YES YAMAHA !!! time to hit with 250R !!!

 

  A 250cc motorcycle is every enthusiasts wet dream today, which quite a few automakers are trying to fulfill. However there is one motorcycle maker, who is yet to enter this space in India. But this could change soon as Yamaha is all set to unveil the YZF-R250 at the upcoming EICMA Motorcycle Show in Milan, which takes place between 15-18 November, 2012. This motorcycle has been codenamed ‘Project 1W’ and could shake up the entire quarter-litre segment, specially the Honda CBR250R and Kawasaki Ninja 250R.


The Yamaha R250 is expected to draw styling inspiration from the Yamaha R6. It will be showcased in concept form, with the production version arriving in early-2013 and sales starting later next year. The Yamaha R250 is touted to be a sub-$4000 (Rs. 2 lakhs) machine and ABS is going to be offered as an optional extra. Yamaha will locally produce the bike in India, in order to lower costs of this performance motorcycle.

Details about the specifications of the Yamaha R250 are still sketchy but we expect Yamaha to offer the motorcycle with a twin-cylinder engine. A power output of around 35 BHP will be enough to propel the R250 to 100 km/hr from standstill in less than 7 seconds. The Japanese automaker can share parts with the R15 to reduce costs further and a Rs. 2 lakh price in India can help the R250 to become an instant success. Competition in the performance bike segment is only heating up with Bajaj Auto planning to bring in the Pulsar 375, KTM Duke 390 and Kawasaki Ninja 300R next year.

2012 RAY unveiled ,ItZ YEIS YAMAHA again !!!

Yamaha have never had it this good. Since the R15 and FZ16 arrived in 2008, none of their products have really bombed. You could argue that they could have done more, but hindsight is always perfect, no?
Now they are taking the next step in their goal to become a bigger player in India and the obvious place to be is scooters. The automatic scooter segment has consistently outperformed motorcycles in sales growth in the recent years and one in four two-wheelers sold in India today, say Yamaha, is a scooter. That is set to rise to one in three by 2020. Translation is simple, if you need to be a big player in the Indian market, you have to do scooters and do them well. Which becomes more critical still when you realise that we are at the threshold of becoming the world’s largest two-wheeler market and that the volume segment - small motorcycles and scooters, like the Yamaha Ray, will form the chunk of those numbers.

So what is it? As you know, Yamaha showed a pink and black concept scooter at the Auto Expo and the production model looks more or less exactly the same save for the pink tint in the headlamp lens. It’s a smart, modern looking scooter that actually looks quite striking and handsome. I really like the sculpting of the body panels, especially the way the front apron wraps around your legs. In side profile it gives the front of the scooter a heft that makes the proportions looks muscular and the sweeping rear panel, which could otherwise have been lost among the other similar panels, looks more distinctive because of it. Like the Dio, Yamaha have given the scooter an apron-mounted headlamp that looks massive thanks to the use of clear lens indicators. They say it’s a smile but I thought angular lines made it look a bit more aggressive than that. This is matched at the rear by an equally large tail lamp which again makes the Ray look distinctive rather than over styled.




In fact, I liked the styling so much that I’m a bit mystified as to why the scooter has been billed as a ladies’ scooter. I’d happily use one as a long termer and in the more gender neutral colours like this bright blue, I think it looks unisex. The pink and purple scooters, too, only suggest feminine traits thanks to our associations with those colours rather than anything else.

Build quality is quite good and finish levels are only a notch short of excellent, I think Yamaha could have done better on both fronts but it sounded solid over the bumps on the course Yamaha had laid out for us in the parking lot of the hotel where the launch event took place.The scooter is all-new and borrows nothing, say Yamaha, from any of their international scooters. Under the plastic is a new chassis with uses a single tubular front member that splits into a cradle under the footboard. Yamaha say this is much stiffer than most of their own scooters from other markets for longevity and better riding feel.







