HONDA CBR 150R COMING SOON.......

HMSI has planned to introduce CBR series of CBR 150 R in India. This sporty version is known well to all the Honda Ethusiasts. This for sure will be an R-15 Killer. Specs. for now.





Specifications :
Honda CBR 150R
◘ Model: Honda CBR 150R
◘ Year: 2009
◘ Category: Sport
◘ Rating: 72.3 out of 100
◘ Engine and transmission
◘ Displacement: 149.40 ccm (9.12 cubic inches)
◘ Engine type: Single cylinder
◘ Stroke: 4
◘ Power: 17.00 HP (12.4 kW))
◘ Compression: 11.0:1
◘ Bore x stroke: 63.5 x 47.2 mm (2.5 x 1.9 inches)
◘ Fuel system: Carburettor
◘ Valves per cylinder: 4
◘ Fuel control: DOHC
◘ Ignition: CDI Direct System
◘ Starter: Electric
◘ Lubrication system: Wet sump
◘ Cooling system: Liquid
◘ Gearbox: 6-speed
◘ Transmission type
◘ final drive: Chain
◘ Clutch: Wet Multiple Disk

Physical measures◘ Dry weight: 115.0 kg (253.5 pounds)
◘ Seat height: 776 mm (30.6 inches)
◘ Overall height: 1 mm (0.0 inches)
◘ Overall length: 1 mm (0.0 inches)
◘ Overall width: 652 mm (25.7 inches)
◘ Ground clearance: 172 mm (6.8 inches)
◘ Wheelbase: 1 mm (0.0 inches)

Chassis and dimensions◘ Frame type: Aluminum Frame
◘ Front suspension: Telescopic forks
◘ Rear suspension: Monoshock
◘ Rear suspension travel: 120 mm (4.7 inches)
◘ Front brakes: Single disc. 2-piston caliper
◘ Front brakes diameter: 276 mm (10.9 inches)
◘ Rear brakes: Single disc. 2-piston caliper
◘ Rear brakes diameter: 220 mm (8.7 inches)
◘ Exhaust system: Painted black steel pipe and chrome coated muffler

Speed and acceleration◘ Top speed: 160.0 km/h (99.4 mph)
◘ Power/weight ratio: 0.1478 HP/kg

Other specifications◘ Fuel capacity: 10.00 litres (2.64 gallons)
◘ Fuel consumption pr. 10 km (6.2 miles): 3.00 litres (0.79 gallons)
◘ Color options: Red/grey, black/grey, blue/grey.

INDIA GETS HONDA UNICORN GRAND PRIX EDITION

Yet another Grand Prix limited edition from Honda, in racing blue, white and green livery. The previous one came in Repsol colors with flourescent orange alloys.

“The limited edition Unicorn Grand Prix Edition is derived from Honda’s racing DNA and the new sporty graphics reflect true racing attitude.” according to Honda. 3500 limited edition bikes will be built and will retail at Rs. 59,290 Ex-Showroom Delhi.

SPECS:

VEHICLE SUMMARY
Name: Unicorn Grandprix GP
Type: Sports
Top Speed: 101kph

ENGINE SPECIFICATIONS
Displacement: 149.1cc
Engine: 4 Stroke, Air Cooled OHC, Single Cylinder
Maximum Power: 13.3bhp@8000rpm
Maximum Torque: 1.3kgm@5500rpm
Gears: 5 Speed
Clutch: 0
Bore: 57.3
Stroke: 57.8
Cylinder Configuration: NA
Engine Block Material: NA
Chassis Type: NA
Cooling Type: Air Cooling
Carburetor: CV Type
0 to 60: 5.00 sec.

DIMENSIONS
Length: 2095.00 mm
Width: 750.00 mm
Height: 1100.00 mm

OTHER SPECIFICATIONS
Weight: 146.00 kg
Ground Clearance: 168.00 mm
Fuel Tank: 13.00 ltrs
Wheelbase: 1340.00 mm
Electrical System: NA
Headlamp: Halogen (12V/35W)
Battery Type: 12V - 2.5 Ah(Kick) / 12V - 7 Ah(Self)
Battery Capacity: 12V
Horn: NA
Wheel Size: 2.75 x 18", 3.00 X 18" mm
Tubeless: 
Colors: Available in White, Blue & Green Combination with Black Alloys

ACTIVE AND PASSIVE SAFETY
Suspension(Front): Telescopic
Suspension(Rear): Advanced Technology Mono-suspension
Brakes: 240mm Disc
Brakes(Rear): 130 mm Drum
Stand Alarm: 

COMFORT AND CONVENIENCE
Fuel Guage: Analogue
Self Start: Y
Tacho Meter: Analogue
Trip Meter: Analogue-1
Alloys: Y
Warranty: NA
Speedometer: Analogue
Passenger Footrest: Y
Passenger Backrest: NA
Step-up Seat: NA
Pass-light:Y 
Low Fuel Indicator: Y
Low Oil Indicator: NA
Low Battery Indicator: NA
High Oil Temp. Indicator: NA
Choked Air Filter Indicator:NA

Yamaha may launch new Fazer 150

Yamaha India is on top registering sales growth since last some months. This is due to Yamaha's new models fz16, fz-s and R15. Now its turn for Mini fazer, A new 150cc bike from yamaha. Yamaha Fazer 150 is derived from its international parent Fazer 1000.

