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7February 2010

RMX 2010 MRF International Challenge Pankaj Trivedi’s Indi motorcycle diary

Pulsar 220SThe incredible VFM

performanance machine tested

Pulsar 135 takes the fight to the FZ16

Classic 500 VS LB 500 Has the new tech made the Bullet any faster?

STARWARS

Honda CBR 400RR VS Kawasaki Ninja 250R

Fastest motorycles slug it out with their most improbable nemeses

India’s biggest biking get-together, the RMX took place near Mumbai last month, and we were the official media partners for the event“ ”

The February issue of Motoroids2 is nothing short of a dynamite, with the most sought after motorcycles slugging it out in a never-before battle with some very unusual opponents. Taking the centrestage on this month’s cover is the CBR400RR, that even after being about 20 years old teaches the current mainstream performance flagbearer, the Ninja 250R a thing or two about

performance. The rare bike is a gem to ride, especially in the Indian conditions, and exemplifies what an ideal performance machine for our country should look and feel like. Don’t miss the intriguing comparo.

In another unusual shootout, we have pitted the newly launched Pulsar 135 into a fistfight with the FZ16. The four-valve 135cc is a revelation in terms of performance for its size, and gives the current 150cc segment king more than a good run for its money. What comes as a double whammy is its aggressive pricing that makes the new Pulsar a great proposition for the seekers of the perfect value and performance combo.

We have been fascinated with the new RE Classic ever since the bike hit the tar. The induction of a unit construction engine has done a world of good to the refinement and performance of the bike. In a bid to find out how much better it is when compared with the earlier flagship model, the LB500, we put both the bikes under VBOX scanner and tested them exhaustively to bring to you quantifiable figures. Be prepared for some surprises as you flip through those pages.

India’s biggest biking get-together, the RMX took place near Mumbai last month, and we were the official media partners for the event. Needless to say, we were there to experience all the lunacy as more than 500 Bulleteers from across the country congregated to celebrate bikeism in the most fun way possible. Read the most detailed log of this fun event and burn in the flames of envy as you see the pictures of the lucky guys present there enjoying every moment of their presence at the extravaganza.

Pankaj Trivedi is a very familiar name to the adventure biking aficionados of the country. The maverick rider once rode all the way from the UK to India and went on to create the world record for taking a motorbike to the highest altitude (on land) in the world. Now the vagabond has decided to embark on a crazy journey through the heart of India for three months. Pankaj plans to make a documentary on his exploits when he finishes the ride. He shares his crazy experiences with us through his words and pictures in what he calls the Indi Motorcycle Diaries. It’s an indispensable, inspiring read for all those who want to accomplish such a brave ride, so make sure you have a read.

Apart from all the speciality stories, we have all our usual sections in place, encapsulating the mad times we have here at Motoroids while preparing this unique magazine for all you folks. Go on, immerse yourself in some unadulterated biking action and let us know if you can think of a way in which we can enrich your experience. As we have always said, Motoroids2 is a magazine that has always belonged to its readers.

On a concluding note, the 400RR on test this month has me completely smitten. I sincerely hope and wish to see such beauties getting produced in the country, that’s really just the kind of stuff we need. I currently don’t have enough money to buy this collectors’ item, I was born on the 13th of May though.

Rev freely,

Amit Chhanganiamit@motoroids.com

February 2010

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Columns

Regulars

CHAKAN EXPRESS Pulsar 135LS vs FZ16

GETTING NAKED!We road test the naked Pulsar 220

MINIATURE MARVELSNinja 250R Vs Honda CBR 400RR

THE BULL FIGHTBullet Classic 500 Vs LB 500

RMX 2010The annual Bullet gathering

INDI MOTORCYCLE DIARYPankaj Trivedi’s travel tales on two wheels

MRF International Challenge 2010

The 2010 motorsport season has begun!

Getting Naked!We road test the naked Pulsar 220

The Bull FightLB 500 Vs Classic 500

Chakan ExpressPulsar 135LS Vs FZ16

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BRAKING NEWSNews with a pinch of salt

LETTERSWhat our readers have to say

BIKERSBecause you are important

BIKER PERSONALITYWe get talking with Sarath Kumar

MOTO CLUBZGutzy Roadies from Chennai

MEN AT WORKMotoroids behind the scenes...

CRAZY, CRAZY, WORLD!!For the light hearted

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MINDREVVIN’Amit Chhangani

THE FAT BIKERRohit Paradkar

THE HIGHWAYMANDr. Arnob Gupta

Contents

Features

Miniature MarvelsNinja 250R Vs Honda CBR 400RR

February 2010

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News that makes our heart skip a beatBRAKING NEWS- StoppieSuzuki to unleash

more warheads

Pulsar 220 goes naked!

The CBR1000RR and the YZF-R1 are already selling in good numbers in the Indian market. The famed quartret will be complete when the Ninja and the Gixxer 1000s joing the battle. The third missing piece in the puzzle, the Gixxer is already on its way to India. Within the next few weeks, Suzuki is expected to launch their highly regarded track tool – the GSX-R1000! Yes, the K10 Gixxer Thousand is all set to take on the recently launched ‘10 YZF-R1 and the refreshed Fireblade. That’s not it. The litre-class Gixxer will be joined by the Suzuki Bandit - a bike made illustrious (alongside the

Hayabusa) by the famous Bollywood flick, Dhoom. The bike will be available in India in its 1250cc guise with a quarter fairing that gives it the ‘1250S’ tag. Its too early to speculate though if the ABS version will be launched or not. The expected ex-showroom price for the GSX-R1000 is Rs. 12.5-lakh and that for the Bandit 1250S is Rs. 9-lakh.

As was expected for quite some time, Bajaj last month unveiled the replacement to its ‘street-fighter’ legend, the Pulsar 200. The new bike came in the form of the Pulsar 220 sans the loved and hated quarter fairing. Visually the bike looks similar to the good ol’ 200 save for the rear disc assembly, the new metallic ‘Pulsar’ monogram and the cheaper quality ‘220’ vinyl on the tail. Bajaj has priced this bike at an interesting Rs. 73,000 in Pune. Whether that price tag is alluring enough or not to change some buying decisions is something that our colleague Pradeb Biswas has been trying to find out ever since the bike came to our office for testing. You can read his report on Page No.20 of this issue.

Meanwhile, our sources at Bajaj have also disclosed that the new Pulsar 150 is on its way to the showrooms. The 2010 model will receive the same styling treatment as the 180/200. The bike however gets some tweaks to its engine and the resultant mill produces 15 PS worth of power – that’s similar to the classic Pulsar 180 when it first came out at the start of this decade! By the time you read this issue, we are sure that the first lot of the 2010 P150 will already be standing in the showroom warehouses. The price tag will be heavier by hardly Rs. 500 over the outgoing model in every city across the country.

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News that makes our heart skip a beatBRAKING NEWS- StoppieTVS to launch the Scooty

Streak Hybrid in March

California Superbike

School visits India

The TVS Scooty Hybrid, previewed at the Auto Expo 2010 will hit the showrooms in March. Powered by a parallel hybrid system that incorporates a 90cc four-stroke engine and an electric motor powered by a lead-acid battery, the Scooty Hybrid will be the first bike of its kind by any major two-wheeler manufacturer in India. At Motoroids, we think of this development as a very important one as the Industry, for some reason, is still not taking such future technologies seriously enough. In that context the new hybrid vehicle highlights the

foresight of TVS. Keeping the depleting reserves of fossil fuel and escalating prices of petrol in mind, such practical and economical city runabouts make a very strong case for themselves. The move by the Chennai based manufacturer is appreciable in every sense of the word.

While a host of other companies are making electric two-wheelers, no other company has thus far ventured into the hybrid market. Pure electric scooters have range and outright performance as their Achilles Heel. Hybrid scooters offer a much more practical solution in terms of both power and range.

The new Scooty will reap the benefits of hybrid technology and deliver better fuel efficiency and more pulling power (owing to the high torque produced by its electric motor). However, the new-age bike will still not exceed the price point of a traditional scoot by much. Featuring four different modes for electric-only, engine-only, Hybrid (power) and Hybrid (economy) operation, the new scooter will perform in accordance with the rider’s demands. The hybrid will be capable of running for 30km on a single charge without any aid from the engine. The range, however, will be much better when the vehicle runs on the engine-electric mode. If the boffins at TVS are to be believed, the new bike will cut down CO2 emissions by 30% while also bumping up the fuel efficiency by the same percentage.

At Motoroids, we believe that such efficient technologies will have to be increasingly incorporated in all mainstream bikes if we have to tackle the rising concerns about global warming and fuel prices in an efficient manner. We, thus, look forward to the launch of this milestone machine with great anticipation.

The California Superbike School is undoubtedly one of the best in the world when it comes to training riders and aspiring racers to the nuances of superbike racing. Red Rooster Racing, one of India’s leading race teams, in a bid to promote and improve the standard of racing in India, recently organized a training camp in India with the help of the UK wing of the California Superbike School. The 4-day camp focused at training some of India’s best known racers as well as some newbies around the Sriperumbedur race track near Chennai. Kudos to Red Rooster for taking up such an initiative!

February 2010

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Only 200 Ninjas

on the road yet

Poor man's FZ on its way

The FZ line up has been doing pretty well for Yamaha since its launch. But inspite of healthy numbers in the premium segment, Yamaha is losing out a prospective share in the lucrative entry-level 150cc market with their absence. But its set to change now as Yamaha is in the final stages of launching the SZ (or S2?) – the low-key model that the Jap bike maker displayed at the Auto Expo. The bike uses the same engine and chassis of the FZ-series, but saves cost with conventional shock absorbers, drum brakes etc. The whole exercise will allow the bike to be launched in the 60,000-rupee price bracket, where it will take on the Unicorn, Pulsar 150 and the GS150R. This move is contradictory to Yamaha’s said plans of sticking to the performance/premium segment of the Indian motorcycle market. The bike was expected to be launched in the 3rd week of Feb, 2010, but as per our sources some last minute problems are delaying the launch.

Its been four months since the Ninja has been launched and from what we hear, only 200 units have been sold to the public as of now. Ironically though, the low number of sold units is not being blamed to lack of demand, but instead a shortage of supply on Kawasaki’s part. Prospective customers, as per our knowledge, are complaining that the Pro Biking showrooms are indicating a four month long waiting period for the next lot of 250Rs to be ready for delivery. Sad state we say, considering the demand is so high, Bajaj-Kawasaki should leave no stones unturned for making sure the supply meets the demand.

February 2010

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News that’s neither here nor thereBRAKING NEWS- Slide

Bajaj gets European patent for its ExhausTEC technology

February 2010

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Bajaj Auto has, for long, been marketing its twin-spark DTS-I technology successfully on its Pulsar and various other brands. Another of the company’s inventions namely ExhausTEC that claims to boost the mid-range torque and hence performance of its bikes has been featuring on a variety of the company’s two-wheeler models for years now.

ExhausTEC is a device incorporated in exhaust system of some Bajaj bikes, where ‘TEC’ stands for Torque Expansion Chamber’. The technology improves the scavenging process and is claimed to improve engine torque at low revs without compromising anything at mid or high engine revs. The Silencer also has a characteristic

tonal quality to it, and emanates a pleasant sounding low frequency ‘boom’ sound.

Bajaj was recently granted patent rights for its “ExhausTEC” technology in Europe after a series of stringent examinations. The priority for this European Patent is derived from the corresponding Indian patent application dated August 6, 2004 and is valid till August 5, 2024. Bajaj Auto was granted the “ExhausTEC” patent in India by The Indian Patent Office in March 2009.

While it’s worth a cheer to know that an Indian automaker has been granted the patent for a mainstream technology, what boggles us is, what it takes such a long time in granting these patents. Bajaj

has been incorporating ExhausTEC systems on its machines for years now, but it was only last year that the company managed to get a patent from the India authorities. Moreover, we just hope that this time the patent has been granted after proper scientific examinations and doesn’t lead to a controversy like the DTS-I row that surfaced earlier last year. Hopefully there isn’t any ambiguity about the technology this time around, and any claims made to challenge the patent will be handled with reason and not end up in a blame game of bureaucrats.

News that shouldn’t have been newsBRAKING NEWS- Crash

- Jaspreet Singh Gujral

Honest Coverage

Your bouquets and brickbats for the January issue of Motoroids2

- Jenicks Rajiah

Founding FathersAny self respecting automobile enthusiast will

be aware of the various manufacturers across the globe. It will be interesting to know how many of them know about the owners or founders of those automobile companies. The feature article on Soichiro Honda has helped me in realizing what a great man the founding father of Honda is. There are books and documentaries available about the founding fathers of automobile companies but are very expensive to buy. Owing to Motoroids, one gets to read feature articles about such individuals free of cost! Thanks for including such articles about the men behind the globe’s auto companies and increasing our knowledge base.

The past few months have made me realize that Motoroids is the fastest way of staying abreast with the latest happenings in the automotive world. A case supporting my point is the coverage of this year’s Auto Expo by you guys. Going through your exhaustive coverage of the event made me feel as though I attended the event in person. Your website was the first one to consistently update live happenings from the Expo. However, I felt that the coverage of the same in the e-mag was a bit dragged and boring. But I must say that the feature on the event was even more in-depth and detailed. It did not feel like a rip off from the press releases issued by the manufacturers. Since the first issue, Motoroids has given truthful, accurate and blatant reviews of all things automotive. I hope that doesn’t change ever.

- Rajas Thanekar

Chopper FanNot every biker is into sport riding or stunting.

