After a long wait Re Thunder 500
RE Thunderbird 500 is powered by the same 500cc fuel injected
engine which already does duty on the RE Classic 500 EFi and has manage to
prove its metal overtime.
What will excite long distance tourers is the fact that the new
Thunderbird 500 comes with a 20 liter petrol tank, which ought to increase its
range by at least 150kms over the Classic 500. This combined with disc brakes
at the front and rear as well as beefier front suspension should aid in
handling and ride quality for tourers and city riders alike.
More details and specifications of Thunderbird 500 would be posted
soon…
After a long wait, Royal Enfield Thunderbird 500 has been finally
launched in India at rupees 1.82 lakhs (on road Mumbai), which although isn’t
cheap by any stretch of imagination, but I guess well worth the price for not
only RE aficionados, but also motorcycle tourers and enthusiasts.
|
Hero Motor is
gearing up for a life without Honda and is currently developing a motorcycle
in alliance with the Austrian based engine design firm, AVL and is expected
to launch its own motorcycle by 2014.
Speaking to the media, Hero MotoCorp’s MD and
CEO, Pawan Munjal said, “We are working with different technology partners.
Our first bike without Honda technology will be launched in 2014. We have
already started work with AVL and we are happy with the progress.”
While it is not yet confirmed, whether Hero
MotoCorp is working on a low cost entry level bike or a larger capacity one,
but one thing is sure, people who have been loyal customers of Hero MotoCorp,
would be expecting similar reliability, performance and smoothness, they have
come to experience with its existing portfolio.
|
Ownership Review Of Bajaj
Pulsar 220F
2006 –
An Evolution in Indian Bike Industry with the launch of Bajaj Pulsar 220 Dts-Fi
!! Full of features and Unique goodies like Fuel injection, Projectors lights,
Rear Disc, Tubeless Tyres, LED Lamps etc.. which no other company till that
date use in their bikes.
Name Pulsar 220
Dts-Fi
2009 –
Once again this Indian monster refreshed and this time its Fuel injection is
replaced by biggest carburetor ever used in any Indian Bike. This time
Performance is even better than before and named as ‘ THE FASTEST INDIAN ‘.
Name Pulsar 220
Dtsi
2010 –
Again with little changes in 2010 new avatar of Pulsar 220 is launched. Still
this Fastest Indian is too fast for others.
Name Pulsar
220F
About
me :
Hi, I am Navjot
Singh from Ludhiana. In September I got a new bike from my parents . This is a
brand new Bajaj Pulsar 220 F misty silver!
About
Pulsar 220 F:
It is now 2
month old and till now running very good. I like its smooth and aggressive
ride.
Total
Kilometers till now: 2800
kms.
Maximum speed
achieved till now: 124
km/h.
Minimum
average: 38
km/liters.
Maximum
average: 52
km/liters.
I am a college
student doing B.E in computers. My daily usage is about 40 kms. Which is mainly
on highways, therefore my driving conditions are easy and I easily achieved
such figures !
Engine:
On paper: The
Bajaj Pulsar 220 DTSi is powered by 4-stroke, single cylinder DTS-i (Digital
Twin Spark Ignition) engine with a displacement of 220cc.The engine is air and
oil cooled. The 220cc engine produces a maximum power of 21.04 bhp @ 8500 rpm
and a maximum torque is 19.12 @ 7000 Nm. Pulsar 220 uses India’s Biggest 32
venturi carburetor with carb controlled variable ignition along with
micro-controller digital CDA ignition is used.
Now, practical
experience, Pulsar 220 engine is very aggressive and responsive. On highways
with a little twist the bike comes to 100 Km/h in no time. Then 120 km/h can be
achieved so easily than one could expect from 220 cc bike. I feel this bike is
comfortable only up to 8500 rpm’s , beyond that bike feels stressed and engine
become noisy. Overtaking is never a problem on this bike.
With oil
cooler, one can drive hundreds of kilometers without engine stress.
Suspension:
Front:
Telescopic, 130 mm stroke.
Rear: 5-way adjustable with 90 mm travel Nitrox shock absorber.
Suspensions are
really good and do their Duty well. Highway driving is very impressive, thanks
to stiffer suspension which suits best for highways and for city also. Front
suspension is adjusted in very good manner that on hard braking bike does not
lean too much to front to avoid rider imbalance during emergency barking.
