INDIA’S NO. 1 TWO WHEELER MAGAZINE, BY FAR!

VOLUME 18

ISSUE 06

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JANUARY 2023

Bavaria’s new litre-class superbike

TESTED

CLASSIC BIKE

FEATURE

INTERVIEW

Suzuki V-Strom SX India Bike Week 2022 PUBLISHING

Ducati Pantah 600

Francesco Bagnaia

FIRST RIDE: Vespa GTS 300

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Bajaj Pulsar P150 /bikeindia

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THE TRUST IN PRINT NOW CERTIFIED BY ASCI Advertising in traditional media continues to enjoy high trust amongst consumers, with 86%* expressing confidence in print – making it the most trusted medium.

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WELCOME Bike India Magazine, S. No. 261/G.L.R. No. 5, East Street, Camp, Pune 411001. India. Email us at: [email protected]

Fear Looms Large THE YEAR GONE BY STARTED WITH A LOT OF uncertainties because of the pandemic but things settled down as the year progressed. Now, as we usher in the New Year, the pandemic seems to be coming back with a vengeance. A large number of cases have been reported in China and infections in the US are also on the rise. Owing to the nature my job at Car India and Bike India I travel and drive/ride more or less across the globe. That gives me an opportunity to compare our traffic situation with that in the other countries. Last month I

was on a holiday in Africa. I visited Rwanda and Uganda, two very backward and poor countries compared to India. What surprised me the most, however, was how the traffic is regulated and the way everyone obeys traffic rules in those countries. There was no road rage or aggression on the streets. Nobody cut lanes or honked. There was no screaming or shouting; everything was peaceful. Why have we become so aggressive and intolerant? The roads in Rwanda and Uganda were singlelane highways but the quality of the surface was amazing and even the speed-breakers were well designed and of a uniform length and height; not like what we have here where hei each one on is different in height and length. The two-wheeler market in Rwanda is t dominated by the TVS Victor and in Uganda domina by the B Bajaj Boxer. You see only these two brands on the road. Their dominance is such that if you see 100 motorcycles, 99 of them will be Bajaj and TVS, barring an odd Chinese two-wheeler or a Honda or a Yamaha. two-w I would like to thank all our readers and wo wish them a happy New Year. Enjoy your ride th but always wear your helmet and ride safely. alw

Aspi Bhathena EDITOR Asp A Member

Editor Aspi Bhathena Deputy Editor Jim Gorde Copy Editor Deepak Upadhye MotoGP Editor Mat Oxley International Contributors Roland Brown, Adam Child ‘Chad’ Senior Correspondents Joshua Varghese, Azaman Chothia Correspondents.XUW0RUULV9DLEKDY.DVK\DS6XPHVK6RPDQ Art Director Ramnath Chodankar Head Design & Production Ravi Parmar Designers Santosh Wadhai, Sandeep Naik Senior Photographer Sanjay Raikar 6WDȧ3KRWRJUDSKHU Apurva Ambep Production Supervisor Dinesh Bhajnik Administration Executive Francis Daniel Publisher Marzban Jasoomani Associate Publisher & General Manager (North & East) Ellora Dasgupta - Mob No.: +91 987 104 8666 Mentor & Special Advisor Hoshang S Billimoria MARKETING HEAD OFFICE NEXT GEN PUBLISHING PVT. LTD. 7UDGH:RUOGWKȩRRU&ZLQJ.DPDOD0LOOVFRPSRXQG Senapati Bapat Marg, Lower Parel (West). MUMBAI 400013. India. Mob No.: +91 932 154 6598 Circulation Manager.DSLO.DXVKLN1RUWKDQG(DVW Mob No.: +91 987 320 0589 Subscription Supervisor 6DFKLQ.HONDU0RE1R E-mail: [email protected] Apple Newsstand & Magzter Queries [email protected] Zinio Subscriptions Queries http://in.zinio.com/help/index.jsp REGIONAL MARKETING OFFICES NCR: NEXT GEN PUBLISHING PVT. LTD. Unit No. 109, First Floor, Sushant Plaza, Sushant Lok-1, A – Block, Gurgaon-122022, India Deputy General Manager Operations Chanchal Arora (North and East) BENGALURU: Unit No. 509, 5th Floor ‘B’ Wing, Mittal Towers, MG Road, Bengaluru-560001, India Tel: +91 80 66110116/17 Fax: +91 80 41472574 General Manager Girish Shet (South) CHENNAI: Cenetoph Elite, No.5, 1st street, Teynampet, Chennai-600018, India Tel: +91 44 42108421, 42175421

Why

HYDERABAD: Srinivas Gangula, Territory Sales Incharge (Circulation), Hyderabad. Tel +91 9000555756

India Stands Apart

KOLKATA: Vidyasagar Gupta, Territory Sales Incharge (Circulation), .RONDWD,QGLD7HO

Team headed by the only Indian to have raced at the Isle of Man TT We don’t just test bikes, we build them ourselves too In case there is a problem in a bike, we don’t just find faults; we suggest appropriate solutions Our technical know-how makes our reviews that much more technically accurate 2006 We built the Yamaha Gladiator

2016 We built the Bajaj Pulsar AS200

Views and opinions expressed in the magazine are not necessarily those of Next Gen Publishing Pvt. Ltd. Next Gen Publishing does not take responsibility for returning unsolicited manuscripts, photographs or other material. All material published in Bike India is copyright and no part of the magazine may be reproduced in part or full without the express prior written permission of the publisher.

2017 We built a race replica of the Harley-Davidson Street 750

Printed by Marzban Jasoomani, Next Gen Publishing Pvt. Ltd., 7UDGH:RUOGWKȩRRU&ZLQJ.DPDOD0LOO&RPSRXQG Senapati Bapat Marg, Lower Parel (West). Mumbai - 400013. Published by Marzban Jasoomani, Next Gen Publishing Pvt. Ltd., 608, Trade World, WKȩRRU&ZLQJ.DPDOD0LOO&RPSRXQG Senapati Bapat Marg, Lower Parel (West). Mumbai - 400013. Printed at .DOD-\RWKL3URFHVV3YW/WG 1-1-60/5 RTCX Roads, Hyderabad - 20. Published at Next Gen Publishing Pvt. Ltd., 7UDGH:RUOGWKȩRRU&ZLQJ .DPDOD0LOO&RPSRXQG6HQDSDWL%DSDW0DUJ Lower Parel (West). Mumbai - 400013.

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Bike India January 2023 | www.bikeindia.in

SCOOTER EXPERT LE 5W-30 FOR YOUR BS-VI SCOOTERS

API SL

JASO MB

TECHNOSYNTHESE

• Fuel Economy • Keeps engine clean from carbon deposits leading to less wear • Stable wet clutch performance under stop-and-go ride conditions • Prolonged emission control system for BS-VI • Shear stability for continuous protection and power • Backward compatible with previous emission norms

#BIKERS Send in your pictures with #BIKERS to:

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[email protected]

Note: Riding pictures where the riders are not wearing appropriate gear will not be considered for this section.

We’ve completed 17 YEARS at BIKE INDIA, and YOU, our READERS, are the FUEL that drives us forward. Your SUPPORT is the most VALUABLE component of BIKE INDIA magazine, and we can’t THANK YOU enough. So here’s a tribute to YOU — the amazing #BIkers. May our bond grow ever STRONGER. Ride hard, RIDE SAFE.

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Bike India January 2023 | www.bikeindia.in

CONTENTS

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JANUARY 2023 / VOLUME 18 / ISSUE 6

Now read your favourite magazine wherever you go... Available on PC... Mac... Tablet... or any other handheld device!

REGULARS 8 10 14 20 86

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Editorial YOU Ignition Readers Write BI GBU

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FIRST RIDE

CLASSIC BIKES

22 BMW S 1000 RR

42 Ducati Pantah 600SL

The 2023 edition of the Bavarian superbike

28 Bajaj Pulsar P150 The latest 150-cc Pulsar hits the road

32 Vespa GTS 300 The big Vespa gets some cool updates

TESTED 38 Suzuki V-Strom SX A sporty quarter-litre dual-purpose bike

56 India Bike Week All the sights and surprises from IBW 2022

The Italian V-twin that set the standard

Media hit the Kari Speedway on GT-R650s

FEATURE

SPORT

48 Readers’ Choice Awards You get to choose which new bike wins

Bike India January 2023 | www.bikeindia.in

68 RE Continental GT Cup All the action from the season finale

50 BMW Joytown A motoring fest with a difference

72 Ducati’s Path to the Title Clinching the big one again 15 years later

52 TVS Racing Experience We ride the Apache race bike at Chang

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66 Royal Enfield GT Cup Media Race

78 Interview: ‘Pecco’ Bagnaia The 2022 MotoGP world champion

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IGNITION

All the latest happenings in the world of two-wheelers

Ducati Panigale

V4 World

Wish you could have a MotoGP or WSBK replica V4 R to celebrate with their world champions?

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Champion Ducati Panigale You’re in luck!

Replicas

D

UCATI HAVE CREATED TWO UNIQUE series of the Panigale V4, inspired by the championship-winning Desmosedici GP22 and the Panigale V4 R of world champions Francesco Bagnaia and Alvaro Bautista, to commemorate their victories in the MotoGP and the WorldSBK championships respectively. ‘Pecco’ Bagnaia’s motorcycle, the number 63 Desmosedici GP22, and Alvaro Bautista’s machine, the number 19 Panigale V4 R, will be featured in the two unique models built on the Panigale V4 S platform. These bikes were unveiled on the day of Campioni in Piazza2, the event with which Ducati celebrated their historic double success in MotoGP and WSBK with their fans, the Ducatisti. The rider’s original signature will be placed on the tank of each motorcycle in the series, making every one of them special. This signature will then be varnished with a clear coat for protection. Marking the company’s founding year of 1926, each series will be limited to only 260 units. The Panigale V4 S 2022 World Champion Replica motorcycles are only available with a single-seat configuration, just like the race bikes they are modelled after, and can be uniquely identified by the billet aluminium upper clamp with laser etching of the model name and progressive number. Technical features include a nine-plate STM-EVO SBK dry clutch, an Akrapovič street-legal silencer two kilograms lighter than the Panigale V4 S’s stock unit, Brembo brakes that are improved by Stylema R calipers and an MCS master cylinder with remote adjustment, Rizoma billet aluminium adjustable footpegs, and racing plexiglass. The rear exhaust manifold heat-shield, alternator cover, front and rear fenders, and front brake ducts, all made of carbon-fibre, are additional elements that distinguish these unique bikes from the standard models. The cover securing the single-sided swingarm has been constructed using titanium and carbon-fibre. Last but not the least, the Panigale V4 R’s brushed aluminium tank can be seen in series number 19, which is devoted to Alvaro Bautista. Each bike will be shipped in a packing case with bespoke graphics, together with the ‘Ducati Data Analyser’ data collecting system, a certificate of authenticity, and a special bike cover. These motorcycles will be available on a ‘by order’ basis. Just a few hours after these motorcycles were unveiled, all 260+260 examples were spoken for and assigned to their lucky owners.

www.bikeindia.in | January 2023 Bike India

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IGNITION NEWS

2023 KTM 790 Adventure and 890 Adventure

2023 KTM Street Range Unveiled

KTM HAVE REVEALED THE 2023 790 AND 890 ADVENTURE MOTORCYCLES. They use the same bodywork except for the badging and a few graphics on the fairing. The 790 Duke uses the “LC8” twin-cylinder motor that pushes 95 hp and 88 Nm of torque at 6,500 rpm. A new exhaust system with a 2023 catalytic converter and pre-muffler has made its way to the bike. The company also claims a higher state of ignition and better capacity for low-octane fuel with the new onboard knock-control sensors. The 890 Adventure gets the same LC8 engine that makes 105 hp and 100 Nm of torque here. The 890 has a seat height of 825 mm with a lowering kit that slices 25 mm away. It comes with a reinforced fairing section for large GPS devices. KTM have also added wider panels on the tank and side panels to give protection against unwanted bumps or scrapes. Suspension duties are handled by fully-adjustable WP Suspension at both ends.

KTM HAVE REVEALED THE DUKE AND RC RANGE FOR 2023. AT THE ENTRY point, KTM offers the small capacity 125 Duke and at the other end is the 390 Duke. These are flanked by their new-generation supersport models the RC 125 and RC 390. The 790 Duke makes a re-appearance along with the 890 Duke GP. The design cues have been taken from the 1290 Super Duke RR prototype and Grand Prix bike. The 790 Duke makes it back to the scene due to the partnership agreement with the Chinese manufacturer, CF Moto. The 790-cc, liquid-cooled engine develops 105 hp and a peak torque of 87 Nm, and is mated to a six-speed gearbox. The company also teased the new black-on-white colourway for the 890 Duke GP with the orange subframe and orange wheels.

BMW Motorrad ‘100 Years’ Special Editions Introduced SPECIAL HERITAGE EDITIONS OF THE R NINET and R 18, to mark BMW Motorrad’s 100th anniversary, have been released. Both versions include various painted-on chrome surfaces and machined elements that are covered with chrome and in ‘Option 719’ paintwork. Chrome is used because of its historical significance, notably on bikes from the 1920s and beyond.

R nineT The chrome tank of the R nineT 100 Years edition has black paint, white double pinstriping, and a black-and-oxblood-red seat. The fork tubes, air intakes, and Option 719 Classic Black anodized rims contrast the chrome pieces. The Billet Pack Shadow II collection is used for the adjustable hand levers, pegs, expansion tank covers, and bar-end mirrors, while the Option 719 Billet Pack Shadow collection is used for the milling cylinder head covers, front engine cover, seat holder, and oil filler plug.

R 18 The R 18 100 Years has double white pinstriping and a comparable chrome and black

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appearance. The seat has a diamond pattern embossed on it and is likewise two-toned in black and oxblood red. The “Avus Black” moniker is a BMW trademark and refers to a 12.1-mile (19.5-km) long high-speed racetrack west of Berlin. Several chrome components, such as the hand and foot levers, handlebar clamps, handlebar weights, mirrors, brake master cylinders, brake calipers, engine cover, cylinder head covers, and intake manifold covers, break up the overall black aesthetic. A chromed Akrapovič exhaust with a perforated tail-pipe trim in the form of the BMW emblem is also included with the R 18 100 Years.

Ola Electric Roll Out MoveOS 3 OLA ELECTRIC ROLLED OUT MOVEOS 3 FOR their products and the brand says it is the biggest update with over 100 improvements. The MoveOS 3 update includes a bevy of improvements and advanced regeneration is among the most important. Three regen modes are offered, made specifically for Indian road conditions: Low, Default and High. “Low” is best suited for coasting on the highways, “Default” is best for daily pottering around the city, and “High” is for riding in the city traffic. The company claims an improvement of 80 per cent in the regen capabilities. There is a hypercharging feature that provides a range of 50 km in just 15 minutes. The torque mapping has also been altered and the claim is 0-60 km/h in 4.5 seconds; 0.5 seconds less than the outgoing MoveOS 2. Hill assist has also been added, allowing the scooter to remain stationary on slopes when at a halt.

Hero MotoCorp Partners with Paralympic Committee of India HERO MOTOCORP HAVE MARKED WORLD DISABILITY DAY 2022 BY partnering with the Paralympic Committee of India (PCI). As part of this partnership, an initiative under the project ‘Khelo Hero’ of the company’s overall corporate social responsibility (CSR) platform, ‘Hero WeCare’, 14 specially-abled athletes will undergo professional training by experienced coaches. They will also be provided access to world-class facilities and equipment to upgrade their skills and hone their talents. Padmashree Deepa Malik, President of the Paralympic Committee of India said, “We are grateful to Hero MotoCorp for their consistent support to para-athletes.” Bharatendu Kabi, Head – Corporate Social Responsibility (CSR) and Corporate Communication, Hero MotoCorp, said, “The objective of ‘Khelo Hero’ is to promote a sporting culture across the country and to create opportunities for deserving athletes. Our partnership with the Paralympic Committee of India is an initiative in this direction.”

Hero MotoSports Announce 2023 Dakar Team THE UPCOMING DAKAR RALLY WILL BE THE SEVENTH CONSECUTIVE TIME that Hero MotoSports are participating in the event and this time they have four riders in the team. In addition to being the Indian team with the most number of appearances at the Dakar Rally, Hero MotoCorp will also be the only Indian manufacturer in the 2023 edition of this gruelling race. The four riders in the current team are Franco Caimi, Joaquim Rodrigues, Ross Branch, and Sebastian Bühler. Rodrigues has been with the team since its inception in 2016 and is the most experienced rider they have. This will be the first appearance for Branch at Dakar in Hero colours but he has participated in the competition four times thus far. That is a lot of experience for Caimi and Bühler to bank on. Both these riders missed Dakar 2022 due to injuries but they have recovered well and put up some great performances over the past year.

California Superbike School Returns To India

Indian Supercross Racing League Announced

AFTER TWO LONG YEARS, CALIFORNIA SUPERBIKE SCHOOL (CSS) IS returning to India and, as is customary, will take place at Chennai’s Madras Motor Race Track (MMRT). The track riding school, which will be held over two weekends from 10–12 and 17–19 February 2023, will be in its 11th year in the nation. The three-day camp will now comprise Levels 1, 2, 3, and 4. Level 4 of the CSS costs Rs 1.30 lakh, compared to Levels 1, 2, and 3’s combined price of Rs 75,000. In addition to meals, petrol, and refreshments for the duration of the three days, this three-day on-track coaching session includes a TVS motorcycle for those who don’t wish to arrive on their bikes. Spaces can be reserved on the school’s Indian website. CSS aims to improve the skills of the riders in order to make them aware of proper riding technique, practices, and responsibilities on the road, as well as to hone the skills needed to perform at various levels of motor sport to talented young riders who do not have access to world-class training.

GREAT NEWS FOR AUTOMOTIVE enthusiasts in India as Supercross India Pvt Ltd (SXI) under the aegis of the Federation of Motor Sports Clubs of India (FMSCI), officially announced the handing over of the Memorandum of Understanding (MOU) for the exclusive commercial rights to launch the Supercross Racing league which will be titled as the “INDIAN SUPERCROSS RACING LEAGUE” – ISRL. The MoU was handed over by Gautam Shantappa, VicePresident, and Sujith Kumar, Chairman of the Supercross Racing Commission of the FMSCI, to the promoters of the league in a press conference held in Pune. For those not in the know, Supercross (SX) is a racing sport involving specialized high-performance, off-road motorcycles with steep jumps and obstacles held on dirt tracks. The sport is immensely popular in the USA, Europe, and Australia and has inherently been attracting a younger crowd. Supercross as a sport in India is expected to attract large audiences across a young, tech-savvy demographic. www.bikeindia.in | January 2023 Bike India

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IGNITION LAUNCHES

Ducati DesertX THE DUCATI DESERTX HAS BEEN LAUNCHED IN INDIA FOR RS 17.91 LAKH (ex-showroom). It uses the same 937-cc, L-twin engine as the Multistrada V2 and it is mated to a six-speed transmission with a bi-directional quickshifter. The engine makes a good 110 hp and 92 Nm of peak torque, which is a little lower than the Multistrada V2, which develops 113 hp and 96 Nm of peak torque. The DesertX does get a gamut of rider aids, such as traction control, cornering ABS, six ride modes, and four power modes. These features can be accessed via a five-inch TFT instrument cluster that has Bluetooth connectivity as well. Suspension duties are managed by a USD fork up front and a monoshock at the rear with 230-mm travel at the front and 220-mm of suspension travel at the rear. The brakes bite on 320-mm twin discs at the front using Brembo M50 calipers while the rear is equipped with a 265-mm single disc.

BMW S 1000 RR 2023 BMW HAVE LAUNCHED THE LATEST S 1000 RR AT A STARTING PRICE OF Rs 20.25 lakh (ex-showroom). The motorcycle has three variants on offer: Standard, Pro and Pro M. The ex-showroom prices are Rs 20.25 lakh, Rs 22.15 lakh and Rs 24.55 lakh respectively. The 999-cc, in-line four-cylinder engine mated to a six-speed gearbox now puts out 210 hp at 13,750 rpm and 113 Nm of peak torque at 11,000 rpm. It is capable of doing a 0-100 km/h sprint in just 3.21 seconds and has a claimed top speed of 303 km/h. It is a decent hike over the outgoing model in terms of power; that one made 203 hp. The motorcycle hosts rider aids such as cornering ABS, bi-directional quick-shifter, hill-start control, pit-lane limiter, slide control, GPS lap-trigger, traction control, cruise control, heated grips and a six-inch TFT display. There are four riding modes on offer – Rain, Road, Dynamic and Race. For the first time, the S 1000 RR features winglets similar to the ones on the M 1000 RR. The company claims that the winglets provide a downforce of up to 10 kg at high speeds for better traction.

Suzuki Burgman Street EX SUZUKI INDIA UNVEILED THE all-new Burgman Street EX at Rs 1.12 lakh (ex-showroom). The most recent iteration of Suzuki Eco Capability Technology, the Suzuki Eco Performance Alpha (SEP-) engine, is said to offer exceptional fuel efficiency and excellent acceleration performance. The technology is combined with Engine Auto Stop Start (EASS) to automatically turn off the engine to minimise idling and resume it as soon as the rider opens the throttle. In addition to the potent engine, the Burgman Street EX has the Suzuki Ride Connect, a Bluetoothenabled digital console that allows seamlessly sync a smartphone with the scooter and offers features including turn-by-turn navigation, incoming call alert, SMS and WhatsApp Alert display, missed call and unread SMS alert, speed warning, phone battery level display, and estimated time of arrival. Both Android and iOS phones can be associated with the console, which is simple to connect to. The scooter is available with the option of three colour schemes, namely Metallic Matte Platinum Silver, Metallic Royal Bronze, and Metallic Matte Black.

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TVS Apache RTR 160 4V Special Edition THE APACHE RTR 160 4V SPECIAL EDITION HAS BEEN LAUNCHED AT Rs 1.30 lakh (ex-showroom). It now features a new Pearl White paint scheme in addition to the already existing colour options along with a few other cosmetic changes and a ‘Bullpup’ exhaust. The 159-cc, air-cooled, fuel-injected, single-cylinder engine that makes 17 hp and 14 Nm of torque is mated to a five-speed gearbox. Suspension duties are managed by a conventional telescopic fork up front and a monoshock at the rear. The bike runs on 17-inch wheels with tubeless tyres and uses a disc brake up front supplemented by single-channel ABS and a drum unit at the rear. The bike is 2,035 mm long, 790 mm wide, and 1,050 mm tall, with a ground clearance of 180 mm and a fuel tank of 12 litres. The seat height is 800 mm and the wheelbase measures 1,357 mm. Other noteworthy features include ride modes, LED headlamp unit with daytime lights, a gear-shift indicator, radial rear tyre, dual-tone seat, and alloy wheels.

Ultraviolette F77 ULTRAVIOLETTE LAUNCHED THE F77 FROM RS 3.80 LAKH, WITH THREE versions offered. The “Recon” middle variant is priced at Rs 4.55 lakh while top “Limited” variant is Rs 5.50 lakh, all ex-showroom. The latter is limited to just 77 units and reserved for select buyers. The F77 base model packs a 7.1-kWh battery that powers a 27-kW electric motor (36.2 hp) and 85 Nm of peak torque while promising a range of 206 km. The F77 Recon gets a larger 10.3-kWh, lithium-ion battery which powers a 29-kW motor good for 38.9 hp and 95 Nm. The company claims a range of 307 km off a single charge. The Limited also uses a 10.3-kWh battery but has a motor with 30.2 kW (40.5 hp) and 100 Nm of peak torque. It has a top speed of 152 km/h and does a 0-60 km/h dash in 2.9 seconds and touches the 100-km/h mark in 7.8 seconds.

Bajaj Pulsar P150 BAJAJ HAVE LAUNCHED THE NEW PULSAR P150 AT RS RS 1.17 LAKH (ex-showroom) for the single-disc variant while the twin-disc variant costs Rs 1.20 lakh (ex-showroom). The P150 gets a new 149.68-cc engine that makes 14.5 hp and 13.5 Nm of peak torque and is mated to a five-speed gearbox. The company claims that 90 per cent of the torque is accessible across the usable rpm range. The motorcycle has shed 10 kg and Bajaj claim an 11 per cent increase in the power-to-weight ratio. The outgoing Pulsar weighs 150 kg while sharing cycle parts with the P150. This motorcycle has a 790-mm seat height, accommodating riders of all shapes and sizes and the ground clearance stands at 165 mm. It has a 14-litre fuel tank and rides on 17-inch wheels. Suspension duties are done by a 31-mm telescopic fork up front and a monoshock at the rear. Brakes bite on a 260-mm disc up front and a 230-mm disc at the rear while a 130-mm drum set up is available for the single-disc variant. The single-disc variant also comes with a single-seat setup. Featurewise it comes with a digital console that gets a gear indicator, distance-to-empty indicator, a bi-functional LED projector headlamp unit with an LED pilot lamp, and a USB mobile charger.

Hero Xpulse 200T 4V HERO HAVE LAUNCHED THE XPULSE 200T 4V AT RS 1,25,726 (ex-showroom) making it Rs 1,000 dearer than the outgoing model. The Xpulse now uses a 200-cc, air-cooled, four-valve engine mated to a five-speed gearbox that makes 19.1 hp and 17.3 Nm. Suspension duties are managed by a 37-mm front fork and a seven-step adjustable rear monoshock. Brake calipers bite on a 276-mm front disc and a 220-mm rear disc, with ABS included. The bike gets a 130-mm-section rear tyre and an under-seat USB charger. Hero claim that the final drive has been optimized for better traction and acceleration. The Xpulse gets bolder graphics and three new colour options, Sports Red, Matt Funk Lime Yellow and Matt Shield Gold. The fully-digital LCD instrument cluster supports smartphone connectivity and displays call alerts, turn-by-turn navigation and gear indicator in addition to other important information. The new circular full-LED headlamps with chrome ring and LED position lamps have been lowered by 20 mm to enhance the proportions. The bike also gets a coloured visor, front fork sleeves, and coloured valve cover.

