Review: 2016 Kawasaki Ninja ZX-14R

When the Kawasaki ZX-14R first came to India, back in 2013, the bike was in its second generation of its life cycle, and now Kawasaki has given the big Ninja its first real change-up since then. The moment you set eyes on this 2016 model, you’ll notice the first alteration – which is its new paint scheme. It’s still the same happy looking monster with a big ram air inlet on its forehead, but now, there’s a lot more of black paint covering its fairing, tail and exhaust.

When you get astride the 14R, updates gets better. The handlebar’s positioning and width have been altered in an attempt to make this Kwacker more rider-friendly, and the seat is new too. There’s even an eco-friendlier ECU and Euro 4 regulation exhaust. But, by far, the best of the changes to the motorcycle are in the form of the updated Brembo braking system up front (same as on the Ninja H2R) and adjustable Öhlins TTX rear suspension with its remote preload adjuster.

Behind the big windscreen, this green monster houses a very old-school digital readout with some more retro-looking analogue speedometer and tachometer dials below it. Some will feel that this could appear to look dated, but we frankly think the dials look quite awesome, just that the numbers on the speedo are quite small and not very easy to read on the trot.

The ZX-14R was always about outstanding performance – which goes down to the fact that this is one of the few motorcycles in the world to crack a quarter-mile speed run in under ten seconds (running completely stock!). Thankfully, that fact hasn’t been tinkered with in this updated version. The 1441cc in-line-four that propels this mercenary is the most powerful naturally aspirated engine to have emerged from this Japanese stable (yet), and is an absolute soul-stirrer.

A healthy 158.2Nm of torque is distributed nicely across the powerband and the higher you get that needle on the tacho to climb, the better this motorcycle gets. Like before, there’re two riding modes to choose from. With the flick of your wrist, you can unleash a 100 per cent of 207bhp of mean, green glory in ‘F’ (Full Blast) mode, or opt for a 25 per cent decrease in response and power in ‘L’.

The traction control unit this motorcycle comes armed with has three modes and like the ABS unit, it’s a big plus point to this Jap package. In a straight line, the ZX-14R continues to accelerate with dogged determination, and at a fantastic level of composure – traits that deem it worthy of carrying a Ninja badge. Past 5000revs can devour the road ahead with certain tenacity and you’ll often find yourself out of runway when you thought you were just starting to have fun.

As its sizeable proportions and 269kg of mass pretty much dictates, this motorcycle isn’t the best carving tool you would wish to have handy when a couple of fast corner come up. But the long 1480mm wheelbase means that it can hold its line well in some long sweeping bends. The new suspension now works better than ever by absorbing all sorts of small undulations – something the older version didn’t do very efficiently. The humongous 310mm semi-floating Brembo discs up front are top-drawer and offer more bite than ever before. Its monocoque aluminium chassis is responsive and alleviates sport riding.

All these factors contribute to making the ZX-14R a more forgiving performance-focussed machine to ride overall. But that doesn’t mean it isn’t a pain to ride in the city. Although its clutch isn’t very heavy, the six-speeder can get very clunky down the cog order. That, and it’s not the smallest motorcycle with the most comfortable of low-speed riding positions out there. Though the ergonomics have been altered, like most bikes of its calibre, getting stuck in traffic can be a real pain. It is best you go about your business astride this bike out on roads where traffic is sparse.

But that’s where a certain hindrance of this motorcycle lies. Realistically, India’s infrastructure doesn’t really support the safe exploitation of immense potential of motorcycles like the ZX-14R. And it is for this very reason that the ZX-14R appears in a way incoherent. Sure, if you’ve got Rs 19.83 lakh to shell out on a two-wheeled hooligan that’ll rocket you from 100kph in the blink of an eye on a daily basis, the ZX-14R makes complete sense.

Specs
1441cc, in-line-four, 207bhp, 158.2Nm, 6M, 270Kg; fuel tank: 22litres

Verdict: A beast of a motorcycle that’s definitely been bettered. But still not the best for its price in India.

Honda Navi

I have never been a big fan of scooters. Yes, they have a practical side to them but scooters for me are all about going grocery shopping. And that’s what makes the Navi so interesting a package for me. Navi is a head turner wherever it goes. I have wanted to ride one since I saw it at the Auto Expo this year.

It’s based on a scooter chassis and the engine-transmission is an integrated unit of the rear swingarm. But the styling is more motorcycle, with a proper fuel tank and seat. Most of the bits have been picked up from the Honda parts bin. The rear taillight is courtesy the Honda Stunner, as is the switch gear. The headlight design is all-new and has a very Honda MSX 125 (Grom)-like face.

