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Transcript of Motoroids2 February 2010
www.motoroids.com
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7February 2010
RMX 2010 MRF International Challenge Pankaj Trivedi’s Indi motorcycle diary
Pulsar 220SThe incredible VFM
performanance machine tested
Pulsar 135 takes the fight to the FZ16
Classic 500 VS LB 500 Has the new tech made the Bullet any faster?
STARWARS
Honda CBR 400RR VS Kawasaki Ninja 250R
Fastest motorycles slug it out with their most improbable nemeses
India’s biggest biking get-together, the RMX took place near Mumbai last month, and we were the official media partners for the event“ ”
The February issue of Motoroids2 is nothing short of a dynamite, with the most sought after motorcycles slugging it out in a never-before battle with some very unusual opponents. Taking the centrestage on this month’s cover is the CBR400RR, that even after being about 20 years old teaches the current mainstream performance flagbearer, the Ninja 250R a thing or two about
performance. The rare bike is a gem to ride, especially in the Indian conditions, and exemplifies what an ideal performance machine for our country should look and feel like. Don’t miss the intriguing comparo.
In another unusual shootout, we have pitted the newly launched Pulsar 135 into a fistfight with the FZ16. The four-valve 135cc is a revelation in terms of performance for its size, and gives the current 150cc segment king more than a good run for its money. What comes as a double whammy is its aggressive pricing that makes the new Pulsar a great proposition for the seekers of the perfect value and performance combo.
We have been fascinated with the new RE Classic ever since the bike hit the tar. The induction of a unit construction engine has done a world of good to the refinement and performance of the bike. In a bid to find out how much better it is when compared with the earlier flagship model, the LB500, we put both the bikes under VBOX scanner and tested them exhaustively to bring to you quantifiable figures. Be prepared for some surprises as you flip through those pages.
India’s biggest biking get-together, the RMX took place near Mumbai last month, and we were the official media partners for the event. Needless to say, we were there to experience all the lunacy as more than 500 Bulleteers from across the country congregated to celebrate bikeism in the most fun way possible. Read the most detailed log of this fun event and burn in the flames of envy as you see the pictures of the lucky guys present there enjoying every moment of their presence at the extravaganza.
Pankaj Trivedi is a very familiar name to the adventure biking aficionados of the country. The maverick rider once rode all the way from the UK to India and went on to create the world record for taking a motorbike to the highest altitude (on land) in the world. Now the vagabond has decided to embark on a crazy journey through the heart of India for three months. Pankaj plans to make a documentary on his exploits when he finishes the ride. He shares his crazy experiences with us through his words and pictures in what he calls the Indi Motorcycle Diaries. It’s an indispensable, inspiring read for all those who want to accomplish such a brave ride, so make sure you have a read.
Apart from all the speciality stories, we have all our usual sections in place, encapsulating the mad times we have here at Motoroids while preparing this unique magazine for all you folks. Go on, immerse yourself in some unadulterated biking action and let us know if you can think of a way in which we can enrich your experience. As we have always said, Motoroids2 is a magazine that has always belonged to its readers.
On a concluding note, the 400RR on test this month has me completely smitten. I sincerely hope and wish to see such beauties getting produced in the country, that’s really just the kind of stuff we need. I currently don’t have enough money to buy this collectors’ item, I was born on the 13th of May though.
Rev freely,
Amit [email protected]
February 2010
02
Columns
Regulars
CHAKAN EXPRESS Pulsar 135LS vs FZ16
GETTING NAKED!We road test the naked Pulsar 220
MINIATURE MARVELSNinja 250R Vs Honda CBR 400RR
THE BULL FIGHTBullet Classic 500 Vs LB 500
RMX 2010The annual Bullet gathering
INDI MOTORCYCLE DIARYPankaj Trivedi’s travel tales on two wheels
MRF International Challenge 2010
The 2010 motorsport season has begun!
Getting Naked!We road test the naked Pulsar 220
The Bull FightLB 500 Vs Classic 500
Chakan ExpressPulsar 135LS Vs FZ16
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25
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39
25
33 20
12
10
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BRAKING NEWSNews with a pinch of salt
LETTERSWhat our readers have to say
BIKERSBecause you are important
BIKER PERSONALITYWe get talking with Sarath Kumar
MOTO CLUBZGutzy Roadies from Chennai
MEN AT WORKMotoroids behind the scenes...
CRAZY, CRAZY, WORLD!!For the light hearted
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08
09
49
65
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MINDREVVIN’Amit Chhangani
THE FAT BIKERRohit Paradkar
THE HIGHWAYMANDr. Arnob Gupta
Contents
Features
Miniature MarvelsNinja 250R Vs Honda CBR 400RR
February 2010
03
News that makes our heart skip a beatBRAKING NEWS- StoppieSuzuki to unleash
more warheads
Pulsar 220 goes naked!
The CBR1000RR and the YZF-R1 are already selling in good numbers in the Indian market. The famed quartret will be complete when the Ninja and the Gixxer 1000s joing the battle. The third missing piece in the puzzle, the Gixxer is already on its way to India. Within the next few weeks, Suzuki is expected to launch their highly regarded track tool – the GSX-R1000! Yes, the K10 Gixxer Thousand is all set to take on the recently launched ‘10 YZF-R1 and the refreshed Fireblade. That’s not it. The litre-class Gixxer will be joined by the Suzuki Bandit - a bike made illustrious (alongside the
Hayabusa) by the famous Bollywood flick, Dhoom. The bike will be available in India in its 1250cc guise with a quarter fairing that gives it the ‘1250S’ tag. Its too early to speculate though if the ABS version will be launched or not. The expected ex-showroom price for the GSX-R1000 is Rs. 12.5-lakh and that for the Bandit 1250S is Rs. 9-lakh.
As was expected for quite some time, Bajaj last month unveiled the replacement to its ‘street-fighter’ legend, the Pulsar 200. The new bike came in the form of the Pulsar 220 sans the loved and hated quarter fairing. Visually the bike looks similar to the good ol’ 200 save for the rear disc assembly, the new metallic ‘Pulsar’ monogram and the cheaper quality ‘220’ vinyl on the tail. Bajaj has priced this bike at an interesting Rs. 73,000 in Pune. Whether that price tag is alluring enough or not to change some buying decisions is something that our colleague Pradeb Biswas has been trying to find out ever since the bike came to our office for testing. You can read his report on Page No.20 of this issue.
Meanwhile, our sources at Bajaj have also disclosed that the new Pulsar 150 is on its way to the showrooms. The 2010 model will receive the same styling treatment as the 180/200. The bike however gets some tweaks to its engine and the resultant mill produces 15 PS worth of power – that’s similar to the classic Pulsar 180 when it first came out at the start of this decade! By the time you read this issue, we are sure that the first lot of the 2010 P150 will already be standing in the showroom warehouses. The price tag will be heavier by hardly Rs. 500 over the outgoing model in every city across the country.
February 2010
04
News that makes our heart skip a beatBRAKING NEWS- StoppieTVS to launch the Scooty
Streak Hybrid in March
California Superbike
School visits India
The TVS Scooty Hybrid, previewed at the Auto Expo 2010 will hit the showrooms in March. Powered by a parallel hybrid system that incorporates a 90cc four-stroke engine and an electric motor powered by a lead-acid battery, the Scooty Hybrid will be the first bike of its kind by any major two-wheeler manufacturer in India. At Motoroids, we think of this development as a very important one as the Industry, for some reason, is still not taking such future technologies seriously enough. In that context the new hybrid vehicle highlights the
foresight of TVS. Keeping the depleting reserves of fossil fuel and escalating prices of petrol in mind, such practical and economical city runabouts make a very strong case for themselves. The move by the Chennai based manufacturer is appreciable in every sense of the word.
While a host of other companies are making electric two-wheelers, no other company has thus far ventured into the hybrid market. Pure electric scooters have range and outright performance as their Achilles Heel. Hybrid scooters offer a much more practical solution in terms of both power and range.
The new Scooty will reap the benefits of hybrid technology and deliver better fuel efficiency and more pulling power (owing to the high torque produced by its electric motor). However, the new-age bike will still not exceed the price point of a traditional scoot by much. Featuring four different modes for electric-only, engine-only, Hybrid (power) and Hybrid (economy) operation, the new scooter will perform in accordance with the rider’s demands. The hybrid will be capable of running for 30km on a single charge without any aid from the engine. The range, however, will be much better when the vehicle runs on the engine-electric mode. If the boffins at TVS are to be believed, the new bike will cut down CO2 emissions by 30% while also bumping up the fuel efficiency by the same percentage.
At Motoroids, we believe that such efficient technologies will have to be increasingly incorporated in all mainstream bikes if we have to tackle the rising concerns about global warming and fuel prices in an efficient manner. We, thus, look forward to the launch of this milestone machine with great anticipation.
The California Superbike School is undoubtedly one of the best in the world when it comes to training riders and aspiring racers to the nuances of superbike racing. Red Rooster Racing, one of India’s leading race teams, in a bid to promote and improve the standard of racing in India, recently organized a training camp in India with the help of the UK wing of the California Superbike School. The 4-day camp focused at training some of India’s best known racers as well as some newbies around the Sriperumbedur race track near Chennai. Kudos to Red Rooster for taking up such an initiative!
February 2010
05
Only 200 Ninjas
on the road yet
Poor man's FZ on its way
The FZ line up has been doing pretty well for Yamaha since its launch. But inspite of healthy numbers in the premium segment, Yamaha is losing out a prospective share in the lucrative entry-level 150cc market with their absence. But its set to change now as Yamaha is in the final stages of launching the SZ (or S2?) – the low-key model that the Jap bike maker displayed at the Auto Expo. The bike uses the same engine and chassis of the FZ-series, but saves cost with conventional shock absorbers, drum brakes etc. The whole exercise will allow the bike to be launched in the 60,000-rupee price bracket, where it will take on the Unicorn, Pulsar 150 and the GS150R. This move is contradictory to Yamaha’s said plans of sticking to the performance/premium segment of the Indian motorcycle market. The bike was expected to be launched in the 3rd week of Feb, 2010, but as per our sources some last minute problems are delaying the launch.
Its been four months since the Ninja has been launched and from what we hear, only 200 units have been sold to the public as of now. Ironically though, the low number of sold units is not being blamed to lack of demand, but instead a shortage of supply on Kawasaki’s part. Prospective customers, as per our knowledge, are complaining that the Pro Biking showrooms are indicating a four month long waiting period for the next lot of 250Rs to be ready for delivery. Sad state we say, considering the demand is so high, Bajaj-Kawasaki should leave no stones unturned for making sure the supply meets the demand.
February 2010
06
News that’s neither here nor thereBRAKING NEWS- Slide
Bajaj gets European patent for its ExhausTEC technology
February 2010
07
Bajaj Auto has, for long, been marketing its twin-spark DTS-I technology successfully on its Pulsar and various other brands. Another of the company’s inventions namely ExhausTEC that claims to boost the mid-range torque and hence performance of its bikes has been featuring on a variety of the company’s two-wheeler models for years now.
ExhausTEC is a device incorporated in exhaust system of some Bajaj bikes, where ‘TEC’ stands for Torque Expansion Chamber’. The technology improves the scavenging process and is claimed to improve engine torque at low revs without compromising anything at mid or high engine revs. The Silencer also has a characteristic
tonal quality to it, and emanates a pleasant sounding low frequency ‘boom’ sound.
Bajaj was recently granted patent rights for its “ExhausTEC” technology in Europe after a series of stringent examinations. The priority for this European Patent is derived from the corresponding Indian patent application dated August 6, 2004 and is valid till August 5, 2024. Bajaj Auto was granted the “ExhausTEC” patent in India by The Indian Patent Office in March 2009.
While it’s worth a cheer to know that an Indian automaker has been granted the patent for a mainstream technology, what boggles us is, what it takes such a long time in granting these patents. Bajaj
has been incorporating ExhausTEC systems on its machines for years now, but it was only last year that the company managed to get a patent from the India authorities. Moreover, we just hope that this time the patent has been granted after proper scientific examinations and doesn’t lead to a controversy like the DTS-I row that surfaced earlier last year. Hopefully there isn’t any ambiguity about the technology this time around, and any claims made to challenge the patent will be handled with reason and not end up in a blame game of bureaucrats.
News that shouldn’t have been newsBRAKING NEWS- Crash
- Jaspreet Singh Gujral
Honest Coverage
Your bouquets and brickbats for the January issue of Motoroids2
- Jenicks Rajiah
Founding FathersAny self respecting automobile enthusiast will
be aware of the various manufacturers across the globe. It will be interesting to know how many of them know about the owners or founders of those automobile companies. The feature article on Soichiro Honda has helped me in realizing what a great man the founding father of Honda is. There are books and documentaries available about the founding fathers of automobile companies but are very expensive to buy. Owing to Motoroids, one gets to read feature articles about such individuals free of cost! Thanks for including such articles about the men behind the globe’s auto companies and increasing our knowledge base.
The past few months have made me realize that Motoroids is the fastest way of staying abreast with the latest happenings in the automotive world. A case supporting my point is the coverage of this year’s Auto Expo by you guys. Going through your exhaustive coverage of the event made me feel as though I attended the event in person. Your website was the first one to consistently update live happenings from the Expo. However, I felt that the coverage of the same in the e-mag was a bit dragged and boring. But I must say that the feature on the event was even more in-depth and detailed. It did not feel like a rip off from the press releases issued by the manufacturers. Since the first issue, Motoroids has given truthful, accurate and blatant reviews of all things automotive. I hope that doesn’t change ever.
- Rajas Thanekar
Chopper FanNot every biker is into sport riding or stunting.
