Bike IN 08.2021

KTM 890 ADVENTURE AND ADVENTURE R

BOOST The KTM middleweight 890 Adventure jumps up in
Story: Adam Child ‘Chad’ Photography: TooFastFilms capacity from 790 cubic centimetres, which results
in enhanced power and torque. However, that is not
all. Now the motorcycle is equipped with improved
electronics and rider aids as well as a new IMU. We
also take to the dirt on KTM’s 890 Adventure R

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First Ride

nly two years ago, KtM launched Right:
their 790 adventure. Funnily enough, I rode the r 890-cc parallel twin
version for the first time at sweet lamb, wales, KtM’s makes 105 hp and
dedicated 6,600-acre off-road school. Fast forward to 100 Nm of torque
2021 and I am back again at sweet lamb to ride the all- Right:
new 890 adventure and adventure r models. Crisp and clear colour
dash is now standard
KtM had to meet euro-5 emission standards and KTM fare
increasing capacity was the simplest solution,
especially as the 890 platform already existed in the www.bikeindia.in
KtM range. the hike in capacity means an increase
in power, up by 10 hp to 105 hp and a 12 nm increase in torque.
however, the larger engine and other related changes such as a new
exhaust system have increased the weight, too, which is now seven
kilograms more than the previous model.
KtM have not just dropped a bigger engine into the older 790 chassis.
the electronics and rider aids have been updated with a new six-axis
IMu, improved cornering aBs, and traction control. the quality wP
suspension receives a new rear shock (non-r model) and there is better
braking to deal with the 890’s extra weight.
we have two models on test: the standard 890 adventure and the off-
road biased 890 adventure r. the r and the standard model share the
same off-road biased wheels (21-inch front, 18-inch rear), but the pricier r
comes equipped with fully adjustable wP suspension with 240
millimetres of travel, plus off-road biased rubber (Mitus on test, Metzeler
Karoos as standard), a one-piece seat, a low screen, and different graphics.
the simplest way to improve performance is to increase engine
capacity, which is what KtM have done. an extra 90 cc (three mm more

52 Bike India August 2021

KTM 890 Adventure And Adventure r

stroke, two mm more bore) takes the parallel-twin to 889-cc and yields a a shame it does not come as standard equipment.
significant increase in output. Peak power has increased from 95 hp at off road, that low-rpm delivery is lovely, too, and just what you need
8,000 rpm to 105 hp at 8,000 rpm and torque has increased from 88 nm
at 6,600 rpm to 100 nm at 6,600 rpm. you will also notice that peak to help find grip on slippery surfaces. the new engine pulls cleanly from
power and torque are made at the same rpm; however, the new engine the first turn of the throttle, that torque output predictable as well as
churns out more low-rpm torque than the old 790 unit. smooth, like a magic hand pushing you up the hill. It is the same on both
models and you achieve a similar ease-of-use feeling at low speeds
apart from being euro-5 compliant, the modified lc8c engine has around town as well as off road. the lc8c really is a much more fluid
gained 20 per cent more rotational mass which, according to KtM, has and usable engine than before.
improved rideability and there is a beefed-up clutch and strengthened
gearbox to deal with the extra grunt. Performance-wise, the adventure despite a lighter subframe and a lighter steering stem (now
models now sit on the top of the tree in this competitive middleweight aluminium, not steel, for greater flex), the larger capacity 890 has gained
class, with even more peak power than honda’s much larger africa twin. a few kilos over the old 790 — seven kilos to be precise. to take on the
extra weight and the improved performance, the suspension has been
Both the adventure and r model share identical engines and revised. on the standard, non-r model there is a new wP rear shock
gearboxes. when I last rode the 790, I did not get off thinking it was which has rebound damping and an easy access remote pre-load adjuster
underpowered or slow. In fact, it was precisely what I expected of a (for when you add a weight to the rear: pillion/luggage). up front, the
middleweight adventure bike. however, the 2021 bike’s increase in wP remain without adjustment.
performance is a welcome addition on the road, especially for those
mistimed, poorly calculated overtakes when you need that extra injection For a bike to work off-road, there are always going to be compromises
of oomph to safely make the gap. the added grunt will also be beneficial on-road, especially with a large 21-inch front wheel, but KtM have done
for those who intend to fully load up the 890 for some serious two-up an impressive job of disguising the bike’s off-road ability when it is
adventure mileage. ridden on tarmac. the wP units exude quality; they are controlled in

the 890 has more than enough power for the road, especially on the Right: Menus, riding
tight and twisty delights we encountered in wales. the fuelling feels modes, bike settings
more refined, the torque is creamier and stronger low down, yet that still and cruise control are
did not dissuade me from dancing around on the smooth up-and-down all navigated via the
quick-shifter. In tandem with the slick gearbox, it is lovely to use — just left-hand switchgear

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First Ride India spec talk

their movement while stability is excellent and even at speed the tall adventure feels KtM 890 Adventure (890 Adventure R)
planted and reassuring.
Price: £10,999 = Rs 11.33 lakh (£11,999 = Rs 12.36 lakh)
the avon rubber did not falter throughout the day and should you get a little carried EnginE
away, there is improved, quicker-to-respond cornering aBs and traction control. you Configuration: Liquid-cooled, parallel twin
can have some safe, secure fun on the KtM adventure. Valve-train: DOHC, four valves/cylinder
Displacement: 889 cc
we only got to ride the r version off-road and that was on more off-road-oriented Bore x Stroke: 90.7 x 68.8 mm
rubber, but there is no reason why you cannot fit more off-road-biased rubber to Compression Ratio: 13.5:1
the standard model; they have the same wheels. however, the r caters better to the Fuelling: Electronic fuel-injection
dirt with full adjustment on the longer wP travel suspension which gives greater Maximum Power: 105 hp at 8,000 rpm
ground clearance. Maximum Torque: 100 Nm at 6,500 rpm
Clutch: PASC anti-hopping slipper clutch
the r is thoroughly accomplished on the dirt, which is what you would expect of Transmission: Six-speed
multiple dakar winners KtM. From landing jumps to hitting rocks and potholes at ChASSiS
speed, the KtM adventure r takes it all and remains unfazed and unflappable. the Type: Steel trellis
bike flatters the rider, making technical terrain seem much easier than it really is. you Front Suspension: WP 43-mm inverted fork, 200-mm travel
can feel the suspension working overtime and find yourself moving and bending your non-adjustable (240-mm travel, fully adjustable)
knees in harmony with the quality wP suspension. yet your hands do not get jolted, the
seat and rear end do not bounce around wildly, and the rear tyre always feels in contact Rear Suspension: WP single rear shock, 200-mm travel, rebound
with the terrain, which means it usually keeps finding grip. From tiptoeing across wet and pre-load adjustable (240-mm travel, fully adjustable)
grass to jumping over crests, the r takes everything in its stride — and does so without
any complaints. Front Brake: Twin 320-mm discs, radial four-piston calipers
Rear Brake: 260-mm disc, two-piston caliper
the only slight negative is that its centre of mass feels quite far forward and low Front Wheel: 21-inch, wire-spoked
down. In many ways this is precisely where you want it and stability and turn-in are Rear Wheel: 18-inch, wire-spoked
excellent on the road. off road, however, I would occasionally have liked a lighter front Front Tyre: 90/90-21 Avon AV53/54 (Metzeler Karoo 3)
end to wheelie or pop over puddles and obstacles — for fun and to keep dry. Rear Tyre: 150/70-18 Avon AV53/54 (Metzeler Karoo 3)
Rake/Trail: 25.9°/107.8 mm (26.3°/110.4 mm)
I thought KtM were being a little ambitious quoting nearly 22.3 km/l but even after Wheelbase: 1,509 mm (1,528 mm)
a decent and sometimes brisk road ride, I managed 21.6 km/l. that is excellent, as the Seat Height: 850 mm (880 mm)
ride was on the quick side, whizzing up and down the valleys, accelerating hard at times Ground Clearance: 233 mm (264 mm)
Tank Capacity: 20 litres
Great bikes, now with Weight: 196 kg (dry)
market-leading performance

54 Bike India August 2021 www.bikeindia.in

KTM 890 Adventure And Adventure r

and with very little constant throttle. that figure gives a theoretical tank AbovE:
range from the 20-litre saddle-bag fuel-tank of 425 km. ride more Split headlamp is
carefully and that could theoretically push close to 480 km. typical KTM fare
Right:
comfort is good: the ergonomics are roomy with a tall riding position, High-mounted
wide bars, and a changeable seat to accommodate all sizes. there is a clear exhaust fits in well
and informative full-colour tFt dash and the switchgear now features with the go-anywhere
cruise control as standard, but you have pay extra for the software that ADV design
enables it. admittedly, I am that person who gets confused and flustered
trying to re-set the digital clocks around the house when the clocks go
forward, but the adventure’s switchgear is not immediately intuitive. It
was only after a day or so that I had just about worked it all out.

the r features a lower screen, obviously offering less wind protection,
but this works off road, as you can easily peer over it while watching out
for large obstacles. the larger screen on the non-r offers a decent
amount of wind protection, but at speed I did get some wind buffeting
and turbulence. as mentioned, we did not get to sit on the motorway for
hours to test the wind protection fully and I am probably below average
height, so it should have been perfect, but was not.

KtM have reworked the front and rear brakes, which, I presume, is to
compensate for the extra weight. they have done this by uprating the
master cylinder and improving the brake pads. additionally, the
cornering aBs has improved — new technology means its reaction time
is quicker —and the IMu is now six-axis, not five.

I never had a problem with the aBs intervention, but on road the
brakes felt a little wooden when pushed hard. they lacked bite, requiring
a good handful of lever at times when braking from high speed. this may
be due to new pads, but it is worth mentioning.