In that frame mounts a new 113cc two-valve SOHC engine that produces 7.1PS at 7500rpm. Being an undersquare layout, the engine also produces 8.1Nm of torque, at a low 5000rpm. Fed by a BS carburettor the engine transmits power to the rear wheels through a new CVT transmission aimed at boosting economy without sacrificing the ability to accelerate with traffic and out of it. Yamaha say the scooter will hit 60kmph in about 12 seconds, return about 50kmpl in the rear world (SIAM marks its mileage at 62.1kmpl, which isn’t the highest in the segment, mind you).
So what is it like to ride? It is a quiet, refined engine and the transmission felt alert. Acceleration is good though I am going to have to put it up against the likes of the Swish and the Vespa to see where it fits in the current scooter firmament. Higher speeds are handled with the same refinement and progress is quite brisk. Yamaha say their target audience, urban female students between the ages of 16 to 24 often ferry pillions a fair bit and that the torque the scooter makes will take care of the two up riding cycle well.
Yamaha have not skimped on the chassis. The front suspension is telescopic forks and the rear is the usual unit swingarm. Telescopes instantly make the handling more accurate than trailing link setups and feel more natural under full hard braking because they do not have anti-dive built in. Tyres are MRF Zappers in the 90/100-10 size which means they are about as good as the segment gets right now. And the 130mm drums are quite good. Brake force is developed quickly and the bike stops very smartly indeed. In fact, buzzing around the tight circuit through low and high speed corners, the Ray felt effortless in direction changes and less top heavy than most scooters I’ve ridden recently, which is one more reason why the girly positioning mystifies me.
Now to the convenience features. The Yamaha has a neat instrument console that is simple and clear and under that is the choke lever, a fixed bag hook and two small cubbies. No fancy gizmos here. Plastic quality could have been better and the scooter felt a bit rough and ready on close inspection but it is possible these were first generation prototypes we were riding so I will withhold judgement until I see our test bike. The seat hides a fairly large storage area. Again no gizmos here, but the space is shallow but wide and with the scooped out seat pan will easily hold a half face helmet, or when you are on the scooter an A4 size folder full of - Yamaha say books since chances are you’ll be a student. The grab rail includes a small vertical projection that Yamaha bills a hipstopper. It is supposed to stop you from sliding off the back.


But Yamaha is going all out on this. Not only is the product supposed to be a girl’s scooter,Yamaha have actually set up an assembly line that is manned entirely by girls and every showroom is to have female representatives to help prospective Ray buyers. Further, Yamaha is also going to host riding training programs for girls.All told, this is an impressive scooter in design and feel. But not for a minute did I think of it as a ladies’ special. I got my feet down very easily and the low seat is a boon, but it still doesn’t make it feminine for me. If the ads work as they are supposed to, men wouldn’t be willing to buy the Yamaha which I think is a bit of a loss in my books. What also worries me is that the Yamaha arrives at a time when everyone already has their scooters in place in this segment. It remains to be seen whether Yamaha has done enough to ensure customers think of it as a must-consider product when they’re making their scooter buying decisions or not. Whatever happens, I’m pretty convinced we will see a lot of happy men riding the Ray, though perhaps not in the purple or pink colours.







Yamaha is continuing to push its volumes. In 2014 the Chennai plant will come online and the company wants to be a far, far bigger player in our market and scooters are critical to that ambition. And this scooter, says the company, is their first Ray of hope.

Mahindra Racing set to compete in the Italian Motorcycle championship constructors title

Mahindra Racing is all set to gun for the Constructors championship title in the Italian National Motorcycle Racing Championship (CIV). The team will be competing in the 125GP category for the final race to be held on October 14. Team Mahindra Racing has won five out of the seven races so far in the championship with two double podiums. The team is assured of the Constructors Champion title being currently on top of the table with a narrow five point lead over Aprilia.

ma reviving soul !!!

Someone asked me today what love

was, i replied, love is the feeling you

get when you hear a bike engine roar to

life, the chill you get when you touch a

bike and sense the connection between

you two, the jealousy you feel when

you see someone else riding your

favorite bike, the peace you get when

its just you and the bike somewhere

alone, the happiness you get when you

ride your bike on a sunday evening

away from all the worries of life, that is

love...

                                                                              - Raaja Dheeben R

FIAT GRANDE PUNTO 90 hp vs MARUTI SUZUKI SWIFT !!!

Fiat Grande Punto 90 HP vs Maruti Suzuki Swift

 


The Maruti Suzuki Swift is the most successful premium hatchback in India. It has constantly outsold its competitors month after month. The Swift is so popular that it also commands a good waiting period in India. The Swift is the second highest selling car in the country but does that make it the best driver’s car? Not quite, as that honor is taken by the Fiat Grande Punto. We put the Punto 90 HP Sport head on with the Swift to find out how it stacks up.

Styling - Both the Maruti Suzuki Swift and the Fiat Grande Punto look very good, but it is the Punto which is the more stunning of the two. The Fiat’s design is extremely eye catchy and the Punto looks the part. While the Swift was recently given a comprehensive update (in the form of the next generation Swift), the vehicle’s design doesn’t stand out. The Punto sold in India has the same design as the Punto which was launched globally in 2005. It still manages to look attractive and draw attention. The Punto Sport’s extra detailing only adds to its stunning design.

