Bike India (January 2020)

INDIA’S NO. 1 TWO WHEELER MAGAZINE, BY FAR! ` 100



























VOLUME 15 ISSUE 06 JANUARY 2020 BIKEINDIA.IN

QUARTER










LITRE STREETERS








Present and future Husqvarna


250-cc bikes to Svartpilen 250



watch out for






TESTED

Jawa & forty two

Benelli Leoncino 250


SHOOTOUT

Suzuki Gixxer 250 Yamaha

Benelli
v Yamaha FZ25 Leoncino 250 FZ25






Suzuki
Gixxer 250



Jawa


Jawa
forty two






RIDDEN FEATURE

TVS Apache RTR 160 4V India Bike Week

and 200 4V BS VI 2019
PUBLISHING


/bikeindia @bikeindia /bikeindia /bikeindia www.bikeindia.in

















Swedish Flavour



This is the first editorial of 2020 and we have a new brand of motorcycles launched in Bike India Magazine, S. No. 261/G.L.R. No. 5,
India in the form of Husqvarna. The Swedish brand is owned by KTM and will be sold East Street, Camp, PUNE 411001. India,
through KTM dealerships. Email us at: [email protected]

The India Bike Week (IBW) was held on the 6th and 7th of December and drew a Editor Aspi Bhathena
record crowd. Executive Editor Sarmad Kadiri
Copy Editor Deepak Upadhye
It is that time of the year when the Indian Motorcycle of the Year (IMOTY) is held MotoGP Editor Mat Oxley
and the jury consists of all the leading motorcycle and auto magazines and websites. International Contributors Roland Brown, Glynn Kerr
Unlike last year, when we had a runaway winner in the Royal Enfield 650 Interceptor, Principal Correspondent Jim Gorde
this time the competition was closely fought and the winning margin was just one Senior Correspondent Harket Suchde
point and the winner was Hero Xpulse 200. It is not just about making the best Correspondents Anosh Khumbatta, Joshua Varghese,
Zal Cursetji, Azaman Chothia
motorcycle, but it also has to be value for money.
Art Director Ramnath Chodankar
The Jawa motorcycles were launched in December last year and now, after one Head Design & Production Ravi Parmar
year, we have still not been able to get our hands on the bikes for a road test. One Designers Santosh Wadhai, Sandeep Naik
Senior Photographer Sanjay Raikar
wonders why it took so long to give us the bikes for a road test. Had it not been for 6WDȧ 3KRWRJUDSKHU Saurabh Botre
the IMOTY jury round on the 2nd of December, we would not have got the bikes. That Production Supervisor Dinesh Bhajnik
apart, copying the old Jawa to such an extent as the stance of Administration Executive Roshni Bulsara
end and squat from the rear —
h
ll f
h the motorcycle — the tall front e Publisher Marzban Jasoomani
l
restricts the suspension travel a CEO Hoshang S Billimoria
and that forces them to go for a
stiff suspension set-up. On the p MARKETING HEAD OFFICE
positive side, the low stance at
the rear makes for a low saddle height, thus making it easy to NEXT GEN PUBLISHING PVT. LTD.
manoeuvre the motorcycle. It i s easy to ride the bike in city Unit No 5&6, 1st Floor, B Wing, Trade World, Kamala Mill Compound,
traffic thanks to its low seat h eight along with low gearing and Senapati Bapat Marg, Lower Parel (West).
strong low-end and mid-range performance. MUMBAI 400013. India. Tel: +91 22 43525252
However, if yo u compare this motorcycle with Circulation Manager Kapil Kaushik (North and East)
the Suzuki G ixxer 250, which was on test Subscription Supervisor Sachin Kelkar Tel +91 22 43525220
simultaneo usly, then it falls short in all E mail: [email protected]
departme nts. Apple Newsstand & Magzter Queries [email protected]
Zinio Subscriptions Queries http://in.zinio.com/help/index.jsp
REGIONAL MARKETING OFFICES

Asp DELHI: NEXT GEN PUBLISHING PVT. LTD. 26 B, First Floor,
pi Bhathena EDITOR
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Tel: +91 11 4234 6600 / 6678 Fax: +91 11 4234 6679
General Manager Operations Ellora Dasgupta (North and East)
Member Deputy General Manager Operations
Chanchal Arora (North and East)

BENGALURU: Unit No. 509, 5th Floor ‘B’ Wing,
Mittal Towers, MG Road, Bengaluru 560001, India
Tel: +91 80 66110116/17 Fax: +91 80 41472574
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CHENNAI: Cenetoph Elite, No.5, 1st street, Teynampet,
Chennai 600018, India Tel: +91 44 42108421, 42175421
AHMEDABAD: Devendra Mehta Mob No. 09714913234
Why India stands Apart HYDERABAD: Srinivas Gangula, Territory Sales Incharge

Team headed by the only Indian to have raced at the Isle of Man TT (Circulation), Hyderabad. Tel +91 9000555756
We don’t just test bikes, we build them ourselves too KOLKATA: Vidyasagar Gupta, Territory Sales Incharge
(Circulation), Kolkata 700035, India. Tel +91 09804085683
In case there is a problem in a bike, we don’t just find faults;
we suggest appropriate solutions
Views and opinions expressed in the magazine are not necessarily those of Next
Our technical know-how makes our reviews that Gen Publishing Pvt. Ltd. Next Gen Publishing does not take responsibility for
returning unsolicited manuscripts, photographs or other material. All material
much more technically accurate
published in Bike India is copyright and no part of the magazine may be reproduced
in part or full without the express prior written permission of the publisher.
2016 We built the 2006 We built the 2017 We built a race replica of the Printed by Marzban Jasoomani, Next Gen Publishing Pvt. Ltd.,
Bajaj Pulsar AS200 Yamaha Gladiator Harley-Davidson Street 750 Unit No 5&6, 1st Floor, B Wing, Trade World, Kamala Mill Compound,
Senapati Bapat Marg, Lower Parel (West). Mumbai - 400013.
Published by Marzban Jasoomani,
Next Gen Publishing Pvt. Ltd., Unit No 5&6, 1st Floor,
B Wing, Trade World, Kamala Mill Compound,
Senapati Bapat Marg, Lower Parel (West).
Mumbai - 400013.
Printed at Kala Jyothi Process Pvt. Ltd,
1-1-60/5 RTCX Roads, Hyderabad - 20.
Published at Next Gen Publishing Pvt. Ltd.,
Unit No 5&6, 1st Floor, B Wing, Trade World,
Kamala Mill Compound, Senapati Bapat Marg,
Lower Parel (West). Mumbai - 400013


10 Bike India January 2020 www.bikeindia.in



Send in Your Pictures with #BIKERS to: /bikeindia [email protected]
















































We’ve completed

14 YEARS at BIKE INDIA,

and YOU, our READERS, are

the FUEL that drives us forward.

Your SUPPORT is the most VALUABLE

component of BIKE INDIA magazine,

and we can’t THANK YOU enough.

So here’s a tribute to YOU

— the amazing #BIkers.

May our bond grow ever


STRONGER.

Ride hard, RIDE SAFE.

NEW INTRODUCTION

` 100
INDIA’S NO. 1 TWO WHEELER MAGAZINE, BY FAR!
January 2020 Volume 15 Issue 06
QUARTER Svartpilen 250
LITRE STREETERS
32 watch out for for y two Jawa RIDDEN Benelli Jawa India Bike Week Yamaha FZ25
Husqvarna
Present and future
250 cc bikes to
TESTED
Jawa & forty two
Benel i Leoncino 250
SHOOTOUT
Suzuki Gixxer 250
Leoncino 250
v Yamaha FZ25
Suzuki
Gixxer 250
FEATURE
and 200 4V BS VI
TVS Apache RTR 160 4V and 200 4V TVS Apache RTR 160 4V 2019
The revised iterations of the popular Apache
performance duo get updated for 2020












10 Editorial
12 YOU

16 Ignition

22 Readers Write
24 Design Trends

106 BI GBU



16 38

28 Indian Motorcycle of the Year
The established jury members decide on
the best of the lot for this year

62 Ride to India Bike Week
We take the thunder down to Goa, heading
for the sixth edition of IBW
66 India Bike Week 2019
All the action, colours and excitement from
the biggest motorcycle festival in Goa
100 Royal Enfield Rider Mania
We head to Goa to get down and dirty in
Royal Enfield’s first media dirt-track race
46 54



38 FZ25 meets Gixxer 250
The Yamaha and Suzuki 250-cc singles
square off in a classic street-fight





46 Jawa forty two
Legendary classic styling meets road in the
present day
54 Benelli Leoncino 250
The quarter-litre Leoncino gets put through
our road-test
58 Honda Activa 125 BS VI 58 66
Armed with PGM-Fi, the new Activa 125
leads Honda scooters into the future