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First Ride

AbovE & LEft: I had no issue on the r version off road, as I simply did
The R variant gets not use them as hard or need to slow from 110 km/h. the
fully-adjustable WP off-road aBs, which allows the rear to lock up, is mighty
legs at both ends impressive and covers up for all those clumsy errors.
without it I would have ended up my arse several times
56 Bike India August 2021 and, in combination with those excellent 48-mm forks and
off-road rubber, finds grip no matter how slippery the
grass, mud or rocks.
the rider aids have been updated with new technology and a new
IMu. as before, you have the factory-set rider modes which have given
engine characteristics and set rider aids, such as corning aBs and lean-
sensitive traction control. the traction control can be deactivated and the
aBs can be set to off-road mode, which means front anti-lock only.
as mentioned, my bike had the optional rally mode fitted which
allows you to trim the tc on the move. In the off-road mode, tc is set
to “5” on a scale of “0” to “9”. that is set and cannot be changed on the
move. however, in the optional rally mode, you can reduce or increase
the tc from 1-9 on the move. If you are facing a steep ascent, just turn
up the traction to find the grip. If you want to spin the rear to clear the
mud, or just for fun, reduce the tc down to “1”.
It is a useful tool off road, especially for inexperienced riders. despite
my minor criticism of the switchgear, this function is easy and clear to
use and can be switched whilst riding off-road, even when your elbows
are up and you are standing up ofullyn the pegs. no less impressive is the
way the bike still drives smoothly when the tc is on setting “9”, even on
loose gravel and riding uphill. other bikes in this category misfire, bang,
and pop with the tc on maximum but the KtM does not; it just gets on
with the job.
rider aids and modes are the same across both bikes, with the rally
mode optional on both machines. however, if you intend only to ride off
road very occasionally, the standard off-road setting will suffice.
as you would expect of KtM and this market, there is a long list of
accessories, including some highly desirable kit: luggage, screens, seats,
plus practical items such as a centre stand and heated grips, plus crash

www.bikeindia.in

KTM 890 ADVENTURE AND ADVENTURE R

protection for serious off-road riding.
The only tough decision is which model to opt for? Personally, I prefer

the R, because the suspension is superior and so capable off road and for
that reason I shall put up with its off-road-biased rubber and small screen
on the road. However, most will opt for the all-round, non-R Adventure,
which is more than capable off road, especially with the correct tyres
fitted. The lower seat and lower suspension make it less intimidating and
more accessible for most. The suspension lacks adjustment, but for 90
per cent of riders, it is probably near-perfect on showroom settings and
the all-important spring pre-load adjuster is easily accessible when you
need to add support to the rear.

The increase in peak performance only tells half the story. The rider
aids have been improved and the throttle connection is superb. Stir in a
smooth and creamy dollop of low-rpm torque and the riding experience
becomes even more fluid. Over 21 km/l is no problem and with a
generous 20-litre tank you can take on some serious miles on this
middleweight adventurer. I think the styling is great, too.

There are niggles. I would experiment with a different screen (too
much buffeting on the standard model), maybe change the brake pads for
some with more bite, and I am sure after a few more days the switchgear
would become second nature. Even for me. A great bike, now with
market-leading performance. It is just a shame some of the extras do not
come as standard.

From landing jumps to hitting rocks
and potholes at speed, the KTM

Adventure R takes it all and remains
unfazed and unflappable

August 2021 Bike India 57

Tested

58 Bike India August 2021 www.bikeindia.in

TVS iQube

The Future Story: Azaman Chothia
Photography: Apurva Ambep

is Here TVS take a step towards
the future with the introduction of their
first electric scooter, the iQube

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Tested

e are in the day and age where electric
mobility is taking over the world one step at a time. Since last year,
there have been a number of new startups and manufacturers that
have launched new electric two-wheelers in the indian market. i
have had the opportunity of testing a few of those new offerings and
i was honestly not very impressed. Being a person who has grown
up loving everything about engines, it has been hard to digest the
fact that mobility is making a shift to electric vehicles. But this shift
has a lot to do with saving the environment, so might as well respect that and jump onboard to find out
if the tVS iQube is the eV with which you make the shift to electric mobility.
in terms of design, the iQube is quite unique. it has a futuristic approach with the led headlight
and tail-light packed into a vertical strip on both the front and the rear while also borrowing a few
classic design elements from the tVS Jupiter. to describe the design in one line, i would say that if
r2-d2 from Star wars was a transformer, the iQube would be its final form. currently, tVS are Above: The TFT display offers a lot
offering the scooter only in this white colour scheme. the side-panels get “tVS iQube electric” of information and makes the ride all
badges and on the left side, below the rear foot-rest, there is an the more engaging

illuminated “electric” badge that adds a rather nice touch to the able to achieve a range of 53 km. the modes can be switched on the go by simply
overall styling. with a weight of 118 kilograms, the iQube feels
neither too heavy nor too light once you get astride. it is just the releasing the accelerator and pressing the mode button placed right near the accelerator.
perfect weight and almost feels like a conventional internal an overnight charge on a daily basis will provide enough juice for the commuting needs
combustion engine (ice) scooter compared to many other of anyone travelling just over 50 km a day.
lightweight electric vehicles. with just the first ride on this scooter, i was really impressed by how it performs. the
the scooter gets a Bosch hub-mounted motor that can scooter accelerates quickly as soon as the accelerator is turned and gets up to speed
deliver a peak power output of 4.4 kw (5.9 hp) and is powered without any hesitation. a noteworthy point is how silent and smooth this eV really is.
by three li-ion battery packs which are protected by an there is not a single sound from the motor and this makes for one of the most swift rides
aluminium casing. it gets two riding modes, eco and Power, around town. at times while overtaking, i had to use the horn to alert the drivers/riders
and tVS claim a riding range of around 75 kilometres in the ahead that there was a vehicle closing in from the rear. tVS claim a quick acceleration
eco mode on a full charge. going by our test, the scooter’s time of 0 to 40 km/h in just 4.2 seconds, which is quite accurate. the best part is that
battery took about eight and a half hours to get fully charged, the acceleration in both the modes is uniform. the only difference between the two
after which i used it for daily commuting wherein the charge riding modes is the top speed. the Power mode can do a top speed of 78 km/h and the
lasted for two days. the scooter was used constantly switching eco mode tops out at around 48 km/h. even on one of the steepest gradients that i
between the eco and Power modes when necessary and i was encounter on my daily route, the iQube was able to climb with ease and also had

60 Bike India August 2021 www.bikeindia.in

TVS iQube

Gear CheCk

Rider: Azaman Chothia
Helmet: AGV K1
Jacket: Rynox Evo Storm L2
Pants: Denim
Gloves: Ixon RS Rallye HP

1

2 1 Well-placed enough power in reserve for a quick overtake. the BMS (battery management system)
and easy to use regulates the power at different battery levels and it is handled very well to get the most
switchgear
out of this eV.
the tVS Jupiter was one of the best handling scooters i have ridden and those
2 The charging capabilities seem to be carried over to the iQube. it feels planted and inspires a lot of
port is at the front of confidence through corners while it is leaned over. the suspension set-up manages to
this EV

3 A good amount do a great job of dealing with potholes and occasional bad roads while the seat kept me
of under-seat comfortable throughout the ride. the brakes are sharp and precisely bring the iQube to
storage a halt in an instant in any situation. all in all, the iQube is a very easy scooter to
manoeuvre around and would be a perfect companion for a beginner or a daily ice
scooter commuter making the shift to an eV.
4 The 220-mm
disc brake at the this eV comes equipped with a tFt display with the latest generation of tVS
front ensures a
3 precise braking feel SmartXonnect platform. a user can connect the scooter to his/her mobile phone via
Bluetooth and get access to varied information such as the battery, range, ride data,
5 The illuminated navigation, geo-fencing, incoming calls, short messaging service (SMS) alerts, and
‘Electric’ badge adds much more. Unfortunately, during the short period of time that i had the scooter at my
a unique touch to disposal, i was not able to get it connected to the application. the good news is that we
the styling will receive a long-term iQube soon, after which we shall be able to test all of the

6 The curvy rear SmartXonnect features in detail.
end also sports a apart from this connectivity feature, the iQube gets a decent amount of under-seat
horizontal unit for
storage, two foldable hooks in the area where the rider’s foot rests, and a USB charger in
the tail-light and the under-seat storage as well. i really liked the layout of the tFt dash and a nice touch
indicators is how it automatically switches to a dark mode while riding at night. the scooter

45 6

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Tested India Spec Talk Road test #239

also gets hazard lights and a new feature called Q-Park assist which basically allows a TvS iQube
rider to easily reverse the scooter out of a parking slot. Price: Rs 1.01 lakh (on-road Delhi)
Overall star rating: 1111
the scooter is available in Bengaluru, delhi, chennai, coimbatore and Pune. in
delhi, it can be purchased for an on-road price of rs 1 lakh inclusive of the FaMe ii dimenSionS
subsidy. this price is considering all of the the iQube is not a performance scooter. it is Length/Width/Height: NA
meant for reliably getting a rider from one point to another in the swiftest way possible Kerb Weight: 118 kg
and it manages to do so with commendable élan. i never thought i would be saying this Battery: Three lithium-ion battery packs
about an electric scooter considering all the chinese knock-offs we have recently seen, dRiveline
but this is one of the best electric offerings in our market and a remarkable achievement Configuration: Brushless DC hub-mounted motor
on the part of tVS. with eVs like this, it makes me wonder what the future has in store Output: 4.4 kW (5.9 hp), 140 Nm
for us. recently, tVS also made an announcement about investing rs 1,000 crore to Starting: Key and switch
manufacture their electric vehicles under a separate vertical and about their plan to Power-to-Weight: 50 hp/tonne
launch half a dozen eVs across different segments in the next two years. TRAnSmiSSion
Primary Drive: Belt
Final Drive: Belt
CHASSiS
Type: Underbone
Brakes (F/R): 220-mm disc/130-mm drum
Tyre (F/R): 90/90-12, TVS Conta 550, tubeless
Suspension (F): Telescopic fork
Suspension (R): Hydraulic twin-tube shock-absorber
RAnGe
Charge Time (0-100%): 8 hours 50 minutes (regular charging)
Range: 53 km (Eco and Power mode)
indiA RATinG
Design & Style: 1111
Powertrain: 1111
Performance: 1112
Safety: 1111
ride Quality: 1111
handling: 1112
Braking: 1111

