<> REVIEW - New Yamaha R15 Version 2.0

No, there’s not more power. And it’s heavier. But it’s also better in many ways, so don’t write off the Virgin... er, Version 2.0 just yet. And yes, there’s going to be a number of jokes about that name before you can say ‘tuning forks’.




1. First off, the most important and most obvious changes - the looks. And the hot topic here will be the rear tyre which is now upsized to 130/70 - fat-tyre fans must already be going senile with joy.

2. Then there’s the all-new tail section with split seats that does more justice to the rakish front-end than the previous bike’s rather bland tail. However, that triangular LED tail-lamp somehow doesn’t look right with that sharp tail. The numberplate and indicator bracket is a neat detail, though.

        

3. The all-new aluminium swingarm mimics mainstream supersport design and is the only one of its kind on an Indian motorcycle. And yes, it looks very cool! So does the new five spoke design for the wheels. However, that rear tyre hugger/saree guard assembly is just begging to be ripped right off the motorcycle.

4. Other changes to the aesthetics include a restyled exhaust, restyled side fairing and a darker fairing visor - nice little touches, all of them

5. On to the motor, and it remains unchanged, with the same 16.76 horses pulling you along (YAMAHA SHOULD HAVE GIVEN IT MORE POWER). However, they’ve made a few changes to the ECU mapping and the throttle assembly to make power delivery more linear and immediate. 6. However, kerb weight is now 136 kg, up by 4-odd kg, and try as I might, I really couldn’t tell the difference in power delivery. Perhaps, we should’ve ridden both bikes back to back to get a clearer picture. 7. But there is no doubting the fact that the updated cycle parts endow the Version 2.0 with more stability than before. The wheelbase has increased by a huge 55 mm, all thanks to the new swingarm, and flat-out 100 kph+ corners are now dealt with way more confidence than before, and the extra grip from the fatter 90/80 front and 130/70 rear tyres is hugely useable. 8. The front disc rotor is the same diameter as before, but the mounting points have been moved wider, and the overall weight distribution sees more weight on the front end. Combined with the fat rubber, these aspects make the Version 2.0 a better braking motorcycle than the older one, and that’s saying something.  9. But, as always, there is a catch - the longer wheelbase and greater tyre mass means that the Version 2.0 isn’t as eager to change direction as the older bike. It demands more effort in chicanes, and mid-corner directional changes will require a shove rather than the light nudge that the older one does. 10. While Yamaha claims that the 0-60 kph time has improved by 0.3 seconds and top speed has gone up by 3-4 kph, it’s not that much of a difference over the older one. A lighter rider on the older bike will outrun a heavier rider on the newer one. Yamaha also claims that fuel efficiency remains unchanged. We’ll wait for a real-world test to verify these claims. 11. Other changes include a redesigned clutch shaft for better feel at the lever. Other than feeling a little ‘tighter’, I suppose it should improve clutch life as well. 12. Overall, the R15 finally looks complete, comes with better kit than before and at Rs 1,07,000 (ex-showroom, Delhi), it still is a quality motorcycle that’s value for money. BUT IT STILL NEEDS MORE POWER! FINAL VERDICT: Not a necessary upgrade for existing r15 customers , but a true value for budding race lovers and show-off's!! also in :                                        sunset red

                                                                  racing blue









                                                              midnight black

<> HERO MOTO CORP IMPULSE

GUYS THIS  POST IS  " NOT "  A REVIEW 

Hero motocorp on monday launched their first motorcycle , IMPULSE , under the new Hero brand .

Priced at Rs 66,800 ,(150 cc ) the bike is india's first ALL TERRAIN BIKE . Impulse , first showcased at the launch event of Hero Motocorp's new global brand identity in london on august , it comes with a versatile features such as nitrox gas filled mono shock rear suspensions which ensures a smooth in roughest of terrain ,has high ground clearance with large front wheel with stud type tread pattern tyres and a large front disc brakes which lets the rider traverse any road , any stretch . 

<> BIKE REVIEW: FAZER 2011

Since the 80s Yamaha has carved a niche in Indian biker’s hearts with some stupendous launches under the RX and RD series of bikes. After being dormant for a few years in between Yamaha stuck the right chord launching the tech laden R15 and superb looking FZ 16. Following closely, to keep the freshness and the sales ticking, Yamaha launched the FZ S and here comes the third FZ from their stables, albeit under a different name – Fazer. One way of looking at this bike is just another FZ; whereas, we look at it as an indication and a signal of bigger things to come! Anyhow, we tried to demystify the new bike and here we are, talking about the pros and cons of the bike.


Design And Comfort: Yamaha is continuing to create new segments in the Indian market after the R15 an out and on sports bike. It brought in the Fz16 which was a street naked – really nice city bike and now on that we have a mutation- creating the Yamaha fazer. It is one incredible looking motorcycle. The fairing gives it a big bike look and yet it doesn’t look disproportionate to the rest of the motor cycles.





The double head lamps might remind you of the R15, but they are actually completely a different set. Unlike the Fz the lights are not running straight of the battery so at night you won’t have any flickering lights. One eye is for the main beam while the second eye is for the high beam and the little parking light present between the head lights is cool too.

