2021-03-01 BIKE India

Comparo

Three-way Sting

The Honda Hornet 2.0 has evolved into a 180-cc machine with a price
tag that is just shy of motorcycles that displace more cubic capacity.

Which of the three motorcycles discussed here is the one for you?

Story: Joshua Varghese Photography: Sanjay Raikar

50 Bike India March 2021 www.bikeindia.in

HONDA HORNET 2.0 V RIVALS

www.bikeindia.in March 2021 Bike India 51

Comparo

HEN A TEACHER NOTICES within striking range of the Bajaj Pulsar NS 200 and the TVS Apache
that one of their pupils is more RTR 200 4V (both priced at Rs 1.25 lakh and Rs 1.33 lakh respectively,
brilliant than their peers, it is quite both prices are ex-showroom). The new Hornet is priced right between
common for them to challenge said the true-blue 200s, so, which one should you go for? Time to list the facts,
prodigy by offering their tougher findings, experiences and preferences, and ponder the case meticulously.
problems to solve. The Honda Hornet
2.0’s situation is somewhat similar. The NS 200 is the oldest of the lot and the most familiar because its
Having proved itself as a potent motorcycle in the 160-cc space, Honda design has remained the same over the years with only new colours to
upgraded its engine to displace 184.40 cubic centimetres and now the keep things interesting. The styling itself is quite aggressive and butch;
new Hornet finds itself a class above its former rivals (160-cc) but still not so, no complaints there. In the latest avatar of this motorcycle, Bajaj have
looking its new rivals in the eye (200-cc segment). However, Honda have been quite generous with the paint brush and that may have been a bit
stuck a price tag of Rs 1.28 lakh (ex-showroom) on it and that puts it much because now the motorcycle seems to be more at home in a music
video for a pop song than in a morning ride line-up.

52 Bike India March 2021 www.bikeindia.in

HONDA HORNET 2.0 V RIVALS

The Apache is the only one that has consistently improved over the
years and offers the most value on paper in terms of features

The Honda Hornet 2.0, on the other hand, has undergone quite a information but, personally, I prefer its digital-analogue layout to the
makeover and its styling is more contemporary. Its lines are sharper than others’ fully digital readouts. The Honda Hornet comes second in terms
before, it uses LEDs all around and that chunky, gold USD fork does of information provided and that includes features such as a gear
make it stand out when parked next to the others. indicator and battery voltage indicator over whatever the Pulsar has to
offer. The winner here (in terms of information per square inch) is the
Meanwhile, TVS have been meticulous about the updates over the Apache. Toggle through its well laid-out console and you can access
years and the Apache RTR 200 4V you see now sports all the styling multiple features, including, but not limited to, a lap timer, average
elements you would expect of a 2020 motorcycle (LEDs, updated speed, highest speed attained, and then a whole world of smart features
graphics, and adjustable levers, among others) and yet it is the most when you connect it to your smartphone. All that is remarkable but not
visually subtle of them all. In summary, to pick one for its styling would particularly relevant for anything other than introspection and bragging
ultimately boil down to a matter of personal preference. rights, is it not? This would have made more sense to me if it had a fuel-
efficiency readout or a distance-to-empty figure. Anyway, certainly a
Moving on to the instrument consoles, the Pulsar’s adamant resistance
to updates makes it the most dated of the three and it provides the least

www.bikeindia.in March 2021 Bike India 53

Comparo you could gloss over thanks to the way it lays down the power.
the hornet’s 184.40-cc, air-cooled, sohc, two-valve engine
feast for the tech-oriented motorcycle enthusiast.
thankfully, none of these three motorcycles has an extremely develops 17.3 hp at 8,500 rpm and a peak torque of 16.1 nm at 6,000 rpm.
thanks to a strong bottom- and mid-range, the hornet does keep up
committed riding position. of the three, the apache and the Pulsar have with the others in urban conditions but the moment the trio hit open
rider triangles that are more inclined towards sport riding thanks to their roads, it was evident that honda’s engine is not inclined towards sporty
clip-on handlebars. the hornet’s wide, single-piece handlebar offers a riding and that there is no replacement for displacement.
more upright riding position and slightly more manoeuvrability,
particularly through traffic. thumb the starter and the Pulsar’s exhaust after its Bs6 update, tVs’ 197.75-cc, air-cooled, sohc, four-valve
note is the one that grabbed my attention first. it is pure and distinctly engine seems to have lost some of the character that we loved about it. in
sporty, making for an extremely enjoyable soundtrack as you rip along a its new iteration, it produces 20.8 hp at 9,000 rpm and a peak torque of
deserted road shifting through the gearbox. the apache follows at a 17.25 nm at 7,250 rpm. that is not enough to challenge the Pulsar, even
close second only because its racy orchestra seems a smidge too civilized on paper. something that was confirmed after the apache started falling
in comparison. Meanwhile, the honda continues to stay in character behind while chasing the Pulsar up some twisties.
with a relatively pleasant exhaust note.
the Pulsar is the clear winner here because it has managed to
right, now we move on to the engines and transmissions. the Pulsar’s minimize the limitations imposed by emission norms while still
199.5-cc, sohc, four-valve, single-cylinder engine makes 24.5 hp at preserving a large part of its fierce and enjoyable character. Personally,
9,750 rpm and a peak torque of 18.5 at 8,000 rpm. it is the only liquid- i like that the apache has two different throttle maps (one for rain and
cooled unit here and also the only one mated to a six-speed gearbox. the Urban and one for sport). it is evolution in the right direction and a first
motor impressed us on the road as well by being the most free-revving of in this segment. if only their engine had the power to back it up.
the three and it responded to throttle inputs eagerly right up to its 10,500-
rpm red-line, making it an extremely fun machine to ride through the Moving on to handling dynamics, i was taken aback by how sharp the
corners. however, it is also the noisiest of the three but it is something Pulsar is in spite of being the most ancient of the trio. its perimeter frame

Above: Above: Above:
Love the analogue tacho but it is the most Fully-digital console with just enough information. Easily the most informative display

dated console of the trio Inverted LCD works well below:
below: below: BS6 engine is good by itself but pales in

The most powerful engine here and the Good bottom- and mid-range. Also comparison to the Pulsar
only one with liquid cooling the most refined here

54 Bike India March 2021 www.bikeindia.in

HONDA HORNET 2.0 V RIVALS

For the person who wants a smooth and
comfortable motorcycle that will take
their from one place to another quickly
and efficiently, the Hornet it is

