and there is no noise from the outside world. An esti­mated 100 kilograms of sound snubbing materi­als have been used all around the car in addition to the 6mm thick glass to achieve the cabin si­lence with which you travel in a Cullinan. That is ingeni-outrage-ous… we should stay away from nomenclature.

Moving towards the rear of the car, the tailgate of the Rolls-Royce Cullinan can be opened in 2 ways; there’s a button in the front (driver’s area) which if pulled, opens the tailgate and if pushed, closes it and the traditional way would be like it is done in other cars. But, the tailgate is split and it opens like this; the top part goes up first and then the bottom bit comes out to form a ‘bench’ sort of a thing. This ‘bench’, if the option is select­ed, can feature a set of comfy leather seats and a classy picnic table in between because who knows when one decides to have a glass of wine at the back of their Cullinan with their amore.

We could not determine if the place was haunted or not but it was deserted for sure. And deserted places mean a peaceful photography session devoid of any disturbance.

Now there are people who think that expensive luxury cars cannot be utilitarian. This car hopes to beat those people up with a stick, a luxurious one of course, for thinking that way. It features 540 L of boot space and an additional 40 L can be obtained by removing the parcel shelf for a total of 600 L! The boot floor can also be moved up and down electronically to prevent any snags when the rear seats are folded, electronically of course. Usually, that is where one draws a line but with a Rolls-Royce but they don’t want to. They just want to keep discovering these little quirks that make this car a true Rolls-Royce.

Coming to the performance of the car, the Rolls-Royce Cullinan is no slouch despite being all stately… and heavy. The 6.75 L V-12 engine makes 563 bhp of power and 850 Nm of torque. It can reach 100 km/h from a standstill in about 5-seconds. The top speed, though limited to 250 km/h, is enough to ruffle some feathers. But the ruffling would be limited to the mere mortals outside. The passenger(s) may not even be aware of what brutality the engine is dishing out because, in all probability, the only sound in the cabin would be Beethoven.

The chassis of this car is a skillfully crafted aluminium spaceframe which also serves as the base of the venerable Phantom. There is a new double-wishbone setup up front and a five-link rear axle, with a redesigned self-levelling air suspension whose air struts have a big­ger volume that makes for an unbelievably smooth ride. It almost glides over the imperfections, off of the tarmac, just like the other Rolls-Royce cars do on the road.

“Who made these tyre tread marks in this perfectly desert-y sand? Show yourself at once!”

The Rolls-Royce Cullinan is not just a Rolls-Royce, it is a proper SUV which was more than evident when we decided to have our­selves some sand time in the des­ert. Despite all the action going on outside, the ride is just as smooth and the cabin just as quiet which is almost saddening… or maybe not.

The ‘ship of the desert’ and an uber-luxurious superyacht… in the desert!

“Yes! You are the superyacht buddy!”

Some experiences are like mile­stones in one’s life and experienc­ing a Rolls-Royce is definitely one. And the Cullinan is as Rolls-Royce as possible despite being an SUV. It has the same attention to detail, it is built around the same ethos and it wants to smother its occupants with opulence just as much as any other Rolls-Royce. Once one experi­ences the Cullinan, they can’t help but be forlorn when it’s away. We wonder if the Cullinan would feel the same way if it was animate… Ah well, even if it did, it would have walked away with that traditional and oh-so-familiar grace without a trace of being shaken.

The World’s Most Expensive SUV?

Yes. It means many other things than just that. It is an indication of one’s status, one’s dreams, lifestyle and much more. And it is not just about the price tag. It is also about the marquee that you see on the steering, on the wheels and the gasps that it elicits from everything big and small on the road. It is like Aladdin’s Magic Carpet on which the biblical Moses is astride, for when you are in the Cullinan, the traffic on the road seems to be part. As a motorcyclist, we have ridden the most amazing two-wheelers on the planet, however, it is but hard to ignore that driving a Rolls-Royce, let alone owning one, has to be one of the most desirable modern-day material sins one can hope to indulge in… 

Dubai… almost matches up to the Cullinan in opulence, almost.

Last But not the least, an overview of what goes inside the Cullinan…

The post Rolls-Royce of Diamonds : Cullinan driven in Dubai appeared first on xBhp.com.

What is a Platina H Gear? Before that, what is an H Gear? Even before that, what is this gear? Most of the commuter motorcycle in the market use a 4-speed gearbox. Then there are motorcycles that are slowly shifting towards the performance bracket, which use a 5-speed gearbox. And then there are 6… let’s not go there. So, the Bajaj Platina has always had 4 gears and Bajaj decided to add one more and call it H Gear. LHS = RHS, hence proved that H Gear is the 5th gear… But is it really that? Here’s the Platina H Gear review. 

There are not a lot of things in the world that are good at or better yet, champions of multiple things. That being said, there are some that are. Bajaj’s Platina is one of those things. With a long history and most of it circling around the motorcycle being the mileage champion, Bajaj did not have a lot to do to keep a product like that going in a country like India. It nailed the answer to the biggest question in India which is ‘kitna deti hai?’

But that did not stop the company to keep reinventing their workhorse and for good reason, stagnancy has never gotten anyone, or anything, anywhere. Bajaj kept working to improve one of the most important aspects of this class of motorcycles i.e. comfort. And the results were out there as well. The latest, in a bid to improve their already established brand, is the Bajaj Platina H Gear. Here’s what we could gather about this rather… interesting motorcycle from the first ride.

Looks

I don’t think this part should be included in the review of the Bajaj Platina H Gear, much less in the first ride review. But since there are a few things that should be brought to the fore regarding the looks of this motorcycle, we will. Firstly, the design is roughly the same, albeit with a few changes, most notably, the graphics.

The new Platina H Gear now follows a more Discover-esque graphics scheme. The decals try to provide to the motorcycle with a refreshed look but then, that is all it is… a refresh. The Platina badging on the tank is now a proper badge replacing the old-school sticker work.

The next thing that draws the most attention is the new seat. The seat, already best in the industry in terms of length, is now a quilt pattern or rather, ribbed to provide more comfort and somewhat enhance the looks.

Amidst all that, the most understated feature in the looks department is the console. The digital console (in addition to the analogue speedo) now displays not only the gear position but features a gear shift guide that tells you when to upshift and when to downshift. Apart from that, we have the battery indicator, fuel indicator, a trip meter and most importantly, a CLOCK!

Performance

Performance ehh? IT IS A COMMUTER! Now that we have that out of the way, let’s talk engine. The new Platina H Gear has the same 115cc engine as the Platina 110, but this one gets an H Gear. The power and torque figures are respectable considering the cubic capacity and largely comparable with the other bikes in the class.

Thumb the starter and it treats you with a familiar commuter exhaust note as it settles into idle. The difference comes in when you shift into the first gear. The Platina H Gear gets link-type gearshift and the difference is more than palpable. The gearshifts are smooth and positive and are comparable to bikes of a higher class. The being said, it might even beat some lesser ones from a higher class in this regard.

Let the clutch go and it… well, the friction zone of the clutch arrives a bit farther which is a bit odd. Nonetheless, the bike starts moving and the pull reminds you of the numbers on paper which suggest that the Platina H Gear has more torque than most of the competition.

Keep shifting up or err down and the Platina H Gear accelerates faster than a commuter should. The engine feels mostly refined with mild vibrations creeping in through the handlebars when you wring it to the edge of the rev-range. This is an ode to another department where Bajaj has put a lot of work in- NVH levels.

Talking about the gearbox, what the 5th gear or H Gear or Highway Gear or Happy Gear (way too many ways it can go) is, in every sense of the word, is overdrive. Roll-on acceleration, there isn’t much and the pull in the H Gear or 5th gear is not something to write home about. The point is, it is not meant for that. That gear is meant for cruising on the highways and it is not very different from the 4th gear in terms of acceleration or top end. The difference between these two gears is the stress on the engine.

Stated above is the fact that, if the situation presents itself, the 5th gear may not be enough to overtake someone on a highway.  And you do not do that on a Platina. So, does it serve a purpose? Yes. What is the purpose of it then? To help you cruise at relatively higher speeds on the highway without making it feel like a mixer grinder on work to make some shake on a hot summer afternoon!

Now, the gear position indicator is a nifty addition. Even more so for people like me, who are used to the 1-down rest-up gear shift pattern as compared to the all-down on the Platina H Gear. What leaves a little something to be desired is the gear shift guide. It is a bit too eager when it comes to upshifts and a bit too lazy when it comes to downshifts. A little more time and effort in this handy piece of feature is surely going to help the Platina H Gear in taking a significant step forward in this regard.

Handling and ergonomics

This is one department where the motorcycle has evolved a lot. Like we said earlier. After nailing the mileage part, Bajaj went in search for maximum comfort on the Platina and the latest iteration, Platina H Gear, is what we have on our hands as a result of that. The handlebars are high, the seat at 807mm is low and the footrests are forward-set.

It makes for a really comfortable rider’s triangle which will make sure that long hours in the saddle of the Platina H Gear will not get tiresome. The refined motor, comfortable ergonomics and a very comfortable seat also help the matter. For taller riders though, you may have to move a bit back into the seat in order to be able to sit more comfortably. That is something that won’t bother the pillion because of the long seat.

The handling of the motorcycle is also quite sorted. The suspension is not SPONGEBOB SQUAREPANTS!! (‘you are breathtaking’, if you said that out loud). It does not shift the front to a different dimension under braking. This provides the Platina H Gear with good handling characteristics. But on very bad roads, it may seem a bit too stiff.

Braking shines the brightest amongst the characteristics of the Platina H Gear. Almost too bright, almost. The front brake is fantastic and brings the bike to a halt in a jiffy and the Anti-skid braking on offer by Bajaj does its job well. What is Anti-skid braking? It applies the front brake to some extent when you go a touch too hard on the rear in order to keep things in line. A handy feature but if a touch too hard becomes too hard, the rear does skid.

Bajaj also stated that they have stiffened the swingarm in order to provide the motorcycle with more stability, which was evident on the highways as the bike does not lose its composure when bigger vehicles pass by. The tyres work well in conjunction with the rest of the motorcycle and while we did not get a chance to ride in the rain (not a lot of rain anyway), we believe that these will provide enough grip even in wet conditions.

Little things

Mileage: This department is going to be absolutely nailed by the Platina H Gear. Maybe even more than the Platina 100 because of the additional 5h gear. Anyway, ARAI figure is 84 km/l, Bajaj claims 70+ km/l, and we cannot comment because we need more time with the bike to come up with it.

Rearview mirrors: The mirrors are big, placed well and give you a clear view and some of it goes to them remaining mostly buzz-free.

Headlight: We cannot comment on the effectiveness of the headlight as we did not get a chance to ride the motorcycle after dark. Those who have ridden the previous Platina 110 (sans the H Gear) can expect the performance of the headlight to be the same.

Build quality: There is no doubt that the motorcycle is built sturdily and finished well too. The Comfortec stamping on the seat and the 3D logo on the tank are neat touches as well.

Exhaust note: Platina. That is all there is to it. If there was someone who expected more, we are sorry.

Verdict

The new Bajaj Platina H Gear has a lot of things going for it. Good brakes, generally refined engine, more comfort, and the magic number (in the commuter class) 5 i.e. the H Gear. It excels in most of the departments it is supposed to and has no glaring flaws to discourage a buying decision. In fact, it is just a very good motorcycle… damn! And then the H Gear is something that differs from just another gear or 5th gear by being something that does not disturb the tried and tested 4-speed formula. It is there to just comfort you and be there for you…

The Platina H Gear, in most departments, is better or comparable to its rivals and yet, it has not affected the price in an adverse manner. At INR 53,376 (Ex-Showroom) for the drum variant and INR 55,373 (Ex-Showroom) for the disc variant, the Platina H gear has got the pricing right too. Let’s just keep it simple and just say, “If you are out in the market looking for an affordable commuter that offers you a bit more than what an affordable commuter should, the new Platina H Gear deserves a look.” 

The post Bajaj Platina H Gear review: Riding in the (H)igher gear! appeared first on xBhp.com.

A little more than 7 months ago, KTM launched the 125 Duke in India. Came with it, a lot of hoopla surrounding the price of the motorcycle despite being a 125cc and a lot of numbers (and therefore moolah) for KTM. And since it is an established fact that every engine serves as a platform for various categories of motorcycles, we now have a KTM RC 125 on our hands! 125cc, a rather high introductory price and requiring much more commitment from the rider, the RC 125 has a mountain of a task in front of it. Maybe 125 Duke did well because it was Duke enough. But is the KTM RC 125 RC enough? Let’s find out. 

Looks

In this department, yes, the KTM RC 125 is RC enough. Why? Because it looks exactly the same. It looks exactly like the KTM RC 200 and the reason for that is that it is. Almost all the components have been carried over from the RC 200. The frame, the suspension, the geometry etc. everything is the same. And it isn’t a bad thing because if I had an RC when I was in college, I would have gotten way more friendship bands than I did… or maybe not. 

