Engine Type 999cc liquid-cooled inline four-cylinder
Bore and Stroke 76mm x 55.1mm
Induction Dual Stage Fuel Injection (DSFI)
Ignition Computer-controlled digital transistorized with three-dimensional mapping
Compression Ratio 12.3:1
Valve Train DOHC; four valves per cylinder
Transmission Close-ratio six-speed
Final Drive #530 O-ring chain
CHASSIS / SUSPENSION / BRAKES
Front Suspension 43mm inverted HMAS cartridge fork with spring-preload rebound and compression-damping adjustability; 4.7 inches travel
Rear Suspension Unit Pro-Link® HMAS™ single shock with spring preload rebound and compression-damping adjustability; 5.4 inches travel
Front Brake Dual radial-mounted four-piston calipers with 320 mm discs
Rear Brake Single 220 mm disc
Front Tire 120/70ZR-17 radial
Rear Tire 190/55ZR-17 radial
Rake (Caster Angle): 23.3°
Trail 96.2mm (3.8 inches)
Wheelbase 55.4 inches
Seat Height 32.3 inches
Curb Weight 461 pounds (Includes all standard equipment, required fluids and full tank of fuel--ready to ride.)
Fuel Capacity 4.7 gallons, including 1.06-gallon reserve
Available Colors Red/Black
Model ID CBR10RA
Emissions Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment.
Note Anti-Lock Braking System
009 Honda CRF150R - USA Specifications
MSRP: 0,000 USD
Engine Type: 449cc liquid-cooled single-cylinder four-stroke
Bore and Stroke: 96mm x 62mm
Compression ratio: 12.0:1
Valve Train: Unicam, four-valve; 35mm intake valve; 30mm exhaust valve
Induction: Keihin 40mm flat-slide carburetor with Throttle Position Sensor (TPS)
Ignition: CD with electronic advance and lighting coil
Starting: Electric and kick
Transmission: Wide-ratio five-speed
Final Drive: #520 T-ring-sealed chain; 13T/51T
Suspension Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel
Rear: Pro-Link Showa single shock with adjustable spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel
Brakes Front: Single 240mm disc with twin-piston caliper
Rear: Single 240mm disc
Tires: Front: 80/100-21
Wheelbase: 58.2 inches
Rake (Caster angle): 27.35o
Trail: 117mm (4.6 inches)
Seat Height: 37.9 inches
Ground Clearance: 13.6 inches
Fuel Capacity: 1.9 gallons
Curb Weight*: 269 pounds
Consult owner's manual for optional racing parts.
Meets both EPA and California Air Resources Board (CARB) emissions standards.
*Includes all standard equipment, required fluids and full tank of fuel- ready to ride.
The 2008 Ducati 1098S is a thing of beauty. From Italy, the land of Ferrari and Lamborghini, comes the fastest v-twin superbike in production today, the Ducati 1098S. The 1098S is the result of when form and function blend together in a truly artistic and powerful way. The 1098S was developed after years of superbike racing and thousands of miles of on-road testing. Right out of the box it’s hard to find a better all-around motorcycle for the streets and highways wherever you might ride.
The Ducati 1098S features the Testastretta Evolucione engine, a fuel injected, two cylinder, 4-stroke motor that produces a whopping 160 horsepower @ 9750 rpm, and 90.4 foot pounds of torque @ 8000 rpm, it’s a smooth sounding wicked motor with power to burn. This motorcycle is put together so well and my hat is off to Ducati. Producing such a masterpiece is no small feat of engineering, and wrapping that slick body around such a monster of a motor just plain worked so well. In my humble opinion i can’t find a more elegant and handsome motorcycle in production today. Ducati is a legend in superbike racing, and taking from the Ducati racing ventures, this model is ready for the track the first second you put your hands on it!
The Ducati 1098S feature a six-speed transmission linked by chain to the tire and an aluminum Ohlins rear suspension holding a 6 inch rear tire to the pavement. The front brakes are a 4-piston, 13 inch disc design while the rear has two calipers and a 9.7 inch disc. The rear rebound damping is adjustable along with the shock as well as the front suspension. If you get a chance to ride one go after it, this ride will blow you away!