The styling is
simple but blends

in a bunch of
futuristic details

62 Bike India August 2021 www.bikeindia.in



Tested

64 Bike India August 2021 www.bikeindia.in

Triumph Speed Triple rS

Hinckley’s

Triple

Treat

On paper, Triumph’s all-new Speed Triple 1200 RS has all the
right ingredients for the perfect super-naked. So, to prove this,

we jump onboard to put this claim to test on Indian roads

Story: Sarmad Kadiri Photography: Sanjay Raikar

www.bikeindia.in August 2021 Bike India 65

Tested

y first major encounter with the speed Above & Right:
triple 1050 was riding with my friends from Bengaluru to Keyless tech
chikmagalur. my memories of riding the Ktm 1290 super allows you to
duke in spain were still fresh and the difference between the open the fuel-
two street-fighters was stark. the triumph was a great road filler cap with
bike but the 1050 didn’t really offer a hair-raising experience the key in your
like the Ktm. But it seems like things are set to change with pocket
the new speed triple 1200 rs. this rs 17-lakh (ex-showroom) all-new roadster has
been on a high-protein diet, propelled by a more powerful engine, and boasts of a www.bikeindia.in
brand-new chassis, top-spec suspension, and gadgetry charms.
even in terms of design, the 2021 model is extremely compact. the narrow Led
headlamp takes inspiration from its younger sibling, the street triple rs. the bug-
eyes give the 1200 rs a recognizable speed triple semblance, but with a modern
touch. a major aesthetic alteration on the new bike is the conventional single exhaust
system that replaces the high-mounted twin exhausts seen on the 1050. this not just
reduces the bulk, but is one of the contributing factors that bring down the weight to
an impressive 198 kilograms. Like the trendy single-sided swing-arm, the aluminium
twin-spar chassis is a vital part of the muscular design and is 17 per cent lighter than
that of its predecessor. and though the tail-tidy kit looks neat, the wide rear tyre has
no inhibitions about spraying graffiti on your back.
swing a leg over and you’ll immediately notice the improved rider’s geometry. the
handlebar is 13 millimetres wider, the seat at a comfortable 830 mm, and the foot-rests
have been moved slightly inwards to carve out more cornering clearance while
retaining the leg-room. the upright riding position and the much narrower profile
offer great sense of control right away. the quality of cycle parts and the overall build

66 Bike India August 2021

Triumph Speed Triple rS

Above & Left: The crisp all-digital
console offers turn-by-turn navigation,
GoPro controls and tyre pressure
monitoring system
beLow: Keyless convenience means
tapping on this button to lock/unlock
the handlebar
Right: The flimsy front number-plate
dares to mess with that aggressive face

www.bikeindia.in quality is top-notch hinckley level. even the switches are backlit, so you know
where’s what even when the sun goes down. an interesting new addition is the full
keyless system, so you can turn on the ignition, lock the bike, and pop open the fuel
filler cap without even bothering to take the key out of your pocket.

as the roads open up, i finally get a chance to play with the new engine. compared
to the previous 1050, the displacement of the triple has gone up to 1,160 cc, helping it
to produce a tantalising 180 hp at 10,750 rpm and 125 nm of twist at 9,000 rpm.
that’s a solid jump of 30 hp and eight nm over the older model and you simply can’t
miss that while riding. the engine is lighter by seven kilos thanks to a new, free-
breathing intake.

that’s why the motor feels so effortless as it climbs the rev-counter, delivering all
the power you demand. part of the cavalry are twin-tip spark-plugs and a new
ignition system. to put all that power to the wheel, the speed triple 1200 rs comes
equipped with a comprehensive suite of electronics, including a six-axis imu
assisted system with pre-set ride modes. apart from this, there are two levels of aBs
intervention as well, road and track, that are adjustable independent of the ride
modes. triumph’s ‘my connectivity’ system also features standard equipment,
offering turn-by-turn navigation and Gopro controls, and there’s cruise control too.

since we shot this review when monsoon was at its peak, i went with the safest
rain mode to start with. But that makes the throttle response too dull, so i started
altering the settings with help of the buttons on the right switchgear. the five-inch
tft display has an intuitive user interface and tinkering with the adjustments on the
go is easy. the layout is minimalistic with a kind of fiery ball in the middle which
looks nice. press the menu button and the screen splits, giving you the options like
rider’s aids and settings on the right. i toggled though the other three riding modes

August 2021 Bike India 67

Tested Above: The larger capacity
1200 bumps up the output
— track was way too sensitive for my liking and sport was thrilling but not for a wet by 30 hp and 8 Nm over the
tarmac. so, i rode mostly in the road set-up. older model
Right: The tapered front
the power builds up smoothly and the throttle, even in road, isn’t really jerky but seat in combination to the
does take a while to get familiar with. once you get used to it, you can simply whack shapely fuel tank offers
open the throttle fearlessly. that’s when you realise that apart from the looks and great anchoring
gizmos, the new speed triple 1200 rs is a huge leap from the older one and is a
proper super-naked. the engine sounds a lot meaner and spins much quicker. on the
occasional empty stretches as it revved past 7,000 rpm, power simply gushed in. the
glorious induction roar practically begs you to take it on to a racetrack. push it hard
and the lighter engine seems so eager to flaunt what it can deliver. in and around the
city, you just scrape the tip of the performance iceberg as it has so much more ammo
packed in.

the 1200 rs has bucketloads of top end, with the engine revving a lot harder than
before to almost 11,000 rpm. another big improvement is the compact, new six-speed
gearbox which boasts of a lighter clutch assembly and slicker shifting. thanks to the
assist and quickshifter function, i rarely felt the need to engage the clutch while
clicking the gear up or down. though the shifts are precise, they are not as light as on
some of the japanese bikes. and while fighting the chaotic city traffic, the wired
clutch did feel heavy, making one wonder why triumph didn’t offer a hydraulic
system instead.

The upright riding position
and the much narrower
profile offer great sense
of control right away

68 Bike India August 2021 www.bikeindia.in

Triumph Speed Triple rS

India Spec Talk Road test #240

triumph Speed triple 1200 RS
Price: Rs 16.95 lakh (ex-showroom)

Overall star rating: 11111

dimenSionS
Length: 2,090 mm
Width: 792 mm
height: 1,089 mm
Wheelbase: 1,445 mm
Saddle height: 830 mm
Ground Clearance: NA
kerb Weight: 198 kg

GeaR CHeCk engine

Rider: Sarmad Kadiri Configuration: Liquid-cooled, in-line three-cylinder
Helmet: Arai Astral-X Valve-train: DOHC, four valves/cyl
Jacket: RS Taichi Displacement: 1,160-cc
Pants: RS Taichi Bore x Stroke: 90 x 60.8 mm
Gloves: Royal Enfield Compression ratio: 13.2:1
Boots: Cabson S1 Fuelling: Electronic fuel-injection
Maximum Power: 180 hp at 10,750 rpm
Maximum Torque: 125 Nm at 9,000 rpm

tRAnSmiSSion

Clutch: Wet, multiplate, slip and assist
Gears: Six-speed
Primary Drive: Gear
Final Drive: Chain
Gearshift Pattern: One down, five up

ChASSiS

Type: Aluminium twin spar frame
Front Suspension: Öhlins 43-mm USD, adjustable preload, rebound
and compression damping, 120-mm travel

Rear Suspension: Öhlins monoshock, adjustable preload, rebound
and compression damping, 120-mm travel

Front Brake: Twin 320-mm Brembo discs, ABS
Rear Brake: Single 220-mm Brembo disc, ABS
Front Wheel: 17-inch, alloy
Rear Wheel: 17-inch, alloy
Front Tyre: 120/70 ZR17 Metzeler Racetec RR K3
Rear Tyre: 190/55 ZR17 Metzeler Racetec RR K3
Rake/Trail: 23.9° / 104.7 mm

fueL effiCienCy

Claimed: 20 km/l
Tank Capacity: 15.5 litres
Range: 310 km

indiA RAting 11111
11111
Design & Style: 11111
Powertrain: 11111
Performance: 11111
Safety: 11111
Ride Quality: 11111
Handling:
Braking:

www.bikeindia.in August 2021 Bike India 69

Tested

The sticky Metzelers www.bikeindia.in
deliver impressive grip
even on wet roads

70 Bike India August 2021

TRiUMpH SPeed TRiPle RS

Above & Left: Top-spec fully-
adjustable Öhlins in front and
back, but overall set-up is stiff
Right: Trendy single-sided
swingarm with the V-spoke
wheels is a match made in
biking heaven