   


Interiors – Step inside these cars and you will be greeted by very different interiors. The Swift’s interiors boast of slightly better quality and the dashboard is well laid out. In the Punto, the dashboard design is again very good and choosing between both these cars’ interiors is difficult. At the end it all boils down to personal preference. The Punto does boast of more features including Blue & Me, follow me home head lamps, intelligent wipers, folding key and a high tech multi-information display. The Fiat feels more solid too. The Swift’s boot is not as spacious as the Punto and the high loading bay hampers ease of luggage retrieval.

The Punto has far better dynamics than the Swift, period.
Ride, Handling and Braking – The handling of the Fiat Grande Punto is very sharp and never does the vehicle twitch or feel nervy. The Swift is not able to hold its own against the Punto and the fantastic steering of the Punto just puts the Swift’s steering to shame. The Punto also runs on wider 195 section rubber, against the 185 section on the Swift. The ride of the Punto felt a bit jerky on very bad roads but there was no thud inside the cabin. The Swift boasts of improved ride quality which is way better than its predecessor. High speed stability in the Punto is easily the best in the segment. So are the brakes, which are again better than the Swift. The Swift has a better gearbox though, which is very smooth, unlike the Punto’s which gets a bit clunky at times.

Performance – Both these cars use the same 1.3-litre Multijet diesel engine. However the Punto 90 HP uses a variable geometry turbocharger to produce 90 BHP of peak power at 4000 RPM and 209 Nm of peak torque at 2000 RPM. The Swift diesel produces 74 BHP of peak power at 4000 RPM and 190 Nm of peak torque at 2000 RPM. Both cars feel quick but the Punto sounds more sporty. The Swift has lost its charm, it no longer gives you the kick in the pants feel of the old Swift diesel. The power and torque difference does not show much between both the cars as the Punto is slightly heavier. The first gear of the Punto lacks enthusiasm but the car pulls beautiful in all other gears. The Swift’s power delivery is now linear and performance of both the cars is not much different. However the Punto does feel more fun on the highways, pulling very strongly in fourth and fifth gears. Swift vs Punto Pricing - Fiat has priced the Punto 90 HP at Rs. 8.74 lakhs while Maruti Suzuki has priced the Swift ZDi at Rs. 8.12 lakhs. The regular Punto Emotion 1.3 is priced at Rs. 7.93 lakhs (all prices on-road, Mumbai). The Punto does offer you more so the prices of the Fiat seem to be justified. More so you can drive out with a new Punto in no time, while you will have to wait close to six months to drive out in a diesel Swift.



Conclusion – Both these cars are closely matched. In terms of performance, both cars are very similar, but the Punto blows away the Swift in terms of driving dynamics. The Swift gets back with a 1 km/l better mileage, better service and cheaper cost. However the desirability of the Fiat is much higher and the Punto has a soul, something which the Swift lacks. With Fiat already working on their own dealership network, the Punto is a difficult car to ignore. Clearly the Punto is a better car and the one which will put a smile on the face of the driver, each and every time.

How to increase the PERFORMANCE of your motorcycle

As we know Indian market is fast growing market in two wheeler segment due to large amount of interest in biking and so demand due to lack of imported motorcycles. So generally people tends to change the machine from stock to high performance for either street racing, circuit racing, drag racing or for dirt purpose. Earlier some of the high performance material was not available in India due to lack of knowledge about material or because of importing it to India.


                                                                                  

Nowadays in India there are some high performance spares available by some of the direct distributor or importers, for example K&N filters, Piper Cross, MSD Ignitions, NGK, DYNOJET, Microns, TwoBrothers etc. The material is extremely high performance but just by putting few spares you can’t increase the performance due to lack of information. The performance is depending on channels or the way you put those spares in-line. In simple language it’s a kind of computer flow chart.


In the market some people just trying to do business for money. Anyways lets talk about the high performance for Indian motorcycle. Lets start from Filter, In the market you get K&N or Pipercross, LM filters or BMC filters or whatever. When rider or mechanic installs those High Free Flow Filters they generally forget or don’t change some or the other things just to avoid complications.


High Free Flow Filters means Air without any obstruction or rather than increase in Air quantity. Stock Motorcycle comes with some particular ratio of Air and Fuel. For example if the stock has got 5:1 ratio that means 5% is air and 1% is fuel. Now consider Air with Free flow filter is 10%, people always forget to increase the fuel ratio, that means fuel should be 2%. So when you are putting High Free Flow filters don’t forget to increase the ratio of Fuel by Re-Jetting.


High or low number jets are available in the market or you can get it from some local manufacturer with accurate required numbers. Dellorto/Spaco has got jets but not suitable for Mikuni or Keihin because of thread size. In Two wheeler all Indian bikes are coming with Mikuni or Keihin carbs. So make sure about thread sizes. so after Re-Jetting next step is burning all the fuel, that means change in spark plug (NGK-Ir), change in spark plug cable (MSD Ignition Cables), High performance Ignition coil for better and high voltage for burning the fuel.