Some of them like their beasts low and long for cruising around town. Thank you Motoroids for appreciating that and consistently providing us with reviews of choppers. Your magazine has reviewed three custom choppers till date. Cheers to that! A chopper is all about individuality, style, appeal, aura and street presence. The photographs and layouts of the unique motorcycles always end up doing justice to them. A fact worth appreciating is that unlike few auto mags, Motoroids does not rely heavily on Photoshop for making the images look good. Instead the location and angles of the images contribute to the overall appeal of the story. I am confident that Motoroids being a magazine ‘by bikers for bikers’ will continue to review choppers in the future issues too. Cheers!!

STAR LETTER

- Rakesh Reddy

Bullet Day-dreamerI am a big fan of Royal Enfield motorcycles and

aspire to buy one someday. Apart from daydreaming about them, I continously read reviews about different Bullets so that I can narrow down to one particular model which will suit me the best. The Bullet Classic 500’s picture on the cover of your January issue made me very happy, for the manufacturer has finally launched a new advanced bike. After reading Rohit’s first ride report of the 500 Classic I am convinced that this is the motorcycle which will be mine in some time. Unless, Royal Enfield launches a new Bullet which Motoroids says is better than this one! I am now working towards increasing my bank balance. Meanwhile you guys take care and thanks for providing us bikers with a terrific magazine free of cost!

Send us your letters at letters@motoroids.com

If you wish to contribute to the magazine, in any way by

providing content, have a look at the last page for the exact email addresses to send the

mail to.

February 2010

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BIKERSShare with the world your great adventures on your bike. Send us your pictures along with a small description at bikers@motoroids.com

Team 456, a biker club from New Delhi shares with us some snaps from their regular Sunday morning Breakfast Ride (BFR)

February 2010

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And Santosh Gambhire shares snaps from the GRz Stuntshow held in Powai, Mumbai recently

When I first came to Pune I was an impossibly naïve character. So naïve, I didn’t realize I was looking like a complete joker

wearing that cheap, ill-fitting imitation of a Repsol Honda tee. In fact I hardly knew it was a cheap imitation, and strolled around the office with great pride, flaunting my passion. The act must have triggered some furtive smirks amongst my colleagues when I was around and some belly-rattling laughs when I was not. Thankfully, my office mates never made the fact obvious to me, and very patiently bore with the B-town lad who took his own sweet time learning corporate etiquettes.

However, even after being uncouth, I was reasonably good with telling good motorcycles from the bad ones, right from the first day. For example, the expression of my experience with the Bullet Electra that offered gearshift and brakes on the correct side was so demeaning I almost got fired by my editor. That report was the expression of a Japanese bike lover who rode an RE for the first time. And that, I think should be proof enough that I was generally good with my evaluations. The original copy was shown the way to the bin though, for obvious reasons.

In the following years, I rode scores of motorcycles – new and old, big and small, geared and automatic, friendly and scary, all varieties imaginable. Some of these bikes were incredibly appalling, especially the ones made for the bald, middle-aged stingy people and promising to circumnavigate the earth 500 times in a little less than half a litre of fuel. Needless to say, I dug my fangs relentlessly into paper for all such bikes, spitting out the last drop of all the venom my brain could produce. Thankfully some of these pieces went into print without being altered much, something that doesn’t usually happen in the Indian scheme of things.

There were other instances when I got

completely smitten by some bikes. The LML CRD100, the R15 on the racetrack and Stuart Lima’s K5 Gixxer 1000 on the extreme end of the spectrum were the bikes that had me completely bowled over. While the CRD was a revelation going by the puny engine that propelled it, the R15 was a pleasant shock for most Indian auto journos as regards handling. Stuey’s Gixxer was the first bike that scared the stinkiest shit out of me with its uncontrollable acceleration and that deafening howl from its lovely Racefit exhaust.

Even as I appreciated these machines from the core of my heart, there never was a compelling craving within to make me lust for any of these beauties. I never wanted to own any of them. The CRD would make a laughing stock of me among my friends, while the Gixxer would surely kill me sooner than I could fathom. The R15, even the Ninja 250 are nice bikes, but they’re a good distance away from quenching my hooligan instincts, the limits of which I know very well. And knowing those limits, the 600 and litre class sportsters get automatically struck off the list. The essence of this entire rant is that I have never been able to find a bike that I would crave to own and ride every day. Bigger bikes were too manic for my liking and abilities, while the smaller ones were too timid. Anything in between wasn’t either sporty enough, or was too much of it. But all that changed when I rode the CBR 400RR recently – or the BabyBlade as they loved to call it.

I laid my hands on the beauty a few days back when it hit our garage for a wacky comparison test with the Ninja 250R. Draped in hues of red, white and blue, at first it looked similar to numerous other performance bikes I have ridden save for its nineties’ round twin-lamp styling. The 400cc mill dishing out a few more than 50 horses sounded tasty, but nothing to sweep me off

my feet. I first took her out for a kilometre-long one-way ride to the grocer’s and whoa! It shattered my perception about the ideal performance bike for India.

The first thing that smashed the nail bang into my head was its angry, throaty growl. Once she gets talking, she never lets you know that she’s running 600 less cee cees than her elder sisters whose exhaust notes are worth giving an arm and leg for. The aftermarket Yoshimura system made this baby sound like the sweetest thing in the world, and guaranteed jolted twists of every neck in a region of 400 meters as soon as I wrung the throttle open. It sprints to 100km/h in 6.5 seconds flat and keeps intensifying its violent advance through the air ahead until it reaches 200km/h, after which it sobers down a bit to reach its top speed of 220km/h. Now that’s the kind of performance I would love to tame on Indian roads without having a massive, unused reservoir of power. That’s the kind of performance I would like exploit to the hilt without having to risk my life. That’s the kind of performance I can think of taking to its extreme to master my steed on the limit. It’s manic enough to scare, yet sane enough to not be termed as overkill. With its inconvenient, low handlebars and big tank, it makes you feel you’re riding a proper superbike – the inline four powerplant revs just the way a superbike should, while the compact dimensions and the correct amount of power make sure that you’re not struggling to save your life every time you attack a corner in full force.

The production of this beauty stopped in 2001, and unfortunately there are hardly any more 400s available in the market. But if there ever was just the perfect sportsbike for an Indian enthusiast, I am sure this would be it. So finally, after five years of learning, the naïve B-town lad has a bike to crave for. And guess what? He’s finally found something worth saving up for!

I seem to have found the mechanical love of my life, finally!

Columns

Mindrevvin’ AMIT CHHANGANI

Now that’s the kind of performance I would love to tame on Indian roads without having a massive, unused reservoir of power

“”

February 2010

Columns

I have been harping on the fact that it is the dawn of biking in India – bigger bikes making an entry in our market, motorsports gaining good momentum, awareness and acceptance

to sport and stunt riding increasing by the day, etc. What has also spawned in the process is the realization of the biking brotherhood and thus, the formation of biker clubs. When we started our biker club, the Rubber Smokin’ Angels back in 2003, till until now, I have come across a lot of new clubs, groups and communities that is some way or the other strive to contribute to the motorcycling culture. Most ride out every week for their stunt or sport riding practice, or to showcase the numerical strength of their club, or to meet other clubs riding down from various cities, or for a simple breakfast at some café in the hills. And while we too look forward to some such getaway every week, I have been left wondering about some things, especially after a depressing incident that recently took place – the death of a biker kid.

If we are to take things at face value, there is nothing too shocking about some fatal accident these days many happen everyday at some latitude

You’re embarking on your first long solo ride. So what can you do to minimize risks as you tread into unfamiliar territory? Plenty, starting with what you do even before you set off. Namely, your gear and the stuff you take

with you.Mistake#1: Got helmet, am dressedPrepare for the crash, which you do not want to have. A

proper med kit. Helmet. Riding/ankle length boots. A tough jacket. Back protector once you can get hold of one . Elbow and knee guards. Proper gloves, with palm protection. Why? Simply because all this can mean the difference between getting back onto your bike and riding on, and a horizontal trip to the hospital with a broken knee, and a mashed hand.

Mistake#2: AttitudeThe highway is a place you don’t take risks ever. EVER. If

you are in the habit of taking gambles on the road, you WILL pay the forfeit. It’s just a question of when. Added to which are the empty roads which lure you into seeing how far you can send the speedo to the east, when around the next corner is a bull that has just decided to cross the road to introduce itself to that cow with loose morals on the other side of the road.

Mistake#3: My stopping distance is the empty road I can see ahead

Not true. It grandly assumes that oncoming traffic will stay on the correct side of the road. You have to give oncoming traffic on the wrong side time to react and slow down (happens very often when somebody makes a dog’s dinner of an overtaking pass)– and this eats into your stopping distance. Be prepared to stop within HALF the road you can see.

Mistake# 4: Using the whole road in the cornersEspecially true for blind corners! Using the whole road means

that there is no room for evasive action in case of emergencies, but staying in the centre of your lane means, that in a pinch you can actually flick the bike upright and scrub off speed in a straight line in case you have to. But for that you need road, which you won’t have if you take a corner at top speed. It’s also a common error to go in too fast and then discover that the corner has a reducing radius/gravel/wrong camber.

Mistake# 5: Staying on the fast laneUnfortunately, the authorities have planted trees and shrubs

on many medians, which means that you will not see breaks in the median until you are upon them. Too many people have this cute habit of hopping out of the shrubbery onto the centre of the fast lane. Riding to the left of the lane marking, assuming it is a two lane road gives, you a very valuable couple of seconds extra,

and longitude. But when its one of your own who is the chosen one, the incident tends to shake you up. A weekend getaway with your biker buddies sounds exciting, but it still brings along the risks that surround biking. We are always ready to ride out at the first glance of a holiday, but what we seldom prepare ourselves for, is the disaster that may be awaiting us at the next junction. I’m not talking about the protective riding gear or safe riding here, but the ability to tackle the aftermath of an accident. Since the worst we expect is a broken bone or smashed up motorcycle we always presume that help will easily be available, especially in a country so populous, it’s impossible to find solitude. We seldom carry a list and contact numbers of hospitals in and around the destination we are riding to, totally ignoring the fact that an ambulance might be required in such situations. We tend to have lock codes on our cell phones to protect our privacy but ignore the fact that it makes it impossible for helpers around us to contact our family in case we are knocked out cold!

But apart from all these basics (as most may call it), the most important thing you need in your cell phone’s contact list is phone numbers of friends in high places – especially if you have collided with some one else. Given the state of affairs in our country, irrespective of the medical condition of the biker who has crashed, the locals in the vicinity of your ride itinerary will want to have a brawl with you! Even a responsible biker clad in safety gear from head to toe will be looked upon as a sinister street racer, irrespective of the speeds the guy has been maintaining – forget reaching a judgment as to whose fault it was. In our case, our biker friend was hit by the Sarpanch’s vehicle – which meant that all the villages in and around our destination were ready to burn down every bike that looked fast even when parked. The police would not help much either and instead termed the kid to be fast and reckless since he had ‘racing clothes’ on him! As the case gets complicated by the day, it leaves me wondering about two things – is riding gear equally safe after the accident? And do I need to be Police Commissioner’s bum chum to be qualified enough to ride on the sacred roads of India? Help me find an answer by writing in to rohit@motoroids.com!

THE FAT BIKER

ROHIT PARADKAR

THE HIGHWAYMAN

DR. ARNOB GUPTA

We are ready to ride at the drop of a hat. But are we ready to handle the aftermath of an accident?

Mistakes noobs make

both to see and be seen, because of the angle.

Mistake #6: Keeping up with the others.

Call it peer pressure. Or whatever. In the city you get to do 0 high speed turns. On the highways, it may be one every 2 km. It’s a skill you don’t have yet. Trying to follow the guy in front whose brake lights don’t even come on before the corner is simply a recipe for disaster. Take it easy, ride at YOUR speed. When Rossi up front starts missing you, he’ll stop/turn back.

Mistake # 7: The marathon first ride.

Keep it short (max 4 hrs) and take breaks. The first ride out of town IS dangerous, no need to make it even more dangerous with fatigue, tingly fingers and a sore butt added to the equation. Avoid riding at night on the highway until you have at least 3-4 rides under your belt. It’s a different ball game altogether.

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Does the impressive new Pulsar 135 manage to bowl out the FZ 16 on the 150cc wicket?Words Photography Amit Chhangani Ashish Pol

Look son, a two-wheeler is meant for commute. And trust me, someone like you doesn’t need

a motorcycle to prove his rowdiness. What do you need a big motorcycle for? I have been using my Kinetic Honda for the past 15 years, and I have made it to every appointment in time. Moreover, I don’t want to see you splattered on the rear windscreen of a car. No big bikes for you.”

“But dad, Pulsar 150 is not a

February 2010

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big bike”“Oh, so you want me to buy you a Bullet now? That’s the only bigger

bike around. Just forget about it, you are not getting any fast machines just yet”

It’ll be wrong to blame the fretful dad for being sceptical about his son’s skills. No one would want to hand his offspring a knife to slash himself. Whatever the reason for their scepticism – lack of knowledge, their son’s terrible track record with dad’s stolen scooters or friends’ borrowed bikes, or plain disbelief – Indian parents won’t feel comfortable gifting their son a Pulsar 150, or any 150 for that matter as their first

“

“If one has the money, the fZ defInItely makes for a

more desIrable machIne for a youngster, but the real

questIon Is whether the P135 matches the bIgger yam

functIonally ”

‘proper’ motorcycle. It’s too big, too bad and too fast for their comfort.

The positioning of the new Pulsar 135 in that context is bang on! It carries the most sought after ‘Pulsar’ brand on its tank, it’s got a brand-new 4-valve tech from Bajaj, it’s deceptively small, and it costs substantially less. So now fresh into college kids have an appeasing line for their obstinate dads. “Fine then, I’ll live with the Pulsar 135!”