                                                                       Yamaha fazer 1000

                                                                  Spotted Yamaha Fazer 150

Yamaha Fazer was caught to be tested on road. Those who dislike the naked headlight of FZ16 or even dislike the look of FZ-S, they will be provided with new option, Fazer 150!! As Fazer is now being tested, we may expect its launch in near future, though there is no official announcement about Fazer 150.

Hero Honda to launch 12 new bikes in 2008-(mid) 2009..!!

Hero Honda has 12 bikes lined up till Mid-2009..!!

Pawan Munjal, CEO, Hero Honda said it will launch 12 new bikes across entry executive premium segment, reports MoneyControl.Com".

                              Mr. Pawan Munjal (center) at the launch of the CBZ Xtreme

"Between the expos of 2006 –08, we had 18 launches. 

Going forward, in the next 18 months, we have 12 new launches and are looking at all three segments. 

We have focus on all the three segments and more and more on the premium, the youth and on the youngsters," said Pawan Munjal, CEO, Hero Honda Motors.

"Fuel Injected" Royal Enfield Bullet 500 Electra

What you see below are the pics/photos of the new "Fuel Injected" Royal Enfield 500 Bullet Electra EFI..

The Bullet 500 Electra EFI is right now an import only model and will soon make its appearence on foreign shores soon.

Apart from Fuel Injection, The Bullet 500 Electra EFI also features a Unit Construction Engine (Engine-Gearbox in a single block) and a more conventional left side gear shifter.. which sets this particular model apart from previous Royal Enfield models.

The Bullet 500 Electra EFI is right now an export only model.. The classic looking speedometer shows the reading in MPH (miles per hour). The Bullet 500 Electra also "Probably" features a twin spark plug like design on its single cylinder engine..

The 500 Electra EFI also features front discs and a gas filled rear suspension.

There are news of a 350 cc engine with similar Unit Construction Engine (without the Fuel Injection) that is being prepared for an India launch..!!

Technical Specifications of the Royal Enfield Bullet 500 Electra EFI:

Engine:
4 Stroke Single Cylinder
Capacity: 499 cc 
Max Power: 30 hp

Electronic fuel injection
Kick and Electric start
5 Gears

Suspension
Front: Telescopic front Forks
Rear: Gas Filled, 5 stage Adjustable

Brakes
Front: 280 mm disk with dual-piston caliper
Rear: 153 mm drum

Wheels
Front: 90/90 X 19 '
Rear: 100/90 X 19 '

Capacity, weights and dimensions
Fuel Tank of 14.5 lts (reserve 1.5 lts)
Weight 180 kg in running order
Length of 2200 cm
Width of 790 mm
Seat height of 820 mm

Fuel Consumption: 3.3 lts/100km
Price: 5,990 € (Euros)

FAT TYRE Vs STOCK

• It seems like most of the  Indian bikers/consumers seem to prefer a bigger/wider rear tyre on their bikes (dont know really why??)
  
  One doesn’t have to look beyond the modifications that guys/"desi" bikers carry out on their bikes. Fitting a loud exhaust and a wider rear tyre and a fancy horn & some LED's to soup up the bike always happens to be among the favourite ones.
  
  
  Actually fitting too wide a rear tyre also has the following negative implications.
  
  
  "Give bikers what they WANT and they would move Heaven and Earth to get it."
  
• Decrease the performance and fuel efficiency of the bike by increasing the "Rolling Resistance" and adding additional weight.
  
  
• It can also adversely affect the handling of the bike.
  
  
• Even if "Average Kya hai..??" (What's the average mileage..??) still happens to be the national anthem among "desi" bikers, surprisingly they also seem to prefer a wider rear tyre.

So why do we seem to prefer a wider rear tyre..??


Reason #1: Aesthetics

Most of us who have seen a Super Bike are always in awe of the impossibly wide rear tyre that those exotic bikes possess. Who wouldn’t like to dream of riding a similar machine someday? So while we work towards that transition, we may want to ride something which shows off to the world that we are indeed riding something powerful (Whether what they ride is really powerful or not is a different matter altogether).