GEAR CHECK GEAR CHECK GEAR CHECK

Rider: Joshua Varghese Rider: Anosh Khumbatta Rider: Azaman Chothia
Helmet: HJC CL-17 Helmet: Scorpion EXO-R410 Helmet: AGV K1
Jacket: Spidi Jacket: XDI Hooligan Jacket: Rynox Evo Strom L2
Gloves: Richa Nasa Gloves: Shima Caliber Gloves: Ixon RS Rallye HP
Boots: TCX X-Roadster Boots: Forma Jasper Boots: Sidi Cobra Air

www.bikeindia.in March 2021 Bike India 55

Comparo

is the best of the lot here and is complemented by a simple but potent will send the Hornet to the tail end of the trio in no time.
suspension set-up. It joyously responds to the most precise of steering By the way, in the braking department, I say that the Pulsar scores first
inputs and dives into a corner drawing grip from MRF Nylogrip Zapper
rubber. The Apache’s situation in the corners is also quite similar and it followed by the Apache and then the Hornet in terms of feel and
does feel more eager to turn in. Once in, it holds the line admirably well stopping power, but the winner here is the Apache because it is the only
but it lacks the drive to convert that into an advantage at the exit of the one that offers dual-channel ABS.
corner. Nevertheless, it is the only one here with adjustable suspension.
If it were a tight course with not many straight sections, the Hornet The Hornet does not seem to be faring well, eh? That is because we
would have no trouble keeping up with the others because its new USD have not discussed its home ground: the urban jungle. When making
fork and monoshock work well together to let the motorcycle carry speed quick overtakes past slow traffic and charging off the line at traffic
into a corner and do so in a stable, predictable manner. So stable that I signals, the Honda is just as good as its rivals, but come to a stop at a
found out about its limited cornering clearance when the centre stand light and the Hornet’s advantage is evident. The Hornet has easily the
began scraping the blacktop. However, longer straights between corners most refined engine of the lot, its seating position the most comfortable
(even for a pillion), and its frame the least vibey. Understandably, yours
truly made sure he was on the Honda for the city ride part of our route.

The Honda Hornet 2.0 is the newest www.bikeindia.in
motorcycle here and they have done a
phenomenal job with the styling

56 Bike India March 2021

HONDA HORNET 2.0 V RIVALS

For the hardcore enthusiast who lives through the week
only to rip up and down the nearest quiet hill on the
weekends, the Pulsar is the one to go for

www.bikeindia.in March 2021 Bike India 57

Comparo

ABOVE: ABOVE: ABOVE:
The only motorcycle here with riding Switchgear feels robust and built-to-last Good levels of quality and it gets hazard lamps
modes – Rain, Urban and Sport
BELOW: BELOW:
BELOW: Single-channel ABS works well Single-channel ABS may get overlooked here
Dual-channel ABS makes it the safest here thanks to that beefy USD fork
and the Showa fork is preload adjustable

The Apache follows at a close second while the Pulsar loses this one for motorcycle that will take them from one place to another quickly and
being the most unrefined of the lot. efficiently, the Hornet it is. It is the most refined of the lot and the lack of
displacement will work in its favour when it comes to footing the fuel
There we have it. All the essentials have been scrutinized and the facts bills. Of course, additions such as the USD fork and LED lighting do
have been presented. What is our assessment? Well, there is no single make a strong case for its price tag, especially when you factor in
motorcycle that we can declare a winner here. I apologize if you were Honda’s impeccable reliability record and the fact that it is almost up
waiting for a definitive winner but it would be unfair because each of there with the 200s on most counts.
these motorcycles will be ideal for a certain type of motorcyclist and none
of those riders will like another one’s choice. Primarily because their What about the Apache then? I wanted this to be my pick. I really did.
needs and expectations are different. Simply because this is the only motorcycle here that has consistently
improved over the years and offers the most value on paper in terms of
For the hardcore enthusiast who lives through the week only to rip up features and modern connectivity options. However, in its BS6 iteration,
and down the nearest quiet hill on the weekends, the Pulsar is the one to the Apache’s engine has lost the edge it had to tickle the cornering
go for. They will put up with the motorcycle’s lack of refinement because enthusiast. If performance is not your absolute priority but a balance
the Pulsar will serve loads of thrills in the corners to fuel the adrenaline among motorcycle, tech, and features, then close your eyes and put your
junkie in him. money on this one. You cannot go wrong.

Similarly, for the person who wants a smooth and comfortable

58 Bike India March 2021 www.bikeindia.in

HONDA HORNET 2.0 V RIVALS

India SPEC TALK

Bike TVS Apache RTR 200 4V Bajaj Pulsar NS 200 Honda Hornet 2.0

Price: Rs 1.33 lakh (ex-showroom) Rs 1.25 lakh (ex-showroom) Rs 1.28 lakh (ex-showroom)

ENGINE Air-cooled, single cylinder Liquid-cooled, single cylinder Air-cooled, single cylinder
Configuration: SOHC, four valves SOHC, four valves SOHC, two valves
Valve-train: 197.75 cc 199.5 cc 184.4 cc
Displacement: 66 mm x 57.8 mm 72 mm x 49 mm 61 mm x 63.09 mm
Bore x Stroke: NA 11:1 9.5:1
Compression Ratio: Electronic fuel-injection Electronic fuel-injection Electronic fuel-injection
Fuelling: 20.82 hp at 9,000 rpm 24.5 hp at 9,750 rpm 17.3 hp at 8,500 rpm
Maximum Power: 17.25 Nm at 7,250 rpm 18.5 Nm at 8,000 rpm 16.1 Nm at 6,000 rpm
Maximum Torque: Wet, multiplate, slipper Wet, multiplate Wet, multiplate
Clutch: Five-speed gearbox, chain final drive Six-speed gearbox, chain final drive Five-speed gearbox, chain final drive
Transmission:

CHASSIS Double cradle steel frame Perimeter aluminium frame Diamond frame
Type: Showa telescopic, adjustable preload Endurance telescopic Showa telescopic USD
Front Suspension: Monoshock, adjustable preload Monoshock, adjustable preload Monoshock, adjustable preload
Rear Suspension: 270-mm disc, twin-piston caliper, ABS 300-mm disc, ByBre twin-piston caliper, ABS 276-mm disc, Nissin twin-piston caliper, ABS
Front Brake: 240-mm disc, single-piston caliper, ABS 230-mm disc, ByBre single-piston caliper 220-mm disc, Nissin single-piston caliper
Rear Brake: 17-inch, alloy 17-inch, alloy 17-inch, alloy
Front Wheel: 17-inch, alloy 17-inch, alloy 17-inch, alloy
Rear wheel: 90/90-17 TVS Remora, tubeless 100/80-17 MRF Nylogrip Zapper-FY2, tubeless 110/70-17 MRF Zapper-FY2, tubeless
Front Tyre: 130/70 R17 TVS Eurogrip Protorq Sport SR 130/70-17 MRF Nylogrip Zapper-S, tubeless 140/70-17 MRF Nylogrip Zapper-S1, tubeless
Rear Tyre:

DIMENSIONS 2,050 mm 2.017 mm 2,047 mm
Length: 1,353 mm 1,363 mm 1,355 mm
Wheelbase 800 mm 807 mm 796 mm
Seat Height: 180 mm 168 mm 167 mm
Ground Clearance: 12 litres 12 litres 12 litres
Tank Capacity: 152 kg (kerb) 156 kg (kerb) 142 kg (kerb)
Weight:

www.bikeindia.in March 2021 Bike India 59

Road Test

60 Bike India March 2021 www.bikeindia.in

Yamaha FZS 25

www.bikeindia.in We rode the 2021 Yamaha FZS 25 and figured out whether
the original gangster of the segment can still hold its own
against the newbies of the modern naked 250-cc world