104 JK Tyre Festival of Speed




14 Bike India January 2020



All the latest happenings in the world





















































The











Husk




















Are H


















16 Bike India January 2020 www.bikeindia.in

The 250-cc arrows from


Sweden have arrived in India



ies
single-cylinder engine which makes
31 hp and 24 Nm of peak torque. Both
get the same steel trellis frame with an
upside down (USD) fork at the front and
a monoshock at the rear with 17-inch
wheels. Braking duties are shouldered
by a 320-mm disc at the front and a 230-
mm one at the rear with dual-channel
ABS. The only difference is in the riding
position: whereas the Svartpilen’s is
upright with a wide handlebar, the
ere T finally landed on our shores. neat bodywork and an LED headlamp
Vitpilen’s is aggressive with a clip-on
handlebar.
HE MUCH-AWAITED
The bikes get a compact design with
Husqvarna motorcycles have
up front. The Husqvarna logo on the
tank is accompanied by “Svartpilen” or
The two bikes are the Svartpilen 250
and the Vitpilen 250. They share their
“Vitpilen” highlighted on either side of
platforms with the KTM 250 Duke.
the bikes. Both the motorcycles weigh
While Svartpilen is Swedish for
around 154 kg, which is just as much as
“black arrow”, Vitpilen means “white
arrow”. That is why the Vitpilen will be
Considering that the Husqvarna
Prices will be announced later this year
sold only in white and the Svartpilen
alongside the official launch, they will
only in black. The Svartpilen 250 will the KTM 250 Duke.
be a scrambler and the Vitpilen 250 a be BS VI-compliant. To start with, the
café racer. company will be selling the Huskies at
The details available as of now are KTM showrooms. We expect the bikes to
that both bikes get the same 250-cc, be priced between Rs 2 and Rs 2.5 lakh.



www.bikeindia.in January 2020 Bike India 17

Ducati Race


Bike Parts Now

Collectors’ Items


DUCATI AND DUCATI CORSE HAVE
launched the Memorabilia project. It
gives enthusiasts the unique opportunity
to buy parts from motorcycles raced by
Ducati’s MotoGP and SBK riders.
The parts on offer include crankshafts,
camshafts, pistons, and connecting
rods. Each of these items will come with
a certificate of authenticity, personally
signed by Claudio Domenicali and Gigi
Dall’Igna. Each part will also have a
technical description and information
about the rider who ran that part. From
2020, these items can be bought on
Ducati’s official website, only until stocks
Hero MotoSports Ready last, of course.



for 2020 Dakar



HERO ARE READY TO BRAVE THE DAKAR FOR His spot in the team was occupied by the
the fourth consecutive year; this year with a 25-year-old German rider, Sebastian Bühler.
four-rider-strong squad. Initially, the team Bühler made his début in Dakar 2019 as a
comprised Joaquim Rodrigues, CS Santosh, privateer and crossed the line in 20th place,
Oriol Mena, and Paulo Goncalves. However, also taking the crown for the third-best
Oriol Mena had to pull out of the competition rookie. This year with factory backing, it will
at the last minute due to an aggravated be interesting to see what this youngster can
injury. He had hurt himself earlier in 2019 and do. We wish the team the best as they tackle
was unable to recover in time for Dakar 2020. the sandy expanse of Saudi Arabia.







Royal Enfield


Classic Exhaust


Choices on



Offer



MOST MOTORCYCLE OWNERS LOVE TO CUSTOMIZE
their machines to reflect their personalities.
However, bolting after-market products on to
their new machines is likely to render the bike’s
warranty null and void. That is why Royal Enfield
will now provide no less than 16 different exhaust
designs for the Classic 350 and 500, from old-
school pea-shooters to modern slash-cut units.
Priced at around Rs 3,500 and made of stainless
steel, these will not adversely affect the machine’s
warranty and will also come with a Royal Enfield
two-year warranty.






18 Bike India January 2020 www.bikeindia.in

IGNITION




MV Agusta to Produce


350-cc Twins Hero XTracks
in Kolkata
PERHAPS, IN A MOVE TO CUT INTO MARKETS WHERE
small-displacement motorcycles thrive, MV Agusta, known for
THIS OFF-ROAD-ORIENTED RIDING
their premium motorcycles, have decided to make 350-cc twin-
event in Kolkata for the Xpulse
cylinder motorcycles. The core of this move
200 OWNERS attracted over 250
revolves around a new engine which will
riders. It gave Xpulse owners a safe,
serve as the base for several models from
specially-curated track to push
the house of MV Agusta.
their motorcycles and hone their
MV have not yet revealed further
dirt-riding skills as well. XTracks
information about the engine and the motorcycles it will power.
previously visited Bengaluru,
The goal of this move is, perhaps, to make the MV badge more
Chennai, Delhi/NCR, and Mumbai.
accessible (well, relatively speaking) and make motorcycles that
After a safety briefing, the owners
are more friendly for everyday use. Expect to see the first bike in
were led out on to the track under
this range at the next EICMA.
the guidance of expert riders from
Hero MotoCorp. In addition to riding
around the track, they also got a
Hero Cycles chance to tackle specific obstacles
that highlighted certain features
Open 25th of the Xpulse 200. XTracks will now
move on to other cities in the country.
Store





HERO CYCLES RECENTLY OPENED THEIR FIRST EXCLUSIVE
brand store IN Gurugram. It offers a one-stop destination for Online PUC Comes into Effect
biking enthusiasts of the city to experience a wide range of Hero
products. THE “POLLUTION UNDER CONTROL” (PUC) CERTIFICATE HAS GONE DIGITAL. A VISIT
The Hero Sprint Store at DLF Phase 1 is the company’s 25th to the PUC checkpoints threw up some good and some
exclusive brand store in the country since 2017. It will also offer not-so-good surprises. Good, because the online PUC is
bike servicing, EMI schemes, insurance policies, and a wide now available with a choice of duration of six months or one
range of riding accessories. Hero Cycles say that the idea behind year. The process involves a picture of the registration plate
such brand stores is to give the customer an immersive and taken by the PUC checkpoints or your brand’s authorized
upgraded experience of purchasing bicycles. service centres and uploaded online, with a printout after
completion of the test, subject to compliance, being issued
which does not need to be carried around as the PUC can be viewed online.
On the flip-side, the not-so-good surprise comes to those with older vehicles
that were not issued a smart-card registration certificate (RC). This can be sorted
by doing the vehicle’s online registration to make the entry in the database. The
old – and rather long – Form 23 now has a contemporary, the Form 23A. Though
many are still in the dark about this, a visit to the Regional Transport Office (RTO)
or a driving school agent is what one would need to do to take care of it. This is
applicable to older road-legal vehicles – those that were registered before the issue
of smart-card RCs. If, however, the vehicle is over 15 years old, it must also pass a
fitness test and the requisite Green Tax must also be paid.




Flagship TVS Hero MotoCorp Announce

Showroom in


Guatemala Price Hike

WITH THE TRANSITION FROM BS IV TO BS VI, MANUFACTURERS
TVS MOTOR COMPANY IN ASSOCIATION WITH CADISA are ready to scale production of new BS VI-compliant engines
(a business group active in Guatemala and El Salvador) and phase out BS-IV engines. Hero MotoCorp have announced
announced the opening of their flagship showroom in an upward revision in their ex-showroom prices of motorcycles
Guatemala city. Furthermore, TVS also launched four new and scooters. This will come into effect from the 1st of January
products there: the Apache RR 310, Apache RTR 200 4V, Apache 2020. The price increase across its range of two-wheelers will be
RTR 160 4V, and Ntorq 125. TVS will also be present in several up to Rs 2,000, although the exact percentage in hike will vary
multi-brand dealerships in the region. on the basis of the model and the market.



www.bikeindia.in January 2020 Bike India 19

IgnItIon LAUNCHES





2020 Triumph Rocket 3 R BS-VI TVS



The new Triumph Rocket 3 R has been launched in India with a price tag of Jupiter Classic
Rs 18 lakh (ex-showroom). The motorcycle draws power from a 2,458-cc, liquid-
cooled, longitudinal triple that produces 167 hp at 6,000 rpm and a peak torque
of 221 Nm at 4,000 rpm. Its fully digital instrument console can pair with your The new TVS Jupiter Classic is equipped with
smartphone to offer a variety of services via an app. Rider aids include riding ET-fi (Ecothrust fuel injection) which makes it BS
modes and cruise control as well. The best part is that this behemoth of a VI-compliant. The scooter is priced at Rs 67,911 (ex-
motorcycle is now 40 kilograms lighter than its predecessor. showroom), about Rs 8,000 dearer than the outgoing BS-
IV version. TVS claim that this retro-styled version of the
Jupiter delivers 15 per cent better fuel efficiency. other
updates include a USB charger in the front panel and
a tinted visor. Paint schemes on offer are Sunlit Ivory,
Indiblue, and Autumn Brown. TVS also announced that
the other versions of the Jupiter would receive the BS-VI
update soon.
