Reason #2: Safety

Normally a wider tyre at the rear gives the feeling that while taking sharp turns and while braking, such a tyre would provide with more contact patch and therefore would be a safer one as well.

But the other day a particular guy put forward his point of view on this..


"Most of the braking load is on the front tire and thats as thick as it needs to be. Shall i say it again, already tested and proven on the race track. You dont brake or corner half as much as that on the street".


Actually is it true. About 70-80 % of the braking in a motorcycle takes place on the front wheels. That’s exactly the reason why the front brakes are made more powerful on motorcycles.


Ok I understand.. But I would still say that a wider rear tyre is a "Psychological" need and maybe an "Emotional" need as well.




In the end it all boils down to what Bikers "Need" and what they actually "Want".. and I can safely tell you that "Give bikers what they WANT and they would move Heaven and Earth to get it."

Come to think of it, even Honda (HMSI) has to increase the size of the rear tyre of the New Unicorn from it earlier size 3.00 (inches) to size 100 (in mm).

The Unicorn had a tyre upgrade after intensive research on that bike by HMSI Engineers who were very careful about the upgrade and didn't want to loose the bike's confidence in handling and so do the other companies.

                                                  But the normal tyre change that we do where we go in for a fatter tyre eventually has its own positives and negatives and one has to be careful about that, afterall life dosen't give you a second chance.  

MAKING OF THE PULSAR....

That's Rajiv Bajaj, the elder Bajaj scion narrating to BusinessWorld how tough it was for him to persuade his own board of directors.

The idea was to develop an indigenously developed performance oriented motorcycle without any help of its Japanese partner Kawasaki. And how he and his team has been successful in achieving what many people thought was impossible to achieve.

Rajiv Bajaj was just in his early 30's when he tried to sell this idea.

From Number One to Number Four:

The mid-nineties were tough times for Bajaj Auto. Bajaj Auto used to dominate India’s two wheeler industry with its scooter for the better part of the last century. But as India marched towards the new millennium, there was a dramatic shift in the preference of consumers. The market shifted in favor of Motorcycles. By 1999 motorcycles overtook scooter sales for the first time.

From being the number one Bajaj Auto suddenly found itself in the 4’th position after Hero Honda, Yamaha and TVS. The experts never really gave Bajaj Auto much of a chance. Rajiv Bajaj says this is what people used to say about Bajaj Auto,


"You can't make bikes. Even if you make bikes, you can only make 100cc bikes with the help of Kawasaki. That too with issues of quality. Then you need hundreds of Japanese to come and set it right".


Frankly speaking at that time either the very brave or the foolish would have dared to put his smart money on Bajaj Auto. Bajaj Auto was primarily a scooter manufacturer. Its motorcycle manufacturing cost was high, the quality too low. Its initial models failed to excite the consumer. The company faced a question of survival.

What was wrong with Bajaj Auto..??


The challenge was to get the right products at the right price and to bring in Japanese Style Management Practices..

But people at Bajaj Auto did not want to change..

Rajiv Bajaj says that the problem was of one of attitude: Bajaj was a scooter company and therefore the motorcycle department was given second-class treatment (it was only 10 per cent of their business in 1996), the quality of the products was poor, and they did not offer fuel efficiency the way the Japanese bikes did. The manufacturing processes were outdated. Simply put Bajaj Auto did not know how to make motorcycles and the people at Bajaj Auto were not willing to change.

In 1991, Rajiv Bajaj completed his M.S. in manufacturing systems engineering from the University of Warwick, UK and returned to join Bajaj Auto. Rajiv Bajaj recalls how things were wrong at Bajaj Auto.


"We went into a series of new products around 1995, and started focusing on motorcycles. And we were aghast because the only reasonably sophisticated product we were making was the Kawasaki four-stroke motorcycle. And the warranty cost of our motorcycle was five to six times that of Hero Honda. It was bad quality... bad quality of manufacturing."

"There was great cynicism whether something was wrong with Kawasaki or with Bajaj. Kawasaki couldn't have gone wrong in that. We were sure that the same motorcycle made by Kawasaki in Japan would not have had these problems. There was probably something wrong with us."


It takes great courage for someone to accept ones mistakes and faults. But then accepting and taking ownership of ones fault is the first step towards improvement. The challenge next was to get the right products at the right price and to bring in Japanese productivity tools (the management practices that the Japanese pioneered for efficient production) to reduce costs just as the competitors were doing.


Sanjiv Bajaj
Sanjiv Bajaj, the younger brother of Rajiv had joined the company armed with an MBA from Harvard, says his reading of big companies like Honda, Toyota and Apple had taught him one thing: a successful company needs a good product. But most workers in the Pune plant did not believe you could bring in Japanese management practices into India; there was stiff resistance to the move.