Brakes:
Front: 260 mm
Disc
Rear: 220 mm
Disc
Brakes are
really good. Totally confidence inspiring. I follow 60% front and 40% rear
brake pressure during stopping and brakes stops bike in no time. Really
impressive. Though rear brake pads needs to replace very soon, on my visit to
Bajaj service station I saw many people complained about the poor life of rear
brake pads.
Tyres:
Pulsar 220 F
features soft compound tubeless IRC Tyres which are very responsive and very
sticky. These tyres provide excellent grip on wet and dry roads. Pulsar 180
features MRF Zappers which are well known for their quality performance but in
Pulsar 220 IRC tyres are on Duty, which I feel excellent on Roads. Soft
compound tyres inspire confidence on corners during high speeds and under hard
braking conditions .
Electricals:
Pulsar 220 F
comes with 55W ellipsoidal for high beam and 55W Projectors for Low beam.
Headlights are 12 V 9V Full DC and are really effective. Produce whitish and
bright light unlike other 2- wheelers which produce little yellowish lights.
Pulsar 220 is
the first bike whose headlights really impressed me.
Some
Features of Pulsar 220 F : -
1.
Even at 3 digit speeds Pulsar 220 feels
like cream. Any with a little twist one could feel the thrust of power.
2.
Very less affect of cross winds. Awesomely
stable on highways.
3.
Speedometer shows battery low indicator,
engine oil low level, engine over heat, oil cooler choke indicators. Dual trip
meters and side stand indicators are good feature.
4.
3D type decals look very appealing.
5.
Silencer with muffler for proper cooling
and safety.
6.
Backlit switches looks cool and are of
good quality. Self canceling indicates are boon.
7.
Auto coke is very responsive and helps
easy cold starting.
Maintenance:
Pulsar 220 is a
high category bike that’s why Bajaj put Ninja, Pulsar 220 and Avenger 220 under
Probiking crew. These bikes features open chains, Special lubricants etc which
means proper knowledge and maintenance.
1.
The open ‘o’ type chain of pulsar is known
as sports chain which needs little more maintenance. I use to clean and
lubricate it every 100 kms with SAE 90 grade to avoid rusting, long life,
proper performance and less noisy drive. Spray is bit expensive so whenever
required got treat it from Bajaj Service center.
2.
This bike requires 4T 20w50 oil. I use
Valvoline 4T Premium and found it perfect for my bike. Other oils like Bajaj
Dtsi 10000 , Sprinta 2000 are also very good for Pulsar 220. These 4T 20w50
oils may not very easily available. Never put 20w50 car oil in it .
3.
Air Filter needs to be cleaned every 500
kms for full performance and fuel efficiency.
4.
Always use premium petrol like power,
speed etc for this bike to avoid engine knocking.
Final
Words for pulsar 220 F :
However I like
this bike very much but I feel there should be some changes like,
1.
Overall quality is very good not
excellent.
2.
Rear part produce ‘thuddd…’ noise when hit
pot holes with speeds.
3.
Side mirrors are very pathetic, one has to
bend arms inwards to see behind. Secondly, they vibrate a lot after speeds of
70 km/h so, show blur rear view.
4.
Rear brake paddle is little uncomfortable
and can be improved. Comes in play after long press and spongy feel.
5.
Little more under seat space.
This is pure
performance bike , a true ‘ value for money’ and a safe Deal.
|
Getting yourself a compatible 2-wheeler is no
piece of cake these days, as it used to be a decade back. With a whole lot of
exciting options lined down in the automotive market, an individual must know
his requirements to stay at par with what he wants to own. The 2-wheeler
industry is well-equipped with motorcycles/scooters from all the segments
prior to engine capacity, looks, fuel efficiency & performance. It wasn’t
easy for me as well, to choose from a wide range of motorcycles however I
landed my search bug on a Hero Honda HUNK (2008).
Some important traits:
·
Date
of Purchase: 20th August, 2008
·
Total
Kilometers clocked (till date): 27,430
·
Max.
Mileage achieved: 52 kmpl
·
Min.
Mileage achieved: 47 kmpl
·
Top
Speed achieved: 128 kmph
HUNK was a stint of luck to me. It came with
all the possible features that I could think of in my first motorcycle. I
bought it a gross price of 60,500 INR. A fuel efficient motorcycle with 150cc
engine churning out 14.4 BHP of power was quite a deal for a daily commuter
like me & was certainly not a massive blow to my pocket as well. The
machine gives a “big bike feel” once you settle yourself on the comfortable
step seat. The Panther Black paint job suited me best.