Story: Zal Cursetji Photography: Apurva Ambep

March 2021 Bike India 61

Road Test

W ould the Yamaha FZS 25 Still be a good urban commuting and weekend riding bill to a tee. Youngsters should find
choice in 2021, considering the newer and modern the peak 20.8 hp and 20.1 Nm of torque fair and not really wanting in the
naked 250-cc competition? a simple answer to that power department, especially with its torquey inclination. Yes, highway
question would be difficult to phrase. hence, a riding would be covered, too, with the FZS 25 making triple-digit figures on
breakdown would be the need of the hour. having said the speedometer easily, without much buzzing or vibrations. transmission is
that, it must be said that the original gangster still plays quite a holy tune carried out by a five-speed gearbox which is quite good, the changes being
with enough positives to take part in the segment. smooth with no signs of clunkiness. braking is carried out by a 282-mm disc
at the front and a 220-mm one at the rear with dual-channel abS. there is
the 2021 Yamaha FZS 25 isn’t much different from its predecessor, good feel from these units that get the job done without skips to one’s ticker.
especially considering mechanicals. the few changes are mainly design
cues that do sit on the love-it or hate-it fence. although looks are
perception-based; we feel that the previous-gen FZS 25 was a better-
looking motorcycle. the 2021 model now comes with a new headlamp
design featuring futuristic style lamps and a mishmash of angular lines,
reminiscent of the mt series, but it doesn’t seem to sing the same tune on
the whole. While the mt’s styling sits well with its space-age look, the FZS
25’s seems more like an afterthought. You also get handlebar guards on the
FZS that do look the part of a streetfighter, which aren’t really needed but do
add to the bike’s appeal.

the lines from the tank to the rear is where we find the old FZ’s lineage.
macho curves flow well into a now two-piece yet comfortable seat with a
tasteful tail tidy. We liked this and felt that with more thought to the front
end, the 2021 FZS 25 would sit much higher in our style chart.

the fuel-injected 249-cc SohC, single-cylinder motor fits the indian

Above:
The digital dash is easy to read

even in direct sunlight
Right:

The new two-piece seat still
boasts of good comfort
left:
That new front end has
received mixed signals

www.bikeindia.in

India Spec Talk Road test #234 Yamaha FZS 25

yamaha fZs 25 Yamaha motorcycles are known for their handling; a look at the pros of
Price: Rs 1.57 lakh (ex-showroom) their motogP bike should give you a clear idea of the company’s
direction. the story remains the same throughout the Japanese company’s
Overall star rating: 1111 two-wheeled line-up and the 2021 FZS 25 would not put a blemish on
that reputation. the diamond frame chassis handling is fairly sharp with
dimensions ChAssis direction changes being smooth and planted. ergonomics play their role
Length: 2,015 mm Type: Diamond frame here, too, being slightly on the aggressive side, yet, with the large seat,
Width: 820 mm Front Suspension: 41-mm telescopic fork there is room for manoeuvring into an agreeable position for a long
Height: 1,105 mm Rear Suspension: Monoshock, seven- journey. the telescopic front forks and seven-step adjustable monoshock
Wheelbase: 1,360 mm step adjustment for preload work well in combining handling performance with a comfortable ride.
Saddle Height: 795 mm Front Brake: 282-mm disc, ABS
Ground Clearance: 160 mm Rear Brake: 220-mm disc, ABS Feature-wise, you get a digital console housing important numbers of
Kerb Weight: 154 kg Front Wheel: 17-inch, alloy speed, revs, fuel level, and more. the FZS 25 is also equipped with a fuel
Rear Wheel: 17-inch, alloy consumption indicator as well as a side-stand engine cut-off switch.
engine Front Tyre: 100/80-17 lighting is carried out by led units all around, which are quite bright
Configuration: Air-cooled, single MRF Zapper and give rise to no complaints.
cylinder Rear Tyre: 140/70-17
Valve-train: SOHC, two valves MRF Zapper however, unlike 2017, where the FZ 25 was the only modern naked
Displacement: 249 cc Rake/Trail: 24o/98 mm 250 in the market, 2021 is a different story. the Yamaha FZS 25 now has a
Bore x Stroke: 74.0 x 58.0 mm Suzuki, a bajaj, a Ktm, and two husqvarnas to compete with and,
Compression Ratio: 9.8:1 fuel effiCienCy considering these motorbikes, the hill does seem quite steep. the FZS 25
Fuelling: Fuel-injection Claimed: NA does have the goods on some of them on the whole, but the Suzuki
Maximum Power: 20.8 hp at 8,000 rpm Tank Capacity: 14 litres gixxer 250 and bajaj dominar 250 do offer a lot of bang for one’s buck.
Maximum Torque: 20.1 Nm at Range: NA both of them are newer motorcycles that have impressed us immensely
6,000 rpm with their performance. the Yamaha FZS 25 cannot match the
indiA RAting 1112 competition with performance, to be fair, but where it does land its punch
tRAnsmission Design & Style: 11112 is with usability and the all-important aspect of weight on the wallet. the
Clutch: Wet, multiplate Powertrain: 1111 Yamaha FZS 25 is priced at Rs 1.57 lakh (ex-showroom), which sits a
Gears: Five-speed Performance: 1111 whole Rs 10,000 less than the dominar and the gixxer. that does set up
Primary Drive: Gear Safety: 1111 quite a showdown; personally, i would go for the Suzuki, but if i did end
Final Drive: Chain Ride Quality: 1111 up with the Yamaha, i cannot say i’d be unhappy.
Gearshift Pattern: One down, four up Handling: 1111
Braking: the 2021 Yamaha FZS 25 is an all-round machine that ticks all the
boxes its segment boasts of. it is still a valid choice in 2021 and though
it is the oldest and cheapest in its segment, it still eats proudly at the
same table that it started.

www.bikeindia.in Above:
The 249-cc motor is very capable

and is now compliant with the
latest emission norms

March 2021 Bike India 63





Feature

Ather Flexes
Production

A day at Ather’s brand-new asset: a
high-capacity manufacturing facility
in Hosur. This investment is crucial
to Ather’s pan-India expansion plan

Story: Joshua Varghese
Photography: Ather Energy

A flight to Bengaluru and a Bus
ride across the tamil nadu border into hosur
must have left a considerably large carbon
footprint. one can readily imagine
environmentalists rolling their eyes when they
are told that this effort was made to visit a
manufacturing facility for two-wheelers. another hub that
generates tonnes of pollutants? Well, rein in that thought
because this plant visit was a little different. this facility
produces zero effluents and all e-waste is recycled. of course,
this is quite easy if the factory makes only electric vehicles and
battery packs.
ather energy manufactures what may just be the quickest
scooter sold in india today and that includes all scooters —
petrol-powered and electric too. after having slowly won over
people in Bengaluru and Chennai, ather has set its sights on the
big picture: to go pan-india. to aid this electric invasion, the
manufacturer has invested in a large production facility — 1.23
lakh square feet, to be precise. this plant is capable of churning
out 9,200 scooters per month, slightly more than 1.10 lakh units
annually. ather also announced that this was an investment of
rs 635 crore spread over the next five years.
Backed by the tamil nadu government’s eV Policy, ather
energy makes battery packs as well (1.2 lakh units per year) and
this is a key area of focus for the company in the future. ather is
the only eV manufacturer in india that makes its own batteries
and has filed as many as 13 patents in the design and
manufacture of lithium-ion batteries. the 2.9-kWh battery used
in the ather 450X comprises 21700-type lithium-ion cells and,
as we experienced during a road test earlier this year, the battery
discharges predictably while also enabling the scooter to

66 Bike India March 2021 www.bikeindia.in

Muscle Ather Plant Visit

perform consistently well. in addition to creating multiple job March 2021 Bike India 67
opportunities in the region, more than 4,000 employees will
receive training over the following years to develop skills
relevant to the eV industry.