Yamaha India launched the MT01 motivated by the government’s announcement for permitting to import bikes with capacity bigger than 800 cc. Yamaha got the 1670 cc MT01 that has the potential of giving a torque that could go up to 150.3 Nm at 3750 rpm. Now where are you? Off? Settle down. Power or looks? You can’t say which is the attractive point of the new Yamaha MT-01. It contents the heart with its truly macho looks.
Indeed I find Yamaha MT01 as a bike that has a combination of style, power and comfort and it seemed to be as a bike worth waiting. You can go bonkers over the bike while riding on the highway with full release of the throttle. Let me be honest, it is the utmost reality for majority bike lovers. While bike lovers awaited for the bike with bated breath, competitors waited with skepticism to see how Yamaha MT-01 will look like and it is sure going to be love at first sight for anyone.
Looks: Yamaha MT01 is not a bike but an aggressively designed and styled rocket (c’mon to have a 1700cc engine packaged in a bike is not all that joke), but Yamaha could unleash a grunt close to 2k and it scares one and all with its looks and grunts equalling a beast on the road. The bike seems to be massive and heavy but CF die-cast technology offers less weight to the bike and makes it easy to manoeuvre the beast. Although looks wise its big enough to appeal, it’s indeed narrow enough to cut through the traffic without too much of a hassle.
What catches everyone’s immediate attention, is the two big exhausts that resemble like cannons or rocket launchers almost extending up to the end of the rear seat. The headlight is designed in the traditional way but it is a multi-reflector 51/55-watt headlight that is quite powerful. The dash panel is stylish with 3D effect analogue tachometer.
The bike features radial tyres that are tubeless and has 4 spoke lightweight mag wheels. The digital speedometer shows in well-lit panel. The bike has disc brakes and twin exhaust pipes are slung upward that makes them look like rocket launchers. The MT 01 also features 43 mm inverted forks, low-slung rear shock, radial-mounted callipers and shows off aluminium sport-derived chassis with a truss swing arm similar to the R1.
Control and Comfort: The MT01 runs on a V-twin 1670cc engine and is powered with air-cooling technology and the engine gives a torque that is no less than mind blowing. The engine generates a maximum power of 66.3 kW, 90 bhp @ 4,750 rpm. The bike has a tall-ratio gearbox to get the maximum output. It also features digital fuel injection system and sports a TCI ignition. The seats of MT01 are very comfortable that does not strain you on long drives and the bike has powerful rear and front suspension. In spite of an over powered V twin engine the Yamaha MT01 can boast of a smooth clutch and switching gears is easier. At normal speed level the bike tends to vibrate but will zoom quite smoothly once accelerated.
Yamaha MT01 feels like a sports bike with almost a blowing effect of the back-blast when given full throttle. The bike is all-engine vehicle and the testimony is the thunderous torque. The five-brake system is more than sufficient and overtaking is amazingly effortless. Performance wise, you get what you expect from a V twin 1670cc engine. Initial couple of kilometres will look challenging but then it takes you off to a road of pleasure if you get used to the astonishingly loud noise it makes.
The MT 01 is priced at whopping 10.5 lakhs and is available in three colours: Lava Red, Competition White and Midnight Black. The overall performance of the Yamaha MT01 keeps up to the expectations of a powerful engine and will be one of the dream come true bikes of a bike enthusiast. The bike is very comfortable and is appealing in terms of aesthetics’ too. It might have been exuberantly priced but the owner won’t repent one bit. Even if the bike sports the conventional pipes the bike maintains to look the best. Yamaha MT01 for sure is a head turner so go lay your hands if you get an opportunity to test drive it, and if you are one rich jerk and can afford an MT01: Man! I envy you a lot.
In the world of sports bike, Yamaha R6 dominates the segment with its 600 cc engine. The R6 model was first launched in the market by the Japanese giant Yamaha in the year 1999 and later on in the subsequent years Yamaha R6 models have undergone modifications. However, Yamaha R6 Motorcycle should be taken as a series and every year Yamaha launches one variant of R6 motorcycle.
In general, it is presumed by bikers across the world that Yamaha R6 models are nothing but dream bikes for most sportsmen and privileged bike lovers. The first Yamaha R6 sports bike was made to generate a power of 120hp and a dry weight of 169kgs. This racing bike at that time was available in sporty blue and red colors. Several refinements led to the newer versions in 2001, 2003, 2006 and finally 2008 which has the most recent R6 motorcycle.