The point is, the KTM RC 125 definitely looks good. A big reason for why the 125 Duke did good numbers would have been the way it looks. Add full-fairing and voila, instant gratification. It gets two dual-tone colour: Black & white + orange and black & orange + more orange. In my opinion, the former looks a bit subtle while the latter kinda justifies the tagline, MOTO GP GENE.

Now, let’s talk differences. The first obvious difference is the colour scheme and in my opinion, the KTM RC 125 is the best looking RC. The colour scheme is really youthful punchy, and thus very alluring. I am sure that a lot of youngsters will want this to be their first motorcycle on which they… you know what I am talking about. Another thing is, the frame isn’t orange. I see the KTM RC 125 kneeled in an Austrian Church saying, “Forgive me, Father, for I have sinned.” Or maybe it was the designers. 

Build Quality

Build quality is important and a bit more so in the case of fully-faired motorcycles because of the plastic panels and stuff. After all, you don’t want your fully-faired attention grabber to sound like a Rattle. Thankfully, the KTM RC 125 has a very good build quality and finish. Solidly built and fitted plastic parts, no uneven gaps and no particularly offensive weld marks. 

The same can be said for the switchgear. The buttons have a good tactile feel and they are illuminated too, always a nice touch. The digital instrument cluster is the same tiny orange backlit unit which is full of information. Personally, I would like to see it change but… psst, price! 

Performance

I do not know whether to refer to this section as exciting or not so exciting. The reason for that is that the KTM RC 125 looks very fast but it is just a 125cc which might be a bit of a letdown after that first-look-I’ma be fast feeling. 14.5 PS of power and 12 Nm of torque aren’t really numbers to brag about. But then, when you ride the motorcycle after realizing that it is just 125cc, it blows you away. Let me explain… 

The KTM RC 125 borrows its engine from the KTM 125 Duke and the only difference is the shorter gearing (probably to compensate for the acceleration lost due to increased weight). The power delivery is somewhat linear but there’s no doubt that this little RC is peaky. The real pull is felt when after around 7000 rpm. And with spot-on fueling, the KTM RC 125 does give you a taste of frenzy that is inherent to the bigger KTMs. 

On the track, it does not feel lacking except on the straight. After 80 km/h, it starts to fade. While the speedo-indicated 118 km/h that I was able to do on the track is impressive considering the bike’s weight (and mine), it took a good drive out of the bowl at the Chakan track and braking late at the end of the straight to get there. I won’t conceal the fact that the fairing (and the resultant aerodynamic efficiency) also had a part to play. Now, the peaky nature may be fun to exploit on the track, but how it fares on public roads, we have to see. 

The transmission is 6-speed and I really liked the gearbox on the KTM RC 125. It’s slick, positive and the clutch is also light. The shorter gearing does incite quick shifts, but the light clutch and the fantastic gear shifts help to skim through the gearbox and feel like a racer. The clutch will be a boon in the city as well where the motorcycle is surely going to need a lot of gear changes. Stunning roll-on acceleration was something I was not expecting from the bike and it did not prove me wrong. Want to accelerate? Shift down. 

About cruising (sorry RC), if the highway that you are on has a speed limit of 80 km/h (and you have the will to abide), the motorcycle will be sitting in the 6th-gear without a hint of stress on the engine. The engine is quite refined and only mild vibrations are tangible around the top of the rev-range. Overall, for a 125cc, the KTM RC 125 is pretty enjoyable. 

Handling and Ergonomics

This is one part where a KTM can never be NOT exciting. The RC family connection of the KTM RC 125 is the most evident in this department. Trellis frame, 43mm USD forks, 10-step adjustable monoshock at the back, low-set triple clamps, rear set footpegs, and what not. Everything has been carried over from the bigger RCs and KTM has cut no corners in this regard to make sure it feels like a thoroughbred around a bend. And we are glad to report that it does! 

Talking about ergonomics first, this is an RC and RC stands for Race Competition. So predictably, the riding position is very committed and one has to lean forward quite a bit to reach the handlebars. It might not be very comfortable for long hauls but not a lot of people will be doing that on this particular motorcycle. For the track, it is spot-on. The recesses on the tank make it easy to hold on to the bike with the knees. The fairing and the windshield cut through the air efficiently and once properly tucked in, it is all that one can ask for. 

The handling of the motorcycle is fantastic. The turn-ins are quick, quick changes in direction are a breeze, it feels planted mid-corner and the straight line stability is also pretty great. The trellis frame does that to motorcycles so no wonder that the KTM RC 125 is such a confidence-inspiring motorcycle. 

The suspension is also very well set up for a track and yet, I believe that it will do well on the public roads sprinkled with mildly bad patches of tarmac. The reason for that is that we found a place to test that on the track and it was surprising how pliant the suspension is despite performing well on the track. And all that, with no adjustments at all! 

This is one of those motorcycles on which you feel confident right out of the box even if you are on a track the layout of which you are not aware of. Even when I was doing my best to go as fast as I can, it just kept egging me to push more. I was pretty far from the limits of the motorcycle but pretty close to mine. 

Now, I did not want to stop riding at all even though it was raining, I had to go back to the pit after the rain intensified. While my saddle time suffered, what I learnt was that the tyres on this motorcycle are pretty good. They had ample grip in the dry and in the wet too, they didn’t feel nervous or anything. So, we can safely say that the tyres are pretty good and are fit for a motorcycle the forte of which is phenomenal handling. 

I don’t want to talk brakes because all the KTMs that I have ridden have awesome brakes. The KTM RC 125 is no different. The 300mm disc at the front with Bybre callipers have ample bite and a progressive feel at the lever. Awesome stuff. 

Little Things

Mileage: Obviously we did not get to test the mileage but since the engine has been carried over from the 125 Duke, 40+ km/l does not seem unlikely. 

Rear-view mirrors: The rear-view mirrors are lovely offering a wide view of what’s going on in the back and they are devoid of any buzz that’d distort the image. 

Exhaust note: KTM. Nothing special. It’s not particularly good, or particularly bad. It’s just… KTM. Some may like it and some may not. 

Verdict

The verdict that we have will be very hard to justify. The KTM RC 125 is a wonderful and fun little motorcycle. You are on the verge of saying aww when you look at the numbers 125 on the fairing. But show it a corner and it will be as ferocious and as RC as the other family members. It has a lot of premium components like the brakes from Bybre, suspension from WP, twin projector headlamps, LED taillamps, blinkers integrated into the rear-view mirrors, and the list goes on. But still, an introductory price of INR 1.47 Lakhs (Ex-showroom) is very hard to justify. Especially in a country like ours where the preference is displacement. 

We felt the same way about the 125 Duke but the actual sales exceeded expectations and it is still going strong. The KTM RC 125 though may have it a bit more difficult because it weighs more, is a bit peaky and the committed riding position is not everyone’s cup of tea. And then it is more expensive too. What will happen to the KTM RC 125 in the market is something we’ll see, till then let’s talk buyers. 

Youngsters love fully-faired motorcycles. KTM RC 125 is fully-faired and it looks smashing with the colour scheme. There you have the first set. The second set is comprised of people who’ll be able to appreciate (after trying rather hard) the premium components on duty in the baby RC. The third set is on the more serious side of the spectrum- the youngsters who want to race. And for them, the KTM RC 125 can be a perfect tool because of power that is not overwhelming and yet, handling that can help one to hone their skills on the track. There can be more sets but according to us, this is where the mass will be centred. All in all, with a fantastic package, the KTM RC 125 is a knee-slidin’ welcome to the world of KTM, though at a price. 

And here are some more photos… 

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We drove quite a few vehicles during the PowerTour 2019, consisting of both motorcycles and cars. While all of them were fun and engaging machines, there was a pair which seemed rather ominous and we mean it in the best sense possible. We are talking about two Dukes; KTM 790 Duke and KTM 1290 Superduke R. While the 1290 Superduke R should have been the one to look out for because of its nickname- wheelie-king, it was the KTM 790 Duke that we had our focus on. Why’s that? Let us explain.

Ever since the rumour of an 800cc parallel-twin Duke flooded the internet, it has been tingling our motorcycle nerve incessantly. When it was unveiled at EICMA 2016, it had left us floored because of how compact it looked and the amount of power it made! And then there was the fact that while most KTMs employ single-cylinder engines or V-Twins, the parallel-twin on the KTM 790 Duke was a breakaway from that tradition. And since then, we have been waiting for its arrival in India. Just today we stumbled upon rumours that the KTM 790 Duke has reached the Indian shores and it may be priced at INR 8.5 lacs (Ex-Showroom). 

While the motorcycle may be here by the end of 2019 (or God knows when), we could not wait anymore and therefore, we decided to swing a leg over this middleweight hooligan in Dubai. And what’s better, as a measuring scale, we also brought along the KTM 1290 Superduke R in order to gauge if the parallel-twin Duke is really ‘The Scalpel’ it is being made out to be.

Starting with the looks, we do not even have to say anything. All the Dukes look radical and that is not a bad thing, at least not when it comes to KTM’s radicals. But the best part, according to us, is the subtlety with which the KTM 790 Duke pulls its radical act off. Look at it from the front, and without any further ado, one can deem it as a pure-blood KTM because of the LED headlights in that mean-looking shroud. But explore it from other angles and it’s… so compact. It does not look intimidating at all. The blinkers on the front are an eyesore though.

The sculpted tank, that peculiar sub-frame, the high-slung exhaust etc just ease into your eyes and soul in a way that the motorcycle immediately endears itself to you. The colours, both Black and Orange are dual-tone and without being overly enthusiastic, are pleasing to the eyes. In addition to the design, the build quality is top-notch too and everything on the motorcycle, from the switchgear to the rubber on the pegs, feels premium. Now, according to us, the motorcycle looks fantastic but then, other people’s opinions may differ because everyone has their own perspective and ways to look at things.

The parallel-twin dubbed as the LC8c is a first for a KTM. The folks at Mattighofen did consider a V-twin but the parallel-twin made for a more compact motor and with the KTM 790 Duke, the mission was to keep it as compact and lightweight as possible. The name of the motor, LC8c stands for Liquid-cooled 8-Valve compact! And what KTM was able to achieve is apparent even visually as the 790 Duke’s engine looks just a tad bigger than the single-cylinder unit employed on the 690 Duke.

KTM did not want the 790 Duke to lose the characteristics of its bigger V-twin siblings and that is why the forged crankshaft of the engine has the pins offset by 75° with a 435° firing order. That helps the engine mimic the sound and character of its bigger and rowdier siblings. Also, the LC8c unit has two counter-balancers; the primary one located down by the crank and another smaller one gear-driven off of the exhaust cam. This was done in order to make the engine as smooth and refined as possible as the engine is the stressed member of the frame.

KTM 790 Duke gets a slipper-clutch (PASC or Power Assist Slipper Clutch in KTM speak) which reduces the clutch effort in addition to preventing the wheel-hop caused by the reverse torque during aggressive downshifts. A special addition though is the Quickshifter+ which allows clutchless upshifts and downshifts! An inherent addition because of the above is a ride-by-wire system with 4 modes namely Rain, Street, Sport, and Track.

The electronics suite on the KTM 790 Duke is quite comprehensive too. An inertial measurement unit, traction control, cornering ABS, and Supermoto ABS, all coming together to provide the rider with the maximum amount of riding fun without compromising on the safety front.

The chassis is a tubular, chrome-moly steel frame that, as mentioned before, uses the engine as the stressed member. There is a bolt-on subframe too which is just… bare. KTM has stated that the above setup ensures the right amount of flex and feedback from the chassis. Among all the exquisite components on duty, the suspension is rather lacklustre (only relatively though). 43 mm forks at the front are not adjustable and the rear shock is preload adjustable. 300 mm dual-discs up-front, grabbed by radially-mounted, 4-piston KTM branded callipers manufactured by J.Juan, and the 240 mm disc at the rear, grabbed by a single-piston calliper, handle the braking duties.

Pushing the starter on the KTM 790 Duke is such a joy and it leaves one in such disbelief over the fact that the motor that just came to life, is a parallel-twin! It sounds so beautifully brutish and yet, mild. Blipping the throttle gives one an idea that this is one quick-revving motor. Clutch modulation requires minimal effort and it’s almost ironical that it is not used a lot after the launch because of the quickshifter.

Slotting into the first gear is crisp and it’s all Wunderbar afterwards. The motorcycle gets moving quickly and skimming through the gears is pure joy, be it upshifting or downshifting, because of the quickshifter. The noise from the exhaust and the engine remind one of some amazing oxymorons such as a beautiful racket. And if that isn’t enough, downshift quickly enough and you are greeted with that oh-so-loved patta-pat-pat-patt. We are in motorcycle heaven!