inside the plant, the story is no different. a spotless shop floor
spread out in front of us with separate departments laid out
neatly like a well-organized tabletop. raw material enters the
factory at one end, undergoes the mandatory quality control
check, and then proceeds to begin life as a piece of the ather
scooters on the assembly line. at the moment, automation is
restricted only for the battery line. so, many technicians toil
away methodically at their respective stations as the conveyor
bearing the scooters crawl by. thankfully, up to 90 per cent of
all production in those premises is localized and ather energy
claims that only the lithium-ion cells that sit in the battery pack
are of foreign origin.

ather energy has confirmed deliveries and presence across 27
cities in 15 states. these include Bengaluru, Chennai, Mumbai,
Pune, delhi, hyderabad, Kochi, Coimbatore, Kolkata,
Kozhikode, ahmedabad, Mysuru, hubballi, Jaipur, indore,
Panaji, Bhubaneswar, nashik, surat, Chandigarh, Vijayawada,
Visakhapatnam, guwahati, nagpur, noida, lucknow, and
siliguri. the company expects to expand to 40 cities by the end
of the year. as you read this, ather has already begun deliveries
in Mumbai, Pune, ahmedabad, Bengaluru, Chennai, and
hyderabad with 21 more cities expected to join the list by the
end of the first quarter.

www.bikeindia.in

Feature

68 Bike India March 2021 www.bikeindia.in

Adrian Morton

The Journey

of a Motorcycle

Designer

‘Adrian Morton himself has come a long way since he was a student in
London, having ridden his Honda Benly 200 from his home in Norwich in
eastern England. Now aged 50, he has lived in Italy for half his life, during
which time his work at Cagiva, Benelli, and MV has established him as one

of the world’s best known and most influential motorcycle designers’

Story: Roland Brown Photography: Various

www.bikeindia.in March 2021 Bike India 69

Feature www.bikeindia.in

A timeline of Morton’s
contributions to the
world of motorcycle

design

1995

Equus RCA project

I t is a dull winter day in san Marino
but adrian Morton is in good spirits. He takes his
laptop to the window to demonstrate the spectacular
view that his office commands towards rimini and the
adriatic sea (we are talking via Zoom, obviously), then
pulls out his phone to send me an image that he
remembers being inspired by as a design student at the
royal College of art, london, more than 25 years ago.
it is a Honda concept sketch, showing three futuristic race
bikes lined up on a grid, below a circuit grandstand graphic
displaying the then far-off date to be 2020. the bikes are
swoopy and fully enclosed, with balloon tyres, forkless front
ends, and hydraulic front-wheel drive. Morton’s point is that
2020 is now in the past, yet those concept bikes seem as
futuristic as ever.
‘what were the ingredients to create a motorcycle in 1995,
when i began my career?’ he says. ‘an internal combustion
engine, trellis frame, front forks, single-sided swing-arm, and
some crude electronics. all right, so now we’re 25 years on from
there. and the recipe for an MV agusta is a trellis frame, forks at
the front, single-sided swing-arm, some slightly more advanced
electronics, and a combustion engine. so, what the hell has
happened in 25 years?’
By contrast, Morton himself has come a long way since he
was a student in london, having ridden his Honda Benly 200
from his home in norwich in eastern england. now aged 50, he
has lived in italy for half his life, during which time his work at
Cagiva, Benelli, and MV has established him as one of the
world’s best known and most influential motorcycle designers.
and now he is striking out again, having left MV after 18
years to form a design agency, C-Creative, with a small group of
leading industry figures, including former boss Giovanni
Castiglioni. For Morton, it is an opportunity to explore new
areas of work — early projects include clothing and yacht
design — as well as to apply fresh thinking to motorcycle design
in a coming era that he thinks will offer unprecedented
opportunity.
70 Bike India March 2021

AdRIAn MoRton

2001

MV Agusta 750 F4

Morton has long had a passion for pushing design suzuki aP50 on his local roads, the opportunity to join legendary Bimota co-founder
boundaries. we first met in 1995, when he was about to finish and ducati 916 creator tamburini at the Cagiva research Centre in san Marino was
the rCa’s prestigious course in transport design, having just too good to turn down. a quarter of a century later, Morton is a famed designer himself
won the final year project competition with a full-sized and still in the area, now with partner and eight-year-old son. But living and working in
motorcycle, inspired by a suit of armour and accompanied by a italy has not always been easy.
life-sized rider in matching gear. He was already determined to
forge a career in motorcycle design. as a schoolboy a few years that began with his arrival at CrC. ‘the conditions were difficult in italy and i
earlier, however, it had been meeting a leading car designer — wasn’t earning much but i was really lucky. i came out of the royal College and worked
Peter stevens, then of local firm lotus and the famed creator of on the first MV — i worked on the swing-arm of the F4.’ and when MV followed the
the Mclaren F1 — that had set him on the path. original 750-cc sport bike with a naked variant, Morton was heavily involved right from
the beginning. ‘i did the initial concept of the Brutale 750. even the name Brutale was
‘it was a destiny thing. i picked up a newspaper and there something on my sketches. tamburini finished it beautifully but all the key ingredients
was a little article saying there was going to be a presentation by that made it the Brutale were there from the beginning, in my sketches, and i did the 3d
Peter stevens, a designer at lotus. so, i rode down to the city models in clay.’
centre, sat in front of this chap and thought, “what a cool job!”.
i didn’t know what i was going to do at the university, but i
was good at art and technology and i loved motorbikes, so i
thought it’d be really interesting to do something related to
transportation design.’

His subsequent degree course in that subject at the Coventry
university, in england’s motorcycling heartland of the
Midlands, included a placement at ogle design, best known
for shaping triumph’s t150 trident in the 1960s. that was
followed by a post-graduate course at the rCa with a
placement at seymour Powell, designers of the norton F1 rotary
sports bike. Morton’s spectacular rCa final project, named
“equus” after a mythical warhorse, brought him to the attention
of former graduate Pierre terblanche of Cagiva and david
robb, BMw’s chief designer.

‘the day before i presented it, i was lying on the floor trying
to dress this oversized mannequin, completely filthy, with these
two of the most respected bike designers offering me a job.
BMw offered me a great package financially and it would have
been an amazing opportunity to work for them. But Pierre had
just done the ducati supermono and he was saying you can
work with Massimo tamburini. i made a decision based on
passion rather than logic.’