In the Yamaha R6 models of the year 2001, the weight of the bike was reduced by 2 kilos, and there was enhancement in the tail section styling and also possibility for greater under seat storage. After this, there was improvement of Yamaha R6 models in terms of a totally new chassis. There had been improvement with respect to engine as well with fuel injection system, and weight had gotten further reduced to 162 kgs and headlight was available with new styling. Mistral Grey, another color option got added with Yamaha R6 models along with these improvements. The front suspension of Yamaha R6 models also underwent transformation from telescopic fork to adjustable inverted fork for better performance.
Yamaha senior officials are of the opinion that there is no end to development so improvements will continue with inputs and knowledge from racing experience. The latest 2008 Yamaha FZ R6 model is inspired from Moto-GP technology for better handling and greater balance in the twists and turns of roads. In this model, the die-cast aluminum frame is modified to make it stiff in some places and flexible in other areas. Additionally weight is reduced by using a rear sub frame made of magnesium. The rider position is altered for more comfortable riding experience than the earlier R6 versions. The rider now feels at one with the machine and that was the motive behind the change.
For greater mileage and high performance the engine parts such as connecting rod bearing, tensioner, cam chain and so on so forth got strengthened in the subsequent Yamaha R6 models.
However, the most recent Yamaha R6 version looks more stylized, neat, refined and sharper than its forerunners. Yamaha YZF R6 model delivers 133 PS @ 14500 rpm and torque of 66 Nm @ 12000rpm. It has the option of electric starter and TCI (Transistor Controlled Ignition) system. The fuel tank capacity is at 17.5 liters.
The Yamaha R6 motorcycles are good at the first place but further innovation makes it competitive in international sports bike segment with designer touch in styling and engineer’s brain in performance.
Suzuki bikes have been living to expectations of bike lovers by application of the latest in biking technology and coming up with new variants of racing bikes with that hard fought experience in racing to give the edge on racing tracks especially. For sure the racing bike Suzuki GSX-R1000 deserves a mention here. It’s one from the GSX-R series from Suzuki’s portfolio. It was launched in 2001 and almost established its niche market and fanfare across the world because of loads of new technology incorporated. Suzuki GSX-R1000 is also dubbed to be a machine made for street cruising but also strong to race on the tracks.
It is the ability to meet the requirements of riders such as acceleration, braking, and cornering and repeat that makes the Suzuki technology rightfully one of the best in the biking world. It’s because their bikes are designed to give much needed comfort to the rider which is ignored by other bike makers. Suzuki’s racing bikes have incredible lap time on the tracks, and so become a driving bliss for rider to drive them on the highways.
Should looks be sufficient for a bike lover the Suzuki Hayabusa can lure you away with its looks. The beast like machine has lots of muscle on the fuel tank and the big rear tyre gives the monster like looks to this street-smart machine. Seat saddle dips and the rear tyre assembly rises, so the seating is ergonomically supported. Again, the super bike is designed to take only the rider. His companion will be the machine itself and seat doesn’t accommodate one more. Trendy dual-toned side and front cowls appeal the youth and the side stand looks somewhat flimsy (don’t doubt its strength though as there have been no instances of its breakage while supporting the weight of the bike).
Note: This bike is not the same one as the Hayabusa which was launched in India recently. A review of that bike will be published soon.
Suzuki GSX-R1000 is more popular as Suzuki Hayabusa and it has more power compared to its forerunners; that of 7bhp-185bhp variants. This one is for sure a rider-friendly bike and it sports a 3-way power switch so one can opt for whatever power one desires which obviously depend on the road/track conditions. However, the maximum derivable speed of Hayabusa is a galloping 190kmph.
The GSX-R1000 K7 runs on a 999cc 4-stroke, 4-cylinder liquid-cooled engine for increased power, torque and acceleration. The engine uses, what is called as, forged pistons technology in aluminum alloy with chrome-molybdenum connecting rods and hollow camshafts in addition to the secondary balance shaft to reduce the vibration.
The power execution as well as throttle twist are absolute smoothie in the Hayabusa and will transfer an incredible experience for the driver. It indeed takes a little time to get used to throttle of this machine if you are a HD rider for long.