Fazer feels quite lively in the city and handles rough roads with ease. Fz is a sweet bike to ride around the city and Fazer is identical to it mechanically but now with the new altered riding position it feels great while taking long rides.

Ride And Handling

When city is the home for Fz, Fazer besides its inherited home adopted its next new home that is the highways. The biggest change in Fazer is its new stylish fairing which grabs others attentions. And here in the highway you will appreciate the new mirrors with the long stalks. They not only look good and feel solid but also give you an excellent view of what’s behind. The screen with the fairing redirects the air flow over the rider making the ride more relaxing.

Even after taking long rides you won’t feel any stress. To really get out of the air flow you need to duck behind the screen sports bike style. There is something which makes Fazer really shine. When Fazer is taken to a hill road it feels incredible. The grip and unflappable nature of the motorcycle really wants you to repeat the experience over and over again. The massive tyres offer you an incredible grip and the superb chassis lets you lean right over. The solid brakes let you slow down the phase in a flash without a moment’s hesitation.

Wish These Things Too were Better

To make the matters worse the 153cc engine didn’t have the bunch to make it impression with its 14bhp power. The engine feels smooth up to 75 kmph mark, push it harder and it takes on the harsh edge and you’ll always feel that you are not yet in the top gear even when you actually are riding in the top gear but it doesn’t mean that it’s gonna let you down when you badly wanna speed up because It had hit a top speed of 123 kmph without any modifications .

The next thing is it doesn’t have kick start, the absence of which you will surely regret. Keeping your head lights on for a few while

 when the bike isn’t moving will drain your battery and you will find it impossible to press start the bike where you will need to push your bike in order to start it.

But I Feel

Besides its negatives, remember it’s a product from Yamaha which means it’s made of perfect engineering and will be a bike on which you can rely on for a long time. If you are a guy who is not of a racing type but of the type who loves to cruise then Fazer is the right bike for you

Overall the Fazer is an incredible motorcycle to sling your leg over and head right out to your next venture.

ENGINE SPECIFICATIONS Displacement: 153cc Engine: 153cc, 4-stroke Maximum Power: 14 Bhp @ 7500 rpm Maximum Torque: 14 Nm @ 6000 rpm Gears: 5 Manual Clutch: Constant Wet Multi Plate Bore: 58 Stroke: 57.9 No. of Cylinders: 1 Valve Per Cylinder: 2 Chassis Type: Diamond Cooling Type: Air Cooling DIMENSIONS Length: 1975.00 mm Width: 770.00 mm Height: 1045.00 mm OTHER SPECIFICATIONS Weight: 141.00 kg Ground Clearance: 160.00 mm Fuel Tank: 12.00 ltrs Wheelbase: 1335.00 mm Headlamp: 12V35W / 35W＋35W Wheel Type: 5 Spoke 17" Alloys Wheel Size: 100/60 - 140/60 mm Tubeless: Colors: Competition White, Black Cyber Green, Midnight Black and Lava Red

<> Suzuki GSXR-1000R

The battle for superbike supremacy is tight: offerings fromHonda, Kawasaki, Yamaha, Ducati, and even BMW make the liter bike market more crowded than ever, and Suzuki has been feeling the heat.

Their answer? The first redesigned GSX-R1000 since 2001, an all-new flagship that promises more power, less weight, and even more flagship-worthy charisma.. Does Suzuki's new superbike deliver?

The Goods: Better, Stronger, Lighter

Suzuki's GSX-R1000 has seen incremental improvements over the years, but the 2009 model is the first all-new iteration of the flagship superbike since 2001. The 2007 Gixxer Thou' we tested a couple years ago carried 14 extra pounds of mass over its predecessor, but its refinements and increased power effectively counteracted the weight gain. Countless superbike racing victories later, and the legendary Gixxer 1000 faces more pressure than ever for excellence.

Suzuki engineers altered virtually every aspect of the GSX-R1000 for 2009 in order to build a better bike. A more compact twin spar frame shortens the wheelbase for more maneuverability, while a longer aluminum alloy swingarm is arched to accommodate new twin titanium exhaust cans. The all-new 999cc inline 4-cylinder engine is more compact while producing greater torque and horsepower, and the Suzuki Drive Mode Selector (S-DMS) programming has been programmed to give its best. 

The GSXR-1000's styling is also revised, with graphic-less fairings that are narrower for aerodynamics, as well as a revised air-ram intake on the nose. Overall mass has been cut 6 pounds for a total wet weight of 452 pounds.

The Ride: Whooooaaaa Nelly!

Straddle the new GSX-R1000, and you'll find your butt on a slightly forward tilted saddle, your boots on nicely polished aluminum pegs, and your arms mildly extended over the tankto the handlebars.