But the real question here is whether they are really buying a potent machine or fooling themselves along with their guardians as they decide to opt for the 135. Is it good enough to work as a substitute for a proper 150 machine in terms of performance to

be called a good compromise? We pit it against the current leader of the 150 crop – the Yamaha FZ 16 to see whether it has the firepower to pose a serious threat.

Let’s make a few things very clear at the very outset though. The FZ definitely has a much superior aspiration value as compared with the Pulsar. It looks bigger and more imposing with aggressive streetfighter looks – it can arguably be called the best looking 150 on Indian roads. Plus it comes packed with goodies like a mono-shock suspension, wide radial tyres and an engine that’s got a really meaty mid-range to suit city riding. If one has the money, the FZ definitely makes for a more desirable machine for a youngster, but the real question is whether the P135 matches the bigger Yam functionally.

A quick look at our test figures for the two bikes suggests that it does – in terms of straight line performance at least. It’s quicker off the block, and the revvier, peakier engine ensures that the lighter machine gets propelled to a higher top speed than the FZ too. Let’s do bit of number crunching to substantiate our observations. The FZ’s 0-60 sprint time is 5.67 seconds, 0.4 seconds slower than the Pulsar. The 135 opens the gap further on the FZ as the two bikes advance to the 80 km/h mark. The Pulsar even with its smaller engine goes on to post a higher top speed of the two, showing a speedo indicated 125km/h before running out of breath. The FZ, on the other hand, starts feeling harassed after the 100km/h mark. Top whack isn’t something the FZ prides itself upon. The engine is

February 2010

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Displacement

Maximum Power

Maximum Torque

0 - 60km/h (sec)

0 - 80km/h (sec)

Price OTR Pune

QUICK FACTS PULSAR 135LS

134.66cc

13.5PS@9000rpm

11.4Nm@7500rpm

5.27s

10.03s

Rs 56515

uncharacteristically lazy for a Yamaha and doesn’t like being forced into going above the 6500 rpm. Put it in a higher gear, and it’ll happily pull you along without any signs of splutter or stagger. Push it to the limit, and you’ll know it’s displeased.

The Pulsar, on the other hand invites you to treat her badly. A smaller capacity engine means that the juices flow only once you go relatively higher up the rev range.

However, the Pulsar never feels wheezy. It’s got great amounts of urgency and confidence for a 135. It challenges proper 150s with confidence which was always missing in the previous similar pretenders. As regards performance, the Pulsar, then, is a properly accomplished tool, which can give any 150 a good run for its money, its own elder sibling, the Pulsar150 included.

But like most good things, the P135 too

has a darker side to it. The amount of engine noise and vibrations that the 4-valved engine emanates brought a frown on the foreheads of almost all the fellow riders who swung a leg over its saddle. The engine note from the newly developed engine is rather loud and harsh. Not that Bajaj has traditionally been known for the smoothness and refinement of its engines, but the P135’s mill is exceptionally noisy. The vibes at the handlebar and the footpegs after 6000 rpm are a little too unsettling. Of course there are people who

appreciate uncouth behaviour from their machines as it augments the feeling of speed and involvement. However, our opinion at Motoroids is that it’ll work in Bajaj’s favour to eliminate the excess vibrations. The FZ in comparison feels way more smooth and refined. Although the engine noise at high rpm, especially when you are trying to push the bike hard around uphill twisties feels rather characterless and whirry, and doesn’t entice you to go faster. After 6500 rpm, the FZ’s engine tends to turn down any requests

Displacement

Maximum Power

Maximum Torque

0 - 60km/h (sec)

0 - 80km/h (sec)

Price OTR Pune

QUICK FACTS YAMAHA FZ16

153.00cc

14PS@7500rpm

14Nm@6000rpm

5.67s

11.0s

Rs 72856

Stuff Stats

Rider: Amit Chhangani (FZ16)

Helmet: KBC Scratch and Burn

Jacket: Icon Merc Mesh

Gloves: DSG Primal

Testing Consultants

February 2010

16“a relatIvely shorter saddle heIght means PuttIng the

knee down Isn’t really an Issue ”

or commands to enthral any further. The FZ, then, isn’t for the jockeys who like whipping their steeds to go faster until they get frothing mouths. It’s for the riders who enjoy a steady gallop on their stallions.

Around the twisties, the Pulsar exhibits its handling prowess with élan. The smallish machine is a joy to throw around corners. Unlike its earlier 135 and 125 cc offering, Bajaj has managed to endow the P135 with a very reassuring pair of wheels. The light weight of the machine along with its compact dimensions and a laudable handlebar-saddle-footpeg geometry lends it great nimbleness to bend and rise up again quickly. The suspension is slightly on the stiffer side, which really helps when you cling on the handlebars while hanging off around sweeping corners. A relatively shorter saddle height means putting the knee down isn’t really an issue. Clip-ons are a rarity on bikes of this size, and the Pulsar is the first bike below the 150cc category to sport the feature. Not only the Pulsar’s clip-ons look cool, they have been positioned just right for a great mix of comfort and sportiness. All in all the Pulsar culminates into a great riding experience owing to its keen, revvy engine and great handling traits. The only negative, as we mentioned earlier, are the harsh engine sound and the vibes at

Stuff Stats

Rider: Sagar Sheldekar (P135LS)

Helmet: Cross DOT

Jacket: Shift Mesh

Gloves: DSG Primal

February 2010

17

the handlebars and the footpegs. The FZ has a relatively upright seating

position. The straightish handlebars offer a new kind of an experience to a rider who hasn’t ridden such a bike before. It doesn’t take much time to get used to the set-up though. Once on the move, the FZ delights you with its straight line stability which is a result of its mono-shock suspension, great chassis and widest-in-class radial footwear. However, right from the very moment you board the machine, you get a feeling that

this one isn’t meant to be thrown around bends with disdain. The upright stance, the meaty mid-range power, and foot-pegs that love digging into the tar sooner than you ever think don’t make for a very rewarding experience when you get into Destroy mode and start assaulting corners. The stability of the machine isn’t an issue at all, mind, it’s just that when you take this baby to its extreme limit, certain things indicate that it isn’t enjoying its time there. Comparing apples with apples, the Pulsar is definitely a more

February 2010

18

accomplished bend carver and would entice a track junky much better than the bigger Yamaha any given day. Then again, the reason why it accomplishes the feat is because of the fact that it’s meant to be sporty, quick and nimble. The FZ on the other hand prides itself upon its cool quotient and doesn’t make any pretensions about its agility and speed. It does what it’s meant to do very well – look great and make for an accomplished, relaxed ride. It isn’t a bike for the restless rebel for

sure.With its beautiful form,

which has been beautifully executed by Bajaj designers, the new Pulsar is definitely the best looking machine this side of 150cc – however, the bike that it’s up against – the FZ still takes the overall aesthetic accolades. The FZ looks bigger, has more street presence and that streetfighter look really adds to its appeal.

All in all the Pulsar 135 really has the 150cc leader licked in terms of performance and handling. However, the FZ still rules in terms of street presence, aesthetics, straight line stability, refinement and desirability. So if you aren’t too tall (as the 135 is a real pocket rocket) and don’t have anything more on the agenda apart from performance on a budget (don’t even think about refinement), then don’t think twice before bringing home the baby Pulsar. Its delightful looks will add up as a bonus. However, in case you’re looking for something more substantial with oodles of style and presence, then look no further than the FZ.

As for the big question we asked in the opening page of this article…do we hear a very strong LBW appeal? Oh yes!

February 2010

19

“wIth Its beautIful form, the new Pulsar Is defInItely the best lookIng machIne thIs sIde of 150cc ”

The new variant of the P220 strips off its quarter fairing to don the traditional Pulsar bikini. Pradeb Biswas gets steamy with it…

Getting Naked

Photography Eshan Shetty

Bajaj Auto is infamously known for scrapping off models which don’t fare too well on the

sales chart. The manufacturer has earlier stopped production of a few models within six months of their launch. Unlike other motorcycle makers, Bajaj does not believe in the philosophy of ‘sales picking up with time’. A motorcycle needs to get popular among buyers within a short span of time, else it gets the boot! A couple of months back, the manufacturer decided to pull the plug on its Pulsar 200.

The decision was a mysterious one and failed to make any sense. The tribe of 200 owners was increasing by the day. It even featured on the ‘to buy’ list of majority of

collegians who were about to graduate from the mundane commuter life. It also allowed Pulsar 150 and 180 owners to upgrade to a bigger motorcycle within the same family. Then why was the decision to scrap it taken?

Well, the answer to the question has just been given. The ‘new’ naked Pulsar 220 fills up the void created by the demise of the 200. This motorcycle marks a new era of platform sharing for Bajaj. For the first time, two motorcycles catering to different segments share the same engine and cycle parts! The only difference between the 220 F and the new naked one is the ‘Pulsar brand facial identity’ of the latter.

In terms of styling, the naked 220 borrows all design

performance. In fact, the 220cc mill is the soul of this motorcycle. Majority of owners buy a Pulsar 220 only because of the fact that it gives them a healthy chance of out-accelerating an R15. The new naked 220 doesn’t disappoint in this regard for it’s a full three kilos lighter than the 220 F. During our acceleration runs it took 4.17 seconds to reach 60kmph from standstill. The 0-100kmph run was achieved in about 15 seconds.

Thanks to the 32mm carburetor, it will be child’s play to consistently extract a fuel efficiency of around 30 kilometers per litre. While riding the naked 220, the change in engine note upon opening up the throttle is adorable. The rev-hungry engine lets out enthusiastic vibes whenever the tacho needle heads northwards to its limit. The eagerness in delivering its horses to the rear wheel is characteristic to this engine.

cues from the 200. There a few visible differences though which distinguish this motorcycle from the discontinued Pulsar 200. The fatter front forks, rear disc brake and clip-ons would be a direct give away to the keen eye. With the 220 stickering on the rear cowl, even a bimbo will find it easy to differentiate between the two.

Along with the Pulsar 200’s looks, even the ergonomic gripes have been passed on to its replacement. The front seat is not adequately padded and ends up arming the fuel tank with immense ‘testicular affinity’. Each time you pull the front lever back in an enthusiastic manner, the muscular tank attempts to render your family jewels black and blue. The phenomenon happens with such regularity that you seriously start contemplating about wearing a groin guard for future rides.

The inadequately padded seat also ensures that one has to resort continual bum breaks on even moderately long rides. The pillion rider faces the same problem for the rear seat comfort doesn’t fare any better. In fact the Pulsar 220 has been notorious for offering bad rear seat comfort among the entire m o t o r c y c l e fraternity. If you are buying a motorcycle with the intention of occasionally taking your better half along on long rides, then overlook the naked 220. You won’t be earning any brownie points from the ladies for sure.

Why you should buy this motorcycle is for its straight-line

Stuff Stats

Rider: Pradeb Biswas

Helmet: Angels Racing

Jacket: DSG Nero Textile

Gloves: Spidi Strada

The Pulsar 220, right from its fuel-injected version has been known to be a good handler thanks to its nice set-up and the grippy MRF Nylogrip Zappers mated to the fat forks and clip-on handlebars. Unfortunately though, the same cant be said about the new naked variant. It is advisable to exercise caution with regards to generous throttle inputs on the new 220 as the chances of you ending up in a slide at the limit are quite high. Our test mule, which belonged to the first batch of naked 220s came shod with Eurogrip rubber on both ends.

Owing to the recent strike at the MRF plant, which held almost the entire two-wheeler industry at ransom, Bajaj had to resort to having another tyre manufacturer under its kitty to avoid such mishaps in the future.

If you are planning to choose between the 220 F and the naked version for sports-touring, then please stop reading this road test right away. The 220 F will suit your needs better. The nocturnal capability of the naked 220 is nowhere in the league of the 220 F. The 220 F, with its projector lamp offers by far, the best illumination across brands and models. The naked 220, however isn’t as good as its elder sibling. The white light emanating lamps aren’t potent enough to provide illumination to match the bike’s speed. On high beam, the illumination gets even worse.

If you are planning to buy a motorcycle in the 70-80

grand price range, then here is a questionnaire for you to judge your needs. Do you seek a two wheeled companion purely for straightline bliss? Do you prefer speed, even if it comes with a sore bum and a set of hassled private body parts? Will your chest swell up with pride at bike meets as your bike is big on cc and size than those of your peers? Is it too difficult for you to stretch your budget by Rs 6k for better illumination?

If your answers to the above questions are affirmative, then the naked 220 is your two-wheeled soul mate.

With a (OTR Pune) price tag of Rs.73,000 the naked 220 is roughly six grand cheaper than the 220 F. The naked 220 is an all-rounder that scores more than its competitors in quite a few departments. Bajaj’s overall quality has gone up a notch lately and spares being cheap maintenance won’t be an issue either.

It is a performance motorcycle on a budget that quite a few motorcyclists would be tempted to own. It is an attractive proposition to those who always wanted to buy a performance machine but were held back owing to budget issues. The naked 220 is currently the most value-for-money performance motorcycle available in the country. If you are a speed freak with budgetary constraints, go ahead and put your money down on it. There’s no way you would end up regretting it.

February 2010

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PULSAR 220 DETAILS

01. From this angle it is difficult to distinguish the naked 220 from its Pulsar siblings

05. The digital console is no different to the unit on the faird Pulsar 220

03. The 120 section Eurogrip tyre lacks grip. It is highly recommended that you upgrade to a better set of tyres ASAP

04. The naked 220 gets a plain vinyl sticker on the rear cowl while on the 220 F its a monogram one

02. The wolf eyed bikini

fairing is too common a sight and dilutes the

premium-ness of the 220

“To put things in

to perspecti

ve, this

motorcycle

is a rei

ncarnated Pulsar

200 albeit with a bigger h

eart and

better quality

cycle parts ”

Displacement

Maximum Power

Maximum Torque

0 - 60 (sec)

0 - 100 (sec)

Price OTR Pune

QUICK FACTS220cc

21.04PS@ 8500rpm

19.12Nm@7000rpm

4.17

15.1

73,000

Testing Consultants

With technology scaling new heights, can 2010 born Ninja 250R hold its ground against a crude 400cc machine conceived in the late ‘80s?