Being 10 kg lighter and 30 hp more to offer,
the 1200 RS has an impressive power-to-weight ratio

it’s surprising, especially since you ordered the rs and expect nothing of these two shortcomings, the journey back home from the favourite
but the best. Like the fully adjustable and track-ready Öhlins suspension weekend riding road can be truly unforgiving for some.
which can be tweaked to alter the handling that best suits the road surface or
track. compared to the 1050 i rode up the coffee plantation of chikmagalur, But that’s just a small dampener. i really like the V-spoke design of the
the 1200 rs feels far more nimble, even on these less exciting rain-soaked light weight cast aluminium wheels and the sticky metzeler racetec rr
roads. and this is despite the rake being stretched out by a degree and the tyres that deliver impressive grip even on wet roads. you also get a top-
trail by half an inch. having shed valuable kilos, the more stable geometry spec and adjustable brake lever combined with monobloc stylema calipers
and the improved riding position really do the trick. and a new rear disc with Brembo caliper. Braking is spectacular to say the
least. this is backed by tech like lean-sensitive traction control and
though not as sharp as the austrian scalpel, the speed triple 1200 rs cornering aBs. this safety kit really comes in handy, especially while
feels very natural around the bends. its tapered front seat in combination riding on winding roads with oncoming unruly traffic and their daredevil
with the shapely 15.5-litre fuel-tank offers solid anchoring during overtaking manoeuvres.
cornering and hard braking while the wide handlebar offers adequate
leverage to muscle this super-naked around tricky corners. But on our if you’re ready to indulge yourself for rs 17 lakh, then this is a worthy
pothole-ridden roads, the firmly set up suspension comes across as rather contender. you get a modern and exciting bike which is truly worthy of
stiff and unyielding in the standard settings. the other challenge is that a the “speed triple” badge. Being 10 kg lighter and having 30 hp more to
section of the frame near the engine gets extremely hot and your knees are offer, the 1200 rs has an impressive power-to-weight ratio. if you are a
constantly in contact with it, which makes it very uncomfortable. Because fan of the British marque, then there’s little reason not to own the ‘lightest
and best handling speed triple’ ever.

www.bikeindia.in August 2021 Bike India 71

Tested

We thought we had seen the last of it when Suzuki discontinued
the Hayabusa worldwide in 2018. Now the falcon is back, and
poised to send naysayers running for cover

Story: Anosh Khumbatta
Photography: Apurva Ambep

72 Bike India August 2021 www.bikeindia.in

Suzuki HAyAbusA

www.bikeindia.in August 2021 Bike India 73

Tested Above:
The classic
t’s not often that you get to spend time with a ’Busa analogue
legend, or in this case a legendary motorcycle. it was in 1999 that the original clocks have been
shook the motorcycling community and took on the mantle of the world’s retained
fastest production motorcycle; even now, over two decades later, the third- Left:
generation bike still commands awe and respect. But is it just the name? are big The left-hand
switchgear
I sport tourers obsolete? i recently spent a couple of days with the new ’Busa in controls the
various conditions in an effort to answer these questions. modes and safety
i won’t go too deep into the design of the 2021 bike since you have probably systems
already been talking about it for months. suffice to say that the new bike is instantly Left:
recognizable as a hayabusa from any angle but the rear, where an all-new twin tail-lamp All lighting is LED,
design with integrated indicators replaces the narrow, somewhat triangular tail-lamp of and the ram air
past iterations. from any other angle, the profile can’t be mistaken for anything else, intakes are now
courtesy the bulbous bodywork, distinctive headlight shape, and long, low-slung sleeker
attitude. the ram air intakes up front are now sleeker, the long twin exhausts have been
re-shaped and slash cut to better integrate with the design, and the gold accents on this
colourway take my mind back to the original copper and silver ’Busa from 1999.
i picked up the bike from another tester’s residence the day before we were scheduled
to shoot, and was immediately faced with the daunting task of getting this 266-kilogram
behemoth home, 30 kilometres away, through pune’s chaotic evening traffic and with a
light drizzle coming down. i expected it to be hard work, but surprisingly found myself
getting quite comfortable with the bike’s portly dimensions and heft in just a few minutes,
and was soon effortlessly strafing through traffic and squeezing through gaps like i was
on a much smaller, lighter machine.
the bike is extremely well-balanced with perfect weight distribution, and hides its
mass very well once on the move, endowing it with unbelievable agility and boosting
rider confidence. as before, the ergonomics are on the sporty side of sport touring,
putting the rider in a forward-biased position, although the reach to the bars has been
reduced by 12 millimetres. this may not seem like much, but is a boon for shorties like
me, as is the low 800-mm seat height. the foot-pegs, too, are on the high side and may
leave taller riders feeling a bit cramped, although at 5’ 5”, i didn’t face this problem even
after hours and a couple of hundred kilometres in the saddle.

74 Bike India August 2021 Gear CheCk

Rider: Anosh Khumbatta
Helmet: Bell Star Carbon
Jacket: XDI Hooligan
Pants: Richa Navara
Gloves: Shima Caliber
boots: Forma Jasper

www.bikeindia.in

Suzuki Hayabusa

Riding the ’Busa through the crowded city reminded me of just how torquey and Above:
tractable that 1,340-cc in-line four motor is. strong drive is available from as low as 3,000 The Hayabusa sure
rpm, and the downshifts i was making before overtaking slower vehicles were more out knows how to hustle
of habit than necessity. fuelling is spot-on, throttle response is sublime, and torque Left:
delivery is never jerky or surprising, even in the most aggressive “a” riding mode with the I love the chrome
sharpest throttle map. dialling in exactly the amount of drive required is easy, and the accents along the
throttle is nicely weighted to provide excellent tactile feedback; something that’s missing fairing
from a lot of modern motorcycles. beLow:
Seat is spacious
another surprise when stuck in unmoving traffic was the heat management; the and extremely
hayabusa simply refuses to overheat. i could feel just a bit of warmth rising up around comfortable, even
my inner thighs, but the temperature gauge didn’t even make it up to the halfway mark, over long distances
and i never noticed the radiator fans coming on once, even with the motor idling at a
standstill for several minutes. August 2021 Bike India 75

satisfied that the new ’Busa can rule even in the urban sprawl, i got the bike washed in
preparation for the next day and took the time to understand the new-age electronics and
rider aids on offer. But first, let me commend suzuki for retaining the hayabusa’s
characteristic analogue instruments; had they replaced the physical clocks with a massive
colour tft display like on most other high-end motorcycles today, i would have been
very disappointed. the large round speedometer and tachometer are a treat to the eyes,
and are now lit up by raised Led scale markings all around the dial to aid visibility and
add a modern touch. these primary dials are flanked by two smaller ones with golden
bezels for fuel level and coolant temperature, and a small tft display is nestled between
the two main dials. this is the command centre for the modes and rider aids, which are
controlled via the left-hand switchgear.

as with the previous-generation bike, this ’Busa gets three riding modes, “a”, “B”, and
“C”, only now they are designated Active, Basic, and Comfort, with increasing levels of
electronic intervention. also, while the previous iteration got wheel-speed-dependent
aBs and not much else in terms of safety aids, the 2021 hayabusa gets an imu, so the
rider aids are now lean-sensitive. Choose between 10 levels of traction control, 10 levels of
wheelie control, three levels of engine brake control and three throttle maps, to perfectly

www.bikeindia.in

Tested

Left: tailor the bike to the rider’s style and experience level. in addition, even the quickshifter
Suspension by gets two settings, one for superfast shifts with minimal ignition cut duration, requiring a
KYB and brakes firm tug at the shifter, and one that cuts the ignition for a longer duration so that shifts are
by Brembo work easier and smoother — perfect for when just cruising around at lower revs.
well together
Left: once you select your riding mode, the home screen displays shortcuts to fine-tune the
Those exhausts throttle map and traction control settings easily on the go, or you can switch to the active
go on forever data display that shows your lean angle, throttle position, front and rear brake pressure,
and rate of acceleration or deceleration. in addition to the three pre-set modes, there are
Left: also three fully user customizable modes called “u1”, “u2”, and “u3”, whereby you can
Regulation saree set up the electronics exactly to your liking. other new tech includes cruise control and a
guard; at least it’s launch control system for those perfect starts.
small enough to
overlook after a good night’s sleep, i was on my way out of pune, headed for our shoot location
Left: some 80 kilometres away. with the city fading in my mirrors and the open highway up
LED tail lamps ahead, it was time to experience the ’Busa in its element. the engine singing along under
have completely me feels typically like a Japanese inline four; soft and subdued with a low mechanical
changed the look hum at idle, and a light buzz as it gets to the upper reaches of the rev-range. But what’s
of the ’Busa’s rear different about this motor is the amount of torque always available, at any revs and in any
gear. it’s easy to cruise along on the highway using just the top two gears, slowing down
to as low as 60 km/h to perhaps get around some traffic, and simply rolling open the
throttle and riding that endless wave of torque to well over 200 km/h, all without needing
to shift. efficiently insulating the rider from the windblast and hardly letting out a whisper
from the exhausts, the ’Busa hides the sensation of speed very well and i often caught
myself going way faster than anticipated, with the bike always feeling like i was barely
scratching the surface.