For the bike-mad student, who had grown up thrashing a red

www.bikeindia.in March 2021 Bike India 71

Feature

2001

MV Agusta
Brutale 750

Design is an expensive business these days. You can’t just go into
a garage and start hacking away at a piece of foam or clay. These
days a lot of clients expect a project to be done in record time’

working for the maestro presented some unexpected radiator, put both Benelli and its youthful designer on the map.
challenges. ‘the reason i wanted to work for Massimo the tornado was followed in 2004 by the naked tnt
tamburini was that he was doing the most amazing looking
motorbikes. unfortunately, it didn’t pan out as i anticipated. He derivative, which also made a big impact. ‘the tnt was quite
had a really amazing eye for detail and proportions, but he radical really, maybe too much in some respects. But it still looks
wasn’t a traditional designer who started with a sketch and then distinct even today.’ it was also influential, with several features
did a [clay] model or whatever. that were soon being used elsewhere. ‘the stacked headlights
were off my College project and ended up being quite a fashion
‘His approach was more haphazard, so i think he had thing, on the ducati 999 and some KtMs. the lateral fairings,
difficulty in getting it over. He never really said, “when you’re nobody really did that. we did titanium colourways and the year
doing this, you should consider this and this”. Basically, he after Kawasaki did the same on their er-5. and the aluminium
would just do it and you kind of looked at it and thought, “why rear subframe that was a sculptural and structural element is
did he do it?” i’d though he would be like a mentor, but it ended something that you see on many bikes now.’
up being quite conflictual towards the end.’
not that Morton minds: ‘it’s quite nice as a designer to have
that came when Morton took an opportunity offered by elements that are stolen.’ and he appreciated being part of a
Benelli, based just down the coast at Pesaro, where young boss small firm of barely more than 50 employees. ‘i enjoyed my time
andrea Merloni was planning to relaunch the firm as a there so much. when we did the tornado launch at Circuit Paul
superbike manufacturer. Hired as chief designer, Morton had to ricard, i was involved in the presentation and everything; it was
readjust his expectations. ‘i’d just been at the world’s most so dynamic and i was given so much freedom.’ But when that
incredible design studio and i went to Benelli and there was situation changed, after Benelli was bought by Chinese giant
nothing. no designers; just me. and after doing the Brutale, my Qianjiang in 2005, Morton took an opportunity to re-join MV.
first job was a bally seat for the Pepe 50-cc scooter!’
‘i ended up talking to tamburini and he said, “one day, i
However, Morton knew that a superbike, based on a 900-cc have to go into retirement and i need somebody who can take
triple engine, was coming soon and when it did, he was given over the CrC”. But it ended up being a bit of a problem
free rein with its design. ‘Because italy is so screwed up, nobody because by this time, Harley-davidson had taken over MV and
told me what to do and nobody was there to manage it, so i just tamburini had his list of criteria that didn’t necessarily align
did what i thought was right, which was cool.’ upon the with what they wanted.’
tornado 900’s launch in 1999, its elegant and distinctive lines,
incorporating twin cooling fans in the tailpiece for the under-seat Perhaps, it was inevitable that the duo should clash over the
first major update of tamburini’s iconic F4. ‘the restyling was
72 Bike India March 2021
www.bikeindia.in

Adrian Morton

2002

Benelli Tornado

2004

Benelli TnT

partially done by tamburini, but he didn’t really want to change 2010
anything and i was trying to push to do something different,’
Morton recalls. it was a difficult period that went on for about a MV Agusta F4 1000
year, until tamburini said, “enough is enough. i want to get out
of the company.” so, basically, i was left with the F4 to finish 2012
and it had to be done in record time.’ despite that friction, the
resultant, 2010-model F4 was widely praised for its subtly MV Agusta F3
sharpened lines and more rider-friendly character.
March 2021 Bike India 73
Morton’s next major MV project was his own and he rates the
F3 675 sportster with which the firm began its three-cylinder
family as probably his best work. ‘that was the first project
where i had to say, “this is what i think MV agusta should be
today,” which is, first of all, respect what’s been done in the past,
right? try to add a little bit of something new, without going
over the top with anything. Because the worst thing you could
do is try to say, “i’m the best. i’m going to change the world.”

‘in my mind, an italian bike should be sexy and the F3 had to
look as if tamburini had designed it. that’s what it came down
to. i didn’t want it to scream “adrian Morton design”. the
tornado was quite radical, in a way, and so is the tnt —
almost like a student project, in terms of the naivety of it.
whereas in MV, i’d accumulated a little bit more maturity,
enough to say that, maybe, doing a bit less was actually better
for us as a company.’

MV boss Claudio Castiglioni also played an important part,
Morton recalls. ‘i did some sketches that were a lot more
adventurous; the front fairing was much more pushing forward.
But he kind of stopped me a little bit. i could have rebelled but
actually decided that even less was better, to the point that it was
almost like i wasn’t designing enough. But i think the F3 still
looks completely and utterly balanced from every angle and the
proportions are nice and it’s very italian. so, in retrospect, that
was the right thing to do. in another 10 years, it will still look
balanced and it won’t look old.’

Morton has spent much of the last decade maintaining his
and MV’s high standards with a succession of striking and
intricately designed models, notably the aggressive naked

www.bikeindia.in

Feature dragster, the turismo Veloce with its improbably racy look for a
sports-tourer, and the neo-retro superveloce 800. and then
2014 suddenly, last June, he left MV, partly for reasons on which he
declines to elaborate and partly because after 18 years, he simply
MV Agusta Rivale wants a fresh challenge before it is too late.

2015 ‘i absolutely loved working for MV agusta, right to the last
day. But i felt that if i didn’t do something else, i’d just peter out
MV Agusta being an MV designer for the next 15 years and i want to do
Dragster RR something else. i think everybody has that aspiration but a lot of
people don’t do it because there’s a risk involved in changing
2015 things at a certain point in your life. But i still love designing
and i wanted a new stimulus. and another thing i love about
MV Agusta Turismo Veloce this opportunity with C-Creative is that i can create a really
good team of designers.’
74 Bike India March 2021
the new venture is a substantial operation, backed by a
Japanese investment group, and has already taken over noted
italian design house Q-id. the size and backing, says Morton,
is essential for what he, Castiglioni, and fellow co-founder,
Paolo Bianchi, are trying to achieve. ‘the intention wasn’t to
become a one-man-band operation; it was to form a group of
really strong players and become an international design agency.

‘design is an expensive business these days. you can’t just go
into a garage and start hacking away at a piece of foam or clay.
these days a lot of clients expect a project to be done in record
time and that involves having a lot of resource in virtual
modelling, so you have the cost of software and virtual reality
equipment. and Q-id have a really good portfolio of clients
already and really good experience.

‘the motorcycle industry is quite small, relatively speaking,
but within it there are a lot of players. not just in europe but the
expanding markets in asia, africa… all those make an
interesting palette of potential clients. and much as i love
motorcycles, i’d love the opportunity to work on other projects.
we’ve already been approached by a company to do some
clothing, for example.’

Motorcycling’s inevitable move towards electric-powered
machines also brings huge opportunities, Morton believes.

2017

MV Agusta F4 LH44 Lewis Hamilton

www.bikeindia.in

Adrian Morton

MorTon Makes His Mark: THe Benelli TornaDo 900

‘Andrea gave me so much trust. I’d just come Morton’s own commitment was never in doubt,
out of university and hadn’t really demonstrated as he proved by creating the Tornado prototype
anything to anyone. And I said to him, “I haven’t from scratch in less than three months. ‘That first
really got any resources here at Benelli, so I want Tornado was 11 weeks’ work — from nothing to
to do it in England with the same companies Pierre the Milan Show concept bike. I’d just come out of
used, because it’s really technological — you can MV where they’d already spent a year and a half
model it, then machine it and scan it back in, and doing just a rough model. It was amazing that
re-model it by computer; it’s really innovative and Andrea gave me that opportunity.’
quick.” And he trusted me to do it and spend a lot
The motorcycle that brought Morton to the of money on it.’
motorcycling world’s attention was the Tornado
900, his first big project for Benelli. Its creation Not that things always ran smoothly at Benelli,
was even more of an accomplishment than it even with the Tornado’s introduction. ‘Andrea
seemed at the time. Having been impressed by the was a difficult man to please but there was a lot
way that Ducati’s Pierre Terblanche had recently of respect between us and I was very sad to hear
created the show-stopping MH900e at AK Design he passed away recently. I was always completely
in Hitchin, Morton had convinced Benelli boss honest with him and said what I felt and that
Andrea Merloni to let him shape the Tornado at the mentality doesn’t really work in Italy. But I think
same Hertfordshire studio. he realised afterwards that a lot of people were
just kissing arse and didn’t care about what they
were doing.’