Next step after plug and it’s cable the main and priority change in Exhaust canister, which people always forget or ignore or avoid to use High Performance Free Flow exhaust canister. The reason behind Free flow high performance canister is, when the intake is increased by some amount the exhaust should also go in that ratio which stock silencers can’t do. For that reason it’s priority to change the canister from stock to high performance (TwoBrothers, Microns, etc). In all mods the channel of modifications should be in route for good performance. So this is the main flow chart for modifications in Indian Motorcycles without tinkering much and very much easy because of external changes. For ECU controlled or EFI system and Carburetor motorcycles some of the modifications are common, But EFI needs some different modification due to it’s ECU, which we need to remap for high performance. 

Don’t forget to work on Lubrication for better performance. In the market you might get some high performance lubes like synthetic, semi synthetic oils. Oil is the main factor in the engine for performance, wrong oil grade can decrease the performance rapidly and might damage the motor or moving parts.

Please note: Some of the imported oils are not suitable for Indian Motorcycles, they are very good for Higher CC engines. The major lag of power starts from clutch, so wrong oil can start slippage in clutch. So make sure before you buy and pour in the motor. Now lets move on to Internal changes which I call COREPOWER.

                       The first change should be clutch springs, the main engine power transmission is through clutch so bad clutch springs or low tension springs kills the BHP, so use proper tension or some high tension clutch springs which should high tension than stock springs. The second step is nitriding of intake and exhaust valves and so the cam, which will reduce the wear and tear. Somehow if you are able to get titanium connecting rod, Valves then nothing like it, but sadly for Indian motorcycle it is still not available.

Anyway, so the next step in internal change which is Big Bore Cylinder. Change to higher size piston for big bore cylinder. After that next change should be Hard Chrome Plating on cylinder bore, which helps the piston for fast motion. The next step is increase in intake bore for better intake. After those changes you will definitely get high performance from your Indian Motorcycle.


Ride Safely And Enjoy Life

Regards,
R Raaja Dheeben

The highly anticipated sports car JAGUAR F's image leaked !!!

The first official image of the highly anticipated Jaguar F-Type sportscar has been released by the British firm, following a leaked version that found it’s way spied by the photographer Chris Doane.From what we can see in the photo, the Jaguar F-Type remains faithful to the Jaguar C-X16 concept in many areas, for example, the twin air intakes on either side of the grille. Other touches include the front splitter and bonnet vents coated in a high-gloss black finish, while a chrome vent behind the front wheel arch adds contrast. Barring any further leaks or images being released, we’ll have to wait for the F-Type’s world premiere in Paris to find out what the rear and interior look like.

Beneath the long bonnet is expected to lie a choice between V6 or V8 engines. Likely to be known as simply the F-Type, a 3.0-litre supercharged V6 engine will produce 250 kW and 450 Nm of torque. The same engine will also be available with a high-power output of 279 kW and 460 Nm, which is likely to be known as the F-Type S. The supercharged 5.0-litre V8 engine will be the reserve of the F-Type R and will offer the same 375 kW and 600 Nm of torque as is currently found in jaguar’s R models. 

 


The possibility of a F-Type R-S cannot be ruled out. An F-Type R-S could step on the toes of the bigger XKR-S, but if it were to enter production, the same 405 kW and 680 Nm of torque from the supercharged V8 would be expected. Likewise, other expected performance enhancements would be a reprogrammed ‘Active Differential’ and DSC, Jaguar High-Performance Braking System, as well as a re-engineered suspension with changes to spring and damper rates at both ends.

Expect full details and images to emerge in the coming weeks.

BLOOD HOUND supersonic car ready to hit-- 1,609 km/h

BLOODHOUND SSC
Bloodhound SSC is a SUPERSONIC car created by the international education initiative Bloodhound Project to attempt a 1,000 mph world land speed record. The team aim to break the land speed record with the pencil-shaped car, powered by a JET ENGINE and a ROCKET designed to reach 1,000 miles per hour (1,609 km/h) together with a Cosworth CA2010 FORMULA1 V8 PETROL ENGINE auxiliary power unit. It is being developed and built with the intention of breaking the land speed record by 33%, the largest ever margin.
If £15 million of sponsorship funding is obtained the construction should be complete by the end of 2012 and the record attempts should take place in 2013 and 2014.