Some of them like their beasts low and long for cruising around town. Thank you Motoroids for appreciating that and consistently providing us with reviews of choppers. Your magazine has reviewed three custom choppers till date. Cheers to that! A chopper is all about individuality, style, appeal, aura and street presence. The photographs and layouts of the unique motorcycles always end up doing justice to them. A fact worth appreciating is that unlike few auto mags, Motoroids does not rely heavily on Photoshop for making the images look good. Instead the location and angles of the images contribute to the overall appeal of the story. I am confident that Motoroids being a magazine ‘by bikers for bikers’ will continue to review choppers in the future issues too. Cheers!!
STAR LETTER
- Rakesh Reddy
Bullet Day-dreamerI am a big fan of Royal Enfield motorcycles and
aspire to buy one someday. Apart from daydreaming about them, I continously read reviews about different Bullets so that I can narrow down to one particular model which will suit me the best. The Bullet Classic 500’s picture on the cover of your January issue made me very happy, for the manufacturer has finally launched a new advanced bike. After reading Rohit’s first ride report of the 500 Classic I am convinced that this is the motorcycle which will be mine in some time. Unless, Royal Enfield launches a new Bullet which Motoroids says is better than this one! I am now working towards increasing my bank balance. Meanwhile you guys take care and thanks for providing us bikers with a terrific magazine free of cost!
Send us your letters at [email protected]
If you wish to contribute to the magazine, in any way by
providing content, have a look at the last page for the exact email addresses to send the
mail to.
February 2010
08
BIKERSShare with the world your great adventures on your bike. Send us your pictures along with a small description at [email protected]
Team 456, a biker club from New Delhi shares with us some snaps from their regular Sunday morning Breakfast Ride (BFR)
February 2010
09
And Santosh Gambhire shares snaps from the GRz Stuntshow held in Powai, Mumbai recently
When I first came to Pune I was an impossibly naïve character. So naïve, I didn’t realize I was looking like a complete joker
wearing that cheap, ill-fitting imitation of a Repsol Honda tee. In fact I hardly knew it was a cheap imitation, and strolled around the office with great pride, flaunting my passion. The act must have triggered some furtive smirks amongst my colleagues when I was around and some belly-rattling laughs when I was not. Thankfully, my office mates never made the fact obvious to me, and very patiently bore with the B-town lad who took his own sweet time learning corporate etiquettes.
However, even after being uncouth, I was reasonably good with telling good motorcycles from the bad ones, right from the first day. For example, the expression of my experience with the Bullet Electra that offered gearshift and brakes on the correct side was so demeaning I almost got fired by my editor. That report was the expression of a Japanese bike lover who rode an RE for the first time. And that, I think should be proof enough that I was generally good with my evaluations. The original copy was shown the way to the bin though, for obvious reasons.
In the following years, I rode scores of motorcycles – new and old, big and small, geared and automatic, friendly and scary, all varieties imaginable. Some of these bikes were incredibly appalling, especially the ones made for the bald, middle-aged stingy people and promising to circumnavigate the earth 500 times in a little less than half a litre of fuel. Needless to say, I dug my fangs relentlessly into paper for all such bikes, spitting out the last drop of all the venom my brain could produce. Thankfully some of these pieces went into print without being altered much, something that doesn’t usually happen in the Indian scheme of things.
There were other instances when I got
completely smitten by some bikes. The LML CRD100, the R15 on the racetrack and Stuart Lima’s K5 Gixxer 1000 on the extreme end of the spectrum were the bikes that had me completely bowled over. While the CRD was a revelation going by the puny engine that propelled it, the R15 was a pleasant shock for most Indian auto journos as regards handling. Stuey’s Gixxer was the first bike that scared the stinkiest shit out of me with its uncontrollable acceleration and that deafening howl from its lovely Racefit exhaust.
Even as I appreciated these machines from the core of my heart, there never was a compelling craving within to make me lust for any of these beauties. I never wanted to own any of them. The CRD would make a laughing stock of me among my friends, while the Gixxer would surely kill me sooner than I could fathom. The R15, even the Ninja 250 are nice bikes, but they’re a good distance away from quenching my hooligan instincts, the limits of which I know very well. And knowing those limits, the 600 and litre class sportsters get automatically struck off the list. The essence of this entire rant is that I have never been able to find a bike that I would crave to own and ride every day. Bigger bikes were too manic for my liking and abilities, while the smaller ones were too timid. Anything in between wasn’t either sporty enough, or was too much of it. But all that changed when I rode the CBR 400RR recently – or the BabyBlade as they loved to call it.
I laid my hands on the beauty a few days back when it hit our garage for a wacky comparison test with the Ninja 250R. Draped in hues of red, white and blue, at first it looked similar to numerous other performance bikes I have ridden save for its nineties’ round twin-lamp styling. The 400cc mill dishing out a few more than 50 horses sounded tasty, but nothing to sweep me off
my feet. I first took her out for a kilometre-long one-way ride to the grocer’s and whoa! It shattered my perception about the ideal performance bike for India.
The first thing that smashed the nail bang into my head was its angry, throaty growl. Once she gets talking, she never lets you know that she’s running 600 less cee cees than her elder sisters whose exhaust notes are worth giving an arm and leg for. The aftermarket Yoshimura system made this baby sound like the sweetest thing in the world, and guaranteed jolted twists of every neck in a region of 400 meters as soon as I wrung the throttle open. It sprints to 100km/h in 6.5 seconds flat and keeps intensifying its violent advance through the air ahead until it reaches 200km/h, after which it sobers down a bit to reach its top speed of 220km/h. Now that’s the kind of performance I would love to tame on Indian roads without having a massive, unused reservoir of power. That’s the kind of performance I would like exploit to the hilt without having to risk my life. That’s the kind of performance I can think of taking to its extreme to master my steed on the limit. It’s manic enough to scare, yet sane enough to not be termed as overkill. With its inconvenient, low handlebars and big tank, it makes you feel you’re riding a proper superbike – the inline four powerplant revs just the way a superbike should, while the compact dimensions and the correct amount of power make sure that you’re not struggling to save your life every time you attack a corner in full force.
The production of this beauty stopped in 2001, and unfortunately there are hardly any more 400s available in the market. But if there ever was just the perfect sportsbike for an Indian enthusiast, I am sure this would be it. So finally, after five years of learning, the naïve B-town lad has a bike to crave for. And guess what? He’s finally found something worth saving up for!
I seem to have found the mechanical love of my life, finally!
Columns
Mindrevvin’ AMIT CHHANGANI
Now that’s the kind of performance I would love to tame on Indian roads without having a massive, unused reservoir of power
“”
February 2010
Columns
I have been harping on the fact that it is the dawn of biking in India – bigger bikes making an entry in our market, motorsports gaining good momentum, awareness and acceptance
to sport and stunt riding increasing by the day, etc. What has also spawned in the process is the realization of the biking brotherhood and thus, the formation of biker clubs. When we started our biker club, the Rubber Smokin’ Angels back in 2003, till until now, I have come across a lot of new clubs, groups and communities that is some way or the other strive to contribute to the motorcycling culture. Most ride out every week for their stunt or sport riding practice, or to showcase the numerical strength of their club, or to meet other clubs riding down from various cities, or for a simple breakfast at some café in the hills. And while we too look forward to some such getaway every week, I have been left wondering about some things, especially after a depressing incident that recently took place – the death of a biker kid.
If we are to take things at face value, there is nothing too shocking about some fatal accident these days many happen everyday at some latitude
You’re embarking on your first long solo ride. So what can you do to minimize risks as you tread into unfamiliar territory? Plenty, starting with what you do even before you set off. Namely, your gear and the stuff you take
with you.Mistake#1: Got helmet, am dressedPrepare for the crash, which you do not want to have. A
proper med kit. Helmet. Riding/ankle length boots. A tough jacket. Back protector once you can get hold of one . Elbow and knee guards. Proper gloves, with palm protection. Why? Simply because all this can mean the difference between getting back onto your bike and riding on, and a horizontal trip to the hospital with a broken knee, and a mashed hand.
Mistake#2: AttitudeThe highway is a place you don’t take risks ever. EVER. If
you are in the habit of taking gambles on the road, you WILL pay the forfeit. It’s just a question of when. Added to which are the empty roads which lure you into seeing how far you can send the speedo to the east, when around the next corner is a bull that has just decided to cross the road to introduce itself to that cow with loose morals on the other side of the road.
Mistake#3: My stopping distance is the empty road I can see ahead
Not true. It grandly assumes that oncoming traffic will stay on the correct side of the road. You have to give oncoming traffic on the wrong side time to react and slow down (happens very often when somebody makes a dog’s dinner of an overtaking pass)– and this eats into your stopping distance. Be prepared to stop within HALF the road you can see.
Mistake# 4: Using the whole road in the cornersEspecially true for blind corners! Using the whole road means
that there is no room for evasive action in case of emergencies, but staying in the centre of your lane means, that in a pinch you can actually flick the bike upright and scrub off speed in a straight line in case you have to. But for that you need road, which you won’t have if you take a corner at top speed. It’s also a common error to go in too fast and then discover that the corner has a reducing radius/gravel/wrong camber.
Mistake# 5: Staying on the fast laneUnfortunately, the authorities have planted trees and shrubs
on many medians, which means that you will not see breaks in the median until you are upon them. Too many people have this cute habit of hopping out of the shrubbery onto the centre of the fast lane. Riding to the left of the lane marking, assuming it is a two lane road gives, you a very valuable couple of seconds extra,
and longitude. But when its one of your own who is the chosen one, the incident tends to shake you up. A weekend getaway with your biker buddies sounds exciting, but it still brings along the risks that surround biking. We are always ready to ride out at the first glance of a holiday, but what we seldom prepare ourselves for, is the disaster that may be awaiting us at the next junction. I’m not talking about the protective riding gear or safe riding here, but the ability to tackle the aftermath of an accident. Since the worst we expect is a broken bone or smashed up motorcycle we always presume that help will easily be available, especially in a country so populous, it’s impossible to find solitude. We seldom carry a list and contact numbers of hospitals in and around the destination we are riding to, totally ignoring the fact that an ambulance might be required in such situations. We tend to have lock codes on our cell phones to protect our privacy but ignore the fact that it makes it impossible for helpers around us to contact our family in case we are knocked out cold!
But apart from all these basics (as most may call it), the most important thing you need in your cell phone’s contact list is phone numbers of friends in high places – especially if you have collided with some one else. Given the state of affairs in our country, irrespective of the medical condition of the biker who has crashed, the locals in the vicinity of your ride itinerary will want to have a brawl with you! Even a responsible biker clad in safety gear from head to toe will be looked upon as a sinister street racer, irrespective of the speeds the guy has been maintaining – forget reaching a judgment as to whose fault it was. In our case, our biker friend was hit by the Sarpanch’s vehicle – which meant that all the villages in and around our destination were ready to burn down every bike that looked fast even when parked. The police would not help much either and instead termed the kid to be fast and reckless since he had ‘racing clothes’ on him! As the case gets complicated by the day, it leaves me wondering about two things – is riding gear equally safe after the accident? And do I need to be Police Commissioner’s bum chum to be qualified enough to ride on the sacred roads of India? Help me find an answer by writing in to [email protected]!
THE FAT BIKER
ROHIT PARADKAR
THE HIGHWAYMAN
DR. ARNOB GUPTA
We are ready to ride at the drop of a hat. But are we ready to handle the aftermath of an accident?
Mistakes noobs make
both to see and be seen, because of the angle.
Mistake #6: Keeping up with the others.
Call it peer pressure. Or whatever. In the city you get to do 0 high speed turns. On the highways, it may be one every 2 km. It’s a skill you don’t have yet. Trying to follow the guy in front whose brake lights don’t even come on before the corner is simply a recipe for disaster. Take it easy, ride at YOUR speed. When Rossi up front starts missing you, he’ll stop/turn back.
Mistake # 7: The marathon first ride.
Keep it short (max 4 hrs) and take breaks. The first ride out of town IS dangerous, no need to make it even more dangerous with fatigue, tingly fingers and a sore butt added to the equation. Avoid riding at night on the highway until you have at least 3-4 rides under your belt. It’s a different ball game altogether.
February 2010
11
Does the impressive new Pulsar 135 manage to bowl out the FZ 16 on the 150cc wicket?Words Photography Amit Chhangani Ashish Pol
Look son, a two-wheeler is meant for commute. And trust me, someone like you doesn’t need
a motorcycle to prove his rowdiness. What do you need a big motorcycle for? I have been using my Kinetic Honda for the past 15 years, and I have made it to every appointment in time. Moreover, I don’t want to see you splattered on the rear windscreen of a car. No big bikes for you.”
“But dad, Pulsar 150 is not a
February 2010
13
big bike”“Oh, so you want me to buy you a Bullet now? That’s the only bigger
bike around. Just forget about it, you are not getting any fast machines just yet”
It’ll be wrong to blame the fretful dad for being sceptical about his son’s skills. No one would want to hand his offspring a knife to slash himself. Whatever the reason for their scepticism – lack of knowledge, their son’s terrible track record with dad’s stolen scooters or friends’ borrowed bikes, or plain disbelief – Indian parents won’t feel comfortable gifting their son a Pulsar 150, or any 150 for that matter as their first
“
“If one has the money, the fZ defInItely makes for a
more desIrable machIne for a youngster, but the real
questIon Is whether the P135 matches the bIgger yam
functIonally ”
‘proper’ motorcycle. It’s too big, too bad and too fast for their comfort.
The positioning of the new Pulsar 135 in that context is bang on! It carries the most sought after ‘Pulsar’ brand on its tank, it’s got a brand-new 4-valve tech from Bajaj, it’s deceptively small, and it costs substantially less. So now fresh into college kids have an appeasing line for their obstinate dads. “Fine then, I’ll live with the Pulsar 135!”