Additionally, Suzuki Hayabusa features ISC (Idle Speed Control) system which means better starting even during cold times and a stable idle quality eventually emitting low wastes into atmosphere. Large oil pump cools the oil and; the rear shock has high and low compression damping. The long wheelbase makes the ride and balance absolute easy for the racetrack purists. GSX-1000R K7 has loads of electronic gadgetry should looks and engine are not sufficient to attract you. It has an electronic controlled steering damper, a slipper clutch as well as adjustable suspension. The radial brakes and the adjustable pegs make it better with those master cylinders
Suzuki Hayabusa sports a new auto-adjusting clutch that operates hydraulically. Sounds Greek and Latin? Well, it simply implies that a rider will not experience changes in the clutch on a long drive, as smooth as you are riding an auto-geared bike. Hayabusa also features a cool instrument assembly which is easy to read and also a motor-controlled analog. Besides, there are other gadgets such as digital and LCD speedometer, LCD indicator for telling engine mode, tachometer, dual trip meter, clock, as well as gear position sensor, a light to indicate rpm. Now at least these things will be up to the expectations of a technology-friendly racer of the modern day.Coming to the performance of Hayabusa, it never lets a biker down and is considered as one very dependable fellow. The bike is built for rough usage and so runs for several miles without demanding your attention at all. If there is a flip side of this super bike, it would be the finish and paint work on the panels that let an international biker down. All said and done, the high-end technology besides electronic gadgetry and the world class performance you can count on should be enough to call you and lay hands on its throttle and you are off on the track like a horse and you will agree that the Suzuki GSX-1000R K7 Hayabusa is rightfully given the tagline, “own the racetrack!
Here is a super sports bike for the Indian roads from the very popular Honda Motorcycle & Scooter India Private Limited (HMSI). The Honda CBR1000RR is positioned against its adversaries stunning Yamaha YZF-R1 and also the Suzuki Hayabusa. The super bike is christened Fireblade and one will say, most appropriately, of the show stopper styling it has. The Honda CBR1000RR is the latest rendition from the drawing boards of team of engineers from Honda and poses tough competition in the superbike segment.
Looks: Honda CBR1000RR is given a styling that will appeal as well as that serves some purpose. For achieving lighter weight and for achieving what is called mass centralizing the nose and tail got some trimming. The nose fairing appears short and cut and the tail is almost non existent. This is to retain the MotoGP functionality aspects. The exhaust position also makes some sense and it looks best from rear and sides. The front isn’t disappointing I mean.
The all new Honda CBR1000RR reflects stunning looks with color options ranging from pearl white, black metallic to pearl siren blue. Color scheme of orange and red are also available for the bold and the adventurous people. The eye catching styling of Honda CBR1000 RR is another ultimate statement in the world of street machines. From nose to tail, Honda CBR1000RR reflects innovation to suit the best aerodynamic features.
Performance: Honda CBR1000RR represents pinnacle of super bike performance. Most innovative super bike ever built, the Fireblade is powered with a 999cc liquid-cooled inline four-cylindered engine that has an awesome compression ratio of 12:3:1. It comes with six-speed transmission, adjustable front forks and dual stage fuel injection system. The HondaCBR1000RR peaks performance at 178 hps @13000 rpm.
The ignition is computer controlled transistorized with three dimensional mapping. This version, the CBR1000RR from the Honda got even better with introduction of combined anti-lock braking system and the groundbreaking performance is further accentuated with radial front brakes and 4-spoke ninja-star rear wheel. The incredible performance of Honda CBR10000RR sets it apart in the superbike podium with a difference. Every part of this latest version is re-designed and re engineered to minimize weight including the side stand and wheels.
To improve stability on account of deceleration, a slipper clutch is available with center-cam assist mechanism. Performance is further enhanced with a revised Honda Electronic Steering Damper (HESD). Check on the exhaust system of this latest Honda CBR1000RR. It is no longer an underseat design, instead, features a side-slung exhaust that increases again the mass centralization and compactness to the bike.
Arghhh! A Fireblade for Indian conditions? On the Indian roads, this bike will do well to balance against bad driving conditions. It’s not harsh to ride on bumpy and crater full roads too which anyway is a characteristic of Indian roads. What is mind blowing with this super bike CBR1000RR is the brake quality with its Anti Brake System. It’s the microprocessor that fixes the amount of brake pressure needed.