Reise Moto Tyres REISE MOTO HAVE LAUNCHED THEIR PREMIUM TWO-WHEELER TYRE brand ‘Reise’ in India. Under the Reise brand, the company have launched 26 Stock Keeping Unit (SKUs) in phase one under six sub-brands – trailR, tourR, traceR and troopR for the motorcycles category and tripR and twistR for the scooters category. In the motorcycles category, the trailR series has been crafted for the off-roader, while the tourR is designed for the relaxed adventurer who wants to munch miles on the go; traceR series are racetrack-inspired sticky road tyres for the corner carvers, and the troopR caters to the commuter segment. In the scooters category, the tripR series are touring tyres to cover longer distances, and twistR series are for quick spins in and around the city. www.bikeindia.in | January 2023 Bike India

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READERS WRITE @bikeindia /bikeindia /bikeindia /bikeindia S.No. 261/G.L.R. No. 5, East Street, Camp, Pune 411001.

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NOTE: Dear readers, thank you for the large number of responses! However, we request you to send them in a proper format. Firstly, please ensure that your messages/queries are part of the e-mail body itself, and not an attachment. Only pictures, wherever necessary, may be sent as attachments. Secondly, please mention the subject in the subject line. For example, if your e-mail is for the ‘Readers Write’ column, please mention READERS WRITE in the subject line. Otherwise, your mail could land up in the spam bin. This will ensure that your e-mails are published regularly. – Editor

Indian Motorcycles in Video Games Recently, I read on your website that the TVS Apache RR 310 has been featured in the Asphalt 8: Airborne video game. I was thinking that the Ultraviolette F77 and the Emflux One would make great additions as well. How do we make that happen? Rishav Sen, via social media Dear Rishav, That is a great idea and it would be spectacular to have more Indian manufacturers in video games. Your best approach now would be to e-mail the offices of Ultraviolette, Emflux and Gameloft. Getting a few friends to do the same will improve your chances.

Vector Range The Arc Vector looks so stunning and futuristic that it has already become my phone’s wallpaper. I know it is not likely to come to India anytime soon but was just wondering how much range it returns and how much it costs. Ayush Bhalerao, via social media Dear Ayush, The Arc Vector has a claimed range of 436 km and recharges in just 40 minutes. Its pricing starts at £90,000 which is approximately Rs 90 lakh.

Tubeless Xpulse The Xpulse 200 seems to be the perfect

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motorcycle for my needs but I do not have the requirements of a hardcore off-roader; just something better than an ordinary commuter bike to help me tackle the ever-degrading roads will do. However, the spoke wheels and potential punctures have put me off the purchase. Any advice? Jahangir Cooper, via social media Dear Jahangir, We have good news and bad news for you. The bad news is that the Xpulse 200T twovalve with alloy wheels and tubeless tyres has been discontinued. The good news is that the new Xpulse 200T four-valve has been launched and that should be just what you need.

News of XSR 155 With a change of leadership at Yamaha Motor India, can we expect to see the Yamaha XSR 155 coming to India soon? Irshad Affoo, via social media Dear Irshad, Yamaha Motor India do not appear to have plans to launch the XSR 155 in India anytime soon. However, should that change, we will bring you an update through our website and social media channels.

FIRST RIDE BMW S 11000 000 RR RR (2023) (2023)

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Bike India January 2023 | www.bikeindia.in

e k i b r e p u S ’ h c e T r e p u S ‘ e h T

0 0 0 1 w ne ed e h t c n h t a i w dv tition a e e m r e a o p g m com ce. e k d i n b e n a r a h e s t p e m e r u d v s o a f a r r r i h g e e l p l p h i w u t e k w t d c n n e e a a e n r p r i c t h i p o h t f s i c u f t g i i n a e n f g i e i v m o e d s a s s 3 a h g e 2 o n m t 0 i R r W BM eatur , the 2 y in te Spain Scott n F h l s a l . e n c J RR troni pecia eria i de lik an us k r a i s c c r M m e : l e u y l u , A o e o d y o y e ap h t i r e r g e r d k k i to l e o a o l d h w P ea can m u fee ’ d h ha o C y ‘ We 00 R e ld i k h a C m S 10 ast m a Ad : y e r Sto at l www.bikeindia.in | January 2023 Bike India

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HE RR ADOPTS THE STEERING geometry, adjustable swing-arm pivot, and ride height adjustment of the M-Sport, plus a few more top-end horsepower from the excellent ShiftCam engine along with a pair of distinctive aero wings. Electronics have taken a significant step forward with a new DTC Side Control, MSR engine brake torque control system, BSA Brake Slide Assist, ABS Pro, cornering ABS for use on track with slicks fitted, and even an ABS Stoppie feature; see, the Germans can have fun. Many of these new features are due to the new steering angle sensor. Changes in the chassis are not dramatic and essentially borrowed from the proven M 1000 RR. The S 1000 RR also gets the M chassis kit, with an adjustable swing-arm pivot point, while BMW have revised the rear shock and 45-millimetre upside down (USD) forks for 2023. As fitted to our test bike, electronic damping adjustment is an optional extra with the “Dynamic Damping Control” (DDC) package (Dynamic Package: heated grips, cruise control, dynamic damping, riding modes pro for £1,400 = Rs 1.4 lakh), altering the suspension settings to suit the selected riding mode. Quoted weight remains the same, 197 kilograms fully fuelled for the standard bike, 195.4 kg with the optional “Race Package” that adds forged alloy wheels instead of die-cast rims, and 193.5 kg with the “M Package” option that swaps them for lightweight carbon wheels, which were fitted to our test bike (M Pack: carbon wheels, “M” colour, “M” seat for £4,480 = Rs 4.48 lakh).

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The Flex Frame uses the engine as a stressed member, the wheelbase has increased and chassis dimensions are more relaxed, and the steering head angle is shallower, again very similar to the M 1000 RR. Wing appears for the first time, generating up to 17.1 kg of downforce at 300 km/h, 7.6 kg at 200 km/h, and 11.9 kg at 250 km/h. We had the advantage of perfect conditions in southern Spain in Almeria as well as pre-heated Bridgestone slicks. BMW fitted the M-Sport carbon wheels and set the DCT suspension to match the high-grip tyres and track temperatures. Conditions could not have been better. The changes are not huge but are significant. Within a few laps, you feel at home on the S 1000 RR; like a bike you have been racing all season. You immediately click and understand how the new chassis relates to the rider. The BMW is not a sharp and cut-throat sports bike as its aggressive “winged” look suggests. Instead, it is its ease of use that shines. The steering is sublime: look where you want to be and you are there. Apexes are hit with perfect accuracy lap after lap and with minimum effort. You do not have to force it; every input is met with a willing and natural response. Mid-corner grip and feedback are excellent and body position changes do not appear to upset the chassis or grip. Get on the power early and instead of drifting wide, the BMW continues to hold a line as if it is in an invisible berm. Stability, too, is impeccable. Towards the end of the Almeria lap there is a tight chicane where you make some time by clipping or riding over the kerbs. In the morning session I was

FIRST RIDE BMW S 1000 RR (2023)

Ultra-versatile ShiftCam engine makes 210 hp

Easy to read, even at 280 km/h

hitting the kerb harder and harder, leaning over further, even braking deep over the first kerb, yet the S 1000 RR never skipped, slid or showed any indication of misbehaviour. It was almost comical how hard I was hitting the kerbs without a murmur of irritation from the suspension. With the large TFT dash reading just over 280 km/h at the end of the straight, high-speed stability was not in question either. The new, larger screen takes most of the wind blast, so you can get tucked in, relax, and release your grip from the bars, which remain unflappable. It is hard to be certain but this may in part be down to the new aerodynamics as well as to chassis changes such as a longer wheelbase. ABS Pro is new for 2023 and is essentially cornering ABS designed to work with slick tyres (with optional Pro mode). Combine that with the new MSR engine brake control and Brake Slide Assist (BSA) (in optional Pro mode) and it is a formidable braking package.

It is amazing what you can get away with and almost takes the calculation of braking out of the rider’s hands; it is that good. The ABS Pro is designed to work with slick rubber and allows you to brake breathtakingly deep and late without fear of locking the front tyre. The new BSA works with the ABS and the MSR and is for track use. The clutch must be engaged, revs need to be high, and deceleration needs to be rapid. This new clever system works with the new steering-head sensor, plus other parameters such as brake pressure, again information from the six-axis IMU. The system, which features a new steering-head sensor and draws on parameters such as brake pressure, can calculate how much you are steering into a slide when braking heavily and the rear end starts to come around or “back in”. It took me most of the day before I could jump on the brakes (front and rear) and allow the system to bring the rear back in line with the front. I am no World Superbike Championship rider and it took me a while to activate the system and then trust it. However, when the system kicks in, it is impressive. The updates which will have the competition worried are the introduction of the “Slide Control” function which allows the rider to pre-select one of the two possible drift angles that can be achieved before the Dynamic Traction Control system intervenes. The clever system uses the aforementioned new sensor on the bike’s steering angle to work out how far out of line the rear wheel is. The BSA uses the same sensor, along with other data, including information from the IMU. In theory, you can now truly power-slide and steer from the rear. I suppose this will be relevant or useful to only a small number of riders. For starters, you have to turn down the DTC (traction control) enough to get the rear spinning because you cannot power-slide unless the rear is spinning and has lost grip. To make a rear Bridgestone slick “let go” in perfect conditions in sunny Spain requires skill and bravery and, after six long sessions on the same rear tyre, I still do not think I managed to provoke a true power-slide that activated the system. Nevertheless, it is nice to know it is there when that mistake does occur and the rear does start spinning; perhaps, after clipping a kerb or just giving it too much on a worn tyre. BMW have improved the Shift Assistant Pro quick-shifter for 2023, too, making for smoother shifts, and even added a purpose GoPro mount on the rear seat unit. Torque remains unchanged at 113 Nm at 11,000 revolutions per minute (rpm) but they have added an extra tooth to the rear sprocket to give the sensation of more drive. Peak power is up a fraction: 210 hp. Peak power is higher up the rev-range at 13,750 rpm, just 250 rpm higher. It is not a massive jump www.bikeindia.in | January 2023 Bike India

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SPEC TALK BMW S 1000 RR Price: £17,150 (onwards, in the UK, or

17.15 lakh)

ENGINE Configuration: Liquid-cooled in-line four-cylinder Valve-train: DOHC, ShiftCam variable valve timing and lift Displacement: 999 cc Bore x Stroke: 80 x 49.7 mm Compression Ratio: 13.3:1 Fuelling: Electronic fuel-injection, variable intake, ride-by-wire Maximum Power: 210 hp at 13,750 rpm Maximum Torque: 113 Nm at 11,000 rpm Clutch: Wet, multi-plate, anti-hopping Transmission: Six-speed, quick-shifter, chain final drive CHASSIS Type: Die-cast aluminium, bridge type “Flex Frame” Front Suspension: 45-mm USD forks, Adjustable compression, rebound, and preload (optional DDC electronic adjustment) Rear Suspension: Underslung double-sided swing-arm with central spring strut, Adjustable compression, rebound, and preload (optional DDC electronic adjustment) Front Brake: Twin 320-mm discs, four-piston radial calipers Rear Brake: Single 220-mm disc, single-piston caliper, Race ABS Front Wheel: 3.50 x 17-inch, cast alloy (forged alloy or carbon optional) Rear Wheel: 6.00 x 17-inch, cast alloy (forged alloy or carbon optional) Front Tyre: 120/70 ZR17 Rear Tyre: 190/55 ZR17 Rake/Trail: 23.8°/101.4 mm Wheelbase: 1,456 mm Seat Height: 824 mm Ground Clearance: NA Tank Capacity: 16.5 litres Weight: 197 kg (wet)

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in power, but it did not need to be. I am sure the clever Germans could have matched or even bested their superbike rivals but, frankly, the S 1000 RR did not need any more horses in the first place. The slight increase will only be noticeable when ridden back-to-back with the now old bike, while the change in the final gearing is more noticeable, making for quicker acceleration. The ShiftCam engine is the key element in the BMW’s overall package and ensures the S 1000 RR is ultra-versatile. The S 1000 RR shares the same engine and power and torque curves as the naked M 1000 R, albeit with different gearing, and is able to pull from 50 km/h in sixth gear to an indicated 280 km/h on Almeria’s long straight. And it is still pulling strongly when I go for the brakes. Engine performance on track is incredible but very similar to that of the old bike. Power delivery is anything but peaky; you do not need to be in the last 20 per cent of the rev-range to make things happen. Instead, the RR pulls cleanly through its midrange and you can even afford to short-shift to give the electronic rider aids an easier time. Equally, you can bounce the S 1000 RR off its soft rev limiter and make it scream. The fuelling is excellent, among the best I have ever experienced on a 1,000-cc sports bike. You can be so precise with the throttle, getting on the power sooner and sooner. There is no

Carbon wheels and slicks; ideal track combination

17.1 kg of downforce at 300 km/h

FIRST RIDE BMW S 1000 1000 RR 10 RR (2023) (202 (2 023) 02 3) 3)

What counts is usability and the ease of use of the horsepower it already possesses— and in this respect, the RR feels as friendly as a decent supersport 600. It is so unintimidating, you can just jump on and thrash it snatchiness, which gives the rear tyre an easier life and allows you to accelerate progressively, feeling the grip. The usability of the motor, backed up by new and advanced rider aids, means you can use every horse in the stable and nothing goes to waste. For a 210-hp rocket, the RR is incredibly easy to use and probably the least intimidating bike in this class. I will take a usable 210 hp over a peaky 230 hp all day long. We did not manage any road miles during this first ride but the Dynamic Damping Controlled suspension allows the suspension to change automatically for road conditions and, despite its track capabilities, cruise control, heated grips, and even hill control are still available. You could even go one stage further and fit genuine luggage from BMW. The rear seat unit is new, with the integrated GoPro mount, but the seat height remains the same at 824 millimetres. We obviously did not test fuel consumption on track, but BMW’s official fuel consumption numbers for the S 1000 RR remain unchanged for 2023: 15.7 km/l under WMTC conditions. The 2023 BMW S 1000 RR is not tremendously different from the already excellent 2022 machine. Power has only gone up a few hp, the final gearing has changed, while on-paper performance is or should be about similar to that of the old bike... But that does not tell the full story. Fact is, the S 1000 RR did not need any more power. An impressive 210 hp is as much as necessary, thank you. What counts is usability and the ease of use of the horsepower it already possesses—and in this respect, the RR feels as friendly as a decent supersport 600. It is so unintimidating you can just jump on and thrash it. The changes in the chassis, even the addition of new aerodynamic wings, are not ground-breaking, but certainly make a difference, depending on speed, and are proven as they work on the M-Sport. We had the ideal conditions in Spain on slick rubber but, wow, what a handling package. The chassis’ feedback, stability, and huge stopping power are astonishing. It is so easy to pilot, you can cut fast laps all day long without feeling you have done a few rounds with Mike Tyson. You never

Excellent midcorner grip and precise fuelling

Purpose-built GoPro holder

Dynamic Damping Control automatically adjusts for road

feel as if you are in a fight with 200-plus hp; only that the RR is working with you. The new electronic rider aids have upped the Beemer’s game to the point they are not merely on a par with the competition, but arguably above. Some of the rider aids may only appeal to highly skilled riders, but the traction control is superbly effective and the updated quick-shifter is as near as dammit perfect. The engine, chassis and rider aids are so good, and it is so rewarding and easy to ride, the RR really feels like a PlayStation game (albeit one that hurts should you get it completely wrong). The big and obvious test will be when the Beemer goes up against the competition in this technologically advanced superbike category. Honda’s Fireblade is a proven race winner on the track, Ducati’s V4 Panigale has more power and stunning electronics, and do not forget Aprilia’s more powerful and sublime RSV4. It is going to be a close one. But ridden in isolation, I am running out of superlatives for this very special BMW. www.bikeindia.in | January 2023 Bike India

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FIRST RIDE BAJAJ PULSAR P150

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Pumped Up Pulsar The P150 is the latest Bajaj Pulsar motorcycle that has been positioned between the 150 and the N160. We spent a day with the motorcycle to give you our first impression Story: Azaman Chothia Photography: Sanjay Raikar

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HE BAJAJ PULSAR range was introduced in 2001 with the launch of the 150 and the 180. Since then, there have been various iterations of the models and the Pulsar brand has gained immense popularity. Fast forward to 2022 and with the launch of the new P150, Bajaj currently have 10 models on sale ranging from a 125-cc Pulsar to their flagship 250-cc offerings. So let us check out the changes in this model when compared to the previousgeneration Pulsar 150 and find out who this motorcycle will appeal to. In terms of design, we see a silhouette of the N160, although this one looks more like a blend between a sporty naked streetfighter and a commuter. The

bike gets an LED projector headlight and tail-light, a well-sculpted 14-litre tank, and an underbelly exhaust unit. The instrument cluster has a simple layout and gets a gear position indicator as well as a distance-to-empty indicator. Right behind the console on the tank is a USB charger for added convenience. There are two variants on offer that have some distinguishing elements. We received the top-end twin-disc variant sporting the bright Caribbean Blue paint scheme for this review. This variant gets a split-seat setup for a sportier stance compared to the single-seat unit on the single-disc variant. It also makes use of clip-on handlebars instead of the flat handlebar on the single-disc variant, and both the variants also use different tyre configurations on the 17-inch alloys; the one we were riding had MRF rubber

Motor has been derived from the N160 and has shed four kg compared to the previous-generation model

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FIRST RIDE BAJAJ PULSAR P150

NEED TO KNOW Bajaj Pulsar P150 (TD) Price:

1.20 lakh (ex-showroom)

Engine: 149.68 cc, air-cooled, single cylinder Output: 14.5 hp @ 8,500 rpm, 13.5 Nm @ 6,000 rpm Transmission: Five-speed gearbox, chain final drive Brakes: 260-mm disc (F), 230-mm disc (R), dual-channel ABS Tyres: 90/90-17 (F), 110/80-17 (R), tubeless, MRF Nylogrip Zapper Weight: 140 kg

(90/90 at the front, 110/80 at the rear), while the single-disc variant has Ceat tyres (80/100 front and 100/90 rear). As I got astride the motorcycle, I found the ergonomics on the sportier side with the foot-pegs set slightly towards the rear, having me bend very slightly forward to reach the clip-on handlebars, knees well-positioned into the sculpted tank recesses. With the other variant, there is a minor ergonomic difference because of the different handlebar used. The seat height is 790 mm which easily accommodates shorter riders and the 165-mm ground clearance is more than adequate to deal with our city conditions. Overall, this is a nice riding posture for daily commuting. When compared to the previousgeneration model, one of the main highlights is that this Pulsar has lost a substantial amount of weight— approximately 10 kg—and that makes it feel much lighter to manoeuvre. Apart from the sleeker bodywork, Bajaj say that 2.5 kg has been saved with the new, stiffer chassis, four kg has been shed with the new engine, and both wheels are 0.8

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kg lighter compared to the oldergeneration ones. The motor in the P150 has been derived from the engine in the N160. In this application, it is a 149.68-cc, aircooled, single-cylinder motor that dishes out 14.5 hp at 8,500 rpm and a peak torque of 13.5 Nm at 6,000 rpm. This is also the very first Pulsar motorcycle— since the first model—to use a single spark-plug. As I fire up the bike to get going, there is a nice grunt from the underbelly exhaust. The motor feels refined with a strong mid-range and doesn’t mind being revved up to the higher rpm range. Bajaj say that the motor has been tuned to deliver 90 per cent of the torque from as low as 3,500 rpm. This translates to quick response and easier overtakes when necessary and, overall, makes it a very convenient and practical machine to ride around town. The motor is also extremely tractable and, while testing it out, I was easily able to cruise at around 40 km/h in fifth gear. Bajaj claim a fuel efficiency figure of 49 km/l which they say is four more than the previous-generation

Bike India January 2023 | www.bikeindia.in

Top-end twin-disc variant gets clip-on handlebars

MRF rubber and a 230-mm rear disc on the twin-disc variant; drum brake variant sports Ceat rubber

model. There was hardly any vibration felt even while riding hard and the slick five-speed gearbox paired with a light and easy-to-use clutch further enhances the overall riding experience. Braking equipment on this variant includes a 260-mm disc at the front with single-channel ABS, and a 230mm disc at the rear. This set-up was more than adequate to get the bike to a halt with good bite and feedback from the front brake. Suspension duties are handled by a 31-mm telescopic front fork and a monoshock at the rear. The travel at the front has remained the same, at 135 mm, and the rear has been increased to 130 mm. This set-up is on the slightly softer side. Personally, I found this was one of the main highlights and something that I really appreciated because of how well it managed to soak up the bad sections of the roads. The ride quality remained plush throughout my time with the motorcycle so I can confirm that this set-up will play an important role while dealing with rough terrain. With the reduced weight and slimmer tyres, the

motorcycle is extremely nimble and can be quickly flicked from one side to another while feeling planted. I quite enjoyed slicing through a set of twisty roads as the MRF tyres provided ample grip. The single-disc variant of the P150 is priced at Rs 1,16,755, and the top twindisc variant that we were riding is priced at Rs 1,19,755. With this pricing, the single-channel ABS variant of the N160 is priced at around Rs 3,300 less than the N160. I feel that the younger crowd would pick the N160 or the NS 160 on account of its sportier streetfighter stance and close pricing, while this P150 should be well-received by the general public that frequently relies on motorcycle commuting. With this refined engine, nimble nature thanks to the reduced weight, and plush ride quality, the Pulsar P150 proved to be a friendly companion for the everyday grind. It is a worthy upgrade for a model that Indian motorcycle enthusiasts on a budget are very passionate about. We shall soon evaluate it more extensively to bring you a full road test.

LED projector headlamp with DRL USB charging port for added convenience Split seat for this top variant Suspension set up on the softer side

GEAR CHECK Rider: Azaman Chothia Helmet: AGV K1 Jacket: Rynox Evo Storm L2 Pants: Rynox Airtex Pants Gloves: Alpinestars Drystar Boots: Forma Galaxy

Underbelly exhaust emits a nice grunt at higher rpm

FIRST RIDE VESPA GTS 300

Vastly Improved Vespa, the legendary Italian scooter manufacturer, has updated its flagship 300 with improved brakes and suspension, new technology, including keyless ignition, and classical yet practical styling

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Story: Adam Child ‘Chad’ Photography: Milagro

ACK IN 2003 VESPA LAUNCHED THE G125 and 200, then in 2005 came the GTS 250, followed in 2016 by a 300-cc GTS. Three years ago came the introduction of the 23.8-hp HPE engine, making the larger GTS model the most powerful standard Vespa ever produced. The 21st century really has seen the Italian marque’s iconic scooters grow ever bigger and faster. For 2023, Vespa have taken a slightly different turn and enhanced the style, safety, comfort, suspension, and brakes of their flagship GTS, while giving it an injection of new technology too. There are now four models to choose from—the base GTS, plus the Super (on test), Super Sport, and Super Tech—and, while the spec and style of each scoot are different, all feature the same proven chassis and HPE engine. Vespa have settled with a classical design on the standard GTS and Super, while opting for a slightly more modern take with the Super Sport and Super Tech. All four machines boast of an improved quality of finish, attractive new switchgear, new LED lights, and neater fittings. Vespa have also come up with a new dash and introduced a keyless system that operates both the ignition switch and the seat lock. Comfort has been improved with a new seat, which also allows shorter rides to feel more secure, despite the new bikes having the same 790-millimetre seat height as before. The customary pressed-sheet steel frame remains, but now the singlesided front suspension has been updated for better stability and comfort. Braking has improved with new calipers, Brembo master cylinders, and re-positioned levers. The Bosch ABS has also been refined. Any Vespa update is big news for scooter connoisseurs and these new models represent a significant step for Vespa and its parent company Piaggio. So, we grabbed the keyless fob to the classiclooking GTS Super and headed out into historical Rome for the day.

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Where better to test the new Italian-built Vespa? Vespa wanted to improve the ride quality, comfort, and handling of the new GTS, which resulted in a completely new single-sided front suspension unit. The new front fork gives the Vespa a different feel, with the strange “lift” that you sometimes get on the old forks all but eradicated. Now the front feels more conventional; you do not have the full dive of normal telescopic forks, but there is some familiar movement. They feel plush and soft over imperfections and are not as vague or rigid as the old system. The rear set-up has also been revised, again for the purpose of comfort and handling. Combined with the new front you really feel the quality of the new set-up. Rome’s cobbles, potholes, and every imaginable surface in between were certainly a thorough test for the Vespa and it truly shone. It dismissed cobbled surfaces that would shake some bikes to pieces and stayed serenely composed on the

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very worst the Italian capital could throw its way. On the faster sections away from the centre of Rome, stability was excellent, with ground clearance not an issue in a busy urban environment. I loved the feel of the new front end, which filled me with confidence as the pace picked up and a city of frustrated F1 drivers got serious. It is also nice to see Vespa have not tried to save money on cheap rubber; the GTS’ excellent Michelin City Grip should work equally well in the wet as they do in the dry. But battling for position in the seething heart of Rome is where the Vespa is truly at home. The new wide bars give more leverage and you can flick the GTS 300 between FIAT Panda wing mirrors with absolute nonchalance, its 12-inch wheels and minimal 155 kilograms making the steering almost weightless at urban speeds. Vespa claim “a significant reduction in braking distances” thanks to new hydraulic master cylinders that are now Brembo items along with new brake calipers front and rear, with an updated Bosch system controlling the non-lean-sensitive ABS. In response to customer demands, the front and rear levers— both mounted on the bars, of course—have been repositioned flatter or less pointing upwards and closer to the bars for riders with small hands, like me. It is not a huge change, but instantly noticeable. For most part of the test, I opted to use only the rear brake, which is strong and progressive and all you really need at relatively low speeds. Over damp cobbles, you can feel the updated ABS working and, when you introduce the front, stopping power is strong and reassuring for a mid-capacity

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Keyless ignition is new; dial is a neat touch Single-sided front suspension updated for more stability and comfort

scooter and the ABS is excellent. Add the GTS’ light weight and the control of its new front end and you will be surprised how quickly you can haul up the 300. In 2019 Vespa introduced the four-stroke, four-valve, watercooled 300 HPE (High-Performance Engine), the most powerful motor to be housed in a Vespa. The single-cylinder engine remains virtually unchanged, producing the same power and torque: 23.8 hp at 8,250 revolutions per minute and 26 Nm of torque at 5,250 rpm. Fuelling is controlled by the latest-generation Magneti Marelli MIUG4 ECU, with improved calculating capacity.