But the real question here is whether they are really buying a potent machine or fooling themselves along with their guardians as they decide to opt for the 135. Is it good enough to work as a substitute for a proper 150 machine in terms of performance to
be called a good compromise? We pit it against the current leader of the 150 crop – the Yamaha FZ 16 to see whether it has the firepower to pose a serious threat.
Let’s make a few things very clear at the very outset though. The FZ definitely has a much superior aspiration value as compared with the Pulsar. It looks bigger and more imposing with aggressive streetfighter looks – it can arguably be called the best looking 150 on Indian roads. Plus it comes packed with goodies like a mono-shock suspension, wide radial tyres and an engine that’s got a really meaty mid-range to suit city riding. If one has the money, the FZ definitely makes for a more desirable machine for a youngster, but the real question is whether the P135 matches the bigger Yam functionally.
A quick look at our test figures for the two bikes suggests that it does – in terms of straight line performance at least. It’s quicker off the block, and the revvier, peakier engine ensures that the lighter machine gets propelled to a higher top speed than the FZ too. Let’s do bit of number crunching to substantiate our observations. The FZ’s 0-60 sprint time is 5.67 seconds, 0.4 seconds slower than the Pulsar. The 135 opens the gap further on the FZ as the two bikes advance to the 80 km/h mark. The Pulsar even with its smaller engine goes on to post a higher top speed of the two, showing a speedo indicated 125km/h before running out of breath. The FZ, on the other hand, starts feeling harassed after the 100km/h mark. Top whack isn’t something the FZ prides itself upon. The engine is
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Displacement
Maximum Power
Maximum Torque
0 - 60km/h (sec)
0 - 80km/h (sec)
Price OTR Pune
QUICK FACTS PULSAR 135LS
134.66cc
13.5PS@9000rpm
11.4Nm@7500rpm
5.27s
10.03s
Rs 56515
uncharacteristically lazy for a Yamaha and doesn’t like being forced into going above the 6500 rpm. Put it in a higher gear, and it’ll happily pull you along without any signs of splutter or stagger. Push it to the limit, and you’ll know it’s displeased.
The Pulsar, on the other hand invites you to treat her badly. A smaller capacity engine means that the juices flow only once you go relatively higher up the rev range.
However, the Pulsar never feels wheezy. It’s got great amounts of urgency and confidence for a 135. It challenges proper 150s with confidence which was always missing in the previous similar pretenders. As regards performance, the Pulsar, then, is a properly accomplished tool, which can give any 150 a good run for its money, its own elder sibling, the Pulsar150 included.
But like most good things, the P135 too
has a darker side to it. The amount of engine noise and vibrations that the 4-valved engine emanates brought a frown on the foreheads of almost all the fellow riders who swung a leg over its saddle. The engine note from the newly developed engine is rather loud and harsh. Not that Bajaj has traditionally been known for the smoothness and refinement of its engines, but the P135’s mill is exceptionally noisy. The vibes at the handlebar and the footpegs after 6000 rpm are a little too unsettling. Of course there are people who
appreciate uncouth behaviour from their machines as it augments the feeling of speed and involvement. However, our opinion at Motoroids is that it’ll work in Bajaj’s favour to eliminate the excess vibrations. The FZ in comparison feels way more smooth and refined. Although the engine noise at high rpm, especially when you are trying to push the bike hard around uphill twisties feels rather characterless and whirry, and doesn’t entice you to go faster. After 6500 rpm, the FZ’s engine tends to turn down any requests
Displacement
Maximum Power
Maximum Torque
0 - 60km/h (sec)
0 - 80km/h (sec)
Price OTR Pune
QUICK FACTS YAMAHA FZ16
153.00cc
14PS@7500rpm
14Nm@6000rpm
5.67s
11.0s
Rs 72856
Stuff Stats
Rider: Amit Chhangani (FZ16)
Helmet: KBC Scratch and Burn
Jacket: Icon Merc Mesh
Gloves: DSG Primal
Testing Consultants
February 2010
16“a relatIvely shorter saddle heIght means PuttIng the
knee down Isn’t really an Issue ”
or commands to enthral any further. The FZ, then, isn’t for the jockeys who like whipping their steeds to go faster until they get frothing mouths. It’s for the riders who enjoy a steady gallop on their stallions.
Around the twisties, the Pulsar exhibits its handling prowess with élan. The smallish machine is a joy to throw around corners. Unlike its earlier 135 and 125 cc offering, Bajaj has managed to endow the P135 with a very reassuring pair of wheels. The light weight of the machine along with its compact dimensions and a laudable handlebar-saddle-footpeg geometry lends it great nimbleness to bend and rise up again quickly. The suspension is slightly on the stiffer side, which really helps when you cling on the handlebars while hanging off around sweeping corners. A relatively shorter saddle height means putting the knee down isn’t really an issue. Clip-ons are a rarity on bikes of this size, and the Pulsar is the first bike below the 150cc category to sport the feature. Not only the Pulsar’s clip-ons look cool, they have been positioned just right for a great mix of comfort and sportiness. All in all the Pulsar culminates into a great riding experience owing to its keen, revvy engine and great handling traits. The only negative, as we mentioned earlier, are the harsh engine sound and the vibes at
Stuff Stats
Rider: Sagar Sheldekar (P135LS)
Helmet: Cross DOT
Jacket: Shift Mesh
Gloves: DSG Primal
February 2010
17
the handlebars and the footpegs. The FZ has a relatively upright seating
position. The straightish handlebars offer a new kind of an experience to a rider who hasn’t ridden such a bike before. It doesn’t take much time to get used to the set-up though. Once on the move, the FZ delights you with its straight line stability which is a result of its mono-shock suspension, great chassis and widest-in-class radial footwear. However, right from the very moment you board the machine, you get a feeling that
this one isn’t meant to be thrown around bends with disdain. The upright stance, the meaty mid-range power, and foot-pegs that love digging into the tar sooner than you ever think don’t make for a very rewarding experience when you get into Destroy mode and start assaulting corners. The stability of the machine isn’t an issue at all, mind, it’s just that when you take this baby to its extreme limit, certain things indicate that it isn’t enjoying its time there. Comparing apples with apples, the Pulsar is definitely a more
February 2010
18
accomplished bend carver and would entice a track junky much better than the bigger Yamaha any given day. Then again, the reason why it accomplishes the feat is because of the fact that it’s meant to be sporty, quick and nimble. The FZ on the other hand prides itself upon its cool quotient and doesn’t make any pretensions about its agility and speed. It does what it’s meant to do very well – look great and make for an accomplished, relaxed ride. It isn’t a bike for the restless rebel for
sure.With its beautiful form,
which has been beautifully executed by Bajaj designers, the new Pulsar is definitely the best looking machine this side of 150cc – however, the bike that it’s up against – the FZ still takes the overall aesthetic accolades. The FZ looks bigger, has more street presence and that streetfighter look really adds to its appeal.
All in all the Pulsar 135 really has the 150cc leader licked in terms of performance and handling. However, the FZ still rules in terms of street presence, aesthetics, straight line stability, refinement and desirability. So if you aren’t too tall (as the 135 is a real pocket rocket) and don’t have anything more on the agenda apart from performance on a budget (don’t even think about refinement), then don’t think twice before bringing home the baby Pulsar. Its delightful looks will add up as a bonus. However, in case you’re looking for something more substantial with oodles of style and presence, then look no further than the FZ.
As for the big question we asked in the opening page of this article…do we hear a very strong LBW appeal? Oh yes!
February 2010
19
“wIth Its beautIful form, the new Pulsar Is defInItely the best lookIng machIne thIs sIde of 150cc ”
The new variant of the P220 strips off its quarter fairing to don the traditional Pulsar bikini. Pradeb Biswas gets steamy with it…
Getting Naked
Photography Eshan Shetty
Bajaj Auto is infamously known for scrapping off models which don’t fare too well on the
sales chart. The manufacturer has earlier stopped production of a few models within six months of their launch. Unlike other motorcycle makers, Bajaj does not believe in the philosophy of ‘sales picking up with time’. A motorcycle needs to get popular among buyers within a short span of time, else it gets the boot! A couple of months back, the manufacturer decided to pull the plug on its Pulsar 200.
The decision was a mysterious one and failed to make any sense. The tribe of 200 owners was increasing by the day. It even featured on the ‘to buy’ list of majority of
collegians who were about to graduate from the mundane commuter life. It also allowed Pulsar 150 and 180 owners to upgrade to a bigger motorcycle within the same family. Then why was the decision to scrap it taken?
Well, the answer to the question has just been given. The ‘new’ naked Pulsar 220 fills up the void created by the demise of the 200. This motorcycle marks a new era of platform sharing for Bajaj. For the first time, two motorcycles catering to different segments share the same engine and cycle parts! The only difference between the 220 F and the new naked one is the ‘Pulsar brand facial identity’ of the latter.
In terms of styling, the naked 220 borrows all design
performance. In fact, the 220cc mill is the soul of this motorcycle. Majority of owners buy a Pulsar 220 only because of the fact that it gives them a healthy chance of out-accelerating an R15. The new naked 220 doesn’t disappoint in this regard for it’s a full three kilos lighter than the 220 F. During our acceleration runs it took 4.17 seconds to reach 60kmph from standstill. The 0-100kmph run was achieved in about 15 seconds.
Thanks to the 32mm carburetor, it will be child’s play to consistently extract a fuel efficiency of around 30 kilometers per litre. While riding the naked 220, the change in engine note upon opening up the throttle is adorable. The rev-hungry engine lets out enthusiastic vibes whenever the tacho needle heads northwards to its limit. The eagerness in delivering its horses to the rear wheel is characteristic to this engine.
cues from the 200. There a few visible differences though which distinguish this motorcycle from the discontinued Pulsar 200. The fatter front forks, rear disc brake and clip-ons would be a direct give away to the keen eye. With the 220 stickering on the rear cowl, even a bimbo will find it easy to differentiate between the two.
Along with the Pulsar 200’s looks, even the ergonomic gripes have been passed on to its replacement. The front seat is not adequately padded and ends up arming the fuel tank with immense ‘testicular affinity’. Each time you pull the front lever back in an enthusiastic manner, the muscular tank attempts to render your family jewels black and blue. The phenomenon happens with such regularity that you seriously start contemplating about wearing a groin guard for future rides.
The inadequately padded seat also ensures that one has to resort continual bum breaks on even moderately long rides. The pillion rider faces the same problem for the rear seat comfort doesn’t fare any better. In fact the Pulsar 220 has been notorious for offering bad rear seat comfort among the entire m o t o r c y c l e fraternity. If you are buying a motorcycle with the intention of occasionally taking your better half along on long rides, then overlook the naked 220. You won’t be earning any brownie points from the ladies for sure.
Why you should buy this motorcycle is for its straight-line
Stuff Stats
Rider: Pradeb Biswas
Helmet: Angels Racing
Jacket: DSG Nero Textile
Gloves: Spidi Strada
The Pulsar 220, right from its fuel-injected version has been known to be a good handler thanks to its nice set-up and the grippy MRF Nylogrip Zappers mated to the fat forks and clip-on handlebars. Unfortunately though, the same cant be said about the new naked variant. It is advisable to exercise caution with regards to generous throttle inputs on the new 220 as the chances of you ending up in a slide at the limit are quite high. Our test mule, which belonged to the first batch of naked 220s came shod with Eurogrip rubber on both ends.
Owing to the recent strike at the MRF plant, which held almost the entire two-wheeler industry at ransom, Bajaj had to resort to having another tyre manufacturer under its kitty to avoid such mishaps in the future.
If you are planning to choose between the 220 F and the naked version for sports-touring, then please stop reading this road test right away. The 220 F will suit your needs better. The nocturnal capability of the naked 220 is nowhere in the league of the 220 F. The 220 F, with its projector lamp offers by far, the best illumination across brands and models. The naked 220, however isn’t as good as its elder sibling. The white light emanating lamps aren’t potent enough to provide illumination to match the bike’s speed. On high beam, the illumination gets even worse.
If you are planning to buy a motorcycle in the 70-80
grand price range, then here is a questionnaire for you to judge your needs. Do you seek a two wheeled companion purely for straightline bliss? Do you prefer speed, even if it comes with a sore bum and a set of hassled private body parts? Will your chest swell up with pride at bike meets as your bike is big on cc and size than those of your peers? Is it too difficult for you to stretch your budget by Rs 6k for better illumination?
If your answers to the above questions are affirmative, then the naked 220 is your two-wheeled soul mate.
With a (OTR Pune) price tag of Rs.73,000 the naked 220 is roughly six grand cheaper than the 220 F. The naked 220 is an all-rounder that scores more than its competitors in quite a few departments. Bajaj’s overall quality has gone up a notch lately and spares being cheap maintenance won’t be an issue either.
It is a performance motorcycle on a budget that quite a few motorcyclists would be tempted to own. It is an attractive proposition to those who always wanted to buy a performance machine but were held back owing to budget issues. The naked 220 is currently the most value-for-money performance motorcycle available in the country. If you are a speed freak with budgetary constraints, go ahead and put your money down on it. There’s no way you would end up regretting it.
February 2010
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PULSAR 220 DETAILS
01. From this angle it is difficult to distinguish the naked 220 from its Pulsar siblings
05. The digital console is no different to the unit on the faird Pulsar 220
03. The 120 section Eurogrip tyre lacks grip. It is highly recommended that you upgrade to a better set of tyres ASAP
04. The naked 220 gets a plain vinyl sticker on the rear cowl while on the 220 F its a monogram one
02. The wolf eyed bikini
fairing is too common a sight and dilutes the
premium-ness of the 220
“To put things in
to perspecti
ve, this
motorcycle
is a rei
ncarnated Pulsar
200 albeit with a bigger h
eart and
better quality
cycle parts ”
Displacement
Maximum Power
Maximum Torque
0 - 60 (sec)
0 - 100 (sec)
Price OTR Pune
QUICK FACTS220cc
21.04PS@ 8500rpm
19.12Nm@7000rpm
4.17
15.1
73,000
Testing Consultants
With technology scaling new heights, can 2010 born Ninja 250R hold its ground against a crude 400cc machine conceived in the late ‘80s?