Coming to the performance from the engine, the LC8c makes 103 bhp of power and 87 Nm of torque. While the numbers may not seem all that impressive, it’s the realization of those numbers on the road that matters. And the 790 Duke does that beautifully. The torque is available from down low and motorcycle lunges forward with eagerness. The revs build up quickly and the power band of the 790 Duke is very linear. It pulls almost relentlessly to its 9000 rpm redline. We can just imagine how engaging a motorcycle it will be on the racetrack in Track Mode… Especially because it weighs just 169 kg dry!

The fueling is also spot-on and that stands true in all the modes. There is no hint of any jerkiness during throttle transitions no matter how abruptly you try to do that. That said, the motorcycle does feel a bit… edgy below the 2000 rpm redline but it’s all meadows and sunshine afterwards.

The best part? All the efforts from the engineers to keep this motorcycle as light and compact as possible pay off the most in the handling department. Because of being lightweight and possessing a sharp-ish rake, directional changes on the KTM 790 Duke are lightning-fast. Putting it into corners is deceptively quick and so is correcting or adjusting lines mid-corner. The poise and stability with which it goes around a bend is nothing short of magical. This motorcycle is immensely easy and fun to ride hard!

Many people might complain about the suspensions’ lack of adjustability but it is almost never felt. The factory settings on the KTM 790 Duke are so good that it never lets one feel the lack of adjustability. The suspension is very… progressive. It’s soft initially to absorb the undulations of the road and then gets stiffer to facilitate its fantastic handling mannerisms. With that, we’d like to add that if you want to do some stupid-fast laps around a racetrack, the adjustable suspension might be needed.

Brakes are generally good but because of the high standards set by the bike in all the other departments, they could use a little improvement. The only issue is the initial bite. There’s no lack of power in the brakes but it’s just that you need to grab a handful to unleash that power. The progressiveness and feel and feedback are admirable though. A reason for this could be to not intimidate new riders but still, a little more initial bite would have been welcome.

Ergonomically the KTM 790 Duke is very well set up and offers a good blend of comfortable yet sporty riding position. The icing on the cake is the adjustable handlebar which provides 4 different bar locations depending on the rider’s preference. The footpegs are also not too rear-set and overall the 790 Duke stays comfortable even after long hours in the saddle. The windblast due to the lack of a windscreen, inherent to naked roadsters, can be a bit of a bother on highways. 

Overall, the KTM 790 Duke is a fantastic package and despite some stark differences from the rest of the Duke lineup, it is still everything a Duke should be. It’s powerful, nimble, handles like a dream and looks menacing. Now only if KTM is kind enough to let it loose on Indian roads…

Are we forgetting something? No, we are not because one does not simply forget the riding experience of a KTM 1290 Superduke R. Afterall, riding a motorcycle with 174 bhp of power, 141 Nm of torque and 195 kg of dry weight makes for a rather unforgettable experience. Like it is a tradition with all KTMs, the Superduke R has a sorted chassis, a comprehensive suite of electronics that make it a heck of tool on a racetrack. Its ability to go around a bend rivals one of the best handling motorcycles in the world.

The best part of a Superduke R is its… dual-nature. What we mean is that it is rather tame below 6,000-6,500 rpm but goes ballistic afterwards i.e. a sedate machine on the street and a beast when let loose. The only real gripe we have with it is the rather low ground clearance which sees one scraping pegs and the hard parts rather early.

The KTM 790 Duke is a really capable motorcycle and it is very well equipped to deal with the many rivals it has in the segment. We cannot wait to have our hands on it again but this time, we’d like it to be in India. The Superduke 1290 R, however, is a different beast altogether and though it already has a rival (and one is on its way), it is still one of the craziest naked you can get your hands on.

The post KTM 790 Duke review with a topping of the 1290 Superduke R in Dubai appeared first on xBhp.com.

Motorcycles are certainly not the safest vehicles on the road. While taking care of certain things, safe riding techniques, and following the traffic rules does prevent mishaps to some extent, they certainly do not alleviate it. An accident may occur because of someone else’s mistake, but it always occurs on the rider’s peril. And that is why full riding gear is very important whenever one is out on the roads with their motorcycle. 

While the choice of riding gear is mostly personal, many a time, it depends on the specifics of the ride i.e. location, climate, terrain, etc. As our community members know, we are gearing up to take up one of our biggest rides yet, The Great Asian Odyssey, on 3 Bajaj Dominars. We will be covering 15 countries and more than 15,000 km! So when it came to selecting the riding gear for this ginormous ride, we settled on the Stealth Evo from Rynox.

Rynox Stealth Evo Jacket

In this particular ride, we are going to be riding through varying climates and terrain. And the Rynox Stealth Evo feels like it was tailor-made for us and this ride. The jacket has everything that a rider can ask for. Safety, comfort, and protection from the elements. 

Talking about safety, since it is the most important aspect, the Stealth Evo jacket has KNOX Microlock CE Level 2 certified impact protection for shoulders and elbows. The jacket also has CE Level 2 certified back protection and Rynox Cerros CE Level 1 certified chest protectors. With the above and abrasion protection being provided by the 600D PU coated Polyester outer shell and Cordura panels on abrasion zones, the jacket provides comprehensive protection in the event of a crash. Rynox has also equipped the jacket with retro-reflective panels on the back, front, and side which ensures that the rider is visible when they are out munching miles at night! 

Coming to the comfort aspect, the Stealth Evo jacket has strategically placed vents to encourage airflow and keep the rider cool when they are in a Mercury Rising situation. The winter liner (internal) ensures that the rider gets the much-craved warmth when the climate is cold and harsh. What if it rains? Go forth and keep riding while the rain liner (external) makes sure that things are dry and comfortable. 

The Rynox Stealth Evo jacket comes with girth adjusters on the waist, arms, and cuffs for that perfect fit. Add 4 pockets + 2 more fleece-lined ones (hand warmers… this is not a jacket, this is sorcery). It seems like that, even more, when you get to know that the jacket even has a belt of sorts supplied with it as Lumbar Support, to facilitate your back on those long rides.

 This jacket is available in 2 colour-schemes Black (for the Dark Knights among us) and Grey (for the… or maybe not). Great looks, amazing comfort, and even better safety make this jacket one of the best that you can get your hands when it comes to touring. 

Rynox Stealth Evo Pants

Riding gear is not complete without the bottom part of it, the pants. While a lot of people can find reinforced jeans for riding and such, but they can never compare to Stealth Evo Pants whether it’s comfort or safety. Even if someone may have an argument against the above-stated, we are not riding 15,000 km, in jeans, in the heat… or cold and especially not the wet spells. God knows we have grown past diapers and there’s still some time left till we need them again! 

Coming back to the Stealth Evo pants, the rider’s safety is ensured by KNOX Microlock CE Level 1 Hip and Knee+leg protectors. The pants come with KneeSlap from Rynox, an armour positioning mechanism that lets you adjust the position of the Knee+Leg armour even when you are wearing the pants. 600D PU coated polyester outer shell and Cordura panels take care of abrasion protection. 

Coming to comfort, the pants feature 4 vents to keep things cool down-undah and accordion stretch panels that make sure that the movements of the rider are not hindered. The winter liner (internal) makes sure that the cold spells are dealt with less shivering and more riding while the rain liner (external) alleviates the need of other means to stay dry. 

Retro-reflective panels for visibility at night, girth adjusters on the waist and hem, and 2 pockets (CARGO IS IMPORTANT!) make these pants feel like they were meant for you as you keep racking up those kilometres. Also, both the Stealth Evo jacket and the Stealth Evo pants have connection zippers so that you can join the two together and make a perfect riding suit out of it. We’ll bring to you a full review of this awesome pair from Rynox once we are back from The Great Asian Odyssey!

A big thanks to Zana Motorcycles for decking up our Dominar so that we can carry our world on our bikes and also for providing us with the location for this shoot!

Axor Apex Grid Helmet

The most important part of the body is the head… arguably at least (Spartans exempted). Therefore, for a motorcyclist, a helmet is extremely important. A helmet’s duty is to keep a rider safe from an injury to the head but, isn’t it an added bonus when the helmet, in addition to being safe and secure, is comfortable too? It sure is and Apex grid, by Axor, is just that. 

Axor helmets have been gaining a lot of popularity because of a lineup of the amazing helmets that they make. This is about one of those helmets, the Apex Grid. 

Safety comes first and foremost and the Axor Apex Grid has got it covered. The helmet’s exterior, manufactured with IMPS( Injection-molded polycarbonate shell), makes sure that the helmet is as sturdy as they come. The EPS liner or high-grade styrofoam is meant to absorb the energy from the point of impact and keep the rider safe. The helmet is labelled ECE R-22.05(Europe) & DOT FMVSS NO.218(US) safety standards which means that the helmet lives up to even the most stringent safety standards set by the industry. 

Visibility is another important aspect and the Apex Grid aims to impart as much of it as possible to the rider’s eyes. Equipped with AX-F180 universal anti-fog visor insert, the Apex Grid will help you keep the visor fog-free even if Kung-Fu-Panda wore it after climbing some stairs… or maybe just a few steps. To keep fog at bay all time, Axor has equipped this helmet with a two-sided anti-fog function which provides high transparency and fewer rainbow patterns. The breath deflector and chin curtain are included as well to maximize the efficiency of the anti-fog system. 

Apart from all the great qualities and features of the helmets that we discussed above, comfort is another one of its stellar aspects. A lot of it comes down to ventilation. The helmet has 2 intake vents on the top and two exit vents at the back. And the vents have been equipped with mesh-type filters to keep dust and other things at bay and cool the rider’s head with fresh air. In addition to that, there’s a spoiler as well which, added to the aerodynamic profile of the helmet, ensure stability at high speed and minimizes the buffeting. 

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If a list is made of motorcycles that ushered the Indian motorcyclist from the commuter era to the performance era, Bajaj Pulsar would surely make the list. It has been around for almost 2 decades now and right from its arrival in 2001, the motorcycle hit all the right notes with the Indian motorcyclist and the numbers are a testament to that. All these years we have seen many different iterations of the Pulsar. From Definitely male to Fear the black, from the round headlamp to the wolf eyes, and from 135cc to 220cc, the Pulsar has seen it all. Fast forward to 2019, Bajaj has launched the Pulsar 125 Neon, the smallest capacity and the most affordable Pulsar ever. Does it have what it takes to live up to the image of the phenom that the Pulsar brand is? 

Looks

What’s the best strategy to avoid the risk of messing something up? Do not try to fix something that is not broken. Bajaj has been doing that for a long time with the Pulsars. Major overhauls have been rare… at least when it comes to the design. 

The same philosophy has been used in the design of the Bajaj Pulsar 125. And by no means is that a bad thing. In fact, it is pretty smart since the design has become something of an object of endearment for motorcyclists. 

The bottom line is that it looks just like the Pulsar 150 sans the tank shrouds and the belly-pan, and it gets neon accents on the wheels, side-panel, headlight, grabrail, and the tank. Out of the two colours, we prefer the Black one with the orange-ish accents. Though the matte-grey with blue accents does not look bad either. 

Performance

The engine of the Pulsar 125 has been derived from the Pulsar 150 mill via the means of shortening the stroke. The bore remains the same. The motorcycle makes 12 PS of power and 11 Nm of torque. It is the most powerful 125cc motorcycle in the market if the 125 Duke is kept out of the equation… which we will because the Duke retails for almost double the price of the Pulsar 125 Neon. 

Out on the road, there’s not a lot differentiating the Bajaj Pulsar 125 from the Pulsar 150 unless they were ridden back-to-back or like in our case, side by side. While we were out on the test ride, another dude on a Pulsar 150 was riding right beside us. Don’t get all excited and start playing Teriyaki Boyz. There’s no street racing here, just good old gentleman style side-by-side run and that too for purposes strictly scientific. 

What the Bajaj Pulsar 125 lacks in when compared to the Pulsar 150 is the top end, of course, and tractability and roll-on acceleration. But it was nothing we did not expect with the displacement drop. Other than that, the engine is smooth and vibrations only creep in at the very top of the rev-range. 

The gearbox is smooth, the clutch pull is effortless (though the friction zone is a bit far off), the fuelling is good, and so, we were a bit hard-pressed to find any particularly bothersome flaws in the bike. Bajaj has emphasized that this is not a commuter… It is not. It is a Pulsar. A Pulsar for commuters who do not like their spirits getting dampened by lack of power or refinement or… panache! 

Handling and Ergonomics

The ergonomics are similar to the Pulsar 150 as well. The rider’s triangle of the Bajaj Pulsar 125 makes for an upright position with just a hint of sportiness. Most of it is derived from the presence of the clip-ons and most of it is visual. Overall, it is a comfortable motorcycle on which you can go on munching miles without wanting to throw it off a cliff after a 100 kms or so. 

Handling is pretty neutral. The motorcycle follows the commands imparted to it by the rider religiously like a loyal dog. Try to be too spirited and it reminds you that it is not a Mastiff. The long wheelbase and the weight of the motorcycle provide it with high-speed straight-line stability.