Braking has always been a hot topic of discussion with the hayabusa; after all, slowing
down over quarter of a ton from ridiculous speeds is no mean feat, and the brakes on the
old bike weren’t always up to the task. the ’Busa now gets Brembo’s top-of-the-line
stylema monobloc calipers, actuated by a new radially mounted master cylinder via steel-
braided brake lines. the system works extremely well, allowing me to rein the bike in
with just two fingers on the reach-adjustable lever, and brake fade is minimal even after
repeated hard use.

when this third-generation hayabusa was still on the drawing board, suzuki
engineers considered different powerplant options, including more cylinders, increased
capacity, and the incorporation of forced induction to push peak power to well over 200
hp. ultimately, however, they used the existing 1,340-cc motor, staying true to the

76 Bike India August 2021 www.bikeindia.in

Suzuki Hayabusa

The 2021 Hayabusa proved ’Busa’s roots and not straying away from the formula that has so
that it is more than capable in a far worked so well. the motor is now Bs6-compliant and has
variety of conditions, handling been refined with new pistons, lighter connecting rods, and
potholes and city traffic as well reworked camshafts, while the airbox is now bigger to let even
as it does the open highway more air into the engine when called for. headline figures are 190
hp at 9,700 rpm and 150 nm of twist at a modest 7,000 rpm and,
while these peak figures are slightly down as compared to the
second-gen ’Busa, this is made up for by a stronger mid-range
than ever before.

while spec sheet jockeys and keyboard warriors may be very
vocal about their disappointment that the new ’Busa now makes
seven hp and five nm less than its predecessor, anybody who
actually rides motorcycles in the real world knows that a few extra
nm earlier in the rev-range add a lot more value than a few
horses all the way at the top. the ’Busa’s focus is no longer on
being the fastest road bike in the world; that role has shifted from
big sport tourers to the ultra-light, 200+ horsepower hyper
superbikes over the last decade. this third-gen bike is about
effortless high-speed rideability. wrung out it will easily hit the
electronically limited 299 km/h top speed, and suzuki claim that even with that slight
peak power deficit, it will marginally out-accelerate the second-gen bike as the lighter
internals allow the engine to spin up faster. so, is there really anything to complain
about? i think not.
now sufficiently tuned in to the motorcycle’s throttle response and acclimatised to its
savage power delivery, i decided it was time to really let the engine breathe. with an
empty expanse of highway ahead of me, i switched off the wheelie control, shifted down
to second gear, and wound the throttle open to the stop. the hayabusa responds
instantly, pushing me back into the large bum stop and accelerating ferociously with the
front wheel a few inches off the tarmac, and the howl from the airbox filling my helmet as
the large motor gulps in air. the tacho needle swings around towards the red as my eyes
and brain try to keep up with the surroundings, and the adjustable, multi-stage shift light
flashes green, then yellow, and finally bright white, indicating that we are at 10,000 rpm.
the gear shifts with a satisfying click with the throttle still held wide open, and in no time
the shift light is flashing again, asking for the next cog. the way this motorcycle piles on
speed is to be experienced to be believed; most superbikes make all of their power up

www.bikeindia.in August 2021 Bike India 77

Tested

India Spec Talk Road test #241 small speed-breakers. i assumed it would also dull the steering
response, but thankfully, this is not the case. while the ’Busa
suzuki Hayabusa does require more than a gentle nudge to get her leaned over into
Price: Rs 16.40 lakh (ex-showroom) a corner, she is still extremely nimble for her size. the bike steers
accurately and holds the selected line extremely well. i registered
Overall star rating: 11111 44 degrees of lean on the dash’s active data display, by which
time the bike had started to wallow and feel quite squirmy on the
dimensions CHAssis softly set up suspension. as it stands, the ’Busa seems perfectly
Length: 2,180 mm Type: Twin-spar aluminium beam frame set up to tackle unpredictable indian roads, which is something i
Width: 735 mm Front Suspension: kYB 43-mm uSD fork, really didn’t expect. stiffening up the suspension would sacrifice
height: 1,165 mm fully adjustable some ride comfort for more poise at high lean angles, and
Wheelbase: 1,480 mm rear Suspension: kYB monoshock, enthusiastic riders probably wouldn’t mind this trade-off when
Saddle height: 800 mm fully adjustable out in the twisties.
Ground Clearance: 125 mm Front Brake: Twin 320-mm discs, Brembo
kerb Weight: 266 kg Stylema monobloc calipers, cornering ABS after a day of high-speed runs peppered with a lot of one-
engine rear Brake: Single disc, Nissin single-piston wheeled tomfoolery, it was time to head back to pune. for some
Configuration: Liquid-cooled, in-line four caliper, cornering ABS reason i decided to keep off the main highway, choosing instead
Valve-train: DOHC, 16 valves Wheels (F/r): 17-inch, alloy to ride back via some recently-surfaced, extremely narrow
Displacement: 1,340 cc Front Tyre: 120/70 zR17 Bridgestone S22 internal roads through very scenic surroundings. the road
Bore x Stroke: 81.0 x 65.0 mm rear Tyre: 190/50 zR17 Bridgestone S22 twisted and turned, with constant elevation changes and blind
Compression ratio: 12.5:1 rake/Trail: 23o/90 mm corners, and even here the ’Busa was great fun. the bike’s size on
Fuelling: Electronic fuel-injection fueL effiCienCy these small roads required wide, flowing lines with pin-point
Maximum Power: 190 hp at 9,700 rpm Claimed: 17.9 km/l accuracy and a controlled throttle hand, and the big suzuki
Maximum Torque: 150 Nm at 7,000 rpm Tank Capacity: 20 litres obliged by consistently going exactly where i looked. we
trAnsmission range: 358 km maintained a relaxed pace; i was mostly in second, third or fourth
Clutch: Wet, multiplate, slipper indiA rAting gear, between 3,000 and 5,000 rpm, and even at these relaxed
Gears: Six-speed Design & Style: 11111 revs, the front end was eager to float over every crest at the
Primary Drive: Gear slightest provocation from my right wrist; the torque is addictive.
Final Drive: Chain Powertrain: 11111
Gearshift Pattern: One down, five up while more and more riders are choosing modern adventure
Performance: 11111 bikes for their high-speed, two-wheeled travel needs, big sport
tourers provide a level of involvement and effortless power
Safety: 11111 delivery that no adV can match. my time with the 2021
hayabusa proved that it is more than capable in a variety of
ride Quality: 11111 conditions, handling potholes and city traffic as well as it does the
open highway. i would be quite happy to load up with soft
handling: 11111 luggage and head on a cross-country journey with this
motorcycle, knowing that it would take all that was to come in its
Braking: 11111 stride and keep me entertained throughout.

top and need to be kept on the boil to really exploit their potential, but the ’Busa, with its
robust mid-range, accelerates effortlessly even in a gear higher than ideal.

the few corners on the way to our pre-determined shoot location gave me a chance to
see how the ’Busa felt laid over on her side, and i’m happy to report that this motorcycle
impressed me here as well. the fully adjustable KyB suspension at both ends is set up
quite soft from the factory and does a great job of swallowing up most bumps and even

78 Bike India August 2021 www.bikeindia.in



Tested

80 Bike India August 2021 www.bikeindia.in

YAMAHA FZ-X

To Scramble
or to Cruise?

The FZ-X is a new neo-retro model in the Yamaha
line-up in India. We spend a few days with the
motorcycle to bring you a detailed report

Story: Azaman Chothia Photography: Sanjay Raikar

HE “FZ” NAME IS A REALLY IMPORTANT how disproportionate it appears. Yamaha have tried to give the
one for the customers in the Indian market. The Indian market an XSR while keeping the cost in check. The bike
first-generation FZ16 was a major success when it uses the same frame we see in the FZ models currently sold, but
was launched in 2008 owing to its sharp and there are many differences in the dimensions and ergonomics.
aggressive FZ1-inspired streetfighter styling. Since
then, the bike has gained increasing popularity among The first thing you will notice is the unique LED headlamp
beginners and commuters inclined towards owning an surrounded by LED daytime running lights (DRL) and a
attractive streetfighter for daily use. The FZ range has grown simple LED tail-light at the rear. The bike gets a huge tank
over the last 13 years with various iterations of the model being cover with a really comfortable-looking single-piece seat unit
launched until now. The FZ-X that was launched recently flowing towards the rear. The front end also gets a new
marks a new chapter in the FZ series of motorcycles as it strays scrambler-style front fender and sports fork gaiters. The
from the naked streetfighter segment. So, what exactly is the handlebar is now higher and the foot-rests have been moved
FZ-X? Let us take a close look. forward and also extended outwards.
Back in my schooldays, I was a big fan of the FZ as it was
surely one of the hottest motorcycles on sale in India, although ABOVE: The same engine that we get in the other FZ models
Yamaha have gone with a new design language in the last few
years which has been quite a controversial topic. Before the
launch of the FZ-X, the enthusiasts’ speculations were about the
XSR125 being launched in our market. The XSR125 was the
latest addition to the XSR range and this one makes use of a
Deltabox frame (the same as we see on the R15), gets USD front
forks, disc brakes with ABS at both ends, dual-purpose tyres,
and more. Everybody was excited on social media and there
were comments about how Yamaha should seriously consider
bringing the motorcycle to India as there were many takers. But
when the Yamaha launch came closer and closer, we knew that
we would be getting something completely different.
The FZ-X is a really unique motorcycle. It is a mix of a neo-
retro cruiser with some elements reminiscent of a scrambler. In
my opinion, this is not a good-looking motorcycle because of

www.bikeindia.in August 2021 Bike India 81

Tested

as soon as i swung a leg over, i had to get familiar with this Above: A refreshed layout on the larger
new riding position. riders who use cruisers will appreciate LCD screen
the new seating position as it is very comfortable and the raised lefT InseT: While it may not look great,
handlebar does not put any strain on the back even during the headlight unit is quite powerful
long rides. the only thing i found unusual was the large tank
that results into the rider’s legs getting splayed far out and it pattern tyres that provided high levels of grip in the worst
has no recesses to tuck the knees into. surprisingly, even with riding conditions. even with the single-channel aBs, there
this large tank cover, the capacity of the fuel tank is just 10 were no fear of the rear tyre slipping out unnecessarily upon
litres, which is three litres smaller than the standard FZ’s. the braking. the suspension set-up on the FZ-X comprises a
bike has a kerb weight of 139 kilograms, making it four kilos telescopic fork at the front and a monoshock unit at the rear.
heavier than the FZ. however, this weight is hardly felt and this is set on the softer side for the bike to offer some of those
the FZ-X is still a nimble machine to commute on. scrambling capabilities. once flicked into a corner, the bike
flows through it with ease, holds the line really well, and its
the bike does retain the heart of the FZ models that we nimble nature makes it fairly easy to control too.
have always appreciated. this comes in the form of the Bs6-
compliant, 149-cc, single-cylinder, air-cooled, two-valve, like the other FZ models, this one also gets a negative
sohC engine that puts out 12.4 hp at 7,250 rpm and a peak lCD screen. this new screen displays all the simple
torque of 13.3 nm at 5,500 rpm. this engine has been around information but has a new layout and is larger than that on
for quite a while but still does a great job of reliably assisting a the older FZ models. ‘y-connect’ is a new Bluetooth
rider in their daily commuting. the power delivery is linear connectivity feature that allows a rider to get sms/e-mail,
through the rev-range and is complemented by a slick five- missed and incoming calls, and phone battery level
speed gearbox. the clutch action is very light and makes gear- notifications. it would have been nice to also see a turn-by-
shifts effortless. another new addition to the FZ-X is a newly turn navigation feature incorporated into this as many
designed exhaust that has quite a nice grunt to it when the
bike is revved over 5,500 rpm. Very few vibrations are felt at The Yamaha FZ-X proves to be a great
the foot-pegs and handlebar at higher rpm and this goes to motorcycle ticking all the boxes with regard
show just how smooth this engine really is.
to practicality, reliability, and comfort
most of my time spent on this motorcycle was during the
peak of the current rainy season. thanks are due to the block- www.bikeindia.in