In fact, one can do many things by modulating the pistons and without exerting physically. Even on the congested roads, Honda CBR1000 RR is expected to manage the proportion of braking between the wheels (front and rear) as it is equipped with both anti-lock and anti-pitch systems. So, even under situation of hard braking condition, this super bike can minimize weight shift onto the front wheel, keeping the rear wheel on the ground. The machine is a perfect compact one and meets the current emission standards.
So what say?
Pricing: Priced (Ex-showroom Delhi) at Rs.12.5 lacs, this biggie loaded with style and looks appeals definitely to the high-end clientele and passionate motorbike enthusiasts. The high price tag is for the reason that CBR1000RR is not manufactured in India, but we are importing completely built units. The company has to pay high custom duties and that by itself doubles the cost of this motorcycle manufacturing. So, for a common man to experience Honda CBR1000RR, the wait on the Indian soils have to be long as because the prices will not come down until India at least begins assembling the parts or start manufacturing super bikes.But for now, we shall at least thank the government for its policy ease on allowing import of super bikes. Because it will give us opportunity to see more of such super machines and Honda CBR1000RR definitely makes a very good contender. No matter, what this Honda CBR1000RR will be any owner’s pride and definitely gets everybody else’s envious looks
Acknowledged as the legend in the league of sports bikes, Hayabusa is so unique that it requires its own new classification: Ultimate Sport. This motorcycle is so exciting that is has developed a devoted following around the world. It combines seemingly effortless acceleration, wind-cheating aerodynamics, sporty handling, timeless style, long distance comfort and unlimited excitement.
The machine has a muscular four- stroke, four cylinder and liquid-cooled DOHC engine. It has an overhauled oil capacity of 4.0L, fully transistorized ignition and radial mount breaks in the front. The bike sports the new advanced digital fuel injection system with three way selectable engine mapping to suit personal preferences.
The Hayabusa’s instrument cluster features a set of four analog gauges, including step-motor—driven tachometer and speedometer, fuel meter and coolant temperature meter. It comes with wind-cheating, wind-tunnel-developed aerodynamic shape, and the giant weights 220kg.
Hayabusa is likely to be seen in four titillating colours; Solid Black / Metallic Majestic Gold and Pearl Nebular Black / Metallic Phantom Gray. - Press Release, 26th November, New Delhi
Hayabusa 1300 Specifications:
Engine capacity: 1340cc
Type: 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore: 81mm x 65mm
Compression ratio: 12.5:1
Lubrication: Wet sump
Ignition: Electronic Ignition
Fuel system: Fuel injection
Transmission: 6-speed constant mesh
Suspension Front: Inverted telescopic, coil spring, oil damped
Rear: Linky type, coil spring, oil damped
Brake Front: Disc brake, twin
Rear: Disc brake
Tyres Size Front: 120/70ZR17M/C (58W), tubeless
Rear: 190/50ZR17M/C (73W), tubeless
Overall length: 2195mm (86.4in)
Overall width: 740mm (29.1in)
Overall height: 1170mm (46.1in)
Wheelbase: 1485mm (58.5in)
Seat height: 805mm (31.7in)
Dry weight: 220kg (485lbs)
Fuel capacity: 21.0litres (4.6gallons)
Introducing to the Indian market, a new level of excitement on the roads, INTRUDER M1800R is a style statement in itself. One look is all it takes to tell that it is not an average cruiser.
The most striking feature of this model is an all-new 1783cc, v-twin engine, liquid cooled with DOHC and digital fuel injection. Presenting to you the new classic look with an engine designed to produce a massive wave of tractable power and responsive torque starting just off idle and reaching to redline. The bike has an unmatched combination of the latest high-performance technology and a unique, exciting style.