FIRST RIDE VESPA GTS 300

New seat is still 790 mm but more comfortable Attractive new switchgear with improved feel and quality New suspension makes for a vastly improved experience

Vespa have also tweaked the valve lift by changing the camshaft and added a new high-pressure multi-jet injector. These plus other small changes to the intake system improve torque at low speed; make for easier, almost instantaneously start-up; and improve fuel consumption. Vespa quote 31 km/l. Vespa aptly launched their new models in Rome, starting just a short journey away from the heart of the dramatic capital. With no clutch and very little lag, just twist and go, the GTS is as simple as it gets to ride a powered two-wheeler. The throttle connection is smooth and you can ride along at walking pace with ease, without trailing your feet for stability. There is power on tap: when you see a gap in the traffic or want to nip past a slow-moving bus, the 300 has a welcome zip of acceleration. Rome was, as expected, thoroughly congested but the Vespa carved up the traffic as if it was born to the task. And, crucially, the HPE powerplant injects the GTS with enough drive from the lights to get in front of those frustrated cab drivers who race from every set of lights while dreaming of becoming the next Ferrari F1 driver. I only managed to escape the congestion for an hour, but the four-stroke was not outclassed on the open road. I have ridden the previous model, and the 2023 Vespa shares a very similar engine, with the same quoted power and torque. It will breeze up to 100 km/h, even 130 km/h in favourable conditions, while cruising at 110 km/h is not too much to ask. Following feedback from existing GTS owners, Vespa wanted to improve the comfort of the new 300 and this has been achieved with a new front end, revised rear settings, a new seat, and a roomier riding position. www.bikeindia.in | January 2023 Bike India

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FIRST RIDE VESPA GTS 300

If you are going to buy a scooter with your heart, it really has to be Vespa I only spent a single day on the new Vespa and comfort was not once an issue. The bump-nullifying ride quality is seriously impressive, especially for a £6,000 (Rs 5.50-lakh) scooter, and certainly leaves you fresh after a dice with the traffic. Despite new fuelling and small revisions to the engine, Vespa claim the same 31 km/l as previously. With an 8.5-litre fuel-tank accessed from under the seat, now via a keyless lock, the potential range is nearly 300 km. Some owners of the current GTS take on serious miles as cruising at 100-110 km/h is not a problem. But I think if I were going to use the Vespa for longer distances, I would fit the larger after-market screen. Despite its retro looks Vespa wanted to bring the 300 bang up to date in terms of technology. A new keyless system operates the ignition, seat, and a small glove-box up front containing a USB port and just enough room for a phone and spare gloves. VESPA MIA connectivity system comes as standard on the Super Sport and Super Tech or as an accessory for the standard GTS and Super as tested, should you wish to connect your phone. The Super Tech also gets a new TFT dash, which I think clashes slightly with the “classic-retro” look of the Vespa. The other three models get a more traditional analogue speedo with a three-inch LCD display. All models come with traction control as standard, which can be deactivated. Initially, I thought its inclusion was overkill but later felt the TC kick in when riding over wet cobbles. So, maybe, it is needed. It is certainly reassuring, as is the ABS, which cannot be switched off. According to Vespa, there is enough room under the seat for two Vespa Visor 3.0 jet helmets, but it is tight. If that is not enough storage, Vespa offer a large 36-litre top box, which will accommodate a full-face helmet and gives additional back support for a pillion. Front and rear luggage racks are available and, as expected, two optional screens (medium and high) can be grabbed from the official catalogue. Heated grips combined

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with a thermal leg cover will keep you toasty warm in winter and help make the GTS a versatile all-year bike. Vespa even offer alternative exhausts that sound a little fruitier than rather dull original, while a centre stand comes as standard, which you will need as there is no parking brake. Sometimes bikes just simply fit the environment. Commuting in Rome requires nothing other than an Italian-made Vespa. On this test, I never once wished for another scooter. Of course, the new bike’s qualities will shine in any city, Rome or Rotherham. The suspension and brakes are a significant improvement on those of the older model. The ride quality on seriously dodgy road surfaces is great and the new brakes are equally impressive. Vespa have really pulled their socks up because the new GTS exudes premium quality, with even details like its fasteners cleverly hidden. In the metal, I love the retro styling of the standard and Super versions especially—for me it is not often that I come across a scooter so visually appealing. Yes, the GTS is more expensive than the Japanese competition and does not have the under-seat storage of some, but I can overlook a few niggles just because it looks so good and the ride quality is so excellent. If you are going to buy a scooter with your heart, it really has to be Vespa. The GTS made me smile every time I saw its reflection or gazed at it while sipping an espresso. The old 300 was not a bad bike, but the ride quality, feel, and uprated rider aids and technology of the new bike make it a serious contender for the best mid-capacity scooter in the market.

SPEC TALK Vespa GTS 300 Price: £6,000 = Rs 5.52 lakh (standard) £6,100 = Rs 5.61 lakh (as tested)

The details, small and large, they all matter

ENGINE Configuration: Water-cooled, single-cylinder Valve-train: SOHC, four-valve Displacement: 278 cc Bore x Stroke: 75 x 63 mm Compression Ratio: NA Fuelling: Fuel-injection Maximum Power: 23.8 hp at 8,250 rpm Maximum Torque: 26 Nm at 5,250 rpm Clutch: Centrifugal, dry Transmission: CVT automatic CHASSIS Type: Steel, underbone Front Suspension: Single-sided swing-arm with coil spring, no adjustment Rear Suspension: Twin rear shock-absorbers, four-position pre-load adjustable Front Brake: 220-mm discs, ABS Rear Brake: 220-mm disc, ABS and ASR Front Wheel: 3.00 x 12-inch, alloy Rear Wheel: 3.00 x 12-inch, alloy Front Tyre: 120/70-12, tubeless, Michelin City Grip Rear Tyre: 130/70-12, tubeless, Michelin City Grip Rake/Trail: NA Wheelbase: 1,380 mm Seat Height: 790 mm Ground Clearance: NA Tank Capacity: 8.5 litres Weight: 155 kg

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Bike India January 2023 | www.bikeindia.in

TESTED SUZUKI V-STROM SX

SX-y Suzy After having spent quality time astride this motorcycle riding it from Madurai in Tamil Nadu to Kochi in Kerala, we now put it to the test to see how it fares in the city as an everyday commuter in this detailed road test review Story: Azaman Chothia Photography: Apurva Ambepx

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HE THIRD MOTORCYCLE TO BE launched by Suzuki on the Gixxer 250 platform is the V-Strom SX. This new V-Strom is specific to the Indian market and is aimed at riders who want a machine that can take on long-distance touring. While the V-Strom range is known for its off-road abilities, Suzuki do not intended for this to be used off-road. Suzuki have followed the iconic V-Strom silhouette when it comes to the design language and have done a good job of replicating its larger siblings. The V-Strom SX surely has good presence on the road and it does grab attention, especially because with the bright yellow colour the bike has for this review. The other two options include a black and a red. Upon closer inspection, we can see that the V-Strom SX uses the same LED headlight as the naked Gixxer 250 which is joined by the good-looking ADV fairing with a large windscreen to protect a rider from windblast on the highway. The rear end gets an LED tail-light cluster, a luggage rack behind the split seat setup, and also sports a sturdy bash-plate

for when one decides to venture over the rough stuff. The rectangular digital screen does a good job of displaying basic information and the rider may also pair their smartphone with the Suzuki Ride Connect application via Bluetooth. On the left side of the console, Suzuki have also given a USB charging port—another thing that will come in handy over long rides. The riding position of the V-Strom SX is very comfortable. The footpegs are set slightly towards the rear and the wide and raised handlebar keeps the rider upright in the saddle. This position is perfect for touring over long distances which is exactly what Suzuki have tried to achieve with this bike. While standing up to tackle some off-road trails, the position is not very natural as my upper body was being pushed over the front end and I had to keep making slight adjustments. Apart from that, the short twin-barrel exhaust unit kept making contact with my heel when I was standing up on the pegs; this is the same exhaust unit that we see on the Gixxer twins, but it is fully blacked out on the V-Strom SX. Another element similar to the Gixxer twins is the 12-litre fuel tank. Considering that this motorcycle has larger dimensions and was built for touring, it would have been nice to get a tank that can hold a few more litres of petrol. www.bikeindia.in | January 2023 Bike India

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SPEC TALK

ROAD TEST #272

Suzuki V-Strom SX Price:

2.12 lakh (ex-showroom)

Overall star rating:  DIMENSIONS Width: 880 mm Length: 2180 mm Height: 1355 mm Saddle Height: 835 mm Wheelbase: 1440 mm Ground Clearance: 205 mm Kerb Weight: 167 kg ENGINE Configuration: Oil-cooled, single cylinder Valve-Train: SOHC, four valves Displacement: 249-cc Bore x Stroke: 76 mm x 54.9 mm Compression Ratio: 10.7:1 Fuelling: Electronic fuel-injection Maximum Power: 26.5 hp at 9,300 rpm Maximum Torque: 22.2 Nm at 7,300 rpm TRANSMISSION Clutch: Wet, multiplate Gears: Six-speed Primary Drive: Gear Final Drive: Chain Gearshift Pattern: One down, five up CHASSIS Type: Diamond frame Front Suspension: Telescopic fork Rear Suspension: Monoshock Front Brake: Single disc, twin-piston sliding caliper, ABS Rear Brake: Single disc, single piston caliper, ABS Front Wheel: 19-inch, alloy Rear Wheel: 17-inch, alloy Front Tyre: 100/90-19, tubeless, MRF MoGrip Meteor-FM2 Rear Tyre: 140/70-17, tubeless, MRF MoGrip Meteor-M Rake/Trail: 27o/97 mm FUEL EFFICIENCY Claimed: NA Tank Capacity: 12 litres Range: NA

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Bike India January 2023 | www.bikeindia.in

A wide and raised handlebar with a large windscreen ahead A USB charging port for added convenience

INDIA RATING Design & Style: Powertrain: Performance: Safety: Ride Quality: Handling: Braking:

The bike makes use of the same diamond frame which the Gixxer twins use, but the mounting points have been slightly altered to accommodate the larger new bodywork. The 249-cc, single-cylinder, fuel-injected, oil-cooled motor sitting in this frame puts out 26.5 hp at 9,300 rpm and a peak torque of 22.2 Nm at 7,300 rpm so, in the V-Strom SX, it is in the same state of tune as in the Gixxer twins. This one is also mated to the same slick six-speed gearbox with a light clutch action. No changes have been made to the gear ratios or final drive gearing. This motor is smooth through the rev-range and complements the character of this motorcycle well, allows one to comfortably cruise through city traffic. On the highway, the bike can comfortably sit at around 110 km/h enabling it to cover long distances with ease. While accelerating, one can feel that the power delivery is linear all the way up to the red-line. The motor feels best when it’s kept within the strong mid-range rpm band and a slick six-speed gearbox and clutch add to the overall experience. The SOCS (Suzuki Oil Cooling System) works well to manage engine heat efficiently in city traffic and even when the bike is ridden hard. The engine also allows the rider to stay in higher gears at lower speeds which shows its extremely tractable nature. A simple downshift and a twist of the throttle is all that is needed for swift overtakes.

      

TESTED SUZUKI V-STROM SX

Suspension duties are handled by a telescopic front fork and a monoshock unit at the rear. This setup is the same as the Gixxer so it gets the same suspension travel. It would have been nice if Suzuki had increased the suspension travel as it would enhance the motorcycle’s overall capabilities. The bike rides on a 19-inch alloy wheel at the front and a 17-inch alloy wheel at the rear, wrapped in MRF Meteor dual-purpose tyres. While wading through city traffic, the bike is easy to manoeuvre, however, as soon as one hits the twisties, this V-Strom SX gets into its element. It was a blast tackling corners astride this bike as it is a very confidence-inspiring machine to ride. With a kerb weight of 167 kg, it feels fairly light. It is easy to flick into a corner and that facilitates a quick change in direction. While leaned over, it feels stable and planted, as the rev-happy motor allows one to power out of a corner while the MRF rubber does a good job of providing grip. Braking equipment includes disc brakes at both ends with a dual-channel ABS setup. They work well and are adequate to get the bike to stop once one gets used to the feel of the front brake lever. Priced at Rs 2,11,600, the V-Strom SX is a motorcycle that competes directly against the KTM 250 Adventure. When compared to its siblings, it is around Rs 30,000 more expensive than the naked Gixxer 250 and approximately Rs 20,000 more expensive than the fully-faired Gixxer SF 250. It will appeal to a

rider who wants a motorcycle that can be used for daily commuting and the occasional long tour. It is extremely usable thanks to the comfort that it offers paired with the rev-happy but smooth nature of the engine. The only thing that it misses out on is proper off-road capability, but the Suzuki V-Strom SX was meant to be used on unpaved stretches and tarmac and it does a great job of proving its abilities in that respect. I thoroughly enjoyed my time with the V-Strom SX and would surely recommend it to someone looking for a motorcycle under the Rs-2.50-lakh mark.

A comfortable split seat set-up with a luggage rack at the rear

It is extremely usable thanks to the comfort that it offers paired with the rev-happy but smooth nature of the engine

Compared to the Gixxer twins, this model gets a rugged-looking bash-plate for added protection Even though it has been built to be on tarmac, the V-Strom SX can handle light off-road trails

www.bikeindia.in | January 2023 Bike India

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CLASSIC BIKES [ DUCATI PANTAH 600SL ]

Defying First Impression

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Bike India January 2023 | www.bikeindia.in

‘Not only did the Pantah itself revive Ducati’s middleweight fortunes, but its air-cooled, beltcam-drive desmo engine layout formed the basis of the firm’s V-twin range for decades’ STORY: ROLAND BROWN PHOTOGRAPHY: OLI TENNENT

www.bikeindia.in | January 2023 Bike India

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CLASSIC BIKES DUCATI PANTAH 600SL

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OMETIMES bikes just do not turn out as you expect. My first chance to ride a Ducati Pantah should have been one of the experiences of my life. Back in 1982, I was young and crazy about Italian motorcycles in general and Ducatis in particular. The new 600-cc version of the Pantah was as glamorous and exotic as just about any bike on the road. But for me, riding it was a disappointment. For years I had been reading about big, roaring, bevel-drive Ducati V-twins. Then I finally got to ride a Pantah, shortly after starting my first job on a bike magazine. And this Ducati, with its belt-drive 583-cc engine, efficient silencers, and mediocre straight-line performance (it was slower than the pair of 550-cc Japanese fours on test at the same time), had seemed small, quiet, not particularly fast, and distinctly underwhelming. Thus, when the opportunity arose to ride an identical Pantah, years later, I was not expecting too much. Bikes have improved so much since those days and an ageing, clean but

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less than immaculate 600-cc V-twin would surely seem horribly slow, unwieldy, and dull compared to a modern middleweight, let alone a new Ducati. That, however, was not how it turned out at all. This Pantah fired up with a loud rumble from its standard looking but distinctly freebreathing pipes. It had plenty of performance for the twisty country roads on which I was riding. Helped by a set of modern tyres, the Ducati’s handling, normally the weak point of old bikes, was excellent, too. Far from being even more disappointed this time around, I enjoyed the Pantah far more than I had when it was new. Luckily for Ducati, plenty of other people were much more enthusiastic about the Pantah following its launch in 1979. For this belt-camdrive middleweight V-twin was one of the most important that the Bologna firm had ever built. Not only did the Pantah itself revive Ducati’s middleweight fortunes, but its air-cooled, beltcam-drive desmo engine layout formed the basis of the firm’s V-twin range for decades. Fabio Taglioni, the legendary chief engineer who designed the Pantah, used the experience gained on Ducati’s early-1970s 500-cc V-twin Grand Prix racer, which had also used toothed

cam belts, to design a similar system that was cheap, quiet, and reliable. The 499-cc, 90-degree motor had single overhead cams, working two valves per cylinder via desmodromic operation. It breathed through big 36-millimetre Dell’Orto carburettors and produced a claimed maximum of 52 hp at the crankshaft. Most of the frame, a neatly formed trellis of straight steel tubes, was hidden behind the petrol-tank and the distinctive bodywork. This combined a tall, angular half-fairing with a rather large seat unit whose integrated sidepanels extended down to cover the top half of the pair of piggy-back Marzocchi shock units. Front forks of the first, red-finished Pantahs were also by Marzocchi, but Ducati switched to Paioli shortly afterwards. What did not change was both the Pantah’s impressive all-round performance—combining 190-km/h top speed, fine handling, and powerful Brembo brakes—and its more surprising air of sophistication. Features such as its quiet engine and exhaust, refined 12-volt electrical system (no kickstart was provided, although, ironically, the electric starter was one of very few parts that proved unreliable), and even details including its good paint finish and

CLASSIC BIKES DUCATI PANTAH 600SL

SPECIFICATIONS DUCATI PANTAH 600SL (1982) ENGINE

Pantah 600 got a rounder fairing than its 500-cc predecessor

Better carburation allowed this engine to breathe better than when it was stock

Configuration: Air-cooled, longitudinal 90° V-twin Valve-train: SOHC, four-valve Displacement: 583 cc Bore x Stroke: 80 x 58 mm Compression ratio: 9.5:1 Fuelling: 2x 36-mm Dell’Ortos carburettors Power: 58 hp @ 8,500 rpm Electrics: 12V 15-Ah battery; 60/55W headlamp Transmission: Five-speed CHASSIS

Clip-on handlebars were a later addition

Thin yet comfortable seat

An indicated 160 km/h came up very quickly if the Pantah was given some revs through the gears and I am sure this bike would have clocked at least 190 km/h

Frame: Tubular steel trellis Front suspension: 36-mm Marzocchi, no adjustment Rear suspension: Twin Marzocchi shockabsorbers, adjustable preload Front brake: Twin 260-mm discs Rear brake: 260-mm disc Wheels (F/R): 18-inch, alloy Front tyre: 100/90-18, Metzeler ME33 Rear tyre: 110/90-18, Avon Roadrunner Wheelbase: 1,450 mm Seat height: 790 mm Tank capacity: 19 litres Weight: 188 kg (dry)

lockable fuel-cap were not what fans of Bologna-built bikes had grown used to. The Pantah’s high price—comparable to Japanese superbikes such as Suzuki’s GSX1100—meant that it was never going to sell in huge numbers, but it made a big impression and was much more successful than its paralleltwin predecessors. Testers of the day commented: “…this middleweight V-twin represents the best of everything that has come to be associated with Italian motorcycling, only more so”, and “the Pantah is a polished, fullyfitted road traveller as well as a finely honed sports 500”. In 1981, Ducati uprated the bike slightly to produce the Pantah 600, which used a larger 80-mm bore to give a capacity of 583 cc, increasing peak power output by six hp to 58 hp at 8,500 rpm. The 600 also had a slightly more rounded fairing (which was also fitted to the 500), revised front mud-guard, and a new silver colour scheme; and its engine gained an improved version of the five-speed gearbox, plus a new hydraulic clutch operation. That was the bike that I had ridden and been disappointed by all those years ago, not so much by its mediocre performance (the test bike managed a top speed of only 174 km/h, www.bikeindia.in | January 2023 Bike India

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CLASSIC BIKES DUCATI PANTAH 600SL

at least 15 km/h slower than expected, partly due to over-tall gearing) but by its lack of the traditional rorty Ducati character. But that was not true of this silver machine, which had been modified with individual filters on its carbs and a pair of free-breathing Conti pipes that made it sound just like what an old Ducati should. This bike had 30,000 kilometres on the clock and was in good, apparently original condition, with well-preserved paint and chrome. Closer inspection revealed a pair of redundant handlebar clamps sticking up from the top yoke, suggesting that it had been converted to the familiar 600SL spec from the 600TL, the less popular touring version of the Pantah, which had been fitted with higher bars, a big dual-seat, and grab-rail. Despite its adopted clip-on bars, the slim Ducati felt rather tall as I sat blipping the throttle to warm it up, enjoying the unexpected sounds as I attempted to adjust the mirrors, which refused to be twisted into a useful position. This bike’s pair of 18-inch alloy wheels were white instead of the original gold finish, too, and the graphics of its pillion seat cover did not quite match the rest of the tailpiece. But those minor faults were soon forgotten once I got under way. I am sure it must have been some extra power liberated by the freebreathing carbs and exhaust, rather than simply the illusion given by its extra noise, that made this bike feel distinctly more lively than I remembered from all those years ago. Whatever the reason, I was pleasantly surprised by how responsive the Ducati felt as I roared off down some twisty, traffic-free roads. Someone had clearly done a good job of setting up this bike’s carburation after junking the standard cylindrical plastic air-box beneath the tank, because the Pantah had a beautifully crisp throttle response that made it very easy to ride. The tachometer’s high-rev zone started with a half-yellow band at 7,500 rpm, rising in stages until the real suggested limit at 9,000 rpm and the motor was very happy to rev towards that point when requested. An indicated 160 km/h came up very quickly if the Pantah was given some revs through the gears and I am sure this bike would have clocked at least 190 km/h. That tall top ratio helped it to feel smooth at an indicated 145 km/h, too. Equally impressive (and much more useful on the narrow roads of my test) was the mid-range torque that sent the Ducati surging forward from below 4,000 rpm with more enthusiasm than I had expected of an elderly middleweight. Of course, the Pantah was not exceptionally fast in a straight line even when new and the V-twin’s vibration would doubtless have been more noticeable on a long freeway trip. But the

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Bike India January 2023 | www.bikeindia.in

Modern rubber improved handling

tall, protective fairing and sporty but not overracy riding position suggested that this bike would cover even quite long distances in comfort, despite the rather thin seat. And it would certainly give you plenty of cornering fun on the way. The Pantah’s simple yet uncommonly effective combination of rigid trellis frame and taut, well-damped suspension endowed it with handling which few rival bikes could approach. Better still, this bike not only had those parts present and correct but it was wearing a pair of more modern tyres, Metzeler ME33 up front and a rear Avon Roadrunner, which, despite being narrow, gave plenty of grip. Combined with the Pantah’s respectable dry weight figure of 188 kilograms and its conservative steering geometry, what all that meant was that the bike was supremely stable at high speed and in fast curves, but needed muscling into slower turns. It kicked a little over bumps, but tracked round corners with

Free-flow silencers revived some Ducati character

such a solid feel that I invariably accelerated down the next straight thinking I could have taken the turn 15 km/h faster. Which can only be a good thing. Despite cornering hard on occasions, I did not manage to ground anything at all, partly because the centre-stand’s tang had been broken off. (This made lifting the bike on to the stand very tricky, despite the thoughtfully provided handle next to the left shock.) Braking power was more than adequate, too, despite the dated look of Brembo’s twin-piston calipers and relatively small 260-millimetre discs. Perhaps, the highest compliment I can pay the Pantah is that I had to keep reminding myself that it was an elderly bike whose origins were firmly in the 1970s. I had not fully appreciated it at the time, but the silver V-twin that disappointed me all those years ago had lacked some of the traditional character for a good reason: the Pantah represented the start of the modern era for Ducati.

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Weekend Jamboree

A weekend launch of the new BMW S 1000 RR along with music, dance, and beer. Well, dip my hands in glee

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Story: Sumesh Soman Photography: Sumesh Soman and BMW

MW JOYFEST has a reputation for being one of the most happening festivals out there. One that has people spoilt for choice as regards entertainment while pampering the enthusiast as well. This time the BMW Joyfest has been dubbed Joytown and the festival was being used as a backdrop for the launch of the 2023 BMW S 1000 RR. So, when my boss asked me to go to New Delhi for the event, it was a double whammy for me. Especially this time around, Delhi is at the onset of winter and yours truly is a Delhi-bred. My flight landed at the Indira Gandhi Airport with the captain announcing the outside temperature at 16 degrees Celsius. Sweet music that was to my ears.

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FEATURE BMW JOYTOWN

Vikram Pawah, President and CEO, BMW Group India, with the new S 1000 RR

first time ever, the bike hosts a pair of winglets on either side capable of producing a downforce of 10 kilograms at high speed. The power has also been increased to 210 hp from 203 hp while the torque remains a good 113 Nm at 11,000 rpm. “Looking fast while standing still” is a phrase that the S 1000 RR does justice to in a fair manner. The bike looked stunning and to pamper one’s sight further, BMW had the entire Motorrad fleet on show at the festival. This included the 1250 GS, R 18 Classic, R Nine T, and F 900 XR, to name a few. I could gawk at these elegant machines for hours and anyone who is a true motorhead would second that. But it did not end there, the lifestyle store offered all kinds of As I arrived at the Jawaharlal Nehru Stadium, the open area was set up to the brim with interactive activities and the entire BMW fleet on show across the festival. It was the holy grail of festivals for someone who is a genuine enthusiast and a fan of the brand. The festival started with the launch of the BMW S 1000 RR and right after that was the launch of the M340i, followed by that of the all-new XM. Since these launches took place one after the another and further apart from each other in the open area, the media and the early participants had to do a brisk walk before they could let themselves loose in the festival. The star of the launch was the S 1000 RR with a sticker price of Rs 20.25 lakh (ex-showroom). The bike is offered in two more variants, Pro and Pro M Sport, priced at Rs 22.15 lakh and Rs 24.45 lakh respectively. For the

accessories and products that resonate with the ideal rider’s mentality and attitude. Who does not like BMW Motorrad merchandise? Moving on, the festival had skilled riders performing all sorts of stunts for the participants. It was so exciting to see riders popping wheelies, stoppies, and burnouts. This was a good opportunity for potential buyers to see what the BMW Motorrad lineup is capable of in the hands of a seasoned rider. Multiple riders showboating their skills in so many ways and it is so exciting to watch so much happening right in front of your eyes and all at once. To add to the pre-existing aural drama of tyres screeching, there was good music as well. The perfect setting! If your appetite for being entertained at a festival required more than a launch and a stunt show, BMW Joytown had you covered in every way possible. There was a lineup of musical talent and performers to entertain and this included DJ Sound Avatar, DJ Kayan, Lisa Mishra, Sanam band, Traffic Jam band, Project 91, Madboy Mink, Arjun Kanungo, and Amit Trivedi. These performances took place over the twoday festival with the stunt shows happening in parallel. What more could one ask for? A weekend party with bikes, booze, and beer coming to a close with an exhilarating performance by Amit Trivedi. It does not get any better than this. The next BMW Joytown is scheduled for 7 and 8 January 2023 in Mumbai. And if I can make it, see you there.