BS-VI TVS Apache


RTR 200 4V, RTR 160 4V




The TVS Apache RTR 200 4V and its smaller
sibling,theRTR1604V,havenowbeenslightly
updated and get BS VI-ready engines. The Kinetic E-speed
new headlamps make them stand apart from
the outgoing models. The biggest change are Kinetic Green and Autoline Industries have formed
the BS VI-compliant engines. The TVS Apache an alliance to produce the E-Speed, which is an e-bicycle
RTR 200 4V is priced at Rs 1.24 lakh, nearly Rs that retails for Rs 25,000. There are two variants on
13,000 more than the price of its predecessor. offer: one with 26-inch wheels and another with 24-inch
The TVS Apache RTR 160 4V will be sold with ones. While there is an electric motor to make things
an option of either a rear drum brake or a rear easy, the rider can switch to pedal power any time.
disc brake, with the front ABS-equipped disc Motive force comes from a 250-watt (0.34 hp) motor
being standard. They are priced at Rs 99,950 that powers the front wheel. The manufacturer claims
and Rs 1.03 lakh (ex-showroom) respectively. that these e-bicycles can reach a top speed of 25 km/h.
you can flip through the pages to read our The portable 11-Ah lithium-ion battery pack takes three
first ride reports in this issue. hours to get fully charged and offers a range of 30-35 km.






Jawa Perak



The Perak joins the Jawa line-up in India as
their third motorcycle. This retro-modern bobber
is priced at Rs 1.95 lakh (ex-showroom) and is
slightly different from the Jawa and the forty Two
in terms of mechanicals. Powering the Perak is a
334-cc, liquid-cooled, single-cylinder engine that
produces 30.42 hp and a peak torque of 31 Nm.
Jawa Motorcycles also confirmed that bookings
would open in January. The waiting period is
expected to be between three and four months.





20 Bike India January 2020 www.bikeindia.in



NOTE: Dear Readers, Thank you for the large number of letters! However, we request you to send
Get in touch... them in a proper format. Firstly, please ensure that your letters are part of the e-mail itself, and
not an attachment. Only pictures, wherever necessary, may be sent as attachments. Secondly,
@bikeindia /bikeindia /bikeindia /bikeindia please mention the subject in the subject line. For example, if your letter is for the ‘Readers
Write’ column, please mention READERS WRITE in the subject line. If it is a technical query to be
www.bikeindia.in [email protected] answered by us, please mention TECHNO MAIL and so on. Otherwise your mail could land up in
the spam bin. This will ensure that your letters and queries are published regularly.
S.No. 261/G.L.R. No. 5, East Street, Camp, Pune 411001. – Editor



Where Did You Get those by our editor, Aspi Bhathena. If you are
Pipes from? interested, you may get in touch with him at

XWhich exhaust system have you installed on [email protected]. By the way, we were able
to dyno-test the motorcycle at IBW and there is
the Royal Enfield Interceptor 650 that you took a full story about it in the pages that follow.
to the recent India Bike Week? Where can I buy
them from?
Jitendra Khatri, via social media Where Do I Sign Up?
How do I sign up for the job of a motorcycle
Dear Jitendra, journalist at Bike India?
That exhaust system is a custom job designed Tenzin Rapten, via social media















Dear Tenzin,
To be part of our team, you have to be a
motorcycle enthusiast who is adept at penning
what you feel about the motorcycles you have
ridden. Of course, you have to be a good and
safe rider as well. Send us a 400-500 word
writing sample of one of your motorcycle trips
or tell us in as many words what your favourite
machine is and why you like it. You will have to
work in Pune city. We look forward to hearing
from you at [email protected].






Star
Letter




Which Seat Do I Choose?


I am a motorcyclist with an appetite for good food and travel.
This combination of interests has left me with a Kawasaki Ninja
650 and a gut that is beginning to precede the rest of my person.
I am looking at supplementing the seat on my motorcycle with
either an air-cushioned seat or a similar gel-based solution. What
are your views on both of them?
Hamza P, via social media


Dear Hamza,
Air-cushioned seats are quite comfortable, yes. They also have the
advantage of being portable and convenient to pack. While gel-
based seats are more comfortable, they cannot be folded away
for easy storage. Furthermore, we have heard from some of our
readers that the gel seats get quite warm on summer days and
are not as comfortable as usual. Taking these things into account,
please test and select a product that is best suited to your needs.





22 Bike India January 2020 www.bikeindia.in



(Clockwise from top left)
Whatever happened
to the Münch Mammut
2000, Foggy Petronas
Images Copyrights: Münch, Foggy Petronas Racing, Glynn Kerr, Daimler-Chrysler Group
FP1, Crocker C4 or
Dodge Tomahawk?





























Success Failure?













Design guru Glynn Kerr T WAS A TASK I’D BEEN PUTTING OFF FOR SOME TIME.
My office storage closet is a good size, but it was filled to the ceiling with
on the fate of new two- magazine issues I’ve contributed to in some way, plus sundry photographic
equipment, printing supplies, and the like. It’s also the official hiding place for
Christmas and birthday gifts, which means everyone is under instruction to
wheeler concepts ― some keep out. Useful.

The magazines have been piling up, two volumes deep on every shelf, and
of which reach fruition had reached the point where there was literally no room for any further copies.

There was nothing for it but to go through the lot, keeping the odd magazine of special
while some others head value, but reducing the rest to just the applicable pages. In and around my other duties, it
has taken over a month. Motorcycle Consumer News and Bike India were spared the cull.
Going through all these magazines page by page, I was reminded of the prolific
straight for oblivion output of new two-wheeled proposals that have appeared over the last 30 years,

many of which disappeared without trace shortly after their début. In some cases,





24 Bike India January 2020 www.bikeindia.in

BELOW: RIGHT:
Everett Rogers’ 2003 Laverda SFC
Diffusion of Innovations 1000 study went
theory, 1962 no further


Image Copyright: Everett Rogers











Image Copyright: Glynn Kerr






























Image Copyright: Glynn Kerr LEFT:
The original
750 SFC made
a simpler and
more coherent
statement



that was a blessing for us all, while others deserved a better fate. Knowing the level of hard work, money,
and pure dedication that goes into every new project, good or bad, it shows the return on that investment
is far from assured.
Remember the 2003 Laverda SFC1000? You’d be forgiven if you don’t, because it appeared as a prototype at
the 2003 Milan EICMA with dodgy styling and in track-only form. It resurfaced a month later at the Paris
show, complete with street equipment, including lights that
were apparently influenced by welding goggles, after which it
was never seen again. Other than being painted orange, there 2007 Crocker C4? The eight-litre V10 Dodge Tomahawk? All had pretensions of
was little that linked it to its earlier 750 namesake, neither production runs, albeit limited ones, but all went south pretty quickly.
through its Aprilia V-twin engine, nor the convoluted Various studies have been undertaken to research what percentage of new products
bodywork. Whether I could have done better (I was initially fail in the marketplace and why. The results suggest a failure rate of between 70 and 95
promised the contract, which was then diverted to another per cent, depending on whose study is most accurate. Presumably, other factors come
designer) is moot, although Aprilia, Laverda’s new owners, into play, too, such as geographic location, the target audience (age, gender, income
may have considered the model too close to the Tuono for levels...), and the type of product in question. So, how much those figures are
comfort in any case. Either way, it was a sad end for a truly great applicable to motorcycles is unclear.
brand and its historically famous model. Whatever the nature, it’s a fact that introducing a new product to the marketplace is
The SFC is just one of thousands of hopefuls that emerged fraught with challenges, including the unpredictable nature of customers. Motorcycles
with great fanfare, only to fade into oblivion shortly afterwards. are arguably more predictable than many other products, because, being a relatively
Whatever happened to the Petronas FP1, created as a conservative group, the buyers’ requirements and expectations are pretty clear. That’s
homologation special for Carl Fogarty’s SBK race team? Or the why so many companies produce very predictable models. Nothing wrong with that;
260-hp Ford Cosworth-engined Münch Mammut 2000? The it’s a savvy fiscal policy. But it doesn’t move the game forwards and it’s down to a few





www.bikeindia.in January 2020 Bike India 25

DESIGN TRENDS



















RIGHT:
Innovative 1992
Yamaha GTS failed to
find many buyers

BELOW:
Yamaha Niken
prototype drew Image Copyright: Yamaha
plenty of attention
on its début at the
2015 Milan EICMA