The INTRUDER M1800R is simply the most powerful cruiser Suzuki has ever produced. It comes to you in a new look worth dying for and an ultimate appeal which would leave you drooling over; in Pearl nebular Black and candy Dark Cherry Red. - Press Release, 26th November 2008, New Delhi
Suzuki Intruder M1800R Specifications:
Engine capacity: 1783cc
Type: Four stroke, liquid-cooled, DOHC, 54° V-twin
Bore: 112mm x 90.5mm
Compression ratio: 10.5 : 1
Lubrication: Semi-dry sump
Ignition: Electronic ignition (Transistorised)
Fuel system: Fuel Injection
Transmission: 5-speed constant mesh
Drive: Shaft Drive
Suspension Front: Inverted telescopic, coil spring, oil damped
Rear: Link type, coil spring, oil damped
Brake Front: Disc brake, twin
Rear: Disc brake
Tyres Size Front: 130/70R18 M/C 63V tubeless
Rear: 240/40R18 M/C 79V tubeless
Overall length: 2480mm (97.6in)
Overall width: 875mm (34.4in)
Overall height: 1185mm (46.7in)
Wheelbase: 1710mm (67.3in)
Seat height: 705mm (27.8in)
Dry mass: 319kg (703.3lbs)
Fuel capacity: 19.5litres (4.3gallons)
What you see here is a 700cc Royal Enfield V-Twin constructed using two 350cc top ends. The whole bike appears to have come from the factory, or maybe the “special vehicle operations” section, instead of the mind and work of a creative and determined owner.
Aniket Vardhan, the builder, still wants to come up with a better exhaust arrangement, than short open pipes, but already, the bike looks fantastic. Aniket calls the 700cc Enfield V twin, “The Musket”, to keep the vintage gun (a.k.a. Bullet) reference alive. This is very impressive work. I have to admit, when I watched the videos at the end of this post, I just started smiling and kept smiling all the way through. I really like this bike!
When you read the story of the build, take note of the process, …he had an idea and over many years kept at it, continued learning, continued working, he just kept going until the idea became real and he was riding this bike down the road.
From Aniket Vardhan
I was born in and lived in Delhi, India till 1999 when I came to the USA - ostensibly for a Masters in Industrial Design, but here’s the dirty truth- I came because of the sound of a Harley Davidson. Saw one once in Delhi, long ago, belonged to some filthy rich type, heard it start up and rumble away, wet myself publicly and resolved that one day, I would visit their homeland.
That didn’t seem likely at the time I was studying architecture in Delhi so the next best thing was to see what I could do with my Bullet, dearly loved as the only real motorcycle available in India back then (and perhaps even now). Thats when the idea was sort of baked into my brain, in the heat of 115 degree Delhi summers, over cigarettes, the smell of steaming cow dung and chats with biking buddies in the college cafeteria. I would build a V twin Enfield- it should feel right, with its long stroke, heavy flywheel, beautiful cylinder and head. Looked for any and every book I could find on vintage motorcycles, V twins, engine design, metal casting, machining- all of it. Bought an old enfield engine to use as reference.
Jump ahead to 2002. I did in fact find myself in the USA, now an industrial design faculty member at an art and design college. On a trip to Delhi in 03, I picked up my old engine and brought it back Began to work on the idea on weekends, sketching, 3d computer modeling, measuring all internal parts, figuring out how to make the whole thing work using only standard enfield parts. You guessed it - came across the Norcroft V twin Enfield online, sort of destroyed me for a week. Then I figured, this is sort of fun anyway, so lets keep at it. I guess a couple more years passed, about 18 developments of my CAD model later, I was ready to start building patterns, and then, what do you know, the Carberry comes to my attention! By now, I was beginning to suspect that my next door neighbors were working on an Enfield V twin as well. As you’d expect, after a month of depressed moping, it was back to the basement again and I also noticed that my approach was rather different anyway, so why not put forward the way I thought made sense to me? Here is my rationale:
1. Keep it as ridiculously simple as the original Bullet engine. Therefore, no modern updates to major engine internals, so it still has the stock tappets, no hydraulics, and the stock piston oil pumps. Vintage bike lovers really like to tinker and tappet adjustment is almost a religous ritual for many.
2. Improve the oil filter - I machined a new filter housing which uses a standard modern cartridge type filter available at Advance. This is not a screw on car type filter - that doesn’t look right, so I have a finned aluminum housing I made.