MiniatureMarvels

Words Photography Rohit Paradkar Ashish Pol

When Kawasaki reincarnated the rotting EX250 into the new Ninja 250R the whole world sat up and took notice. And

when the bike landed on the Indian shores last year, our biking fraternity was more than elated, for at last, a true blue quarter-litre multi-cylinder motorcycle had arrived. But that was not the end of it. Since our market has been deprived of a large variety of motorcycles, almost every new high-capacity bike that’s launched educates us about a new genre of motorcycles. Like the R1 taught us what a litre-class ‘super-sport’ machine is, while the ‘busa introduced us to the idea of a ‘sports tourer’. Similarly, the Ninja 250R put forth another genre – the ‘learner’ bike. As the name suggests, a learner bike is a motorcycle that’s easy to come to terms with, is easy to maneuver, has a power-band that’s easier to absorb than glucose and which prepares you to tackle higher capacity motorcycles when you are ready for an upgrade. In the case of the Ninja though, it’s not just any other learner bike, but an entry-level track tool that promises to teach boys and girls alike, the concept of circuit racing. This sort of a low capacity track focused machine has been absent from the product portfolios of the motorcycle makers for over a decade now – with the last notable learner bike for the track being the Honda CBR400RR.

And that brought us to an interesting question. With over two decades worth of generation gap between the 250R and the 400RR, has the technology progressed enough to make the little green Ninja a better all round proposition than the BabyBlade? Lets find out…

While looking for a clean example of the 400RR, we stumbled upon an immaculate 1991 model. This year of manufacture made it fall in the NC29 category (the earlier models being stamped with a NC23 classification). What made this bike special in its era was the technology it was laden with – its inline-four cylinder engine had gear driven cams, gull-wing shaped swingarm, aluminum bean frame chassis, large carburetors, 17” wheels etc. In fact when the NC29 came onto the scene in 1990 most of its technologies hadn’t even graced that era’s 600 or litre-class machines in the market. More importantly, the CBR400 was one of the first bikes to bear the double-R tag, which stands for ‘Race Replica’ thus making clear its intentions of being a potent track tool! The NC29 lent these technologies and a lot of styling cues like

“With over tWo decades Worth of generation gap betWeen the 250r and the 400rr, has the technology progressed enough to make the little

green ninja a better all round proposition than the babyblade? ”

the twin headlamps, jelly-bean body form, mass centralization and bodywork sculpting to the first ever ‘Fireblade’ – a series that revolutionized the way litre-class track machines progressed from then on. It was after the introduction of the CBR900RR in 1992, that the NC29 too got the proud ‘Fireblade’ tag (and also the ‘BabyBlade’ nickname) and the legendary White-Red-Blue splash graphics similar to the actual Fireblade. The Ninja that we decided to pit the 400RR against is the 2010 fuel-injected model that is available for sale in India.

Design and Ergonomics

Even with a design language borrowed from the current generation of Ninjas, the 250R doesn’t make the CBR400RR look all that dated. Yes, the two round head and tail lamps, the comic font for the ‘CBR’ lettering and the psychedelic graphics on the 400 aren’t exactly 21st century – but still have enough substance in them to wring the necks of the onlookers as they go ‘oh ****’ looking at the stationary bike. The fat 150-section rear tyre adds the extra oomph factor that one likes from a sports bike as compared to the Ninja’s 130-section rear tyre, which looks nothing bigger than that of a Pulsar 220. The CBR400RR’s design is a clean

execution – like the rear footpegs for example; since you are not going to need them frequently, they fold back cleanly below the rear fender as if they never existed. The support frame for the visor and rear-view mirrors is slim, follows safe organic curves and doesn’t protrude like similar units on other 400cc machines of its time. The 17” wheels, the ‘bucket’ seat and the upswept chunky tail give the 400RR a sporty low-slung stance while the large fuel tank adds further to the big bike feel. The Ninja on the other hand sports a smaller tank, and a comfortable (and roomy) rider seat, but in turn ends up looking like a full faired street bike than a focused track tool. Since we are talking about entry-level track tools here, the 400RR’s peg-seat-handlebar geometry is

better suited for high speed cornering as compared to the comfortable posture of the Ninja. Well-endowed women or fat bikers like me however may find it difficult to fill into the RR’s narrow seating space and will hence feel more welcome on the Ninja’s saddle. But speaking of women in general, the 400’s low seating allows even a five feet tall rider to comfortable rest her or his feet on the ground – completely flat! However, I’m not in a position to comment on the ergonomics of the bike for riders below the 5-feet scale, ‘cause as you might have made out already, Eshan Shetty wasn’t available for this shoot…

Ride and Handling

The Ninja 250R without doubt is a potent cornering machine. Its lightweight construction gives it the kind of agility that even Rossi can vouch for. The 400RR on the other hand can feel like a baby elephant until you get used to it, thanks to the high footpegs, large bodywork and heavier mass. But once you put some track time under your belt you will realize that the 400RR is lot easier to lean into the corner, thanks to the better weight bias. The large tank aids in hanging off the bike as it lets you lock your arm against it when getting your knee down. The RVF400 inspired large, flat seat aids sliding off the saddle furthermore. The 400RR

Displacement

Maximum Power

Maximum Torque

0 - 60 (sec)

0 - 100 (sec)

Top Speed (km/h)

QUICK FACTS - CBR400RR

399cc

~50 Bhp

32.5 Nm

3.87 secs

6.7 secs

200 km/h + (est.)

Displacement

Maximum Power

Maximum Torque

0 - 60 (sec)

0 - 100 (sec)

Top Speed (km/h)

QUICK FACTS - Ninja 250R

249cc

33 Bhp

22 Nm

3.6 secs

8.3 secs

160 km/h

Testing Consultants

“the ninja 250r Without doubt is a potent cornering machine. its lightWeight construction gives it the kind

of agility that even rossi can vouch for ”

employs a mono shock absorber mated to the Gull-wing swingarm to provide the rear damping. The RR uses a stiffer setup for precise handling and hence loses out on comfort when tackling bumpy roads during those weekend getaways. But fortunately, the shocker is adjustable for damping which makes life somewhat easy. The front employs conventional telescopic forks that are steered by one of the best clip-on setups I have used till date. Even with the absence of a steering damper, we hardly had any problems negotiating the bumpy highway stretches and speeds over 160 km/h. The Ninja too has one of the best suspension setups in the business and given its relaxed riding position we talked about earlier, makes for a more comfortable vehicle when its comes to ride quality. Handling wise the bike’s smaller size imparts more confidence in a newbie, but as the rider starts getting better with every lap, the 400RR offers a lot more learning material – thanks to the extra (almost double) power.

Performance

Speaking of which, lets get to the engine. The 400RR in its NC29 guise produces a little over 50bhp at a peaky 11,500 rpm. What this translates into is a meaty yet controllable midrange. What that means is that the 400RR is a tamed beast when negotiating a corner and once at the apex the BabyBlade hands you over enough firepower to achieve the kind of corner exit velocity that can shame even today’s litre class baddies! And why I say firepower is because when the NC29 executes everything that I just said, it will scream louder than a cannon blast. The Ninja’s exhaust note on the other hand sounds like a kitten trying to roar like a lion! The 400RR’s first gear stretches almost upto 100km/h mark and will achieve this figure in a mere 6 seconds (on a new bike). The bike accelerates all the way to a ‘mechanically’ restricted speed of 180 km/h. The interesting part however is that the top speed restriction comes into play as per the position of the speedometer needle! So a simple km/h to mph converter is enough to remove the speed limiter and allows the RR to achieve speeds up to 225 km/h – that’s the kind of top speed most 600cc machines were restricted to even at the start of the 21st century! Even after 19 years of mechanical wear on it, our

Stuff Stats

Rider: Amit Chhangani (Ninja 250R)

Helmet: KBC Scratch and Burn

Suit: Angels Racing Konvict

Gloves: DSG Primal

Boots: AGV Sport Laguna

“the 400rr comes across as a bike that is dyed in the psychedelic ‘90s and Which hallucinates itself into believing that it’s a litre-class junkie ”

test bike was hardly a few microseconds off the company’s claimed timings – which in itself speaks for Honda’s much talked about reliability over other bike makers.

The Experience

Technical specs and features apart, when you put forth wads of cash to buy such precision machinery, you are also looking at an experience that justifies the whole exercise. The Ninja as we mentioned in our earlier tests, is one of the best (and probably the only) quarter litre bikes out there. But I personally feel that the bike is too mellow. Though it performs exceptionally well for its cubic capacity, it doesn’t demonstrate a zest to compete. Its silent exhaust note makes it look like a destitute kid muted by the atrocities of some environmentalists. The powerband, though err, powerful enough, is as expressionless as a butcher’s cold eyes. Contrary to these little shortcomings, the 400RR comes across as a bike that is dyed in the psychedelic ‘90s and which hallucinates itself into believing that it’s a litre-class junkie. It will shout it out while you make an entrance - even if the needle is hardly tipping the 40 km/h mark. It may not have a powerband enough to break your neck, but has more than enough grunt to encourage you to go faster with every passing lap. Your spine won’t chill with fear when you are entering a corner, nor will a distant spot suddenly turn into a truck in the blink of an eye. At the end of the day the 400RR gives you the experience and the pride of owning a ‘superbike’ while negating most of the risks involved. It has so much flamboyance and eagerness to perform that for a second one tends to forget that the bike is over two decades old!

Verdict

And that brought us to the golden question – which is a better learner bike then, the 2010 Ninja 250R or the age old CBR400RR? Well, the answer is simple. Yes, the 400RR even after a 20-year generation

Stuff StatsRider: Rohit Paradkar (CBR400-RR)

Helmet: Icon Mainframe Subhuman

Suit: Fieldsheer Revo Sport

Gloves: Spidi Strada Leather

Boots: Alpinestars SMX-4

“technical specs and features apart, When you put forth Wads of cash to buy such precision machinery, you are also looking at an experience that justifies the Whole exercise ”

01. The round twin-headlights reflect the preferred design language of the ‘90s

02. Even with the absense of a steering damper, the steering assembly of the 400RR remains stable at high speeds

03. A hadle-bar mounted choke which the 400RR sported in the ‘90s is now becoming popular on modern street bikes like HMSI’s Stunner (carb)

04. Inspite of being an entry level track bike the RR sports twin acclerator cables for better throttle control and faster engine braking

05. The stubby tail, funky turn blinkers and a

proportionately fat 150-section rear tyre make it look like a true blue ‘superbike’

06. The large radiator provides ample cooling but directs the hot air into the riders face

07. The one word that makes all the difference

08. The four pipes and the inline four engine give it a soundtrack like none other

09. Twin disc rotors offer a confidence inspiring bite

10. Plonk in a Yoshimura full system and what you have is monster that makes you go deaf faster than the motor’s acceleration

01

02

05

03

06

04 07

08 09 10

Details: CBR 400RR

“Which is a better learner bike then, the 2010 ninja 250r or the age old cbr400rr? Well, the ansWer is simple ”

gap, is in every mechanical way a better learner bike for the track than the 250R – its just a little bigger in size, a whole lot faster in corners and straights, a lot more cooler with its looks and exhaust note and most importantly – more forgiving! What’s more, a DRI cleared legal 400RR will cost you almost the same as a brand new Ninja 250R. So is the 400RR the bike to buy over the Ninja? Yes! Contrary to my answer, self-proclaimed experts will tell you that finding spares for this 20-year classic is a major hassle. Well, it’s not exactly true. The 400RR was imported in

Europe in such high numbers that many dealers still stock spares in plenty – so finding what you need in this internet age isn’t much of a ‘hassle’. Should you drop the bike and need any of the bodywork then even Thailand can be your savior for it was one of the most lucrative markets for the 400RR after Japan. And should you be one of the more lucky learners who do not drop the bike but like any other biker will need the basic wearable necessities like clutch plates, spark-plugs, brake pads etc. then you will be surprised as most of the 400RRs wearable components

match those of other Honda/Hero Honda machines like the CBZ and the Karizma! The Ninja on the other hand comes with comprehensive insurance, engine warranty, authorized service network and most importantly, easy availability as compared to a CBR400RR. What it doesn’t come with however is the innocent insanity, the feel-good factor, the power, the focus and the capability that not just make a true sports bike but also a true sport rider – and all these facets are a part of the CBR400RR, making it our obvious choice.

Words Photography Gauri Lokare Ashish Pol

Vs

BULL FIGHT Two Royal Enfield beasts lock horns to substantiate the superiority of their testicular fortitude

February 2010

34

Last month Rash made his intentions clear about pitting the LB500 against Royal Enfield’s latest creation – the

Classic C5. And upon reading that conclusion in Rash’s first ride report of the C5, my dear friend Baljeet Singh Kochar of the ‘Roadshakers’ clan immediately called me up to know when and where our team could meet him for a showdown! The battlefield was right in our backyard – the legendary ghats of Mutha near Pune. The battle however was different. Instead of defending the individual steeds that we were riding, Baljeet was ready to fist fight just to prove that the C5 lent to

us by RE was a better machine than his own LB500 that had stolen our heart a few months back – and we of course, were arrogantly denying his claim!