MiniatureMarvels
Words Photography Rohit Paradkar Ashish Pol
When Kawasaki reincarnated the rotting EX250 into the new Ninja 250R the whole world sat up and took notice. And
when the bike landed on the Indian shores last year, our biking fraternity was more than elated, for at last, a true blue quarter-litre multi-cylinder motorcycle had arrived. But that was not the end of it. Since our market has been deprived of a large variety of motorcycles, almost every new high-capacity bike that’s launched educates us about a new genre of motorcycles. Like the R1 taught us what a litre-class ‘super-sport’ machine is, while the ‘busa introduced us to the idea of a ‘sports tourer’. Similarly, the Ninja 250R put forth another genre – the ‘learner’ bike. As the name suggests, a learner bike is a motorcycle that’s easy to come to terms with, is easy to maneuver, has a power-band that’s easier to absorb than glucose and which prepares you to tackle higher capacity motorcycles when you are ready for an upgrade. In the case of the Ninja though, it’s not just any other learner bike, but an entry-level track tool that promises to teach boys and girls alike, the concept of circuit racing. This sort of a low capacity track focused machine has been absent from the product portfolios of the motorcycle makers for over a decade now – with the last notable learner bike for the track being the Honda CBR400RR.
And that brought us to an interesting question. With over two decades worth of generation gap between the 250R and the 400RR, has the technology progressed enough to make the little green Ninja a better all round proposition than the BabyBlade? Lets find out…
While looking for a clean example of the 400RR, we stumbled upon an immaculate 1991 model. This year of manufacture made it fall in the NC29 category (the earlier models being stamped with a NC23 classification). What made this bike special in its era was the technology it was laden with – its inline-four cylinder engine had gear driven cams, gull-wing shaped swingarm, aluminum bean frame chassis, large carburetors, 17” wheels etc. In fact when the NC29 came onto the scene in 1990 most of its technologies hadn’t even graced that era’s 600 or litre-class machines in the market. More importantly, the CBR400 was one of the first bikes to bear the double-R tag, which stands for ‘Race Replica’ thus making clear its intentions of being a potent track tool! The NC29 lent these technologies and a lot of styling cues like
“With over tWo decades Worth of generation gap betWeen the 250r and the 400rr, has the technology progressed enough to make the little
green ninja a better all round proposition than the babyblade? ”
the twin headlamps, jelly-bean body form, mass centralization and bodywork sculpting to the first ever ‘Fireblade’ – a series that revolutionized the way litre-class track machines progressed from then on. It was after the introduction of the CBR900RR in 1992, that the NC29 too got the proud ‘Fireblade’ tag (and also the ‘BabyBlade’ nickname) and the legendary White-Red-Blue splash graphics similar to the actual Fireblade. The Ninja that we decided to pit the 400RR against is the 2010 fuel-injected model that is available for sale in India.
Design and Ergonomics
Even with a design language borrowed from the current generation of Ninjas, the 250R doesn’t make the CBR400RR look all that dated. Yes, the two round head and tail lamps, the comic font for the ‘CBR’ lettering and the psychedelic graphics on the 400 aren’t exactly 21st century – but still have enough substance in them to wring the necks of the onlookers as they go ‘oh ****’ looking at the stationary bike. The fat 150-section rear tyre adds the extra oomph factor that one likes from a sports bike as compared to the Ninja’s 130-section rear tyre, which looks nothing bigger than that of a Pulsar 220. The CBR400RR’s design is a clean
execution – like the rear footpegs for example; since you are not going to need them frequently, they fold back cleanly below the rear fender as if they never existed. The support frame for the visor and rear-view mirrors is slim, follows safe organic curves and doesn’t protrude like similar units on other 400cc machines of its time. The 17” wheels, the ‘bucket’ seat and the upswept chunky tail give the 400RR a sporty low-slung stance while the large fuel tank adds further to the big bike feel. The Ninja on the other hand sports a smaller tank, and a comfortable (and roomy) rider seat, but in turn ends up looking like a full faired street bike than a focused track tool. Since we are talking about entry-level track tools here, the 400RR’s peg-seat-handlebar geometry is
better suited for high speed cornering as compared to the comfortable posture of the Ninja. Well-endowed women or fat bikers like me however may find it difficult to fill into the RR’s narrow seating space and will hence feel more welcome on the Ninja’s saddle. But speaking of women in general, the 400’s low seating allows even a five feet tall rider to comfortable rest her or his feet on the ground – completely flat! However, I’m not in a position to comment on the ergonomics of the bike for riders below the 5-feet scale, ‘cause as you might have made out already, Eshan Shetty wasn’t available for this shoot…
Ride and Handling
The Ninja 250R without doubt is a potent cornering machine. Its lightweight construction gives it the kind of agility that even Rossi can vouch for. The 400RR on the other hand can feel like a baby elephant until you get used to it, thanks to the high footpegs, large bodywork and heavier mass. But once you put some track time under your belt you will realize that the 400RR is lot easier to lean into the corner, thanks to the better weight bias. The large tank aids in hanging off the bike as it lets you lock your arm against it when getting your knee down. The RVF400 inspired large, flat seat aids sliding off the saddle furthermore. The 400RR
Displacement
Maximum Power
Maximum Torque
0 - 60 (sec)
0 - 100 (sec)
Top Speed (km/h)
QUICK FACTS - CBR400RR
399cc
~50 Bhp
32.5 Nm
3.87 secs
6.7 secs
200 km/h + (est.)
Displacement
Maximum Power
Maximum Torque
0 - 60 (sec)
0 - 100 (sec)
Top Speed (km/h)
QUICK FACTS - Ninja 250R
249cc
33 Bhp
22 Nm
3.6 secs
8.3 secs
160 km/h
Testing Consultants
“the ninja 250r Without doubt is a potent cornering machine. its lightWeight construction gives it the kind
of agility that even rossi can vouch for ”
employs a mono shock absorber mated to the Gull-wing swingarm to provide the rear damping. The RR uses a stiffer setup for precise handling and hence loses out on comfort when tackling bumpy roads during those weekend getaways. But fortunately, the shocker is adjustable for damping which makes life somewhat easy. The front employs conventional telescopic forks that are steered by one of the best clip-on setups I have used till date. Even with the absence of a steering damper, we hardly had any problems negotiating the bumpy highway stretches and speeds over 160 km/h. The Ninja too has one of the best suspension setups in the business and given its relaxed riding position we talked about earlier, makes for a more comfortable vehicle when its comes to ride quality. Handling wise the bike’s smaller size imparts more confidence in a newbie, but as the rider starts getting better with every lap, the 400RR offers a lot more learning material – thanks to the extra (almost double) power.
Performance
Speaking of which, lets get to the engine. The 400RR in its NC29 guise produces a little over 50bhp at a peaky 11,500 rpm. What this translates into is a meaty yet controllable midrange. What that means is that the 400RR is a tamed beast when negotiating a corner and once at the apex the BabyBlade hands you over enough firepower to achieve the kind of corner exit velocity that can shame even today’s litre class baddies! And why I say firepower is because when the NC29 executes everything that I just said, it will scream louder than a cannon blast. The Ninja’s exhaust note on the other hand sounds like a kitten trying to roar like a lion! The 400RR’s first gear stretches almost upto 100km/h mark and will achieve this figure in a mere 6 seconds (on a new bike). The bike accelerates all the way to a ‘mechanically’ restricted speed of 180 km/h. The interesting part however is that the top speed restriction comes into play as per the position of the speedometer needle! So a simple km/h to mph converter is enough to remove the speed limiter and allows the RR to achieve speeds up to 225 km/h – that’s the kind of top speed most 600cc machines were restricted to even at the start of the 21st century! Even after 19 years of mechanical wear on it, our
Stuff Stats
Rider: Amit Chhangani (Ninja 250R)
Helmet: KBC Scratch and Burn
Suit: Angels Racing Konvict
Gloves: DSG Primal
Boots: AGV Sport Laguna
“the 400rr comes across as a bike that is dyed in the psychedelic ‘90s and Which hallucinates itself into believing that it’s a litre-class junkie ”
test bike was hardly a few microseconds off the company’s claimed timings – which in itself speaks for Honda’s much talked about reliability over other bike makers.
The Experience
Technical specs and features apart, when you put forth wads of cash to buy such precision machinery, you are also looking at an experience that justifies the whole exercise. The Ninja as we mentioned in our earlier tests, is one of the best (and probably the only) quarter litre bikes out there. But I personally feel that the bike is too mellow. Though it performs exceptionally well for its cubic capacity, it doesn’t demonstrate a zest to compete. Its silent exhaust note makes it look like a destitute kid muted by the atrocities of some environmentalists. The powerband, though err, powerful enough, is as expressionless as a butcher’s cold eyes. Contrary to these little shortcomings, the 400RR comes across as a bike that is dyed in the psychedelic ‘90s and which hallucinates itself into believing that it’s a litre-class junkie. It will shout it out while you make an entrance - even if the needle is hardly tipping the 40 km/h mark. It may not have a powerband enough to break your neck, but has more than enough grunt to encourage you to go faster with every passing lap. Your spine won’t chill with fear when you are entering a corner, nor will a distant spot suddenly turn into a truck in the blink of an eye. At the end of the day the 400RR gives you the experience and the pride of owning a ‘superbike’ while negating most of the risks involved. It has so much flamboyance and eagerness to perform that for a second one tends to forget that the bike is over two decades old!
Verdict
And that brought us to the golden question – which is a better learner bike then, the 2010 Ninja 250R or the age old CBR400RR? Well, the answer is simple. Yes, the 400RR even after a 20-year generation
Stuff StatsRider: Rohit Paradkar (CBR400-RR)
Helmet: Icon Mainframe Subhuman
Suit: Fieldsheer Revo Sport
Gloves: Spidi Strada Leather
Boots: Alpinestars SMX-4
“technical specs and features apart, When you put forth Wads of cash to buy such precision machinery, you are also looking at an experience that justifies the Whole exercise ”
01. The round twin-headlights reflect the preferred design language of the ‘90s
02. Even with the absense of a steering damper, the steering assembly of the 400RR remains stable at high speeds
03. A hadle-bar mounted choke which the 400RR sported in the ‘90s is now becoming popular on modern street bikes like HMSI’s Stunner (carb)
04. Inspite of being an entry level track bike the RR sports twin acclerator cables for better throttle control and faster engine braking
05. The stubby tail, funky turn blinkers and a
proportionately fat 150-section rear tyre make it look like a true blue ‘superbike’
06. The large radiator provides ample cooling but directs the hot air into the riders face
07. The one word that makes all the difference
08. The four pipes and the inline four engine give it a soundtrack like none other
09. Twin disc rotors offer a confidence inspiring bite
10. Plonk in a Yoshimura full system and what you have is monster that makes you go deaf faster than the motor’s acceleration
01
02
05
03
06
04 07
08 09 10
Details: CBR 400RR
“Which is a better learner bike then, the 2010 ninja 250r or the age old cbr400rr? Well, the ansWer is simple ”
gap, is in every mechanical way a better learner bike for the track than the 250R – its just a little bigger in size, a whole lot faster in corners and straights, a lot more cooler with its looks and exhaust note and most importantly – more forgiving! What’s more, a DRI cleared legal 400RR will cost you almost the same as a brand new Ninja 250R. So is the 400RR the bike to buy over the Ninja? Yes! Contrary to my answer, self-proclaimed experts will tell you that finding spares for this 20-year classic is a major hassle. Well, it’s not exactly true. The 400RR was imported in
Europe in such high numbers that many dealers still stock spares in plenty – so finding what you need in this internet age isn’t much of a ‘hassle’. Should you drop the bike and need any of the bodywork then even Thailand can be your savior for it was one of the most lucrative markets for the 400RR after Japan. And should you be one of the more lucky learners who do not drop the bike but like any other biker will need the basic wearable necessities like clutch plates, spark-plugs, brake pads etc. then you will be surprised as most of the 400RRs wearable components
match those of other Honda/Hero Honda machines like the CBZ and the Karizma! The Ninja on the other hand comes with comprehensive insurance, engine warranty, authorized service network and most importantly, easy availability as compared to a CBR400RR. What it doesn’t come with however is the innocent insanity, the feel-good factor, the power, the focus and the capability that not just make a true sports bike but also a true sport rider – and all these facets are a part of the CBR400RR, making it our obvious choice.
Words Photography Gauri Lokare Ashish Pol
Vs
BULL FIGHT Two Royal Enfield beasts lock horns to substantiate the superiority of their testicular fortitude
February 2010
34
Last month Rash made his intentions clear about pitting the LB500 against Royal Enfield’s latest creation – the
Classic C5. And upon reading that conclusion in Rash’s first ride report of the C5, my dear friend Baljeet Singh Kochar of the ‘Roadshakers’ clan immediately called me up to know when and where our team could meet him for a showdown! The battlefield was right in our backyard – the legendary ghats of Mutha near Pune. The battle however was different. Instead of defending the individual steeds that we were riding, Baljeet was ready to fist fight just to prove that the C5 lent to
us by RE was a better machine than his own LB500 that had stolen our heart a few months back – and we of course, were arrogantly denying his claim!