‘what an exciting time to be involved in design — this compared to the Koenigsegg of motorcycles — mega exclusive,
transitional period in motorcycle design or urban mobility, as it hand-made, and without normal limitations. Motorcycling is not
should be called now. i think there’s going to be a huge shift like the car market in terms of people spending millions, but there
pretty soon, because it’s happened in the car industry. is space to do something bonkers, where there won’t be any filters
on design.’
‘look how the perception of mountain bikes has changed with
electric mountain bikes. so many people have got an electric it is now that Morton reaches for his phone to find that old
mountain bike or scooter or hoverboard; something that isn’t a Honda designer’s sketch of a futuristic, 2020 race grid that had
motorbike. and the transition to devise a two-wheeled object that inspired him as a student more than 25 years ago. His route from
has some of that content is interesting. i think it’s an opportunity norwich to C-Creative has involved some thrilling twists, like the
to reinvent what a motorcycle is.’ road from rimini to san Marino that runs right past his new
office. if anyone is in pole position to shape motorcycling’s future
that could be models for mass production or exotic bikes along from here on, it is arguably adrian Morton.
hypercar lines. ‘we want to do something one day that can be

2020

MV Agusta Brutale 1000RR

www.bikeindia.in 2020

MV Agusta Superveloce 800

March 2021 Bike India 75

Interview

76 Bike India March 2021 www.bikeindia.in

Harith Noah

‘I just wanted to

ride every stage

as best as I could’

We spoke to Harith Noah, the Indian rider who has
achieved the best result in the Dakar Rally thus far

Interviewed By: Joshua Varghese

How does it feel to have finished among the top rock. Santosh crashed in the same place but he was
20 of Dakar 2021 in your second attempt? unlucky and that was unfortunate. Things like that can
happen to me or anyone.
Obviously, I am really pumped. It is still settling in. The Dakar requires a combination of
Well, it has almost settled in. I am really happy to have extraordinary riding skill and navigational
finished 20th but after almost every race you feel like it ability. As a racer, which one do you think you
could have been better. There are always a few things are better at? Riding or navigation?
that you feel you should have, could have or would
have done, but I am happy with how things went and Definitely the navigation, because, riding-wise, I
I think I made the most of it. have a few things to work on. It is getting better
When you began Dakar this year, where did you definitely. It is certainly better than last year. This year,
expect to finish? the Dakar was tougher in terms of navigation, so that
played in my favour. My navigation is still not perfect
I was not expecting anything. I just wanted to ride and there is always room for improvement; however,
every stage as best as I could and every kilometre as between the two, navigation is my stronger suit.
good as I could. I was not focusing too much on the Is there anything special that you do to train for
results. Obviously, I wanted to be good, of course. I navigation?
tried every day to be as good as I could and, finally, I
am happy to have finished in 20th place. Of course, I train using road books and Mika,
Were you aware at any point in the race that you my trainer in France. He is an ex-rider and although
were going to finish among the top 20 or did it France is not a desert, it is pretty tricky navigation.
come as a surprise at the very end? So, we train as much as possible but not just for
navigation. It is a combination of everything for
Yes, it was a surprise because I was not following the Dakar.
the results on any of the days, so I did not know Now that the Dakar is over, you have a huge
where I was. weight off your shoulder. What are you looking
You are the first Indian to have finished so high forward to doing next?
up in Dakar. What do you think you did
differently from your countrymen? Right now, I am just looking forward to going
home to Kerala and recover. I am going to undergo
I do not know about the others but I focused on a small surgery and remove the plates from my collar
every day and every kilometre. I tried to live in the bone, get back to 100 per cent, and then see what to
present, so to say. Of course, there were some do next.
difficulties and I had a crash as well because I hit a

www.bikeindia.in March 2021 Bike India 77

Harith Noah

We train as much as possible When you return to the Dakar next year, if you had the option of picking
but not just for navigation. teammates, whom would you choose?
It is a combination of
I have not thought that far ahead. I do not know (laughs). I do not know a lot of
everything for the Dakar Rally people at the Dakar; so, as long as we understand each other, anybody is fine.
When you prepare the motorcycle for the Dakar, is there something that
you do to the set-up to suit you?

Just a couple of things such as adjusting the levers and handlebars. I also prefer
to have very little free play in the rear brake lever.
Could you give us a brief idea of what Dakar 2021 was like from the
COVID-19 precautions to the top-20 finish?

Before the race, we received a lot of e-mails about the precautions and
everything. Three weeks prior to the race, I started living alone, eating alone, and
then had tests done before I left. Once I reached Saudi Arabia, I was quarantined
at the hotel for a couple of days and then we had another COVID-19 test. Once
the results came in, we were allowed to go to the bivouac and do the registration.
Throughout the race, maximum precautions were taken.

The first part of Dakar was tough for me because I suffered a crash and also had
to face a few technical problems. I was still just getting used to the motorcycle
because I had not ridden it much. Towards the end of the first week and the
second one, I started having more fun riding the motorcycle. Navigation
throughout the race was more difficult than the previous year’s and there were
many slow, technical sections that required a lot of focus. Of course, finishing in
20th place put a big smile on my face.

78 Bike India March 2021 www.bikeindia.in

THE TRUST
IN PRINT
NOW
CERTIFIED
BY ASCI

Advertising in traditional media continues to enjoy high trust amongst consumers,
with 86%* expressing confidence in print – making it the most trusted medium.

* ASCI - ISA Report Findings March 2021 Bike India 79

www.bikeindia.in

[ ]Suzuki GS550

‘The Ultimate UJM’

80 Bike India March 2021 www.bikeindia.in

www.bikeindia.in ‘it was a short but highly
entertaining ride and probably
the biggest thrashing that this
GS, which had remained unused

for years until recently being
put back on the road, had been

given for at least a decade’