Engine & Transmission:
The HUNK sports an Air Cooled, 4-stroke single
cylinder, 149.2cc engine that develops max power of 14.4 BHP at 8500rpm &
max torque of 12.80 Nm at 6500rpm. And this humble machine runs through an
Advanced Microprocessor Ignition System with Electric Start. The engine
rightfully boasts to be the fiercest among other competitors in the 150cc
segment. As far as the transmission goes, a Multiplate Wet Clutch with
5-Speed Constant-Mesh gearbox gives the motorcycle a smooth shift & ride
capabilities.
Suspension & Brakes:
The Front suspension holds a set of Telescopic
Hydraulic Shock absorbers while the Rear suspension enjoys the first-in-class
Swing arm with 5-step adjustable Nitrox GRS (Gas Reservoir Suspension)
system. Over the years, there’s hasn’t been a single flaw with the suspension
system, even on the toughest tarmacs such as ice, water & sand. Be it the
icy-cold roads of Patnitop or the hot tarmacs of Delhi-Lucknow Highway, the
suspension have stood out everytime without a breakdown. Front Brake is a
Disc Type (Non-Asbestos) with 240mm diameter & the Rear Brake is internal
expandable shoe type, diameter 130mm. The Hydraulic Brake Fluid either of
DOT3 or DOT4 type can be used.
Dimensions & Capacities:
Inspite of belonging to 150cc class, the HUNK
establishes its image as a big sized bike with an Overall Height of 1095mm
& 2080mm Overall Length. And what drifts it from the dumb commuter bike
segment is the incredible Ground Clearance of 145 mm that paves way for
off-roading as well. The Kerb Weight of the motorcycle being 146kg makes it a
stable ride. The Fuel Tank capacity is 12.4 litres having 2.2 litres of
Usable Reserve. Engine Oil capacity is 1.2 litres, however at the time of
draining 900ml is consumed.
Electrical prospects:
The motorcycle comes with an AMCO made
12V-7AH (for Electric Start) or 12V-5AH (for Kick Start) battery which is
ideal for strengthening the Flywheel A.C. Generator & other 12V lamps
such as the 35/35W Halogen Bulb with Multifocal Reflector in the headlight,
5/21W tail lamp & other indicators. For the Electric Start type, 15A, 20A
Fuse is fitted.
Maintenance:
It’s been more than 2 years that I’ve enjoyed
the status of being a proud owner of a Hero Honda HUNK. And no massive
failure occurred over these years as far as the motorcycle’s performance is
concerned. Hero Honda provides an inevitable promise of quality service for
all its products & obliges the buyers by offering 6 free services,
wherein the only cost that has to borne by the customer is for the engine
oil. The consecutive services, that I avail from the Authorized Hero Honda
Service Centers comprise of regular engine oil replacements, air-filter
cleaning, battery check-ups, wheel alignment & brake checks.
And apart from this, Hero Honda also
strengthens their bond with the customers by giving a chance to show their
immense care for the motorcycle as well as win exciting prizes at regular
services. The program is called the Hero Honda Passport Programme, in context
to which, the customer can collect reward points on consecutive services
& hence utilize the points in availing discounts on purchase of Spare
parts & other accessories. I have myself used the reward points &
purchased body cowls for my HUNK at discounted prices.
The Hero Honda HUNK is a powerful machine with
some incomparable features like the Nitrox GRS or the MFR Head lamps. It’s
been quite a journey with my bike. I’ve done a fair share of roadtrips to
various parts of North India including Shimla, Patnitop, Agra &
Chandigarh. And everytime I ride my HUNK, I know that it won’t let me down. I
make sure that I jeopardize even a pinch of ignorance for my motorcycle &
the machine loves me back too.
|
Royal Enfield Classic 500: the
stuff dreams are made of
It’s very
difficult to stay unemotional about a machine that from conception to
reincarnation is about the strongest emotion known in a biker’s world: freedom.
And that is the emotion I felt over and over again ever since I own a RE
classic 500 cc.
So here is my
experience both in terms of the explicable and the inexplicable joys and
sorrows (!!) of owning a RE and being owned by it in return.