FEATURE TVS APACHE RR 310 ARRC OMC TVS APACHE RR 310 ARRC OMC

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Slicing Through the Track We ride the TVS Apache RR 310 built for the Asia OMC specification at the home of MotoGP in Thailand, the Chang International Circuit Story: Kurt Morris Photography: TVS Racing

www.bikeindia.in | January 2023 Bike India

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T

VS RACING ARE THE FIRST OF the Indian manufacturers to field a onemake championship on a global scale after successfully completing the first TVS Asia One Make Championship. In addition to this accomplishment, TVS Racing’s racetuned OMC RR 310, which is based on the street-legal Apache RR 310, also set the record for the fastest Indian bike on a race track by reaching a top speed of 211.2 km/h. The bike reached this speed in the race having undergone major engine changes that allowed it to boost its top speed by nine km/h. The TVS Apache RR 310 ARRC OMC is a racing motorcycle developed by TVS Motor Company in collaboration with OMC Racing. It is a variant of the TVS Apache RR 310, a sports bike designed for road use. The ARRC OMC version of the bike has been specifically designed and built for use in the Asia Road Racing Championship (ARRC), a competitive series featuring some of the best motorcycle racers in Asia. The bike features a range of performance enhancements and racing-specific components, such as a more powerful engine, advanced suspension and braking systems, and aerodynamic bodywork, which enable it to compete at the highest level of racing in the ARRC. Given that TVS already field a highly developed version of the 55LQWKHSURVWRFN§FFFKDPSLRQVKLSLQ,QGLDLWZDV a logical place to start. However, that division does have some rather onerous rules. Making a bike as light as possible is one of the first things one should do to make it as quick as possible. Thin carbon-fibre body panels and even the complete rear subframe are used in the RR 310. TVS even employed carbon-fibre wheels before resorting to forged aluminium ones to address some chatter difficulties; they want to reintroduce carbon-fibre wheels next season with revisions. Billet aluminium components, such as the adjustable rear-set pegs, also contribute to the problem.

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A motorcycle that weighs just 110 kg when fully fueled is what we’re looking at when a VPDOOOLWUHDOXPLQLXPIXHOWDQNLVDGGHG$VWDJJHULQJNJLVVDYHGRYHUWKHRULJLQDO bike. No adjustments have been made to the bore or stroke but the engine now has a forged piston, titanium valves, and a stronger radiator and oil-cooling system. The ramair system, which sucks in air from the gaping front intake and routes it around both sides of the USD fork and into the airbox, is another modification that increases power. To keep the pressurised air as cool as possible, the airbox has been heat-shielded. The engine is controlled by a customizable ARacer ECU, and the quick-shifter only allows for upshifts. All of this adds up to a peak output of roughly 50 horsepower; although TVS officials withheld the precise power figure, this is roughly what the bike produced at a red-line set at 11,900 rpm. This is a safe upper limit for reliability, according to TVS, however, they might raise it slightly more should the need arise. Now let’s get to the fun part: a once-in-a-lifetime experience that is the Buriram MotoGP track, also known as the Chang International Circuit, which is the motorcycle racing circuit in Thailand. It is 5.5 kilometres in length and features 12 turns, including a long straight where riders can reach high speeds. A lap of the track on a TVS motorcycle

FEATURE TVS APACHE RR 310 ARRC OMC

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would involve navigating the various turns and maintaining a high speed on the straight to gain an advantage over other riders. The track is known for its challenging layout and high-speed sections, making it a thrilling experience for riders on a TVS Racing motorcycle. Riding a motorcycle on a MotoGP track is an exhilarating and thrilling experience for any motorcycle enthusiast. The high speeds, tight turns, and technical track layout provide a unique and demanding challenge that can push a rider’s skills to the limit. To ride on a MotoGP track, one needs to have a motorcycle that is suitable for the track, just like this TVS RR 310 race bike. This typically means a high-performance motorcycle with advanced suspension and braking systems, as well as a powerful engine. It is also important to wear protective gear, such as a helmet, gloves, and full leathers, to help reduce the risk of injury in the event of a crash. For me, TVS Racing had provided all the gear and were well-equipped to tackle the track. We even had a round of medical checks just before hitting the track, where all our vitals were checked. Before heading out on to the track, it is important to familiarize oneself with the layout and the various turns and straights. One may also want to practice some basic riding techniques, such as cornering and braking, to help feel more comfortable and confident on the track. Once ready to hit the track, it is important to remember to ride safely and within one’s limits. This means

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paying attention to surroundings, staying in control of the motorcycle, and avoiding any reckless or dangerous behaviour. Thankfully, we were all briefed well by the TVS Racing team. Now let me take you around the Buriram MotoGP track on the RR 310, Let’s go into Turn One which is a nice right-hander, and then down the long straight where I whack the throttle open fully on this back straight; and hit 193 km/h; the bike is capable of over 200 km/h here. This straight is also the fastest section of the track, although it has a small kink. After the straight you hit hard on the brakes into a sharp double-apex right-hander and on to a straight again making your way into two consecutive fast left-handers. Following that, it’s another set of left-hand turns. This part of the track is the twisty and quite technical section which opens up into a short straight that turns into a quick righthander, moving on to the flowing section of the track on to a short straight, just before you hit the final corner ahead of the start-finish straight. Overall, riding a motorcycle on a MotoGP track was a thrilling and rewarding experience for me, and would be for anyone who loves motorcycles and high-speed racing. Just be sure to stay safe and ride within your limits to ensure a fun and enjoyable experience. We have to add how capable the TVS RR 310 race bike was on the track. And hats off to the TVS Racing team for completing one full season in the Asia One Make Championship.

1 TVS Apache RR 310 race bike stands tall in the pit lane

2 Powered by a 312-cc liquidcooled engine making about 50 hp

3 No changes to the subframe; gets some carbon -fibre bits

4 Gets a six-litre fuel tank with a redesigned tank cover

5 Race bike gets larger disc brakes

6 Fully adjustable ARRCspec Öhlins

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FEATURE THE IBW RIDE

A Thrilling Ride

This time we headed to the India Bike Week in Goa astride two extremely capable motorcycles: the Triumph Tiger 900 and Tiger Sport 660 Photography: Apurva Ambep

Tiger 900 The India Bike Week festival has been known to bring the motorcycling community together. It has been somewhat of a ritual for most bikers to ride down to the venue. After a long break it was exciting to prepare for this ride. While I have always enjoyed long-distance riding, I had not yet had an opportunity to do Pune-Goa astride a large ADV, so this seemed like a perfect time to tick it off my list. While I selected the Tiger 900 Rally Pro, my colleague, Kurt, chose to accompany me astride the Tiger Sport 660. We got off to an early start from Pune and quickly found ourselves in the Katraj Ghat section that we had to tackle in darkness. This was made effortless due to the powerful headlights of the bikes illuminating the way and that is just one of the reasons why a large ADV bike is a perfect companion in just about any situation. We then got on to the main highway at around 6.00 am and started to cover distance. With the visibility still poor, we rode carefully until the popular breakfast spot just before the Khambatki Ghat. From there, we got a glimpse of the sunrise and met some fellow bikers who were also on their way to the festival. While leading, it was surely helpful to have that large display feeding me information while the windscreen kept me cruising comfortably against the wind blast. Even though this Tiger is off-road focused with a 21-inch front wheel, it was amazing how stable, planted, and flickable it proved to be on those twisty roads. This made it easy to cut through all the truck traffic and the potent 888-cc motor allowed me to power through and overtake slow-

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moving vehicles. About 164 kilometres later, we arrived at Kolhapur. What i really appreciated was how easy it was to cover the distance so quickly. On such bikes, cruising all day will be enjoyable and not a tiring affair. A little later, I did fuel up as the 660 Sport was running low, although the 20-litre tank of the 900 would have easily taken me all the way to our destination. We heard that our usual Amboli Ghat route had a lot of traffic that was slowing down bikers, so we decided to take the Chorla Ghat instead. Personally, the fairly isolated highway taking us there is where I enjoyed the most as I was comfortably cruising at 140 km/h with cruise control making things even easier. The final stint of this ride took us through Belgaum, after which we took

advantage of the narrow twisty roads of Chorla Ghat. While maintaining good pace, I didn’t have to worry about any sudden sections of bad roads as the long-travel suspension of the Tiger 900 sailed through every obstacle and, in turn, I was able to guide the 660 Sport behind me very safely. With their commanding stance, the bikes were hogging attention all along the way. As we entered Goa, the turn-by-turn navigation feature came to our help and brought us to our hotel in no time. Even though the Tiger 900 is a large motorcycle, I found it extremely easy to manoeuvre and it made the 430-kilometre ride a cakewalk. This was a memorable ride after which the bikes were put to good use in Goa, followed by a fantastic and even quicker return to Pune. Thanks to Triumph India for sorting us out with this firepower for our first ride to Goa after a long time. — Azaman Chothia

Tiger Sport 660 The Triumph Tiger Sport 660 is a versatile and capable motorcycle that is well-suited to long-distance touring, thus making it an ideal choice for a journey from Pune to Goa for the India Bike Week (IBW) 2022. The journey, which consists of a distance of approximately 430 kilometres, offers a diverse range of terrain and scenic beauty, making it an exciting and challenging ride for any motorcycle enthusiast. The Triumph Tiger Sport 660 appears impressive from my perspective. Its attitude is extremely typical of a sporty adventure tourer—very tall, upright, and athletic. Its nose is given considerable weight by a front windscreen that is particularly good and tall as well as by a substantial fairing. The journey began in Pune. We rode west towards the coast, passing through the beautiful Western Ghats mountain range along the way. The winding roads and stunning views of the Ghats made for a thrilling and picturesque ride and were also the highlight of this journey. The in-line three of the Tiger Sport 660 produces a pleasant and polished note that makes you want to crank it constantly. It is also not a slouch, producing 81 hp at 10,250 rpm and 64 Nm at 6,250 rpm. The bike actually delivers “useful” on-road performance. The smooth six-speed gearbox has ideal gearing for daily commuting and longer rides, like this PuneGoa ride. In addition to offering an extremely light lever pull, the slip and assist clutch also improves rider comfort in congested areas. Some handy features that we really appreciated were the trip information, riding modes, fuel consumption, rpm, speed, and gearing information on the LCD display. Additionally, the “My Triumph” module, which facilitates turnby-turn navigation, GoPro control, and phone and audio interaction. The navigation system was put to use on our way through Goa’s sleepy streets. Given that it is readable even in bright sunshine, it actually ranks among the nicest units in terms of legibility. Additionally, there is a lot of information available on it. The journey through Goa is a true paradise for

motorcycle enthusiasts, with winding roads that offer breathtaking views of the coast. The journey through Goa is a great opportunity for riders like us to experience the true beauty and charm of the state and explore its many hidden gems. Once we arrived in Goa, we were greeted by the India Bike Week 2022, a celebration of all things related to biking and motorcycles. The event featured various activities and attractions, including live music, stunt shows, and exhibitions of the latest bikes and accessories. In terms of agility, flickability, and general ride comfort, the Triumph Tiger Sport 660’s suspension, brakes, tyres, and chassis impressed me. Showa upside-down forks make up the front suspension and a monoshock with a remote pre-load adjuster serves as the rear suspension. The set-up strikes an ideal balance between a smooth ride for the most part and acute dynamics, although it hits sharp bumps with a thud. It should be emphasised that the Tiger’s powerful chassis makes it a dynamically capable machine. Even though the Tiger Sport 660 has a kerb weight of about 240 kilograms and a seat height of 835 millimetres, once you begin moving, its size is not an issue. The rider’s triangle is upright and cosy to make long rides enjoyable. So it is reasonable to conclude that the Triumph Tiger Sport 660 is a motorcycle that can make riding enjoyable on short journeys, long drives, and twisty commutes. The Triumph Tiger Sport 660 was an excellent choice for me as a rider who wanted to have a relaxed ride to IBW, with its comfortable and capable touring capabilities and agile handling. In conclusion, the journey from Pune to Goa on the Triumph Tiger Sport 660 is an exciting and rewarding adventure for any motorcycle enthusiast. The journey offered a diverse range of terrain and scenery and was an excellent opportunity to experience the beauty and charm of India. Whether you are a seasoned rider or a newcomer to the world of motorcycling, the journey from Pune to Goa for the 2022 IBW was an unforgettable experience. — Kurt Morris

FEATURE INDIA BIKE WEEK 2022

Festive Fes esti tive ve Riding Rid diing ng

Right on schedule it’s that time of the year where we set off for the 2022 India Bike Week Story: Kurt Morris Photography: Apurva Ambep

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HE INDIA BIKE WEEK (IBW) IS an annual event that brings together motorcycle enthusiasts from across India and the world. This year the event was back in Goa, the immensely popular tourist destination known for its beautiful beaches and vibrant nightlife. The event featured various activities and attractions. One of the highlights of this year’s IBW was the international motorcycle rally, which saw riders from all over the world come together to participate in a gruelling crosscountry race. The rally took riders through some of India’s most scenic and challenging routes, providing a true test of their endurance and riding skills. After a hiatus due to the pandemic, this year’s special attractions included five distinct tracks, Wheelie Training, Biker’s Mart (Indoor and Outdoor Expo), Big Trip sessions, Ladakh Tent, the Club Village, Jameson Connect Howling Dog Bar, and others. IBW 2022 provided some surreal experiences. An enthralling adventure voyage that began with a ride to Goa and culminated in a number of thrilling activities, starting with the Ride to IBW. In addition to the rally, the event also features a number of other exciting activities, including stunt shows, live music performances, and exhibitions of the latest bikes and accessories. The stunt shows, in particular, are a major attraction at the IBW, with professional stunt riders www.bikeindia.in | January 2023 Bike India

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performing a range of death-defying feats on their motorcycles. This time around the shows had some great opportunities for visitors to see the latest bikes in action and witness the incredible skill and bravery of the riders. Another important aspect was the exhibition of the latest bikes and accessories. Many of the world’s leading motorcycle manufacturers and accessory companies were present, showcasing their new products at the event, giving visitors a chance to see and learn about the latest innovations in the world of motorcycling. Five separate race tracks and various different categories of the competition were slated for IBW 2022. A time trial competition called the Hill Climb, was held in collaboration with CEAT. IBW also held a flat-track event and a mud run competition. Additionally, there was the “Dirt Dash” event, which was true dirt racing, and the “Adventure Flow Track,” an obstacle course made just for ADVs. There were other track sessions available to sign up for individuals who wanted to pick up a few new abilities. Nelly from ProDirt Adventure Motofarm, and FMAE Motopark trained guests on the Adventure Track, Flow Track, and Dirt Dash for motocross and dirt fans. Vishakh from BAR Academy led hour-long Enduro sessions to master the hill course. The exhibition was a great opportunity to check out new bikes and accessories, as well as to meet and interact with other enthusiasts from around the world. Also one of the standout custom bikes was the dual 411-cc single-cylinder engines that powers the 822 Himalayan motorcycle showcased. The bike is the first and only 822-cc parallel-twin Himalayan in the world, and it was created by Autologue Design and Auto Engine. It is stated to produce 45 hp and a peak torque of 55 Nm. The 822 Himalayan motorcycle’s price has not been disclosed by the business, however, it is probably around Rs 12 lakh. This customised Royal Enfield Himalayan 822 uses the 650 twins’ radiator. The engine gets a new crankcase and camshaft, say the bespoke builders. The Rodcast Tent, Beer Garden, Jameson Black Barrel Bar,

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FEATURE INDIA BIKE WEEK 2022

Vinyl Collection, Singer-Songwriters, and Community Open Mic Sessions could all be found in the cosy Ladakh Tent. Shirshendu Banerjee from The Biker Radio Rodcast did a live recording broadcast at IBW 2022 for the first time. Conversations with biker cafes, early motorcycle clubs, and adventure bike trip planners were held by individuals and organisations that have contributed to the development of the motorcycle subculture during the past 20 years. Music enthusiasts enjoyed this year’s performances very much. Lagori and Teri Miko are the headliners, followed by Easy Wanderings, DJ Mojo Jo Jo, DJ Unnayaana, and DJ Uday Benegal for the Ladakh Tent, and DJ Ayesha Pramanik for Jameson Howling Dog Bar. Red Bull’s freestyle artists, including rappers, MCs, BMX stunt riders, and break dancers, also performed at IBW 2022. In conclusion, the 2022 India Bike Week was an exciting and memorable event for motorcycle enthusiasts like us and from around the world. With its exciting activities, beautiful location, and world-class facilities, the event provides a unique opportunity for riders to come together, share their passion for motorcycling, and experience the thrill of the ride. Whether you are a seasoned rider or a newcomer to the world of motorcycling, India Bike Week was welcoming and very hospitable.

FEATURE INDIA BIKE WEEK 2022

BMW When BMW Motorrad India unveiled their new flagship superbike at IBW 2022, it sent its fans into a frenzy. Before its market debut, the 2023 BMW S 1000 RR was unveiled in Goa. The new model has a lot to offer in terms of engine, chassis, and design upgrades. A 999-cc, liquid-cooled, four-cylinder engine on the revised bike will now produce 210 hp at 13,750 rpm, while the torque output stays the same at 113 Nm at 11,000 rpm. With a maximum engine speed of 14,600 rpm, BMW claim the engine is optimised to provide greater power and a broader rev range than before. It still has a six-speed gearbox with a bidirectional quick-shifter.

Harley-Davidson One of the significant bikes to be presented at the India Bike Week was the Harley-Davidson Nightster. It packs a 975-cc “Revolution Max” V-twin engine that produces 90 horsepower and 95 Nm of peak torque. The bike starts at Rs 14.99 lakh (ex-showroom).

Hero MotoCorp Hero MotoCorp had a special off-road track experience at IBW for their customers. As they returned to the outdoors, Xpulse owners and XClan riders demonstrated some incredible off-road talents in the spirit of “Once a HERO, always a HERO” at IBW, together with Asad Khan, the champion of the Hero Dirt Bike Challenge, Sathyaraj from Hero Motorsports displayed some insane dirt biking talents. We saw some incredible riders and had a sense of camaraderie when the riders fell, got back up, brushed off the dirt, and resumed riding.

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KTM KTM India displayed the 890 Adventure R at IBW. The 890 R has been redesigned for 2023 with new styling and various technical improvements. The key updates that the KTM 890 Adventure R will be receiving for 2023 are an 889-cc parallel-twin motor with 104 horsepower at 8,000 rpm and 100 Nm of maximum torque at 6,500 rpm. The engine is mated to a six-speed transmission and sits in a steel tube frame.

Kawasaki Kawasaki had the KLX 150BF on show and could introduce it in India. An off-road-capable motorbike with a lean overall design, the KLX 150BF has a one-piece seat, halogen headlight with bulb indicators, and high front and rear fenders. For added protection, it also receives a bash-plate and handlebar guards. Additionally, the exhaust is also upswept for greater clearance when off-roading. A 144-cc, single-cylinder, air-cooled, four-stroke engine with an output rating of 11 hp and 11.3 Nm powers the KLX 150BF. It is coupled to a five-speed transmission. A front petal disc and a rear disc are used for braking, and the bike is fitted with longtravel USD front forks and a rear monoshock. It is equipped with spoked wheels and off-road tyres with block patterns.

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INTERVIEW SUMEET NARANG

‘Racing is close to the DNA of KTM; whether it’s Dakar or MotoGP’ Interviewed by: Kurt Morris Photography: Apurva Ambep

Congratulations on the new line of riding gear. What led you all to this decision to get into riding gear? I think our customers have been screaming for a long time. But, jokes apart, I think one of the feedback we’ve been getting a lot of late has been now that with KTM we’ve expanded the product range. We started with Dukes, RC and now we have the Adventure range. We have also added a lot of experiences under what we call Pro XP—rides, events, academies, trails, etc. So, the next logical thing that people and our customer fans were keen on was to have KTM-branded clothing, merchandise, and clothing. So, it’s something we have been working on and what we thought would be right would be to create a line and then do a review with some of you who know the bikers and customers over here at the India Bike Week (IBW) and get the reactions to this range of gear. Basically, we are still collating the information and on the basis of which we will see what changes we might need to make. Now, KTM have been a segment leader in most of the segments. What have been the key points of success with the brand? I would say there are three things in my mind which have been the pillars of KTM’s success and I think the first is outstanding products which spread across different segments and CCs and meet a lot of biking requirements. And the products have a signature performance which is very undeniably KTM. We are trying to bring the best of European technology to these. So, these are outstanding bikes for what customers pay. The second pillar is the experiences we create for our customers which in the early days were things like Orange Days, rides, and stunt shows. And now we have taken that to a much more mature level. Under the Pro XP platform, we have got adventure as well as trail riding, adventure has got trails, academies, and tours, the street has got its own tours and riders and we will be soon launching the RC Cup under the track. You just announced the RC Cup, so a little bit about that. What are the goals with the RC Cup? Racing is close to the DNA of KTM, whether it’s winning at Dakar, MotoGP, etc. Therefore, it would be appropriate and logical that we created a very significant racing platform for amateurs, something that goes across the country, does the hunt for the best racers, shortlists the best, groom them, give them the right training, and then reward the best with the best. So, the

goal is very clearly to get enthusiastic participation, get the best of talent, and groom them. Then they can take it forward and how they want to look at racing. Now sticking to racing. You have the MotoGP bike in this place. Are you excited about the Indian GP happening? Yeah, I think it’s great news that MotoGP is coming to India. I think it’s a great endorsement of the growing interest in motor sport as well as competitive biking in India. Yeah, I think we will definitely welcome it. The adventure bikes have been a success with the 390 Adventure in terms of at least the segment. Any addition to that adventure bike line-up? You would be looking at some variance coming around the 390 Adventure because what we find is that in this segment, yes. Even in a segment like adventure, many micro-segments exist and people are looking at their very different needs. Even within adventure bikes, this segment is such that everybody wants a degree of personalisation. You want something that meets your requirements. So, we are looking at some variants. But allow us some time to bring them to the market. What may we expect from KTM in 2023? I think what customers can expect from us is going to be some outstanding biking experiences. The RC Cup will start the year. We will be taking our Pro XP events and rides to the next level. This is the response we are getting which will be overwhelming for the clothing line. I think we should be able to launch a very attractive clothing line for customers. So, you know, we will be bringing in everything that completes an entire KTM experience. Lastly, a few words about KTM at the IBW. How has it been? Well, you know, we made our first participation in IBW in 2019 and we got a great response. We got a good chance to engage with a lot of bikers. We find it to be a great platform to capture feedback from our customers and capture reactions. Showcase the best of KTM, whether in India or globally, and that’s why we see a lot of championship bikes. Those are our ways of bringing some more delight to our fans. And whatever some of the new announcements make it feel like it’s a great platform, we have first made it the community of bikers over here. We do wish the IBW the best in the coming season also.

www.bikeindia.in | January 2023 Bike India

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FEATURE ROYAL ENFIELD CONTINENTAL GT CUP MEDIA RACE

Pure Sport Royal Enfield invited us to the Kari Motor Speedway in Coimbatore to participate in a Media Race alongside the final races for the Continental GT Cup

Story: Azaman Chothia Photography: Royal Enfield

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HERE IS JUST SOMETHING ABOUT the atmosphere on a race weekend. This being the final race weekend of 2022, the energy levels in the Royal Enfield pit box were high as the battle for the top spot in the championship standings went down to the final race. Last year, I was given the opportunity to take part as a wildcard entry for one of the rounds of this championship. I had never ridden on the circuit before and, within just a few laps, I was already getting intimidated by the pace of the racers in the first unofficial practice session. Unfortunately, while trying to push and be faster, I lost the front end and ended up crashing out hard at the first corner, injuring my hand and bringing my weekend to a premature end. Since then, all I wanted to do was get back astride the GT-R650 and overcome the fear of that crash, so that I would be able to go back to riding on this circuit without having qualms. I opted to take part in this media race so that I could get to ride the motorcycle with new upgrades and, mainly, sneak in some much-needed track-time. We headed to the track on Friday to get a glimpse of the professional racers in action which pumped us up for the practice and qualifying sessions that were scheduled for Saturday. We used the five extra motorcycles and were segregated into three batches, after which each batch got a chance to put in some laps within a 12-minute practice session,

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Paolo Brovedani, Chief of Product Development, Royal Enfield rides the GT-R650 for a few laps after the races of the weekend came to an end

Fellow journalists and the Royal Enfield team that made this an exciting experience

the start-finish straight to line up our bikes for the restart. For this restart, we all started from the same qualifying positions as the red flag was out before the completion of a full lap. I did get passed by a rider behind me at the restart, putting me into P8 on the first lap. On the second lap, I started to catch up and made a move on him coming out of the second corner. Yet another rider was in sight and on the third lap, I was able to make a move going into the third corner to secure P6. I tried to get away but landed up being close to the two riders behind me in this three-way battle. After being ahead of this pack for four laps, on lap seven I made a mistake while braking for the first corner and got passed, which put me back in P7, which is where I landed up crossing the finish-line as the chequered flag came out to end the eight-lap race. As for the motorcycle, it was a hoot to ride, especially with the new grippy Harris Performance rear-set foot-pegs, wider clip-on handlebars, sticky JK rubber, and the more powerful braking set-up. I did manage to cut down four seconds from my best lap-time on Saturday but felt like I could have done much better. Thanks to Royal Enfield for having us as a part of this Media Race that turned out to be a really epic experience. As automotive journalists, we love the sport of racing and this kind of experience gives us a good chance to live the life of a racer over a weekend. I might be slightly disappointed with my performance, but the takeaway is that I did feel more confident riding the motorcycle by the end of the weekend. Overall, It was an enjoyable weekend hanging out with fellow journalists, learning more about the art of racing from the racers with whom we shared the pit box, and, mainly, getting to race astride the stunning GT-R650. With one more season coming to a successful end, we can’t wait to see what Royal Enfield have in store for the Continental GT Cup in 2023.

followed by a 10-minute qualifying session. I headed out of the pit-lane a little nervous but remembered some important advice given me by Editor Aspi Bhathena. He said, ‘Before trying to be fast or pushing yourself, just enjoy riding the motorcycle and you will automatically get better.’ Keeping the advice in mind, I was riding well within my limits, which led to a better feeling with every passing lap. Trying new things in these two sessions gave me a better idea of the track layout and an idea of which line would be the best to get a smooth and quick exit out of the corners that make the difference. I had hoped to qualify somewhere on the second row but my pace was just not up to the mark, so I had to settle for P9 towards the end of the qualifying session. Now, it was all about trying to do a little better on race day. As the main races were completed and the final championshipdeciding race of the season was wrapped up, we got to use 13 of the racers’ motorcycles. To make things fair, all the journalists had to pick up a key at random and use that specific motorcycle to race. Before the lights go off signifying the start of the race, the nerves are high and even with the loud howl of all the bikes ready to launch, things go silent as you are heavily focused. As the eight-lap race got under way, I was not able to make up positions at the start and as we approached the end of the back straight, two riders crashed, bringing out the red flag. With one start already done, things felt a little calmer as we re-approached www.bikeindia.in | January 2023 Bike India

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SPORT S O JK TYRE NATIONAL RACING CHAMPIONSHIP

Xavier is the 2022 GT Cup Champion Allwin Xavier improved his result from the past year for the ultimate prize while the Vasudev-Menon duo dominated the endurance championship Report: Joshua Varghese

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N THE SPECTRUM OF TWOwheeler racing at the 25th edition of the JK Tyre National Championship, the fans had two classes to look forward to; the Royal Enfield Continental GT Cup and the Endurance League Cup powered by United CRA.