ENGINE(S):
A prototype Eurojet EJ200 JET ENGINE developed for the Eurofighter and bound for a museum, was donated to the project. This will take the car to 300 mph (480 km/h), after which a bespoke HYBRID ROCKET designed by Daniel Jubb , 27, (from Manchester, who built his first rocket at the age of 5), will boost the car up to 1,000 mph (1,600 km/h).
A third engine, a 750 hp (560 kW) 2.4 Litre Cosworth CA2010 Formula 1 V8 petrol engine, is used as an auxiliary power unit and to drive the oxidiser pump for the rocket.
The jet engine will provide nine tonnes of thrust and the rocket will add another 12.






The supersonic car will have roughly the same power as 180 F1 cars.

HONDA to EXPLORE with their deisel cars in upcoming year,official report.

 In 2010 Takanobu Ito san disclosed that Honda’s direction for the next ten years was to “provide good products to our customers with speed, affordability and low CO2 emissions.” The company has been striving towards that aim ever since, braving an unstable yen and natural calamities in Japan and Thailand. Honda sold a total of 23.9 million products in FY 2012, a figure they’d like to stretch to 39 million by FY 2017. Honda expects a major contribution of that to come from its motorcycle business, more than 25 million units to be precise.


Honda plans to introduce a new series of large sized two wheelers aimed at daily commuting and weekend touring. The production of the first model in the series will begin in 2013 at their Kumamoto Factory. More exciting is the news that they have begun development of a new super sports bike that borrows technology from the MotoGP machines.





Big news in the four wheeler segment is that the Honda Brio will soon be joined by a sedan and utility-type model based on the same platform. Ito san also gave us some much awaited news-India will finally get an all new diesel engine in FY2014. Honda will also have an all new Fit (Jazz, as we know it) series ready by 2013. More relevant to India will be the roll out of new City and SUV models based on the Fit platform about two years after the initial launch. The company will further improve production efficiency by dedicating new plants to the production of small cars. These include the Yorri plant in Japan’s Saitama prefecture that will be operational by 2013 and another at Mexico that will begin production in 2014. The existing Sayama plant will establish an efficient new production program that enables assembly of upto ten different models on the same line. Honda is clearly focused on small cars and is working on a new series of six mini vehicles for Japan, starting with the 2013 N-One model.


Addressing the need for lower CO2 emissions Honda is expanding their EV range with improved motor output and newly developed transmission. They also aim at achieving the no. 1 spot in fuel efficiency among all hybrid vehicles by improving the efficiency of regenerative energy recovery. Honda haven’t given up on their sports cars either and in addition to the all new NSX, the company is also developing a new open top sports car that will go on sale by 2014. The new Civic Type-R aims at being the fastest front wheel drive production car around the Nurburgring when it gets launched in 2015.


That’s just an overview of Honda’s big plans for the future. Expect to see a lot of very interesting stuff from the Japanese giant very soon!

Unveiled – 2013 Ducati Multistrada

Ducati has unveiled its 2013 Multistrada range models featuring the second generation Testastretta 11° engine, the semi-active Ducati Skyhook Suspension (DSS) for S versions and latest ABS system. The Multistrada 1200 gets the associated Riding Mode technologies of Ride-by-Wire (R-b-W) and Ducati Traction Control (DTC) in addition to ABS, while theMultistrada 1200 S Touring is now equipped with DSS, R-b-W, DTC and ABS with additional side luggage, heated grips and centre stand. A new Multistrada 1200 S Granturismo is now the flagship model with increased side luggage capacity, top case, additional LED illumination, enhanced wind protection and long-distance tyres, while the latest Multistrada 1200 S Pikes Peak celebrates the sporting side of the model’s character with an imititation of the famous 2012 mountain race bike in its race-winning livery.

The 2013 Multistrada 1200 range will be available for sale from January 2013
.

K&N airfilter for your motorcycle !!!

The name K&N Filters has long been standing for one of the best air filters for automobiles known to man. It’s made of high quality; it improves performance while at the same time increases engine efficiency. How does it work? Read on as we find out.





How It Works:

Factory fitted air-filters are designed in a way that filters maximum possible dirt particles from the air before in enters the engine, the main drawback here is the factory fitted air filters restrict air flow to the engine because of its high filtration capacity and thickness. Here is where the K&N fills the gap, It provides the ideal balance of filtration and air flow, the end result being better engine performance and efficiency, one might wonder if this increase in air flow would sacrifice air filtration. It doesn’t. The secret of the K&N filter is in its material, if you have seen one, you would know that it’s made of something different.


We managed to contact Cynthia Wert, who is the International Account Manager for K&N Engineering Inc, this is what she had to say on the filtration capabilities of the K&N air filter.