I made a rather
impulsive purchase (I still call it an upgrade from my new Xylo, which again
was an impulsive purchase!!) while traveling to Siliguri. I stay at Gangtok, a
hill station which is also the capital of Sikkim and one of the most beautiful
and touring friendly states in India. Sikkim offers beautiful sights and
difficult terrains for a mature rider and happy cruising for the beginner and
yes, awesome opportunities to use the camera. So ever since I moved here I have
been reminiscing about my old college days when I used to ride an Electra a
pulsar or a Yamaha RX 100 whatever I got hold of! But even then it was the
thump that used to resonate in my biker’s heart.
On September
26th I test rode the Thunderbird and Classic 350 first and then the next day
September 27, 2010 went for a cruise astride a classic 500. Cruise? Hardly so.
Even a new
unset engine gave me the kind of pick up that I have seen only on a Pulsar or
recently the Apache RTR. I was taken aback when I felt the C5 literally leap
from under my legs into the air as if it was raring to take off like a plane.
The engine is way beyond classic 350 (27.2 BHP of C 5 compared to 19.8 of C
350). There is a feel to the bike that’s a league apart in itself.
Many people
feel that LB500 is faster and top speeds are higher than Classic. Riding the
two bikes overall verdict takes the side of classic in my opinion. The handling
is better for the C5 with 18 inches tires, sprung seats and fuel injection
insuring uniform sustained high power delivery over a wide range of speeds,
climatic conditions and terrains.
I made the
purchase instantaneously after paying a handsome amount off the record to the
showroom guys for taking the bike out of turn (they informed me there is a
waiting period of 8 months on the classic and I informed them I had emptied my
bank account so please name your price).
As I rode out
to take on the 104 km long journey into the hills to my home I realized it was
no ordinary bike under me. It throbbed with power responding to the slightest
turn of the throttle. At the recommended speed of 45 the bike seemed totally
unbothered as if I had put it for idling. The stability was good even on hills
and wet clay and dirt roads. The uphill rides were as effortless as plain
riding. People turning to look at you is something you have to get used to when
you are astride a bullet even more so when you are on a single seater monster
with the numbers 500 visible to all.
Yes it did get
to my head right on day 1!
My first
impression of the bike was of awesome raw power good stability on wet rough
terrains and effortless riding uphill.
Very soon I
finished the required 500 kms and got my bike serviced. My impressions during
the set in period of the engine were:
Pros:
·
No problem whatsoever with the self start:
the bike always wakes up at a nudge
·
Power unhindered by terrain or slope and
very linear power delivery even when the speedo hovers around 100
·
Stability very satisfactory
·
No leaks anywhere: the kick shaft seal is
airtight, hats off to RE guys. (None of my five friends each with a classic
have ever complained of a leak).
·
Battery is “no maintenance” not “low
maintenance”; there is a hell of a difference in the two and I’m really happy
with the battery this bike sports. No upgrade required or recommended there. No
maintenance hassles either.
Cons:
·
Missing the thump: it’s muffled; audible
to the rider but definitely not to anyone more than two vehicles away. Even the
rider has to strain to hear the thump if he has a good close face helmet on.
The short silencer gets you closer but detonations in the silencer are part of
this bargain.
·
Other sounds from the engine get amplified
by an empty tank. Keeping the tank filled beyond half mutes the background
noise.
·
Gear shifting is noisy particularly from
first to second and vice versa.
Difficult to find neutral once you have parked the bike, easier done from 1st
gear to neutral than from second. Need to be very gentle to shift into neutral.
·
Long waiting period of a minute and half
for the engine to be capable of self start in case of a fall thanks to those
sensors.
·
Very average paint finish for a bike
that’s so steeply priced; it may be a good idea to start using 3M products
right from 3 months onwards to keep the shine.
·
Tappet noise: very common, all the
classics I know have it at same level; I have accepted it as part of RE
lineage.
·
Fuel indicator is unreliable: so keeping
track of your kilometers is better. Fuel indicator blinks and lights up on
turnings, slopes and staring and stopping the bike. Calculating the economy is
therefore difficult especially as RE people advice not to run the bike till
dry.
·
The first servicing went like a cake walk
no major issues with the machine and with just engine oil change and routine
care the bike matured into a deeper thump though ride quality was the same
before and after the first service. There was some play of the throttle fixed
within half a minute and some mal-position with the rear brake lever which was
too low and brought within optimal position for my foot.