The problem with Bajaj was that we were so successful with autorickshaws that all that mattered was production. Manufacturing was the overall priority at a time when there was a 10-year waiting list. But there wasn't any focus in the organisation to build a company where people with an open mind would try new things.


Fighting Back:


"Each time I tried to push a radical idea, I always got the answer directly or indirectly -- that it's OK in Japan. It doesn't happen in India"

All those who did not want to change were simply sacked..!!

Having studied about manufacturing systems in his MS, Rajiv Bajaj wanted to implement similar changes in Bajaj Auto. But it was met with cynicism from the company’s own board members. Most of them laughed at his idea and were of the opinion that Indians were not able to achieve to achieve Japanese levels of quality. That's when the two brothers made an unusual decision. They decided to set up a new plant. They chose Chakan, an hour's drive from Pune for the new plant. Says Sanjiv: "We realised that sometimes people have to be taught by example. That's what we did in Chakan." Says Rajiv,


"Each time I tried to push a radical idea, I always got the answer directly or indirectly -- that it's OK in Japan. It doesn't happen in India. So I was desperate to prove that it happens in India. I wanted a plant where we start the right way from day one. That's how Chakan started."


Chakan was the third plant of Bajaj apart from the ones at Akrudi and Waluj. The Chakan plant was started to only produce the new bike (Pulsar) with an entirely new workforce and new management. The workforce mainly constituted of fresh graduates from college who were open to new ideas.

What happened to the senior management who resisted Rajiv Bajaj’s radical ideas..?? Well all those who did not want to change were simply sacked..!!

The Team that made it possible:


"We have a young bunch of people, many of whom are motorcycle riders. They are crazy about bikes and understand the customer’s requirements as users," adds Abraham Joseph, the R&D Head

Rahul Bajaj the father of Rajiv Bajaj was not exactly sure whether it was the right thing to do but he nevertheless chose to keep his faith on his sons. Rajiv Bajaj along with his younger brother Sanjiv Bajaj went ahead to set things right along with a new team. His new team comprised of mostly guys who them selves loved riding bikes and understood biking.

"We have a young bunch of people, many of whom are motorcycle riders. They are crazy about bikes and understand the customer’s requirements as users," adds Abraham Joseph, the R&D Head who himself joined in 1989. There are others like Ravi Darad, Bajaj Auto's stylist who is an engineer from IIT-Bombay and who is a keen biker himself. The guys who teamed up with the Bajaj Brothers for this remarkable turnaround were.
Abraham Joseph (R&D)

Pradeep Shrivastava (Manufacturing)

S Sridhar (Marketing and Sales)

Kevin P D'Sa (Finance)

K Srinivas (Human Resources)




Vendors: The cost effectiveness and quality of motorcycles manufactured depends on the management of the vendors which supplies the parts. The Bajaj brothers discovered that they had over 1,000 vendors supplying them components, many of which were plain bad in quality, Rajiv decided to prune them down to a around 200. The vendors were even given training on producing quality components. If required they were given training by foreign consultants.


Dealers: Bajaj Dealers so far had been selling scooters. Rajiv Bajaj understood that selling motorcycles were an entirely different proposition. The dealers were overhauled so that they could sell motorcycles. The result is there for all of us to see now. Bajaj Dealerships all over the country have been designed to cater to the new motorcycle buying customer.


The R&D team:


"Our target was: full throttle for 100 hours continuously. The first time, it failed within 10 minutes. Today, the Pulsar engine goes 300 hours full throttle."

Abraham Joseph, the R&D Head is a Mechanical Engineer from the National Institute of Technology (previously called Regional Engineering College), Bhopal.

Abraham Joseph, Bajaj R&D Head
Rajiv Bajaj put his faith on his young engineers to develop an engine rather than on their Japanese partner, Kawasaki. This is what Rajiv Bajaj has to say about R&D:

"What is R&D? It's nothing but an engineer who wants to try something. We always tell ourselves that some of the best motorcycles were made by BMW and Honda long before the computers were invented. It's really the spirit of the engineer which is important for R&D. When I walked into the Kawasaki R&D for the first time, I thought I would see a lot of old grey-haired people with thick glasses. The average age there is 26 or 27. The engineer does not require experience. You need people with imagination. Our R&D today is 113 people. The average age there is under 30."

"The number of mistakes we have made in the Pulsar engine before we got it right is really the learning. One of the endurance tests we have is to take the engine full throttle. Now, full throttle on a bike is rare on the road. Our target was: full throttle for 100 hours continuously. The first time, it failed within 10 minutes. Today, the Pulsar engine goes 300 hours full throttle."



How the Pulsar was conceived:


The reason behind the success of the Pulsars soon became obvious to the Bajaj Brothers when they saw the stance that riders took while driving the bike.

The Pulsar was fulfilling the desire of the riders to take on a youthful persona.