82 Bike India August 2021

Yamaha FZ-X

India Spec Talk Road test #242

Yamaha fZ-X

Price: Rs 1.17 lakh (ex-showroom)/
Rs 1.20 lakh (ex-showroom, Bluetooth variant)

Overall star rating: 1111

dImensIons Above lefT: This seat ensures a plush
Length: 2,020 mm ride in the city and on longer rides
Width: 785 mm Above: Another change from the standard
Height: 1,115 mm FZ is this new underbelly cowl
Wheelbase: 1,330 mm
Saddle Height: 810 mm competitors are offering this feature
Ground Clearance: 165 mm with their connectivity applications.
Kerb Weight: 139 kg
the FZ-X has been priced at rs 1.17
engIne lakh for the standard variant and rs 1.20
lakh for the Bluetooth-connected
Configuration: Air-cooled, single cylinder variant (ex-showroom prices). at this
Valve-train: SOHC, two valves price point, it proves to be a great
Displacement: 149 cc motorcycle ticking all the boxes with
Bore x Stroke: 57.3 mm x 57.9 mm regard to practicality, reliability, and
Compression Ratio: 9.6:1 comfort. the only reason that this
Fuelling: Fuel-injection motorcycle might not be a hot seller is
Maximum Power: 12.4 hp at 7,500 rpm because of the unique design language
Maximum Torque: 13.3 Nm at 5,500 rpm that the general public does not seem to
appreciate. We would like to see one of the entry-level Xsr
TrAnsmIssIon Above: models that have created so much hype being launched in our
Scrambler-style market in the future. till then, we are excited about the
Clutch: Wet, multiplate front fender and upcoming r15 V 4.0 that has recently been spotted testing.
Gears: Five-speed fork gaiters
Primary Drive: Gear
Final Drive: Chain
Gearshift Pattern: One down, four up

CHAssIs GeaR CHeCK

Type: Diamond frame Rider: Azaman Chothia
Front Suspension: 41-mm telescopic fork Helmet: AGV K1
Rear Suspension: Seven-step adjustable Monoshock Jacket: Rynox Storm Evo L2
Front Brake: 282-mm disc, ABS Pants: Denim
Rear Brake: 220-mm disc Gloves: Ixon RS Rallye HP
Front Wheel: 17-inch, alloy Boots: Forma Galaxy
Rear Wheel: 17-inch, alloy
Front Tyre: 100/80 R17, MRF Mogrip
Rear Tyre: 140/60 R17, MRF Revz
Rake/Trail: NA

fuel effICIenCY

Claimed: NA
Tank Capacity: 10 litres
Range: NA

IndIA rATIng 1111
1111
Design & Style: 1112
Powertrain: 1111
Performance: 1111
Safety: 1111
Ride Quality: 1111
Handling:
Braking:

www.bikeindia.in August 2021 Bike India 83

Tested

84 Bike India August 2021 www.bikeindia.in

BAJAJ PULSAR NS125

The NS line enters the small-
displacement bracket with its popular
styling and a new engine. We find out
how it fares on the streets of Pune

Story: Joshua Varghese
Photography: Apurva Ambep

www.bikeindia.in August 2021 Bike India 85

Tested all day without breaking a sweat. it is beyond appreciate this motorcycle’s handling capability.
7,500 rpm that the first hint of vibrations creeps for example, when shooting cornering pictures,
t triple-digit figures in and they become hard to ignore as the we are required to do multiple runs and i cannot
per litre, fuel prices are now an motorcycle edges closer to its red-line 3,000 rpm remember that last time i did them back-to-back
important factor in the purchase of away. fair enough. without putting a foot on the ground. Of course,
a motorcycle more than ever. New the deserted road helped, but equal credit should
riders who want a motorcycle as a Having picked my way through traffic and go to the Ns125’s handling virtues and the
primary means of transport are more likely to switched lanes thus far, it was evident that the brilliant eurogrip rubber it was shod with.
look for one that packs the styling of a larger Ns125 was a nimble customer and had more to flicking it into a turn was intuitive and holding
motorcycle while delivering reasonable offer in the handling department. When we shot the line was effortless. the only shortcoming was
performance and more kilometres per litre. that the photographs spread across these pages on a that, at times, i found myself wishing for more
probably explains why Bajaj have introduced quiet stretch of road, i was able to further
the Ns range to the 125-cc segment with the left: A derivative of
pulsar Ns125. the NS160 engine
the Ns125 is now the smallest and most Below: The NS125
accessible offering in the Ns range and we got a may be on a diet but
chance to live with it for a few days. first visual this carb stays
impressions were identical to those i had of the
Ns160, because, save for the sticker work and left: Regular NS
some minute details, not much sets it apart from styling here
its larger sibling. Of course, that is hardly a
disadvantage because the Ns line has eye- Right: The OG
catching styling and it is nice to see that in the way of deciding
125-cc space. the same goes for the instrument when to fill up
console: regular Ns fare.
Nestled within the perimeter frame borrowed www.bikeindia.in
from the Ns160 is an engine that is based on the
Ns160 unit. With a smaller bore and shorter
stroke, it displaces 124.45 cc. the two-valve,
sOHC, air-cooled mill is Bs6-compliant and,
more interestingly, carburetted; churning out 12
hp and a peak torque of 11 Nm while being
mated to a five-speed transmission. Bajaj claim
that the carburettor is aided by electronic
componentry as well.
Having ridden the other motorcycles from the
Ns range, i must admit that i approached this
ride with similar expectations. the motorcycle
fired up without any drama and settled into a
quiet idle. the clutch action was light and the act
of slotting it into gear and pulling away was
equally stress-free. even with its clip-on
handlebar and sporty riding position, the Ns125
was quite comfortable as it worked its way
through city traffic. there is enough torque on
tap from early in the rev-range and it is spread
well to provide a competent mid-range as well,
which works gloriously with the well-spaced gear
ratios. this combination made for impressive
low-speed handling (an essential trait in today’s
traffic-infested roadways). At times, i found
myself chugging along comfortably in top gear
from as low as 2,500 rpm, clocking a decent 30
km/h without me having to deal with any form of
irritating vibrations.
Once the roads opened up, the pulsar got a
chance to stretch its legs and soon enough, it
was evident that they were not particularly long.
Although the motorcycle revs freely, banking on
a healthy wave of torque, it simply does not have
enough grunt to comfortably reach and hold
triple-digit speeds. However, riding at 80-90
km/h is within its sweet spot and it could do it

86 Bike India August 2021

Bajaj Pulsar Ns125

After living with the motorcycle for a India Spec Talk Road test #243
couple of days, I am largely impressed by
its torque spread, usability, and refinement Bajaj Pulsar NS125
Price: Rs 98,234 (ex-showroom)
torque at the exit of a long curve. perhaps, a
bit more power or a bit less weight will Overall star rating: 1111
solve this issue. regardless, it is not
something that will manifest often in the dimeNSioNS
environment that the Ns125 is built for: the Length: 2,012 mm
urban jungle. Although the Ns125 does not Width: 810 mm
come with disc brakes at either end, the Height: 1,078 mm
slightly smaller front disc (compared to the Wheelbase: 1,353 mm
Ns160) works well with the drum unit at Saddle Height: 805 mm
the rear; ably supported by CBs. Ground Clearance: 179 mm
regrettably, Bajaj were unable to provide Kerb Weight: 144 kg
us with a claimed fuel-efficiency figure.
eNgiNe
After living with the motorcycle for a
couple of days, i am largely impressed by its torque spread, usability, and refinement Configuration: air-cooled, single cylinder
because they contribute in spades towards improving the everyday ride experience. that Valve-train: SOHC, two valves
makes or breaks the deal for a buyer who is looking at options in that space. Meanwhile, Displacement: 124.45 cc
there were a couple of quality issues that need to be inspected over long-term use. the Bore x Stroke: 52 x 58.6 mm
Ns125’s biggest shortcoming is most likely to be its price. A price range of rs 25,000- Compression Ratio: 10.0:1
30,000 separates the regular 125s such as the Honda sp125 and the Bajaj pulsar 125 from the Fuelling: Carburettor
160s, including the Bajaj pulsar Ns160, the Hero Xtreme 160r, and the tVs Apache rtr Maximum Power: 12 hp at 8,500 rpm
160 4V. You guessed it, the Ns125 sits bang in the middle of this spectrum at rs 98,234 Maximum Torque: 11 Nm at 7,000 rpm
(ex-showroom). then, of course, there are 150s around that price as well. so, enjoyable as it
may be, it does not make a strong case for itself so far as the asking price is concerned. tRaNSmiSSioN
especially when it is flanked on both sides of the scale by multiple options.
Clutch: Wet, multiplate
Gears: Five-speed
Primary Drive: Gear
Final Drive: Chain
Gearshift Pattern: One down, four up