“The filter is meant to separate dirt and dust particles, and not air molecules, which get suspended in the air, range in size from 5-120 microns (some larger, some smaller), which would cause premature wear, damage, or catastrophic failure to an internal combustion engine, if ingested. The largest of the molecules we are discussing are Carbon Dioxide (CO2) and Water (H2O). A CO2 molecule has an average width of 3.42 Angstrom, and an H2O molecule has an average width of 2.11 Angstrom. A CO2 particle measuring 3.42 Angstrom across is equivalent to 0.000342 microns, and an H2O particle would be 0.000211 microns. For comparison, ISO Test Dust, which we use to test our air filters, is made up of a distribution of different size particles, of which the smallest are 1-5 microns. Nitrogen molecules in the atmosphere are diatomic (N2) and have an average width of 2.20 Angstrom, or 0.000220 microns.”


In short K&N filters would do a better job in filtration that the factory fitted one, eliminating the drawbacks of the same. If you’re planning to purchase a K&N, be sure to go with an authentic one, here is how you verify the authenticity as mentioned by by George Hsieh from the K&N Tech Support: Every K&N air filter has 1 or 2, 6 digit mould number on the rubber base or top of the air filter. This will tell you whether the filter is authentic.




Owning a K&N; Care and Maintenance:

Cleaning a K&N is very simple. For cleaning there are no kilometer intervals. But in general, the company recommends cleaning the filters every 40,000 kms, cleaning is also advised based on visual inspection. Every K&N has a cotton mesh as well as wire mesh. As per company recommendation, if the wire mesh is not visible then is the time for cleaning. The company also provides special cleaning kit which includes a cleaning solution (solvent) and an oil. Any other oil is not recommended for K&N and the same goes for cleaning liquids or agents.


Here is the procedure of cleaning the filter.
Step 1. Remove the filter from carburettor or air box.
Step 2. Spray the given solution on filter surface from inner side and outer side.
Step 3. Keep the filter untouched till maximum 10 minutes.
Step 4. Wash the filter in plain water without pressure. (Small quantity of Liquid Soap is permissible for washing, then apply plain regular water to clean and remove the soapy water)
Step 5. If there is any dirt remaining on the filter body then repeat the step 2.
Step 6. After washing the filter in the water keep the filter for drying. Natural drying is advisable for K&N filters to avoid the damages. (Do not use compressed air, that will damage the cotton mesh)
Step 7. Before applying oil, make sure the filter is completely dry. After drying the filter, apply the given K&N oil on outer surface. Do not use the oil from inner side.
Step 8. Refit the filter.


Ready to use. Enjoy the Performance.





- R.Raaja Dheeben B.E.

Comparo: Bajaj Pulsar 200NS vs KTM 200 Duke

PULSAR or DUKE ?





It doesn’t make sense. Why would anyone consider two products separated by a 33 per cent price difference and a significantly smaller gap in specification and ability competitors at all? But the similarity in displacement, peak power, torque, the engine bottom-end and so forth have often brought us back to the same question. Should you happily pick up the new Pulsar 200NS or is the Duke 200 really so much better that you should be spending Rs 35,000 more on it? We spent a few days on the bikes, in traffic, out on the highway as well as with full performance testing to find out.

STYLING, DESIGN & FINISH
I believe Bajaj wanted to differentiate the two motorcycles visually as much as possible within the confines of the fact that both are naked bikes. Gerald Kiska’s design language is unmistakable and the Duke 200 is very obviously a KTM. And in that respect, the Pulsar is dramatically different. Where the KTM is fat-free, hard-edged in design, the Bajaj is all muscle and bulk, visually. Where the Duke is minimalistic in its use of clearly defined lines and planes, the Pulsar is full of definition lines which it uses to create that distinctive design. Apart from the actual shape of the engine cases, to be honest, you’d be hard pressed to make a connection between the two.


Finish and build levels are excellent on both and both also extensively use plastics to form the outer body panels - call them styling panels if you like. The KTM has all the cool bits. From the radial calliper mounts on the front axle to the upside down forks, the white monoshock and so forth, the KTM looks international, up-to-the-minute and very appealing as a result. I know from our Facebook page and our Twitter feed that there are those among you who do not like that hardness in the design but it’s honest to its Austrian roots and I personally love that sense of visual lightness. I used to be a fan of engines, for instance, that completely filled up the engine compartment and the KTM engine doesn’t. And that just makes it look in consonance with the design - though it does bring attention to the messy wiring that lies in all that air.


The Pulsar is being received rather well. Like I said in the test, I’m not blown away, but I do appreciate how striking the motorcycle looks and if you mistake the Pulsar 200NS for any other motorcycle in the Indian market, you need to get your eyes examined. The specific area where I think the Pulsar qualitatively lags behind the KTM is in the rear where the KTM scores with its minmalistic LED tail lamp and a nearly non-existent rear-end design. See a KTM from behind, it looks like it’s all tyre and tail light. The Pulsar has a new tail piece but the LED tail lamps look too much like the old one while their new alignment reminds you strongly of a smaller, older Pulsar which isn’t, in my books, a good thing.