3. Aesthetically, and this was very important to me being an industrial designer- keep the “vintage” and “Enfield” cues strong. I thought I would pick up from the last Enfield big twin- the Interceptor. The rounded profile of the front of the crankcase and pleasingly smooth and gently radiused forms of the castings and the cooling fins on the side of the wet sump. A wet sump simplifies matters and also ties in with the last Enfield big twin- the Interceptor Mark 2, which also had a wet sump.
4. I love the external copper oil pipes that are such beautiful visual elements on vintage engines, so I decided to incorporate that as well. This also helps to keep the oil cool as it travels through them, exposed to the air.
5. Keep the frame mods to a minimum and again keep the “vintage” feel going by keeping the single down tube- the Enfield big twins of yore had single down tube frames and handled well. The look of the “vintage V twin” I think is the very simple and elegantly “cradled” engine between two tubes- front sloping forward and rear sloping back.
I ended up quitting my teaching job last year, was getting the feeling that my heart was in projects like this. Since I wasn’t a machinist, I had to learn that too. This is where the stars lined up - a student’s family business is a machine shop close to my home, and his dad, Mr. Boggs was sufficiently amused by the project and my excitement to allow me to come in and start working on my project, early last year.
Well, it took about a year for the machining to get done, I learned everything as I went along and here we are. I have skipped all the “oh darn!” moments but there weren’t too many, just one huge one, when the first foundry I went to pretty much destroyed my patterns built over 3 years by leaving them near an open window in the rain…still get stressed out when I think of that- had to cut away and repair the whole thing after a couple of months of very evil thoughts.
But…the holy rider in the sky must have smiled upon me because from the very first firing, it runs like it WANTS to! It starts first kick every time! It isn’t quite as explosive as my 750 Triumph Bonny, but it has the very mild Bullet cams and stock 7:1 compression and small carbs, so a healthy increase in output can be expected with the usual mods. But, the torque is really lovely- cleanly pulls top gear at around 20 mph! and accelerates from there without any snatching! I’m keen to try the new 5 speed gearbox the new Enfields have - my old one has 1-2-3 really low and a huge gap to top. My final ratio is 4.22 to 1 right now and she feels like she could pull even taller.
The amazing part is that its SMOOTH! It shakes much less than my Triumph and I think less than my old 350 single engine! That second piston is really helping to cut the vibes. The sound? Beyond my wildest dreams, from those baking hot summer days in Delhi, ten years ago.
Royal Enfield Company had always been in motorcycle manufacturing realm for the last three centuries and maybe the company doesn’t claim a pie in the share of bike market, but they believe to have positioned at a decent place in a competitive market with innovation and use of modern technology, so they could make impact of their products felt in all areas. There are many Royal Enfield bikers clubs; one in every city in India. These communities and forum of people meet and share love about their bullets.
From the days of manufacturing lawnmowers to supplying military equipments and parts to launching modern day motorcycle such as Royal Enfield Bullet Electra, an improvement over the original Royal Enfield Bullet model, there is no stopping for the Royal Enfield. The pedigree didn’t seem to reduce, yet the Bullet Electra 350cc received some tweaking in terms of engineering and ergonomics. We will review the Royal Enfield Bullet Electra 350cc bike model here in the following lines.
Looks: Royal Enfield Bullet Electra doesn’t need an introduction as it stands out in the lineage of motorcycle podium with its gorgeous style, bold appeal and being endearingly different. The Bullet Electra distinguishes itself from the other models maybe through its sheer finish quality. Available in four colors, Silver ash, Riviera red, Amazon blue and Jet Black with metal embossed Royal Enfield logo on the fuel tank adds to its royal presence on road.
The front mudguard sports a more contemporary look and if you look at it from backside the visual effect is enhanced with wide-designed ergonomics and flatter seats. The color of Speedo-dial background has been changed to white for greater visibility during night.
The wheelbase is extended further and the tyres are bigger together to give an enhanced stability as well as road grip, so to make it comfortable for long distance cruising. The new Royal Enfield Bullet Electra 350cc also comes with a neutral finder feature to easily shift to the neutral. Apart from these, there is not much of change in structure and design of Electra from the Bullet.
Performance: At the heart of Royal Enfield Bullet Electra lies 4-stroke single cylinder 350cc engine that generates 18bhp @5000 rpm and attains peak torque of 32Nm@3000rpm. The special feature of Bullet Electra that makes it unique is the 5-speed gear on right hand side, leg brake on the left side and digital TCI (Transistor Coil Ignition) for better take offs. The Bullet Electra is again equipped with gas-filled shock absorbers that ensure smooth gliding over speed-breakers and potholes.