·
The problems started after the first
servicing: engine misfiring especially at second gear at lower RPMs and when
revving uphill. Stressing and comic because the RE guys came up with weird and
high sounding diagnoses from spark plug issues to wiring connections everything
could be at fault and I should have my bike seen by their engineers. Well I
changed the spark plug (it’s a twin spark engine I changed the bigger plug and
the misfiring completely stopped for 48 hours and came back though at lower
levels. I changed the fuel and the misfiring completely went off. Now it does occasionally
come back but the bike has never given up and so I don’t bother about it. What
seriously bothered me was the life of the next spark plugs and I have seriously
been considering iridium spark plugs now. This reminds me spares availability
is a major, major issue. Be prepared to wait for long, long time if you don’t
stay in Bombay or Bangalore or Delhi…as I know even Hyderabad and Kolkata have
availability issues.
·
Now having ridden the C5 for 1500
kilometers my spark plugs fry every 600 kms and these are RE recommended plugs.
The RE engineers have been on e mails with me and they are “coming up with a
solution”!!
·
The second major issue and potentially
dangerous too is that the rear tire (MRF 110/90-18”-61P) seems to have the
juice taken out of it. It has deteriorated faster than you can say Royal
Enfield, which makes cornering, banking and braking a major set back. The front
tire MRF Zapper (90/90-18”-51P) on the other hand is spot on with firm grounded
tire in any situation while the rear one keeps slipping like a drunken tongue.
I’m now seriously looking for a tire upgrade and looking at Pirelli though I
don’t know if they manufacture the specs of Classic 500 rear tire. The sooner
you change the rear tire the better for one simple reason. The kind of power
this brute packs simply does not go with this kind of uncertain road grip.
Imagine the engine raring to go and the tire resigning at the last moment. You
can feel your heart in your mouth on these occasions.
Now the first
service long gone with some major trips taken and city riding done daily on
this machine I think I can reliably pass a few comments on the bike:
So
here goes my opinion and experience:
Stats
of my ride:
Royal Enfield
Classic 500 cc Black
Ownership
duration: 2
months
Kilometers clocked: 1654
Fuel economy: consistent
28 to 30 even in cold conditions on xtra premium petrol and stock condition no
modifications done on bike).
Riding style: 30
to 40 kilometers riding (city) daily in hill station town with weekends
approximately 100 kilometers day trips solo riding always.
Trips on C5: mountain
locations in Sikkim: North Sikkim, Tsomgo, Nathula and Yuksom Ravangla Stretch
Top speed: 110
Kilometers/ hour on Sevok Road National Highway 31 A moderate to good road
conditions. (Bike always vibrates above 90 and vibrations affect the handlebars
and spring seat).
Looks
and aesthetics:
This machine is
nothing short of love at first sight. I’m yet to see a person who has made his
marbles on the Indian biking scene disagreeing with this thought. Awesome
balance of bulk and beauty reminding you of the original world war RE the
1950’s J2 and making you feel a part of its legacy immediately. The bike looks
apart from any other bike and people giving you and your machine long wishful
looks is something you gotta get used to. The green color is especially a
signature though I liked the beauty and personality of black and till now have
no regrets at all on choosing black over the other two colors.
The Thigh pads
and single saddle seat with springs look even better giving it the unique retro
touch though with the double seat there is hardly a punch.
The RE logo is bold and eye catching and
even from behind the letters BULLET come into focus of anyone riding behind you
and the Deep-drawn fenders of the rear tire underline the retro look.
The massive
tank with post war graphics the brute engine beneath it with the crankcase RE
logo the retro looking Classic style round head-lamp, 18″ Spoke Wheels Body
colored frame and analog dials and Traditional looking front number plate fit
the bill to a T. Personally I feel it’s the best looking bullet yet made and
the best looking bike up for grabs in the Indian bike market yet. Yes the paint
job is not upto the mark for the price tag but a good TLC from you will keep it
shining for years. One point about the paint its easily scratched while
attaching and removing the second seat and it’s a good idea to spread a towel
on the rear tire cover before you start hammering the second seat on in case
you ride pillion. Even better will be to commit early if you are a single rider
or will have a pillion behind you most of the times.
Power,
ride quality and performance:
The bike feels
solidly built and packs the power of EFI system Keihin a superb DENSO self
start which has not yet failed me (my mornings are often 4 * Celsius. Turn on
the key hit the self and listen to the 4 Stroke, air cooled, single cylinder,
OHV SI engine priming for about 4 seconds (and warm it up for a count of ten on
cold mornings) put on the first gear and turn the throttle. Your heart will
give a jolt when all the 27 horses jumping to life. Slightly turn the throttle
more and you will get the feel that will have you committed to 500 for life.