Royal Enfield Continental GT Cup As the final round of the second season of the exciting GT Cup began, Allwin Xavier (Thrissur) and Soorya PM (Chennai) were leading the professional and amateur categories respectively. Soorya had significantly outclassed the competition and enjoyed a comfortable lead while Xavier had only four points separating him from his closest rivals. The qualifying session displayed a mix of strategies from the racers, some choosing to pull in after a few hot laps to conserve the tyres for the race. At the end of it, Soorya claimed pole position ahead of Sudheer Sudhakar (Delhi) and Xavier in second and third places respectively.

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SPORT JK TYRE NATIONAL RACING CHAMPIONSHIP

Race One

Soorya and Sudhakar got good starts from the front row with the former getting the holeshot but Sudhakar picked up the pace soon enough and moved into the lead, placing Soorya between him and Xavier. Xavier decided to attack in the third lap to get into second place. Soorya was still in the lead for the amateur championship and he did not appear too keen to counterattack. The sixth lap brought a crash just before C4, co-incidentally at the same place another competitor had crashed previously in the race. A few corners later, Xavier made a mistake at the last right-hander. However, he bounced back with renewed enthusiasm and returned to second place down the main straight as they passed the line for the seventh lap. At the end of the back straight, Xavier attacked for the lead and completed the overtake without much resistance from Sudhakar. With that done, he executed what appeared to be his plan all along and built a comfortable lead that he carried to the end. Sudhakar and Shetty joined him on the podium for the professional category in second and third places respectively. With hardly any competition, Soorya claimed victory easily leaving second and third

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places for Varun Gowda (Mysuru) and Raj Kumar (Coimbatore) respectively.

Race Two

With the points situation nicely under control, Xavier’s launch off the line was not as enthusiastic as the other two on the front row. Soorya took the holeshot once again with Sudhakar and Xavier in tow. Sudhakar made his intentions clear by passing Soorya for the lead down the back straight. Meanwhile, Anish Shetty who looked a bit off his usual pace in the previous race regained some form and won third place from Xavier going into the left-hander at the end of the back straight. The defending champion

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(L-R) Sudhakar (2), Xavier (1) and Shetty (3) on the podium after the penultimate race Professional category awards (L-R) Vaibhav Nijhowne, Adrian Sellers, Shetty (2), Xavier (1), Sudhakar (3), and Aspi Bhathena

repeated the performance with Soorya at the same place the following lap and moved into second. On the third lap, Xavier also moved past Soorya into third place, hot on Shetty’s rear wheel but once again Shetty attacked into his favourite hunting corner and stole the lead from Sudhakar. With victory within reach, Sudhakar responded by slipstreaming past Shetty down the main straight. On the seventh lap, Shetty returned the favour by pulling the same move on Sudhakar but Sudhakar switched their positions on the following lap and kept it that way until the end. The man from Delhi won while Shetty and Xavier joined him on the podium in second and third places respectively. Meanwhile, Soorya took victory in the amateur category with Siddharth Reddy (Hyderabad) and Gowda in second and third places respectively. Xavier rode an exceptional race without taking any unnecessary risks and was aptly crowned the 2022 champion of the Royal Enfield Continental GT Cup, seven points clear of defending champion, Shetty. Sudhakar’s excellent performance in the final round promoted him to third in the overall standings. Soorya was the winner among amateurs while Gowda and

Kumar took second and third places respectively. Over the season, it was exciting to see the level of competition grow in the championship. The amateurs fought tooth and nail for whatever points they could get, sometimes finishing ahead of the professionals; making the Pro-Am format a huge success. Of course, nothing remains for granted at the GT Cup. The top three in the professional championship qualify for the next season right away. Meanwhile, the top three amateurs are promoted into the professional category but like everyone else, they have to appear at selections next year and earn their spot on the grid. The Royal Enfield motorcycles’ 100-per-cent reliability deserves a special mention because at the end of two seasons of racing at full throttle, there was never a

Amateur category awards (L-R): Vaibhav Nijhowne, Adrian Sellers, Gowda (2), Soorya (1), Kumar (3), and Aspi Bhathena

DNF due to mechanical failure. All the motorcycles performed at their best throughout and never let the riders down. The racers attested to the fact that there was no loss in performance over two seasons;

Champion of 2021, Anish Shetty signs off his ’22 campaign with a wheelie

(Centre L-R): Paolo Brovedani (Chief of Product Development, Royal Enfield) and Adrian Sellers (Head of Custom Program & Motorsport, Industrial Design Department, Royal Enfield) with the management team and pit crew

the motorcycles performed at the same level, from their first race to the end of the second season. Considering the extreme conditions of racing, that is a remarkable achievement for a manufacturer.

JK Tyre Endurance League Cup powered by United CRA The JK Tyre Endurance League Cup powered by United CRA also reached a conclusion this weekend. The one-hourlong endurance race features 12-yearold FIM MiniGP champion, Shreyas Hareesh, and an all-women team among its contestants. In the previous rounds, Abhishek Vasudev and Amarnath Menon had won and they followed that up by winning this time out as well. Jeoffrey Reviven and Johann Reeves finished in second place while third went to Jayanth Prathipati and Alwin Sundar.

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How Ducati Ended a Decade How come Ducati spent so long in the MotoGP wilderness? This is the year-by-year story of how the factory went from hero in 2007 to zero, for 14 long years, and back to hero again in 2022 Report: Mat Oxley Photography: Ducati, Michelin, Oxley

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D

DUCATI WON THEIR first MotoGP championship just five years after entering the bigbore four-stroke class in 2003. Casey Stoner’s 2007 title suggested many more successes to come, but Ducati had to wait for 15 years before adding another MotoGP championship gong to their trophy cabinet. Why did it take so long? Ducati did not win the 2007 crown because

SPORT RETROSPECT: DUCATI IN MotoGP

and a Half of MotoGP Hurt they built a brilliant motorcycle but because it had a genius rider astride it, a lot of horsepower, and tailormade Bridgestone tyres, particularly its superb front slick. Things started going wrong when MotoGP switched to spec tyres in 2009, so Bridgestone had to make one type of tyre to fit every motorcycle and the Desmosedici was very different from the other bikes. Things became worse when Stoner left at the end of 2010. It was five-and-ahalf long years before Ducati even won another MotoGP race.

Only at the end of 2013 did Ducati start digging themselves out of this very deep hole when they stole the brilliant engineer, Gigi Dall’Igna, from Aprilia. Step by step, Dall’Igna fixed the Desmosedici, firstly via a complete re-design, then by chipping away at the bike’s faults while maintaining its strengths. Dall’Igna’s fixes were radical. ‘When your riders arrive 30 seconds behind the winner, you have to take risks; you cannot be conservative,’ he says. His creativity and bold reading of the

rulebook produced all kinds of innovations that changed the face of MotoGP: downforce aero, mass dampers, holeshot devices, shapeshifters, Formula 1-style diffusers, and so on. However, his final fix was human: honing the skills of Pecco Bagnaia from 2019. Dall’Igna knew he needed a youngster he could mould into a perfect Desmosedici rider. Bagnaia’s 2022 title marked Ducati’s 20th year in MotoGP and the 50th anniversary of their first MotoGP podium, with the shortlived 500-cc V-twin in 1972.

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GP9: Spec Tyres Hurt the Desmosedici Four wins (Stoner) Stoner loved Ducati’s new carbon-fibre chassis, which still used the engine as a major chassis component. The bike was a lot more precise, accurate, and stable, but MotoGP’s spec Bridgestones were very different from the tailor-made tyres previously supplied to Ducati. Then Stoner was taken ill, missing several races. This was possibly the early stages of the illnesses that still trouble him today. Without Stoner, Ducati were in trouble. New teammate Nicky Hayden was traumatised by the Desmosedici, finishing the year 13th.

2007: Stoner and GP7 Rule MotoGP 11 wins (10 Stoner, one Loris Capirossi) MotoGP switched from 1,000-cc engines to 800s in 2007, to slow the bikes down. It did not really work. The 800s were a bit slower on the straights but faster round the corners. The smaller engines were also peakier and trickier to ride, but this did not bother former dirt-tracker Stoner, who dominated the championship by adapting his technique to ride a bike that literally no one else could ride at the limit in the dry. At least the GP7 had the most horsepower—at the season-opening Qatar GP it had six km/h over the Honda and nine km/h over the Yamaha.

GP10: Friendlier Engine Is Less Successful Three wins (Stoner) A new long-bang engine configuration did for the Desmosedici what Yamaha’s big bang had done for the YZR-M1. Power delivery was less explosive, so Stoner could open the throttle earlier, the best way to accelerate faster. And yet the Aussie was not as successful as he had been with the screamer engine. Ducati also raised the centre of mass to work the tyres better, again like what Yamaha had done. But Stoner still had less front grip, so he developed a new technique to save front-end crashes, with his elbows, which would later be made famous by Marc Márquez.

GP8: The Bolognese Get a Little Lost Six wins (Stoner) Stoner and his Ducati were often the fastest combo, but they lost the consistency they had had in 2007. More horsepower made the bike harder to ride, even for Stoner, who often had to close the throttle because the rear end got so jiggy. Revised torque mapping helped him back into the title fight, then Ducati shortened the GP8’s wheelbase to load the rear tyre more, which may have caused him to lose the front and crash out of two races, which put Rossi in charge. Rossi’s Yamaha had improved massively, thanks to Bridgestone tyres and new electronics.

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SPORT RETROSPECT: DUCATI IN MotoGP

GP13: Ducati Hit Rock Bottom 0 wins Rossi was replaced by Andrea Dovizioso, a thinker who played a big part in Ducati’s renaissance, while the Desmosedici creator, Filippo Preziosi, was replaced by former BMW WSB boss Bernard Gobmeier (his most famous creation: BMW’s six-cylinder K1600 tourer chassis). Gobmeier started exploring new ways forward, believing the key to taming the beast was the electronics. However, Ducati did not score a single podium all year, so he was replaced by Gigi Dall’Igna, who had overseen so many Aprilia 125-cc and 250-cc GP successes. Finally, Ducati had found their saviour.

GP11: Ducati Is In Trouble Without Stoner 0 wins When Stoner defected to Honda, his place was taken by Rossi. This was the dream marriage: an Italian superstar on an Italian icon. However, the partnership was a disaster, his crash rate increasing threefold, nearly always losing the front due to lack of feel. Rossi soon realised there was something fundamentally wrong with the bike. Crew Chief Jeremy Burgess blamed the engine as the root cause, while Rossi complained that Ducati prioritised peak performance over rideability. Capirossi re-joined Ducati and said the bike was impossible.

GP14: Dall’Igna Starts His Biggest Job 0 wins Dall’Igna knew he could not fix the Desmosedici overnight, so he spent the first half of 2014 getting to know the staff, ‘because, in the end, the people are the most important thing’, then he re-organised the racing department. Dall’Igna soon realised the real problem: it was more mechanical than human—a lack of communication between Ducati Corse staff at the racetrack and those at the factory. Dovizioso also knew there was no immediate cure. ‘The Desmosedici of that time wasn’t even a motorcycle,’ he said. But Dall’Igna was about to fix that.

GP12: Rossi Leaves After Two Grim Years 0 wins This was the first year of 1,000-cc MotoGP but little changed for Ducati. Rossi’s complaints about evil handling forced engineers into making the biggest change to the Desmosedici, switching to a conventional aluminium beam frame. A MotoGP chassis needs to flex at full lean, so the tyres can track the asphalt to turn the bike, because the suspension barely works in corners. Earlier, Desmosedicis had used the engine as part of the frame and engines do not flex. But still the problems persisted, Rossi sounding like a broken record after every front-end crash.

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SPORT RETROSPECT: DUCATI IN MotoGP

GP15: At Last, an All-new Desmosedici 0 wins In late 2014, Dall’Igna started designing his first Desmosedici. ‘The bike was completely different, maybe only the wheels were the same,’ he said. Dovizioso finished the so-called GP15’s first race just 0.174 seconds off the win. A crucial part of the re-design was reversing crankshaft rotation, because a backwards-spinning crank aids turning by partly cancelling the wheels’ gyroscopic effect. The new chassis was shorter, narrower, and stiffer at the rear to give riders more front feeling, so they could push to the limit.

GP17: The Diavel Is In the Detail Six wins (Dovizioso) Dall’Igna was into his stride now and the results proved it. The GP17’s seat hump contained a mass damper to reduce chatter. This was more carinspired technology, first used by Renault to win the 2005 F1 title. At the same time, Ducati hired Yamaha’s three-time MotoGP champion, Jorge Lorenzo, whose corner-speed style forced engineers to work further on midcorner turning. New higher-downforce aero helped here, by increasing front grip. This was the first time Ducati had challenged for the title since losing Stoner. Dovizioso finished second overall.

GP16: The Breakthrough Season Two wins (one Andrea Iannone, one Dovizioso) A multitude of design factors were behind Ducati’s first wins since 2010 but the arrival of same-for-all Magneti Marelli software and Michelin tyres also helped. Ducati had been working with Magneti for years, so they knew the software better than anyone, plus the Michelins suited the Desmosedici better, purely by luck. This was also the year the bike sprouted multiple downforce wings, inspired by Formula 1. Mid-corner turning was now the big weak point, so Dall’Igna built a frame which allowed him to fit different spacers to adjust flex.

GP18: Ducati Have the Best Bike On the Grid Seven wins (four Dovizioso, three Lorenzo) Mid-corner turning was still the focus, with a frame featuring carbonfibre inserts, plus new aero that further increases front load for better cornerentry speed and making the bike easier to manoeuvre. All these changes came without hurting the Desmosedici’s strong points: acceleration and braking. Lorenzo claimed his first Ducati victory at Mugello, thanks in part to a bulbous fuel-tank which allowed him to lock himself into the bike and ride the way he needed to ride. He might have won the title but for injury.

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GP19: More Creations and Controversy Three wins (two Dovizioso, one Danilo Petrucci) Another new gadget, the holeshot device, lowered the motorcycle to transform it into a drag bike, for less wheelie and, therefore, faster acceleration to the first corner. Also new were more aero devices: a controversial swingarm tyre cooler (which also provided downforce) and front-and-rear wheel fairings that possibly offered some ground effect. Mid-corner turning issues, between brake-off and throttle-on, persisted, so different rigidity frames were tried again, but Ducati’s biggest problem was Márquez. Ducati once again raised MotoGP’s top-speed record, to 356.7 km/h.

GP21: Bike Is Ready, Bagnaia Is Not Quite Seven wins (four Bagnaia, two Miller, one Jorge Martin) Finally, Ducati fixed their ancient mid-corner turning issues. The final fix was a combination of Bagnaia’s high-speed cornering technique (much like Lorenzo’s) and the introduction of Formula 1-inspired ground-effect diffusers which accelerated air-flow to create low pressure below the fairing which sucked the bike into the asphalt, improving grip and turning. These advances were accomplished without affecting the bike’s braking and acceleration strengths, so, at last, the Ducati was the complete package, especially in the hands of Bagnaia.

GP20: New Michelin Rear Is a Problem Two wins (one Dovizioso, one Petrucci) Michelin’s new softer-casing rear slick initially hurt the point-and-squirt Desmosedici. This tyre particularly did not suit factory riders Dovizioso and Danilo Petrucci, who were sacked at the end of the year and replaced by Pecco Bagnaia and Jack Miller. Nevertheless, Ducati did win the constructors’ title for the first time since 2007, thanks to Yamaha losing points for using illegal valves. Innovation continued, with the holeshot device repurposed into a dynamic shapeshifter that dropped the rear end exiting corners, again for less wheelie and more acceleration.

GP22: Finally, Ducati Do It Again 12 wins (seven Bagnaia, four Enea Bastianini, one Miller) Manufacturers were allowed new engines for the first time since the outbreak of the pandemic, when development was frozen. Ducati struggled at first, with peaky power delivery, so the factory team switched engine specification. But the company had strength in depth, with eight riders; a huge advantage because its engineers could gather so much data. At first, Bagnaia had problems which were not fixed until Jerez, where he reverted to a front-end setting which regained him the feel to attack corners. Despite crashing out of several races a remarkable comeback won him the title.

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SPORT INTERVIEW PECCO BAGNAIA

BAGNAIA From Rossi Fan to VR46 MotoGP King

Eight-year-old Pecco Bagnaia’s first motorcycle was a bright-red minimoto. Seventeen years later, he won the MotoGP title on a bright-red Ducati Desmosedici. And mentor Valentino Rossi has been with him all the way Interviewed by: Mat Oxley Photography: Dorna, Ducati, Michelin, VR46, Yamaha

Seventeen-year-old VR46 rider, Bagnaia, celebrates mentor, Rossi’s, 2014 Phillip Island victory

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P Bagnaia gave Aspar Mahindra their second Moto3 win in Sepang 2016 Bagnaia leads Lorenzo Baldassarri and Marco Bezzecchi at Misano on during training in 2017

Bagnaia at the VR46 Motor Ranch with the squad Bagnaia on the Pramac Ducati leads Andrea Dovizioso in 2019

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ECCO BAGNAIA CAN STILL remember being nine years old, sitting on the sofa at home in Turin, Italy, crying his eyes out on the afternoon of the 29th of October 2006. That was the day Valentino Rossi went into the Valencia MotoGP world championship finale holding an apparently unassailable eight-point lead over Nicky Hayden, only to crash his Yamaha YZR-M1 and hand the title to his American Honda rival. On the afternoon of the 6th of November 2022, Bagnaia lined up for the last race of the MotoGP season, with a 23-point lead over reigning champ Fabio Quartararo. Only a disaster could keep him from snatching the crown, which is exactly what everyone had said about Rossi 16 years earlier. But this time there was no catastrophe, so Bagnaia became MotoGP king, Ducati’s first since Casey Stoner won the company’s first premier-class crown in 2007. You could hardly imagine two more different riders than the Australian and the Italian. Stoner, the spiky former dirt-tracker, who rode his Desmosedici tied in knots, laying black lines here, there, and everywhere. And Bagnaia, the quietly spoken precision artist, finding all his speed with the front tyre, hitting his markers every lap, rarely a millimetre off line, just like Jorge Lorenzo. Stoner and Bagnaia come from very different backgrounds. Stoner’s dad was a racer and he pretty much came racing out of his mother’s womb. Bagnaia’s father was not a racer; dad and his brothers were road and track-day people. Nevertheless, Francesco (his real name, which, as a wee lad, he mispronounced “Pecco” and the quirk stuck) fell under the spell. ‘My dad and my uncles used to go on track with their street bikes and sometimes I had the possibility to go with them and I was so excited to see them riding,’ says the 25-year-old Italian, who looks more like a philosophy student than a mean, lean motorcycle racer. ‘I remember perfectly when my dad got his

SPORT INTERVIEW PECCO BAGNAIA

Aprilia RSV4, the one with the trick tail-light, and I thought how beautiful it was. ‘Then I remember one of my uncles arriving at my home to call my dad to go for a ride and hearing the dry clutch of his Ducati 996. So, from a very young age I was inside that world and every time Valentino was on TV, we were cheering for him. I was so happy when he was winning and I was crying when he didn’t win the title in 2006. I believed a lot in him when he was at Ducati but it didn’t work.’ Bagnaia is lucky he was not born a decade earlier, when Ducati’s Desmosedici was a nasty piece of work, which slung Rossi to the ground so often in 2011 and 2012 that the Italian legend knew the stomach-churning feeling when the next crash was coming. ‘We called it the black hole,’ he laughs. By that time, Bagnaia was already making his own way in racing, which had started in this grandparents’ garden. ‘My first bike was a Beta 50 minicross bike, which I rode in the garden of my grannie and grandad. They were a bit angry because I was destroying everything! I remember trying to get my knee down, which wasn’t the best thing to do on a minicrosser, so my dad organised my first go on a track, when I was seven. We went to a rental-pocket-bike track and my dad was scared because sometimes the bike had no brakes, other times the seat would come off, so he decided to buy a bike for me, a very used pocketbike which I enjoyed a lot. It was red and I was cleaning it and looking at it like it was heaven. It was incredible.’ Five years later, Bagnaia’s talent was already burning bright. He won the European minimoto championship, then moved into the Mediterranean 125-cc Pre-GP series and the Spanishbased European Moto3 championship, finishing the 2012 series in third, behind winner Alex Márquez, Marc’s younger brother. That performance won him a ride in the 2013 Moto3 world championship but the step was too big. He did not score a single point all year and wandered around the paddock, a lost, forlorn 16-year-old. Bizarre as it may sound, this proved to be his greatest fortune,

because Rossi and his lifelong sidekick, Uccio Salucci, saw some talent and fire inside the morose teenager. ‘I remember meeting Uccio for the first time at Brno,’ Bagnaia recalls. ‘He told me to smile more, because whenever he saw me, I was angry or unhappy. A few weeks later, Uccio called my dad and they had a meeting at Phillip Island. They discussed their new project for young riders, the VR46 Academy, so I became one of the first academy riders.’ Bagnaia contested the 2014 Moto3 championship with VR46 and won his first GP two years later, riding for the Mahindra team owned by Rossi’s old 125-cc sparring partner, Jorge Martinez. Thus, the youngster’s career has been inextricably linked with Rossi, from the days he sat on his sofa, whooping in joy or crying in despair to VR46’s hugely significant support, which

Martin leads Bagnaia at Sepang this year

Bagnaia with factory team manager Davide Tardozzi, Sporting Director Paolo Ciabatti, Ducati CEO Claudio Domenicali, and Ducati Corse boss Gigi Dall’Igna

Bagnaia ahead of his mentor, Rossi

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took him to the 2018 Moto2 title astride a VR46 Kalex, got him his first Ducati MotoGP ride in 2019, and helped him win the 2022 title at Valencia, where Rossi was in his garage, digging through the data with his protégé’s engineers, making sure he had a bike that could secure him the championship. ‘This weekend I felt a lot of weight on my shoulders to give this title to Ducati,’ he said after he won the title. ‘Yesterday I spoke to Vale, who said, “You have to be proud that you have this possibility to win the title, because not many can have the same feeling. It’s true that you feel pressure, anxiety, and fear, but you have to be proud, happy and try to enjoy it”. I tried to enjoy the race, but it didn’t work!’ It is impossible to overestimate the influence of the academy on Bagnaia and its other GP winners, like Marco Bezzecchi, Franco Morbidelli, and others. The academy is more like a brotherhood: a gang of riders who race together at Rossi’s dirt-track ranch, train together and eat, drink, and have a laugh together.