The suspension is supple and soaks up the undulations and even some harmless potholes like a pro. If you brake hard though, the front end dives a bit and god forbid if you do it while a corner approaches. If dealt with calmly, a little corner-carving can be done aboard the baby Pulsar as well… it doesn’t mind. 

Brakes do their job well. The variant we rode was the one equipped with a disc-brake at the front and that is the only variant we’d like to ride. Yes, there exists a Pulsar sans the front disc-brake! The world may very well come to an end. Cranky exaggeration aside, the combined-braking system (Bajaj employs a mechanical unit) works well and provides you with the confidence to stomp the rear brake if you feel a little off. 

Little Things

Mileage: According to Bajaj, ARAI figures state 57.5 km/l. According to Bajaj, one can expect around 45-50 km/l in mixed riding conditions. According to us, we need more time with it. 

Rear-view mirror visibility: Wide, and placed well. Meaning? Good visibility of what’s going on behind your back. 

Headlight performance: We rode it in the day but it should be right up there with the Pulsar 150 since its the same unit. 

Build Quality: No niggles here either and the bike is generally very well-built. Touches like a carbon-fibre like texture around the console and the tank pad just add to it.

Switchgear: The same old cluster carried over from the Pulsar 150… which makes it the best switchgear in the class. Smart… 

Verdict

It should be apparent from the review. It is a no-nonsense motorcycle and does everything that it is intended to do and even a bit more. The engine is smooth, power and torque are good when compared to others in the class, the suspension, the brakes, the overall handling and whatnot are all just… good. 

The best thing though is that despite being the best-in-class in almost everything, the pricing is fantastic. At INR 64,000 (Ex-Showroom) for the drum brake variant and INR 66,612 (Ex-Showroom) for the disc brake variant, the Bajaj Pulsar 125 is a steal. So, if you are looking for a motorcycle that’ll do more kms to the litre when compared to 150cc players and has more oomph than the 125cc boys, go right ahead! 

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The electric eel produces up to 860 volts to shock those in its vicinity. The Hero Lectro Townmaster, on the other hand, produces 250 watts to help you breeze past the traffic as you shock them into submission with your bicycle!

The Townmaster, as the name suggests, is built to rule city roads. To make your commute a pleasure as you zip, zap and zoom across on this little e-bike. Be it to your neighbourhood grocery store for fresh veggies or to your office for stale ideas from your boss!

So how does this battery-powered urban warrior stack up against conventional modes of commuting to work?

Text: Avinash Noronha (The Monk)

E-Bike vs The World!

I hopped onto the bike and immediately pitted it against the world I know. The course was familiar, the same route I had navigated from home to work for 3 years. Every pothole and bottleneck on the road are on a first-name basis with me!

A 17 km route from Delhi to Gurgaon during rush hour takes over an hour by car, 50 minutes by metro (including to and fro the station) and 35 minutes by motorcycle. What about the Lectro?

The Delhi Metro trains hit 80 km/h as you hurtle homewards, the Lectro can just manage 25 km/h. That is the speed it is limited to by Indian regulations for a low-speed electric two-wheeler.

You can listen to music and enjoy the AC in your car, but you are going to be cooped up in there for what feels like years. The Townmaster, on the other hand, will find plenty of gaps to penetrate.

Which motorcyclist hasn’t sat in frustration at a traffic signal, sweat dripping down, the engine heat making it a blast furnace and the riding gear giving you the feel of a sauna! On an E-Bike, you enjoy the wind in your shorts and tee!

To Pedal or Not to Pedal!

As I sat astride the Townmaster, I was foxed whether I should pedal or not!

There are three modes for use. Pedal it like a regular cycle. Pedalec mode, in which you pedal and get power assist from the inbuilt motor. The third is the ‘twist & go’ mode, where you twist the throttle and don’t pedal. What I call the Activa mode because it feels exactly like that!
The pedal mode is a no go. At roughly 20 kg, the Lectro isn’t a svelte cycle to power solely on leg strength. Especially as it employs a 7-speed Tourney derailleur at the rear, not one of the slickest gearboxes around!

The ‘Activa’ mode allows you to do absolutely nothing. Other than twist the throttle and brake when required. It gets boring after 30 seconds and hits 25 km/h on a flat road with no headwind! Good if you are completely exhausted, else it can be given a pass.

The Pedalec mode is where E-Bikes thrive.

You pedal a bit and the battery provides the rest. There are three power settings on this mode, low, medium and high. The high power setting takes up to 80% of your pedalling load. So you can happily spin the pedals whilst accelerating at a decent clip.

Here again, the power from the motor cuts off as soon as you cross 25 km/h, which is perfectly fine. Your legs don’t need to produce power to accelerate, only to maintain the momentum. This is the fastest way to get around on the Lectro.

After toggling around and checking out the various ways of riding the Townmaster, my default setting was ‘high power’ in Pedalec mode. The answer to the Shakespearean question is pedal, but with a little help from your electric friends!

Wallet Damage

So how much does it cost to whizz around town on an E-Bike!

Going back to my previous commute example, with a 34 km roundtrip to work and back in traffic.

A car with a fuel efficiency of 12 kmpl will cost roughly 200 rupees per day, that excludes parking charges daily and the harrowing experience of searching for a parking spot!

Second on the list is the metro. For this same commute, the cost of the metro is 80 rupees, and another 60 rupees to get to the metro station.

A motorcycle works out rather economical in comparison. At 30 kmpl, you will end up spending around 90 rupees for your daily commute.

At this point of time dear reader, prepare to have your mind blown!

On the Townmaster, your daily commute will cost you 1 rupee 50 paise! A full charge of the Lectro battery uses 0.25 units of electricity. At 6 rupees a unit of electricity, that is the ridiculous price you are going to pay for your commute!

And this is just your savings. Not the savings to the environment, air and the country’s economy. Once you factor in the bigger picture, an E-Bike is automatically a no brainer!

Though your annual maintenance and service cost on public transport is nil, it does add up to a tidy amount on cars and motorcycles. The Townmaster has barely any cost associated with it. The only cost being the replacement of the lithium-ion battery. A battery lasts 12 to 15 months and has a replacement cost of approximately 6000 rupees.

Construction Equipment

The Hero Lectro Townmaster uses a 6061 aluminium alloy frame and is currently available only in medium size, 18 inches. A bit too big for someone 5’3” or less and too small for someone 5’11” or more. It would be great to see Hero bring in more frame sizes as they do with their regular bicycles!

The 36 volts lithium-ion battery produces 250 watts and has a range of 25 to 30 km, depending on the mode you choose. The battery itself takes around 4 hours to charge with the company provided charger. The battery is stored within the downtube and the charging port is at the bottom of the tube on the left.

The electric power stored in the battery is transferred to the road through a high-speed brushless DC electric motor which sits in the hub. BLDC motors do not spoil easily and are the same sort of motor used in household fans. When was the last time you had to repair the motor in your fan?

Brakes on the Townmaster are 160 mm cable-actuated discs which have a decent bite but are a bit short on feedback. For the intended usage, it is more than enough!

A 1×7 drivetrain is used on the bike, with the rear derailleur being a 7-speed Shimano Tourney. 38 mm tyres have been used which are ideal for commuting in urban areas. There is also a tiny LED headlight, which does a better job of making the cyclist visible to others, rather than illuminating city roads.

The one thing I found missing and would like added in future models are mudguards. With this E-Bike being positioned entirely as a commuter, fenders would make life so much better. Mounting points are present of the Townmaster’s frame, so you can add them yourself if you choose.

The console on the cockpit. The red button is to switch the motor on/ off. The L to H indicators show the battery charge remaining. The green mode button allows you to toggle between the power provided in the Pedalec mode.

The Shimano Tourney 7 speed rear derailleur with a protective cage. Notice the cable which runs along the chainstay from the battery to the hub mounted motor.

The charging port at the base of the downtube. Sealed with a rubber cap to protect from rain and water.

160 mm Promax cable actuated disc. Kenda 38 mm tyres.

Rear disc and rear hub in which the BLDC motor is housed.

The Ride

The Townmaster is a pleasure to ride. Once you remind yourself it isn’t a motorcycle or a regular bicycle!

In the Pedalec mode, at half a turn of the crank, the motor kicks in and thrusts you forward at warp speed. Okay, maybe that is an exaggeration. But anyone who has ridden an electric two wheeler will understand the joy of full torque from zero rpm!

As you stop pedalling, the motor also stops, which allows you to safely pull to a halt, without the fear of rear ending someone!

The riding stance is neutral, allowing a good view of the road and at the same time be comfortable.

The biggest advantage of commuting on an E-Bike vis-a-vis a regular cycle in traffic is acceleration. On a normal cycle, you need to downshift and power ahead to pick up speed. On the Lectro, the acceleration is taken care of, so you never strain your knees. Once you are up to speed, it is easy enough to keep spinning the pedals.

For riders who aren’t extremely fit, the Lectro also helps climb those flyovers, which otherwise can be a nightmare.

As I rode the Townmaster, an epiphany hit. This bike isn’t meant for cyclists who want to make their commute easier, it is made for those thousands of motorists who would love to commute in the greenest way imaginable. But were afraid to do so on a regular cycle because of poor fitness levels.

These E-Bikes allow you to get out and get riding!

Verdict

At 31000 rupees, the bike is a good deal from Hero, especially when you take into account the two-year warranty.

The savings in commute costs, doctors bills because of better health and cost to the environment is phenomenal. Enough to start a global green revolution!

Oh! And for those of you wondering, the Townmaster zipped my commute route in 40 minutes, significantly faster than a car or metro and a tad bit slower than a motorcycle. Go figure…

Commuting on an E-Bike

In India, people have been cycling forever. With an increase in income, people have moved towards motorised transport and shun the humble bicycle. Even though this humble machine is a solution to some of the world’s greatest problems!

There are many who would like to leave their automobiles at home and commute to work on a cycle. Their reasons could be environmental, health, convenience or just the pleasure of cycling!

Many are apprehensive for the sake of safety and comfort. So here’s what you need to start commuting safely in India?

The Must-Haves

The two basic requirements for cycling are a cycle and the motivation to pedal! The third important ingredient is a helmet. With these three in hand, you can ride anywhere you want.

To make life a little safer and more comfortable on the E-Bike, you can add these to your basket:

● A proper fitting helmet

● Hi-Vis Vest

● Pollution mask, since most big cities are extremely polluted

● Bell for the bike

● Headlight and tail light

● Mudguards

● Lock for securing your precious Townmaster

Plan your route

Search for the least congested and most scenic route from home to work. It will make the commute all the more pleasurable.

Ride the route on a weekend, a dry run of sorts, so you have an idea of the amount of time it takes. This also gives you an opportunity to get comfortable with the E-Bike, if you haven’t ridden one before.

Learn

● Learn to repair a puncture

● Learn to notice sounds from your bike which shouldn’t be there

● Learn basic repairs which you will need on the road

Office time!

● Find a secure parking spot for your E-Bike, preferably close to a CCTV or security guard!

● Don’t leave easily removable objects on your bike, like lights

● Lock your cycle to an immovable object

● Use the shower at your workplace if required. If you do not have shower facilities, wet wipes and deodorant do a good job of keeping you clean and fresh!

● Keep a change of work clothes in the office.

● Keep 10 minutes in hand for all these odd jobs.

● Keep some healthy snacks in your desk. In the first few days of commuting, hunger might hit hard and you don’t want to binge on fattening foods!

In the initial euphoria of cycling, many go overboard. Don’t! Instead, take it slow. Build up the cycling distance gradually. Start with commuting once or twice a week before increasing the distance and duration as you get more comfortable. On the days you aren’t feeling like cycling, take a break, don’t make it another ‘task’ that needs to be completed.

Do all of this and chances are high that you will have a safe enjoyable experience of commuting to work on your Hero Lectro Townmaster!

The post E-Bike vs The World! Hero Lectro Townmaster Review appeared first on xBhp.com.

With warriors, one thing is certain, their time comes and their time goes. But in case of some legends, their time comes and it never really goes away. They just move aside to give the younger ones a chance. They are away, yes, but by choice. And when the need arises, they make a grand comeback to tell others what made them a legend and to… show others how it’s done. Even if the title did not reveal the warrior we are talking about, the above description might have given the true aficionados a good enough hint. The warrior is a motorcycle which went… and goes by the name Katana.

The original Katana is one of the most iconic and one of the most radical motorcycles ever made. It shook the motorcycling world to the core because of the unconventional design and because of the fact that Suzuki claimed it to be the most powerful and the fastest motorcycle of its time.

It was also a very interesting motorcycle and the reason is that it is a Suzuki motorcycle designed by a team called Target Design (Germany) and the members comprised of Jan Fellstrom, Hans-Georg Kasten, and Hans Muth ex-chief of styling for BMW! The Katana, when launched in 1981, was an instant hit. It broke the conventional norms of motorcycle styling and ushered sportbikes into a new era.

Despite the design, the power and the speed it possessed, the Katana was slowly sidelined by newer motorcycles which were a lot more focussed on the sporty intent. These motorcycles include Suzuki’s own GSX-series of motorcycles. The Katana became, from a sportbike to a comfortable sports-tourer. Time kept progressing and finally, the production was stopped in 2006.