You shalt not sit astride another once you have a ride on C5. 27.2 bhp @ 5250
rpm make it the most powerful Indian bike and it shows. I ride either uphill or
down and the engine has not broken sweat till yet. It’s an engine that wants to
be whipped flogged and abused. The higher you go the higher it will want to
take you. After a while you realize it’s best ridden at speeds above 60 (the
owner manual recommends speeds around 80 for riding!!)
Royal Enfield
has dumped the traditional carburetor for a modern electronic fuel injection
system on the new bike so as to facilitate better air-fuel mixture
optimization, smoother operation, better power delivery over a wide range of
altitudes, and cleaner emissions (Bullet Classic 500 EFI conforms to most
stringent emission norms Euro III and Bharat IV). Having ridden the beast for
two thousand plus kms now I can vouch for every single promise made to
customers as far as the performance of the engine is concerned. It’s an engine
that will never let you down and surpass all your expectations.
Royal Enfield
claims that the UCE construction gives the Classic less moving parts, less
transmission loss and less maintenance issues. 1600 kms into it I have to agree
with that. Except for the tappet noise of differing levels in different bikes
and occasional misfiring (cold climate? bad fuel?), I have no grudges against
the engine. EFI engine no carburetor, fuel injection and five speed gear box
with electric start front disc brakes rear internal expanding drum brakes
overall a package that’s hard to not appreciate and ogle after.
The ride
quality is superb proportionate to the powerful engine and would have been
astonishing if it was not for the poor quality rear tire- MRF ZAPPER Q 110/90 –
18. The
front tire 90/90 – 18 MRF Zapper FS and powerful front hydraulic brakes (Disc
dia 280mm) make sure you come to dead stop within a foot or two even if you are
riding at 50. Make that more than sixty and in a straight line using both
brakes the braking distance single rider on flat road is still about a meter. Make
that on a turn or slippery ground or down-slope the rear tire goes kaput and
the bike slips merrily. The Rear tire needs, demands, cries out for an upgrade.
Hopefully the RE guys will oblige. Relying on the rear brake( foot operated 153
mm Single Lead Internal Expanding) is a disaster that will see your bike
banging into whatever stopped your ride. I use the front brakes for speeds
lesser than twenty in straight line and both brakes simultaneously when on
curves at any speed downhill any speed and straight line speeds more than
20kmph. A rear disc brake is what goes with this bulky and powerful brute.
Perhaps in the future?
The front and
rear suspensions are fantastic to begin with and absorb bad terrain potholes
with ease but even with no pillion rider if you are into off-roading and long
trips do not expect them to maintain their quality beyond two or three good
trips. After the initial oomph they come down to an acceptable level of comfort
which is not fabulous but hardly bothersome too.
60 W / 55 W, HALOGEN
headlamp is brighter than you expect and good for night riding at speeds around
40-50 on unknown territory and equally powerful in high or low beam.The horn is
a bit of dampener barely audible over the thump and especially so in the mad
cacophony of traffic if you are a city rider. But what do you get from a
mediocre Minda horn. An upgrade is recommended.
Speedometer and
Fuel warning indicator for the EFI system are integrated into the die-cast
headlight casing. The speedometer features classic English font.
The bike comes with the conventional long silencer and the shorter silencer
though meant for offroading is available ( 2700/-) for city use and adds to the
thump and completes the retro look. The chrome work on the silencer rusts
easily and requires care form day one. Anti rust or kerosene for weekly
cleaning is highly recommended.
There is an issue of early blackening of spark plugs and RE is already planning
to do something about it. They claim in the meantime that even though black
they perform fine and probably they are right. This issue is mostly form people
riding in hills, cold climates and there is the question of fuel quality too. I
use extra premium always and yet my spark plug turned black by 600 kms and
again at 1200 odd kilometers the replaced one though black is working great
till 1650 kms. Some people have reported black smoke but I have not yet seen a
classic 500 emitting black smoke and emissions are remarkably pollution
controlled as claimed by the company.