Riding the Navi, the first few kilometers proves that this bike has the go to match the show. The 109cc motor responds with a quick sprint to 50kph. The engine makes the same 8bhp and 8.9Nm like the Activa, but feels peppier. This can be attributed to the kerb weight. The Navi is 7 kg lighter than the 108 kg Activa and that explains the liveliness. Once the bike crosses 60kph though, it’s a slow climb to 81kph. At these speeds the scooter feels planted though, thanks to the stability provided by the extended rake angle. Still, while I am impressed with the high-speed stability of the Navi, crosswinds can be a little unsettling.



Approaching an intersection, by force of habit I try to use engine braking; it’s easy to forget that you’re riding a gearless two-wheeler. Yet, the Navi convinces me for most of my ride that I am riding a bike.

Thankfully the brakes come to my rescue in slowing the vehicle down. Yes, some people will point out that a disc upfront would have done the job better. But for the fun the Navi offers I really don’t mind its absence.

The ride feels stiffer than the Activa. It became all the more nerve-racking while riding on potholed roads. I guess the suspension has been tuned factoring in a pillion.

While I didn’t like the ride very much, moving around in traffic on the Navi is a lot of fun. The front feels light as there’s no engine in the middle and it helps zigzagging through city traffic. The Navi is built for the city and it works perfectly well squeezing into tight spaces. Cornering is not the main concern with a scooter, but the Navi manages corners really well. Just don’t push it too hard; under all that fake-bike makeup, it’s still a scooter.

Also, there are a few tradeoffs when it comes to convenience. For starters, there’s no boot space even though you get luggage space in the cavity below the fuel tank. Honda provides a utility box as an accessory, but I doubt if a helmet can be accommodated there.



Storage is not the only problem for the Navi. Unlike the Activa’s 5.3-litre fuel carrying capacity, the Navi get a 3.8-litre fuel tank. And, since I had been throttle happy all day, I was only able to get 36.2kpl.

The Navi has a few chinks in its funky looking armor. It offers the fun of a bike but there are a few tradeoffs that you will have to live with. But are these minor setbacks a deal breaker? I don’t think so.

First of all, Honda has done some out-of-the-box thinking here with the Navi and opened a whole new segment.

Though the Navi has its drawbacks, it’s still a well-sorted package. It is a highly customisable package and this should work for the youth (Honda’s target audience). And for a price tag of Rs 39,000 ex-showroom Delhi, it’s easy to overlook all those shortcomings.

Specs:

Four stroke, 1-cyl, 109cc engine, 8bhp, 8.9Nm, Transmission: CVT, Top Speed: 81kph (claimed), Weight: 101 kg, Efficiency: 36.2kpl, Prices: Rs 39,000 (ex-showroom Delhi).

suzuki gixxer sf

Suzuki has launched the rear disc variant of its Gixxer range of motorcycles at North Campus, Delhi on the occasion of 'Gixxer Day'. The crpwd which was energized by international Freestyle rider, Aras Gibieza and his skilful bike performance.


The Gixxer carries the lineage of the legendary GSX-R series, and the new variant with the rear disc brake was officially launched in Delhi today. The new addition will provide better stability and control on all kinds of terrain.


Suzuki Gixxer Day is a gathering of Suzuki Gixxer and Gixxer SF owners to celebrate the spirit of the hugely successful Street Sport Bike, while being entertained by the world class performance of the Freestyle Champion Aras, in addition to other performers and entertainers, lucky draws and contests for all participants.


New Delhi hosted the first edition of the Gixxer Day amidst much fan-fare and this event shall visit Kolkata, Shillong, Hyderabad, Chennai, Kochi, Bangalore, Mumbai and Pune.


SMIPL also used this opportunity to kickstart their #amGixxer campaign, where they have created a community of like minded Gixxer customers, fans and enthusiasts. This community shall provide a platform to host various activities across the country, mainly moderated via the digital medium of facebook and social media. Gixxer Day and a dedicated 'amGixxer' facebook page are the first of such community activities to be taken up under the #amGixxer campaign.


Mr. Satoshi Uchida, Managing Director, SMIPL, said "With constant support of our customers, SMIPL continues to offer new products and technologies to the Indian market. We are pleased to introduce our new variant of the much loved Gixxer range. It is one of our most successful products, and to commemorate its success, we are celebrating Gixxer Day with all our customers and bike enthusiasts who have been an integral part of this journey. Through this, Suzuki wishes to cater to the appetite of Gixxer customers for more intense engagement with the brand".


The Gixxer is available with the Rear Disc Brake as an option in the following colours - Lush Green / Glass Sparkle Black, Metallic Triton Blue / Pearl Mirage White and Candy Sonoma Red / Glass Sparkle Black - and is priced at Rs. 79,726 (Ex showroom, Delhi).