Story: Roland BRown PhotograPhy: Mike anthony

March 2021 Bike India 81

A rAce AgAInst the clock wAs of fun on suzuki’s first four-stroke roadster which had risen during the 1970s
just what was needed to get the middleweight — even if it was originally to dominate motorcycling following the
best out of the gs550. the shop I known more for competence and reliability introduction of honda’s cB750 in 1969. the
needed to get to was due to close in 15 than excitement. gs550 summed up the trend so perfectly
minutes’ time — and I’d normally have — being competent, reliable, efficient, and
allowed slightly longer than that to get when suzuki released the 550 in 1977, as quick, but a bit short on character or
there on a modern bike, let alone an elderly a follow-up to the superb gs750 four that originality — that it became known as the
middleweight that I hadn’t set eyes on until had appeared earlier the same year, it was “ultimate UJM”.
a few hours earlier. only the second serious four-stroke that the
Fortunately, the gs550 rose to the firm had ever built. the gs arrived to technically as well as visually, the 550
challenge. on the stretches of open road, enthusiastic reviews and was considered owed much to the gs750 with which suzuki
the little air-cooled four put in some every bit as good as the two honda cB550 had burst on to the four-stroke superbike
impressive bursts of acceleration as I revved models that were its only four-cylinder market only a few months earlier. with its
it through the gears with the confidence middleweight opposition. twin front disc brakes (the rival honda
that its elderly but famously unburstable cB550 k3 had only one), identical 19-inch
motor wouldn’t complain. And on the suzuki had done well to produce a front, 18-inch rear wheel combination,
twistier bits the suzuki handled and braked genuine 175-km/h, smooth, and stable Dohc eight-valve engine, twin-downtube
pretty well, too. mini-superbike at a very competitive price frame, and slightly flipped-up tailpiece
It was a short but highly entertaining ride and the gs quickly became a sales success behind a thick dual-seat, the gs550 could
and probably the biggest thrashing that this in most markets. however, once the initial easily be mistaken for the larger machine at
gs, which had remained unused for years euphoria had worn off, the 550’s a glance.
until recently being put back on the road, anonymous looks (it closely resembled the
had been given for at least a decade. larger gs) and lack of distinguishing the smaller bike had square 56 x
reaching the shop just before closing time features meant it made less of an impact 55.8-millimetre engine dimensions for a
meant my main aim had been achieved. than its performance deserved. capacity of 549 cubic centimetres and
equally importantly, the adrenaline-filled produced a maximum of 51 hp at 9,000 rpm,
journey had proved that you can have a lot In those days, someone had coined the compared to the gs750’s 68 hp at 8,500
expression Universal Japanese rpm. Its 1,473-mm wheelbase was 25 mm
82 Bike India March 2021 Motorcycle, “UJM” for short, to describe the shorter than the 750’s and the gs550 was 20
format of the unfaired four-cylinder
www.bikeindia.in

Suzuki GS550

Bulletproof 550-cc, spoke wheels were Specification
four-banger's 51 hp was upgraded to cast
good for 175 km/h alloys in 1978 Suzuki GS550E (1978)
traditional
telescopic fork EnGinE
endowed the Configuration: Air-cooled transverse four
gs550 with sharp Valve-train: Dohc, eight-valves
handling for the time displacement: 549 cc
Bore x Stroke: 56.0 x 55.8 mm
Compression ratio: 8.6:1
Fuelling: Four 22-mm Mikunis
Maximum Power: 51 hp @ 9,000 rpm
Clutch: wet, multiplate
electrics: 12V battery; 50/40w headlamp
transmission: six-speed

ChaSSiS
Frame: tubular steel twin-cradle
Front suspension: telescopic, no
adjustment
Rear suspension: twin shock-absorbers,
adjustable preload
Front brake: twin 292-mm discs
Rear brake: single 292-mm disc
wheels (F/R): 19-inch/18-inch
Front tyre: 3.25-19 (90/90-18 Avon
roadrunner)
Rear tyre: 3.75-18 (100/90-18 Avon
roadrunner)
wheelbase: 1,473 mm
Seat height: 800 mm
tank capacity: 16 litres
weight: 209 kg (wet, with five litres of fuel)

kilograms lighter, at 209 kg with five litres of rustle and pulled away with the basically approaching its 9,500-rpm red-line, though
fuel, although, strangely, its 800-mm seat smooth but slightly buzzy feel typical of the power dropped off before that point so
height meant the 550 was slightly taller. air-cooled fours of its era. there was no point in revving it that high.

this blue bike is a gs550e, built in 1978, with barely 50 horsepower on tap, this given a long enough straight with my
and differs from the previous year’s 550D by bike did not promise too many wild and chin on the tank, this bike would probably
having cast instead of wire-spoked wheels scary moments. especially as the four-pot have been capable of matching the 175-
and a rear disc brake instead of a drum. It motor was well-mannered and gentle km/h top speed and 14-second standing
was in superb condition for an unrestored rather than dramatic in its power delivery, quarter-mile that were regarded as highly
machine, its lack of corrosion due to the fact getting stronger as the revs rose towards impressive when the gs was new. (the
that it had spent many years sitting in a the red-line without ever really hitting a gs750, by comparison, was 19 km/h faster
sawmill, covered in moisture-removing power-band. and a second quicker over the quarter.)
wood chippings. with barely more than testers of the day were more impressed by
20,000 miles (32,186 km) on the speedo in that combined with typically efficient the ease with which the 550 cruised at 145
its plastic console — something of a novelty controls and levers to make the suzuki easy km/h — proof that motorcyclists had
in its day, especially as the warning lights to ride. And although this bike didn’t feel stronger arm and neck muscles in the days
included a gear indicator — the suzuki quite as crisp as I’d expected low down, before fairings (and speed cameras)
looked in better condition than many bikes possibly because the bank of 22-mm Mikuni became common.
a fraction of its age. carbs needed a bit more tweaking following
the bike’s lengthy lay-up, it was responsive the suzuki’s chassis also drew much
It was obviously in pretty good shape enough to make whirring past lines of praise, which was no surprise given the
internally, too. several years after the gs traffic a breeze. bike’s similarity to the fine-handling gs750.
had been released, a magazine stripped the Back in the late ’70s, it was still refreshing to
engine of a well-used bike for a technical After setting out on that race against the find a bike that could hit a 160 km/h-plus
feature and found almost no signs of wear clock, I was glad that suzuki had fitted the top speed and go round fast curves without
at all. they were impressed, to put it mildly. bike with a six-speed gearbox, instead of a breaking into a wobble. having managed
so, I wasn’t remotely surprised when this five-speeder like the gs750’s. keeping the this in producing the larger model, suzuki’s
bike fired up instantly on the button, idled 550 on the boil by flicking up and down its engineers stuck to a very similar design and
easily with a familiar air-cooled mechanical sweet-changing box was easy, and the the 550’s stability inspired comments such
motor remained fairly smooth even when
www.bikeindia.in March 2021 Bike India 83

Suzuki GS550

as: ‘You’ll reach limits of your own courage suzuki’s old flat-barred naked roadsters,
and riding ability long before the gs with their sensible, slightly leant-forward
misbehaves’. riding positions and thick seats, were
generally pretty comfortable, too, so long as
standards of handling are very different you didn’t go in for too much high-speed
now, yet the suzuki’s blend of 19-inch front cruising. there were certainly no comfort
wheel, conservative (by modern standards) problems on my short ride and I ended up
steering geometry, and fairly long-travel with a new-found respect for the gs550 as a
suspension still resulted in a bike that was capable, do-it-all machine that must have
stable and reasonably manoeuvrable. even given outstanding performance for the price
when the going got a bit hectic, the gs in its day.
behaved itself well, flicking through traffic
with a fair degree of nimbleness. the gs550 played its part in establishing
suzuki as a producer of four-stroke
In corners it held the road safely despite motorbikes, too. this bike and the gs750
the narrowness of its Avon roadrunner were rapidly followed in 1978 by the gs1000
tyres, though riders of the day would have — again with similar styling and Dohc four-
been very wary of the original-fitment cylinder engine layout — to complete an
Dunlops in wet weather. same goes for the impressive trio on which the firm’s
brakes, which also performed poorly in the subsequent machines were based. the
rain. But on dry roads, the triple-disc set-up gs550 was far from the most exciting or
— impressive for a mere middleweight back original superbike of the ’70s, but in its own
then — worked fairly well provided the quiet way it was a genuine star.
handlebar lever was given a firm squeeze.
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84 Bike India March 2021





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it’s just as good as i’d like a cruiser to be with strong bottom-end
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DECLARATION

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25

YE
OOff the

90 Bike India March 2021 www.bikeindia.in

Sport

RS These pages attempt
to cover the long and
illustrious career of
the man whose name
is now synonymous
with the highest level
of motorcycle racing.