Why any new product


fails has been analysed


in numerous studies. The


conclusions are mostly down


to a lack of preparation


for marketing and a poor
Images Copyrights: Glynn Kerr understanding of the target






customer group





manufacturers that appeal to the more edgy sector of the market that demands novelty, revolutionary looks,
and the latest technology to push the envelope.
The hope is that the first buyers, the “Innovators” (buyers who welcome new directions, have the confidence to
overlook peer pressure, and the money to shrug off the occasional failure — typically, only 2.5 per cent of the total
market) — will be followed by the “Early Adopters” and then the “Early Majority”. When the product has been
sufficiently endorsed by these groups, it will, in turn, sell to the
“Late Majority”, and finally the “Laggards” (Everett Rogers,
Diffusion of Innovations, 1962). Clearly, it’s vital to get the early passionate following from potential customers, who actively seek information on the latest
groups to participate, because without them, the last 50 per cent models by reading articles in magazines or online and by attending motorcycle shows or
cannot exist. Fortunately, being highly emotive items, the visiting dealer showrooms. Manufacturers of office furniture don’t have it so easy.
purchase decision of a motorcycle is often made from a higher Public interest doesn’t always translate into sales, though.The hub-centre steering on
degree of emotion over rationale than most products, although Yamaha’s GTS fascinated show-goers on its 1992 début and everyone just had to turn the
the proportion varies with the category of motorcycle. Asports bars to see the linkage in operation — myself included, and I had been part of the actual
bike or chopper-style will be more influenced by pure desire than design team! But the high price helped dissuade people from buying it and although the
a tourer or commuter, for which practicality will be more model has a small but dedicated following today, it failed to penetrate the “Early
important and the final decision more considered. Adopters” group at the time and the venture failed.Despite this, Yamaha have persevered
Of course, potential buyers of any new product have to be with exploration of the “funny front end” strategy and produced theNiken, which may
made aware that it exists, which usually involves extensive and see better results. If so, this can be partly attributed to generally favourable road tests,
expensive advertising.But the good thing with motorcycles from which could help early buyers overcome any initial hesitancy over the twin front-wheel
a manufacturer’s viewpoint is that most of them are highly set-up. Such reports act as “Change Agents”, which help influence the buyer’s
exciting and enthusiast-oriented products.There is a strong and acceptance or rejection in the ultimate decision-making process.





26 Bike India January 2020 www.bikeindia.in

ABOVE:
Bimota V-due was under-developed and
under-funded and missed the brief two-
stroke supersport craze


BELOW:
If you’re a low-volume manufacturer, your
products have to stand out from the crowd



Image Copyright: BMW


Image Copyright: Bimota


































Image Copyright: Bimota











High volume manufacturers will mostly tend towards safer designs with a more predictable sales pattern. ABOVE:
Honda’s style is typically more on the conservative side, with refined and relatively understated designs that Customers have more faith in new
technology when it’s introduced by a
avoid deterring sales through lack of customer acceptance. That said, Honda have been one of the leading
respected manufacturer like BMW
innovators, unafraid of introducing new technology that has not always been commercially successful (turbos,
oval pistons...). They can also be acknowledged for attempting to cultivate a unique customer group, through
atypical designs such as the NC700 range, although mass-market was clearly still the
aim. The decidedly NOT understated DN-01 and Vultus scooters were even more
audacious ventures aimed at finding new customers, from which we can conclude that Why any new product fails has been analysed in
Honda’s strategy is mostly mainstream with the occasional wildcard thrown in to see numerous studies. The conclusions are mostly down to a
what the market will accept. Honda are large enough to withstand the odd failure and lack of preparation for marketing and a poor understanding
having a car division to help support it is also helpful. of the target customer group (although as nearly all of the
Smallercompaniesneedtooffersomethingmoreuniqueandsotheirriskfactoris studies were conducted by marketing companies, this result,
considerablyhigher,combinedwithalessstablefinancialsituation.Butwhateverthe perhaps, isn’t surprising). The focus is inevitably on the
situation,anynewproductthataimsbeyondthepredictabledependsonsolidinnovation, initial development, often done under pressure of time or
investment,marketunderstanding,anddedication.Andthenthere’stheaspectofluck.For financial resources, followed by manufacture. Here,
example,alltherightingredientscouldbeinplace,buttimingisn’talwaysonyourside. motorcycles are at a disadvantage, because funds are
TheFoggyPetronasfailedbecauseitsengine,developedforthe900-ccclass,couldn’t frequently limited and the necessary refinement and testing
competewhentheruleswereamendedtoone-litrebythetimethebikewasreadytorace. can be insufficient before the product hits the market
Thebestplaceinthechampionshipwas21stinthehandsofSteveMartin(notthe (Bimota V-due anyone?). All it takes are a few negative
comedian,whichwouldexplainit)andunreliabilityplaguedthebikefromtheoutset. reviews and those early buyers will reject it. And as we have
Neitherofthosefactorswereagoodadvertisementforthecompany. seen, without them, there’s no main market.





www.bikeindia.in January 2020 Bike India 27

Indian Motorcyclee of the Year 2020
I n d i an M o t o r c y c l











It’s that time of the year again when eminent journalists from across the


the Indian Motorcycle of the Year (IMOTY).
the Indian Motorcycle
































































































28 Bike India January 2020 www.bikeindia.in

imoty 2020


Indian Motorcycle of the Year 2020












automobile industry come together to decide one of the most prestigious awards:


the Indian Motorcycle of the Year (IMOTY).

































































































www.bikeindia.in January 2020 Bike India 29

imoty 2020

























































Pawan Munjal, MD, Chairman & CEO - Hero MotoCorp
receiving the award from Dr Raghupati Singhania,
Chairman & Managing Director, JK Tyre & Industries Ltd







ver the years the IMOty has becOMe the MOst cOveted twO-wheeler
award in our country for its credibility and is often referred to as the “Oscar of Indian motorcycle awards”.a Jury
Omajor reason for its huge success and growing popularity is JK tyres. they have been supporting this award
and sponsoring the grand award ceremony right since its inception. Auto Today
For the 2020 edition, the eminent members of the jury gathered at thebuddh Internationalcircuit (bIc) to vote
for the most outstanding motorcycle of the year. Rahul Ghosh & Dipayan Dutta
there are a few basic rules the jury members followed while giving their scores and voting.the winner was AutoX
decided on the following parameters: did the model raise the bar in the segment, was it reasonably priced, and was it
relevant to the Indian two-wheeler market. Arup Das & Jared Solomon
although the year 2019 witnessed a number of new motorcycles being launched, the jury shortlist included
the following: Bike India
the bajaj avenger street 160 and the Pulsar 125, benelli Imperiale 400,hero Xtreme 200s and Xpulse 200, Aspi Bhathena & Sarmad Kadiri
honda cb300r, Jawa, KtM 125 duke, suzuki Gixxer 250, andyamaha Mt-15. One of the conditions was that the
bikes had to be made available at thebIc on the 2nd ofdecember for the jury to test-ride before they can be allotted Evo India
points on the scoring sheets. Sirish Chandran
to keep the award proceedings transparent and to preclude any misgivings, the IMOty had joined hands with
Grant thornton as the award validation partner.representatives from this reputed agency collected the scoring sheets Motoring World
during the jury round, tabulated the points, and ensured complete secrecy by presenting the envelope with the Kartik Ware & Pablo Chatterjee
winner’s name only at the award ceremony.
this ceremony was a gala event on 18december that witnessed an impressive turnout. top management from the Overdrive
two-wheeler industry joined the celebration, eager to find out which motorcycle would win the big prize. Abhay Verma & Rohit Paradkar
Finally, dr raghupati singhania, chairman & Managing director, JK tyre & Industries ltd, and aspi bhathena,
chairman, IMOty, opened the sealed envelope and declared hero Xpulse 200 as the winner of IMOty 2020. Individual Member
Pawan Munjal, Md, chairman & ceO - hero Motocorp received the award. the celebration continued through Vikrant Singh
the night as famed singer Gary lawyer enthralled the gathering with some classic foot-tapping numbers.