ChaSSiS

Type: Perimeter frame
Front Suspension: Telescopic fork
Rear Suspension: Monoshock with adjustment for preload
Front Brake: 240-mm disc, two-piston caliper, CBS
Rear Brake: 130-mm drum, CBS
Front Wheel: 17-inch, alloy
Rear Wheel: 17-inch, alloy
Front Tyre: 80/100-17, Eurogrip, tubeless
Rear Tyre: 100/90-17, Eurogrip, tubeless
Rake/Trail: 26o/Na

fuel effiCieNCy

Claimed: Na
Tank Capacity: 12 litres
Range: Na

iNdia RatiNg 11112
11112
Design & Style: 1111
Powertrain: 1111
Performance: 11112
Safety: 11112
Ride Quality: 11112
Handling:
Braking:

www.bikeindia.in August 2021 Bike India 87

Tested

88 Bike India August 2021 I Wo
www.bikeindia.in

ApriliA SXR 125

We rode the new maxi-scooter from Aprilia
the SXR 125 to see what it has in store for us

ond Story:ZalCursetjiAugust 2021 Bike India 89
Photography: Apurva Ambep
www.bikeindia.in

Tested

axi scooters! Plush and sPacious with LCD dash is crisp
two wheels and a motor is well-liked in foreign markets. and clear
But this variant of scootering has barely seen much of our Folding hook
south asian nation with a few launches here and there; adds utility
think Kinetic Blaze from yesteryears or the current suzuki
Burgman. aprilia, too, jumped on the bandwagon with www.bikeindia.in
the launch of the sxr 160 and, though none of these are
true maxi-scooters, it did allow a slight taste of the
concept garnering up and down receptions. it was only a matter of time that aprilia
would launch its smaller sibling, the sxr 125. Meant to resemble a maxi-scooter, the
question arises as to how close the aprilia sxr 125 is to the comfort-oriented concept
that maxi-scooters portray?
starting with the visual appeal, the sxr 125 is quite pleasing, which isn’t a surprise
considering it is italian. Perspective-based, though. You have a big flyscreen upfront
that slopes down to a sharp front end that houses twin led headlamps. the curves
continue to the rear tail-lamp that looks straight out of the Star Wars sets with floating
grab-handles sitting above them. the seat is a big single-piece unit that has an
aggressive tilt towards the upswept meaty handlebar, resembling that sporty culture. a
tub sits underneath the seat as well as the fuel tank refilling cap. You also get a lockable
split glove box at the front offering more storage options and a bag hook on the outside
of the box.
the digital dashboard houses tons of information which even includes a rev-counter,
relevance apart, importantly, it is easy to read and quite clear even in direct sunlight.
Pleasant. all this comes in four colour options: Glossy red, Glossy white, Matt Blue,
and Matt Black.
the vroom is brought on via the Bs6 124.45-cc fuel-injected motor we have seen
earlier in the sr 125. the 9.52 hp and 9.2 nm of torque are decent, but nothing to excite
one. Yes, the sxr 125 will not find you wanting when commuting within the city, but a
little oomph isn’t what one should expect.
this aprilia does indeed have its shining light or lights rather. Firstly, the brakes.
with a 220-mm disc brake upfront and a 140-mm drum brake at the rear, coupled with
combi Braking system (cBs), the aprilia sxr 125 holds a strong argument for the best

90 Bike India August 2021

ApriliA SXR 125

India Spec Talk Road test #244 [1] stopping system in the 125-cc segment.
there is bite with a squeeze of the lever
Aprilia SXR 125 and the cBs seems front-biased,
Price: Rs 1.14 lakh (ex-showroom) allowing great feel from the unit as well
as brilliant stability. secondly, the
Overall star rating: 1111 aprilia sxr 125’s handling. arguably
the best in segment here, too; which is a
very noticeable aspect of the scooter.
diMenSionS Planted through the corners, the scooter
rides racier than the maxi-scooter
Length: 1,963 mm [2] persona it depicts. although aprilia
Width: 803 mm
Height: 1,205 mm have tweaked the suspension a little bit
Wheelbase: 1,361 mm and it surely is more comfortable than
Saddle Height: 775 mm that in the sr series, it still is a stiff-ish
Ground Clearance: 160 mm set-up. aprilia have gone down to a
Kerb Weight: 128 kg 12-inch rim size from the 14-inch one we
see on the sr series, which does help
engine with the nimbleness and comfort to an
extent. however, this is a machine more
Configuration: Air-cooled, single-cylinder [3] inclined towards handling rather than
Valve-train: SOHC, three valves
Displacement: 124.45 cc out and out plushness. For instance,
Ignition: CDI ergonomics, where maxi-scooters have a
Starting: Electric and Kick more relaxed riding position, similar to
Bore x Stroke: 52.0 x 58.6 mm what we see in the suzuki Burgman.
Compression ratio: NA here the ergos are more conventional.
Fuel Supply: Fuel injection More in tune with being a little more
Max Power: 9.52 hp at 7,600 rpm engrossing rather than easy-going.
Max Torque: 9.2 Nm at 6,250 rpm [1] Blacked-out exhaust blends in that is exactly what the aprilia sxr
Power:Weight: 74.37 hp/tonne [2] Under-seat storage is generous
[3] Attractive LED tail lamp cluster 125 is. Maxi-scooter? well, in certain
design aspects, maybe, yes. Maxi
scooters, though, are meant to ease one’s
tRAnSMiSSion rear end from point to point while pleasantly commuting distances. Plush comfort is
imperative, added with a few gizmos here and there (just a usB port with the sxr 125).
Clutch: Centrifugal unfortunately, the aprilia sxr 125 does not fit that bill to the tee. the suspension is still
Gears: Variomatic too firm, the seat with my 65-kilogram weight on it felt harder than i would have liked,
Primary Drive: V-belt and that engine, decent, but nothing to write home about. instead, you get a great-
Final Drive: NA

CHASSiS looking scooter that handles supremely well and does boast a brilliant braking system.
hence, our interest remains. But how much does the sxr 125 cost?
Type: Underbone aprilia have priced the sxr 125 at rs 1.14 lakh (ex-showroom) in india and that is
Brakes (F): 220-mm disc, CBS the biggest stone in the italian shoe. the main competitor for the aprilia sxr 125 is the
Brakes (R): 140-mm drum, CBS suzuki Burgman, which can be yours for the price of rs 86,000. that is 30 big ones
Tyre (F): 120/70-12, tubeless cheaper than the aprilia. italian style and brand value considered, that figure just doesn’t
Tyre (R): 120/70-12, tubeless make sense. aprilia, you have a decent product that looks and performs very well, but
Suspension (F): Telescopic fork that price tag might just be the sxr 125’s undoing. additionally, with the 160-cc variant
Suspension (R): Monoshock for just an extra rs 10,000, i wonder, wouldn’t it make more sense to buy that.

fuel effiCienCy

Claimed: NA
Tank Capacity: 7 litres
Range: NA

indiA RAting 11112
1111
Design & Style: 1112
Powertrain: 1111
Performance: 1111
Safety: 1111
Ride Quality: 11112
Handling:
Braking:

www.bikeindia.in August 2021 Bike India 91

Interview

‘Experience is
what you get when you
don’t get what you want’

We speak to Kerman Framna, www.bikeindia.in
four-time national champion,
eight-time state champion, and
winner of the Shiv Chhatrapati Award

92 Bike India August 2021

Kerman Framna

Interviewed By: Joshua Varghese K erman Framna is a legendary indian cyclist who
Photography: Sanjay Raikar has won many cycling events nationally and even represented india
multiple times on the global stage. he is best known for his unbroken King
www.bikeindia.in of the ghats record (21 minutes 20 seconds) that he set in the 1987-88
season at the peak of his career. more than three decades later, even with
ground-breaking advances in bicycle technology, the record remains unbeaten and, so
far as we are concerned, he continues to be the King of the ghats. we caught up with
him during one of his bicycle rides and tried to learn more about his illustrious career.
Kerman has represented india globally multiple times and has won as many as four
national championships and eight state championships. his list of accolades also
includes the prestigious shiv chhatrapati award (1986-1987).
What or who inspired you to take up bicycling?
i come from a family of cyclists. my cousins, Firdosh and nauzer Kayani, were
cyclists and watching them race was fascinating. they inspired me to take up cycling.
How did the move into professional racing happen, especially when this was
not a sport that gained a lot of attention in our country?
during my training and racing, i was spotted by ashok captain and Zubin shroff.
the next moment, ashok captain took me under his wings and trained me. From
that day onwards there was no looking back. even today i go to them when i need
some advice.
Your long list of achievements as a cyclist is a testimony to your extraordinary
abilities, but during which part of your career were you well sponsored/
supported?
Finding sponsors for any sport in india is a difficult task and for the first few years of
my career, i had no sponsors. later on, i managed to get sponsorship from Pravin
Pickles and now suhana masala are on board. Vishal chordia, director of suhana
masala, is a cycling buff himself.