In 2021, Valentino
Rossi and his hallowed

racing number “46”
migrate to another
team. Another year and
another challenge for
the man who has spent
a quarter of a century
doing what he does
best: race motorcycles

G .O . A .TStory:JoshuaVarghese
Photography: Manufacturers

www.bikeindia.in March 2021 Bike India 91

Sport

1996-1997: Aprilia RS125 1997 Position: 1st Points: 321

A 16-year-old Italian lined up for his first race in the big league astride an Aprilia
RS125 from the Scuderia AGV Aprilia team. Although he was earning a name
for himself as a youngster who crashed a lot, Valentino Rossi put a cork in the
mouths of those who said so by winning a grand prix in his first season at Brno
on 18 August 1996. That was his only win during the season and he spent the
rest of it blazing around the track, trying to find the limits, and he did find them
in a spectacular fashion.

The next season, young Rossi was back on the blacktop, astride the Aprilia,
but this time riding for the Nastro Azzurro Aprilia team, a relationship he would
continue until he left for the 500-class. Whew, what a season that was! Rossi
flicked the switch for the '97 season and channelled his aggression and talent
into a whirlwind that swept through the year and made him a world champion.
Out of the 15 starts that year, Rossi won 11 and finished on the podium twice
more with a total of 321 points.

1996 Position: 9th Points: 111

92 Bike India March 2021 www.bikeindia.in

Valentino Rossi

1998-1999: Aprilia RS250

Rossi levelled up to the 250-class with the same Aprilia team and his first season
was a roller-coaster. Of the 14 races that year, Rossi won five and was on the
podium another four times. Of his five victories that year, four were scored back-
to-back in the final stages of the season when his form was at its peak but it was
not enough to win him the championship and he had to settle for second place.

Thankfully, he carried his spectacular form from the previous year into his
final season racing 250s. That year, he won nine out of 16 races and laid claim to
the title of world champion. That splendid effort also earned him another title;
that of the youngest champion in history (20 years old and 250 days).

When the opportunity presented itself, Rossi decided to move up to the
highest class of motorcycle racing the following season with a new manufacturer
and team. By then, he was already on the way to becoming an icon. His victory
celebrations, wild-and-free attitude, and sheer speed were winning over hearts
worldwide, making him a favourite among fans and sponsors alike.

1998 Position: 2nd Points: 201 1999 Position: 1st Points: 309

www.bikeindia.in March 2021 Bike India 93

Sport

2000-2001: Honda NSR500 2001 Position: 1st Points: 325

With the great Mick Doohan out of action, Rossi was supplied with an as-
good-as-factory Honda NSR500 ride in the Nastro Azzurro Honda colours.
However, I would say that his greatest asset that year was having Jeremy
Burgess (Doohan's chief engineer) in his garage along with some stellar
mentorship provided by the legendary Australian rider. Rubbing shoulders with
the big names in the world of racing, Rossi made a remarkable début in the
premier class, scoring two wins from 16 starts and as many as eight more
podium finishes. He finished second in the championship, making a strong case
for himself as a force to be reckoned with for the following season.

The next season, Rossi was unbeatable on his Honda NSR500. The yellow-
leather-clad figure appeared on the top spot of the podium 11 times out of 16
with two more appearances on other steps of the podium. He achieved the
world title in only his second year in the class, making him the last world
champion on two-stroke machinery. By that time, Rossi's post-race celebrations
had given him his own cult-like fan following and along with it came the chance
to race for the most coveted team in the championship: the Repsol Honda
Team.

2000 Position: 2nd Points: 209

94 Bike India March 2021 www.bikeindia.in

Valentino Rossi

2002-2003: Honda RC211V had not seen anything yet. The feisty Italian appeared on the podium for
all the races he started that year; that is, 16 in all, including nine victories.
Rossi appeared in factory Honda colours for the first time ever and He also scored 357 points; two more than his previous season's total.
he also retained most of his crew with him. Considering that the new This was the year when Rossi received a 10-second penalty during the
four-stroke RC211V was nothing like the manic NSR500 he had ridden race for passing under a yellow flag at Phillip Island. He stunned the
thus far, not many foresaw Rossi dominate the championship as he did world by winning that race with a 15-second lead and then announced
that year; he took home his fourth world title. It came as a consequence that it was the first time he had ridden a race at 100 per cent. This was
of an avalanche of victories: 11 from 16 starts and he only missed the also the last time the Italian champion rode a Honda race machine.
podium once.

If his competitors thought Rossi was strong the previous season, they

2002 Position: 1st Points: 355 2003 Position: 1st Points: 357

www.bikeindia.in March 2021 Bike India 95

Sport

2004-2010: Yamaha YZR-M1

This was the year that changed it all. Rossi famously fell out with the Factory
Honda Team and signed for the Yamaha factory outfit (Gauloises Fortuna
Yamaha), a team that was struggling at the time. The YZR-M1 was not a
machine to be reckoned with then and not one rider had won back-to-back on
different machines yet.

Having won the last race of 2003 and the championship astride the Honda
RC211V, Rossi returned in 2004 sporting blue Yamaha leathers and snatched the
victory in the first race of the season (Welkom), away from Max Biaggi and the
fire-breathing RC211V. That was the beginning of Rossi's iconic love affair with
his beloved M1. The video showing Rossi parking his M1 against the tyre wall
and shedding tears of joy after winning the race continues to be watched with
great interest even today. Not a great day for the Honda team and not a great
year either because Rossi won the championship again; nine wins from 16 starts.

The year 2005 was another amazing season for Rossi. He was already the
defending champion on new machinery against all odds and to make things
worse for his rivals, he only got better. That year, he claimed his seventh world

2004 Position: 1st Points: 304 2005 Position: 1st Points: 367 2006 Position: 2nd Points: 247

96 Bike India March 2021 www.bikeindia.in

Valentino Rossi

title (his fifth consecutive one) with a whopping 367 points.
In 2006, Rossi's wardrobe began to match his personal

choice of colour thanks to the Camel Yamaha Team.
Although he won five of his 17 race starts and appeared on
the podium five more times, Nicky Hayden sneaked away
with the world title, leaving Rossi in second place and
putting an end to his championship-winning streak.

The following season, the iconic blue leathers returned
thanks to the new FIAT Yamaha Team and Rossi was back
on the hunt once again, locked in an intense duel with Casey
Stoner. Ultimately, Stoner walked away with the world title
that year and Rossi had to be content with third place.

In 2008, Rossi made sure that his intentions were clear
from the first race. He won half the races he started that year
and had an additional seven podium appearances, earning a
total of 373 points (career best). Oh, yes, he won the world
championship again.

The following season, Rossi claimed the world title for the
ninth time. This result came after winning six out of 17 races
but that was the last time we saw Rossi's name on the world
championship trophy. He spent one more season with the
Yamaha squad and finished the year in third place. Then he
made what may have been the biggest mistake of his career.

2007 Position: 3rd Points: 241 2009 Position: 1st Points: 306
2008 Position: 1st Points: 373 2010 Position: 3rd Points: 233

www.bikeindia.in March 2021 Bike India 97