As the day of war dawned, we thumped to the holy battleground of Mutha to find out who had thicker metal of the two. To begin my evaluation I had
the two contenders stand face to face. When the two metallic hunks stand firm together, they have this masculine aura that surrounds them. But both these bikes have their own reasons of marking their presence. The LB500 with its shining chrome and 19” wheels, stands tall with pride. The Classic on the
other hand, dyed from head to toe in the green (or blue?) colour, with its long sweeping fenders and 18” rims stands like an innocent looking wild cat ready to pounce on its prey. But the analogies apart, I personally feel that the LB500 sports the old school macho look that you expect from a Bullet, while the
Not convinced with a black and white drag race, Baljit takes the LB 500 for a 0 - 100 km/h sprint... ...And then tries to beat the score on the Classic 500
February 2010
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February 2010
36
Classic C5 looks ‘classic’ no doubt, but comes across as a rustic old bike restored by a new age mechanic with 21st centaury tech and paint. Nevertheless I still love the round taillight on the Classic and the option to make the C5 a single seater in a jiffy – which unfortunately the LB500 doesn’t allow. Moreover my entire team thinks that the Classic is a much better looker than the conventionally styled LB500 and that I should dump my head in a gutter if I thought otherwise. That pretty much settled the design debate in the C5’s favor, forcing me to come to the engine.
This was one department I knew my beloved LB500 would excel in. We decided to settle the score with a plain drag race on a quarter-mile straight. As the two Bullets shot of the start like we were expecting the small hillocks around us to rupture for a cinematic climax and probably a photo finish– but it was not to be. What we had instead was the LB500 winning hands down as it finished at least two bike lengths ahead of the equally large hearted C5. But Baljeet wasn’t convinced at that. He wanted us to strap-on our VBOX timing equipment to find out the actual 0-100 km/h sprint timings. The LB500 shot off for the sprint shouting like a mighty gladiator. The C5 on the other hand continued to leave us scratching our heads, as it coughed the entire 500 cubic centimeters out of its cylinder while it made a run for the 100 km/h mark. As the laptop pulled out the data from the VBOX, the LB500 was 0.4 seconds faster in its acceleration to the ton, than the C5. The big Punjabi was out of words on this one.
With a victory each under their belts, the Bullets now had to prove their agility around the corners. Knowing Mutha like the back of my hand, I set off on the C5 first. It would be stupid to say that the Classic did not handle like my Karizma, but nevertheless the bike was well planted in the corners. Can’t say the same about the seat though – the bugger kept shaking as if it were imitating Dev
“ As the two Bullets shot off the stArt line we were expecting the smAll hillocks Around us to
rupture for A cinemAtic climAx ”
Maximum Power
Maximum Torque
0 - 60 (sec)
0 - 100 (sec)
Roll-on (40-80)3rd gear4th gear
QUICK FACTS - C527.2 Bhp
41.3 Nm
4.63
14.43
6.14 sec6.81 sec
Maximum Power
Maximum Torque
0 - 60 (sec)
0 - 100 (sec)
Roll-on (40-80)3rd gear4th gear
QUICK FACTS - LB500
23.6 Bhp
40.85 Nm
4.36
14.07
6.12 sec6.36 sec
Testing Consultants
“the overAll setup of the lB500 hAd A
certAin reluctAnce to leAn into A corner
And the BrAking required Before every
corner needs A ‘five-yeAr’ plAnning in
order to Avoid A crAsh ”
Stuff Stats
Rider: Baljeet Singh Kochar (LB500)Helmet: Cross DOT
Jacket: DSG Nero Textile
Gloves: DSG Primal
Stuff Stats
Rider: Gauri Lokare (C5)
Helmet: Angels Racing
Jacket: Icon Hooligan Represent Gloves: DSG Primal
Anand’s ‘neck boogies’. I have always been a big fan of the MRF
Zappers, no matter what bike they are shod on and probably that gave me some extra confidence to push the bike (MRF marketing guys can write to me at [email protected] for the endorsement money). The LB500 was the next to go. Frankly, it was a horror riding that bike after the C5! The 19” tyres have a tread pattern similar to a ’95 Bajaj M80 and did not handle any better either. The overall setup had a certain reluctance to lean into a corner and the braking required before every corner needs a ‘five-year’ planning in order to avoid a crash. As I returned back to the starting point, all I could give the LB500 was a negative nod. And that meant a lot of brownie points for the C5.
The fourth and final test for the two was a simple ‘trump card’ round. This was the last and final chance for the LB500 to prove its mettle. We sat over a coffee and compared the two bikes on a list of parameters illustrated on the final page of this comparo.
After a comparison between some bare minimum yet important stats, the LB500 gained a one up on the Classic by a narrow margin. So out of the four simple tests that we put the two bikes through, both the Bullets bagged two victories each – which essentially is a tie! So what is the verdict?
The LB500 undoubtedly gives you the best value for money. So if you already have one, the money involved in upgrading to the Classic is not justified. On the other hand,the LB500 excels over the C5 in outright acceleration and top speed, but then again, touring on a Bullet is not only about riding on straight roads – it includes a lot more, from twisties and high altitude slopes to off road patches and river crossings. And this is exactly where the Classic’s facets come into play – fuel injection, tubeless tyres, better handling characteristics, sprung seat etc. For a buyer looking for a brand new Bullet, RE has left very little choice when it comes to choosing the ultimate performance Bullet. So for now, C5 is the way to go!
Power 23.6 bhp
Torque 40.85 Nm
Weight 185 Kg
Fuel Consumption 36 kmpl
Price (OTR Pune) 1,17,000
LB500
Power 27.2 bhp
Torque 41.3 Nm
Weight 187 Kg
Fuel Consumption 34 kmpl
Price (OTR Pune) 1,42,000
Classic C5
The motorsport racing scene in India has just climbed up a notch with the recent MRF International Challenge 2010, held at the Madras Motor Race Track at Sriperumbudur in Chennai. The event which was the biggest motorsport
initiative taken by the tyre manufacturer, saw some of the elite International racers pitting against each other along with nation’s best racers. The event was held across three consecutive Sunday’s starting from 31ST of January, 2010, then on the 7th of February and finally bending on the 14th of February, 2010.
The different categories in which motorcycle racers competed were
the Underbones Class which was meant for bikes donning engine capacity of 130cc and below; Indian Bikes Class for 165cc with below 4 stroke engines and the regular two stroke categories. Superbikes were also in action which had separate categories for Indian racer, International racers and a category where Indian and foreign racers competed with each other.
Round One (31st January – 1st February, 2010)A huge crowd was treated to a spectacular display of skill and
audacious racing as the MRF International Challenge 2010 roared to a
great start. Gautam Gambhir and Naraian Karthikeyan sent the crowd’s pulses racing as they went around encouraging the competitors before the race began. David Jones, the Welsh champion, was in a league of his own on the 600 cc Triumph bike, undoubtedly the most powerful machine on the grid while winning both the Superbike races that had some competition in the mid-field rather than up front. Emulating Jones was India’s top rider, Dilip Rogger who tried his best to keep pace with the foreign riders. Nevertheless, he topped in the Indian category in both the races the first of which saw M Gautam surviving a bad crash in the ninth lap. The first race in the ‘Underbones’ category saw
MRF officially kick starts the 2010 motorsport racing season with a three week event held in Chennai this month
MRF International Challenge 2010Words Photography Gauri Lokare Aditya Bedre
a tough fight between Shyam Shankar and Sumit Lucas Toppo for the podium finish. Shyam Shankar edged past his opponent Sumit Lucas Toppo for the first place in the last lap with K. Umesh Babu finishing third. The second race in the ‘Underbones’ category was a three way fight between Shyam Shankar, Fahad Khan and S. Sharath Kumar. Sharath Kumar piped his opponents in the last 100 meters to take the podium with Shyam Shankar and Fahad Khan coming close second and third respectively. In the Group B 2 Stroke 165CC category it was K. Umesh Babu of Chennai who won the race with S Rajkumar finishing a close second and S Murali coming third. In Group D 4 Stroke category it was Sriskandrajh of Chennai who finished first with Shyam Shankar and Sumit Lucas Topo coming second and third respectively.
Round Two (7th – 8th February, 2010)
The second round of the MRF Challenge 2010, was a perfect mix of nail biting finishes, exciting races, mind boggling stunts and the over enthusiastic crowd. Excitement had reached its peak level amongst the entire crowd during the stunt show and at the finale which ended with a photo-finish in the last race of the day. In the Superbike category, David Jones had evidently reserved his “first position” in both the races through his remarkable performance. After him were, Gavin Michale and Roger Maher who finished second and third respectively in both races. After the race event concluded for the day, the crowd was treated to extreme stunts performed by Javier Villegas and Matt Schubring from the US and Jorel Dermudez from Australia.
Round Three (14th – 15th February, 2010)
The final day of MRF Challenge 2010 couldn’t have been more exciting at least for the fans of the Tamil movie star, Ajith Kumar who made an appearance on the race track. Ajith himself was passionate about racing but had to part ways with the track following a severe accident.
In the Super Bikes category, racing sensation, David Jones once again showed a masterful display of skillful riding in winning hands down. In fact, such was his dominance that he even established a new track record on the first day of 1 minute and 42 seconds! Among Indian riders it was once again, Satish Kumar bagging the first place while M. Gautham and Alok Shashidar finished second and third respectively. Alisha Abdullah, the only female racer in the event had to retire along with Shrey P who was
01. Sriskandarajah waves to the crowd after claiming victory in the first race of Round 1
02. Shyam Shankar put up a great show throughout the championship with consistent visits to the podium
03. Sriskandarajah, Sarath Kumar of Ten10 Racing and Shyam Shankar dog fight throughout the race
04. Aditya Bedre shows off his shutter-bug instincts as he captures Gavin Hunt in the frame
05. Sarath Kumar of Ten10 Racing accelerates his way to victory after an intense battle with Sriskandarajah
05
02
03
01
04
01. Gavin Hunt opens the gap on the local competition
02. David Jones burns some rubber after taking victory
03. The Formula 1600 kart which was launched for the 3-week championship
04. The R15s battle it out with Sarath leading the way
05. National Champion Sriskandarajah crashed on the last corner of the last lap
06. & 07.Notice the front wheel floating as the racer exits the corner. Unfortunately in doesn’t land the way th rider expected it to - leading to high speed crash. Motorsport is not for the weak hearted!
08. David Jones sprays champagne after winning all the six races of the 2010 MRF International Challenge!
04
0203 01
07 0805 06
aboard on a stock Honda CBR, as they both couldn’t finish 80% of the laps done by the race leader. The Group B + Group D race saw some racers falling off their RX’s by losing grip in the gravel.
This racing initiative by MRF is a step put forward in the right direction as now the Desi riders can really compare themselves with the mainstream International racers and figure out for themselves where they lack in performance, technique and racing technology.
February 2010
42
At the end of the Second round of the MRF Challenge 2010, the spectators were treated to an incredible visual delight of extreme stunts performed by Javier Villegas and Matt Schubring from the U.S and Jorel Dermudez from Australia
The Grand- Daddy of all Royal Enfield motorcycle gatherings was held near Mumbai last month. We bring you a comprehenive low down on the event
RMXWords PhotographyRiddhi Rathis Aditya Bedre & Riddhi Rathi
The annual Bullet Fest was just a week away and this year it were the Inddiethumpers Motorcycle club from Mumbai playing host to
the gathering of over 650 Bullet riders. The event christened as RMX, was scheduled to be at Vikramgadh, approximately 120kms from Mumbai. This is probably the most awaited events for many hard core bullet riders and I for one was determined to be a part of it, come what may!
I pestered a friend called Guruprasad Ramnath, who like all good friends, was running too busy on the 23rd and the 24th of January. Thank God for friends, who can cushion tantrums for he finally agreed to join in the festival. And so we hoped on his Machismo350 and rolled onto the highway. The ride from Mumbai, just before the sun set was a sight to behold. We were greeted with long empty wide roads and the crimson skylight just before the sunset. Before I knew the camera batteries exhausted themselves out.
The party was already revving at Sajan Nature Park when we arrived set on the outskirts of Vada, right in the lap of country roads with a bunch of riders caught up in the middle of a singing session. And they did not sound like anything I’ve heard before. Thankfully, I am a big fan of originality. While
RMX Freestyle event saw many Bullets literally dancing to the tunes of their talented riders
A rider racing to the finish line in the Time Trials event
Baljit Singh, from Roadshakers Pune, wheelspinning his
LB 500
Roadshakers cheer their
team members, competing in the
Bike Assembly wars
Inddiethumpers Assembly Wars team consisting Akhtar, Ishtiaque, Vivek, Prashant, Mayank and Jaspal who bagged the second place
February 2010
These hard core Bulleters put in months and months of preparation and planning to make
their steeds look like this! It does nothing much but leave you in a dazed state of mind wanting
for more!
Guru was busy tucking his baby to sleep in the parking lot, I was ogling at the sea of chrome lined up. Bullets of all shapes, sizes, models, and colors, rustic, yellows, greens, painted and not so painted adorned the parking lot. They were all there! I sent a small silent prayer of thanks, upwards. The registration desk had friendly faces who guided us to our lovely tree top huts. After settling in I quickly changed out of our riding gear and headed out for the rock show being held in the event arena. It was good, but could have been better. The concert ended soon and dinner was served, modest yet very tasty.
The next day, started very late for all of us. The schedule was thrown off completely with everyone struggling to clamber out of their beds. ‘Time Trials’ a race event which was promised to be filled with action and entertainment was next on cards so I hurried out of our cozy little nest and made my way to the event venue. The venue was bubbling with excitement, chatter and laughs. The Trials started and one by one we got to see bikers speeding, skidding and literally flying to the finish line. Next on the itinerary I read arm wrestling. But unfortunately I missed the hunks and the chicas showing off their biceps as I headed towards lunch, where by the way, the good old Pooranpoli was perceived to be a variant of Aloo Paratha by many distant travelers.