August 2021 Bike India 93

Interview

What is your favourite memory from your career as a professional cyclist? Bicycling Buddy
my favourite memory is breaking the King of the ghats record previously held by the
These days Kerman rides with
late homi Bhathena. i clearly remember the night before the race. i was at homi’s his good friend, Mahayar Irani.
house and he jokingly asked, ‘will you break my record?’ and i humoured him by Mahayar is a hobby cyclist who
saying yes. at the same time, i was quite serious about winning the title. rides frequently for fitness.
Of all the races you took part in, which one was the most challenging and why? Kerman has been a huge part of
Mahayar’s cycling story, so we
all the races were good challenges but the old Bombay-Poona cycle race is the most had a word with the latter as well
challenging and prestigious race in the country. you race against the best riders from all What inspired you to take up cycling as a hobby?
over the country and everyone wants to win. it is 160 kilometres of pure racing and it
was the toughest race in the country. Ten years ago, I was not in the best of health. Kerman,
How often do you cycle these days and how far do you ride then? on the other hand, was as fit as a fiddle. When I asked him
what the secret of his fitness was, he said cycling. Since
i still ride 50 to 100 km at least three to four days a week to keep myself fit. For the past then, I have taken to the sport and I thoroughly enjoy it. My
couple of years, i have been in and out of the hospital due to some illness but the cycling 125-kilogram heft has reduced to almost 89 kg now and I
never stops thanks to my wonderful doctor, Kayanoosh Kadapatti, who has always am still hooked.
walked the extra mile to put me back on the saddle at the earliest. What do you enjoy most about cycling?
Even after winning many awards and accolades, why did you get rid of all your
trophies? It is impossible to pinpoint one thing because it is a
wholesome experience. Things like the beautiful scenery
i do not like to live on past glory. don’t you think it would be nice to live for today and along cycling routes, the enthusiasm among cyclists, and
let the past just slip away? the fitness factor play a huge role in making the whole thing
Decades later, your record stands unbroken. What are your comments enjoyable. I feel fresh and reinvigorated after a ride.
about this? Which is your favourite cycling route in Pune?

records are meant to be broken. someone, someday, will break my record. one thing That is certainly Lavasa because it has an attractive mix
is for sure, i will never ask a young cyclist, ‘will you break my record?’ of breathtaking scenery and a challenging, steep ghat.
What is your favourite cycling route? What is the next step you have planned in your hobby?

my favourite route will always be Pune-shivapur-Pune. The next level I have planned is a cycling trip in Leh-
If you could go back in time and fix something, what would you do? Ladakh. Once the pandemic passes, I want to ride up to
Khardung La.
i would like to fix the final sprint of my third Bombay-Poona cycle race. i had already Your dream destination for a cycling holiday?
won the previous two years. my coach, ashok captain, repeatedly told me to just sprint
Switzerland, hands down. They have amazing roads and
94 Bike India August 2021 cycling routes full of nice twisties with a postcard-worthy
view to match.
How has Kerman played a role in your life as a cyclist?

When I was young, I was not allowed to cycle. As I grew
older, Kerman was a constant source of inspiration.
Looking at him, I got motivated to try out cycling and going
to rides with him is extremely enjoyable. On the way, I have
made huge gains in terms of fitness as well. So, yes, quite a
huge and irreplaceable role.

from the front if i came into the final sprint. like a smart ass,
i did exactly the opposite. i started from the back and finished
second. if i had listened to him (which i always do
otherwise), the results would have been different but there are
no regrets. experience is what you get when you don’t get
what you want.
During our conversation earlier, you mentioned that
safety is a huge concern when cycling. Could you
elaborate on that?

yes, this is the most important aspect of cycling. in india,
i see a lot of people spending thousands and even lakhs of
rupees on a cycle, but they will not spend a fraction of that
on a helmet. i see young kids, men and women, riding
without helmets. Parents should make their kids wear a
helmet while cycling.

www.bikeindia.in



Interview

‘Graphene is
a “wonder”

material’

With news of some significant
advances in electric motive
technology coming to our notice,

we had a chat with
Dr Akshay Singhal, Founder
and CEO of Log9 Materials,
about their new tech that could
effectively replace the ubiquitous

lithium-ion battery pack

Interviewed By: Jim Gorde

96 Bike India August 2021 www.bikeindia.in

Dr AkshAy singhAl

We’d earlier done a feature on Log9 Where is the required graphene sourced working with relevant partners and plans on
Materials’ aluminium fuel cells. How has from? What sort of need do you foresee in setting up its own cell manufacturing plant in
that journey been? terms of volume/quantity? the future by leveraging the PLI scheme offered
by the government. Log9 is also working with
Aluminium Fuel Cell (AFC) is a The graphene used in our products is ancillary industries to develop local cell
breakthrough clean energy solution for India produced in-house. The point to note here is the manufacturing value chain (battery-grade raw
which not only eliminates emission, but also fact that there are multiple variants of graphene materials such as aluminium, graphite, refining
builds a circular economy. However, AFC is a and matching a particular variant to a certain processes, cell assembly, etc) in India.
complex technology with multiple parts and real-world application is a non-trivial process, In the tests, what sort of timeframes may
sub-processes and Log9 is at the stage of system one that Log9 specializes in. However, the we expect the charging to take place in?
level optimization. Furthermore, AFC’s constant company is not in the business of selling What are your test vehicles like?
power, high energy density is best-suited for graphene and will increase the capacity as the
long-haul vehicles (buses/trucks), a sector in demand for its products increases, which is just Our batteries for two-wheelers can be fully
which electrification is yet to pick up, though it a matter of time, considering how large the charged in 15 minutes while providing a range of
has tremendous potential. Log9 is working to market is. All raw materials required for 80 kilometres. For the three-wheeler application,
complete the development and pilots of its AFC producing graphene at Log9 are sourced locally. they can be charged 100 per cent in 40 minutes
technology in line with the pickup of long-haul Where are the graphene battery packs while giving a range of up to 100 km.
EV demand. being produced? Are all components and
Why graphene? What does graphene materials locally sourced? RapidX 2000
mean to the energy storage industry? How
is it better? Our novel hybrid battery packs are assembled The new RapidX 2000 from Log9
in-house and we are on schedule to begin Materials is claimed to be the safest
Graphene is a “wonder” material because of its commercial production a few months down the battery for two-wheeler EVs in its class. It
superlative properties on multiple fronts. The line. We are currently using procured cells to has been tested to withstand high
material is an excellent electrical conductor, a build demand. However, Log9 is closely temperatures, pressure, and collisions. It
great thermal conductor, and also stronger than is designed to power scooters for Indian
steel (at the nano level). Great technological road conditions and provide uniform
inventions generally occur far ahead of their performance up to the last packet of
times, with the initial versions being quite energy. The claimed charge time is 12
expensive and inefficient. However, it is only minutes for 80 per cent and 15 minutes
with the development of advanced materials that for a full charge. The claimed range is
progress and commercial viability can truly more than 70 km per charge while
happen for that technological invention. The battery life is 10 years.
same is the case in the energy storage industry.
Graphene, alongside other novel materials, is an
enabler for making advanced technologies such
as AFC, supercapacitor, and high-quality
lithium-ion batteries viable in today’s markets.

www.bikeindia.in August 2021 Bike India 97

Feature

A Scooter Can
Take You Places

98 Bike India August 2021 www.bikeindia.in

Ladies scoot to the Mountains

Four ladies set out to change A notion travelling on a scooter is a fun and
the way we perceive scooters generally prevalent easy way to explore the captivating
by scaling some of the highest is that a scooter is a landscapes and experience Mother
motorable roads in the world, domestic vehicle nature as you can stop and ride
racking up a memorable meant only for whenever and wherever you want
adventure on the way local commuting. its power and its
immense capabilities go unrecognized You have the thrill on two wheels,
most of the time, but a scooter can but get to travel a little slower and in a
perform beyond our imagination if we relaxed manner to experience all the
care to find out. sights, sounds, and smells of your
MotoFashion india, a sister concern surroundings on a much deeper level
of Milestone Enterprise, the pioneers of
photo tourism, has invoked a different our guided scooter tour is open to
dimension to this humble vehicle. At anyone, both new and seasoned riders,
MotoFashion india, we have taken the men or women, and with or without any
initiative to change the mindset of motorcycle experience
people regarding their scooters: from a
mere commuter machine to something tours are operated by Vinayak
they have never imagined, to go out and Pawaskar and Debojit Roy, who are in
enjoy the pleasures of riding their tour operations for over two decades
scooters. now. they are avid scooter adventurers
to set the ball rolling, we took four having the unique distinction of being
women on their maiden scooter trip to the first to ride a gearless scooter from
the “mecca of riders”, Ladakh, the land sea level (Mumbai) to the highest
of high mountain passes and rugged motorable road in the world, Khardung
terrain which also happens to be the ride La (18,380 feet) in Ladakh
of a lifetime for every rider out there.
now, many may ask, why on a scooter? now picture this — you on a scooter,
Well, the answer is as follows: a winding stretch of the most dramatic
scenery you have ever witnessed, terrain
which offers an endless supply of
curving roads, breathtaking views of

www.bikeindia.in August 2021 Bike India 99

Feature

The VIew in the Mirrors and took them across some of the most
breathtaking locations like Srinagar and
Khardung La (18,380 ft) – Sonmarg and challenging terrain like Kargil–
the world’s highest motorable pass Leh–nubra–Pangong–Pang–Sarchu, and
Chang La (17,585 ft) – Manali before the culmination of their trip in
the world’s second highest motorable pass Chandigarh, having clocked nearly 2,000-plus
Tanglang La (17,480 ft) – kilometres in 10 days.
the world’s third highest motorable pass
Baralacha La (15,910 ft) if we talk about the sheer adventure on this
trip, you would be overwhelmed to know that
the spiritually wondrous land overflowing with the ladies scaled some of the world’s highest
cultural treasures, monasteries, rugged mountain passes of the world on their scooters.
mountains, and natural beauty. ‘We were
awestruck in Ladakh’. this is what the four So, you too can ride on your scooter to go
aforementioned ladies — Ms Archana places. it is really easy, thrilling, and fun. Start
Khanande, Ms Shubhangi Deshmukh, Ms doing more with your scooter rather than just
Renuka Khanande, and Ms Gayatri Khanande doing those mundane commutes.
— had to say about their maiden trip to Ladakh.
to enjoy the pleasure of riding and to know
their scooter adventure started from Jammu more about the scooter tours, you may write
to [email protected]. You may also follow
them on Facebook (www.facebook.com/
mfiscootertours) and instagram
(www.instagram.com/motofashionindia).

100 Bike India August 2021 www.bikeindia.in