30 Bike India January 2020 www.bikeindia.in



the System
















Can TVS’s Apache RTR 160 4V retain its fun

factor with the shift to BS VI? We investigate



Story: Anosh Khumbatta Photography: Saurabh Botre




Y APRIL 2020, ALL MOTORCYCLES SOLD IN INDIA WILL
have to adhere to the stringent BS VI emission norms. This is a great step for
the environment, ensuring cleaner air for future generations; however, as a
motorcycle junkie, I can’t help but feel a bit of trepidation. After all, for a
current generation BS IV-compliant motorcycle to pass the new BS VI standards, it
requires an additional catalytic converter within the exhaust system, which adds weight
and compromises the exhaust note. The ECU also goes through tuning and mapping
changes that result in the engine making a little less power, hence the expectation of a
BS-VI motorcycle is that it will weigh more, not perform as well, and not sound as
good as its predecessors.
So, you can understand my anxiety as we approached the TVS factory and test-track
in Hosur to ride the updated-for-2020 Apache RTR 160 4V. The original 160 4V was
an instant hit when it was launched in early 2018 and has been my daily ride to and
from work for over a year. It is quick, involving, and great fun through the urban
sprawl and I fear that adding weight and subtracting power may rob the 2020 iteration
of the fine balance that made the outgoing bike such an enjoyable machine. However,
TVS is a company with a rich racing heritage and building bikes that perform is of
prime importance to them. Hence the invite to ride the new RTR 160 4V at their
private test-track in the hope of putting my fears to rest.
The only obvious visible difference between this bike and the older 160 4V is the
headlight, which is now an LED unit in an all-new housing. I actually prefer the look
of the older version, but, maybe, that’s because I’ve spent so much time with it. The
rest of the bike seems unchanged,
except for a few stickers and a dual-
tone seat. A quick tap of the new one-
touch starter brings the 160-cc single
eagerly to life with a healthy, unspoiled
exhaust note that immediately puts a
smile on my face.
On paper, the 2020 Apache 160 4V GEAR CHECK
makes about 0.8 less horsepower and Rider: Anosh Khumbatta
0.6 Nm less torque than the outgoing Helmet: Scorpion EXO-R410

The striking bike, but accelerating down the long Jacket: XDI Hooligan
new face of straight at TVS’s test-track, the bike Pants: Richa Navara
the RTR 160 felt as enthusiastic as I remember it, Gloves: Ixon RS Drift
4V may not effortlessly getting to triple-digit Boots: Forma Jasper
appeal to all
speeds. In fact, I found the throttle



32 Bike India January 2020 www.bikeindia.in

2020 TVS APACHE RTR 160 4V























































































































www.bikeindia.in January 2020 Bike India 33

2020 TVS APACHE RTR 160 4V



The TVS Apache RTR 160


4V is still, in my opinion, one

of the best all-round sporty

commuters you can buy in


the 150- to 180-cc segment





















NEED TO KNOW

2020 TVS Apache RTR 160 4V
Price: Rs 1.03 lakh (ex-showroom)
Engine: 159.7 cc, SOHC, four-valve,
air-cooled, single cylinder
ABOVE:TVShave
Output: 16.02 PS @ 8, 250 rpm, 14.12 Nm
beenabletoretainthe
@ 7,250 rpm
slimexhaust
Transmission: Five-speed, chain drive
Brakes: 270-mm disc (F), 200-mm disc (R) RIGHT:Theonly
Tyres: 90/90-17 (F), 130/70-17 (R), tubeless visibledifferencebeing
thebulkierheader
Kerb Weight: 149 kg
pipe,toaccomodate
thenewcat-con


response marginally better than on the outgoing bike, and acceleration through the rev-range felt smooth
and linear. The five-speed gearbox is unchanged and shifts in either direction are smooth and positive.
One of the talking points of this motorcycle is what TVS call “GTT”, short for Glide Through
Technology. This is a torque assist system that slightly opens the butterfly valves in the throttle body at
crawling speeds, so that you don’t have to use the throttle when negotiating slow-moving traffic. Although it
sounds somewhat gimmicky, the system works well and you can even set off from a standstill without any
throttle, by slowly releasing the clutch and cruise along at seven km/h in first gear, 12 km/h in second gear,
and about 17 km/h in third, with no danger of stalling the motorcycle. This should make urban commutes
through dense traffic somewhat easier.
The Apache 160 4V has always been a great-handling
motorcycle and that hasn’t changed with this update. The found the ABS itself to be a little too intrusive, especially when braking hard over
telescopic fork and the Showa-tuned monoshock are set up to less than perfect tarmac. This will probably be a non-issue around town, but will be
provide an ideal compromise between performance and noticed if aggressively pushing this bike to its limit and I feel some improvement is
comfort, combining a quick-steering character with the ability due in this respect; after all, TVS position this bike as a sporty commuter, imbued
to soak up mid-corner bumps without destabilizing the with their “Racing DNA”.
chassis or startling the rider. TVS have also offset the weight Now comes the matter of price. The fuel-injected version of the outgoing bike
gains from the additional hardware within the visually retails at just over Rs 1 lakh, while the BS-VI relevant hardware and development
unchanged exhaust system by shaving off weight in several that went into the new bike has pushed the price up by about Rs 2,500. I consider
places, including the headlight, new, lightweight piston, this a small price to pay for cleaner air in our cities.
panel mounting points on the chassis and more, for an Riding the 2020 Apache RTR 160 4V was quite a relief. I travelled to Hosur
unchanged kerb weight of 149 kilograms. somewhat worried that the new emission norms would result in a neutered version of
Braking duties are still handled by petal discs at both ends; the exciting little motorcycle that I quite like, but I am happy to report that TVS have
however, TVS have now included a single-channel ABS found a way to adhere to the new legislation while still keeping the excitement
system to keep the front wheel from locking up. This is no quotient intact. The TVS Apache RTR 160 4V is still, in my opinion, one of the best
doubt a necessary safety feature, but I feel it still needs a bit of all-round sporty commuters you can buy in the 150- to 180-cc segment.
tuning. Stopping power is still excellent, though the once firm Now flip over to the next page to read our review of the 160 4V’s big brother, the
brake lever now feels quite spongy and lacks feedback. I new Apache RTR 200 4V.