As the day of war dawned, we thumped to the holy battleground of Mutha to find out who had thicker metal of the two. To begin my evaluation I had

the two contenders stand face to face. When the two metallic hunks stand firm together, they have this masculine aura that surrounds them. But both these bikes have their own reasons of marking their presence. The LB500 with its shining chrome and 19” wheels, stands tall with pride. The Classic on the

other hand, dyed from head to toe in the green (or blue?) colour, with its long sweeping fenders and 18” rims stands like an innocent looking wild cat ready to pounce on its prey. But the analogies apart, I personally feel that the LB500 sports the old school macho look that you expect from a Bullet, while the

Not convinced with a black and white drag race, Baljit takes the LB 500 for a 0 - 100 km/h sprint... ...And then tries to beat the score on the Classic 500

February 2010

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February 2010

36

Classic C5 looks ‘classic’ no doubt, but comes across as a rustic old bike restored by a new age mechanic with 21st centaury tech and paint. Nevertheless I still love the round taillight on the Classic and the option to make the C5 a single seater in a jiffy – which unfortunately the LB500 doesn’t allow. Moreover my entire team thinks that the Classic is a much better looker than the conventionally styled LB500 and that I should dump my head in a gutter if I thought otherwise. That pretty much settled the design debate in the C5’s favor, forcing me to come to the engine.

This was one department I knew my beloved LB500 would excel in. We decided to settle the score with a plain drag race on a quarter-mile straight. As the two Bullets shot of the start like we were expecting the small hillocks around us to rupture for a cinematic climax and probably a photo finish– but it was not to be. What we had instead was the LB500 winning hands down as it finished at least two bike lengths ahead of the equally large hearted C5. But Baljeet wasn’t convinced at that. He wanted us to strap-on our VBOX timing equipment to find out the actual 0-100 km/h sprint timings. The LB500 shot off for the sprint shouting like a mighty gladiator. The C5 on the other hand continued to leave us scratching our heads, as it coughed the entire 500 cubic centimeters out of its cylinder while it made a run for the 100 km/h mark. As the laptop pulled out the data from the VBOX, the LB500 was 0.4 seconds faster in its acceleration to the ton, than the C5. The big Punjabi was out of words on this one.

With a victory each under their belts, the Bullets now had to prove their agility around the corners. Knowing Mutha like the back of my hand, I set off on the C5 first. It would be stupid to say that the Classic did not handle like my Karizma, but nevertheless the bike was well planted in the corners. Can’t say the same about the seat though – the bugger kept shaking as if it were imitating Dev

“ As the two Bullets shot off the stArt line we were expecting the smAll hillocks Around us to

rupture for A cinemAtic climAx ”

Maximum Power

Maximum Torque

0 - 60 (sec)

0 - 100 (sec)

Roll-on (40-80)3rd gear4th gear

QUICK FACTS - C527.2 Bhp

41.3 Nm

4.63

14.43

6.14 sec6.81 sec

Maximum Power

Maximum Torque

0 - 60 (sec)

0 - 100 (sec)

Roll-on (40-80)3rd gear4th gear

QUICK FACTS - LB500

23.6 Bhp

40.85 Nm

4.36

14.07

6.12 sec6.36 sec

Testing Consultants

“the overAll setup of the lB500 hAd A

certAin reluctAnce to leAn into A corner

And the BrAking required Before every

corner needs A ‘five-yeAr’ plAnning in

order to Avoid A crAsh ”

Stuff Stats

Rider: Baljeet Singh Kochar (LB500)Helmet: Cross DOT

Jacket: DSG Nero Textile

Gloves: DSG Primal

Stuff Stats

Rider: Gauri Lokare (C5)

Helmet: Angels Racing

Jacket: Icon Hooligan Represent Gloves: DSG Primal

Anand’s ‘neck boogies’. I have always been a big fan of the MRF

Zappers, no matter what bike they are shod on and probably that gave me some extra confidence to push the bike (MRF marketing guys can write to me at gauri@motoroids.com for the endorsement money). The LB500 was the next to go. Frankly, it was a horror riding that bike after the C5! The 19” tyres have a tread pattern similar to a ’95 Bajaj M80 and did not handle any better either. The overall setup had a certain reluctance to lean into a corner and the braking required before every corner needs a ‘five-year’ planning in order to avoid a crash. As I returned back to the starting point, all I could give the LB500 was a negative nod. And that meant a lot of brownie points for the C5.

The fourth and final test for the two was a simple ‘trump card’ round. This was the last and final chance for the LB500 to prove its mettle. We sat over a coffee and compared the two bikes on a list of parameters illustrated on the final page of this comparo.

After a comparison between some bare minimum yet important stats, the LB500 gained a one up on the Classic by a narrow margin. So out of the four simple tests that we put the two bikes through, both the Bullets bagged two victories each – which essentially is a tie! So what is the verdict?

The LB500 undoubtedly gives you the best value for money. So if you already have one, the money involved in upgrading to the Classic is not justified. On the other hand,the LB500 excels over the C5 in outright acceleration and top speed, but then again, touring on a Bullet is not only about riding on straight roads – it includes a lot more, from twisties and high altitude slopes to off road patches and river crossings. And this is exactly where the Classic’s facets come into play – fuel injection, tubeless tyres, better handling characteristics, sprung seat etc. For a buyer looking for a brand new Bullet, RE has left very little choice when it comes to choosing the ultimate performance Bullet. So for now, C5 is the way to go!

Power 23.6 bhp

Torque 40.85 Nm

Weight 185 Kg

Fuel Consumption 36 kmpl

Price (OTR Pune) 1,17,000

LB500

Power 27.2 bhp

Torque 41.3 Nm

Weight 187 Kg

Fuel Consumption 34 kmpl

Price (OTR Pune) 1,42,000

Classic C5

The motorsport racing scene in India has just climbed up a notch with the recent MRF International Challenge 2010, held at the Madras Motor Race Track at Sriperumbudur in Chennai. The event which was the biggest motorsport

initiative taken by the tyre manufacturer, saw some of the elite International racers pitting against each other along with nation’s best racers. The event was held across three consecutive Sunday’s starting from 31ST of January, 2010, then on the 7th of February and finally bending on the 14th of February, 2010.

The different categories in which motorcycle racers competed were

the Underbones Class which was meant for bikes donning engine capacity of 130cc and below; Indian Bikes Class for 165cc with below 4 stroke engines and the regular two stroke categories. Superbikes were also in action which had separate categories for Indian racer, International racers and a category where Indian and foreign racers competed with each other.

Round One (31st January – 1st February, 2010)A huge crowd was treated to a spectacular display of skill and

audacious racing as the MRF International Challenge 2010 roared to a

great start. Gautam Gambhir and Naraian Karthikeyan sent the crowd’s pulses racing as they went around encouraging the competitors before the race began. David Jones, the Welsh champion, was in a league of his own on the 600 cc Triumph bike, undoubtedly the most powerful machine on the grid while winning both the Superbike races that had some competition in the mid-field rather than up front. Emulating Jones was India’s top rider, Dilip Rogger who tried his best to keep pace with the foreign riders. Nevertheless, he topped in the Indian category in both the races the first of which saw M Gautam surviving a bad crash in the ninth lap. The first race in the ‘Underbones’ category saw

MRF officially kick starts the 2010 motorsport racing season with a three week event held in Chennai this month

MRF International Challenge 2010Words Photography Gauri Lokare Aditya Bedre

a tough fight between Shyam Shankar and Sumit Lucas Toppo for the podium finish. Shyam Shankar edged past his opponent Sumit Lucas Toppo for the first place in the last lap with K. Umesh Babu finishing third. The second race in the ‘Underbones’ category was a three way fight between Shyam Shankar, Fahad Khan and S. Sharath Kumar. Sharath Kumar piped his opponents in the last 100 meters to take the podium with Shyam Shankar and Fahad Khan coming close second and third respectively. In the Group B 2 Stroke 165CC category it was K. Umesh Babu of Chennai who won the race with S Rajkumar finishing a close second and S Murali coming third. In Group D 4 Stroke category it was Sriskandrajh of Chennai who finished first with Shyam Shankar and Sumit Lucas Topo coming second and third respectively.

Round Two (7th – 8th February, 2010)

The second round of the MRF Challenge 2010, was a perfect mix of nail biting finishes, exciting races, mind boggling stunts and the over enthusiastic crowd. Excitement had reached its peak level amongst the entire crowd during the stunt show and at the finale which ended with a photo-finish in the last race of the day. In the Superbike category, David Jones had evidently reserved his “first position” in both the races through his remarkable performance. After him were, Gavin Michale and Roger Maher who finished second and third respectively in both races. After the race event concluded for the day, the crowd was treated to extreme stunts performed by Javier Villegas and Matt Schubring from the US and Jorel Dermudez from Australia.

Round Three (14th – 15th February, 2010)

The final day of MRF Challenge 2010 couldn’t have been more exciting at least for the fans of the Tamil movie star, Ajith Kumar who made an appearance on the race track. Ajith himself was passionate about racing but had to part ways with the track following a severe accident.

In the Super Bikes category, racing sensation, David Jones once again showed a masterful display of skillful riding in winning hands down. In fact, such was his dominance that he even established a new track record on the first day of 1 minute and 42 seconds! Among Indian riders it was once again, Satish Kumar bagging the first place while M. Gautham and Alok Shashidar finished second and third respectively. Alisha Abdullah, the only female racer in the event had to retire along with Shrey P who was

01. Sriskandarajah waves to the crowd after claiming victory in the first race of Round 1

02. Shyam Shankar put up a great show throughout the championship with consistent visits to the podium

03. Sriskandarajah, Sarath Kumar of Ten10 Racing and Shyam Shankar dog fight throughout the race

04. Aditya Bedre shows off his shutter-bug instincts as he captures Gavin Hunt in the frame

05. Sarath Kumar of Ten10 Racing accelerates his way to victory after an intense battle with Sriskandarajah

05

02

03

01

04

01. Gavin Hunt opens the gap on the local competition

02. David Jones burns some rubber after taking victory

03. The Formula 1600 kart which was launched for the 3-week championship

04. The R15s battle it out with Sarath leading the way

05. National Champion Sriskandarajah crashed on the last corner of the last lap

06. & 07.Notice the front wheel floating as the racer exits the corner. Unfortunately in doesn’t land the way th rider expected it to - leading to high speed crash. Motorsport is not for the weak hearted!

08. David Jones sprays champagne after winning all the six races of the 2010 MRF International Challenge!

04

0203 01

07 0805 06

aboard on a stock Honda CBR, as they both couldn’t finish 80% of the laps done by the race leader. The Group B + Group D race saw some racers falling off their RX’s by losing grip in the gravel.

This racing initiative by MRF is a step put forward in the right direction as now the Desi riders can really compare themselves with the mainstream International racers and figure out for themselves where they lack in performance, technique and racing technology.

February 2010

42

At the end of the Second round of the MRF Challenge 2010, the spectators were treated to an incredible visual delight of extreme stunts performed by Javier Villegas and Matt Schubring from the U.S and Jorel Dermudez from Australia

The Grand- Daddy of all Royal Enfield motorcycle gatherings was held near Mumbai last month. We bring you a comprehenive low down on the event

RMXWords PhotographyRiddhi Rathis Aditya Bedre & Riddhi Rathi

The annual Bullet Fest was just a week away and this year it were the Inddiethumpers Motorcycle club from Mumbai playing host to

the gathering of over 650 Bullet riders. The event christened as RMX, was scheduled to be at Vikramgadh, approximately 120kms from Mumbai. This is probably the most awaited events for many hard core bullet riders and I for one was determined to be a part of it, come what may!

I pestered a friend called Guruprasad Ramnath, who like all good friends, was running too busy on the 23rd and the 24th of January. Thank God for friends, who can cushion tantrums for he finally agreed to join in the festival. And so we hoped on his Machismo350 and rolled onto the highway. The ride from Mumbai, just before the sun set was a sight to behold. We were greeted with long empty wide roads and the crimson skylight just before the sunset. Before I knew the camera batteries exhausted themselves out.

The party was already revving at Sajan Nature Park when we arrived set on the outskirts of Vada, right in the lap of country roads with a bunch of riders caught up in the middle of a singing session. And they did not sound like anything I’ve heard before. Thankfully, I am a big fan of originality. While

RMX Freestyle event saw many Bullets literally dancing to the tunes of their talented riders

A rider racing to the finish line in the Time Trials event

Baljit Singh, from Roadshakers Pune, wheelspinning his

LB 500

Roadshakers cheer their

team members, competing in the

Bike Assembly wars

Inddiethumpers Assembly Wars team consisting Akhtar, Ishtiaque, Vivek, Prashant, Mayank and Jaspal who bagged the second place

February 2010

These hard core Bulleters put in months and months of preparation and planning to make

their steeds look like this! It does nothing much but leave you in a dazed state of mind wanting

for more!

Guru was busy tucking his baby to sleep in the parking lot, I was ogling at the sea of chrome lined up. Bullets of all shapes, sizes, models, and colors, rustic, yellows, greens, painted and not so painted adorned the parking lot. They were all there! I sent a small silent prayer of thanks, upwards. The registration desk had friendly faces who guided us to our lovely tree top huts. After settling in I quickly changed out of our riding gear and headed out for the rock show being held in the event arena. It was good, but could have been better. The concert ended soon and dinner was served, modest yet very tasty.

The next day, started very late for all of us. The schedule was thrown off completely with everyone struggling to clamber out of their beds. ‘Time Trials’ a race event which was promised to be filled with action and entertainment was next on cards so I hurried out of our cozy little nest and made my way to the event venue. The venue was bubbling with excitement, chatter and laughs. The Trials started and one by one we got to see bikers speeding, skidding and literally flying to the finish line. Next on the itinerary I read arm wrestling. But unfortunately I missed the hunks and the chicas showing off their biceps as I headed towards lunch, where by the way, the good old Pooranpoli was perceived to be a variant of Aloo Paratha by many distant travelers.