All told, I prefer the KTM but it may not be the winner for everyone. The Pulsar is a strong design that has many, many plus points. To score it, I’d call it even since the quality, finish - the more objective parameters - are nearly on par.

ENGINES, PERFORMANCE & ECONOMY
This is a critical part of the test because we know there’s a bit of component sharing going on. The gearing for instance, is exactly the same with a minor change in the primary ratio and a more significant difference in the final drive ratio making the Pulsar a calmer, longer legged motorcycle.


But all this doesn’t occur to you when you start them up. The Pulsar’s liquid-cooled four-valve SOHC triple-spark single cylinder 199.5cc engine - to its credit - sounds like any Pulsar engine has so far. The KTM is loud, aggressive sounding and rorty. Both engines rev quickly and easily but the KTM seems to rev a bit quicker. The KTM also makes 25PS and 19.2Nm, 1.5PS and 1.1Nm more than the Pulsar, though at the same 9500 and 8000rpm respectively.


On the move, they are far more different than you expect. As you know, the fuel-injected KTM is a blur of gearchanges when you are hurrying along. The liquid-cooled four valve DOHC single charges through the revband like it’s hair is on fire and in full performance testing, extracting good acceleration times from the KTM is more about timing your shifts than your throttle work in the lower gears.

The carburetted Pulsar feels milder, more civil but not slow. At low to mid revs, the engine is quiet, almost completely vibration- and noise-free. You dwell longer in each gear even in full-bore acceleration though you do notice a harsh, mechanical engine note as you close in on the red line. But it does fit the role of the motorcycle as a grown-up sporty supercommuter (it’s largest use cycle in India) and as a fast highway cruiser, which no doubt some of you will turn it in to.


The testing days were soaked with Cherapunjee-style rainfall so I decided to test both to ensure that the numbers were directly comparable - our previous KTM test data was logged in the dry. And the Pulsar did a credible job, blurring by 60kmph in 4.33s, 100kmph in 11.67s and flashed past the quarter mile mark in 18.14s going 112.83kmph. This means the P200NS is quicker than the P220F, for example, by quite a margin - it manages to post better numbers in the wet than the P220 manages in the dry!


The KTM, though, smokes it. It’s over half a second quicker to 60kmph, 1.8s quicker to 100kmph, a second quicker at the quarter mile... The Pulsar doesn’t show it a wheel shortly after the clutches are released. The claimed figures from the manufacturer show less difference and I’m itching to get both the bikes to test in the dry.


We abandoned the top speed runs because the rains simply wouldn’t permit us to go any faster in the conditions. For what it’s worth, given space and time, the Pulsar claims to hit 136kmph, and the KTM claims 135.


Part of this difference, of course, is the weight. The Pulsar uses steel for some bits where the KTM uses aluminium and these minor differences add up to a not insignificant 9kg difference in the favour of the Duke 200.



But that calmer nature does give the Pulsar the advantage in the economy department - it steadily returns 2-3kmpl more than the KTM with the overall test figure coming to 32.28kmpl for the P200NS to the KTM’s 29.75kmpl.




But let me be perfectly honest. In the engine department, I don’t think you should be making a decision based on the performance numbers. Instead, pick the motorcycle that suits your temperament. The Pulsar is calm and civil but has a great turn of speed when you’re up for it. The KTM is urgent, frantic and likes to be thrashed. It is deliciously wicked when you light the wick. It’s that difference that should sway you and trust me that latter isn’t everyone’s cup of tea on a daily basis. I’ll have a cuppa whenever I can but that’s just me.

RIDE, HANDLING & BRAKING


If you want to have a comfortable motorcycle that won’t wallow but still absorb bad roads, you can stop reading now, head to the nearest Bajaj showroom, put the money down and be done with it. The ride quality is the sharpest difference between the two.


The Pulsar is a realistic motorcycle. The gas-charged rear monoshock and the front telescopic fork have been tuned to handle smartly but remain supple enough to absorb Indian roads. A relatively softer seat helps matters immensely. In comparison the KTM is like riding a rock. The seat can feel like a plank when ridden back to back and though the stiffness does wonders in the corners, the KTM gets very cross with bad roads. You feel the wheels struggling to follow the contours of really bad roads - which is fun if you’re standing up and riding it dirt-bike style - but not quite as hilarious if you’re sitting in the saddle doing the work of the shock absorber.