34 Bike India January 2020 www.bikeindia.in



Mission






Accomplished




















































































After being quite impressed with the new Apache RTR 160 4V, it is

now time to put the BS VI-compliant RTR 200 4V to the test



Story: Anosh Khumbatta Photography: Saurabh Botre







36 Bike India January 2020 www.bikeindia.in

2020 TVS APACHE RTR 200 4V






HE PREVIOUS STORY IN hander at the test-track, the motorcycle felt
this issue had me travelling to TVS’s extremely stable and planted, encouraging me to
Hosur test-track to ride the BS VI- push harder and exit the corner with a handful
compliant RTR 160 4V and, while of throttle. The new 200 4V runs on the same
there, TVS also had the new telescopic fork and KYB monoshock as the
Apache RTR 200 4V for us to try out. The outgoing bike, but it has traded in the TVS
looming BS VI norms have been quite Remora cross-ply rear tyre for an even grippier
intimidating to us enthusiastic bikers, since radial hoop from TVS’s own Eurogrip tyre line-
getting these motorcycles to pollute less means up. The front is still shod with the older Remora,
adding weight to the exhaust system and stifling though, and the tyres work well together to
the induction system, resulting in less power. provide consistent feedback to the rider at high
The fact that the 160 4V was able to retain its lean angles. The new RTR 200
exciting nature in the face of this new legislation Riding both the 160 and the 200 back-to- 4V benefits from
was a pleasant surprise and hopping on to the back made it clear that while the smaller bike’s a rear radial tyre
200 4V, I expected no less. suspension set-up is a little softer, to keep the
As with its smaller sibling, the major visible rider insulated from road undulations, both ends
difference on the new RTR 200 4V is that bold on the 200 feel noticeably firmer to keep the
LED headlamp. I can’t say I’m a fan of the new operator more in touch with the road’s surface,
design, but the fact that the light weight of this as this bike is aimed directly at performance-
new unit works to offset some of the added mass oriented riders.
of the new BS-VI hardware is good enough for Braking hardware remains unchanged,
me. Further weight-savings come from a new with petal discs at both ends and an ABS that
lightweight piston and reworked mounting works well to keep the wheels from locking
points for the body-panels and the 2020 RTR up or the rear end from leaving the ground
200 4V ends up weighing just two kilograms under hard braking. The carbon-fibre
finish on the
more than its predecessor. The 200 4V also gets the GTT feature that
tank extensions
With 20.5 hp on tap at 8,500 rpm, the we have spoken about in detail in the 160 4V look great
outgoing RTR 200 4V was definitely a segment review. An acronym for Glide Through
leader when it came to performance and the Technology, this system provides a bit of torque
good news here is that TVS have found a way assist when at extremely low speeds to keep the for you to keep track of your riding performance.
for the new bike to retain this peak power figure, bike moving forward even with the throttle The lean angle sensor, however, is dependent
although with 16.8 Nm of twist on tap, peak closed, preventing stalls. Exclusive to the 200, on your phone’s gyro and will throw up
torque output has dropped by 1.3 Nm. This however, is the Bluetooth connectivity feature inconsistent readings if the phone is moving
deficit cannot be felt when accelerating hard which connects to your mobile device via the around in your pocket. We would advise
through the unchanged five-speed gearbox and TVS SmartXonnect app, similar to the system mounting the phone on to the motorcycle for
the new motorcycle feels just as energetic as I on the Ntorq scooter. The angular dash, accurate figures.
remember the older 200 4V to be. Fuelling although physically unchanged, now gets a The SmartXonnect package also includes a
actually seems better than before, throttle small dot-matrix display within the LCD screen handy crash alert system which notifies the
response is crisp, acceleration is linear, and the to alert the rider of an incoming call or provide rider’s emergency contacts in the event of a fall.
exhaust note is smooth yet pleasing. navigational prompts, while the app logs Also, when low on fuel, the Apache 200 4V not
Blasting through the long, sweeping right- everything from speed to maximum lean angle only lights up the fuel light on the dash, it also
has the option to provide turn by turn navigation
to the nearest fuel pump; quite a useful feature
when in another town or city.
NEED TO KNOW Getting an existing motorcycle to adhere to
2020 TVS Apache the BS-VI norms is going to result in a price
RTR 200 4V hike as well. The old RTR 200 4V retails for
Price: Rs 1.24 lakh (ex-showroom) Rs 1.14 lakh (ex-showroom) and the new bike
Engine: 197.5 cc, SOHC, four- sees the price go up substantially by about Rs
valve, air-cooled, single cylinder 9,500. This is the price we must pay for a
Output: 20.5 PS @ 8,500 rpm, greener future and expect similar price hikes
16.8 Nm @ 7,500 rpm across the board as more and more
Transmission: Five-speed, manufacturers ready their BS-VI machines in
chain drive time for the April 2020 deadline.
Brakes: 270-mm disc (F), A day spent with the new RTR 200 4V has
240-mm disc (R) me convinced that TVS have succeeded in
Tyres: 90/90-17 (F),
adhering to next year’s legislation without
130/70 R17 (R), tubeless
diluting the experience of riding what has
Kerb weight: 153 kg
always been a very involving motorcycle.
Mission accomplished.



www.bikeindia.in January 2020 Bike India 37

www.bikeindia.in
38 Bike India January 2020 Riva

lry Revived








Two Japanese motorcycles go head-to-head as we try






Photography: Sanjay Raiker


Story: Anosh Khumbatta







www.bikeindia.in and pick the most versatile 250 in our market January 2020 Bike India 39

YAMAHA FZ-25 v SUZUKI GIXXER 250










































Y EARLIEST MEMORIES OF MOTORCYCLE RACING ARE
dominated by the bitter rivalry between Yamaha and Suzuki in the early 1990s,
with heroes Wayne Rainey and Kevin Schwantz fighting tooth-and-nail aboard
the fire-breathing 500-cc two-stroke machinery of the time. This rivalry has now
spilled over into our streets with the launch of Suzuki’s Gixxer 250, as it challenges
Yamaha’s established FZ-25 for quarter-litre streetbike supremacy.
We have excluded the Honda CBR250R and KTM 250 Duke from this test
because, although they are also powered by 250-cc singles, neither is as versatile or
all-day usable as the two bikes here. The faired CBR naturally has no place in a naked bike comparison, while
the Duke is more a sport-oriented machine than a true all-rounder. Additionally, with ex-showroom prices
approaching Rs 2 lakh for the Honda and the KTM, they are also positioned a segment above the Yamaha and
the Suzuki and the purpose of this story is to suggest the ideal upgrade for someone graduating up from a 160-
to 200-cc machine for their daily commuting needs, weekend
blasts, and even longer inter-city trips.
Looks might be subjective, but most would agree that the are extremely similar in their construction, built around diamond frames with compact,
design of the FZ-25, derived from the ageing 150-cc FZ line- well-sculpted fuel-tanks, stepped seats, single-piece handlebars, and exposed
up, does seem somewhat dated when viewed against the fresh, powerplants. While the extended tank shrouds on the Gixxer conceal the upper part of
new face of the Gixxer 250. Front ends are dominated by full the engine, the FZ’s short tank shrouds, which mimic air intakes, leave most of the
LED headlamps, with the FZ’s triangular unit looking the engine visible, giving the Yamaha a tougher, butch look as compared to the softer
more aggressive of the two, courtesy sharper contours and the curves on the Suzuki. Both bikes have similar LCD dashboards with bar-type
angular, pulled-back bodywork that frames the lens. Both bikes tachometers running across the top, large digital speed displays, fuel-gauges, and odo
and trip meters, but the Suzuki’s display is slightly larger and easier to read and also
includes a gear indicator, which the Yamaha misses out on.
Both bikes are powered by 250-cc singles, but that’s where the similarities end.
While the FZ-25’s heavily finned air-cooled motor is supplemented by an oil-cooler to
keep the oil at the correct operational temperature and viscosity, the purely oil-cooled
Suzuki engine is devoid of cooling fins, relying instead on a much larger oil-cooler to
maintain its temperature, resulting in a more compact and modern-looking motor.
Both bikes are fuel-injected but, while the FZ’s breathes through a somewhat outdated
SOHC two-valve head, the Gixxer is blessed with a modern four-valve head, allowing
it to breathe free, rev up faster, and produce a stronger punch through the rev-range.
Peak power figures are 20.9 hp at 8,000 rpm for the Yamaha, by which time the engine
is already protesting, while the Suzuki makes a healthy 26.5 hp at 9,000 rpm and
continues to pull strongly to 500 rpm higher before power starts to taper off. On the other
hand, the FZ makes its peak 20 Nm of torque at 6,000 rpm, while its rival’s peak twist of
22.6 Nm comes in at 1,500 rpm higher, giving the FZ an edge at low revs, with the ability
to pull strongly through the low- and mid-range without the need to downshift.
At 156 kg (wet), the Gixxer weighs just four kilograms more than the FZ and its
stronger peak power and torque figures are more than enough to offset this weight
difference. The Gixxer was consistently quicker than the FZ during our performance



40 Bike India January 2020 www.bikeindia.in

Both these bikes can get the job done,


but each will appeal to a different kind of rider







test, posting a best quarter-mile time of 16.97 seconds, with a terminal speed of 121
km/h, whereas the best I could manage on the FZ was 17.75 seconds, with a terminal
speed of 112.01 km/h. The strong low-end grunt of the FZ saw both the bikes neck-
and-neck till the 60 km/h mark during our acceleration runs, but beyond that the
Gixxer rapidly pulls ahead, hitting the 100 km/h mark in just over nine seconds —
about two seconds sooner than the Yamaha. The Gixxer also benefits from a smooth-
shifting six-speed gearbox, while the FZ-25 makes do with five gears.
When it comes to build quality, the Yamaha proved itself last year when I was part of a
team to ride an FZ-25 through the mountains, from Delhi to Khardung La and back
again. We covered over 2,000 kilometres on everything from highways to some of the
most treacherous roads in the world and the Yamaha was a steadfast companion
throughout, taking all of the abuse in its stride; proof enough of its build quality and
durability. The Gixxer 250 is a relatively new product and hasn’t been around for enough
time to prove its longevity; however, the bike felt solidly built with no squeaks and rattles
making themselves heard and if the durability of the older 150-cc Gixxers is anything to
go by, I don’t think that Suzuki will have any problems in this department either.
The FZ-25 is an extremely comfortable motorcycle over long distances with a
relaxed rider triangle that makes for an upright riding position. The motor feels strong



www.bikeindia.in January 2020 Bike India 41

India Spec Talk Road test #201
GEAR CHECK
Yamaha FZ25
Rider: Azaman Chothia
Price: Rs 1.37 lakh (ex-showroom) Helmet: AGV K1
Jacket: Leiidor Grandstand
Overall star rating
Gloves: Ixon RS Rallye HP
Boots: Forma Galaxy






Height 1075 mm
Saddle Height 795 mm









Ground Clearance 160 mm

Wheelbase 1360 mm

Length 2015 mm
DIMENSIONS
Width: 770 mm Kerb Weight: 148 kg
Battery: 12V / 5.0 Ah, Digital speedometer, odometer