Later we stayed around for the ‘Bike

Olympics.’ The evening surpassed us in a blur of motion. Every two minutes or so, like the snooze button of a faithful alarm, we would hear a thump somewhere, a growl really close by. Once the Biker Olympics was done with, it was time for various club moderators to screen their respective club presentations. The clips shown were an invite to peak into what life is all about on two wheels. It was spectacular. Once all the clubs finished with their respective club presentation it was time for prize distribution ceremony accompanied by beautiful fireworks, loud music, beer

and loads of dancing and more beer all night long. After the eventful night, the morning sunrays felt

unwelcomed. We soon packed up, wore our RMX tee shirts which felt like well earned trophies, wished good luck to fellow riders and rolled once again onto the roads of Vikramgadh. No words were exchanged further. I was busy assimilating and absorbing the experience from Sajan Nature Park. The thump felt stronger. Rocky, our bike seemed to be one happy soul.

1st - Baljeet Singh Roadshakers (Pune) 3:37.762nd - Indrajit Malvi Wanderlust (Nagpur) 3:44.393rd - Raza Hamid Roadshakers (Pune) 4:00.61

1st- Pavan Kumar Macharla - Wanderers2nd – Indrajit Malvi - Wanderlust

1st – Anthony Ollukaran - (Individual)2nd- Girish Potphode – Wanderlust

1st – Wanderers (Hyderabad) - Devadatta Das, Md Aleemuddin Izaz, N Srinivas Reddy, Vishweshwar, Pavan Kumar Macharla & G Gopi Krishna

2nd – Inddiethumpers (Mumbai)- Akhtar Patel, Ishtiaque Bagban, Vivek Mallya, Prashant Prabhu, Mayank Shah & Jaspal Singh,

1st – V- 40 - Dominic Dewakar & Sudeep R Mishra2nd – Royal Beasts – Karna Verma & Simran3rd – Roadshakers – Rahul & Rohan

1st – Vivek Soni (Individual)2nd – Ashish Prabhu Inddiethumpers

Time Trials [Dirt track event]

RMX Freestyle

Best Modified Bike Technical

Assembly Wars Relay

Biker Olympics Towing

Best Modified Bike Cosmetic

Hall of Fame

Men’s Beer Guzzling competition in action. Rishi from Roadshakers took the first place

Yep, they did on a Royal Enfield! To Leh- Ladakh in June, 2009

Death Metal rock band group from Mumbai, giving a performance on the first night

Maya from Madras Bulls takes away the title in women’s ‘Beer Guzzling’ competition

A moment of bliss captured for eternity!

Inddiethumpers, the host club for RMX this year having a blast as usual!

Amit from Inddiethumpers tries out the Mountain Dew bike

Roadshakers, Pune’s Royal Enfield club, swinging a leg at RMX

With much that is going on, every biker must find his/her own way to claim those needed winks

Even though the event calls for celebrating a common passion for Royal Enfield Motorcycles, each

club stands out with its own unique identity, set of principles and way of life. These are some of the

bikers donning tee’s from their respective clubs...

New SeNSatioN oN the Block

When the average m o t o r s p o r t enthusiast is around 18 years

of age, the dude continually

daydreams about attaining racing

glory. He also gets wet dreams

about racing big bore motorcycles

and being surrounded by hot pit

girls. Our Biker Personality of

this issue Sarath Kumar, was quite

similar to the ‘Motorsport Joe’

in that respect. That’s only with

respect to the first sentence. We

didn’t question him about his non

racing motorcycles dreams. At 16 years of age Sarath

Kumar decided to breakaway

from the ‘wannabe teenage racer’

stereotype by giving a shot at

realizing his racing dreams. Like

the majority of top rung racers

in our country, Sarath too had

an unconventional entry into the

world of motorsports. A few of

his friends who were bitten by the

racing bug would head over to the

track every weekend to compete

in various events. To ensure that

he was playing the role of a true

friend, he would accompany them

at each and every race.Since childhood he always

had an inclination towards

becoming a sportsperson and

being part of some team. He

always dreamt about it but wasn’t

sure about how to go ahead and

realize it. As the races went by,

Sarath developed a fascination

for the sport and decided to get

a firsthand experience in it. He

convinced himself that that the

only way of realizing his childhood

dream was through the world of

motorsports. In 2008, he started his

professional racing career by taking

part in the local classes and ended

up bagging the winner’s trophy

in two races. The same year TVS

Racing took him onboard as their

official rider in the 125cc class.

He exceeded the expectations of

the factory team by winning the

championship trophy for them

in his debut year! TVS Racing

retained him for the next season

and Sarath ensured that it didn’t

turn out to be a bad decision for

them. In 2009, he represented TVS

racing team in three races and

finished each race on the podium!

In the same season a bigger

opportunity came knocking on

his door. A private racing outfit

namely TEN10 Racing offered

him a contract to race for them.

He joined the team and raced for

them in the remaining races of

the season. Once again he made

his team proud by finishing as the

first runner up in two races and

occupying third place in another!

He has started the 2010

season on a winning note too.

He won the endurance race

conducted at the Kari Speedway

in Coimbatore which was part

of the Mecco Festival of Speed.

The race comprised of 66 laps

and lasted for over 90 minutes

with a compulsory pit-stop for all

teams. Sarath showed his maturity

by keeping his cool while factory

riders tried to unnerve him by

challenging him to dogfights. His

on-track maturity, consistency

and hunger for winning will take Words PhotographyPradeb Biswas Aditya Bedre

A few years ago Sarath Kumar would attend motorcycle races to watch his friends in action. Nowadays his competitors are having a tough time keeping him in their sight during races!

February 2010

49

him places.When quizzed about his racing philosophy, Sarath calmly replies

that his sole goal while racing is to win irrespective of any trouble that might crop up. His career graph proves that he isn’t lying! He has also charted his future racing plans. This year he is aiming to win the national champion title. In 2011 he intends to move up the ladder and race in the 600cc superbike category. In the same year he also plans to compete in the Asian Road Racing Championship.

While talking to him, one can easily gauge his deep passion for racing. He is comfortable with the risks and injuries that usually accompany an active career in motorsports. Sarath calmly mentions that he doesn’t worry about likely crashes or injuries for they are bound to happen once in a while. He considers Valentino Rossi and K Rajni as his racing idols. Apart from being a professional motorcycle racer, he also plays the role of a full time student. He is currently in the 12th standard.

He also faced the common dillema of gaining parental support at the start of his career. When he first expressed the desire to compete in motorcycle races his parents got worried. Like the majority of parents they too considered it to a dangerous sport. After he took part in the

first couple of racers they saw his potential. This made it easier for Sarath to convince his parents about his racing ambitions. His parents now completely support and encourage his passion for racing motorcycles.

Sarath too agrees that the state of motorsport in our country needs drastic improvement. He is unhappy about the fact that racing is still looked down upon in India and very few people are aware about it. He feels that if the events and the racers get more coverage by the media then more venues will open up for the sport in the country. It will get a lot more people interested and the racers will get more recognition.

As the conversation aproached its end, he didn’t forget to thank his team Ten10 Racing for their support. He feels that the help provided by Ten10 Racing has aided him in realizing some of his racing dreams. The humble teenager further adds in that he will do his best to make sure that he wins more races for the team this year. Majority of motorsport critics and followers believe that in the next five years, a select few Indian racers will make a mark on the international circuits. We reckon that Sarath Kumar might just be one of them. Watch out for him! Sarath Kumar won the 2010 gruelling

Endurance Race

Check out Sarath’s perfect head angle, lean angle and body posture. Now compare it with the other competitors. No wonder he is a consistent podium finisher

He has also notched up a few podium finishes in the 2010 R15 Championship

I have been using the Jive as my short-distance commuter for over two months now. It’s surprising how you can make things incredibly convenient by incorporating simple ideas into your products. The clutchless Jive has really made those grocery store and ATM visits so much more hassle free with its clutchless, almost twist-and-go ease. It’s not probably as enticing to ride as something, say a 150cc motorcycle, but somehow every time I have to make a short trip around the office (which also happens to be our home) the Jive emerges as the obvious choice, for obvious reasons. The bike has clocked a little more than 600km on the odo and is now due for its first service, for which we really seem to be having a tough time chasing the good blokes at TVS. But that apart, the Jive has been a real joy. Just slot in the key, hop on, dab the starter button and trundle away without a bother in the world. There is oodles of torque available in any gear at any speed, and you really don’t have to bother about the engine stalling. The Jive tends to spoil you rotten with its ease of use, so whenever you have to take a ‘proper’ motorcycle out for a short trip after sufficiently experiencing the Jive, you really feel hassled. In the past few months, even though we have used the Jive strictly in the stop-start city traffic, it has managed to return a really impressive fuel efficiency

figure of around 6okmpl – something impossible to attain for a gearless scoot. And that’s where the beauty of this puny machine lies, fusing the convenience of a moped with the dynamics, fuel efficiency and speed of a motorcycle. We always thought the Jive was an ingeniously functional experiment, and our experience with the bike has substantiated the fact.It’s not just flowers, butterflies and rainbows though, as there are some negatives to the bike as well. Cold morning starts, for example are an irritant. We all know, engines take a bit of their own sweet time warming up when bothered on a lazy, cold morning. However using the clutch helps you keep them running for those initial few moments when you’ve just cranked the mill up. With no clutch, you can’t do that with the Jive. So you end up pressing the starter button repeatedly and wait for it to warm up, or use the good old kick to expedite the process. The choke doesn’t help much either.Another problem, which we are sure is specific to our particular bike isn’t really a problem for someone who knows about it, but for someone new, it may turn out to be quite an issue. The fuel gauge reads full when the tank is empty and vice versa. So the needle kisses the ‘E’ mark as we tank our Jive up. We feel honoured to have the unique piece with us though, and don’t have any intensions to get the gauge corrected. Every once

New gear, more often than not will work perfectly. We tell you what state it’ll be in after it undergoes some hammering

The clutchless wonder is the tool of choice for all my short commutes

long term reportAmit’s tVs JiVe

ACiD test

We have the only Jive in the world that shows ‘F’ on an empty tank

Electric starts on cold mornings are a bit of an issue with the Jive

in a while, we do get an urge to make someone suffer you know. Also, as you cannot blip the throttle properly in the absence of a clutch lever, downshifts are slightly jerky. Most pillion riders have complained about it. Be a little cautious though, and it’s not so bad. Also, getting used to shifting at the right rpm mark helps. All in all, the Jive serves its purpose brilliantly. The very fact that I’ll prefer it over anything else for a ride within the city is testimony to the fact. Kudos to TVS for the brilliant idea!

ACiD test

roHit’s tVs Wego

With MRF not sending any stock of the R15’s Zappers to the showrooms, my R15 was left with a tyre that was skidding even when the puny engine sent 1 Nm of torque to the rear wheel. So basically, I was left with no bike to commute on. But for once, luck decided to favor me as TVS suddenly, out of the blue, decided to give us not one, but two long termers – the Wego and the Jive! Since we were busy with the road-tests for the magazine and then the disappointing Auto Expo 2010, we hardly had time to allocate the long termers between us. But after I ranted so much about the lack of optimum engine braking on the Jive, Amit decided to give me the Wego as my long-term vehicle.At first it felt a tad disappointing – a puny little scooter after having ridden bikes for all this while. I love the way the design flows on the Wego, its styling is up to date too. But somehow I was not able to digest the picture of a fat me commuting through the city on a tiny scoot! But as they say, time heals everything and so the reluctance soon died down. Rather it was over come by the fact that I needed a commuting vehicle desperately until my R15 came back in shape. As the time passed I slowly fell in love with Wego. The scooter happily tip-toes through the urban jungle that surrounds me and doesn’t grudge one bit. The Wego’s automatic gearbox makes life easy while in the stop-and-go traffic

conditions by eliminating the constant need to shift gears or cooking of the clutch plates for majority of the commute. And since I’m a typical irresponsible bachelor, the storage space comes in handy to store away my gloves, hand-free headset etc. which I otherwise tend to forget at office or home! I have clocked around 600 kms on the Wego now in the past few weeks and the bike has been returning me a fuel efficiency in the range of 38-42 kmpl. Though its too early to expect any sorts of mechanical issues, the only problem that the scooter has given me is a bad puncture – which substantiates the need of a tube less tyre on a new vehicle like the Wego. The R15 should be back in action soon, but I’m having my doubts whether it will replace the Wego as my everyday commuter now, thanks to the convenience an automatic scooter offers!

The eldest Son of Shyamappa, Dr. Venkata Ramaiah was a Rebel & a non conformist to the core. He rejected all the traditional family professions to take up Medical course & went on to become a Successful Doctor. Most of his prime time was spent in a Small town called Chikkaballapur about 65 kms from Bangalore. This Rebel had an Engineer inside him & always loved to Tinker around with

his Cars & house hold equipments. A strict Disciplinarian, his obsession with Cars and Cameras provoked him to tinker around with these gadgets and understand them deeply and thoroughly. When he was blessed with a son there was a WHAT IF question in his mind which was the turning point which changed the entire out look of this family. He realised that his son Venkatesha Murthy was intelligent and practical and seeing that the first profession that came to his mind was that of a Mechanic (he had seen his father Tinker around on Cars, Tractors, Truck etc though not very educated). This prompted him to get in touch with his roots again & get the next generation connected to their roots.