Later we stayed around for the ‘Bike
Olympics.’ The evening surpassed us in a blur of motion. Every two minutes or so, like the snooze button of a faithful alarm, we would hear a thump somewhere, a growl really close by. Once the Biker Olympics was done with, it was time for various club moderators to screen their respective club presentations. The clips shown were an invite to peak into what life is all about on two wheels. It was spectacular. Once all the clubs finished with their respective club presentation it was time for prize distribution ceremony accompanied by beautiful fireworks, loud music, beer
and loads of dancing and more beer all night long. After the eventful night, the morning sunrays felt
unwelcomed. We soon packed up, wore our RMX tee shirts which felt like well earned trophies, wished good luck to fellow riders and rolled once again onto the roads of Vikramgadh. No words were exchanged further. I was busy assimilating and absorbing the experience from Sajan Nature Park. The thump felt stronger. Rocky, our bike seemed to be one happy soul.
1st - Baljeet Singh Roadshakers (Pune) 3:37.762nd - Indrajit Malvi Wanderlust (Nagpur) 3:44.393rd - Raza Hamid Roadshakers (Pune) 4:00.61
1st- Pavan Kumar Macharla - Wanderers2nd – Indrajit Malvi - Wanderlust
1st – Anthony Ollukaran - (Individual)2nd- Girish Potphode – Wanderlust
1st – Wanderers (Hyderabad) - Devadatta Das, Md Aleemuddin Izaz, N Srinivas Reddy, Vishweshwar, Pavan Kumar Macharla & G Gopi Krishna
2nd – Inddiethumpers (Mumbai)- Akhtar Patel, Ishtiaque Bagban, Vivek Mallya, Prashant Prabhu, Mayank Shah & Jaspal Singh,
1st – V- 40 - Dominic Dewakar & Sudeep R Mishra2nd – Royal Beasts – Karna Verma & Simran3rd – Roadshakers – Rahul & Rohan
1st – Vivek Soni (Individual)2nd – Ashish Prabhu Inddiethumpers
Time Trials [Dirt track event]
RMX Freestyle
Best Modified Bike Technical
Assembly Wars Relay
Biker Olympics Towing
Best Modified Bike Cosmetic
Hall of Fame
Men’s Beer Guzzling competition in action. Rishi from Roadshakers took the first place
Yep, they did on a Royal Enfield! To Leh- Ladakh in June, 2009
Death Metal rock band group from Mumbai, giving a performance on the first night
Maya from Madras Bulls takes away the title in women’s ‘Beer Guzzling’ competition
A moment of bliss captured for eternity!
Inddiethumpers, the host club for RMX this year having a blast as usual!
Amit from Inddiethumpers tries out the Mountain Dew bike
Roadshakers, Pune’s Royal Enfield club, swinging a leg at RMX
With much that is going on, every biker must find his/her own way to claim those needed winks
Even though the event calls for celebrating a common passion for Royal Enfield Motorcycles, each
club stands out with its own unique identity, set of principles and way of life. These are some of the
bikers donning tee’s from their respective clubs...
New SeNSatioN oN the Block
When the average m o t o r s p o r t enthusiast is around 18 years
of age, the dude continually
daydreams about attaining racing
glory. He also gets wet dreams
about racing big bore motorcycles
and being surrounded by hot pit
girls. Our Biker Personality of
this issue Sarath Kumar, was quite
similar to the ‘Motorsport Joe’
in that respect. That’s only with
respect to the first sentence. We
didn’t question him about his non
racing motorcycles dreams. At 16 years of age Sarath
Kumar decided to breakaway
from the ‘wannabe teenage racer’
stereotype by giving a shot at
realizing his racing dreams. Like
the majority of top rung racers
in our country, Sarath too had
an unconventional entry into the
world of motorsports. A few of
his friends who were bitten by the
racing bug would head over to the
track every weekend to compete
in various events. To ensure that
he was playing the role of a true
friend, he would accompany them
at each and every race.Since childhood he always
had an inclination towards
becoming a sportsperson and
being part of some team. He
always dreamt about it but wasn’t
sure about how to go ahead and
realize it. As the races went by,
Sarath developed a fascination
for the sport and decided to get
a firsthand experience in it. He
convinced himself that that the
only way of realizing his childhood
dream was through the world of
motorsports. In 2008, he started his
professional racing career by taking
part in the local classes and ended
up bagging the winner’s trophy
in two races. The same year TVS
Racing took him onboard as their
official rider in the 125cc class.
He exceeded the expectations of
the factory team by winning the
championship trophy for them
in his debut year! TVS Racing
retained him for the next season
and Sarath ensured that it didn’t
turn out to be a bad decision for
them. In 2009, he represented TVS
racing team in three races and
finished each race on the podium!
In the same season a bigger
opportunity came knocking on
his door. A private racing outfit
namely TEN10 Racing offered
him a contract to race for them.
He joined the team and raced for
them in the remaining races of
the season. Once again he made
his team proud by finishing as the
first runner up in two races and
occupying third place in another!
He has started the 2010
season on a winning note too.
He won the endurance race
conducted at the Kari Speedway
in Coimbatore which was part
of the Mecco Festival of Speed.
The race comprised of 66 laps
and lasted for over 90 minutes
with a compulsory pit-stop for all
teams. Sarath showed his maturity
by keeping his cool while factory
riders tried to unnerve him by
challenging him to dogfights. His
on-track maturity, consistency
and hunger for winning will take Words PhotographyPradeb Biswas Aditya Bedre
A few years ago Sarath Kumar would attend motorcycle races to watch his friends in action. Nowadays his competitors are having a tough time keeping him in their sight during races!
February 2010
49
him places.When quizzed about his racing philosophy, Sarath calmly replies
that his sole goal while racing is to win irrespective of any trouble that might crop up. His career graph proves that he isn’t lying! He has also charted his future racing plans. This year he is aiming to win the national champion title. In 2011 he intends to move up the ladder and race in the 600cc superbike category. In the same year he also plans to compete in the Asian Road Racing Championship.
While talking to him, one can easily gauge his deep passion for racing. He is comfortable with the risks and injuries that usually accompany an active career in motorsports. Sarath calmly mentions that he doesn’t worry about likely crashes or injuries for they are bound to happen once in a while. He considers Valentino Rossi and K Rajni as his racing idols. Apart from being a professional motorcycle racer, he also plays the role of a full time student. He is currently in the 12th standard.
He also faced the common dillema of gaining parental support at the start of his career. When he first expressed the desire to compete in motorcycle races his parents got worried. Like the majority of parents they too considered it to a dangerous sport. After he took part in the
first couple of racers they saw his potential. This made it easier for Sarath to convince his parents about his racing ambitions. His parents now completely support and encourage his passion for racing motorcycles.
Sarath too agrees that the state of motorsport in our country needs drastic improvement. He is unhappy about the fact that racing is still looked down upon in India and very few people are aware about it. He feels that if the events and the racers get more coverage by the media then more venues will open up for the sport in the country. It will get a lot more people interested and the racers will get more recognition.
As the conversation aproached its end, he didn’t forget to thank his team Ten10 Racing for their support. He feels that the help provided by Ten10 Racing has aided him in realizing some of his racing dreams. The humble teenager further adds in that he will do his best to make sure that he wins more races for the team this year. Majority of motorsport critics and followers believe that in the next five years, a select few Indian racers will make a mark on the international circuits. We reckon that Sarath Kumar might just be one of them. Watch out for him! Sarath Kumar won the 2010 gruelling
Endurance Race
Check out Sarath’s perfect head angle, lean angle and body posture. Now compare it with the other competitors. No wonder he is a consistent podium finisher
He has also notched up a few podium finishes in the 2010 R15 Championship
I have been using the Jive as my short-distance commuter for over two months now. It’s surprising how you can make things incredibly convenient by incorporating simple ideas into your products. The clutchless Jive has really made those grocery store and ATM visits so much more hassle free with its clutchless, almost twist-and-go ease. It’s not probably as enticing to ride as something, say a 150cc motorcycle, but somehow every time I have to make a short trip around the office (which also happens to be our home) the Jive emerges as the obvious choice, for obvious reasons. The bike has clocked a little more than 600km on the odo and is now due for its first service, for which we really seem to be having a tough time chasing the good blokes at TVS. But that apart, the Jive has been a real joy. Just slot in the key, hop on, dab the starter button and trundle away without a bother in the world. There is oodles of torque available in any gear at any speed, and you really don’t have to bother about the engine stalling. The Jive tends to spoil you rotten with its ease of use, so whenever you have to take a ‘proper’ motorcycle out for a short trip after sufficiently experiencing the Jive, you really feel hassled. In the past few months, even though we have used the Jive strictly in the stop-start city traffic, it has managed to return a really impressive fuel efficiency
figure of around 6okmpl – something impossible to attain for a gearless scoot. And that’s where the beauty of this puny machine lies, fusing the convenience of a moped with the dynamics, fuel efficiency and speed of a motorcycle. We always thought the Jive was an ingeniously functional experiment, and our experience with the bike has substantiated the fact.It’s not just flowers, butterflies and rainbows though, as there are some negatives to the bike as well. Cold morning starts, for example are an irritant. We all know, engines take a bit of their own sweet time warming up when bothered on a lazy, cold morning. However using the clutch helps you keep them running for those initial few moments when you’ve just cranked the mill up. With no clutch, you can’t do that with the Jive. So you end up pressing the starter button repeatedly and wait for it to warm up, or use the good old kick to expedite the process. The choke doesn’t help much either.Another problem, which we are sure is specific to our particular bike isn’t really a problem for someone who knows about it, but for someone new, it may turn out to be quite an issue. The fuel gauge reads full when the tank is empty and vice versa. So the needle kisses the ‘E’ mark as we tank our Jive up. We feel honoured to have the unique piece with us though, and don’t have any intensions to get the gauge corrected. Every once
New gear, more often than not will work perfectly. We tell you what state it’ll be in after it undergoes some hammering
The clutchless wonder is the tool of choice for all my short commutes
long term reportAmit’s tVs JiVe
ACiD test
We have the only Jive in the world that shows ‘F’ on an empty tank
Electric starts on cold mornings are a bit of an issue with the Jive
in a while, we do get an urge to make someone suffer you know. Also, as you cannot blip the throttle properly in the absence of a clutch lever, downshifts are slightly jerky. Most pillion riders have complained about it. Be a little cautious though, and it’s not so bad. Also, getting used to shifting at the right rpm mark helps. All in all, the Jive serves its purpose brilliantly. The very fact that I’ll prefer it over anything else for a ride within the city is testimony to the fact. Kudos to TVS for the brilliant idea!
ACiD test
roHit’s tVs Wego
With MRF not sending any stock of the R15’s Zappers to the showrooms, my R15 was left with a tyre that was skidding even when the puny engine sent 1 Nm of torque to the rear wheel. So basically, I was left with no bike to commute on. But for once, luck decided to favor me as TVS suddenly, out of the blue, decided to give us not one, but two long termers – the Wego and the Jive! Since we were busy with the road-tests for the magazine and then the disappointing Auto Expo 2010, we hardly had time to allocate the long termers between us. But after I ranted so much about the lack of optimum engine braking on the Jive, Amit decided to give me the Wego as my long-term vehicle.At first it felt a tad disappointing – a puny little scooter after having ridden bikes for all this while. I love the way the design flows on the Wego, its styling is up to date too. But somehow I was not able to digest the picture of a fat me commuting through the city on a tiny scoot! But as they say, time heals everything and so the reluctance soon died down. Rather it was over come by the fact that I needed a commuting vehicle desperately until my R15 came back in shape. As the time passed I slowly fell in love with Wego. The scooter happily tip-toes through the urban jungle that surrounds me and doesn’t grudge one bit. The Wego’s automatic gearbox makes life easy while in the stop-and-go traffic
conditions by eliminating the constant need to shift gears or cooking of the clutch plates for majority of the commute. And since I’m a typical irresponsible bachelor, the storage space comes in handy to store away my gloves, hand-free headset etc. which I otherwise tend to forget at office or home! I have clocked around 600 kms on the Wego now in the past few weeks and the bike has been returning me a fuel efficiency in the range of 38-42 kmpl. Though its too early to expect any sorts of mechanical issues, the only problem that the scooter has given me is a bad puncture – which substantiates the need of a tube less tyre on a new vehicle like the Wego. The R15 should be back in action soon, but I’m having my doubts whether it will replace the Wego as my everyday commuter now, thanks to the convenience an automatic scooter offers!
The eldest Son of Shyamappa, Dr. Venkata Ramaiah was a Rebel & a non conformist to the core. He rejected all the traditional family professions to take up Medical course & went on to become a Successful Doctor. Most of his prime time was spent in a Small town called Chikkaballapur about 65 kms from Bangalore. This Rebel had an Engineer inside him & always loved to Tinker around with
his Cars & house hold equipments. A strict Disciplinarian, his obsession with Cars and Cameras provoked him to tinker around with these gadgets and understand them deeply and thoroughly. When he was blessed with a son there was a WHAT IF question in his mind which was the turning point which changed the entire out look of this family. He realised that his son Venkatesha Murthy was intelligent and practical and seeing that the first profession that came to his mind was that of a Mechanic (he had seen his father Tinker around on Cars, Tractors, Truck etc though not very educated). This prompted him to get in touch with his roots again & get the next generation connected to their roots.
Revolutionising automotive servicing
February 2010
53
Promotional FeatureContinued from the previous issue:
Young Venkatesha Murthy with the family moped
Dr. Venkata Ramayaih tinkering with his Austin
As events took a turn, Shyamappa came back to the native hometown and took under his wings the 8 year old Venkatesh as his apprentice, teaching him basic preventive maintenance on the family car. These sessions between Grand Father and Grandson planted the Seed of Automotive obsession in the young Venkatesh’s heart.