While riding
there is a background of lot of noises from different parts of the bike and
even on confirming no lose spots yet they are there audible behind the thump
and on rough terrain. Vibrations felt in your hands are especially painful and
gloves are mandatory for touring. The saddle seat is much more comfortable than
a thunderbird especially if you sit back so that you find your individual place
to balance your butt on (for me its farther behind than in front). On long
trips I have no issues for first 200 after which the butt is painful and that’s
a rule of trips not a fault of the bike! I wonder if extra cushioning might
help!
One point of
interest amongst all the different sensors is the tilt sensor which in case of
a fall needs a waiting period of over 1 minute after killing the ignition
before you can go again which is a bit irritating but probably nothing that can
be helped.
Understanding
the electrical is tricky with no mention (except a complex flow chart) made in
the manual or the bike surfaces and I am still searching for reliable info on
the electrical, fuses and sensors. However the ECU does self diagnose at
starting the bike but elementary knowledge of the engine electricals is
mandatory for any touring rider.
I have not noticed any problem with the air filters though some people have
reported mixing with dust thus implying leaky walls and recommending sealing
with tape. Not so in my experience, the air filter is solidly sealed and works
fine. I would not recommend an upgrade or sealing. My air filter box seems
clean even after long rides and off roading. I clean it with a dry cloth every
200 kilometers and the filter on recommended servicing only.
Service
and maintenance:
Surprisingly
easy to maintain if you had the luck to get a good piece off the showroom (yes
I still believe that with RE you need to own a good machine right from day 1)
and there is the importance of not only looking at the bike hard but insisting
on a long test ride too. Start the engine, see the response feel the ride and
listen to the noises form the engine. Tappet noise can be loud enough to bother
you badly and disturb your ride, scratches are common even in showroom bikes
and battery can be dead on day 1. I had the luck to have a trouble free machine
and till now it has given me impeccable service. Except for the mandatory
engine oil change there is little to be done to maintain the bike beyond
cleaning it the routine way every week. Never park it in sun or rain you will
lose the paint shine fast and water mixed with fuel or entering the wiring etc
are issues. Use quality fuel and do not mod your bike unless sure and your
machine is uncannily free of maintenance issues. Even with the best fuel good
riding etiquette and proper cleaning and maintenance do not expect a fuel
economy more than 28-30. But I checked the economy just to write the review, I
wonder if any of the classic owners would bother about that unless it’s
alarmingly low like 20 or something.
Should you come
to face a trouble be sure that RE guys will be the last people able to help you
if you or your routine mechanic can’t help it. My personal experience: there
are only a handful of good RE classic engineers the rest is a waste of phone
calls e mails and showroom visits. Some noise some misfiring should be ignored.
My motto with the classic is “don’t trouble trouble unless trouble troubles
you”. And really speaking the bike never dies on you never fails to deliver and
performs best on high speeds and long trips. Probably not the best city bike
but you have Ladakh on your mind? Hop on and take off. Honest. It will get you
there and back without a sweat.
The only thing
that spoils as the bike gets older is the paint job which easily cracks specially
at junctions and nothing can be done beyond the usual wash and polish after
three months of purchase. And I have already mentioned for people riding in the
hills be prepared to change your plugs especially the bigger one every 600
kilometers. Is iridium the answer? I don’t know.
Overall
judgment:
Pros:
·
The most powerful engine on 2 wheels on
Indian roads. Period.
·
Reliable over a wide range of speeds
terrains and temperatures. Have driven it through rain, slopes, snow, slush and
rivers. No problems till yet.
·
Always starts at first attempt. And that’s
so comforting. Self is the most reliable part of the bike. The Indian option
comes with a kick start but I have not needed it yet.
·
Solid stability till three figures.
Slightly rocky ride at low RPMs. So probably riding at speeds above 60 is best.
That’s why I feel you will be more satisfied touring than city riding though I
do both and wouldn’t have it otherwise. A UCE engine is better ridden at high
RPMs and therefore at low speeds the ride quality subjectively feels a notch
inferior. Open roads are what will turn your steed on and in city riding where
low speed riding is usual you might not get very satisfied.
Cons:
·
Poor rear tire grip: upgrade recommended.
I’m looking at Pirelli manufactured tires though availability is an issue.
·
Poor rear brake: both in quality and in
position. Needs reducing free play or it hits the ground on steep banking and
cornering especially off-roading when other objects like a rock on the ground
may hit the brake pedal but reducing the free play may cause it to hit your
silencer when releasing. Answer: unknown.