Revolutionising automotive servicing

February 2010

53

Promotional FeatureContinued from the previous issue:

Young Venkatesha Murthy with the family moped

Dr. Venkata Ramayaih tinkering with his Austin

As events took a turn, Shyamappa came back to the native hometown and took under his wings the 8 year old Venkatesh as his apprentice, teaching him basic preventive maintenance on the family car. These sessions between Grand Father and Grandson planted the Seed of Automotive obsession in the young Venkatesh’s heart.

Six Years later when young Venkatesh finished his 10th std, his Obvious one course choice of education was to get a Diploma in Automobile Engineering.

Venkatesha Murthy, A true conformist, was groomed purposefully by his Grandfather Shyamappa to make a come back to the industry which had been the profession for generations. Shyamappa ensured that his Grandson was well armoured to face the industry with more knowledge and logic than just the sheer emotion of passion

Venkatesha Murthy Joined his Diploma in Automobile Engineering from the Famous Sri Jayachamarajendra Polytechnic in Bangalore. He was the Baby of the class & was a resident in the hostel. During this time he started experimenting with electrical equipment & some basic electronics. He also explored the used material market (fondly called Gujree) to find a few items to recycle & reuse and create new innovations.

Continued in the next issue:

IndI motorcycle dIAryWords & Photography Pankaj Trivedi

Biking for him is nothing less than a religion; the rider’s seat is a holy place & riding is his form of worship…

Meet Mr. Pankaj Trivedi, a passionate biker from Mumbai suffering from wanderlust. To satiate his addiction this time around, Pankaj has rolled on an yet another biking trip in which he will travel extensively through 12 states in the country and bring us back 36 intriguing stories to talk about. And that’s not it. He’s pursuing this all by himself, with no back up of any kind or crew to assist him. It’s just the Rider, the Bike and the road. In this first chapter of the Indi Motorcycle Diary, we bring you the low down on the travel tales of this nomad for the month of January, 2010.

Day 1: Leaving Mumbai

Day 2: On the Lake

After lots of planning

and preparation, I

started rolling for

my biking trip this

morning. It was difficult to

get up early because I couldn’t

sleep all night thinking about

the big trip ahead. Somehow

I managed to haul myself up

at 6 a.m and was out of the

house by 8 am. But nothing

went smoothly. After about

2 kms from home, I realized

I had left money and driving

license on the kitchen table!

So I took a u- turn and

headed back home. I never

imagined I’d have to see my

own door again so soon, but

there I was. Finally, after the morning

fiasco, I was out on the road

again. I was going easy and

just trying to get the feel of

the bike, trying to sense how

it handles with luggage and to

understand how it balances

and brakes with load. I was

happy with my choice of

bike. The Karizma, is a very

good touring bike for India. I

have used this bike in the past

for my Kanyakumari to Leh

Limca Book record run, for

Raid the Himalaya, and for a

Northeast India trip. As soon

as I was out of the city, I was

able to open the throttle and

the bike went smoothly to

110Km/hr. It felt stable, and

I started enjoying the ride.

Soon I forgot everything else,

and just became one with my

bike. Forgot to drink and to

eat... just pure passion for

riding overtook me. I stopped near Vadodra,

after covering almost 450kms

in 4 hours and 40 minutes.

I needed to refuel the bike

as well as my tummy. Before

getting on the bike again, I

saw the bolt that connects

the engine to the chassis was

out and the nut was missing,

so I picked up a stone and

banged the bolt back into

chassis again. As this was a

temporary fix, I was on a look

out for a mechanic shop. For

twenty rupees, I got the new

bolt and the grease-monkey

to put it on, and I was back

on the road to Nalsarovar.

Day two of my dream journey commenced at 7.30 a.m. with

my teeth rattling in the

biting cold. Today I planned

to go for bird-watching at

the Nalsarovar Lake. So after

warming up with the hot cup

of masala chai, I started my

bike and rode a distance of 2

km from my hotel down to

the lake’s edge. As I parked the bike I was

mobbed by a herd of boatmen

haggling for business. The

rates ranged from Rs.50- 150

for the boat ride. I finally

made my choice, going with

the cheapest one at Rs.50

and he agreed to take me

deep inside the lake, where I

would be able to see lots of

migratory birds like Pelicans,

King Fishers, Flamingos,

etc. But I soon realized that,

cheaper is not always better,

when my fine choice turned

out to be a conman who

tried to hike the price to Rs.

1500 as soon as the boat had

reached mid- lake. It got a

little heated and I demanded

to be dropped back ashore.

Back on dry land, I entered

the super-haggle once again.

This time I was not only

looking for a good rate, but

also someone wiser and with

some integrity. I went ahead

with a boatman named

Ramazan, and agreed upon a

price of Rs.150.What price vartiations!

We started our day with

a warm cup of tea at th

boatman’s little hut. But I

think it was the warmth of

his family members that

moved me, more than just

the cup of tea. I was invited

for a lovely lunch at their

little home where big-hearted

souls dwelled in simplicity.

The purity of our Indian

culture and true love for

guests is what I experienced,

in abundance.

Day 4: Familiar Faces

The next day, I was pondering over the

route which would be ideal to reach

the little Rann of Kutch. The route

I planned was Viramgam- Dasada

– Jenabad – Jinjwada. From Jinjwada I would

then go off-road 20kms to Vasada Dada Temple

where I would halt in night. I had visited this

place about two years ago and have some great

memories. I couldn’t wait to get back there and

relive all of it.I was on track, cruising at a steady speed,

enjoying the ride till I reached Jinjwada. As I

moved further, following the flags that guided

me, I came across a sign saying “ROAD

CLOSED” and I saw no flags after that point.

It was instinct and past experience that guided

me in determining where to go. I was accurate

enough in my judgment and reached Vasda

Dada temple by 5 pm. I was warmly greeted by

Patel Bhai who I had come across two years ago.

We spent some quality time talking and eating

for an hour after which I tucked myself to sleep

on a charpai with two blankets and gazing at

the starry winter night sky above.

First activity of the day began with me making a hot cup of Earl Gray tea after which I rolled out for the day. My day began with a surprise… a flat tyre! The

adventure for the day had begun and so had the hunt for a puncture repair shop. Luckily, I found one at the end of the road, just around the corner.

After the repairs were done, I arrived at the lake and looked for Ramazan, my trusted guide for Nalsarovar, but could not find him anywhere. I met up with his father, who asked his younger son to take me on the boat and assured that Ramazan would join in shortly. Once in deep waters, I got busy with my cameras. It wasn’t long before Ramazan joined us while I was taking pictures of kingfishers. I was happy to have my friend back on board and we ventured further into the lake. It was then I sighted a multitude of feathery flamingos. It was an absolute treat for the eye. I soaked it all in, enjoying every moment through the lens and capturing those moments forever in time.

After nearly three hours of venturing in the lake, our stomachs were rumbling with hunger. It was time to get to Ramazan’s home for another round of their staple diet- Bajra ki Roti, Baingan ka Bharta, Lasun ki Chatni and some fresh onions and buttermilk.

As we got off the boats and headed towards the hutment and the community, my eyes wandered about, soaking in the culture of the little village. I was engulfed by the aura of the place. It was warm as sunshine which came from the warmth of love and togetherness in the community. A shed covered in blue plastic sheets from above and the sides was something they identified as a home. Mother Earth lay there as the ground to protect them and cuddle them when tired. An earthen oven on the ground with some firewood burning was enough of a kitchen for them. Not much they owned or possessed and probably it was this, that made them the happy people they really are, with not having to worry about losing anything. Just living each day as it comes.

Day 3: Ramazan’s Kingdom

It was my birthday today

and you wouldn’t believe

who was the first one to

wish me…It was a Dog!

Yep, a dog sniffed and woke

me up licking my face! This

surely was the first birthday

wish of its kind. After

freshening up in the morning,

I decided to spend my day

with an unusual audience…

500 cows! I enjoyed myself

feeding them fresh grass,

cleaning up the cow shed and

playing with the calves.

Being Makar Sankranti,

the temple attracted a huge

crowd of devotees. It was

lunch time and the kitchen

hosted meals for more than

500 people. Everyone who

came here did their little bit

to help in the preparation of

the meals. Post lunch I went back to

the animal jamboree and saw

a cow giving birth to a calf. It

was an amazing experience to

see how a new life came into

being. The cow licked the calf,

cleaning it up with so much

affection. This is a part of the

initial mother-child bonding,

where the calf identifies the

mother with all its five senses.

The wobbly-legged calf took

its first steps into the world for

survival and independence. I

was totally overhwelmed by

this experience.In the evening I decided

to have some quiet time and

rode off into the desert. I was

one with the silence, breeze

and vast openness of the

desert. While coming back, I

was lost in the silence of the

desert at the sunset hour. I

could now feel the chill in the

breeze. Dinner was done and I

found myself again under the

dome of stars and felt warm

under the blankets.

Day 6: Rann of Kutch to Junagadh

The next morning I

was woken up by

sensing a huge thud

on my legs which

tossed me around. Thanks to

the cow and its calf that were

now looking straight into

my face and demanding to

be petted. I happily obliged.

After the cows left the shed, I

enjoyed a warm shower at the

sulfur spring and packed up to

get going. People at the temple

bestowed so much of affection

over me and didn’t want me

to go. But nonetheless, I had

to. So after I thanked them

for the support and care they

offered me, I reunited with

my bike and was on my way

to Palaswa.8kms ahead there was no

visible road, as it had rained a

fortnight ago and loosened the

soil. For a moment I thought

of turning back but somehow

continued riding. I was on

off road with street tyres and

the weight of the luggage

made the rear tyre to spin in

circles. After more 25 kms, it

got better. I was at crossroad

with no soul to guide me.

I trusted my instincts rode

straight ahead and finally I

saw a glimpse of the Meduk

Mountain. I decided to spend the

night in the Vanu Dada

temple where I met three

men, each greeting me in a

different language. Before

I knew it, I was forced into

taking a multi-linguistic

crash course in philosophy. I

was developing an allergy to

this disconnected philosophy

class and got on my bike rode

away. I had just saved myself

from insanity! I now decided

to stop in Palaswa and reached

the highway to Rajkot. The

four lane roads were a good

change and I was happily

cruising at 100kmph. Upon

reaching Junagadh, I crashed

at a Bharat Bhai’s place for the

night whose reference I had

got from a friend of mine.

Day 5: Happy Birthday!

It was a fine chilly morning with a huge variety

of breakfast already laid on the table. After I

managed to eat a little bit from everything,

Bharat Bhai led me on the road to Sasan Gir.

The roads were smooth and there was greenery all

around and I was elated and happy.

It was time to halt for a cup of masala

chai where I met up with 3 forest officers and a

teacher, who guided me to the hotel at Gir. The

teacher insisted on having me over at his place for

lunch and so I obliged for a round of Roti, Dal,

Rice,Chatni and the most common and extensively

found vegetable in this region- the Brinjal! Five out

of seven days spent here I had eaten Brinjal in all

its forms. Anyway, I continued to gulp down my

lunch and only prayed that I do not encounter the

same vegetable for dinner.

Post lunch, I spent some time on the computer

and later on went for a walk into the periphery of

the forest where I sighted few deer’s and a seven

day old kill made by the lions.

It was time for dinner, so I started heading

towards the hotel where more ‘Baingan ka Bharta’

and bread awaited me!

Day 8: Sasan Gir Forest

I woke up early the next day and met

up with the driver at a predefined

location by 6 am. Boarded the jeep

and I was set with all my gadgets

to capture every moment possible.

The morning was cold yet serene with

the sunrise adding its golden glow to

illuminate the forest land.

Soon thereafter, we sighted 8 lions,

of which 5 were cubs walking together

on the mud paths of the forest. The

cubs gaily played among themselves,

while being closely watched over by

the lionesses. Later on we spotted some

owls, deer’s and Neel Gaai. It was a fine

morning spent amidst nature. We heard

alarm calls from monkeys and peacocks

which serve as an alert signal to other

animals about the presence of a lion in

proximity. I returned to the hotel and worked

on uploading some pictures. Soon it was

past lunch hour and time for the evening

safari so I hailed once again into the

forest.On returning to the hotel, I was

starving and headed for dinner. Yep,

more Baingan Bharta and bread awaited

me!

Day 7: Brinjal Overload

Day 9:Siddi

Last night I worked until late and I found it very hard to open my eyes and rise up at 5 am for the sunrise

safari. On reaching, the forest office I teamed up with an SBI banker from Agra with whom I shared the cost of the safari.

Once aboard the jeep, our guide received a phone call indicating sightings of a lioness and her cubs. We headed in that direction and on our way saw some deer, foxes, Neel Gaai, owls and sambhars.

Our guide narrated an odd incident, which took place on Christmas Eve, where a lion found himself on a bridge with 2 vehicles closing on him from both sides. The lion got paranoid and tried to escape the situation and as a result of panic, jumped over the edge of the bridge leaping towards his death. What a sad waste of life! I was left wondering what those vehicles were doing in a restricted area at that hour of the night!

I returned back to the hotel with a flow of random thoughts and unanswered questions. My jeep partner and I decided to go on an evening safari, but he then did not turn up for the same. So I headed towards Siddi by myself.

Siddis are descendants of African migrants that arrived here over 600 years ago. They are natives of Gujarat, but they continue living the African way and speak the local dialect. Most of them have taken to Islam. Their dress and lifestyles seems Indian, but their looks and hairstyle remain African in origin. A truly unique community in itself!