Bullet Electra 350cc can shoot to 110kmph of top speed and mileage would be somewhere in the range of 30-40kmpl. However, it also depends on the motorcycle condition and the way you ride it. Electra comes with new glass wool filled silencer that reduces noise and strives to be Euro-III compliant with reduced emissions. Better visibility is guaranteed with multi-focal head lamp and there are options available for electric start and front disc brake as well. To make riding comfortable in long journey, Enfield Bullet Electra 350 cc bike is fitted with flat and soft ribbed seat with extra foam.
Handling: Handling Bullet Electra 350cc ensures that you have the least maintenance cost. Equipped with modern ignition system, this motorcycle has no battery. If you are the one who wish to feel the thump and feel royal on road, get a ride on Royal Enfield Bullet Electra 350cc. Additionally among iron engines, Bullet Electra will be the clear choice for most who never had a Royal Enfield Bullet.
Price: The new Royal Enfield Bullet Electra 350cc comes in the price range of Rs.60,000 to Rs. 70,000.
Final word: Time and again, Royal Enfield have always proved that they are the masters in motorcycle manufacturing as the two-wheelers are launched with advanced features through a process of continuous innovation. It’s a matter of pride to be an owner of a Royal Enfield Bike as it is synonymous with power, performance and satisfaction. The aristocratic black with gold livery and its thumping 350cc engine always go with a ratatata sound that reminds all passersby of a royal motorcycle in the vicinity. It doesn’t matter if Bullet Electra 350cc bikes may not match the number of Pulsars or Splendors, but they surely are royal motorcylces. Do share your thoughts about this bike in the comments below…
Not many know that in 1999, when Hero Honda launched CBZ; India’s first sports oriented four stroke bike, it was called revolution on Indian bikes. Known for its raw power and quick acceleration, it sported original Honda 156.8cc engine. It created another level, another segment on its own; the 150cc segment.
But it had left behind many exciting fans who were mad about the word ‘CBZ’. Eight years on the line when the CBZ Xtreme came, you could have guessed that the company was looking at recreating the CBZ magic. Though the new age CBZ does combine power with adequate styling yet it faces toughest level of competition any bike in its segment ever faced.
The Bajaj Pulsar is still dominating the sales figures. Yamaha and Suzuki have introduced attractive rivals in its segment. The launch of TVS Apache RTR range almost killed it. Yet alone from outside, it fights itself with its inside competitors also like the Hero Honda Achiever and the Hunk.
Running out of options, the company finally upgraded the bike though it is only a paint and sticker job. But what does the CBZ Xtreme have in itself to distinguish apart from other bikes?
Standing high at 1145mm and weighing about 142 kg, it produces 14.5bhp of raw power and 12.80Nm of torque. The 149.2cc engine is the same as on Achiever and Hunk. It can clog 0-60kmph in 5 seconds and records top speed of 110 kmph. The bike excels well in maneuvering and handling department. The bike looks pretty descent in looks as well.
Leading from the rear are the L.E.D. Tail lamps. Infact It is 2nd bike in India (after Bajaj pulsar) to have some. LED or Light Emitting Diodes are known to be safer than the conventional bulb lamps on the fact that they can be seen from a farther distance. Moreover it needs zero maintenance. Next in the line is the rears Split grab Rails. Besides aiding in better aerodynamics it helps pillion in better sitting position.
The new age CBZ Xtreme sports an asymmetric instrument panel with carbon matte finish. Though tachometer has been provided but absence of a LCD Digital speedometer is a sure let down. The pillion seating position is well raised. Braking is quite accurate with 240mm front Disc. Multi reflector headlamp with chrome trims separates it from the pilot lamp. Clear lens indicator helps to keep the bike younger. Dual tone rear cowl with body colored matt black alloy wheels is sure to grab attention of anyone and everyone.Though this bike may please most of the CBZ fan’s community, but it needs some serious upgradation (cosmetics upgrade would not always serve the purpose) in order to catch up with its competitors. We just hope Hero Honda people also try living off the edge and come up with something exciting