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Bagnaia uses up to four pairs of boots per GP thanks to the legdangle technique

Races at the VR46 Motor Ranch are not for fun—not primarily, at least—they are very serious. Even though there is no prize money or championship points, there are crashes and broken bones, because the riders race as hard as they know how, never taking prisoners. This is how they build their mental and physical fortitude to push like madmen in MotoGP. ‘We put a lot of pressure on ourselves and fight with each other at the ranch,’ Bagnaia adds. ‘Every Sunday, we have a big race and it’s important for us—we want to beat everyone else in the group, so the motivation is very high, all the time. Also, at

SPORT INTERVIEW PECCO BAGNAIA

the ranch you understand how to use the gas and move your body to control slides. ‘The passion in VR46 is incredible. It’s not just the influence of Vale and the other riders. It’s all the guys who work for us in the academy. If one day I say I want to ride pocket bikes at the track, they organise everything. If I want to go to Portimao to have a test on my Panigale before the season, they organise everything. They help me a lot to improve myself, so I want to say thanks to the Academy.’ Bagnaia’s approach to racing has always been meticulous. He is as brave as anyone, but winning MotoGP races nowadays is not only about having balls, it is about being millimetre-exact, lap after lap after lap. ‘I realised that it’s very important for me to be alone on track, so I can control the race, make my own pace, and concentrate on my lines,’ he told me when he won the Moto2 crown in 2018. ‘One of my secrets is sector times; I control the gap by looking at my time and the gap in every sector on my dash.’ Already Ducati’s Chief Engineer Gigi Dall’Igna knew Bagnaia was his man, whom he could mould to ride the Desmosedici, which was once again a winning motorcycle, thanks to all the weird and wonderful new technology introduced by Dall’Igna. In 2019, the factory placed Bagnaia in its junior Pramac team and he was super-fast in his first MotoGP tests, riding naturally, not over-thinking. But then he spent most of his rookie MotoGP season flying through the air. Only two riders crashed more often. ‘I was very frustrated, angry, and demoralised,’ he says. ‘I was always crashing because my feeling with the front was never very good.’ Finally, towards the end of the season, Ducati engineers

Bagnaia on the championshipwinning Ducati, 2022

Bagnaia with Christian Gaberrini in 2022

convinced him to fine-tune his riding technique and change his bike set-up. ‘In MotoGP, there’s three times more work to do than in M2. It’s not very easy—you have to understand many things and you have to be more careful in everything. I like the work and the way you have to ride: be aggressive on the brakes, pick up the bike, and work on the grip. It’s a special category; more science than any other category. ‘You mustn’t stress the front tyre too much, then on the exit you must wait for the perfect moment to lift up the bike and get on the throttle. If you open the gas too quickly, you go to the sky! I don’t like to use too much traction control, because I prefer to feel the grip, but TC is very important because it’s impossible to ride these bikes without [it].’ Bagnaia’s second MotoGP campaign was not much better. He broke a leg and when he came back, he was not strong enough to control a 300-horsepower motorcycle. However, Ducati knew his potential—Dall’Igna just needed to fine-tune his talents—so he was promoted to the factory team for 2021. He won his first GP at round 12 of 18 and won four of the last six races to mark himself down as 2022 title favourite. Of course, that means nothing, does it not? Ducati worked to further improve the Desmosedici for 2022 but the changes lost Bagnaia his all-important feeling with the front tyre. Once again, he started crashing, ending five of the first 10 races on the ground. Halfway through the championship he was 91 points behind Quartararo. Surely, his title hopes were over? But, somehow, he did not give up. ‘I made many mistakes because I was riding under a lot of pressure. Unfortunately, you make mistakes and without mistakes you can’t learn and grow, so it’s part of life. So, I tried to improve myself. I didn’t work with psychologists because I think the people that can help you more are the people around you. I love it when those people tell me what they think about me and what I need to improve. ‘But I’m a bit of a difficult guy, so at first, I said, “No, it’s

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SPORT INTERVIEW PECCO BAGNAIA

Bagnaia celebrates with the team after becoming world champion in 2022

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not like this!”. Then I tried to understand and listen to their advice, from my trainer, from Uccio, from Vale, and from my team and my girlfriend. They are all very important to me. I’d lost faith in the championship, but then I knew there was a chance.’ Bagnaia’s transformation in the second part of the season was remarkable. He won the next four races, then took three more podiums from the next four to take the championship lead with two GPs left. Sure, Pramac Ducati’s Johann Zarco gave him an easy ride in Thailand, gifting him third, Bagnaia won the penultimate race in Malaysia under huge pressure from Gresini Ducati’s Enea Bastianini, who will be his factory teammate next year and is already working hard to dismantle him. Bagnaia’s Sepang victory gave him the breathing space to secure the title with a steady but nerve-racking ride to ninth at Valencia. After taking the chequered flag, overcome with emotion, Bagnaia stopped at Turn Two, where hundreds of his fans had gathered, including old man Rossi. Exactly one year earlier, Rossi had stopped at the same corner to celebrate the end of his 26-year GP career, cheered by Bagnaia, other V46 riders, and hundreds of fans. Another chapter in the Rossi story has been written: the first VR46 MotoGP world champion. Bagnaia is so different from his mentor—quiet, humble, and hardly bubbling over with charisma—but, perhaps, he will get more interesting with age (riders usually do). However, he does already have some rock-and-roll credentials. During MotoGP’s 2022 summer break he went clubbing in Ibiza with Rossi and the rest of the VR46 clan. On the way home he stuck his car in a ditch and got nicked for drinkdriving. This misdemeanour got him into big trouble with many, but not so long ago it was pretty much compulsory for motorcycle racers to get drunk and drive their cars into ditches. At least that episode proved Bagnaia is not as squeaky clean as he seems.

Bike India January 2023 | www.bikeindia.in

Curriculum Vitae:

Francesco (Pecco) Bagnaia Born: Lives: 2009: 2010: 2011: 2012: 2014: 2015: 2016: 2017: 2018: 2019: 2020: 2021: 2022:

14 January 1997 Pesaro, Italy European MiniGP champion 2nd Pre-GP 125 Mediterranean championship 3rd 125cc Spanish championship 3rd Moto3 European championship Moto3 world championship 14th Moto3 world championship 4th Moto3 world championship 5th Moto2 world championship Moto2 world champion 15th MotoGP world championship 18th MotoGP world championship 2nd 15th MotoGP world championship MotoGP world champion

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FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

TWO-WHEELER BUYING GUIDE

Bikes

APRILIA www.aprilia.com 660

Tuono 660 RS 660

13.09 lakh 13.39 lakh

659 659

I2/lc I2/lc

100/10500 95/8750

67/8500 67/8500

6 6

183 183

NA NA

Much-loved supermoto back with a smaller yet potent engine. Also See: Ducati Hypermotard 939 NA 15 NA NA NA NA NA NA 15 NA

TUONO

V4 1100 RR V4 1100 Factory

20.66 lakh 23.69 lakh

1077 1077

V4/lc V4/lc

175/11000 175/11000

120/9000 120/9000

6 6

185 184

NA NA

NA NA

We Say: Among the most-exciting super-nakeds on sale. Also See: Honda CB1000R, Kawasaki Z1000 18.5 NA NA NA 18.5 NA NA NA

RSV4

RSV4

23.69 lakh

999.6

V4/lc

201/13000

115/10500

NA. BMW S 1000 RR, Ducati Panigale, Honda CBR1000RR, Kawasaki Ninja ZX-10R, Yamaha YZF-R1 6 180 NA NA 18.5 NA NA NA

BAJAJ AUTO www.bajajauto.com CT

CT 110X CT 125X

59,104 74,554

115.45 124.45

1/ac 1/ac

8.6/7000 10.9/8000

9.81/5000 11/5500

4 5

127 130

NA NA

We Say: Affordable and frugal commuter. Also See: Hero HF Deluxe, Honda CD110 Dream, TVS Star City+ 90 11 NA CBS NA NA NA 11 NA CBS NA NA

PLATINA

Platina 100 Platina 110 ABS

65,856 72,224

102 115.45

1/ac 1/ac

7.9/7500 8.6/7000

8.34/5500 9.81/5000

4 5

117 123

NA NA

90 NA

We Say: Comfortable and efficient everyday motorcycle. Also See: Hero Splendor, TVS Star City+, Yamaha Saluto 11 NA CBS NA NA 10.5 NA ABS NA NA

AVENGER

Street 160 Cruise 220

1,11 lakh 1.38 lakh

160 220

1/ac 1/ac

15/8500 19.03/8500

We Say: Powerful and torquey, great combo of style and value. Pillion seat could be more comfortable. Also See: Suzuki Intruder 150 13.7/7000 5 156 NA NA 13 NA NA NA 17.5/7000 5 163 NA NA 13 NA NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

86

Bike India January 2023 | www.bikeindia.in

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

PULSAR DTS-I

Pulsar 125 Pulsar 150 (F/R Disc) Pulsar P150 (F/R Disc)

89,254 1.11 lakh 1.19 lakh

124.4 149.5 149.6

1/ac 1/ac 1/ac

11.8/8500 14/8500 14.5/8500

10.8/6500 13.25/6500 13.5/6000

5 5 5

140 150 140

We Say: Good fusion of performance, efficiency and looks, great value for money. Also See: Honda CB Unicorn 160, Suzuki Gixxer, TVS Apache RTR NA NA 15 NA CBS NA NA NA NA 15 NA NA NA NA NA 14 NA NA NA

PULSAR NS

Pulsar NS 125 Pulsar NS 160 Pulsar NS 200

1.04 lakh 1.25 lakh 1.40 lakh

124.45 160.3 199.5

1/ac 1/ac 1/lc

11.8/8500 17.2/9000 24.5/9750

11/7000 14.6/7250 18.7/8000

We Say: Value for money, a modern bike now with a 160-cc option. Also See: Honda CB Hornet 160R, X-Blade , KTM 200 Duke, Suzuki Gixxer, TVS Apache RTR 200 4V 5 144 NA NA 12 NA CBS Aug 21 5 151 NA NA 12 NA NA NA 6 159 NA NA 12 44.5 Aug 12

PULSAR RS

Pulsar RS 200

1.71 lakh

199.5

1/lc

24.5/9750

18.7/8000

6

166

NA

NA

13

We Say: Good amount of kit at a fair price. Also See: KTM RC 200 NA NA NA

PULSAR N

Pulsar N160 Pulsar N250 Pulsar F250

1.23 lakh 1.40 lakh 1.49 lakh

165 249 249

1/oc 1/oc 1/oc

We Say: Good amount of kit at a fair price. Also See: (for N160) Suzuki Gixxer, TVS Apache RTR 160 4V, Yamaha FZ-S, (for 250s) Suzuki Gixxer 250, Yamaha FZ25 16/8750 14.65/6750 5 152 NA NA 14 NA NA NA 24.5/8750 21.5/6500 5 162 NA NA 14 NA NA NA 24.5/8750 21.5/6500 5 164 NA NA 14 NA NA NA

DOMINAR

Dominar 250 Dominar 400

1.75 lakh 2.23 lakh

248.77 373.3

1/lc 1/lc

27/8500 40/8800

23.5/6500 35/6500

6 6

180 193

3.87 NA

We Say: The largest and most powerful Bajaj motorcycle yet. Also See: KTM 390 Duke 133.27 13 NA Aug 20 NA 13 NA NA NA

BENELLI india.benelli.com IMPERIALE

Imperiale 400

2.35 lakh

374

1/ac

21/6000

29/3500

5

205

We Say: An Italian contender in the single modern-classic arena. Also See: Honda H’Ness CB350, Jawa forty two, Royal Enfield Meteor 350 5.61 116.18 12 NA Oct 20

LEONCINO

Leoncino 500

5.45 lakh

500

I2/lc

47.5/8500

46/6000

6

NA

NA

NA

13.5

We Say: A good-looking retro-modern scrambler. Also See: Royal Enfield 650 Twins NA NA NA

TRK

TRK 251 TRK 502 TRK 502X

2.89 lakh 5.60 lakh 5.89 lakh

249 500 500

1/lc I2/lc I2/lc

25/9250 47.5/8500 47.5/8500

21/8000 46/6000 46/6000

6 6 6

164 235 NA

NA 2.88 NA

We Say: Currently the only option if you want a 500-cc adventure-tourer. Also See: BMW G 310 GS, Kawasaki Versys-X 300 NA 18 NA NA 150.87 20 NA Jul 19 NA 20 NA NA NA

POWER CRUISER

502C

5.70 lakh

500

I2/lc

47.5/8500

46/6000

6

216

NA

We Say: Currently the only option if you want a 500-cc power cruiser. Also See: Kawasaki Vulcan 650 NA 21 NA Sep 21

BMW MOTORRAD www.bmw-motorrad.in TOUR

R 1250 RT K 1600 B K 1600 GTL K 1600 Grand America

23.95 lakh 29.90 lakh 32.00 lakh 33.00 lakh

1254 1649 1649 1649

F2/lc I6/lc I6/lc I6/lc

136/7750 160/7750 160/7750 160/7750

143/6250 180/5250 180/5250 180/5250

6 6 6 6

279 336 350 336

We Say: Among the most powerful and refined touring bikes available today. Also See: Kawasaki Ninja 1000, Honda GL1800 Gold Wing NA NA 25 NA NA NA NA NA 26.5 NA NA NA NA NA 26.5 NA NA NA NA NA 26.5 NA NA NA

HERITAGE

R nineT Scrambler R nineT

16.75 lakh 18.50 lakh

1170 1170

F2/lc F2/lc

110/7750 110/7750

116/6000 116/6000

6 6

220 222

NA NA

We Say: BMW going back to their roots in a modern way. Also See: Aprilia Tuono V4R, Kawasaki Z1000, Triumph ThruxtonR. NA 17 NA NA NA NA 18 NA NA NA

R 18

R 18 R 18 First edition R 18 classic -First edition

19.90 lakh 22.55 lakh 24.00 lakh

1802 1802 1802

F2/lc F2/lc F2/lc

91/4750 91/4750 91/4750

158/3000 158/3000 158/3000

6 6 6

345 345 345

NA NA NA

We Say: Bavaria’s cruiser offering to take on American iron. Also See: Harley-Davidson Heritage Softail Classic, Indian Vintage NA 16 NA NA NA NA 16 NA NA NA NA 16 NA NA NA

www.bikeindia.in | January 2023 Bike India

87

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

ADVENTURE

G 310 GS F 850 GS Pro F 850 GS Adventure F 900 XR Pro S 1000 XR Pro R 1250 GS Pro R 1250 GS Adventure Pro

3.15 lakh 12.50 lakh 13.25 lakh 12.30 lakh 21.30 lakh 20.55 lakh 22.50 lakh

313 853 853 895 999 1254 1254

1/lc I2/lc I2/lc I2/lc I4/lc F2/lc F2/lc

34/9250 90/8000 90/8000 105/8500 165/11000 136/7750 136/7750

28/7500 86/6250 86/6250 92/6500 114/9250 143/6250 143/6250

We Say: Arguably among the best all-round motorcycles there are. Also See: KTM 390 Adventure (for G 310 GS), Aprilia Dorsoduro, Ducati Multistrada, Triumph Tiger 6 175 NA NA 11 NA NA NA 6 229 NA NA 15 NA NA NA 6 244 NA NA 23 NA NA NA 6 NA NA NA NA NA NA NA 6 228 NA NA 20 NA NA NA NA NA 6 249 NA NA 20 NA 6 268 NA NA 30 NA NA NA

ROADSTER

G 310 R F 900 R S 1000 R S 1000 R Pro S 1000 Pro M sport R 1250 R

2.75 lakh 10.80 lakh 18.30 lakh 19.75 lakh 22.50 lakh 16.25 lakh

313 895 999 999 999 1254

1/lc I2/lc I4/lc I4/lc I4/lc F2/lc

34/9250 105/8500 165/11000 165/11000 165/11000 136/7750

28/7500 92/6500 114/9250 114/9250 114/9250 143/6250

6 6 6 6 6 6

164 211 205 205 205 239

NA NA NA NA NA NA

We Say: Nimble, everyday bike with exceptional quality. Also See: KTM 390 Duke (for G 310 R), Aprilia Tuono V4R, Kawasaki Z1000 NA 11 NA NA NA NA 13 NA NA NA NA 17.5 NA NA NA NA 17.5 NA NA NA NA 17.5 NA NA NA NA 18 NA NA NA

SPORT

G 310 RR S 1000 RR S 1000 RR Pro S 1000 RR Pro M Sport M 1000 RR M 1000 RR Competition

2.90 lakh 20.25 lakh 22.15 lakh 24.45 lakh 42.00 lakh 45.00 lakh

313 999 999 999 999 999

1/lc I4/lc I4/lc I4/lc I4/lc I4/lc

We Say: Great track tool. Also See: Aprilia RSV4, Ducati Panigale, Honda CBR1000RR, Kawasaki Ninja ZX-10R, Suzuki GSX-R 1000, Yamaha YZF-R1. 34/9700 28/7700 6 174 NA NA 11 NA NA NA 210/13750 113/11000 6 197 NA NA 16.5 NA NA NA 210/13500 113/11000 6 193.5 NA NA 16.5 NA NA NA 210/13500 113/11000 6 193.5 NA NA 16.5 NA NA NA 212/14500 113/11000 6 193.5 NA NA 16.5 NA NA NA 212/14500 113/11000 6 193.5 NA NA 16.5 NA NA NA

CFMOTO www.amwmotorcycles.com 300

300NK

2.29 lakh

292.4

1/lc

27.88/8720

25/7000

6

151

We Say: New entrant in the bustling performance single-cylinder segment. Also See: BMW G 310 R, KTM 390 Duke 3.19 137.77 12.5 NA Feb 20

650

650NK 650MT 650GT

4.29 lakh 5.29 lakh 5.59 lakh

649.3 649.3 649.3

I2/lc I2/lc I2/lc

56.44/8250 56.44/8250 56.44/8250

54.4/7000 54.4/7000 54.4/7000

6 6 6

206 218 226

NA NA NA

NA NA NA

We Say: A trio of 650 alternatives to add Also See: Benelli TRK 502, Kawasaki Z650, Ninja 650 17 NA NA NA 18 NA NA NA 19 NA NA NA

DUCATI www.ducati.com SCRAMBLER

Icon Nightshift Desert Sled Urban Motard 1100 Tribute Pro 1100 Sport Pro

9.39 lakh 11.19 lakh 12.09 lakh 11.49 lakh 13.59 lakh 15.29 lakh

803 803 803 803 1079 1079

V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac

73/8250 73/8250 73/8250 73/8250 86/7500 86/7500

66/5750 66/5750 66/5750 66/5750 88/4750 88/4750

6 6 6 6 6 6

189 196 209 209 206 206

NA NA NA NA NA NA

We Say: A fun and agile Ducati you can use everyday. Also See: Indian FTR 1200 S, Kawasaki Z650, Triumph Street Scrambler NA 13.5 NA NA NA NA 13.5 NA NA NA NA 13.5 NA NA NA NA 13.5 NA NA NA NA 15 NA NA NA NA 15 NA NA NA

MONSTER

Monster

12.49 lakh

937

V2/lc

111/9250

We Say: Light and nimble, a good buy. Also See: Aprilia Shiver, Kawasaki Z900, Z1000, Suzuki GSX-S750, Triumph Street Triple, Yamaha MT-09 93/6500 6 188 NA NA 14 NA NA NA

STREETFIGHTER

Streetfighter V2 Streetfighter V4 Streetfighter V4 S

17.25 lakh 22.15 lakh 25.49 lakh

995 1103 1103

V2/lc V4/lc V4/lc

153/10,750 208/13000 208/12750

101.4/9000 123/11500 123/9500

6 6 6

178 201 201

NA NA NA

We Say: The naked motorcyle with that much-liked V4 motor Also See: BMW S1000R, Kawasaki Z H2 NA 17 NA NA NA NA 16 NA NA NA Jan 22 NA 16 NA

XDIAVEL

xDiavel xDiavel S

88

20.19 NA

1262 1262

Bike India January 2023 | www.bikeindia.in

V2/lc V2/lc

160/9500 160/9500

152/9500 152/5000

6 6

247 249

NA NA

We Say: Belt drive on a Ducati? This is the one you can call a cruiser. Also See: Triumph Rocket 3 R NA 18 NA NA NA NA 18 NA NA NA

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

DIAVEL

Diavel 1260

20.49 lakh

1158

V2/lc

162/9500

129/7500

6

236

We Say: Looks big and heavy, but is light and nimble. Now with a 1,262-cc L-twin Also See: Triumph Rocket 3 R NA NA 20 NA NA NA

HYPERMOTARD

Hypermotard 950

14.75 lakh

937

V2/lc

114/9000

96/7250

6

178*

NA

NA

We Say: A tall road bike with the handling of a supersport. Also See: Aprilia Dorsoduro 14.5 NA NA NA

MULTISTRADA

V2 V2 S V4 V4 S

15.49 lakh 17.49 lakh 20.99 lakh 25.49 lakh

937 937 1158 1158

V2/lc V2/lc V4/lc V4/lc

113/9000 113/9000 170/10500 170/10500

96/7750 96/7750 125/8750 125/8750

6 6 6 6

196 202 215 218

NA NA NA NA

NA NA NA NA

We Say: The motorcycle equivalent of a luxury SUV. Also See: BMW R 1200 GS, Honda Africa Twin, Triumph Tiger NA NA 20 NA 20 NA NA NA 22 NA NA NA 22 NA NA NA

SUPERSPORT

SuperSport SuperSport S

14.99 lakh 17.39 lakh

937 937

V2/lc V2/lc

110/9000 110/9000

93/6500 93/6500

6 6

210 210

We Say: A practical option below the Panigale at a more accessible price Also See: Kawasaki Ninja 1000 NA NA 16 NA NA NA NA NA 16 NA NA NA

PANIGALE

Panigale V2 Panigale V4 Panigale V4 S

19.49 lakh 26.49 lakh 31.99 lakh

995 1103 1103

V2/lc V4/lc V4/lc

155/10750 215/13000 215/13000

104/9000 124/9500 124/9500

6 6 6

We Say: Powerful track-tool with a price-tag to shame executive sedans. Also See: Aprilia RSV4, BMW S 1000 RR, Kawasaki Ninja ZX-10R, Ninja H2, Suzuki GSX-R1000 200 NA NA 17 NA NA NA 198 NA NA 17 NA NA NA 195 NA NA 17 NA NA NA

HARLEY-DAVIDSON www.harley-davidson.com PAN AMERICA

1250 1250 Special

18.25 lakh 20.99 lakh

1252 1252

V2/lc V2/lc

152/8750 152/8750

128/6750 128/6750

6 6

We Say: Brilliant all-rounder, the first affordable cruiser with a Harley-Davidson badge. Also See: Kawasaki Vulcan S 245 NA NA 21.2 NA NA NA 258 NA NA 21.2 NA NA NA

SPORTSTER

Iron 883 Forty-Eight Nightster Sportster S

11.99 lakh 13.49 lakh 14.99 lakh 16.51 lakh

883 1202 975 1252

V2/ac V2/ac V2/lc V2/ac

51/6000 66/6000 86/7500 121/7500

68/4750 96/3500 95/5700 125/6000

We Say: Value packed, classic and timeless looking motorycles that proudly boast of their heritage. Also See: NA NA NA 5 256 NA NA 12.5 NA 5 252 NA NA 7.9 NA NA NA 6 221 NA NA 11.7 NA NA NA 6 228 NA NA 11.8 NA NA NA

SOFTAIL

Standard Street Bob Fat Bob Fat Boy 114 Heritage Classic

15.25 lakh 15.99 lakh 17.99 lakh 21.99 lakh 23.49 lakh

1746 1868 1868 1868 1868

V2/ac V2/ac V2/ac V2/ac V2/ac

NA NA 93/5020 94/5020 94/5020

144/3250 155/3250 155/3500 155/3000 155/3250

6 6 6 6 6

297 297 306 317 330

We Say: Authentic and original to Harleys, one of their best-selling lines ever! Also See: Indian Scout, Chief NA NA NA NA 13.2 NA NA NA 13.2 NA NA NA NA NA 13.6 NA NA NA NA NA 18.9 NA NA NA NA NA 18.9 NA NA NA

TOURING

Electra Glide Standard Road King Street Glide Special Road Glide Special

24.99 lakh 28.49 lakh 33.99 lakh 36.99 lakh

1746 1746 1868 1868

V2/ac V2/ac V2/ac V2/ac

86/5020 86/5020 93/5250 93/5250

150/3250 150/3250 158/3250 158/3250

We Say: Long distance touring at its finest - torquey, immensely comfortable and, of course, addictive! Also See: Indian Chieftain, Moto Guzzi California. NA NA 6 372 NA NA 22.7 NA 6 375 NA NA 22.7 NA NA NA 6 375 NA NA 22.7 NA NA NA 6 387 NA NA 22.7 NA NA NA

HERO MOTOCORP www.heromotocorp.com HF DELUXE

HF 100 HF Deluxe (Self start)

56,968 68,232

97.2 97.2

1/ac 1/ac

8.02/8000 8.02/8000

8.05/6000 8.05/6000

4 4

112 112

9.39 9.39

We Say: All the Hero MotoCorp qualities at an affordable price. Also See: Bajaj Platina , TVS Star City+ 91.11 9.6 NA CBS Jan 07 91.11 9.6 NA CBS Jan 07

SPLENDOR

Splendor+ Splendor + XTEC

73,396 75,840

97.2 97.2

1/ac 1/ac

8/8000 8.02/8000

8.05/6000 8.05/6000

4 4

112 112

NA NA

NA NA

We Say: Perfect commuter if you can do with the looks. Also See: Bajaj Platina , Honda CD110 Dream, TVS Sport 9.8 NA CBS NA NA 9.8 NA CBS NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

www.bikeindia.in | January 2023 Bike India

89

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

SUPER SPLENDOR

Super Splendor

83,018

124.7

1/ac

10.7/7500

10.6/6000

5

123

NA

NA

We Say: Splendor hops onto the ‘executive’ bandwagon. Also See: Honda SP 125 10 NA CBS NA NA

GLAMOUR

Glamour Glamour X-TEC

82,018 90,518

124.7 124.7

1/ac 1/ac

10.6/7500 10.7/7500

10.6/6000 10.6/6000

We Say: The Glamour actually looks much better than the Super Splendor. Worth the extra dough. Also See: Bajaj Discover 125, Yamaha Saluto 5 NA 7.37 96.72 10 NA CBS Oct 20 5 NA 7.37 96.72 10 NA CBS Oct 20