There are many examples of even some of the most legendary vehicles being lost in oblivion with the passage of time. But then, as we mentioned, the Katana was a warrior like no other and while it did go on an exile, it never really vanished. Come 2018, Suzuki took motorcyclists the world over by surprise when they announced that a new Katana was coming.

They unveiled the motorcycle at INTERMOT 2018 and unlike the norm where the revived versions lose out on the original’s appeal, the new Suzuki Katana was a major throwback to the original with enough modern bits to make it match other models in the market blow-for-blow. So, the Katana is out of the scabbard again but is the blade still as sharp as it used to be? We found out as we got to ride it in Australia.

The moment you catch the first glimpse of the Suzuki Katana, the shot of nostalgia hits you like a ton of bricks. The motorcycle is such a stark reminder of the original 1981 motorcycle that it almost takes you back in time. This is one of the very few motorcycles in the world for which one can say, “This… is a throwback done right.” It is radical but it is beautiful.

It is not only a throwback though. It has enough modern elements to hang with the latest. The profile, while inspired by the original, is sleeker, sharper, and sporty. The front is kind-of semi-faired and the rear is minimalistic. The headlamp and the front positioning lamps are LED to emphasize the modern touch. The satellite rear fender extends from the swingarm which lends the motorcycle a unique rear. Another aspect of the motorcycle which has been executed very well is the upswept exhaust… sleek, suave and black. The red logo decals are a shout out to the 1981 Katana.

The fully-digital instrument cluster is also an ode to the thought-process behind the Katana where they did not want the bike devoid of modern amenities despite the inspiration from a motorcycle almost 4 decades old. Switch the motorcycle on and that’s when one starts to feel really acquainted with the motorcycle even if they have never met the original Katana.

The reason for that is the engine which is a 999cc unit from the K5 Suzuki GSX-R1000. It powered the Suzuki Superbikes (GSX-R) lineup from 2005-2008. The same engine was used on the Suzuki GSX-S1000 and since it was a part of the xBhp garage for quite some time, the Katana felt really familiar. The mill has been custom-tuned for the Katana and it churns out 150 bhp of power at 10,000 rpm and 108 Nm of torque at 9,500 rpm.

The numbers may not seem enough to go for an all-out battle with some other supernakeds out there, they are certainly enough to keep most people entertained. The Suzuki Katana is a wonderfully executed motorcycle and one starts to appreciate that right from the get-go. The clutch is not hydraulic and even then, the clutch pull is light and does not strain the rider. The throttle is not a ride-by-wire unit and yet, it is not jerky at any point in time and all you get from it is smoothness and responsiveness.

The engine builds revs quickly and the acceleration that comes as a result of that is swift. The progressiveness is noteworthy and despite the 150 horses ready to gallop, it is not intimidating at any point. Moving up or down the gearbox is typical Suzuki magic and one would not feel the need for a quickshifter unless they decide to take it to a racetrack. Traction control is not intrusive at all and it helps the motorcycle retain as much character as it can without compromising on the safety front should the rider feel more spirited than usual.

While most of the people get rid of the stock exhaust as soon as their bike is delivered, on the Katana, you may not feel the need to do so if you do it just for the note. The K5 mill delivers a soft inline-4 rumble at idle and things get really raspy when you really start to wring it. Character beats decibels any day when it comes to the exhaust note of a motorcycle.

The 2019 Suzuki Katana also boasts of a fantastic handling package. And it is not a surprise at all since the frame and swingarm are derived from the GSX-R1000. The feedback from the chassis is just perfect for road-riding and it does not leave a lot to be desired.

The suspension system comprises of inverted, 43mm KYB forks which are fully adjustable and a monoshock at the rear. The front forks are well set up right out of the factory and on the road, they feel right at home. The balance between the ability to absorb undulations and keeping things in line when riding hard is near perfect. The rear though is just a tad bit stiff for road riding.

What goes up, must come down and what goes fast, must slow down just as quick. Talking about the anchors, the Suzuki Katana is equipped with stellar units from Brembo. The brakes are progressive, offer ample bite and feel at the lever is also quite good. Under hard braking, the chassis shines again as the bike feels quite composed. In addition to that, ABS is present and it is of the non-switchable variety.

Suzuki Katana weighs 215 kg road-ready and fuelled. On paper, the number may seem a tad bit high, but out on the roads, it is more or less insignificant. The motorcycle has a powerful enough engine to alleviate the heft and not let it affect the responsiveness. The chassis and the overall geometry also helps to keep the 215 kg motorcycle composed as you chain corners on an isolated mountainous road.

And while most of the stuff on this motorcycle is pretty darn awesome, the ergonomics just make the deal that much sweeter. The riding stance is very well-balanced between sporty riding and touring purposes. No strain on the knees, no strain on the shoulders, and no strain on the back or wrists despite hours in the saddle.

We spent a lot of time with the 2019 Suzuki Katana and yet, we were left wanting more of it. So you see, sometimes when a motorcycle offers you something unique, it tends to run out of it after a while. But motorcycles like the Katana have their craft mastered and it is to provide the rider with a fun riding experience. To let a rider know what motorcycling is all about and why they started in the first place.

Not the best sports-tourer out there, not the best streetfighter out there, not the most powerful and nor the fastest and yet, it is probably one of the best motorcycles you will ever get to ride. Ah well, the Katana is sure out of the scabbard again and it is sharper than ever. But most importantly, the battles you take up with this one are going to be one of the most engaging kinds that exist.

Here’s a video of our rendezvous with Suzuki’s radical street weapon…

And since we are discussing nostalgia, here are a few pictures of our GSX-S1000… 

The post 2019 Suzuki Katana Review: Out of the scabbard and sharper than ever! appeared first on xBhp.com.

“Where the road ends, the fun begins”, an oft-repeated truism by mountain bikers.

Trails even within the city envelope the rider and give you a feeling of being cut off from the mundane world. This feeling of solitude amidst nature requires you to get away from civilisation. A daunting task for even the shortest duration.

Fears compounded for new mountain bikers by fitness levels which are not top-notch. Being stuck in the middle of a forest, exhausted with not a soul in sight stops many riders in their tracks, even before they start!

Enter the new Hero Lectro EHX20. An XC E-MTB (Cross Country Electric Mountain Bike) built to get you to places which you hadn’t thought of before!

Text: Avinash Noronha (The Monk)

Unite and Conquer

The world is changing. Companies in every field are uniting to conquer the market. The Hero Lectro EHX20 is another brick in the unity wall.

A year or so ago, Hero Cycles tied up with Yamaha Motor and Mitsui to galvanise the Indian market. EHX20 is the first product of this marriage. You can read more about the launch and tie-up of the companies here.

Hero will build the cycles, Yamaha will provide the electric motors and Mitsui the distribution and marketing support. The Hero Lectro EHX20 was built in Hero’s Ghaziabad facilities while the motor is imported from Yamaha’s electric drive unit.

The Bike

This Lectro is revolutionary for Hero. It is a major step up from the current line up of the Ludhiana based company.

Let’s first check out the bike without the electric‘kery’ before delving into the meaty details of Yamaha!

This aluminium alloy hardtail has a nice relaxed geometry, which is ideal for new cyclists, even if it isn’t for tight twisty singletracks. Sizing is currently limited to medium, which is great for riders in the 5’5” to 5’9” bracket. Others will hope that Hero comes out with more frame sizes soon!

The front suspension on this hardtail is by Suntour. A hydraulic fork with 100 mm of travel with rebound and preload adjustment. At this price point, it would have been nice to have an air suspension fork, but then most new cyclists won’t miss it!

The Hero Lectro EHX20 uses a Shimano Deore groupset. Which is more than capable of getting the job done. The 2×10 drivetrain has short enough gearing to tackle steep climbs which you find on trails.

The flat pedals are alloy units from Wellgo. Simple but sturdy equipment which should hold you in good stead.

Hoops are 27.5 ones, giving you the best of both worlds, better manoeuvrability as well as capability of rolling over obstacles. These wheels are shod with Kenda Honey Badger Sport XC tyres which are 2.2” wide. At no point of time will these tyres be slowing you down! The downside is the wheels aren’t tubeless-ready.

To slow you down, you have Deore hydraulic brakes with 160 mm rotors. More than adequate for the intended usage. The brakes have sufficient bite and feedback, allowing for good modulation, necessary in the dirt.

The touchpoints are made up of a PU saddle, which isn’t too thick and extremely comfortable. New cyclists might want a bit more cushioning, but will get used to it, as do all other cyclists! The grips on the handlebar are extremely comfortable, good looking and unfortunately completely out of place on an XC MTB! These grips would look super nice on a retro city bike.

The very cool looking, but completely out of place handlebar grips!

The Deore groupset coupled with the 11-34 10 speed cassette makes tackling climbs a breeze.

The Yamaha battery pack on the down tube. Notice the internal cable routing for the front derailleur as well.

The surprisingly thin, yet plush saddle.

Electric‘kery’

Now to the Yamaha magic which has taken the Hero Lectro EHX20 to a different league compared to the rest of the Lectro range.

The downtube placed battery and bottom bracket mounted motor are Yamaha products. Both of which are designed and developed in Japan.

The 36V, 400 Wh battery has a charge life indicator on it. Four LEDs show the level of charge remaining in the battery.

Fixing and dismantling the battery is easy enough, but the company recommends taking it to the dealer from where you purchased it. Which wouldn’t be too often as this Yamaha battery is used in a number of E-Bikes globally and generally lasts more than 2 years and 700 charge cycles.

The shape of the battery is unobtrusive and has no sharp edges, important when you factor in the possibility of crashing regularly on dirt roads! The lithium-ion battery weighs under 2.9 kg and is secured with a simple lock and key mechanism. The charging point is just above the motor on the base of the battery pack.

The battery has been developed with integrated protection against harsh vibrations, something you will constantly encounter while riding dirt.

Replacement cost in Europe for a Yamaha battery of similar spec costs roughly 500 Euros.

The Yamaha PW-X motor does duty on this Hero, which is a 250W, 36V centre mounted electric drive unit.

The PW-X is the refined version of its previous generation PW motor. This newer iteration is 13% smaller and weighs just 3.1 kg. A better freewheel and more pawls were employed in the motor so that you get an improved feeling while pedalling. The power delivery is substantially smoother.

The PW-X motor provides support to the rider up to a cadence of 120 rpm. A number which most riders will rarely, if ever, breach.

The biggest advantage of a bottom bracket mounted motor is the significantly lowered Centre of Gravity. A boon when navigating tricky bits on trails.

Top speed of the Hero Lectro EHX20 is limited to 25 km/h as per government norms, maximum power provided to assist the rider is 250W, with a claimed range of 60-80 km and a charge time of 4 hours.

The tidy Yamaha motor helps greatly with lowering the CoG.

Hydraulic forks with 100 mm of travel from Suntour. 160 mm disc rotors.

The battery charge level indicator.

The display sits on the left side of the handlebar. Ergonomics of its positioning and buttons are good. After a few kilometres on the road, I didn’t need to look down to change anything!

The Ride

The Hero Lectro EHX20 is all very impressive on paper, but how does it handle real-world conditions?

An E-MTB is always going to be heavier than a regular MTB, and this does make a difference to the handling of the bike. But the extra weight is negated as much as possible by the centre mounted motor.

Most cycles use a hub motor, which is a constantly rotating mass and is an impediment especially when accelerating. This setup does away with that problem.

The lowered and centralised gravity also helps with faster direction changes, extremely important when dealing with narrow singletrack sections. The 630 mm wide handlebar coupled with 27.5 wheels also aids in this regard.

The motor also has a ‘bash plate’ below, so that you don’t end up damaging it over a rock or root.

Power delivery from this motor is super smooth. You don’t feel it kicking in at all. The PW-X compared to rear hub motors is like driving a petrol engine car as compared to a turbocharger installed diesel! Arguably, the singularly most impressive aspect of this cycle.

The motor is assisted by torque, speed and crank sensors to give you power from the first touch of the pedal stroke.

The Deore derailleurs and shifters work as advertised, giving you smooth shifts without too much lag. Necessary to tackle ever-changing gradients which you encounter on trails. At no point of time, I experienced a dropped chain during shifts.

The display on the handlebar shows speed, power delivery modes, range in kilometres and battery charge level. Relevant information without overdoing it! There are 5 buttons on this console. Power on/off, headlight on/off, and toggle switches for the different modes. The display was easy to read even in bright sunlight.

The negatives I found on the bike is that post 25 km/h, you run out of gears and start spinning up. This isn’t a problem on trails, as you will be crossing those speeds only on descents, but it is a hindrance while cycling on asphalt. A bigger chainring would negate this problem.

The only other thing I didn’t like is a sticker on the top tube of the bike stating, ‘no jumping or stunting’!