Day 10: Magnificent Sighting

Upon reaching the Gir forest counter I met an interesting man touring India in a Maruti 800. On starting a conversation, I came to know that Vinit had visited 8 states in a period of 3 months. We mutually decided to venture into the forest in the 800 and I was very excited about the same as now we could stop at places at our own free will. It wasn’t long before we were in for some more adventure. Just 500 meters into the forest and we got a flat tyre! Having the tyre replaced we now were cruising at a speed of 20 km/hr. Soon, we came across a lake which shimmered due to the reflection of the sunlight and created an illusion of a million diamonds on the water’s

surface! It was beautiful! A divine interaction between the elements of nature sunlight, water and wind in perfect harmony! Furter on, we were really lucky to spot a lion and lioness mating! Back in my hotel room, I was busy transferring the data onto my comp and lost track of time. Soon, it was time for the evening safari with Vinit and this time we opted to go in the jeep along with a driver and a guide. At some distance, we heard a Sambhar call. The alert driver immediately figured out the direction of the call and let the vehicle run down the slope in neutral gear, leading into a ravine. What a magnificient sight It was a Leopard!! It sure was a jack pot for us as leopard sightings are very rare.

I spent the entire morning making the video for my blog. It took a awful long time to process a high definition video

on a small laptop. Later in the day I worked on still photographs and a video coverage of the resort I stayed at – Damji Bhai’s farm. It was more like a barter arrangement; I shot the videos and photographs for the resort while he hosted me at the resort.

In the evening I was invited over for dinner at a farm house by Damji bhai’s brother. Amazed by the work I was doing, they showered me with a lot of love and respect. It was a gesture of heartfelt appreciation. I was very happy to have something different for dinner, other than my staple diet of Brinjals. It was corn roasted on a campfire that I really enjoyed.

Day 12: The Moon Rock Ride

I was feeling a bit bored, as I had not ridden my bike for the past day and a half and therefore decided to feed my passion and take off on a little adventure. The destination this time was Bhojde Falls, located about 50kms from Sasan Gir. Damji Bhai’s brother also accompanied me for the ride who had never been there before. After losing our way four times, we finally found the right route to the falls. It was narrow rocky path opposite an ashram which looked like the surface of

the moon. It seemed like I was on the moon’s surface, right on Earth. I was feeling a lil bit over adventurous and decided to ride all the way to the falls. The path was slippery, rocky and covered in slush, ditches and potholes. But I managed to save myself and the bike from falling at several instances. It was great fun though. I felt super elated. The locals thought I was crazy to ride a bike to the falls. It probably, is the only bike that has made it to the falls so far.

Day 11: Barter in the Modern Time

Day 14: A Narrow Escape

Feeling fatigued and exhausted from the long ride, I slept

until late in the morning. My body was sore with an

aching back. The morning sun was gleaming through

the Jhrokha of my hotel room, from where I took some

pictures and videos of passersbys. After having a cup of tea, I was

off for a walk in the fort, exploring its beauty.

With a camera, I walked down the narrow lanes admiring

the stone architecture, absorbing the culture and feel of the place.

Myriad colors surrounded me in the form of colorful paintings.

Musicians were singing folksongs and strumming the cords of

local musical instruments like Sarod and Sarangi. I enjoyed

walking in this colorful land. The vibrant clothing of men and

women added to the liveliness of the fort.

After resting for a while in the afternoon, I decided to ride

back into the desert to attend a cultural program at a campsite

owned by a dear friend. The camp was housed with folk dancers

performing in their vibrant costumes on songs sung by groups of

local musicians. Plenty of wine and good food was accompanied

too. On my way back to Jaisalmer, I stopped for dinner at this

restaurant called ‘July Six.’ I was engaged in an interesting

conversation with the owner of the hotel and a foreign couple

from Europe. After which I headed back to my room in the fort

and tucked myself to bed.

The next morning I headed out towards my next

destination – Jaisalmer. I had spent the last 2 hours

discussing marketing strategies for the resort I was put

up in which resulted in loss of riding hours. I was on the

road at 7:00 am and wasn’t sure if I would be able to cover 900kms

to reach Jaisalmer by night. The first 90kms was a single road with

loads of speed breakers which regulated my speed. Soon, I was on

a four lane road, cruising at a steady speed. I stopped for refueling

after 123kms and managed to reach Morbi by 1:45 pm.

A short while after crossing Morbi, my helmet was completely

splattered with bugs which died violently on hitting the helmet

visor. Moving further, I was on my way to Santanpur. I had

already covered 430kms without a break. On continuing further I

crossed 600kms and reached Sanchur at 6:40 pm. Riding now was

a tough as it was getting dark. The trucks and other heavy motor

vehicles which had powerful lights had reduced the visibility of

the road ahead. The roads were not too wide, either. The weather

was very cold post sunset, and my body was tired and achy. The

temperatures dipped down still further rapidly. I now felt the

chills even more. I stopped for chai at Barmer. I asked the tea

stall person what there was to see in Barmer, but I was not very

interested in what I heard, so decided to ride on to Jaisalmer.

So far I had covered 750kms and decided to press on. On my

way, a couple of wild boars decided to cross the road in front of

me. I was at a high speed, but somehow managed to control the

bike and averted a mishap.

I continued further with more such chai stops to ease the cold

and numbness in my body. With the beauty of an illuminated fort

now a part of the landscape, I had reached Jaisalmer and started

looking for a hotel.

Day 13: Chills N Thrills

Day 16: Unmusical Night

Next morning after a scrumptious breakfast with Gajendra at the

dunes, I headed back to my

hotel room. The afternoon

was spent relentlessly in

securing and transferring data

to the laptop. In the evening, I had

planned to head to the desert

camp site, as Gajendra had

invited me over for a musical

night hosted by one of his

clients. He had invited over

a music group from Jodhpur

to sing traditional folk songs.

I eagerly rode to the campsite,

enjoying the cool breeze and

high speeds leaving behind

trails of displaced sand and

clouds of dust.However on arrival, I was

immediately disappointed

to hear noisy loudspeakers

blasting some music. It was

not at all musical. My ears

tried to get accustomed to the

blaring noise coming out of

the poor quality system but it

seemed more of a ruckus than

anything else. The forcefully

thrown reverberation from

the music system somehow

didn’t match the silence of a

soft ambient evening at the

sand dunes. I got on my bike

and rode back to hotel room.

Today’s day was spent on doing the jobs on the ‘To do’ list. Replacing the

tyre was first so I headed out in search of a tyre shop. After that was done, I went on to pay my phone bills. The rest of the day was quite relaxed. In the evening, I headed towards the campsite at Sam sand dunes for an Arabian themed party organized by a friend called Gajendra. A number of campfires lit up at the campsite and added a warm glow to the ambience of the evening. I was thrilled to get a glimpse of the most

sensuous dance forms of Rajasthan, performed by the Kalbelia “snake -charmer” community.

The kalbelia dancers wear long black skirts embroidered with silver ribbons and as they spin in circles, their bodies sway acrobatically to the tunes of Pungi, Dufli and melancholic notes of the “Been”, the wooden instrument of the snake charmers. Good food and folk art, all of this in the desert sands, had me totally absorbed and this was one of the most invigorating experience I had been a part of.

Day 15: Arabian Night

The next morning I was in for a rude awakening. I was asked to vacate the

room booked for 5 days by the owner who wanted to house another customer who was willing to pay more! Facing harsh realities of the world around and feeling bitter inside, I packed my bags and left.

To recuperate from this negative experience, I headed out for a long ride on the sand dunes accompanied by a local who knew the desert landscape like the back of his hand.

Riding on the golden sands of the Thar Desert has been my best moment so far in this trip. The tyres of the bike began sinking into the sand. I realized standing on the foot rest made riding easier. The more I rode, the more I learned how to ride efficiently over the sand dunes. Gliding over the desert sand with the sunset in background was an experience that will remain deeply engraved in my mind.

Day 18: Desert Delights

Tonight I had planned to camp in the desert and so I engaged myself in conversation with the locals and got some tips from them. I loaded the bike with all the essentials like sleeping bag, a tent, utensils, food packets, clothes, etc. I chose a location that was safe from the winds and pitched the tent there. Once the camp was set, I went for a solitary walk in the evening. Little further I met a group of Koreans camping in the desert and they invited me for a cup of tea. I continued my solitary walk and was soon immersed in deep thoughts and pondered

over questions about life, myself and the human race. What is it that bonds me with the people I meet, that they are willing to provide things for free? What is the common link that connects the human race?I returned to the site where the Koreans were camping and there I met up with a couple of camel guides who invited me for dinner. So we all indulged in the simple yet tasteful dinner cooked over a campfire and talked about trivial things in life. Post dinner all the camel guides left except one, called Rumi who stayed back and chatted with me for long.

Day 17: Riding on the Dunes

Today I planned to visit the

Tanot Temple which is at

a distance of 160kms from

Sam and 140kms from

Jaisalmer. On my way I crossed some

Chattris (monuments built on tombs

of Maharaja’s.) 20kms before Tanot, I crossed a

village called Ranau which had raw

homes made of only locally available

materials. On my way, I passed the

Indo- Pak war memorial where both

countries had battled it out back in

1971. The entire Indian Company

at that time survived their fate. The

belief of people in the power of temple

strengthened even more after this

incident.On the way back I met up with

some army personnel’s, riding all the

way from Poonch in North India and

heading towards Devlali. They were

twelve men on six bikes accompanied

by one army truck. We had some good

conversations over a round of ‘gol-

gappa’s and bananas. The sun was now setting in and

the moon made its appearance in

the opposite horizon. Once the sun

made an exit, I was immersed in the

moonlight ambience of the desert.

Day 20: Kuldhara – The abandoned Village

Due to an ex- cabinet Minister’s

death the desert festival of

Jaisalmer was cancelled. This

turn of event took me to a

new a destination. I was now heading to

the deserted village of Kuldhara which

has remained vacant for several hundred

years now. The story goes something like

this… In that era, the caste system was

very rigid and falling in love with a man

or a woman belonging to a different caste

was unacceptable. The Minister of the town

however fell in love with a Brahmin girl of

Kuldhara village which resulted in tussle

between the Minister and the villagers. The

villagers were thereafter ordered to vacate

their homes and migrate to some other

place and ever since this village has remained

abandoned. I was raring to explore the village though.

The tourism department has restored two

homes for visiting tourists. The sandstone

structures, carvings, and the intact structure

of the Shiva’s Temple give a fair idea of the

culture and lifestyle of the historic times.

Almost 800 abandoned homes lay here,

untouched for several hundred years.

Having visited this abandoned village, I

was on my way back to Jaisalmer when I had

a flat tyre once again. I rode the next 7kms

to the tyre shop I visited last time but it the

shop was closed. So I had to ride to Jaisalmer

sitting on the tank to keep minimum weight

on the punctured rear tyre.

To avoid such situations again, the tyres

were changed and the bike was thoroughly

serviced too. As an even longer journey

continues ahead…

Day 19: Tanot Temple

If you want your biking group to be featured on this page, drop in a mail to clubs@motoroids.com with your group’s pictures and answers to all the questions above

If you are interested in joining this group, drop in an email to gutzyroadies@hotmail.com

This month Motoroids caught up with ‘Gutzy Roadies’ - a motorcycle and stunt group from Chennai. Here’s all the important information about this club.

1. When and where was the club formed? A. The Club was formed by Vimal aka VeeMAX in August 2007 along with bike enthusiast’s - Abishek, Senthil and Yaseen, to spread the biking brotherhood among the youth. The Club operates in Chennai.

2. How often do members meet up? A. We meet up every once a week for our Stunt practice ses-sions and other discussions pertaining to the club.

3. Which aspect of riding is the group more into?A. The bike becomes a way of life and a commitment to all roadies who are involved in the club activities, so we respect all aspects of biking – Freestyle stunt riding, touring & racing. We happen to have a major presence in Stunting, because we believe it is very flashy and provides ample space for bikers to show their talent, innovation and grit. However, Stunting is an individualistic choice and no one is compelled to be part of it.

4. What distinguishes this biking group from others?A. We were the first to show the ‘ Dark Art’ of stunting in a safe way and promote it as a sport, by performing at public shows initiated by Tamilnadu Government. The club is also known for introducing new forms of stunt acts in India such as circular wheelies and no hand wheelies.

5. How many riders are currently associated with the group?A. More than 50 members

6. Where is one most likely to see the group in action?A. Every weekend post lunch at Chennai Cholvaram Air Strip.

7. Is there any biking hierarchy within the group?A. No. Everyone is treated equally and in a respectful manner.

8. Are there any requisites to joining the group?A. The rider must be over 18 years old, must own a two wheeler and hold a valid license. Riders without appropri-ate riding gear are not entertained to participate in the club activities. Besides this, we make sure that we do not indulge in street racing, obey traffic regulations and are not under the influence of alcohol or drugs while riding.

Just in case you thought we ever work....

Humpty Dumpty had a great fall!

Devil wears Fieldsheer along with horns. Hrishikesh, also one of the Motoreps, on his ride to Konkan

The 400RR gives Mithilesh a reason to be sad about his

Ninja 250 buy. He tries to conceal his gloom with a fake

smile

Lady in red...in search of Pradeb in red...Surely, a

case of ‘love at first sight’

Humpty Dumpty had yet another great fall!

Motoroids’ very own trio of idiots. Praveen’s friends on his recent Tarkarli ride

The most common ‘different’ type of a bike photograph. Clicking yourself in the chrome reflection of a Bullet

Clearly, there isn’t a way he could have gained control back. Quit hoping

When they say ‘Avoid feeding the animals’ they really do mean something

For those love affairs - The ‘Small Love Bus’

Tough army life sometimes leads to some very disturbing things...

THE BIG MAC!!! When they say ‘A big Mac’ wish they meant this!

February 2010

Would it be a crime? If it doesn’t rhyme?

Track less travelled!

Chrome, Wave, Buzz...Gogola???

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You know your dog is losing sight when...

Royalty somehow cannot keep their instincts at bay

February 2010

68

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