PASSION PRO

Passion PRO Passion X-TEC

77,408 80,858

113 113

1/ac 1/ac

9/7500 9/7500

9.89/5000 9.79/5000

5 5

118 118

7.91 7.91

95.94 95.94

10 10

We Say: The Passion is back in a new avatar. Also See: TVS Star City+ NA CBS Nov 20 NA CBS Nov 20

XTREME

Xtreme 160R Xtreme 200S

1.21 lakh 1.35 lakh

We Say: Built for the urban jungle but more usable than it lets on. Also See: (for Xtreme 160R) Bajaj Pulsar NS 160, Suzuki Gixxer, TVS Apache RTR 160 4V (for Xtreme 200R) Bajaj Pulsar NS 200, TVS Apache RTR 200 4V 163 1/ac 15/8500 14/6500 5 139.5 6.18 111.00 12 NA Sep 20 199.6 1/ac 17.8/8500 16.15/6500 5 154.5 NA NA 12.8 NA NA NA

XPULSE

XPulse 200T 4V XPulse 200 4V

1.35 lakh 1.37 lakh

199.6 199.6

1/oc 1/oc

19.1/8500 19.1/8500

17.35/6500 17.35/6500

5 5

NA 158

We Say: The Impulse’s successor is here; off-road ready with an optional Rally Kit. Also See: No other options NA NA 13 NA NA NA NA NA 13 NA NA NA

HONDA www.honda2wheelersindia.com CD110 DREAM

CD110 Dream DX

70,315

109.51

1/ac

8.8/7500

9.3/5500

4

112

NA

NA

9.1

We Say: Reliable, refined, bare-bones commuter.. Also See: TVS Star City+, Yamaha Saluto RX NA CBS NA NA

SHINE

Shine

83,914

123

1/ac

10/7500

11/5000

5

114

NA

96.53

We Say: One of the most fuel-efficient bikes in the country. Also See: TVS Star City+, Yamaha Saluto RX 10.5 NA CBS Aug 12

LIVO

Livo

79,002

109.51

1/ac

8.6/7500

9.3/5500

4

114

We Say: Good styling and performance always welcome in the commuter segment. Also See: TVS Star City+, Yamaha Saluto RX 8.16 92.7 9 70.25 NA NA

SP

SP 125

87,522

124.7

1/ac

10.7/7500

10.9/6000

5

116

NA

We Say: A BS VI-ready motorcycle that is apt for the daily commute. Also See: Hero Glamour, Yamaha Saluto NA 11 NA CBS NA NA

CB UNICORN

CB Unicorn

1.05 lakh

162.7

1/ac

12.7/7500

We Say: Among the smoothest mills around. Great ride-handling combo. Available with a choice of motors. Also See: Bajaj Pulsar 150, TVS Apache RTR160 14/5500 5 140 NA NA 13 NA NA NA

X-BLADE

X Blade

1.21 lakh

162.71

1/ac

13.9/8000

14.7/5500

5

144

NA

We Say: Smooth 160-cc motor in an even sharper guise. Also See: Bajaj Pulsar 150, NS 160, Suzuki Gixxer, TVS Apache RTR 160 NA 12 NA NA NA

HORNET 2.0

Hornet 2.0

1.36 lakh

184.40

1/ac

17.27/8500

16.1/6000

5

We Say: Desirable name-tag and muscular design make it a perfect all-rounder for the young. Also See: Bajaj Pulsar 180, TVS Apache RTR 180 142 NA NA 12 NA NA NA

CB350

H’ness CB350 CB350RS

2.07 lakh 2.06 lakh

348.36 348.36

1/ac 1/ac

21.07/5500 21.07/5500

30/3000 30/3000

5 5

181 179

NA NA

We Say: Finely-aged wine in a retro-modern bottle. Also See: Benelli Imperiale 400, Jawa, Royal Enfield Meteor 350. NA 15 NA NA NA NA 15 NA NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

90

Bike India January 2023 | www.bikeindia.in

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

CB300F

Honda CB 300F

2.28 lakh

293.52

1/ac

24.7/7500

25.6/5500

6

153

NA

NA

14.1

We Say: A nimble and refined premium street bike. Also See: BMW G 310 R, KTM 250 Duke NA NA NA

CB300R

CB300R CB650R

2.27 lakh 9.14 lakh

286.01 648.72

1/lc I4/lc

30.46/8000 87/12000

We Say: A modern, compact street bike that packs a punch. Also See: (for CB300R) BMW G 310 R, KTM 250/390 Duke (for CB650R) Kawasaki Z650, Triumph Trident 27.4/6500 6 147 3.09 138.29 9.7 NA NA NA 57.5/8500 6 206 NA NA 15.4 NA NA NA

CB X

CB200X CB500X

1.48 lakh 5.79 lakh

184.40 471.03

1/ac I2/lc

17/8500 47.6/8500

16.1/6500 43.2/6500

5 6

147 199

NA NA

NA NA

12 17.7

We Say: Honda’s adventure tourer in two sizes Also See: Hero Impulse Kawasaki Versys NA NA NA NA NA NA

CBR650R

We Say: The four-cylinder sport-tourer, now sportier and more powerful Also See: (for CBR650R) Kawasaki Ninja 650 (for CBR10000RR-R) BMW S 1000 RR, Ducati Panigale V4, Kawasaki Ninja ZX-10R, Suzuki GSX-R 1000, Yamaha YZF-R1 9.34 lakh 648.72 I4/lc 87/12000 57.5/8500 6 206 NA NA 15.4 NA NA NA

CBR650R

CRF1100L AFRICA TWIN

Adventure Sports Adventure Sports DCT

16.01 lakh 17.55 lakh

1084 1084

I2/lc I2/lc

102/7500 102/7500

103/6000 103/6000

6 6A

238 238

NA NA

NA NA

24.5 24.5

We Say: Honda’s much-awaited adventure bike Also See: Ducati Multistrada, Triumph Tiger NA NA NA NA NA NA

CBR1000RR-R

CBR1000RR-R

24.07 lakh

1000

I4/lc

217.5/14500

We Say: Compact and refined.. Also See: BMW S1000 RR, Ducati Panigale, Kawasaki Ninja ZX-10R, Suzuki GSX-R 1000, Yamaha YZF-R1 113/12500 6 201 NA NA 16.1 NA NA NA

GL1800 GOLD WING

Gold Wing Tour

39.71 lakh

1833

F6/lc

126/5500

170/4500

7A+R

390

NA

NA

21.1

We Say: The most iconic grand tourer in the world. Also See: BMW K 1600 GTL NA NA NA

HUSQVARNA www.husqvarna-motorcycles.com/in/ SVARTPILEN

Svartpilen 250

2.19 lakh

248.8

1/lc

31.3/9000

24/7250

6

153*

3.73

134.66

We Say: The Husky that traverses both tarmac and trails. Also See: KTM 250 Duke, Suzuki Gixxer 250, Yamaha FZ25 9.5 NA Sep 20

VITPILEN

Vitpilen 250

2.18 lakh

248.8

1/lc

31.3/9000

24/7250

6

152*

3.73

134.66

We Say: The Husky for tarmac-only rides. Also See: KTM 250 Duke, Suzuki Gixxer 250, Yamaha FZ25 9.5 NA Sep 20

INDIAN www.indianmotorcycle.com SCOUT

Scout Scout Bobber

NA NA

1133 1133

V2/lc V2/lc

95.2/NA 95.2/NA

97/5600 97/5600

6 6

254 255

NA NA

We Say: Charismatic cruiser with more urgency than its bigger siblings. Also See: Harley-Davidson Street Bob, Fat Bob NA 12.5 NA NA NA NA 12.5 NA NA NA

CRUISER/BAGGER

Chief Dark Horse Chief Bobber Dark Horse Super Chief Limited Vintage Springfield Springfield Dark Horse Chieftain Dark Horse Chieftain Limited Challenger Limited Challenger Dark Horse

NA NA NA NA NA NA NA NA NA NA

1890 1890 1890 1890 1890 1890 1890 1890 1768 1768

V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac V2/ac

NA NA NA NA NA NA NA NA 122/5500 122/5500

162/3200 162/3200 162/3200 171/3000 171/3000 171/3000 171/3000 171/3000 178/3800 178/3800

6 6 6 6 6 6 6 6 6 6

304 315 335 377 376 355 373 373 377 377

NA NA NA NA NA NA NA NA NA NA

We Say: The first, no-nonsense steps to an iconic motorcycle. Also See: Harley-Davidson Softail/Touring, Moto Guzzi California NA 15.1 NA NA NA NA 15.1 NA NA NA NA 15.1 NA NA NA NA 20.8 NA NA NA NA 20.8 NA NA NA NA 20.8 NA NA NA NA NA NA 20.8 NA NA 20.8 NA NA NA NA 22.7 NA NA NA NA NA NA 22.7 NA

TOURING

Roadmaster Dark Horse Roadmaster Limited Roadmaster

NA NA NA

1890 1890 1890

V2/ac V2/ac V2/ac

NA NA NA

We Say: The fully-loaded luxury tourer. Also See: BMW K 1600 GTL, Harley-Davidson Street Glide Special, CVO Limited, Honda GL1800 Gold Wing 171/3000 6 403 NA NA 20.8 NA NA NA NA NA 171/3000 6 403 NA NA 20.8 NA 171/3000 6 412 NA NA 20.8 NA NA NA

www.bikeindia.in | January 2023 Bike India

91

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

JAWA www.jawamotorcycles.com JAWA

forty two Jawa Perak

1.81 lakh 1.90 lakh 2.09 lakh

293 293 334

1/lc 1/lc 1/lc

27/NA 27/NA 30.6/NA

26.8/NA 28/NA 32.7/NA

6 6 6

170 170 175

We Say: Jawa are back with modern engineering under a classic silhouette. Also See: Benelli Imperiale 400, Royal Enfield Classic 350. 4.53 124.78 14 NA Jan 20 NA NA 14 NA NA NA NA NA 14 NA NA NA

KAWASAKI www.kawasaki-india.com W

W175 W800

1.47 lakh 7.33 lakh

177 773

1/ac I2/ac

13/7500 52/6500

13.2/6000 62.9/4800

5 6

We Say: Kawasaki’s take on a modern-classic. Also See: (for W175 ) No direct rivals. (for W800 ) Ducati Scrambler, Triumph Street Twin NA NA 135 NA NA 12 NA 224 NA NA 15 NA NA NA

Z650

Z650

6.43 lakh

649

I2/lc

68/8000

64/6700

6

191

NA

NA

15

NA

We Say: Versatile street bike. Also See: Benelli TnT 600i NA NA

Z RS

Z650RS

6.92 lakh

649

I2/lc

68/8000

64/6700

6

192

NA

NA

We Say: Iconic exterior meets cutting-edge underpinnings. Also See: BMW R nineT Racer, Triumph ThruxtonR 12 NA NA NA

Z900

Z900

8.93 lakh

948

I4/lc

125/9500

98.6/7700

6

212

NA

We Say: Aggressively styled streetbike at a hard-to-resist price. Also See: Ducati Monster 821, Triumph Street Triple, Yamaha MT-09 NA 17 NA NA NA

Z H2

Z H2 Z H2 SE

22.79 lakh 26.95 lakh

998 998

I4 SC/LC I4 SC/LC

200 200

137 137

6 6

239 240

NA NA

We Say: A supercharged naked beast. Also See: BMW S1000R, Aprilia Tuono, Ducati Streetfighter V4 NA 19 NA NA NA NA 19 NA NA NA

VERSYS

Versys 650 Versys 1000

7.36 lakh 12.19 lakh

649 1043

I2/lc I4/lc

66/8500 120/9000

61/7000 102/7500

6 6

219 255

We Say: A touring Kwacker for all-road use. Also See: BMW F 750/850 GS, Ducati Multistrada, Suzuki V-Strom, Triumph Tiger NA NA 21 NA NA NA NA NA 21 NA NA NA

VULCAN

Vulcan S

6.40 lakh

649

I2/lc

61/7500

62.4/6600

6

235

NA

NA

We Say: A stylish Japanese cruiser at a tempting price. Also See: Harley-Davidson Street 750 14 NA NA NA

NINJA 300

Ninja 300

3.40 lakh

296

I2/lc

39/11000

27/10000

6

179

NA

NA

17

We Say: A true performance bike in India. Also See: KTM RC 390, Yamaha YZF-R3. NA NA NA

NINJA 400

j 400 Ninja

4.99 lakh

399

I2/lc

45/10000

37/8000

6

168

NA

NA

14

NA

We Say: Good all-rounder. Also See: KTM RC 390 NA NA

NINJA 650

Ninja 650

7.12 lakh

649

I2/lc

68/8000

64/6700

6

196

NA

NA

15

NA

We Say: Most versatile motorcycle. Also See: Honda CBR650R NA NA

NINJA 1000

Ninja 1000 SX

11.98 lakh

1043

I4/lc

142/10000

111/8000

6

238

NA

NA

19

We Say: Smooth and comfortable mile-muncher. Also See: Ducati SuperSport NA NA NA

NINJA ZX-6R

Ninja ZX-6R

92

NA

636

Bike India January 2023 | www.bikeindia.in

I4/lc

130/13500

70.8/11000

6

196

NA

We Say: Four-cylinder Japanese supersport finally arrives in India Also See: No direct rivals. NA 17 NA NA NA

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

NINJA ZX-10R

Ninja ZX-10R

15.99

998

I4/lc

213/13500

114.9/11200

We Say: One of the most rider-friendly litre-class superbike there is. Also See: Aprilia RSV4, Ducati Panigale, Honda CBR1000RR, Suzuki GSX-R1000, Yamaha YZF-R1 6 206 NA NA 17 NA NA NA

NINJA H2

Ninja H2 SX Ninja H2 SX SE Ninja H2 Ninja H2 Carbon Ninja H2R^ (^ track-only)

NA NA NA NA 79.90

998 998 998 998 998

I4 sc/lc I4 sc/lc I4 sc/lc I4 sc/lc I4 sc/lc

200/11000 200/11000 231/11500 231/11500 310/14000

137.3/9500 137.3/9500 141.7/11000 141.7/11000 165/12500

6 6 6 6 6

We Say: The only supercharged big bikes on sale in India. Also See: BMW S 1000 RR, Ducati Panigale V4, Suzuki GSX-R1000R, Yamaha YZF-R1M 256 NA NA 19 NA NA NA 260 NA NA 19 NA NA NA 238 NA 300 (L) 17 NA NA NA 238 NA 300 (L) 17 NA NA NA 216 NA NA 17 NA NA NA

KEEWAY www.keeway-india.com SR

SR- 125

1.19 lakh

125

1/ac

9.7/9000

8.2/7500

5

120

NA

NA

14.5

NA

We Say: NA Also See: No direct rivals NA NA

K-LIGHT

K-Light 250V

2.89 lakh

249

V2/ac

18.7/8500

19/5500

5

179

NA

NA

We Say: Keeway’s modern-classic cruiser looks the part Also See: No direct rivals 20 NA NA NA

V302C

V302C

3.89 lakh

298

V2/lc

29.5/8500

26.5/6500

6

NA

NA

NA

15

We Say: A modern-classic take on bobbers Also See: No direct rivals NA NA NA

K 300

K300 N K300 R

2.65 lakh 2.99 lakh

293 293

1/lc 1/lc

27.5/8750 27.5/8750

25/7000 25/7000

6 6

151 165

We Say: (N) Sharp styling, aggressive pricing. (R) Better aerodynamics. Also See: (N) KTM 250 Duke, BMW G 310 R, (R) TVS Apache RR 310, BMW G 310 RR NA NA 12.5 NA NA NA NA NA 12 NA NA

KTM www.ktm.com/in DUKE

125 Duke 200 Duke 250 Duke 390 Duke

1.78 lakh 1.91 lakh 2.37 lakh 2.96 lakh

124.71 199.5 248.8 373.3

1/lc 1/lc 1/lc 1/lc

14.5/9250 25/10000 30/9000 43.5/9000

12/8000 19.3/8000 24/7000 37/7000

6 6 6 6

We Say: A bike which loves to be ridden aggressively and features updated technology. Also See: Bajaj Pulsar NS 200, Benelli TnT 300, Honda CB300R 148 5.63 104.93 10.2 NA Jan 19 148 3.73 135 10.5 NA NA NA 150* 2.97 140.8 13.4 NA Apr 17 163 NA NA 13.4 NA NA NA

ADVENTURE

250 Adventure 390 Adventure

2.44 lakh 3.37 lakh

248.8 373.27

1/lc 1/lc

30/9000 43.5/9000

24/7500 37/7500

6 6

156 177

NA 2.94

NA 153.81

14.5 14.5

We Say: The ADV we have all been waiting for. Also See: BMW G 310 GS, Royal Enfield Himalayan NA NA NA NA Jul 20

RC

RC 125 RC 200 RC 390

1.88 lakh 2.14 lakh 3.16 lakh

124.7 199.5 373.3

1/lc 1/lc 1/lc

15/9250 25.8/10000 43.5/9000

12/8000 19.2/8000 37/7000

6 6 6

NA 160 172

NA NA NA

We Say: A serious track-tool for learner and enthusiast alike. Also See: Bajaj Pulsar RS 200, Kawasaki Ninja 300, TVS Apache RR 310 NA NA NA NA NA NA 13.7 NA NA NA NA 13.7 NA NA NA

MAHINDRA 2 WHEELER www.mahindramojo.com MOJO

Mojo

2.09 lakh

294.72

1/lc

25.7/7300

25.9/6000

6

186.2

We Say: A large-capacity single that aims to work every day and everywhere. Also See: Bajaj Dominar 400, Royal Enfield Classic 350. NA NA 21 NA NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

www.bikeindia.in | January 2023 Bike India

93

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

MOTO GUZZI www.motoguzzi.com V9

Bobber Roamer

NA NA

853 853

V2 V2

55/6250 55/6250

62/3000 62/3000

6 6

199 199

NA NA

NA NA

We Say: Modern-day old-school recreation, Italian style. Also See: Triumph Bonneville. 15 NA NA NA 15 NA NA NA

CALIFORNIA

1400 Audace 1400 Touring SE 1400 Eldorado MGX-21 Flying Fortress

NA NA NA NA

1380 1380 1380 1380

V2/ac V2/ac V2/ac V2/ac

96/6500 96/6500 96/6500 96/6500

We Say: Relaxed but quick long-distance tourer that loves the open road. Also See: Harley-Davidson Heritage Classic, Street Glide Special, Indian Chief Classic, Chieftain. 6 299 NA NA 20.5 NA NA NA 6 337 NA NA 20.5 NA NA NA NA NA 6 318 NA NA 20.5 NA 6 341 NA NA 20.5 NA NA NA

121/3000 120/2750 120/2750 121/3000

V85 TT

V85 TT

15.4 lakh

853

V2/ac

76/7500

82/5000

6

230

NA

NA

We Say: Adventure tourer by the Italian brand. Also See: Triumph Tiger, Ducati Scrambler Desert Sled 23 NA NA NA

ROYAL ENFIELD www.royalenfield.com BULLET

Bullet 350 Bullet 350 ES

1.81 lakh 1.90 lakh

346 346

1/ac 1/ac

19.3/5250 19.3/5250

28/4000 28/4000

5 5

183 183

We Say: The subtle Enfield makes a come back with a UCE heart. Also See: No options, there are no alternatives to a Bullet but a Bullet itself! NA NA 13.5 NA NA NA NA NA 13.5 NA NA NA

CLASSIC 350

Classic Redditch Classic Chrome

2.19 lakh 2.50 lakh

349 349

1/ac 1/ac

20.2/5250 20.2/5250

27/4000 27/4000

5 5

195 195

NA NA

We Say: Royal Enfield fuses old world charm with modern retro lines. Also See: Honda CB350, Jawa and Jawa forty two, Benelli Imperiale 400 110.93 13 NA NA NA 110.93 13 NA NA NA

HUNTER 350

Hunter 350 Retro Hunter 350 Metro

1.72 lakh 1.96 lakh

349 349

1/ac 1/ac

24/6100 24/6100

27/4000 27/4000

5 5

NA NA

NA NA

We Say: Aggressively priced and immensely capable for urban riding. . Also See: Honda H’Ness CB350, Benelli Imperiale 400 NA 15 NA NA NA 15 NA NA

METEOR 350

Meteor 350 Fireball Meteor 350 Supernova

2.30 lakh 2.46 lakh

349 349

1/ac 1/ac

20.2/6100 20.2/6100

27/4000 27/4000

5 5

NA NA

NA NA

We Say: A very modern machine that still retains a retro appeal. Also See: Honda H’Ness CB350, Benelli Imperiale 400 NA 15 NA NA NA 15 NA NA

SCRAM 411

Scram 411

2.46 lakh

411

1/ac

We Say: All-new Royal Enfield motorcycle that is a credible adventure-tourer and a genuine all-rounder, now with fuel-injection. Also See: Yezdi Scrambler 24.5/6500 32/4250 5 199 NA NA 15 NA Apr 22 NA

HIMALAYAN

Himalayan

2.54 lakh

411

1/ac

We Say: All-new Royal Enfield motorcycle that is a credible adventure-tourer and a genuine all-rounder, now with fuel-injection. Also See: Yezdi Adventure 24.5/6500 32/4250 5 199 NA NA 15 NA Jul 20

INTERCEPTOR

Standard Special

3.42 lakh 3.62 lakh

648 648

I2/ac I2/ac

47/7150 47/7150

52/5250 52/5250

6 6

202 202

We Say: The most affordable and seriously credible twin you can buy today. Also See: No direct rivals. 3.08 160.50 13.7 NA Jan 19 3.08 160.50 13.7 NA Jan 19

CONTINENTAL GT

Standard Special

3.51 lakh 3.80 lakh

648 648

I2/ac I2/ac

47/7150 47/7150

52/5250 52/5250

6 6

198 198

NA NA

NA NA

12.5 12.5

We Say: If you want something a little sportier.. Also See: No direct rivals. NA NA NA NA NA NA

SUZUKI www.suzukimotorcycle.co.in GIXXER 150

Gixxer Gixxer SF

94

1.34 lakh 1.37 lakh

155 155

Bike India January 2023 | www.bikeindia.in

1/ac 1/ac

13.6/8000 13.6/8000

13.8/6000 13.8/6000

We Say: Street sport bike which brings style, handling and efficiency together well. Also See: Bajaj Pulsar NS 160, Hero Xtreme 160R, Honda X-Blade, TVS Apache RTR160, Yamaha FZ-S 5 141 6.02 112.47 12 47.75 Jun 18 5 148 NA NA 12 NA NA NA

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

GIXXER 250

Gixxer 250 Gixxer SF 250

1.81 lakh 1.92 lakh

249 249

1/oc 1/oc

26.5/9000 26.5/9000

22.2/7300 22.2/7300

6 6

156 161

3.71 3.56

We Say: Suzuki’s first 250-cc challenger looks promising. Also See: Honda CBR250R, Yamaha Fazer 25, Yamaha FZ 25 137.53 12 NA Jan 20 137.53 12 NA Nov 19

V-STROM

V-Strom SX V-Strom 650XT

2.11 lakh 8.88 lakh

249 645

1/ac V2/lc

26.5/9300 71/8800

22.2/7300 62/6500

6 6

167 216

NA NA

We Say: Capable adventure tourer. Also See: Ducati Multistrada, Kawasaki Versys, Triumph Tiger NA 12 NA NA NA NA NA NA 20 NA

KATANA

Katana

13.61 lakh

999

I4/lc

NA

NA

6

217

NA

We Say: Suzuki resurrect an iconic motorcycle in an appealing package. Also See: Kawasaki Ninja ZX-14R NA 12 NA NA NA

HAYABUSA

GSX-1300R

16.41 lakh

1340

I4/lc

190/9700

150/7000

6

264

We Say: One of the world’s fastest motorcycles, officially on sale in India. Also See: Kawasaki Ninja ZX-14R NA 300 (L) 20 NA NA NA

TRIUMPH www.triumphmotorcycles.in BONNEVILLE

Speed Twin 900 Scrambler 900 Bonneville T100 Speed Twin 1200 Bonneville T120 Bonneville Bobber Bonneville Speedmaster

8.49 lakh 9.59 lakh 9.69 lakh 11.09 lakh 11.09 lakh 12.05 lakh 12.05 lakh

900 900 900 1200 1200 1200 1200

I2/lc I2/lc I2/lc I2/lc I2/lc I2/lc I2/lc

65/7500 65/7500 55/5900 97/6750 80/6550 77/6100 77/6100

80/3800 80/3200 80/3230 112/4950 105/3100 106/4000 106/4000

5 5 5 6 6 6 6

198* 203* 213* 196* 224* 228* 245.5*

NA NA NA NA NA NA NA

NA NA NA NA NA NA NA

We Say: Modern classic trying to re-live the good old days. Also See: Harley-Davidson Forty-Eight, Moto Guzzi V9 12 NA NA NA 12 NA NA NA 14.5 NA NA NA 14.5 NA NA NA 14.5 NA NA NA 9.1 NA NA NA 12 NA NA NA

ROADSTER

Trident 660 Street Triple R Street Triple RS Speed Triple 1200 RS

7.45 lakh 9.15 lakh 11.35 lakh 17.95 lakh

660 765 765 1160

I3/lc I3/lc I3/lc I3/lc

81/10250 118/12000 123/11750 180/10750

64/6250 79/9350 79/9350 125/9000

We Say: Stripped-down racers for the road. Also See: Benelli TnT 600i, Ducati Monster, Suzuki GSX-S750, Yamaha MT-09, BMW S 1000 R (1200) 6 189 NA NA 14 NA NA NA 6 168* NA NA 17.4 NA NA NA 6 166* NA NA 17.4 NA NA NA 6 198* NA NA 15.5 NA NA NA

TIGER

Tiger Sport 660 Tiger 850 Sport Tiger 900 GT Tiger 900 Rally Tiger 900 Rally Pro Tiger 1200 GT Pro Tiger 1200 GT Explorer Tiger 1200 Rally Pro Tiger g 1200 Rallyy Pro Explorer Ex