Verdict

Hero Lectro EHX20 is an excellent bike. Even for the slightly startling price of 1.35 lakhs. For motorists, this would be a jaw-dropper. Most motorcycle models in the market are priced below this!

But when compared to similarly specced non-electric bikes being sold in India currently, the pricing is as per expectations.

The question is whether dyed in the wool cyclists will look in the direction of E-MTBs and will new cyclists be able to stomach a price north of a lakh for a bicycle!

And while we were at it, we took our Indian FTR 1200 along with the Hero Lectro EHX20 and needless to say, it was a lot of fun. Take a look for yourself! 

Motorcycle riding gear by Rynox.

Motorcycle rider’s helmet by Axor.

The post Hero Lectro EHX20 Review: Where the road ends, the fun begins! appeared first on xBhp.com.

They say ‘The best things in the world are free’. I am acquainted with a lot of things that abide by this adage. But recently, I was made aware of something that is one of the best if not the best but isn’t really free. In fact here in India, it costs north of INR 16 lakhs Ex-Showroom. The ‘thing’ in question here is obviously a motorcycle. A motorcycle from BMW Motorrad. The BMW R nineT Racer.

The R nineT belongs to the heritage class of motorcycles from Bavaria. The original R nineT was introduced back in 2013. With the retro looks and modern amenities, it did not take long for people all around the world to swoon over the bike. Since then it has spawned quite a few variants like the Scrambler, Pure etc. In India, we only have 3 variants though. The regular R nineT, the R nineT Scrambler and the R nineT Racer.

Where and how I got to ride the R nineT Racer? I had to go to World Ducati Week 2018. I HAD to ride there. And I HAD to stand out. So, I went to Milan, went to BMW Motorrad Milano, saw the R nineT Racer, picked it up and headed towards the Word Ducati Week 2018. That is it.

I don’t think it would be easy to describe this particular motorcycle’s looks and design. My personal opinion, this is almost the best looking motorcycle I have ever ridden. Most of the Racer’s old school charm is exuded by the café-racer design theme of the motorcycle. But in addition to that, the real crown jewel here is the paint scheme. 

The white colour with BMW M themed stripes that extend from the fairing to the tail add to the already handsome looks of the R nineT Racer. The tried and tested ‘Boxer’ engine protrudes out of the bike which may seem radical at the moment but makes a lot of sense when one looks at the bike in flesh.

Keeping in line with the café-racer design language, the BMW R nineT Racer is stripped down to bare essentials. So much so that it does not even have a sub-frame for the pillion assembly. The pillion assembly is offered as a part of the optional accessories on offer. 

The minimalistic half-fairing extends from the headlight, just coming up to the muscular tank. The tank also has the BMW logo which earns a lot of attention even before one starts to figure out how good looking the bike is. Bits like the blacked-out alloys and forks, LED taillamp, a BMW logo inside the headlamp just portray the near-obsessive attention to detail.

The fit and finish are top-notch and worthy of the BMW tag. And the price tag as well.

The R nineT Racer features a ‘Boxer’ engine like quite a few other BMWs such as the R 1200 GS. Although the R nineT features an air-cooled unit instead of liquid cooling. The 1170cc, air-cooled, flat-twin on the R nineT also has 4 valves per cylinder, a central balancer shaft and electronic fuel injection. It produces 110 bhp of power at 7750 rpm and 116 Nm of torque at 6000 rpm. 

The engine, like a true boxer, delivers enough power to keep you excited and the refinement helps the rider maintain good speeds for longer durations as well. Not that one would prefer that (more on that later) but it is capable of doing so. The real magic is not the power because it isn’t going to rip a hole through time and space continuum like an S 1000 RR. The real magic is the power delivery and accessibility.

The R nineT offers a very linear power delivery with loads of torque available right from the lower rev-range. It isn’t a high revving engine which is apparent from the 8500 rpm redline. But it’s a relaxed engine powerful enough to keep boredom miles away from the rider. And the exhaust note of the typical ‘boxer’ is simply a delight. It can keep a lot of people engaged even if revved at a standstill.

The R nineT is a shaft-driven motorcycle and features a 6-speed gearbox which is a joy to go through. Typical BMW smoothness in the gearbox makes a joyous riding experience but then again, this isn’t a motorcycle that would require a lot of gear-changes. One can easily cruise around from anywhere in between 100 km/h and 160 km/h in the top gear leaving the bystanders awestruck as they see a beautiful blue-red blur pass them by.

This is the part where one begins to differentiate between what we discern by Racer and what BMW meant by a racer (read café-racer). Café-racers were meant to provide acceleration, speed, and stability mostly in a straight line. That’s what the R nineT Racer does. The 1491 mm wheelbase ensures optimum stability in a straight line but also robs it of the agility that we usually have in modern-day bikes. 

The 43 mm telescopic forks up-front and central spring strut at the rear take care of the suspension duties. Now the suspension setup is rather stiff. It is capable of taking care of the slight undulations but potholes and broken patches on the road are transmitted directly to the rider to a certain uncomfortable degree. 

The engine is the load-bearing unit in the R nineT Racer’s frame and the chassis seems quite steady while one looks to carve corners in style. But again turning a motorcycle that weighs 220 kgs (wet) and has such a long wheelbase certainly takes some doing. And after spending some time on the saddle, one realizes that maybe this motorcycle is not meant to do that in the first place. 

Not that it cannot do that, but it takes a lot of effort from the rider’s part and the rewards are beautiful photos and a whole lot of attention. The cast-wheels are shod with Metzeler Roadtec tyres which offer a good balance between dry and wet grip. I can attest to the capabilities of the tyres as I encountered heavy rain while coming back to Milan from the World Ducati Week 2018 and the tyres performed satisfactorily be it dry roads or wet roads. Even the twisties seemed tameable on the Roadtecs.

Coming to the ergonomics, the seating position is very Racer-y with low set handlebars, high set rearward footpegs and the rather low-seat. Saddle up on the R nineT Racer and even the taller riders feel like they are lying on the bike rather than sitting on it. This, despite looking uber cool, isn’t the most comfortable position to be in if you plan to ride for long distances. 

The seating position and the half fairing do help in reducing the windblast at higher speeds, but then again, long rides on the R nineT Racer will tire out riders with the strongest of cores quite quickly.

The tank bag from Rynox does its job well even on a rather difficult tank of the R nineT Racer. Big enough to accommodate essentials, resistant enough to keep them safe even in adverse weather… as you can see in the photo.

A motorcycle that costs upwards of INR 16 lakhs here in India and makes around 110 bhp of power with an 1170 cc twin engine might not make sense to a lot of people. And then the rather harsh ride and tiring seating position just add to the hiatus in the decision to buy this motorcycle.

But there are different motorcycles that serve different purposes. The ‘Racer’ tag does not mean that this bike is going to be setting lap-records on a track. It simply aims to portray the legendary superbikes from the 70s that graced the best of riders, from racers to actors.

This is a motorcycle on which you sit donning a classic leather jacket and boots with rugged denims. You put on that classic half-face helmet and go around the town to enjoy the boatload of attention that it is going to get you. 

This is a motorcycle which does not only look good, it makes the rider look so good that they might feel confident enough to ask Penelope Cruz or Ursula Andress out if they encounter them walking around. And that my friends, isn’t an exaggeration. Not to mention the pure old-school charm that the motorcycle possesses.

If you feel like you are someone like Steve Rogers or Bucky Barnes who does not belong to this time, or someone who would like to belong to those beautiful times, then this is the motorcycle for you. I, for one, would gladly go for the BMW R nineT Racer, ride around town in style and go find myself a Peggy.

The post BMW R nineT Racer: An artistic expression of ‘cafe-racing’ appeared first on xBhp.com.

The future is electric… and the statement is being repeatedly emphasized which err… doesn’t sit well with most automotive enthusiasts. The reason quoted by most of them is that electric vehicles will never be able to impart the same thrill as their ICE (Internal Combustion Engine) counterparts. And the above, according to them, is true for both motorcycles and cars. With the environment degraded to the point of no return and humanity desperate to salvage what’s left, we must come to terms with the fact that the future is electric indeed. But our question is that what kind of a future is it? With respect to automobiles, is it really as glum as stated by purists? We found out a part of the answer in Dubai during the xBhp PowerTour 2019 and it is, “No, it is not… not entirely at least.” The inspiration behind that answer; Tesla Model S (Performance or P100D)!

But then, it was just a part of the answer and it is not entirely correct, at least not yet. The biggest concerns of people when it comes to electric vehicles are; range, feel, performance, and the sound. The Tesla Model S took care of most of the things here and hence, our answer. Think about it… a car that can go around 500 km on a full charge, looks pretty darn good (arguable), and most importantly, goes from 0-100 km/h in 2.4s! This thing, this anomaly of the electric car world is debatably the fastest accelerating thing in the world! So, this car certainly takes care of the range, feels pretty darn good when you are inside and blows the goddamn roof off of the place with acceleration like that!

None of what we said above was apparent on the first glance like it may be in the case of say… a Ferrari. They look fast, they go fast. This thing looks vanilla and goes insanely fast! Why vanilla? This car is a sedan for god’s sake. 4-doors, lots of boot space, and then more storage space under the hood, no race-y lines, and it has respectable ground clearance too! It is not a bad looking car by a long shot. It is just that it is not a car that looks fast, much less as fast as it actually is. It looks much better than its previous generations… but still not as fast as it is!

From the front, the grille is missing. Oh, there it is… enough for a band of ants to march through and it houses the Tesla insignia. The headlights look sharp. The edgy DRLs accentuate the effect and so do the air-intake like things at the front. The hood has design lines so that the performance of the car makes a little more sense than it did in the previous iterations. The side profile, because of the roofline and the wheels looks really good. Things take a turn for… something at the back because the taillights could have been done better but the tiny spoiler does add to the overall road-presence of the car. Last but not least, it is big… like, really big. Overall, the design of the Tesla Model S is that of a fairly conventional sedan. Not a bad thing, really.

The inside of the car is a trip to the future… not a very luxurious one but hey, you get a peek at the future so do not be greedy. The dashboard is dominated by a massive 17-inch touchscreen that handles almost every aspect of the car. The designers must have thought that “Hey, people are over phones with buttons so they’ll be over car dashboards with buttons.” And to be honest, we are. The user interface is a breeze and it is easy to navigate through the menus and the plethora of functions that the screen takes care of. There are a few buttons too if you miss them too much. The touchscreen handles things like climate control, music, navigation, hands-free phone, headlights, sunroof, and much more. And again, a few things can still be controlled via buttons on the steering wheel or… with voice-command!

Moving on, there’s leather inside the cabin. There’s wood trim on the dash. There’s an Alcantara headliner. It is not outrageously opulent but it does the job well. The seats are nice and comfortable and the driving position is also decent but it was nothing that could prepare us for the onslaught that the Model S had in store for us. Anyway, the interior of the car boasts of a lot of space and we have already told you about the massive boot space and then more at the front, under the hood. All in all, it is a decent car on the inside, just like it is on the outside or maybe a little more than that.

A quick car calls for a quick shooter and the OnePlus 6T is just that, and more! The Qualcomm Snapdragon 845 (Octa-core, 10nm, up to 2.8 GHz) makes sure that the camera launches aren’t laggy and even burst shots are taken care of with ease. Beautiful sunset + Beautiful Car + OnePlus 6T equals beautiful photos.

So, the Tesla Model S is a decent car with a spacious cabin, respectable interiors,  a truckload of practicality, and tech-armed to the teeth. That takes care of most people but what about us, the performance fanatics who have abused our eyes staying peeled to the display while playing video games and driving really fast cars? To that Tesla Model S said, “Hold my beer!” Now, we have built up a lot on the performance aspect of the Model S but what is it really like? Let us tell you that it was nothing like anything we have experienced before and we are sure that if you ever get your hands on one (on the right variant), you’ll agree.

Start the engine or uhh motor, put it in Ludicrous Mode, floor the pedal and the Model S will turn your cynic self into an ardent believer. The acceleration, the sheer pull is out of this world. It is simply brutal. It is almost to the point of being too much for the human mind to comprehend. The front of your body is drained of all fluid for a second as it smacks your head into the comfy backrest. This is an all-wheel-drive car with two motors propelling the front and rear set of wheels. The total power output is over 750 bhp and the torque is just as insane at 931 Nm! Moments ago, a car that looked big and heavy utterly disintegrates all your perceptions and along with it, your belief in the fact that it weighs over 2 tons!

What sorcery went into arming this car with such performance is beyond comprehension. We did multiple runs and it surprised us every time. We even ran it against the BMW S1000RR, one of the fastest superbikes on this planet and guess what? The Models S was quicker to get to 100 km/h. A 2-ton all-electric car is quicker than the 207 kg, 200 bhp superbike… utter madness. But, all that performance comes at a cost. These runs in Ludicrous Mode impact the range and the battery life adversely. Moreover, because of the heat, you have let the motors cool down after each run. But, the performance is no mean feat nonetheless. And yeah, it can do 250+ km/h if you want to find out where all the madness ends.