The Marketing Team provided the inputs for the concept bike. They found there was a market of customers looking for something more than just a bike for commuting. They wanted rugged styling and more power.

The design department then came up with eight-10 different designs that Rajiv and his team narrow down to three or four. Feedback on the styling was sought through market surveys; finally, two prototypes of the bike are made. Rajiv & his team worked on at least two to three variations of engines, of which one is selected. Rajiv Bajaj personally supervised even nitty-gritty details, from the styling and paint to the design of the console, the right grip and even the spark plug to use. All this took 24-30 months.

Finally the Pulsar was launched in November 2001 with two engine options of 150 cc and 180 cc.

Sanjiv Bajaj notes, "When we conceived the bike, we thought the target audience would be 25-35-year-olds. But when we saw the sales chart, it was being being picked up by 35-45-year-old customers."

They soon realized the reason when they saw the stance that riders took while driving the bike. The Pulsar was fulfilling the desire of the riders to take on a youthful persona. Perhaps in the same way the formally dressed executive in the US may drive a Range Rover SUV to create the image of a man who seeks adventure.

Although the Pulsars did had quality issues it was the only bike which best satisfied the needs of the Indian Biker. It was powerful, cheaper and muscular looking than other bikes in its category. During those days I used to have a Hero Honda CBZ (Original). Like many Indians even I wasn’t convinced that Bajaj could produce a quality product which could compete with the likes of Honda, Yamaha or Suzuki. But the stellar performance of the Pulsar in the premium Bajaj has proved everyone including me wrong.

The Pulsars has comfortably outsold any other 150 cc motorcycle in India and has dominated the 150 cc and above sales since its launch. Meanwhile instead of sitting idle on its laurels, Bajaj has been constantly upgrading its models giving the mighty Japanese a run for their money.




Moral of the Story

The Pulsar symbolizes the spirit of a resurgent India of the 21'st century. It also represents the manufacturing and managerial prowess of Indians. But there is also a moral to this inspiring story. To tell that, let me first narrate another story ..

It is about how elephants are kept in thailand. I happened to stumbled upon this story in another blog.


To keep the elephants from running away all that the thai's do is just tie tie a rope (or a single chain) to the elephants leg and secure it to a stake in the ground. Once his leg is secured, he will not run away. Now, do you think the elephant actually has the potential to break the chain or rope if he wanted to? Of course! He can pull down an entire tree!



But why won’t he break the weak rope that holds secures his leg? The answer came from the keepers. It lies in making the elephant "believe" that he "cannot" break the string. This conditioning begins from young. When the elephant is a baby and still too weak to walk or even stand properly, they tie his leg to the stake in the ground. Sure enough when the baby elephant tries to run to its mother, it would not able to break the chains that bind it. When it attempts to run, the chain will catch its leg and it will fall onto the ground. After expriencing all the pain from falling again and again, one day the elephant will not bother to pull the chain any more. The moment this happens, the keepers know that the elephant has been condiitoned to be trapped for the rest of its life.


The Moral:

The workers at Bajaj auto were similarly trapped by their limiting beliefs and habits that they could have easily changed if they wished to but they never attempted because they believed that they could not achieve Japanese levels of efficiency and quality.



This self limiting belief is still present among some consumers who even to this day blatantly refuse to accept that Bajaj and other Bike Makers can produce products which are of good quality. But I have observed that with each successful launch by these Indian bike makers, the number of such non believers are reducing in numbers.


Rajiv and Sanjiv Bajaj

Rajiv and Sanjiv Bajaj has shown tremendous courage and self belief that "Impossible is nothing". They have proved that Indians are capable of competing with the best in the world and in this process they have made every Indian proud, including your's truly.

SUZUKI GS150R

DRIVE ME CRAZY.........!!!!

"Armed with world’s first eco-mode-equipped engine rpm indicator, the new bike has a unique GSX-R-derived engine rpm indicator lights that provide indication to the rider about the optimum up-shift timing.

Moreover, sporty style headlight, with built-in positioning light inspired from Suzuki international super bike, GSX-R, gives GS150R a very distinct and muscular look.

The bike also boasts of a super sleek, streamlined aerodynamic shaped LED Tail Lamp and Integrated Rear Turn Signals based on GSX-R styling, which takes the style quotient to the next level."

So Whats' New in the New Suzuki GS150R..??

6 Gears

"Engine rpm indicator lights" 

Looks:


The GS150R actually is a proportionate and handsomely styled motorcycle. But don't get me wrong when I say that this design should probably have come 3-4 years back.

Yamaha FZ16 definitely makes a biker sit up and ogle at it more than once..

This design (GS150R) should probably have come 3-4 years back..

Maybe the bike would look distinctive in the flesh..