Six Years later when young Venkatesh finished his 10th std, his Obvious one course choice of education was to get a Diploma in Automobile Engineering.
Venkatesha Murthy, A true conformist, was groomed purposefully by his Grandfather Shyamappa to make a come back to the industry which had been the profession for generations. Shyamappa ensured that his Grandson was well armoured to face the industry with more knowledge and logic than just the sheer emotion of passion
Venkatesha Murthy Joined his Diploma in Automobile Engineering from the Famous Sri Jayachamarajendra Polytechnic in Bangalore. He was the Baby of the class & was a resident in the hostel. During this time he started experimenting with electrical equipment & some basic electronics. He also explored the used material market (fondly called Gujree) to find a few items to recycle & reuse and create new innovations.
Continued in the next issue:
IndI motorcycle dIAryWords & Photography Pankaj Trivedi
Biking for him is nothing less than a religion; the rider’s seat is a holy place & riding is his form of worship…
Meet Mr. Pankaj Trivedi, a passionate biker from Mumbai suffering from wanderlust. To satiate his addiction this time around, Pankaj has rolled on an yet another biking trip in which he will travel extensively through 12 states in the country and bring us back 36 intriguing stories to talk about. And that’s not it. He’s pursuing this all by himself, with no back up of any kind or crew to assist him. It’s just the Rider, the Bike and the road. In this first chapter of the Indi Motorcycle Diary, we bring you the low down on the travel tales of this nomad for the month of January, 2010.
Day 1: Leaving Mumbai
Day 2: On the Lake
After lots of planning
and preparation, I
started rolling for
my biking trip this
morning. It was difficult to
get up early because I couldn’t
sleep all night thinking about
the big trip ahead. Somehow
I managed to haul myself up
at 6 a.m and was out of the
house by 8 am. But nothing
went smoothly. After about
2 kms from home, I realized
I had left money and driving
license on the kitchen table!
So I took a u- turn and
headed back home. I never
imagined I’d have to see my
own door again so soon, but
there I was. Finally, after the morning
fiasco, I was out on the road
again. I was going easy and
just trying to get the feel of
the bike, trying to sense how
it handles with luggage and to
understand how it balances
and brakes with load. I was
happy with my choice of
bike. The Karizma, is a very
good touring bike for India. I
have used this bike in the past
for my Kanyakumari to Leh
Limca Book record run, for
Raid the Himalaya, and for a
Northeast India trip. As soon
as I was out of the city, I was
able to open the throttle and
the bike went smoothly to
110Km/hr. It felt stable, and
I started enjoying the ride.
Soon I forgot everything else,
and just became one with my
bike. Forgot to drink and to
eat... just pure passion for
riding overtook me. I stopped near Vadodra,
after covering almost 450kms
in 4 hours and 40 minutes.
I needed to refuel the bike
as well as my tummy. Before
getting on the bike again, I
saw the bolt that connects
the engine to the chassis was
out and the nut was missing,
so I picked up a stone and
banged the bolt back into
chassis again. As this was a
temporary fix, I was on a look
out for a mechanic shop. For
twenty rupees, I got the new
bolt and the grease-monkey
to put it on, and I was back
on the road to Nalsarovar.
Day two of my dream journey commenced at 7.30 a.m. with
my teeth rattling in the
biting cold. Today I planned
to go for bird-watching at
the Nalsarovar Lake. So after
warming up with the hot cup
of masala chai, I started my
bike and rode a distance of 2
km from my hotel down to
the lake’s edge. As I parked the bike I was
mobbed by a herd of boatmen
haggling for business. The
rates ranged from Rs.50- 150
for the boat ride. I finally
made my choice, going with
the cheapest one at Rs.50
and he agreed to take me
deep inside the lake, where I
would be able to see lots of
migratory birds like Pelicans,
King Fishers, Flamingos,
etc. But I soon realized that,
cheaper is not always better,
when my fine choice turned
out to be a conman who
tried to hike the price to Rs.
1500 as soon as the boat had
reached mid- lake. It got a
little heated and I demanded
to be dropped back ashore.
Back on dry land, I entered
the super-haggle once again.
This time I was not only
looking for a good rate, but
also someone wiser and with
some integrity. I went ahead
with a boatman named
Ramazan, and agreed upon a
price of Rs.150.What price vartiations!
We started our day with
a warm cup of tea at th
boatman’s little hut. But I
think it was the warmth of
his family members that
moved me, more than just
the cup of tea. I was invited
for a lovely lunch at their
little home where big-hearted
souls dwelled in simplicity.
The purity of our Indian
culture and true love for
guests is what I experienced,
in abundance.
Day 4: Familiar Faces
The next day, I was pondering over the
route which would be ideal to reach
the little Rann of Kutch. The route
I planned was Viramgam- Dasada
– Jenabad – Jinjwada. From Jinjwada I would
then go off-road 20kms to Vasada Dada Temple
where I would halt in night. I had visited this
place about two years ago and have some great
memories. I couldn’t wait to get back there and
relive all of it.I was on track, cruising at a steady speed,
enjoying the ride till I reached Jinjwada. As I
moved further, following the flags that guided
me, I came across a sign saying “ROAD
CLOSED” and I saw no flags after that point.
It was instinct and past experience that guided
me in determining where to go. I was accurate
enough in my judgment and reached Vasda
Dada temple by 5 pm. I was warmly greeted by
Patel Bhai who I had come across two years ago.
We spent some quality time talking and eating
for an hour after which I tucked myself to sleep
on a charpai with two blankets and gazing at
the starry winter night sky above.
First activity of the day began with me making a hot cup of Earl Gray tea after which I rolled out for the day. My day began with a surprise… a flat tyre! The
adventure for the day had begun and so had the hunt for a puncture repair shop. Luckily, I found one at the end of the road, just around the corner.
After the repairs were done, I arrived at the lake and looked for Ramazan, my trusted guide for Nalsarovar, but could not find him anywhere. I met up with his father, who asked his younger son to take me on the boat and assured that Ramazan would join in shortly. Once in deep waters, I got busy with my cameras. It wasn’t long before Ramazan joined us while I was taking pictures of kingfishers. I was happy to have my friend back on board and we ventured further into the lake. It was then I sighted a multitude of feathery flamingos. It was an absolute treat for the eye. I soaked it all in, enjoying every moment through the lens and capturing those moments forever in time.
After nearly three hours of venturing in the lake, our stomachs were rumbling with hunger. It was time to get to Ramazan’s home for another round of their staple diet- Bajra ki Roti, Baingan ka Bharta, Lasun ki Chatni and some fresh onions and buttermilk.
As we got off the boats and headed towards the hutment and the community, my eyes wandered about, soaking in the culture of the little village. I was engulfed by the aura of the place. It was warm as sunshine which came from the warmth of love and togetherness in the community. A shed covered in blue plastic sheets from above and the sides was something they identified as a home. Mother Earth lay there as the ground to protect them and cuddle them when tired. An earthen oven on the ground with some firewood burning was enough of a kitchen for them. Not much they owned or possessed and probably it was this, that made them the happy people they really are, with not having to worry about losing anything. Just living each day as it comes.
Day 3: Ramazan’s Kingdom
It was my birthday today
and you wouldn’t believe
who was the first one to
wish me…It was a Dog!
Yep, a dog sniffed and woke
me up licking my face! This
surely was the first birthday
wish of its kind. After
freshening up in the morning,
I decided to spend my day
with an unusual audience…
500 cows! I enjoyed myself
feeding them fresh grass,
cleaning up the cow shed and
playing with the calves.
Being Makar Sankranti,
the temple attracted a huge
crowd of devotees. It was
lunch time and the kitchen
hosted meals for more than
500 people. Everyone who
came here did their little bit
to help in the preparation of
the meals. Post lunch I went back to
the animal jamboree and saw
a cow giving birth to a calf. It
was an amazing experience to
see how a new life came into
being. The cow licked the calf,
cleaning it up with so much
affection. This is a part of the
initial mother-child bonding,
where the calf identifies the
mother with all its five senses.
The wobbly-legged calf took
its first steps into the world for
survival and independence. I
was totally overhwelmed by
this experience.In the evening I decided
to have some quiet time and
rode off into the desert. I was
one with the silence, breeze
and vast openness of the
desert. While coming back, I
was lost in the silence of the
desert at the sunset hour. I
could now feel the chill in the
breeze. Dinner was done and I
found myself again under the
dome of stars and felt warm
under the blankets.
Day 6: Rann of Kutch to Junagadh
The next morning I
was woken up by
sensing a huge thud
on my legs which
tossed me around. Thanks to
the cow and its calf that were
now looking straight into
my face and demanding to
be petted. I happily obliged.
After the cows left the shed, I
enjoyed a warm shower at the
sulfur spring and packed up to
get going. People at the temple
bestowed so much of affection
over me and didn’t want me
to go. But nonetheless, I had
to. So after I thanked them
for the support and care they
offered me, I reunited with
my bike and was on my way
to Palaswa.8kms ahead there was no
visible road, as it had rained a
fortnight ago and loosened the
soil. For a moment I thought
of turning back but somehow
continued riding. I was on
off road with street tyres and
the weight of the luggage
made the rear tyre to spin in
circles. After more 25 kms, it
got better. I was at crossroad
with no soul to guide me.
I trusted my instincts rode
straight ahead and finally I
saw a glimpse of the Meduk
Mountain. I decided to spend the
night in the Vanu Dada
temple where I met three
men, each greeting me in a
different language. Before
I knew it, I was forced into
taking a multi-linguistic
crash course in philosophy. I
was developing an allergy to
this disconnected philosophy
class and got on my bike rode
away. I had just saved myself
from insanity! I now decided
to stop in Palaswa and reached
the highway to Rajkot. The
four lane roads were a good
change and I was happily
cruising at 100kmph. Upon
reaching Junagadh, I crashed
at a Bharat Bhai’s place for the
night whose reference I had
got from a friend of mine.
Day 5: Happy Birthday!
It was a fine chilly morning with a huge variety
of breakfast already laid on the table. After I
managed to eat a little bit from everything,
Bharat Bhai led me on the road to Sasan Gir.
The roads were smooth and there was greenery all
around and I was elated and happy.
It was time to halt for a cup of masala
chai where I met up with 3 forest officers and a
teacher, who guided me to the hotel at Gir. The
teacher insisted on having me over at his place for
lunch and so I obliged for a round of Roti, Dal,
Rice,Chatni and the most common and extensively
found vegetable in this region- the Brinjal! Five out
of seven days spent here I had eaten Brinjal in all
its forms. Anyway, I continued to gulp down my
lunch and only prayed that I do not encounter the
same vegetable for dinner.
Post lunch, I spent some time on the computer
and later on went for a walk into the periphery of
the forest where I sighted few deer’s and a seven
day old kill made by the lions.
It was time for dinner, so I started heading
towards the hotel where more ‘Baingan ka Bharta’
and bread awaited me!
Day 8: Sasan Gir Forest
I woke up early the next day and met
up with the driver at a predefined
location by 6 am. Boarded the jeep
and I was set with all my gadgets
to capture every moment possible.
The morning was cold yet serene with
the sunrise adding its golden glow to
illuminate the forest land.
Soon thereafter, we sighted 8 lions,
of which 5 were cubs walking together
on the mud paths of the forest. The
cubs gaily played among themselves,
while being closely watched over by
the lionesses. Later on we spotted some
owls, deer’s and Neel Gaai. It was a fine
morning spent amidst nature. We heard
alarm calls from monkeys and peacocks
which serve as an alert signal to other
animals about the presence of a lion in
proximity. I returned to the hotel and worked
on uploading some pictures. Soon it was
past lunch hour and time for the evening
safari so I hailed once again into the
forest.On returning to the hotel, I was
starving and headed for dinner. Yep,
more Baingan Bharta and bread awaited
me!
Day 7: Brinjal Overload
Day 9:Siddi
Last night I worked until late and I found it very hard to open my eyes and rise up at 5 am for the sunrise
safari. On reaching, the forest office I teamed up with an SBI banker from Agra with whom I shared the cost of the safari.
Once aboard the jeep, our guide received a phone call indicating sightings of a lioness and her cubs. We headed in that direction and on our way saw some deer, foxes, Neel Gaai, owls and sambhars.
Our guide narrated an odd incident, which took place on Christmas Eve, where a lion found himself on a bridge with 2 vehicles closing on him from both sides. The lion got paranoid and tried to escape the situation and as a result of panic, jumped over the edge of the bridge leaping towards his death. What a sad waste of life! I was left wondering what those vehicles were doing in a restricted area at that hour of the night!
I returned back to the hotel with a flow of random thoughts and unanswered questions. My jeep partner and I decided to go on an evening safari, but he then did not turn up for the same. So I headed towards Siddi by myself.
Siddis are descendants of African migrants that arrived here over 600 years ago. They are natives of Gujarat, but they continue living the African way and speak the local dialect. Most of them have taken to Islam. Their dress and lifestyles seems Indian, but their looks and hairstyle remain African in origin. A truly unique community in itself!