·
Spark plug blackening: more of a stress
than an actual problem. More problematic is the early expiry for plugs in cold
weather on hills. Blackened spark plugs are functioning well enough for 600
kilometers in hills and my friends form plains have not reported any problems
till 4000 kilometers so the difference is quite significant. So people riding
in plains and not so cold areas can relax while hill riders always keep a set of
plugs standby!
·
Poor service center satisfaction: people
at RE centers are as confused as you when you take your bike for
troubleshooting to them, spares are just unavailable and waiting period is
equal to waiting period for the bike.
·
Poor paint job: at the price you get the
bike this is simply unacceptable. I started cleaning and waxing my ride by
second month.
·
Unreliable fuel level indicator: blinks at
turns, downslopes and unpredictable.
The gear shift is noisy but does settle down after the first 500 kms service.
Neutral difficult to find on traffic lights and with the engine off and also
lots of false neutrals between all gears. Best way to shift gears is crisp and
with a jerk. No easing into gears except when finding neutral.
Final
verdict on the RE classic 500
Overall an
irresistible package which has achieved what’s of importance: a balanced
machine with killer looks, awesome power packed performance, reliability and
low maintenance, a head turner equal fun while riding in cities and off roading
on long trips. A massive ego boost for a rider who yearns for a class product.
It sets you free even at that price. RE classic 500 is the surest way to get
young again. Its such an awesome looking machine that you will stop to look at
your own bike a moment longer every time you park it at the end of the day. The
looks are matched by the power and ride and you might feel like taking it out
for a ride just like that. The cons are nuisances rather than real trouble and
in my opinion it’s the best bike on Indian roads as of now though for cold
climates the spark plugs are a real pain in the backside. Needless to say I
have never ever ever even for a moment regretted buying this bike and our love
story continues. The logic is simple to explain to the curious simpleton who
asks me: “
|
TVS Motor Company today launched its premium
executive deluxe 125cc motorcycle, TVS Phoenix 125 in Chennai. Dubbed by the
company as one of the most exciting products to roll off its lines, TVS
Phoenix 125 is targeted at consumers who are looking for a motorcycle which
allows for spirited riding, while at the same time providing good fuel
economy.
TVS Phoenix 125 is loaded with premium
features; and backed by an all new, highly refined 125cc EcoThrust engine,
that provides excellent pickup with best in class fuel efficiency. The bike
promises to be a seamless combination of premium style and comfort with
unique, first of its kind features in its segment.
Speaking at the launch, Venu Srinivasan,
Chairman, TVS Motor Company said, “We have developed an all new engine for
this motorcycle. It complements several unique features to ensure ‘premium
ride quality’. With this launch, we hope to increase our market share in the
segment. This launch also completes our motorcycle product portfolio.”
TVS Phoenix 125 is equipped with novel
features that are usually seen in cars. For the first time in this segment, features
such as a fully digital speedometer, backlit in premium amber; a digital fuel
gauge, a low battery reminder, a trip meter, service reminder, soft texture
grips and soft touch switchgear have been provided. For the first time in
India, TVS Phoenix offers car like hazard lamps to enhance added safety for
the rider.
Riding comfort of TVS Phoenix 125 has been
maximized by way of five-step adjustable ‘series spring’ suspension, high
response damper and ergonomically positioned handle bar for superior riding
control.
Engineered to magnify the joy of riding, TVS
Phoenix 125 is equipped with EcoThrust technology: dynamic tuning which
regulates the flow of petrol to deliver optimum combination of power and fuel
economy. This facilitates superior pickup while delivering lower fuel
consumption. An electric start fires up the 4 speed powertrain of TVS Phoenix
125 to churn out 11 PS of power@ 8000 rpm.
TVS Phoenix 125 has highest power to weight
ratio in this segment. This aids in best combination of pickup and high fuel
economy of over 67 kmpl under standard riding conditions.
“We expect TVS Phoenix to get a fillip with
the festival season coming up and are targeting sales of around fifteen
thousand per month.” Srinivasan added.
Vibrant graphics accentuate the elegant
styling of TVS Phoenix 125, which comes in five dual tone colours namely
Moroccan Red, Alaskan Green, Helsinki Black Silver, Belgian Black Red and
Oxford Grey. Features like aircraft inspired decals, rotopetal disc brake,
LED pilot lamps, an all-black engine, alloy wheels and a stitched dual
texture, high density comfort cushion seat with premium upholstery increase
the style quotient of the motorcycle.
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