9.08 lakh 11.95 lakh 13.70 lakh 14.35 lakh 15.50 lakh 19.19 lakh 20.69 lakh 20.19 lakh 21.69 lakh

660 888 888 888 888 1160 1160 1160 1160

I3/lc I3/lc I3/lc I3/lc I3/lc I3/lc I3/lc I3/lc I3/lc

81/10250 85/8500 95.2/8750 95.2/8750 95.2/8750 150/9000 150/9000 150/9000 150/9000

64/6250 82/6500 87/7250 87/7250 87/7250 130/7000 130/7000 130/7000 130/7000

6 6 6 6 6 6 6 6 6

206 192* 194* 196* 201* 245* 245* 249* 249*

We Say: Versatile and comfortable on-off-roader with a choice of displacements. Also See: BMW GS, Ducati Multistrada, Kawasaki Versys NA NA 17.2 NA NA NA NA NA 20 NA NA NA NA NA 20 NA NA NA NA NA 20 NA NA NA NA NA 20 NA NA NA NA NA NA NA 20 NA NA NA 20 NA NA NA NA NA 20 NA NA NA NA NA 20 NA NA NA

ROCKET 3

Rocket 3

19.90 lakh

2458

I3/lc

167/6000

221/4000

6

We Say: The largest engine on a production motorcycle makes sure it goes like its namesake. Also See: Ducati Diavel 1260 S 291* NA NA 18 NA NA NA

TVS www.tvsmotor.com SPORT

Sport

69,293

109.7

1/ac

8.1/7350

7.7/4500

4

110

We Say: Sportier style for your commute without being too heavy on the pocket. Also See: Bajaj Platina, Hero Splendor 8.01 90 10 NA Oct 20

RADEON

Radeon (Drum) Radeon (Disc)

74,804 78,804

109.7 109.7

1/ac 1/ac

8.4/7000 8.4/7000

8.7/5000 8.7/5000

4 4

112 112

8.45 NA

We Say: Eye-catching commuter with a frugal and reliable mill. Also See: Hero Splendor, Honda CD110 Dream 86.68 10 NA CBS Nov 18 NA 10 NA CBS NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

www.bikeindia.in | January 2023 Bike India

95

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

STAR CITY+

StaR City+

79,040

109.7

1/ac

8.2/7350

8.7/4500

4

116

We Say: Adds style to your commute without being too heavy on the pocket. Also See: Bajaj CT100, Hero HF Deluxe 7.68 90.8 10 67 Jul 14

RAIDER

Raider

99,990

124.8

1/ac

11.4/7500

11.2/6000

5

We Say: A new model from TVS which adds a bit more sportiness to the 125cc segment Also See: Honda Shine, Bajaj Pulsar 125 123 NA NA 10 NA CBS NA NA

APACHE RTR

RTR 160 RTR 160 4V RTR 180 RTR 200 4V

1.17 lakh 1.21 lakh 1.30 lakh 1.39 lakh

159.7 159.7 177.4 197.75

1/ac 1/ac 1/ac 1/ac

16.04/8750 17.63/7250 17.02/9000 20.82/9000

13.85/7000 14.12/7250 15.5/7000 16.8/7500

We Say: Great looks, nimble traffic carver with power through the complete rev range. Also See: Bajaj Pulsar 180, NS 160, Honda X-Blade, CB Hornet 160R, Suzuki Gixxer, Yamaha FZ-S 5 137 NA 107 12 NA Aug 07 Jun 18 5 147 4.86 117.7 12 NA 5 140 NA 113 12 NA NA NA Jul 20 5 152 4.57 120.87 12 NA

RONIN

Ronin

1.68 lakh

225.9

1/ac

20.4/7750

19.93/3750

5

160

NA

We Say: TVS enter the urban-scrambler space with the Ronin. Also See: No direct rivals NA 14 NA ABS NA NA

APACHE RR

RR 310

2.65 lakh

312.2

1/lc

34/9700

We Say: One of the most versatile motorcycles we have ridden. Superb on the street and capable on the track. Also See: KTM RC 390 27.3/7700 6 174 3.23 152.29 11 NA Aug 20

YAMAHA www.yamaha-motor-india.com FZ

FZ-FI Version 3.0 FZ-S FI Version 3.0 FZ-X

1.13 lakh 1.21 lakh 1.34 lakh

149 149 149

1/ac 1/ac 1/ac

12.4/7250 12.4/7250 12.4/7250

13.6/5500 13.6/5500 13.3/5500

5 5 5

137 137 139

We Say: Great-looking naked bike; has worked wonders for Yamaha in India. Also See: Honda CB Hornet 160R, Suzuki Gixxer, TVS Apache RTR160 NA NA 13 NA NA NA NA NA NA NA 13 NA NA NA NA NA 10 NA

YZF-R15

YZF-R15 Version 4.0 YZF-R15M

1.79 lakh 1.90 lakh

155 155

1/lc 1/lc

18.4/10000 18.4/10000

14.2/7500 14.2/7500

6 6

142 142

NA NA

NA NA

We Say: Indian performance biking taken to the next level. Also See: Bajaj Pulsar RS 200, KTM RC 200 11 NA NA NA NA NA 11 NA

FZ 25

FZ 25 FZS 25

1.47 lakh 1.52 lakh

249 249

1/ac 1/ac

20.8/8000 20.8/8000

20.1/6000 20.1/6000

5 5

We Say: More muscle for the one of the most popular muscle-bike brand names around. Also See: Bajaj Pulsar NS 200, RS 200, Suzuki Gixxer 250, TVS Apache RTR 200 4V 153 3.92 123.64 14 NA Jan 20 154 NA NA 14 NA NA NA

MT

MT-15 V2

1.64 lakh

155

1/lc

18.4/10000

14.1/8500

6

138

We Say: Stylish street roadster that is usable every day Also See: (for MT-15) KTM 125 Duke, Bajaj NS 200, TVS Apache RTR 200 4V 4.97 121.44 10 NA Sep 19

YZF-R1

YZF-R1 YZF-R1M

BO BO

998 998

I4/lc I4/lc

200/13500 200/13500

We Say: MotoGP-derived technology places the new R1 among the best superbikes in the world. Also See: Aprilia RSV4, BMW S 1000 RR, Honda CBR1000RR-R, Kawasaki Ninja ZX-10R, Suzuki GSX-R 1000 112.4/11500 6 199 NA 300 (L) 17 NA NA NA NA NA 112.4/11500 6 201 NA 300 (L) 17 NA

YEZDI www.yezdi.com ROADSTER

Roadster

2.01 lakh

334

1/lc

29.7/7300

29/6500

6

184

NA

We Say: Yezdi’s most accessible road-biased motorcycle Also See: Honda H’ness CB350, Jawa 42, Royal Enfield Meteor 350 NA 12.5 NA NA NA

SCRAMBLER

Scrambler

2.09 lakh

334

1/lc

29.1/8000

28.2/6750

6

182

NA

NA

We Say: The Scrambler promises fun across all terrains Also See: Honda CB350RS 12.5 NA NA NA

ADVENTURE

Adventure

96

2.14 lakh

334

Bike India January 2023 | www.bikeindia.in

1/lc

30.2/8000

30/6500

6

We Say: Equipped and ready for those big adventures Also See: Benelli TRK 251, BMW G 310 GS, KTM 250 Adventure, Royal Enfield Himalayan, 188 NA NA 15.5 NA NA NA

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

Competition Bikes & Off-road Vehicles KAWASAKI www.kawasaki-india.com KLX

KLX110 KLX140G KLX450R

2.99 lakh 4.06 lakh 8.99 lakh

112 144 449

1/ac 1/ac 1/lc

7.3/7500 NA NA

8.0/4000 NA NA

4 5 5

76 99 126

NA NA NA

We Say: Non road-legal dirt bike for your kids to start on, finally. Also See: No options NA 3.6 NA NA NA NA 5.8 NA NA NA NA 8 NA NA NA

KX

KX100 KX250 KX450

4.87 lakh 7.99 lakh 8.59 lakh

99 249 449

NA 1/lc 1/lc

30 (est) 50 (est) NA

NA NA NA

6 5 5

77 104.7 110

We Say: Full-on non-road-legal bikes in two-stroke and four-stroke flavours. Also See: Suzuki RM-Z NA NA 5 NA NA NA NA NA 6.4 NA NA NA NA NA 6.2 NA NA NA

SUZUKI www.suzukimotorcycle.co.in RM-Z

RM-Z250 RM-Z450

6.53 lakh 7.36 lakh

249 449

1/lc 1/lc

NA NA

NA NA

5 5

106 112

We Say: Suzuki usher in dirt bikes that pack a punch; with a price tag to match Also See: Kawasaki KX NA NA 6.5 NA NA NA NA NA 6.3 NA NA NA

Scooters APRILIA www.aprilia.com SR

Storm SR RST 125 SR RST 160 SR RST 160 Carbon SR RST 160 Race

1,11 lakh 1.21 lakh 1.30 lakh 1.32 lakh 1.39 lakh

124.45 124.45 160.03 160.03 160.03

1/ac 1/ac 1/ac 1/ac 1/ac

9.92/7700 11/7600 11/7600 11/7600 11/7600

9.7/6000 11.6/6000 11.6/6000 11.6/6000 11.6/6000

V V V V V

NA NA NA NA NA

We Say: Exciting moto-scooter that is all about the fun. Also See: Honda Grazia, Suzuki Burgman Street, TVS Ntorq 125, Vespa 125 NA NA 6 NA CBS NA NA 6 NA NA NA NA NA 6 NA NA NA NA NA 6 NA NA NA NA NA 6 NA Nov 20 7.89 96.49

SXR

SXR 125 SXR 160

1.30 lakh 1.42 lakh

124.45 160.03

1/ac 1/ac

9.5/7600 11/7600

9.2/6250 11.6/6000

V V

NA NA

NA NA

NA NA

We Say: The big plush boy of scooters in the country. Also See: Suzuki Burgman Street 7 NA NA NA 7 NA NA NA

BMW MOTORRAD www.bmw-motorrad.com C 400

C 400 GT

10.40 lakh

350

1/lc

34/7500

We Say: Great looks and goodie-loaded, this is the ideal jump for the econo-commuter who wants more. Also See: No alternatives 35/5750 V 202 NA NA 12.8 NA NA Mar 22

HERO MOTOCORP www.heromotocorp.com PLEASURE

Pleasure+ XTEC

77,922

110.9

1/ac

8.2/7000

We Say: Great looks and goodie-loaded, this is the ideal jump for the econo-commuter who wants more. Also See: Honda Activa 6G 8.7/5500 V 104 NA NA 4.8 NA CBS NA NA

www.bikeindia.in | January 2023 Bike India

97

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

DESTINI

Destini 125 VX

72,866

124.6

1/ac

9.1/7000

10.4/5500

V

113

7.78

97.74

We Say: Hero’s first-ever 125-cc scooter is now on sale. Also See: Honda Grazia, Suzuki Access 125, TVS Ntorq 125 5.5 NA CBS Feb 19

MAESTRO EDGE

Maestro Edge 110 Maestro Edge 125

74,910 77,896

110.9 124.6

1/ac 1/ac

9.1/7250 9.1/7000

8.7/5750 10.4/5500

V V

112 112

We Say: New Hero 110-cc scooter wants to have an edge over the competition. Also See: Honda Dio, Grazia, TVS Ntorq 125, Yamaha Fascino NA NA 5.0 NA CBS NA NA NA NA 5.0 NA CBS NA NA

HONDA www.honda2wheelersindia.com DIO

Dio Dio DLX

68,352 72,353

109.5 109.5

1/ac 1/ac

7.8/8000 7.8/8000

9.0/4750 9.0/4750

V V

105 105

NA NA

We Say: An Activa with good looks. Pillion foot-rest is a pain, though. Also See: TVS Jupiter NA 5.3 NA CBS NA NA NA 5.3 NA CBS NA NA

ACTIVA

Activa 6G Activa 6G DLX Premium Edition

73,086 75,586 76,587

109.5 109.5 109.5

1/ac 1/ac 1/ac

7.8/8000 7.8/8000 7.8/8000

8.8/5250 8.8/5250 8.8/5250

V V V

107 107 107

NA NA NA

We Say: The most popular scooter now in its fifth generation. Also See: TVS Jupiter NA 5.3 NA CBS NA NA NA 5.3 NA CBS NA NA NA 5.3 NA CBS NA NA

ACTIVA 125

Activa 125 Activa 125 (Disc)

77,062 84,235

124 124

1/ac 1/ac

8.3/6500 8.3/6500

10.3/5000 10.3/5000

V V

We Say: More power and big improvement overall compared to its smaller-engined sibling. Also See: Hero Destini 125, Suzuki Access 125 111 10.71 88.54 5.3 NA CBS NA NA 111 10.71 88.54 5.3 NA CBS Jan 20

GRAZIA

Grazia Grazia Disc

82,248 89,573

124 124

1/ac 1/ac

8.25/6000 8.25/6000

10.3/5000 10.3/5000

V V

108 108

7.15 7.15

We Say: Sharp and trendy contender in the 125-cc scooter segment. Also See: Aprilia 125, Suzuki Burgman Street, TVS Ntorq 125, Vespa 125 5.3 53.5 CBS NA NA 92.1 5.3 53.5 CBS May 18 92.1

KEEWAY www.keeway-india.com SIXTIES

Sixties 300i

2.99 lakh

278.20

1/lc

18.7/6500

22/6000

V

146

NA

NA

10

We Say: Neo-retro scooter that packs a punch Also See: Nothing yet NA ABS NA

VIESTE

Vieste 300

2.99 lakh

278.20

1/lc

18.7/6500

22/6000

V

147

NA

We Say: A potent engine in a fun package makes scootering fun Also See: Nothing yet NA 12 NA ABS NA

SUZUKI www.suzukimotorcycle.co.in ACCESS

Access Access Ride Connect (Disc)

81,300 87,200

124 124

1/ac 1/ac

8.7/6750 8.7/6750

10/5500 10/5500

CVT CVT

104 103

We Say: Effortlessly quick and a nimble handler but priced on the higher side. Also See: Hero Destini 125, Honda Activa 125 NA NA 5 NA CBS NA NA NA NA 5 NA CBS NA NA

AVENIS

Avenis Race edition Avenis Ride Connect

89,300 89,000

124 124

1/ac 1/ac

8.7/6750 8.7/6750

10/5500 10/5500

CVT CVT

106 106

NA NA

We Say: Stylish and youthful scooter for the urban rider. Also See: Aprilia SR 125, Honda Grazia, TVS Ntorq 125, Vespa 125 NA 5.2 NA CBS NA NA NA 5.2 NA CBS NA NA

BURGMAN

Burgman Street Burgman Street Ride Connect Burgman Street EX

98

89,900 93,300 1.12 lakh

124 124 124

Bike India January 2023 | www.bikeindia.in

1/ac 1/ac 1/ac

8.7/6750 8.6/6500 8.7/6750

10/5500 10/5500 10/5500

CVT CVT CVT

110 111 110

9.26 9.26 9.26

We Say: Premium 125-cc scooter from the famed Burgman range. Also See: Aprilia SR 125, Honda Grazia, TVS Ntorq 125, Vespa 125 92.27 5.5 NA CBS Sep 18 92.27 5.5 NA CBS Sep 18 92.27 5.5 NA CBS Sep 18

OVERALL RATING

TESTED

ABS

ALLOY WHEELS

FUEL EFFICIENCY (km/l)

FUEL TANK (litres)

TOP SPEED (km/h)

ACCELERATION (0-60 km/h)

KERB WEIGHT (kg)

GEARS

PEAK TORQUE Nm/rpm

PEAK POWER hp/rpm

ENGINE LAYOUT

ENGINE CAPACITY (cc)

PRICE (Ex-showroom)

GBU TWO-WHEELER BUYING GUIDE

TVS www.tvsmotor.com XL

XL100 Comfort XL100 Comfort i-Touch

45,741 56,860

99.7 99.7

1/ac 1/ac

4.35/6000 4.35/6000

6.5/3500 6.5/3500

1 1

80 86

NA NA

We Say: A bare-bones, no-nonsense mode of transportation Also See: No options NA 4 NA NA NA NA 4 NA NA NA

SCOOTY PEP+

Scooty Pep+

65,484

87.8

1/ac

5.4/6500

6.5/3500

V

95

12.2

74

We Say: An engine upgrade makes it even more desirable. Also See: NA 4.2 NA NA NA

SCOOTY ZEST

Scooty Zest 110

73,036

109.7

1/ac

7.82/7500

8.8/5500

V

103

NA

We Say: Venerable badge gets a larger heart and contemporary design. Also See: NA. NA 5 NA NA NA

JUPITER

Jupiter Jupiter ZX Disc SmartXonnect Jupiter Classic Jupiter 125 (Alloy) Jupiter 125 (Disc)

73,671 85,246 85,866 85,375 89,625

109.7 109.7 109.7 124.8 124.8

1/ac 1/ac 1/ac 1/ac 1/ac

7.5/7000 7.5/7000 7.5/7000 8.0/6500 8.0/6500

8.4/5500 8.4/5500 8.4/5500 10.5/4500 10.5/4500

V V V V V

109 107 108 108 108

9.98 9.98 10.45 NA NA

We Say: Good features and comfort for the price. Also See: Hero Maestro Edge 125, Honda Dio, Yamaha Fascino 88.78 5 43 CBS NA NA 88.78 5 43 CBS NA NA 80.95 5 43 CBS Oct 20 NA 5.1 NA NA NA NA NA 5.1 NA NA Jan 22

NTORQ

Ntorq 125 Ntorq 125 (Disc) Ntorq 125 XT Ntorq Race XP

79,956 84,411 99.961 92,061

124.8 124.8 124.8 124.8

1/ac 1/ac 1/ac 1/ac

9.4/7000 9.4/7000 9.4/7000 10.2/7000

10.5/5500 10.5/5500 10.5/5500 10.8/5500

V V V V

118 118 110 116

6.93 6.93 NA NA

We Say: Engaging and comfortable scoot that is loaded with features. Also See: Aprilia SR 125, Honda Grazia, Suzuki Burgman Street 98.71 5.8 NA CBS NA NA 98.71 5.8 NA CBS NA NA NA 5.8 NA CBS NA NA NA 5.8 NA CBS NA NA

VESPA www.vespaindia.com 125

ZX 125 VXL 125 SXL 125

1.13 lakh 1.28 lakh 1.31 lakh

125 125 125

1/ac 1/ac 1/ac

9.92/7500 9.92/7500 9.92/7500

9.6/6000 9.6/6000 9.6/6000

V V V

114 114 114

We Say: If you love retro, buy the Vespa. Also See: Aprilia SR 125, Honda Grazia, Suzuki Burgman Street, TVS Ntorq 125 9.36 101 6 45.25 CBS NA NA 9.36 101 6 45.25 CBS NA NA 9.36 101 6 45.25 CBS NA NA

150

VXL 150 SXL 150

1.41 lakh 1.45 lakh

149 149

1/ac 1/ac

10.47/7600 10.47/7600

10.6/5500 10.6/5500

V V

114 114

We Say: Be there or be square? Square is cool. Also See: Aprilia SR 150, Honda Grazia, Suzuki Burgman Street, TVS Ntorq 125 NA NA 6 NA NA NA NA NA 6 NA NA NA

YAMAHA www.yamaha-motor-india.com CYGNUS RAY

Ray ZR 125 (Disc) Ray ZR Street Rally 125

86,530 90,530

125 125

1/ac 1/ac

8.2/6500 8.2/6500

10.3/5000 10.3/5000

V V

98 99

NA NA

NA NA

5.2 5.2

We Say: Stylish scooter with a Yamaha badge. Also See: TVS Ntorq 125 NA CBS NA NA CBS NA NA NA

FASCINO

Fascino 125 (Disc)

86,230

125

1/ac

8.2/6500

10.3/5000

V

99

NA

NA

We Say: The lightest scooter yet from the Yamaha stable. Also See: Hero Maestro Edge 125, Honda Activa 125 5.2 NA CBS NA NA

AEROX

Aerox 155

1.40 lakh

155

1/lc

15/8000

13.9/6500

V

126

NA

NA

We Say: The lightest scooter yet from the Yamaha stable. Also See: Hero Maestro Edge 125, Honda Activa 125 5.5 NA CBS NA NA

LEGENDS: ac: Air-cooled, lc: Liquid-cooled, I: In-line, V: V layout, F: Flat, sc: Supercharged, A: Automatic, BO: By Order, L: Limited, * : Dry weight

www.bikeindia.in | January 2023 Bike India

99

GBU TWO-WHEELER BUYING GUIDE

5.4 6.0

2.23 2.9

BENLING www.benlingindia.com

-on-road, Delhi

51.1V 51.1V

Top speed: 80 km/h Tested: NA 108 NA 85* 108 NA 85*

KM 3000 KM 4000

1.22 lakh 73.6V 1.25 lakh 73.6V

6.0 8.0

4.0 4.4

72V 60V 48V

3.2 3.2 3.2

3.2 3.2 3.2

Rorr

1.03 lakh

NA

10

4.4

1.9 1.9

1.45 1.45

Top speed: 50 km/h* Tested: NA NA NA 78* NA NA 78*

CHETAK www.chetak.com CHETAK

Chetak Premium

1.51 lakh 50.4V

4.0

3.0

Top speed: 60 km/h* Tested: NA NA NA 95*

ELECTROTHERM www.yobykes.in EDGE

Edge DX Drift DX

49,000 51,000

48V 48V

0.25 0.25

1.15 1.15

Top speed: 25 km/h Tested: NA 84 NA 70* 86 NA 70*

Ridge+

76,285

60V

0.8

1.56

ASTRID LITE

92.322

72V

2.4

1.7

Top speed: 52.5 km/h Tested: Feb 20 160 1.96 55

Praise Pro

99,645

72V

2.5

2.08

Atria LX Optima CX Nyx HS

77,940 51.2V 85,640 51.2V 86,940 52.1V

0.25 1.2 1.2

1.34 1.34 1.34

Top speed: 25-40 km/h Tested: Mar 09 69 NA NA 73 NA 55* 77 NA 50*

PHOTON

Photon LP

86,940

72V

1.8

1.87

Top speed: 45 km/h Tested: NA 87 NA 90*

S1

S1 Air S1 S1 Pro

84,999 99,999 1.39 lakh

NA NA NA

4.5 8.5 8.5

3.00 3.00 4.00

RV

RV400

1.24 lakh

72V

3.0

3.24

72V 72V

5.2 6.3

ONE

One

1.10 lakh

NA

4.5

4.8

TVS www.tvsmotor.com iQUBE

iQube iQube S iQube ST

99.130 1.04 lakh BO

52V 52V 52V

4.4 4.4 4.4

3.04 3.04 4.56

100

60V 60V

1.0 1.0

Top speed: 78-82 km/h* Tested: NA 117.2 NA 75-100* 118.8 NA 75-100* 128 NA 110-145*

www.ultraviolette.com ULTRAVIOLETTE ULT L RAVIO

3.75 3.75

Top speed: 95 km/h* Tested: NA 140 NA 100* 140 NA 100*

F77 F77 Recon F77 Limited

3.80 lakh 4.55 lakh 5.50 lakh

NA NA NA

27 29 30.2

Top speed: 140 to 152 km/h* Tested: NA 7.1 197 NA 206* 10.3 207 NA 307* 10.3 207 NA 307*

VIDA www.vidaworld.com V1

JMS1000

59,417 61,995

Top speed: 105 km/h* Tested: NA 115 NA 236*

F77

JEETENDRA www.jeetendraev.com JMT1000 JMT1000 HS

Top speed: 45-65 km/h Tested: NA 108 NA 100*

SIMPLE www.simpleenergy.in

OXO

1.47 lakh 1.49 lakh

Top speed: 80-115 km/h Tested: NA 121 NA 141 121 NA 141 125 NA 181

REVOLT www.revoltmotors.com

HOP OXO www.oxo.hopelectric.in HOP OXO HOP OXO X

Top speed: 62.30 km/h Tested: May 18 140 2.34 105

OLA www.olaelectric.com

HERO ELECTRIC www.heroelectric.in HIGH SPEED

Top speed: 45 km/h Tested: Apr 17 NA NA 110

PRAISE

GEMOPAI www.gemopai.com Astrid Lite

RANGE (km)

RIDGE B8

NA 57.6V NA 57.6V

Top speed: 100 km/h* Tested: NA 130 NA 200*

OKINAWA www.okinawascooters.com

BGAUSS www.bgauss.com B8 Lithium Ion B8 Li Technology

ACCELERATION (0-20 km/h)

RORR

* - Claimed

73.000 71.000 66.000

Top speed: 65-75 km/h* Tested: NA NA NA 70-120* NA NA 70-120* NA NA 70-120*

Top speed: 100/120 km/h* Tested: NA NA NA 120* NA NA 150*

OBEN www.obenev.com

AURA

Aura Falcon Kriti

KERB WEIGHT (kg)

BATTERY CAPACITY (kWh)

KM SERIES

#

ATHER

1.35 lakh 1.57 lakh

POWER (kW)

KABIRA www.kabiramobility.com

ATHER ENERGY www.atherenergy.com 450 Plus 450X

VOLTAGE

PRICE (Rs) Ex-showroom

RANGE (km)

ACCELERATION (0-20 km/h)

KERB WEIGHT (kg)

BATTERY CAPACITY (kWh)

POWER (kW)

VOLTAGE

PRICE (Rs) Ex-showroom

Electrics

2.04 2.04

Bike India January 2023 | www.bikeindia.in

Top speed: 55 km/h* Tested: NA 90 NA 65* 94 NA 90*

Plus Pro

1.45 lakh 1.59 lakh

NA NA

3.4 3.9

NA NA

Top speed: 80 km/h* Tested: NA NA NA 143* NA NA 165*

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