In 2008, the Yamaha FZ16 has shown what impact "Distinctive Styling" can make on bikers/consumers.. both the Yamaha FZ16 and the Suzuki GS150R makes 15 Ps max. power. But then the Yamaha (FZ16) definitely makes a biker sit up and ogle at it more than once.

The other hand the Suzuki GS150R has Styling elements which can be traced back to current India 150 cc bikes. For example, the "Rubber Gaiters" on the front forks shout Pulsar 150/180 (the current Pulsar 150/180 has dumped the rubber gaiters though). Even the headlamp which actually mimics the look of the headlamps from Suzuki's International lineup of SuperSport Bikes and Superbikes, actually end up looking very much like the ones from the Bajaj Pulsars. The Front fairing does features pseudo air scoops though.

The side and tail panels also aren't very distinctive in design and kind of reminds me of the Honda Unicorn. The tank, footpegs, exhausts, rear and front fenders, black painted alloys and engine covers all somehow give away a feeling of deja-vu.. at least by looking at the pics/photos of the GS150R. Maybe the bike would look distinctive in the flesh.


Equipment Levels

The GS150R comes with a Digital Speedometer and a Tail Light which comes equipped with LEDs. The turn indicators on the rear are integrated with the tail light unit (much like the ones on the CBZ Xtreme). The GS150R gets 6 gears which would be the second Indian Bike to feature one after the Yamaha R15.

Price:

The GS150R would be priced at Rs 59,000 (ex-showroom Delhi), which would be on par with the current 150 cc motorcycles sold in India (Except the Yamaha FZ16 and R15)

The GS150R is avilable for booking right now but would be delivered in January 2009. One can visit Suzuki Motorcycle India's website for more details.

COLOURS AVAILABLE:

SPECS:

  GS150R SPECIFICATIONS

 Dimensions And Dry Mass
 Fuel Tank Capacity (L) 15.5
 Overall Length (mm) 2,095 
 Overall Width (mm) 775
 Overall Height (mm) 1,120
 Wheelbase (mm) 1,340 
 Ground Clearance (mm) 160 
 Seat Height (mm) 790 
 Dry Weight (kg) 134 
 Curb Mass (kg) 149


 Engine
 Type 4-stroke, Air-cooled, SOHC
 Bore x Stroke (mm) 57.0 x 58.6
 Displacementn (cm3) 149.5
 Max Power 13.8bhp@8,500rpm 
 Max Torque 13.4Nm@6,000rpm
 Compression Ratio 9.35:1
 Carburetor BS26 with TPS
 Ignition CDI
 Transmission 6-speed (1-down, 5-up) 
 Starting Electric & kick 

 
Suspension
 Front Telescopic, Coil Spring, Oil Damped 
 Rear Swingarm Type Coil Spring, Oil and Damped 

 
Brake
 Front Hydraulic single disc 
 Rear Drum 

 
Tyre Size 
 Front 2.75-18 42P 
 Rear 100/90-18 M/C 56P

HONDA CBF STUNNER 125

Honda's (HMSI) turn to surprise us with the launch the "CBF Sports Concept" (on August 6, 2008) which was first shown at the New Delhi Auto Expo 2008. Christened as the "CBF Stunner", it has been given the same look as the "CBF Sports Concept" albeit with a toned down paint scheme.

Often criticized previously for producing efficient but undesirable motorcycles, it looks like Honda has hit the nail on its head this time. Since its launch, I have seen quite a number of CBF Stunner plying on the roads of New Delhi and the NCR region

Looks:

The Stunner indeed manages to look stunning for a 125 cc motorcycle. With a "Karizma like" fixed half fairing, the CBF Stunner appears like a motorcycle from a bigger segment. The CBF Stunner also sports 17" tubeless tyres which is a first for the 125 cc segment. The CBF Stunner features Split Seats to further enhance the sporty image.

The Speedometer assembly is an all analog affair. Considering the sporty turnout of the motorcycle, the absence of a tachometer is felt here. An interesting feature is the position of the choke lever which is positioned "along with" the speedometer assembly. Personally I find the position of the choke a bit odd and outdated.

The CBF Stunner comes with three options of "Kick Start-Drum-Alloy", "Self Start-Drum-Alloy" and "Self Start-Disc-Alloy".


Engine, Power, Performance

The Engine of the CBF Stunner has the same specs as that of the 125 cc Shine. But the stunner does feature 5 gears compared to the 4 gears which the shine comes with.


Colors:

The CBF Stunner is currently available in the following colors:

With Disc Brakes and Stickers.

Yellow

Red

Silver

Black

With Drum Brakes and without Stickers

Red

Black

Price:

The CBF Stunner is presently priced accordingly (in Delhi)..