ENGINE SPEEDOMETER ERROR
Configuration: Air-cooled, single cylinder Gear True Speed Indicated
Valve-train: SOHC, two valves Speed
Displacement: 249 cc 1 43.59 km/h 49 km/h
Bore x Stroke: 74.0 x 58.0 mm 2 68.12 km/h 76 km/h
Compression ratio: 9.8:1 3 91.91 km/h 94 km/h
Fuelling: Fuel-injection 4 112.76 km/h 118 km/h
Maximum Power: 20.9 hp at 8,000 rpm 5 123.64 km/h 130 km/h
Maximum Torque: 20.0 Nm at 6,000 rpm
BRAKING
TRANSMISSION 60 km/h to zero: 15.88 metres / 1.98 s
Clutch: Wet, multiplate, slipper 80 km/h to zero: 29.72 metres / 2.69 s
Gears: Five-speed, constant mesh
ACCELERATION
Primary Drive: Gear Standing ¼ Mile (0-400m): RIGHT:
Final Drive: Chain 17.75s @ 112.01 km/h Both bikes get
Gearshift Pattern: One down, four up LCD displays, but
ROLL-ON 3rd 4th 5th
CHASSIS 30-70 km/h 4.42 s 6.41 s 9.54 s the Gixxer’s is
Type: Diamond frame Top Speed: 123.64 km/h (achieved) larger and more
Front suspension: 41-mm fork detailed
Rear suspension: Monoshock 22.17
Front brake: 282-mm disc, 11.06
two-piston sliding caliper SPEED (km/h) 6.48
Rear brake: 220-mm disc, 3.92
single-piston caliper 2.14
1.18
Front wheel: 17-inch, cast aluminium
Rear wheel: 17-inch, cast aluminium TIME (seconds)
Front tyre: MRF 100/80-17, tubeless INDIA RATING
Rear tyre: MRF 140/70-17, tubeless Design & Style:
Rake/trail: NA
Powertrain:
FUEL EFFICIENCY Performance:
Highway: NA Fuel Efficiency: NA
City: NA Safety:
Overall *: NA
Tank Capacity: 14 litres Ride Quality:
Range: NA Handling:
Braking:
* Overall is 75% city riding and 25% highway
Performance testing by: Anosh Khumbatta
Bike India’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can
be used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.




42 Bike India January 2020 www.bikeindia.in

YAMAHA FZ-25 v SUZUKI GIXXER 250




India Spec Talk Road test #202
GEAR CHECK
Suzuki Gixxer 250
Rider: Anosh Khumbatta
Helmet: Scorpion EXO-R410 Price: Rs 1.60 lakh (ex-showroom)
Jacket: XDI X1
Overall star rating
Gloves: Ixon RS Drift
Boots: Forma Jasper






Height 1035 mm
Saddle Height 800 mm









Ground Clearance 165 mm

Wheelbase 1340 mm

Length 2010 mm
DIMENSIONS
Width: 805 mm Kerb Weight: 156 kg
Battery: 12V/6.0 Ah, Digital speedometer, odometer


ENGINE SPEEDOMETER ERROR
Configuration: Oil-cooled, single cylinder Gear True Speed Indicated
Valve-train: SOHC, four valves Speed
Displacement: 249 cc 1 47.68 km/h 51 km/h
Bore x Stroke: 76.0 x 54.9 mm 2 70.87 km/h 74 km/h
Compression ratio: NA 3 90.13 km/h 96 km/h
Fuelling: Fuel-injection 4 106.38 km/h 114 km/h
Maximum Power: 26.5 hp at 9,000 rpm 4 123.04 km/h 132 km/h
Maximum Torque: 22.6 Nm at 7,500 rpm 5 133.10 km/h 142 km/h
TRANSMISSION BRAKING
Clutch: Wet, multiplate 60 km/h to zero: 16.86 metres/1.99 s
Gears: Six-speed 80 km/h to zero: 29.63 metres/2.83 s
BELOW: Primary Drive: Gear ACCELERATION
The heavily- Final Drive: Chain Standing ¼ Mile (0-400m):
finned engine on Gearshift Pattern: One down, five up 16.97 s @ 121.94 km/h
the Yamaha looks CHASSIS ROLL-ON 3rd 4th 5th 6th
a lot bulkier than 30-70 km/h 4.51 s 5.40 s 7.36 s 8.57 s
Suzuki’s compact Type: Steel diamond frame Top Speed: 133.10 km/h (achieved)
Front suspension: Telescopic fork
oil-cooled unit
Rear suspension: Swingarm-mounted
monoshock, adjustable preload 16.30
Front brake: Single disc, twin-piston sliding 6.02 9.16
caliper, ABS SPEED (km/h) 3.71
Rear brake: Single disc, single-piston caliper 2.21
Front wheel: 17-inch cast aluminium 1.20
Rear wheel: 17-inch cast aluminium
TIME (seconds)
Front tyre: 110/70 R17, MRF Revz
Rear tyre: 150/60 R17, MRF Revz INDIA RATING
Rake/trail: NA Design & Style:
Powertrain:
FUEL EFFICIENCY
Highway: NA Performance:
City: NA Fuel Efficiency: NA
Overall *: NA Safety:
Tank Capacity: 10 litres Ride Quality:
Range: NA Handling:
* Overall is 75% city riding and 25% highway Braking:

Performance testing by: Anosh Khumbatta
Bike India’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can
be used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.




www.bikeindia.in January 2020 Bike India 43

through the mid-range; however, it does start to feel out of breath over share similar braking hardware with discs at both ends and both posted
6,500 rpm, after which vibrations can be felt in the handlebar, foot-pegs, respectable times during our brake test. However, the lack of aBs on the
and through the tank. the seat is sufficiently supportive and this, fZ works against it in this regard.
combined with the riding position, means that long hours in the saddle are trying to pick a 250-cc workhorse that can handle everything from your
a non-issue. daily commute to weekend blasts to the occasional long ride may not be an
although these bikes are so similar and aimed at the same buyers, they easy task. Both these bikes can get the job done, but each will appeal to a
do feel quite different from the saddle; the gixxer may not be as different kind of rider. Priced at rs 1.37 lakh (ex-showroom), the fZ is ideal
comfortable over long distances due to its slightly forward-biased riding for relaxed mile-munching on a budget, with long-distance comfort and a
position which puts a tiny bit of weight on the rider’s wrists, but it makes rock-solid feel, but if you want something a bit reviver, sportier, and capable
up for this with its sporty character and refined motor. from the moment of higher cruising speeds, look the way of the gixxer 250. the gixxer is
you fire the gixxer up, the engine feels smooth and eager to rev, priced at rs 1.60 lakh (ex-showroom) and for the additional 23 grand you
accelerating all the way to the red-line with an ease that eludes the fZ-25. get a more advanced motorcycle that is quicker, sportier, and more refined as
Jumping back on to the Yamaha after a stint on the gixxer, the fZ-25 well as aBs, which is an extremely important safety feature.
immediately starts to feel somewhat dated and the generational gap in our quest for the best all-round naked 250-cc machine available, there
between these two motorcycles becomes quite obvious. is no doubt in my mind that the gixxer crosses off enough boxes to be
on the handling front, both machines are capable of confidently adjudged the winner in this shootout. make no mistake, though; the fZ-25
dispatching a twisty stretch of tarmac but, at 1,340 mm, the gixxer’s is an extremely capable motorcycle in its own right and, although its age is
wheelbase is 20 mm shorter than the Yamaha’s and this translates into a now showing, it is still a worthy contender in the 250-cc class. Being the
faster-steering motorcycle that is easier to flick into corners. Both bikes also most affordable 250 around also helps.