The clutch-- like so many components in the new Gixxer-- weighs less, having ditched hydraulic actuation for a cable-wire system. It's still easy enough to operate in bumper-to-bumper traffic, and the six-speed transmission shifts positively. Rev the engine, and the tach's jerky leaps reflect the crisp throttle response from the bike's one liter engine. As you rev through each gear, you're treated to strong acceleration at low rpms that yields even fiercer, more arm-stretching pull once you get past the first third of the bike's 13,750 rpm powerband. That first third offers more than enough speed for law breaking velocity, and pushing the engine even further yields downright salacious speed. The GSX-R1000's capabilities are extreme, as evidenced by the fact that it hit over 100 mph on a short freeway onramp-- in first gear.

Also fierce are the GSX-R1000's handling and braking abilities. It's not quite as tossable as the GSX-R600, but Suzuki's latest literbike certainly holds its own with quick direction changes, confidence-inspiring feedback, and effortless stability (thanks in part to an electronic, speed-sensitive steering damper.) Its talents are so astounding, they're far better suited to the track than they are to public roads. One of my only complaints after two weeks aboard the Gixxer is that its engine produced quite a bit of heat on my right thigh when the weather was warm; apart from that, it offered a killer blend of performance, smoothness, and user friendliness... you read that correct, user friendliness. Unlike sharp-edged bikes like the Ducati 1098, the GSX-R1000 invites you to explore its limits while maintaining a cool sheen of composure. This bike seems eminently capable of almost anything, and it seems to egg the rider on with its easygoing, surefooted confidence-- all while offering surprisingly comfortable ergonomics. Neck-snapping acceleration comes instantly, the chassis feels responsive but settled, and the brakes seem ready to bail you out of any predicament. The only downside to all this refinement? It takes a mighty strong will to resist doing something crazy-- and ultimately stupid-- while wringing out the GSX-R1000's awesome performance.

The Bottom Line: A Question of Preference

Suzuki's latest GSX-R1000 is better than its predecessor in virtually every way; it's lighter, more nimble, and more powerful. For those of you who were tiring of the last model's graphics-intensive styling, the new model also offers a more mature look. But will you be able to appreciate the miniscule differences in performance between the absolutely insane GSX-R1000 and its equally insane competition? Probably not.

The superbike wars have raged for decades, and each major manufacturer has proved they can build tremendously competent machines that far exceed the abilities of most riders who aren't currently employed as professional racers. That said, the GSX-R1000 offers both intense performance and surprisingly livable ergonomics. Its suspension won't beat you up, its seat is relatively comfortable over long hauls, and with the exception of some excess engine heat the GSX-R1000 is an impressively well-rounded package.

The superbike wars have raged for decades, and each major manufacturer has proved they can build tremendously competent machines that far exceed the abilities of most riders who aren't currently employed as professional racers. That said, the GSX-R1000 offers both intense performance and surprisingly livable ergonomics. Its suspension won't beat you up, its seat is relatively comfortable over long hauls, and with the exception of some excess engine heat the GSX-R1000 is an impressively well-rounded package.

Engine and transmission
Engine type:	4 cylinders, 4-stroke, Inline
Displacement:	999 cc (61.04 cubic inches)
Bore × stroke:	73.4 mm × 59 mm (oversquare - shortstroke)
Cooling system:	Water cooled
Power:	184.91 HP (136 kW) @ 12000 rpm(cranksh)
Torque:	117 Nm (11.93 kg-m) @ 10000 rpm(cranksh)
Throttle:	Cable operated
Valves
Valve train:	DOHC, variable
Valves per cylinder:	4
Fuel and ignition
Sparks per cylinder:	1
Fuel supply system:	Fuel injection
Ignition type:	Digital CDI
Funnel diameter:	43 mm
Compression:	12.5:1

Engine mounting:	Transverse
Lubrication system:	Wet sump
Gear box:	Manual 6-speed
Clutch:	Wet, slipper, cable operated
Final drive:	Chain
Spark plug pipe type:	NGK, CR9EIA-9
Motor oil:	Synthetic, 10W/40
Starter:	Electric
Dimensions
Physical measures
Length:	2045 mm
Width:	720 mm
Height:	1130 mm
Wheel base:	1415 mm
Ground clearance:	130 mm
Seat height:	810 mm
Weight
Curb weight:	192 kg
Dry weight:	172 kg
Chassis and suspension
Frame type:	aluminium, twin spar
Front
Suspension:	Cartridge - upside-down
Suspension travel:	125 mm
Fork angle:	24°
Brake:	Twin Disk, Ø310 mm
Tire:	120 / 70 R17 ZR
Tire pressure:	2.5 bar, with pillion: 2.5 bar withpilion
Rear
Suspension:	mono shock, Swingarm
Suspension travel:	130 mm
Brake:	Disk, Ø220 mm
Tire:	190 / 50 R17 ZR

Tire pressure:	2.9 bar, with pillion: 2.9 bar withpilion
Other
ABS available:	No
Power-to-weight ratio:	0.71 HP/kg (1.41 kg/HP)
Acceleration (0-100 km/h):	2.8 sec
Top speed:	299 km/h
Fuel capacity:	18 l
Number of riders:	2 persons

P.S (This is the bike on which azharuddin's son lost his life..... so , be beware of this Beast!)

for further details check this out:http://www.youtube.com/watch?v=qjcAeECvXy0