Day 10: Magnificent Sighting
Upon reaching the Gir forest counter I met an interesting man touring India in a Maruti 800. On starting a conversation, I came to know that Vinit had visited 8 states in a period of 3 months. We mutually decided to venture into the forest in the 800 and I was very excited about the same as now we could stop at places at our own free will. It wasn’t long before we were in for some more adventure. Just 500 meters into the forest and we got a flat tyre! Having the tyre replaced we now were cruising at a speed of 20 km/hr. Soon, we came across a lake which shimmered due to the reflection of the sunlight and created an illusion of a million diamonds on the water’s
surface! It was beautiful! A divine interaction between the elements of nature sunlight, water and wind in perfect harmony! Furter on, we were really lucky to spot a lion and lioness mating! Back in my hotel room, I was busy transferring the data onto my comp and lost track of time. Soon, it was time for the evening safari with Vinit and this time we opted to go in the jeep along with a driver and a guide. At some distance, we heard a Sambhar call. The alert driver immediately figured out the direction of the call and let the vehicle run down the slope in neutral gear, leading into a ravine. What a magnificient sight It was a Leopard!! It sure was a jack pot for us as leopard sightings are very rare.
I spent the entire morning making the video for my blog. It took a awful long time to process a high definition video
on a small laptop. Later in the day I worked on still photographs and a video coverage of the resort I stayed at – Damji Bhai’s farm. It was more like a barter arrangement; I shot the videos and photographs for the resort while he hosted me at the resort.
In the evening I was invited over for dinner at a farm house by Damji bhai’s brother. Amazed by the work I was doing, they showered me with a lot of love and respect. It was a gesture of heartfelt appreciation. I was very happy to have something different for dinner, other than my staple diet of Brinjals. It was corn roasted on a campfire that I really enjoyed.
Day 12: The Moon Rock Ride
I was feeling a bit bored, as I had not ridden my bike for the past day and a half and therefore decided to feed my passion and take off on a little adventure. The destination this time was Bhojde Falls, located about 50kms from Sasan Gir. Damji Bhai’s brother also accompanied me for the ride who had never been there before. After losing our way four times, we finally found the right route to the falls. It was narrow rocky path opposite an ashram which looked like the surface of
the moon. It seemed like I was on the moon’s surface, right on Earth. I was feeling a lil bit over adventurous and decided to ride all the way to the falls. The path was slippery, rocky and covered in slush, ditches and potholes. But I managed to save myself and the bike from falling at several instances. It was great fun though. I felt super elated. The locals thought I was crazy to ride a bike to the falls. It probably, is the only bike that has made it to the falls so far.
Day 11: Barter in the Modern Time
Day 14: A Narrow Escape
Feeling fatigued and exhausted from the long ride, I slept
until late in the morning. My body was sore with an
aching back. The morning sun was gleaming through
the Jhrokha of my hotel room, from where I took some
pictures and videos of passersbys. After having a cup of tea, I was
off for a walk in the fort, exploring its beauty.
With a camera, I walked down the narrow lanes admiring
the stone architecture, absorbing the culture and feel of the place.
Myriad colors surrounded me in the form of colorful paintings.
Musicians were singing folksongs and strumming the cords of
local musical instruments like Sarod and Sarangi. I enjoyed
walking in this colorful land. The vibrant clothing of men and
women added to the liveliness of the fort.
After resting for a while in the afternoon, I decided to ride
back into the desert to attend a cultural program at a campsite
owned by a dear friend. The camp was housed with folk dancers
performing in their vibrant costumes on songs sung by groups of
local musicians. Plenty of wine and good food was accompanied
too. On my way back to Jaisalmer, I stopped for dinner at this
restaurant called ‘July Six.’ I was engaged in an interesting
conversation with the owner of the hotel and a foreign couple
from Europe. After which I headed back to my room in the fort
and tucked myself to bed.
The next morning I headed out towards my next
destination – Jaisalmer. I had spent the last 2 hours
discussing marketing strategies for the resort I was put
up in which resulted in loss of riding hours. I was on the
road at 7:00 am and wasn’t sure if I would be able to cover 900kms
to reach Jaisalmer by night. The first 90kms was a single road with
loads of speed breakers which regulated my speed. Soon, I was on
a four lane road, cruising at a steady speed. I stopped for refueling
after 123kms and managed to reach Morbi by 1:45 pm.
A short while after crossing Morbi, my helmet was completely
splattered with bugs which died violently on hitting the helmet
visor. Moving further, I was on my way to Santanpur. I had
already covered 430kms without a break. On continuing further I
crossed 600kms and reached Sanchur at 6:40 pm. Riding now was
a tough as it was getting dark. The trucks and other heavy motor
vehicles which had powerful lights had reduced the visibility of
the road ahead. The roads were not too wide, either. The weather
was very cold post sunset, and my body was tired and achy. The
temperatures dipped down still further rapidly. I now felt the
chills even more. I stopped for chai at Barmer. I asked the tea
stall person what there was to see in Barmer, but I was not very
interested in what I heard, so decided to ride on to Jaisalmer.
So far I had covered 750kms and decided to press on. On my
way, a couple of wild boars decided to cross the road in front of
me. I was at a high speed, but somehow managed to control the
bike and averted a mishap.
I continued further with more such chai stops to ease the cold
and numbness in my body. With the beauty of an illuminated fort
now a part of the landscape, I had reached Jaisalmer and started
looking for a hotel.
Day 13: Chills N Thrills
Day 16: Unmusical Night
Next morning after a scrumptious breakfast with Gajendra at the
dunes, I headed back to my
hotel room. The afternoon
was spent relentlessly in
securing and transferring data
to the laptop. In the evening, I had
planned to head to the desert
camp site, as Gajendra had
invited me over for a musical
night hosted by one of his
clients. He had invited over
a music group from Jodhpur
to sing traditional folk songs.
I eagerly rode to the campsite,
enjoying the cool breeze and
high speeds leaving behind
trails of displaced sand and
clouds of dust.However on arrival, I was
immediately disappointed
to hear noisy loudspeakers
blasting some music. It was
not at all musical. My ears
tried to get accustomed to the
blaring noise coming out of
the poor quality system but it
seemed more of a ruckus than
anything else. The forcefully
thrown reverberation from
the music system somehow
didn’t match the silence of a
soft ambient evening at the
sand dunes. I got on my bike
and rode back to hotel room.
Today’s day was spent on doing the jobs on the ‘To do’ list. Replacing the
tyre was first so I headed out in search of a tyre shop. After that was done, I went on to pay my phone bills. The rest of the day was quite relaxed. In the evening, I headed towards the campsite at Sam sand dunes for an Arabian themed party organized by a friend called Gajendra. A number of campfires lit up at the campsite and added a warm glow to the ambience of the evening. I was thrilled to get a glimpse of the most
sensuous dance forms of Rajasthan, performed by the Kalbelia “snake -charmer” community.
The kalbelia dancers wear long black skirts embroidered with silver ribbons and as they spin in circles, their bodies sway acrobatically to the tunes of Pungi, Dufli and melancholic notes of the “Been”, the wooden instrument of the snake charmers. Good food and folk art, all of this in the desert sands, had me totally absorbed and this was one of the most invigorating experience I had been a part of.
Day 15: Arabian Night
The next morning I was in for a rude awakening. I was asked to vacate the
room booked for 5 days by the owner who wanted to house another customer who was willing to pay more! Facing harsh realities of the world around and feeling bitter inside, I packed my bags and left.
To recuperate from this negative experience, I headed out for a long ride on the sand dunes accompanied by a local who knew the desert landscape like the back of his hand.
Riding on the golden sands of the Thar Desert has been my best moment so far in this trip. The tyres of the bike began sinking into the sand. I realized standing on the foot rest made riding easier. The more I rode, the more I learned how to ride efficiently over the sand dunes. Gliding over the desert sand with the sunset in background was an experience that will remain deeply engraved in my mind.
Day 18: Desert Delights
Tonight I had planned to camp in the desert and so I engaged myself in conversation with the locals and got some tips from them. I loaded the bike with all the essentials like sleeping bag, a tent, utensils, food packets, clothes, etc. I chose a location that was safe from the winds and pitched the tent there. Once the camp was set, I went for a solitary walk in the evening. Little further I met a group of Koreans camping in the desert and they invited me for a cup of tea. I continued my solitary walk and was soon immersed in deep thoughts and pondered
over questions about life, myself and the human race. What is it that bonds me with the people I meet, that they are willing to provide things for free? What is the common link that connects the human race?I returned to the site where the Koreans were camping and there I met up with a couple of camel guides who invited me for dinner. So we all indulged in the simple yet tasteful dinner cooked over a campfire and talked about trivial things in life. Post dinner all the camel guides left except one, called Rumi who stayed back and chatted with me for long.
Day 17: Riding on the Dunes
Today I planned to visit the
Tanot Temple which is at
a distance of 160kms from
Sam and 140kms from
Jaisalmer. On my way I crossed some
Chattris (monuments built on tombs
of Maharaja’s.) 20kms before Tanot, I crossed a
village called Ranau which had raw
homes made of only locally available
materials. On my way, I passed the
Indo- Pak war memorial where both
countries had battled it out back in
1971. The entire Indian Company
at that time survived their fate. The
belief of people in the power of temple
strengthened even more after this
incident.On the way back I met up with
some army personnel’s, riding all the
way from Poonch in North India and
heading towards Devlali. They were
twelve men on six bikes accompanied
by one army truck. We had some good
conversations over a round of ‘gol-
gappa’s and bananas. The sun was now setting in and
the moon made its appearance in
the opposite horizon. Once the sun
made an exit, I was immersed in the
moonlight ambience of the desert.
Day 20: Kuldhara – The abandoned Village
Due to an ex- cabinet Minister’s
death the desert festival of
Jaisalmer was cancelled. This
turn of event took me to a
new a destination. I was now heading to
the deserted village of Kuldhara which
has remained vacant for several hundred
years now. The story goes something like
this… In that era, the caste system was
very rigid and falling in love with a man
or a woman belonging to a different caste
was unacceptable. The Minister of the town
however fell in love with a Brahmin girl of
Kuldhara village which resulted in tussle
between the Minister and the villagers. The
villagers were thereafter ordered to vacate
their homes and migrate to some other
place and ever since this village has remained
abandoned. I was raring to explore the village though.
The tourism department has restored two
homes for visiting tourists. The sandstone
structures, carvings, and the intact structure
of the Shiva’s Temple give a fair idea of the
culture and lifestyle of the historic times.
Almost 800 abandoned homes lay here,
untouched for several hundred years.
Having visited this abandoned village, I
was on my way back to Jaisalmer when I had
a flat tyre once again. I rode the next 7kms
to the tyre shop I visited last time but it the
shop was closed. So I had to ride to Jaisalmer
sitting on the tank to keep minimum weight
on the punctured rear tyre.
To avoid such situations again, the tyres
were changed and the bike was thoroughly
serviced too. As an even longer journey
continues ahead…
Day 19: Tanot Temple
If you want your biking group to be featured on this page, drop in a mail to [email protected] with your group’s pictures and answers to all the questions above
If you are interested in joining this group, drop in an email to [email protected]
This month Motoroids caught up with ‘Gutzy Roadies’ - a motorcycle and stunt group from Chennai. Here’s all the important information about this club.
1. When and where was the club formed? A. The Club was formed by Vimal aka VeeMAX in August 2007 along with bike enthusiast’s - Abishek, Senthil and Yaseen, to spread the biking brotherhood among the youth. The Club operates in Chennai.
2. How often do members meet up? A. We meet up every once a week for our Stunt practice ses-sions and other discussions pertaining to the club.
3. Which aspect of riding is the group more into?A. The bike becomes a way of life and a commitment to all roadies who are involved in the club activities, so we respect all aspects of biking – Freestyle stunt riding, touring & racing. We happen to have a major presence in Stunting, because we believe it is very flashy and provides ample space for bikers to show their talent, innovation and grit. However, Stunting is an individualistic choice and no one is compelled to be part of it.
4. What distinguishes this biking group from others?A. We were the first to show the ‘ Dark Art’ of stunting in a safe way and promote it as a sport, by performing at public shows initiated by Tamilnadu Government. The club is also known for introducing new forms of stunt acts in India such as circular wheelies and no hand wheelies.
5. How many riders are currently associated with the group?A. More than 50 members
6. Where is one most likely to see the group in action?A. Every weekend post lunch at Chennai Cholvaram Air Strip.
7. Is there any biking hierarchy within the group?A. No. Everyone is treated equally and in a respectful manner.
8. Are there any requisites to joining the group?A. The rider must be over 18 years old, must own a two wheeler and hold a valid license. Riders without appropri-ate riding gear are not entertained to participate in the club activities. Besides this, we make sure that we do not indulge in street racing, obey traffic regulations and are not under the influence of alcohol or drugs while riding.
Just in case you thought we ever work....
Humpty Dumpty had a great fall!
Devil wears Fieldsheer along with horns. Hrishikesh, also one of the Motoreps, on his ride to Konkan
The 400RR gives Mithilesh a reason to be sad about his
Ninja 250 buy. He tries to conceal his gloom with a fake
smile
Lady in red...in search of Pradeb in red...Surely, a
case of ‘love at first sight’
Humpty Dumpty had yet another great fall!
Motoroids’ very own trio of idiots. Praveen’s friends on his recent Tarkarli ride
The most common ‘different’ type of a bike photograph. Clicking yourself in the chrome reflection of a Bullet
Clearly, there isn’t a way he could have gained control back. Quit hoping
When they say ‘Avoid feeding the animals’ they really do mean something
For those love affairs - The ‘Small Love Bus’
Tough army life sometimes leads to some very disturbing things...
THE BIG MAC!!! When they say ‘A big Mac’ wish they meant this!
February 2010
Would it be a crime? If it doesn’t rhyme?
Track less travelled!
Chrome, Wave, Buzz...Gogola???
Disclaimer : The pictures in this feature have been procured from the Internet and are not owned by Motoroids
Think you can get crazier than this? Send us your crazy pictures at
[email protected] and we’ll feature them here along with your
name.
You know your dog is losing sight when...
Royalty somehow cannot keep their instincts at bay
February 2010
68
Write to usFor feedback, suggestions, complaints, spy pics, or just to say hi - [email protected]
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