The variant that we got is called the Model S Performance or Model S P100D. Tesla’s previous naming scheme and the sheer number of variants had a lot of people confused. So now, there are just 2; the one we got and Model S Long Range or Model S 100D. The latter is touted to have a range of over 600 km which is really, really commendable.

Driving Model S is a… quiet affair. It does not make any sound at all except for a muted whine from the motors. This could result in wind and tyre noise coming into the picture but the interior is well damped from those. The overall ride quality is pretty good too courtesy the height-adjustable air suspension. And because the battery-packs are heavy, Tesla has placed them at the bottom of the frame which not only frees up space in both the front and the back but lowers the centre-of-gravity as well which is apparent from the nimble handling that this car brings to the table despite the heft. It can deal with turns with relative ease and therefore, cements the dynamic nature of this car.

All said and done, the Tesla Model S left us baffled and confused. Electric vehicles get a lot of flak from purists and the Model S was not spared either. But the sprawling infrastructure to support an EV ecosystem and Tesla’s effort in establishing ‘Superchargers’ that can charge the battery from 0 to 100% in 75 minutes, is worthy of applause. This in addition to the crazy long-range has resulted in the Model S doing some really good numbers in the US and Europe. While we did miss the conventional sound of an ICE and the overall feel of those cars, this car leads us to believe that the future might not be as glum as it is being laid out to be… The simple reason for that is if cars like Tesla Model S P100D are going to forge the future, then its is gonna be a really, really quick one. And hey, would you rather miss the sound of an ICE-powered vehicle or the earth… Yeah, we thought so!

Out to have some fun in the super quick Tesla Model S and make electric vehicles look cool? Look cool yourself along with the car with this graphic tee and cool blue denim jeans from Rare Rabbit. And put on the jacket while you are at it so that the shrugs look meaner… and there will be many with the Tesla Model S.

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Travelling around the world has its own perks. And if you are an automotive enthusiast, the perks always come with a +1. The +1 here refers to vehicles. For us, at xBhp, it’s mostly motorcycles. We have ridden so many now that it’s almost scary to think that we may just run out of them. Then there are cars. Supercars, to be precise. We have ridden our fair share of those too. But every once in a while, one comes across something of a crossover between the two. A hybrid of sorts. We call these contraptions ‘Trikes’ and we came across a very very quirky one. The Rewaco GT and what better place to run around on something like this than the Italian Alps!

We encountered the Rewaco GT during our recent trip to Italy and while it was every bit as confusing to us as it is to you, the allure of it was such that we could not resist swinging a leg over it. And such was the amazement and excitement of piloting something like this, that we dashed straight to the beautiful Italian Alps. But before we talk more about the Rewaco GT. Let’s talk Rewaco.

Rewaco Trikes was founded in Germany in 1990 and has been in operation since. Initially, they worked with the classic Volkswagen and RevTech rear-mounted engines. But that was just a start. Since then, Rewaco has been working continuously to make their vehicles quicker, smoother and safer.

As of now, Rewaco has 3 models available in its stable; LS, ST, and GT. One of the best things about Rewaco Trikes is the customization options available at one’s disposal; sound system, heated seats, trailer tow package, back up assistance, and whatnot.

The RF1 (LS, ST, and GT are the variants) is powered by a turbocharged 1,499cc inline-4 engine. It makes 140 bhp of power and 210 Nm of torque. While numbers may not seem all that much, even more so because of the heft of the vehicle, it can accelerate from 0-100 km/h in 5.9s. That… is not slow by a long shot. Not for a vehicle like this. Top speed? 175 km/h. Doesn’t look like it now, does it…

On top of that, it features a 7-gear CVT transmission which also has a quirk up its sleeve. It comes coupled with a Power Shifter which allows the driver to select when the transmission shifts! And if even that is too much of a hassle, it can go fully-automatic too. While most of the things about the Rewaco shouts that it is ‘driven’, the hand throttle makes a bold statement in the favour of the Rewaco being ‘ridden’.

Now, talking about the chassis, Rewaco trikes are based on a standard tubular frame. The engine is mid-mounted. The rear wheels feature independent suspension. The front of the vehicle is purpose-built and features a springer-style suspension. A rather uncommon combination but to Rewaco’s credit, it works out pretty darn well!

First and foremost, the Rewaco is an inline-4… that too, turbocharged. So it is no surprise that it sounds great. But is it not? As soon as you thumb the starter, the Rewaco’s rumble leaves you wanting to wring the throttle just to hear it at full tilt. And if you do give in to temptation, the reward is sensational.

The rear of the Rewaco looks like a supercar and the sound just cements that tag… if you are still looking at the rear that is. Don’t believe us? We have got pictorial proof. It is Italy and the Italian alps are some of the best roads to ride or drive, in the world. No wonder we found two of the rarest supercars on the planet there; the Lamborghini Diablo and the Ferrari Enzo… divided by ‘fidgety-clutches’, united by the Alps.

Now, does the Rewaco GT go like a supercar? Not really but then it is not meant to. And for what its worth, the fun factor associated with the Rewaco comes pretty close to those of supercars… roadsters, to be precise. The power and the punch are there and the torque makes sure that you are not left wanting on open roads. But the three-wheels have their own limitations. 

Rewaco, being a trike, handles pretty good. Surprisingly good actually. The suspension system we mentioned above works wonders for it and the overall low stance also helps the matters. Now while the throttle gives you a feeling of ‘riding’, it does not lean into corners. It exerts Gs (and some fear should one be careless).

It is not hard to guess that the Rewaco needs space on the roads. Almost as much as cars. The overall width of 1,880mm is a testament to that. But the Rewaco GT is a grand tourer. And with 140 horses and 210 Newtons combined with a dry weight of 615 kg, it is a pretty good one.

We, as motorcyclists, love riding but more than anything, we cherish experiences. And while the Rewaco is somewhere in the middle of riding and driving, it hits the nail on the head on the experience front. It really is a stunning one… one we’ll jump onto again without thought the next time the opportunity presents itself.

Specifications of the Rewaco GT

Engine

Displacement: 1,499cc
Type: in-line-4 cylinder engine with turbocharger
Power: 140 bhp
Torque: 210 Nm
Transmission: 7-Gear automatic with Power-Shifter

Chassis

Front axle: Front forks with centre Bilstein gas shock absorbers
Rear-axle: Single wheel suspension with Bilstein gas shock absorbers
Braking system (front and rear): Disc brakes
Tyres (front/rear): 180/55 ZR 17 on aluminium rims / 255/45 ZR 17 on aluminium rims

Dimensions

Height: 1,060 mm
Length: 3,690 mm
Width: 1,880 mm
Weight: ~615 kg (dry)
Fuel capacity: 40 L

The post Rewaco GT: Italian Alps and Grand-Touring… with a quirk! appeared first on xBhp.com.

Ever since its introduction, TVS Apache series has always been considered to consist of a few of the best performance motorcycles in India. Recently, TVS launched two new ones; the 2020 TVS Apache RTR 160 4V and 200 4V. 

Both the motorcycles pack a few upgrades in addition to the BS-VI compliance which is ‘deemed’ notorious for stealing away some of the performance. So the question is, do the new Apaches still evoke the same emotions as before? Let’s find out. 

So, first off, let’s get this out of the way… the changes are limited to slight visual, some mechanical and a few technical revisions. And the overall impact of these revisions is limited to enhanced comfort and ease of riding. 

Visuals 

The most obvious change in both the motorcycles is the front fascia, the headlight to be precise. The unit is now LED and gets high-intensity position lamps. TVS also claims that the illumination is much better and has a warm-white colour to simulate daylight conditions. Tall claims that we’ll only be able to verify in a full-blown roadtest but we are quite sure that the claims are not very far off from the real thing. 

Apart from the headlight, the visual changes succumb to just graphics. The 2020 Apache RTR 160 4V gets a racing flag on the tank and on the tank shroud. The seat is dual-tone but TVS claimed that it was more comfortable too. The seat on the previous iteration was not so bad either. So, we cannot verify those claims without a few jaunts on it alongside the old one. 

The 2020 Apache RTR 200 4V also gets revised graphics with generous use of red streaks and carbon-fibre decals. The headlight also has the SmartXonnect sticker. 

Overall, both the 160 4V and the 200 4V have always been lookers and the new iteration adds a pinch of aggression to the tried and tested design. We are all for aggression but some people may feel that the headlights of the older ones were better. We think that the new ones look good but in the daytime, the so-called ‘fangs’ could have used some better plastic. Apart from that, both the motorcycles have been bestowed with high-quality fit and finish, a trademark of motorcycles from the stable of TVS. 

Performance 

Like we mentioned before, the changes on the mechanical front are minimal with the new iterations. The elephant in the room is BS-VI compliance. Purists have had their ‘issues’ with reduced performance (even if ever so slightly) and environmentalists have welcomed it citing the reduced emissions. We… are rather unfazed until it brings about significant real-world changes which deteriorate performance. 

In the case of the 2020 Apache RTR 160 4V and 200 4V, the changes on paper are minuscule and in the real world, almost non-existent. But for the sake of being thorough, let’s list them out.

The 2020 Apache RTR 160 4V makes 15.8 bhp of power at 8,250 rpm as compared to 16.56 bhp at 8,000 rpm of the previous model. The torque is also down from the 14.8 Nm at 6,500 rpm of the previous model to 14.12 Nm at 7,250 rpm on the current model. Please note the old model refers to the Fi variant of the previous/old model. 

In the real world, the performance feels no different when compared to the previous iteration as despite the slight reduction in power and torque. In fact, compared to the carbureted variant of the previous model, the 2020 Apache RTR 160 4V feels peppy because of the RT-Fi (Race Tuned Fuel Injection… ah well) and the throttle response is crisp. The refinement is stellar and there are very less to zero vibrations all throughout the rev-range. Overall, not a lot has changed in the performance department of the Apache RTR 160 4V and that’s actually a good thing. 

Coming to the 2020 Apache RTR 200 4V, the story remains the same. The slight change on paper amounts to intangible changes in real-world performance. 20.24 bhp at 8,500 rpm of the previous iteration (carb) to 20.25 at 8,500 rpm in the new one and 18.1 Nm at 7,000 rpm of the previous iteration to 16.8 Nm at 7,500 rpm in the new one. The 2020 variant has also gained 2 kgs when compared to the previous iteration (151 kg to 153 kg). 

On the move, the RT-Fi ensures precise throttle and enhanced responsiveness. As we rode both the 160 4V and 200 4V in succession, the 200 4V felt more entertaining because of the increased power albeit at the expense of slightly lower refinement. But then again, knowing the Apaches, this seems more like a characteristic of the motorcycle than a flaw. The RT Slipper Clutch makes rapid downshifts fun, without the risk of losing traction and prevents wheel hops. This is one thing that you love to not only use, but abuse if the opportunity to do so presents itself. 

Now, time to talk about the prominent features. First, the feather-touch-start-the-motorcycle-with-a-touch-ever-so-slight-that-it-borderlines-to-being-inappropriate. Our apologies… these terminologies take their toll. The bottom line is that both the motorcycles come alive at the slightest touch of the starter. 

More importantly, both the 2020 Apache 4V models feature a nifty tech that TVS has christened as GTT or Glide Through Technology. What it does is that you can release the clutch slowly, without needing to meddle with the throttle, and the bike starts to move… and it keeps going like that, much like cars. A handy technology especially if traffic is one of the woes of your daily-commute. 

To wrap this section up, the performance of both the motorcycles is one of the best in their respective classes and is enough to keep your engaged, both on the road and the racetrack. GTT is a commendable addition meant to enhance riding comfort. 

Ergonomics and Handling 

This is the part which remains the most ‘unchanged’ in both the motorcycles when compared to their previous iterations. Almost all the aspects, from the geometry to the rider’s triangle, remain the same. And therefore, both, the 2020 Apache RTR 160 4V and 200 4V, remain great handlers. 

The chassis, the sharp-ish rake, relatively short wheelbase and well-balanced suspension mean that both the Apaches salivate at the sight of corners. Mid-corner corrections are a breeze and the motorcycles remain composed even under hard braking. And thankfully, the tout handling package does not come at the expense of comfort. 

The 2020 Apache RTR 160 4V comes with SuperMoto ABS (read single-channel) and so, if you ever want to summon your inner Ruben Xaus, you certainly can. The disc on the rear wheel is optional and that determines the size of the rear tyre. The disc variant gets a 130-section tyre on the rear whereas the drum variant makes do with a 110-section one. 

Now, the 2020 Apache RTR 200 4V comes with a 130-section radial tyre (Eurogrip) on the rear. The difference that it has induced in the handling department makes itself apparent in the corners. When leaned over, the motorcycle has more pronounced stability throughout the corner. That also inspires the rider to get on the throttle even quicker than before at the exit. 