That said, the KTM is a killer motorcycle to go apex-hunting. Something it demonstrated marvelously at the racetrack where it disarmed the Yamaha R15 and the Honda CBR250R without a second thought. It flicks light and quick into corners, the feedback from the stiff upside-down forks is amazing and corners are despatched with a sense of fun that suggests that the KTM is laughing its head off - it loves this stuff.


The Pulsar is no pushover though. The leap forward in the chassis over the older Pulsars is significant. The steel twin spar frame and the steel swingarm work really well and despite the feeling of bulk from the overall form of the motorcycle, it’s effortless to corner. But just like with the engine, it doesn’t want to go all headbangy on you. It will corner happily but it’d rather smile than guffaw like the KTM. The Eurogrip tubeless tyres - which are slightly skinnier than the KTM’s MRF radials - just don’t have the softness needed to allow the full power of the chassis to be harnessed. Like I said at the first ride, Bajaj were clear that the largest chunk of customers would rather have it this way. And the true enthusiasts will simply switch to better rubber.




On the brakes, the KTM offers more bite, power and feel but is also sharper in nature. Experienced riders will love this but newer riders will probably gravitate more towards the friendlier but still powerful brakes on the P200NS. The extra grip from the KTM’s tyres, obviously, gives it the edge and while we couldn’t actually test braking performance, whenever we needed to brake hard in the slippery, wet conditions, the KTM stopped far more confidently.

VERDICT
The KTM Duke 200 is billed as a premium motorcycle. It has more features from the ones in its all-digital instruments to various chassis and engine aggregates. It has the more powerful motor, lighter weight plus crucial bits like sticky radial tyres and that hard-to-clean aluminium swingarm which make their presence felt. It’s a marvelously quick motorcycle and brilliant around corners. But one that doesn’t like to go slow - though if you do you might discover a motorcycle that is quite happy to trundle along at low speeds in high gears thanks to its shorter overall gearing - and absolutely hates bad roads.


But it costs Rs 35,000 more than the P200NS. The P200NS is the best Pulsar Bajaj have made yet. It comes close to the KTM in performance and has better economy. What really works for it is the calmer nature and the vastly better comfort levels that mean in everyday use the P200NS will make more people happier than the KTM will. So who wins?

I think someone absolutely nailed it on the head on our Facebook page - the KTM has my heart but it’s the Pulsar 200NS that makes sense. And that in sum is my assessment. The KTM is the better motorcycle here, but the Pulsar does enough to prove that it is the better deal of the two.




So the question really is who are you as a motorcyclist. Do you think with your heart or with your brain?

YAMAHA RX 135 SPECIFICATION

                                                                   YAMAHA RX 135

The Yamaha RX-135 (also popularly known under the name RX-King or RX-K or simply RX in Southeast Asia, especially India & Indonesia) is a motorcycle with a two-stroke engine produced by Yamaha since the 1980's

The RX-135 was released around the end of the 1990s and in select India cities, you could get a factory-shipped RX-135 until August 2005. There were two versions of this bike sold in India - the four-speed and the five-speed.
RX-135 also had been initially introduced as RXG with similar engine capacity but with numerous changes with bottom-end gearing (primary ratio), sprockets and cylinder design, exhausts, and looks.

Manufacturer	India Yamaha Motor, Yamaha Kencana Motor (Indonesia)
Parent company	Yamaha Motor Company
Predecessor	RX 100
Successor	RX-Z
Class	Standard
Engine	2 stroke
Transmission	4- or 5-speed manual
Suspension	Telescopic fork (front), swing arm, (rear)
Brakes	Drum (front and rear)
Tires	18"
Wheelbase	1,240 mm
Dimensions	L 1,960 mm W 741 mm H 145 mm
Fuel capacity	10.5 Litre
Oil capacity	1.25 litre

YAMAHA RX 135 wheelie !!!

• In vehicle acrobatics, a wheelie is a vehicle maneuver in which the front wheel or wheels come off the ground due to extreme torque being applied to the rear wheel or wheels. Wheelies are usually associated with bicycles and motorcycles, but can be done with other vehicles such as cars, especially in drag racing and tractor pulling. Performing such a maneuver is informally referred to as "popping a wheelie."

History


Wheelies appear in popular culture as early as 1943, as U.S Army motorized cavalry are pictured in Life magazine performing high speed wheelies. Daredevil Evel Knievel performed motorcycle acrobatics including wheelies in his shows. Doug "The Wheelie King" Domokos has accomplished such feats as a 145-mile (233 km) wheelie.
Types of wheelie


Types of wheelies include:
Clutch wheelies are performed by disengaging the clutch and opening the throttle to let the engine race and then engaging the clutch abruptly.


Power wheelies are performed by simply opening the throttle. If the engine has sufficient power, it will be able to lift the front wheel.