Kick-Drum-Alloy: Rs. 47,085 (Ex-showroom) Rs. 49,365 (On Road) delhi
Self-Drum-Alloy: Rs. 49,834 (Ex-Showroom) Rs. 52,200 (On Road) delhi
Self-Disc-Alloy: Rs. 51,667 (Ex-Showroom) Rs. 54,090 (On Road) delhi




Honda CBF Stunner, Technical Specifications:

Engine
Engine type: 4 stroke, Air cooled OHC single cylinder

Displacement: 124.7cc

Max power: 11bhp @ 8000rpm

Max Torque: 11Nm @ 6500rpm

Starting system: Kick/self

Gear shift pattern: 1 Down - up

Headlamp: 35/35W 12V Halogen


Chassis

Front suspension: Telescopic hydraulic fork

Rear suspension: 3 step spring loaded hydraulic shock absorver with recangular box type swing arm

Front tyre: 80/100-17″ 46p (tubeless)

Rear tyre: 100/90-17 55p (tubeless)

Front brake: 130mm drum (optional 240mm disc)

Rear brake: 130mm drum brake


Dimensions

Length: 2012mm

Width: 734mm

Height: 1113mm

Wheelbase: 1271mm

Ground Clearance: 173mm

Fuel tank capacity: 10 liters (2 liter reserve)

Kerb weight: 129kg

INTERESTING SHOTS:

.

TVS APACHE RTR 160

Name: Apache RTR (2008) 
Type: Sports
Top Speed: 118kph
Fuel Consumption:
City 42.00
Fuel Consumption:
Highway 52.00

ENGINE SPECIFICATIONS
Displacement: 159.7cc
Engine: 4 stroke, Single
Maximum Power: 15.2bhp@8500rpm
Maximum Torque: 13.1nm@6000rpm
Gears: 5 Speed
Clutch: Multiplate Wet
Bore: 62
Stroke: 52.9
Cylinder Configuration: NA
Engine Block Material: NA
Chassis Type: Double Cradle
Cooling Type: Air Cooling
Carburetor: NA
0 to 60: 5.56 sec.

DIMENSIONS
Length: 2020.00 mm

Width: 730.00 mm

Height: 1050.00 mm

REVIEWS

Impressive..!! That’s how I would describe my Test Ride experience on the TVS Apache RTR 160. But before I rave more about the new Apache RTR, let me narrate my previous experience on an Apache 150.

• Previous Apache 150 Experience:
  
  
   The first impression of the Apache RTR 160 after my test ride was, “It’s gonna beat the CBZ Xtreme and the Pulsar DTSi 150..!!” I could hardly find anything on the Apache RTR 160 that I did not like I once rode an Apache 150 for about three hours in the congested bowels of Bangalore. The bike belonged to a friend of mine. It was a relatively new bike with just 2,000 odd kms on the odometer.
  
  Apache 150: Positives
  
  Looks: The Apache 150 was always handsome looker.
  
  Build Quality: The build quality of the bike was in fact among the best in the country.
  
  Handling: Riding the Apache through the congested streets of Bangalore was a dream on the Apache 150. The bike was extremely flickable.
  
  Apache 150: Negatives
  
  
• If you are tired of watching too many Pulsars
  
• Don't like the styling of the CBZ Xtreme
  
• Want goodies like digital speedo
  
• Need something more powerful than both the Pulsar 150 or the CBX Xtreme,
  
• think no further and get yourself the TVS Apache RTR 160
  
  Vibrations:

                     The bike had decent power and got ahead of the traffic with ease. But in spite of being a relatively new bike, the engine was extremely unrefined. Vibrations crept in the Apache 150 at a very low rpm of around 2000-2500 and kept on increasing as the engine was revved more. The vibrations made me feel like I was driving an old and ill-maintained 2-stroke bike.

Stupid Riding Position:

                                                The riding position on the Apache 150 was quite uncomfortable for me. I had to shift every time to get myself in a comfortable position. The handlebar on the Apache 150 was positioned low, mimicking the handlebar of the Pulsar but the foot pegs were set forward instead of what should have been slightly rear set. So in the end the riding position on the 150 was “Neither Commuter Friendly, nor Sporty”.

Bike looked/felt small:

                                              The Apache 150 had the smallest wheelbase among the 150 CC’s. This made the bike an ideal choice for heavy traffic commute but it also made the bike look and feel small. The front of the bike also felt light especially with a pillion.


Apache 150 Verdict:

                                         After riding three hours in the streets of Bangalore on the Apache 150, I felt a sharp pain on my butt due to its stupid riding position. Moreover the vibrations from its unrefined engine had left me extremely unsatisfied.


Now let us come back to the latest RTR experience of mine…



If I had to sum up my RTR Test Ride experience it would be, “Impressive”..!! Most of the flaws of the Apache 150 have been ironed out. The RTR felt like an entirely new bike. It is definitely much better and improved than the Apache 150 (which now has been discontinued).