The large
oil-cooler does
a good job of
keeping the Gixxer
250 running at
proper operating
temperature



a
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t
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’ ’ ’ve i i ite xac ly f a a year to get our hands on the Classic Legends for a road te
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46 Bike India January 2020 www.bikeindia.in

JAWA FORTY TWO & JAWA












































































































Story: Sarmad Kadiri
Photography: Saurabh Botre, Sanjay Raikar

est. Has the wait been worth it?




www.bikeindia.in January 2020 Bike India 47

he resurrection of Jawa has made the Just like the road King, the classic Legends, in spite of the
long-time fans highly excited. even the slow production and single-cylinder engine, have one exhaust port which splits in to
delayed deliveries haven’t dampened their enthusiasm as they two bend pipes and silencers (original Jawa had two ports). an
wait patiently for the bikes to arrive in dealerships. we were interesting bit of trivia here is that rustom hormazdji, who was
patient, too, as the pre-production Jawas we rode in december a vital part of the r&d back in the 1970s, defended the single-
2018 still left plenty of questions unanswered. and here we are cylinder twin-exhaust styling by comparing it to a woman. he
hoping to find those answers as we spend some time riding was often quoted as saying, ‘how would a woman look like with
around the Jawa Jawa and forty two. just one bosom?’ the design might seem more aesthetic to
the folk at modern classic have managed to recreate the iconic stance with the new hardcore fans but one can’t ignore the waste of material and the
Jawa: right from the teardrop-shaped headlamp that overlaps part of the handlebar, the additional cost it brings along.
chrome-finished fuel-tank with retro style filler cap to the side-panels look the same but nestledinthedouble-cradleframeisthebeautifullycrafted
are plastic now and even the circular instrument console sports needles that point 293-ccliquid-cooledsinglewhichhasbeenderivedfromthe
towards the rider... all true to the original type 353 model. mahindramojoengine.the engineers came up with the new
the forty two is a more modern version of the bike, aimed to appeal to the dual exhaust system that starts from the two engine ports to merge
millennials who haven’t seen the old Jawa when it was at its peak. this version looks
more conventional with its round headlight, basic fuel-tank, a smaller front fender and
an off-set instrument console. and you get a more commanding riding position due to
the wider handlebar. this version goes easy with the chrome and gets trendy matte-
finished paint schemes. Both the siblings come with 280-mm front disc, but the forty
two we tested also gets a 240-mm disc at the rear and boasts of dual-channel aBs.
Besides that, both are mechanically the same and feel almost identical to ride. overall,
the finish level on both the siblings is good, apart from a few minor aspects where there
is scope for improvements, which we shall mention later.
You’ll appreciate the low saddle height of 765 mm, which, along with the
surprisingly light weight of 170 kg, makes the motorcycle very manageable for
practically everyone. riding around town, you’ll notice that the saddle has poor
cushioning and one can feel the metal plate beneath it. Longer rides on the standard
seats will literally be a pain. while riding the Jawa, some of the digits at the lower part
of the speedo remain out of sight even for taller riders. this isn’t the case on the forty
two, though, thanks to the more angular position of the instrument cluster. Both the
consoles give out basic reading and miss out on things such as a trip meter or side-
stand indicator which are now available even on commuter motorcycles.




48 Bike India January 2020 www.bikeindia.in

JAWA FORTY TWO & JAWA




India Spec Talk Road test #203

Jawa Forty Two

Price: Rs 1.63 lakh (ex-showroom)
Overall star rating

Some speedo
digits remain
hidden from the
rider’s view



into a collector box positioned under the bike before splitting
again into the distinct looking pipes. Visually, they do look the Height 1165 mm
part but it’s practically impossible to match the crisp beats of a
two-stroke with the stringent modern-day norms. Not
surprisingly, the new bikes have a nice deep exhaust note similar Saddle Height 765 mm
to the Mojo.
To improve the engine characteristics and match the old-school Ground Clearance NA
external form, Classic Legends hired internationally renowned
engineers to help tweak this engine. After altering the cam profiles, Wheelbase 1369 mm
including new valves and fine-tuning the ECU, they did manage Length 2122 mm
to make it more relaxed than the Mojo. The low-end power has DIMENSIONS
been improved and mid-range has become more pronounced Width: 789 mm Kerb Weight: 170 kg
Battery:12V/6.0 Ah, digital-analogue speedometer, odometer
now. The Forty Two takes less than a second to reach 20 km/h
and hit 60 km/h in 4.5 seconds, with the engine purring away ENGINE SPEEDOMETER ERROR
smoothly, which makes it apt for city use. The throttle response is Configuration: Liquid-cooled, single cylinder Gear True Speed Indicated Speed
linear and predictable, which makes it a friendly bike to live with. Valve-train: DOHC, four valves 1 40.70 km/h 40 km/h
Displacement: 293 cc 2 65.99 km/h 65 km/h
Bore x Stroke: 76 mm x 65 mm 3 85.78 km/h 84 km/h
Compression ratio: 11:01 4 107.43 km/h 102 km/h
Fuelling: Fuel-injection 5 115.07 km/h 112 km/h
Jawa’s styling Maximum Power: 27 hp (NA rpm) 6 124.78 km/h 122 km/h
invokes nostalgia
Maximum Torque: 28 Nm (NA rpm) BRAKING
TRANSMISSION 60 km/h to zero: 17.09 metres/2.18 s
Clutch: Wet, multiplate 80 km/h to zero: 28.57 metres/2.67 s
Gears: Six-speed
ACCELERATION
Primary Drive: Gear Standing ¼ Mile (0-400m):
Final Drive: Chain
18.31 s @ 110.81 km/h
Gearshift Pattern: One down, five up
ROLL-ON 3rd 4th 5th 6th
CHASSIS 30-70 km/h 5.06 7.27 9.74 14.17
Type: Double cradle frame Top Speed: 124.78 km/h (achieved)
Front suspension: Telescopic fork
Rear suspension: Twin shock
23.39
Front brake: Single disc, single-piston caliper 13.01
Rear brake: Single disc, single-piston caliper SPEED (km/h) 7.25
Front wheel: 18-inch cast aluminium 4.53
Rear wheel: 17-inch cast aluminium 2.26
00.99
Front tyre: 90/90-18 MRF Nylogrip
Rear tyre: 120/80-17 MRF Nylogrip TIME (seconds)
Rake/trail: NA
INDIA RATING
FUEL EFFICIENCY Design & Style:
Highway: NA
Powertrain:
City: NA
Performance:
Overall *: NA
Fuel Efficiency: NA
Tank Capacity: 14 litres
Safety:
Range: NA
Ride Quality:
* Overall is 75% city riding and 25% highway
Handling:
Braking:
Performance testing by: Anosh Khumbatta
Bike India’s test and performance data is the sole copyright of Next Gen Publishing Pvt Ltd. No part of the data or text can
be used in any form for any purpose or promotion or advertisement without the explicit written permission of the editor.




www.bikeindia.in January 2020 Bike India 49

Jawa Forty two & Jawa



as you rev harder, the vibrations become evident in the
handlebar and foot-pegs, making you shift up through the gears
to sixth. Going all out, it took 13 seconds to complete the 0-100
km/h run and it maxes out at 124.78 km/h. interestingly, the
fourth gear has most of the juice offering strong acceleration,
while the final drive ratios have been modified to aid rideability.
our roll-on tests clearly drive this point home. the 80 km/h to
zero braking time of 2.67 seconds is impressive but you need to
apply plenty of pressure on the lever for it to deliver.
Back in the ’60s and ’70s, a major reason for Jawa’s
popularity was the two-stroke’s peppy yet easy-going nature.
this is difficult to recreate using the mojo unit which was
designed for a bike with a completely different character and
segment. although the Jawa makes most of the power at much
lower revs than the mojo, it lacks the distinct retro bike feel,
one with a heavy crank that allows riders to cruise at 60 km/h
even in top gear.
Back in the day, a Jawa was instantly recognised by its tall
front and low rear stance. this has been well executed by
classic Legends, employing a relaxed 28-degree rake and
shorter rear suspension. the front fork dives substantially ride isn’t the most plush and the firm rear becomes obvious while negotiating broken
during braking or while going over broken road. while the roads. having said that, both the bikes will surprise you with their ability to tackle
limited travel makes the rear shocks quite stiff in contrast. the some off-road thanks to the good ground clearance.
soft front and firm rear makes the setup a bit of mismatch. the while the old bike ran 16-inch wheels, the new Jawas complete the stance with an
18-inch front wheel and a 17-inch rear one. when you snake through traffic, the larger
front wheel becomes obvious as it needs a bit more input to turn. having 17-inchers on
rigHT:
Forty Two’s both wheels would surely have improved the handling even further and, being a more
modern take popular size, owners would’ve had plenty of tyre replacement options. we did throw it
hopes to appeal around a few sharp bends and the mrf nylogrip tyres offered a decent grip with not
to a wider much to complain about. But cornering clearance is a concern if you like to carve
audience
corners because of the chunky side-stand.
for a motorcycle company that’s just started out, the first attempt by classic Legends
is laudable. Yes, it comes with its share of high and low points and, of course, there’s
scope for improvement. for the price, the bikes don’t offer enough features and there
are a few quality and ergonomic issues mentioned earlier. the seat cushioning, for one,
needs immediate attention.
Between the two, the Jawa is the more premium model and demands a premium of
rs 9,000 over the forty two (rs 1.64 lakh, ex-showroom) for the front and rear disc
version with dual-channel aBs. and in spite of being more expensive, i feel the Jawa
Jawa will tug at the hearts of brand loyalists as it invokes heaps of emotion and
nostalgia. it’s a labour of love and one can imagine the owner giving the chrome a
gentle polish before riding it to a sunday Jawa meet.







































50 Bike India January 2020 www.bikeindia.in