SmartXonnect 

And now it’s time for probably the hottest (not the newest though) feature which is exclusive to the 2020 Apache RTR 200 4V (the 160 4V doesn’t get it), the SmartXonnect system. And it is quite a comprehensive system too. As a result of this tech, the motorcycle gets turn-by-turn navigation, Call/SMS alert, low-fuel warning and navigation to the nearest fuel station, crash alert and probably the one thing that might interest a lot of people, race telemetry. 

One can use the app to connect their cellphone to the motorcycle’s console and make use of all the above features. It displays the top speed achieved (we got 123 km/h), quickest 0-60 time (we got 3.5s), the max g-force experienced (we forgot!), and the maximum lean angle achieved. 

Now, the last two are rather tricky as they are sourced from the sensors on the phone. While the g-force reading may be correct (with a slight room for error, of course), the lean angle depends on the phone’s orientation. If you keep it in your pockets, the readings can be incorrect and may even be outrageous! 

One of the screenshots shows it to be 88 degrees… Beat that Marc! We dare ya! We double-dare ya! But we digress… the only way to get even a remotely reliable reading of it is to mount your phone on the handlebar and keep it as upright as you can… 

Video

Verdict 

Verdict… what could be the possible verdict of the reviews of two motorcycles which do almost everything almost perfectly? The 2020 Apache RTR 160 4V has ample power, is very refined, the handling leaves not a lot to be desired and comfortable ergonomics (despite the slightly rear-set footpegs). 

The same goes for the 2020 Apache RTR 200 4V and SmartXonnect (and that sweet, sweet exhaust note) is the icing on the cake. And let us not forget the radial tyre (only on the 200 4V) and GTT (on both). So, the answer to the question that popped up, in the beginning, is YES! And an emphatic one at that! It still does everything that we expect an ‘Apache’ to do and then some. 

But… and it’s a man-sized one… the price. A hike of INR 10,000/- over the previous model seems like a steep hike for the 2020 Apache RTR 200 4V. The 2020 Apache RTR 160 4V is also around INR 3,000/- pricier than the Fi variant of the previous iteration. But if… and that’s a man-sized one… you have the money, both of these motorcycles are more than capable to justify their price tag. 

The 2020 TVS Apache RTR 200 4V series is available in two colours namely, Gloss Black and Pearl White; while the 2020 TVS Apache RTR 160 4V series is available in three colours namely, Racing Red, Metallic Blue and Knight Black.

Prices (Ex-showroom Delhi)

• TVS Apache RTR 200 4V – DC – INR 1,24,000/-
• TVS Apache RTR 160 4V (disc) – INR 1,03,000/-

• TVS Apache RTR 160 4V (drum) – INR 99,950/-

The post 2020 TVS Apache RTR 160 4V and 200 4V: Newer now, Menace-ing still! appeared first on xBhp.com.

What is the first thing that comes to one’s mind when they think about the word Flagship? Googlers will know that it’s the ship of a fleet which carries the commanding admiral. It also depicts the best product owned or produced by a particular organization. OnePlus 7 Pro is the flagship of OnePlus. Panigale is the flagship superbike of Ducati. And uhh… xBhp is the flagship lifestyle motorcycling magazine of India… Moving on to the more pressing matters, how about the flagship of a revered brand like Ferrari? The answer to that, had us engulfed in Dubai and showed us how it feels when a 1600+ kg supercar accelerates like a superbike. The answer is, Ferrari 812 Superfast.

Why 8, 1, and 2, and why Superfast? So, the 8, comes from the peak power which is 800cv (cheval vapeur) or roughly 789 bhp. The 12, is the number of cylinders in the engine. And lastly, Superfast because, well… 0-100 km/h in 2.9s, 0-200 in 7.9s, and a top speed of over 340 km/h. No complexities in the name there, just plain-old pride in the engineering marvel that the car is, and well deserved too. The reason is that Ferrari has had flagship V12s for a long time now and every new one is an improvement over the previous but isn’t there a limit to how much you can extract out of a naturally-aspirated V12? Not for Ferrari apparently.

The predecessor, Ferrari F12 Berlinetta (the whole model run including the TdF) was a heck of a car hailed by car enthusiasts the world over and it felt like that was it… Don’t you think 730 bhp, or 769 bhp in case of the F12 TdF, should be it? No, not for the folks at Maranello. Maybe it is because of the racing background (with Scuderia Ferrari) or just deep-rooted mercilessness towards the tyres and the tarmac. Whatever it is, they just do not seem to stop. In 2017, the 812 Superfast debuted as a successor to the F12 and they were still able to extract more power out of the V12, 20 more when compared to the F12 TdF! That’s outrageous!

You must be wondering, “Why such a hoopla around the V12?” and stuff along those lines. The first reason is related to sentiments. V12, which has powered so many iconic cars in the past and continues to do so even today, is a dying breed. Most of the manufacturers that swore by the possibilities to explore with the V12 have moved to turbos and superchargers with smaller engines like V8s. Without taking anything away from those cars, you cannot get what you get from a V12 from anything else.

When you are in Dubai and piloting the flagship Ferrari, you feel like you have arrived. Keep your Ferrari Panache going even when you are away from the car with this laid-back printed shirt from Rare Rabbit. After all, you cannot take your Ferrari inside the club now, can you?

Remember the best racing games that you have played and the best cars you have driven in them. We are sure that the Ferrari F50 made the cut. We are sure that the Ferrari 599 made the cut. We are sure that the Ferrari Enzo made the cut. And LaFerrari… What’s common in all of them? They are all V12s and they all rev to the moon. Why did they make the cut? Because of the clenched jaw and the sheer grin that is induced when you floor the pedal and give it full gas like there’s no tomorrow!

Now imagine how the people who actually drive these cars feel… You just cannot beat that kind of a rush. Ah… how we are going to miss this mill when it is phased out. We really wanted to shed some tears thinking of this while driving the 812 Superfast but uhh… we gave it gas and they dried right up! So yeah, we are one of the lucky ones who got to thrash around a V12 Ferrari. Thanks to the Ferrari folks in Dubai who handed us the keys to the 812 right after we returned the Portofino. We did ask if we could keep this one for good… Sad that they said no… politely.

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When the 812 was being brought out for us to drive, the first glance imbued a rather subdued, “Holy sh*t! This is gonna be a sh*tload of fun!” The exact terminologies used has been changed for quality assurance purposes. The long snout shouts Berlinetta-style grand-tourer. The lines, so many of them make it seem like it is cutting through the air even at a standstill. And that short tail… It almost borders to the point of being called a Sportback, or even a shooting-brake! But gladly, it is not. It is just excruciatingly beautiful and painfully out of reach… *soft sobs*

The design of this car is complex and most of it is because of the aerodynamic efficiency that the engineers wanted to achieve. Gone are the days when aerodynamics was meant for people who could not build engines. With almost the best being extracted out of the engines, how do you make cars faster? By reducing the retarding forces. In other words, reducing the drag caused by air.

There are so many lines and so many vents routing the air around the car making it more efficient in slipping through the air than ever. While the 812 Superfast is 0.2s faster in 0-100 km/h than the F12 Berlinetta, it shaves a cool 0.6s off of the 0-200 timing which would not have been possible with increment in power alone. With great speed comes the need for great stability and not just in a straight line. The 812 Superfast is equipped with active-aero. The front flaps, the rear diffuser and the spoiler (rear wing) move about thanks to the onboard computers calculating the need for downforce with respect to the speed among other complex factors.

Achieving that much aero-efficiency, without larger-than-life (literally) rear-wings and sawing off almost every part of the car which slows it down, is a commendable feat. The complexity of the design does not hamper the looks of the car and all the lines, routed properly, make for a beautiful flowing design.

Ferrari’s traditional 4-lamp taillight has made a comeback and gosh did we miss that… 430 Scuderia and Enzo lovers, this one is for you. 3 little LED couplets on the front and rings on the back serve as turn signals. Little things that make the kid inside you perform somersaults. Clean your hands properly and run them along those lines and contours of the Ferrari is an experience unforgettable. One can almost visualise the passionate engineers in Maranello working hard to bring joy to the owners of this beautiful car… and a lucky few like us.

While the instinct to jump in the car and gun it was overwhelming, we took out time to walk around the car and just… admire it and of course, to take a look at the engine. Pop the hood and there it is, sitting there in all its glory, the 6.5 L V12! Even when the engine is off, it isn’t hard to believe that this massive gem of an engine revs to, 8,900 rpm, runs a 13.6:1 compression ratio, puts out 789 bhp of at 8,500 rpm and 718 Nm of torque at 7,000 rpm, 85% of which is available from 3,500 rpm! Amazing what marvels are achievable when one puts their heart and soul into it!

Walk towards the rear and it has a real usable trunk… Grand-Tourer title justified! Opening the trunk reveals another leather cover of sorts which lets one in on a little secret. The trunk is very spacious and is decorated with the traditional Ferrari leather straps to tie your luggage in and a plaque that lists all the options and extras that are fitted in the particular example. And now, it’s time to get in. There’s something special with even the smallest things in these high-end cars. Even the door openers on the gates have a certain… tactile feel to them. Open the gates, get in the car, sit with your hands on the steering wheel, take a deep breath and inhale the sporty intent of the 812 Superfast. This is where the performance aspect gets ahead of the grand-touring aspect. Not that the car is lacking in creature comforts, but everything is just lean and stripped down. The interiors are plush, yet sporty. The bucket seats engulf you and have your back for what is about to ensue. But they are not electronically adjustable.

The control to all the action is right there on the steering wheel so that the driver is never distracted with mundane tasks like selecting a mode or changing the song. The best part though is a sort-of rev counter on the steering which works via the means of small-led lights that light up as you progress through the rev-range. On the left of the steering wheel, there’s a small display, controlled by a wheel below it, that shows you the vitals of the car such as the tyre-pressure, temperature, speed, selected gear, rpm, and even the g-forces. On the right, there’s another screen which shows you stuff like music, calls, navigation etc and is controlled by a wheel beside it.

Look further right and there’s a carbon-fibre bridge of sorts between the driver’s and the passenger’s seat. It has the reverse button, the Auto button and a button that says PS (Power Start, Ferrari speak for Launch Control). How do you put it in Drive? How do you put it in Park? Well, Ferrari has pedal-shifters (perhaps the best thing about a sportscar). To put it in Drive, you just pull on the upshift pedal once and voila! You are ready to go. To put it in Park, you pull on both the pedals simultaneously, switch the engine off and voila! The parking brake comes on and the car is now in park mode. Nifty eh?

Move further right and you realize that the passenger can also be a part of the action via the means of a little power button. Pressing that button brings up a touch-enabled screen on the passenger side which replicates all the information from the two screens on the driver’s side. It shows the selected mode, selected gear, speed, rpm and all sorts of stuff, in addition to the music!

All of that is well and good but the best part is yet to come… Driving the 812 Superfast. There are 3 modes; Wet, Sport, and Race. Engage Race mode from the steering wheel. Electronic Stability Control and Traction control are on by default and DO NOT switch those off unless you have breakfast at a racetrack. Push the starter and the mighty V12 settles into a mild but emphatic rumble. Blip the throttle and the peaky V12’s screams stir your soul and the little crackers that go off while letting your foot off the pedal, take you to heaven.

Once done with having static fun, put it in Drive, engage launch control, rev and let go and scream with the V12!! Let the needle kiss the redline, shift up, and repeat!! Even while we write this we have tears in our eyes from the freight-train-load of fun the experience was. The car makes you do all the above stuff with a clenched jaw and an impish grin… just like it was in the video games. Only this is more feral, more visceral, more furious, more fun, and more… real.

Man… the Ferrari 812 Superfast can really move, and it is not just in a straight line. The car handles like a dream which is no less than sorcery because a car with that much mass and engine at the front should not move like that. But then again, it is a Ferrari, isn’t it? While its performance is the best thing about it when you have a playing field, even in the humdrum city traffic, it does not feel out of place at all.

The engine isn’t jerky, the transmission is just as good in the boring city rides as it is in spirited runs and the suspension, well… it is stiff. But hey, what’s that button that has a doodle showing suspension? Press it and the suspension softens up… it even shows an 812 on bumpy roads on the screen! And just like that, a car which nearly pushed us through the seat and our eyes rolled backwards with our tongues out like a dog with its head out of a window of a moving car, blends in with the city traffic like its nothing. Someday, we’ll visit Maranello, and bow our heads in respect for the people who build stuff like this… un-effing-real.

It is an amazing car. It is an artistic example of automobile experience that remains fabled in the lives of most people. We do not know where the world is heading… Up, down, or sideways. We do not know how long V12s are going to survive. We do not know if the future has cars as insanely engaging and fun as this. But we do know one thing, at present, Ferrari is making cars like these and all the speculations about saturation and ‘What next for Ferrari’ can be thrown out of the window. With all our heart, we say, “In Ferrari, we trust.”

While the stock images captured on the OnePlus 6T turn our pretty good, if you are not a big fan of the post-processing done by the phone, you can click RAW images and edit them to your liking.

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