But also be prepared for a probable 5 km/litre less mileage than the Apache 150

RTR Looks:

•                      The RTR looks almost similar to the 150. The bike still retains the tank and body panels of the 150. But a few new features have been incorporated in the RTR, which has made an already handsome bike look even more gorgeous now. The RTR features..
  A stripe on its body (a la Ford GT), which runs from the front mudguard to the tank and finally to the tailpiece

• 
  
• A 270 mm petal shaped front disc
  
• The engine of the Apache has been also given an all black treatment along with the alloys and exhaust
  
• A small engine guard finished in body colors is nestled at the bottom of the engine
  
• The side panels have a matt black plastic finish instead of the earlier body colored ones
  
• The RTR also sports a Digital Speedo like the Pulsar
  
• The tail lamp now incorporates bright LEDs
  
• A split grab rail 
  
• Clip on adjustable handlebars
  

• Aluminium finish brake levers
  

• Toe operated Gear Shifter
  
  

The wheelbase of the RTR has also been stretched to 1300 mm from its previous 1260 mm. The RTR now looks smashing and definitely is one of the best looking bikes in the country.

Riding Position:

                                The RTR now has rear set foot pegs. Along with the low handle bars it translates into a very sporty riding position. After the Pulsar DTS-I 200, I would rate the riding position of the Apache RTR 160 as the sportiest. Compared to the “Stupid” riding position of the Apache 150, I found the riding position of the RTR very comfortable. I did not get the chance to adjust the handlebars of the RTR (it has two settings), but I just loved the sporty riding position of the RTR.

Engine/Performance:

                                           Smooth, powerful and definitely an improvement over the Apache 150. I did not get to rev the RTR much but the engine remained smooth with out any significant vibrations till 5000 rpm.

The engine of the RTR is now an oversquare 160 cc compared to the earlier 150 cc square engine. The spec sheets also claim an increase in max power from its earlier 13.5 Bhp to 15 Bhp ( the highest in the 150 cc segment in India). So does that makes the RTR the new king of Indian roads in the 150 cc class (or near about the 150 cc class)..??

The first impression of the Apache RTR 160 after my test ride was, “It’s gonna beat the CBZ Xtreme and the Pulsar DTSi 150..!!” I did not put the RTR on a drag strip, but the RTR did feel faster and a bit more powerful than the CBZ Xtreme or the Pulsar DTSi 150.

Exhaust Note:

                               I have to make a special mention of the exhaust note of the Apache RTR 160 here. The matt black exhaust can of the RTR makes one of the most gorgeous two wheeler music in India. Unlike most of the present crop of bikes which sound slighty better than the "whirr" of the scooty pep, the RTR has a Soul Soothing "Bass" to its exhaust note reminiscent of the first generation Pulsar (but softer than the first gen Pulsar).

Gear Box:

                     Slightly clunky, but ok.

Handling:

                    The Apache RTR no longer feels or handles like a small bike anymore. The extra 40 mm on the wheelbase has done its trick. The bike now feels stable even with a pillion behind. Stability around corners was great.

Ride Quality:

                           The ride quality of the RTR was a little bit hard. It was not exactly uncomfortable but wasn’t exactly plush either. But this actually aided in improving the handling of the bike.

Brakes:

                 The front brakes did the job of bring the RTR to a stop pretty well. No complaints here.

• Apache RTR 160 Verdict:
  
  Positives:
  
• Previous flaws of the apache 150 have been ironed out
  
• Sporty riding position
  
• Smooth and Powerful engine
  
• Bike looks and feels and handles like a bigger bike now
  
• Stable and predictable handling
  
  
  Negatives:

                                I could hardly find anything on the Apache RTR 160 that I did not like. But then here are a few, which I think could have improved.

The Ride quality is a bit hard

Foot peg sub frame finished in black (Too much of black. A silver/aluminum finished sub frame would have given a nice contrast look)

The RTR might still feel small for taller guys (Wheelbase is still 20 mm shorter than the Pulsar 150)



Conclusion:

                         I liked the Apache RTR 160 very much. It looks handsome, has excellent build quality, a sporty riding position, smooth engine and good handling. It definitely is more powerful than the Pulsar 150 and the CBZ Xtreme and still is priced similar to the Pulsar.

In fact I see no reason why I should not go ahead and put my money on the RTR.

If you are tired of watching too many Pulsars, don't like the styling of the CBZ Xtreme, want goodies like digital speedo and need something more powerful than both the Pulsar 150 or the CBX Xtreme, think no further and get yourself the Apache RTR 160.

But also be prepared for a "probable" 5 km/litre less mileage than the Apache 150. After all you can't defy Laws of Physics.