The Gixxer SF will sport the Rear Disc Brake as standard in the following colours - Pearl Mirage Red and Glass Sparkle Black - and is priced at Rs. 87,343 (Ex showroom, Delhi) whereas the MotoGP Edition (Metallic Triton Blue) with Rear Disc Brake will be priced at Rs. 88,857 (Ex showroom, Delhi).

Bonneville T120

If you were a cool guy in the 60's, you possibly owned a Triumph Bonneville. If you are a cool guy today, you should own one of these. The Bonnie has been an icon of sorts for more than half a century. What makes it so special is its timeless design and a simple approach to riding.

So, after 15 years of the current generation bike, Triumph has treated us with its new Bonnie range. We recently rode the T120 Black, which comes finished in, umm... black. This colour option, however, won’t be on sale in India and is reserved for international markets only. Apart from that, it’s the same retro-styled Bonnie with a bigger engine and some clever tech.

We are in Lisbon, Portugal to sample the T120 that replaces the T100. There’s an all-new motor sitting neatly on the new cradle frame chassis. The 1,200cc liquid cooled, parallel-twin unit makes 79bhp and a healthy 105Nm of torque. Sure, the figures don’t sound very impressive on a modern bike, but for a Bonneville, those are impressive numbers. It’s all about ease of use when it comes to a Bonnie and the T120 impresses with its overall usability.

Max torque is available from 3100rpm, which translates to some effortless riding in the city. Add to that a light clutch and things get a lot easier in traffic. But that’s not the only thing that impresses us on the T120. Tipping the scales at 224 kg, we were a bit cynical of this Triumph’s agility. Sure, all that weight gives it the stability you need on open highways, but would it be able to handle corners enthusiastically? Seems like we were wrong.

Riding on the western-most part of Europe, next to the Atlantic Ocean, the T120 impresses us with its handling capabilities. There’s adequate torque on tap to take sweeping corners, and then just shoot off on the straights. You can do that without having to constantly change gears – the torque spread is that good. And unlike the older bike, which felt a bit front heavy, the T120 feels better balanced.

The T120’s upright riding position is something that works really well for us. Though windblast is a bit of a concern at higher speeds, we hardly got any opportunities to go past 100kph. And this is possibly the best thing about the Bonnie. It’s got the pace, you can ride it fast if you want to, but at the same time, it’s equally fun and comforting even while cruising at 60kph on the highway.

Another welcome change over the old Bonneville is the ride comfort. Though road conditions in this part of the world aren’t bad, we did come across some rough patches and the T120’s suspension soaked up bumps really well. However, we will reserve our final verdict on the new Bonnie’s ride once we test it on Indian soil.

The new Bonnie comes with traction control and ABS, and although we think a motorcycle like the Bonneville doesn’t really need TC, it brings an added level of safety into the equation. There are two modes for traction control – rain and road (default), which can be easily switched on the go. Though we didn’t encounter any rain showers and riding conditions were near perfect, we still switched to the ‘rain’ mode to get a feel of it. The throttle response feels subdued and the torque boost you get every time you shift up was missing.

The easily accessible power throughout the rev range means rideability on the new Bonneville is supreme. But keep it around 4000rpm and the bike feels the most rewarding. The Bonnie’s simple approach to riding is what makes the bike so loveable. It’s not the sharpest or the fasted 1200cc motorcycle around, and it’s not trying to be one either. The new Triumph Bonneville may carry retro styling, but offers all the modern riding aid, without really hampering the joy of riding. It is for people who like riding regularly. And we love it for that.

Specs
Liquid cooled, in-line twin, 1200cc, 79bhp, 105Nm, 6M, 224kg, Rs 8.7 lakh (ex-showroom, Delhi)

Verdict
A timeless classic gets modern tech but continues to let the rider be in full control of its ride. A tried and tested formula that’s made the Bonneville extremely likeable for decades.

Diavel

You don’t need perfect vision to see that this 2015 Ducati Diavel, in any of its variant guises – the Standard, Carbon Red, Carbon White or the limited edition Titanium – like before, has the strength to bowl you out clean with its looks, design and overall sex-appeal. The latest avatar, seen in its Carbon Red guise here may have the same silhouette as the older model, but a closer look reveals a couple restyled features like the cut headlamp unit which now houses LEDs and lends the bike a grittier looking face.

Then there’s the radiator shroud that hugs the bike tighter and more angular cut exhaust tips that accentuate the beautiful single sided swingarm and that rubber monster of a 240/45 ZR17 Pirelli Diablo Rosso II rear. In addition to the obvious carbon bits that bring down this bikes weight over the standard variant, the wheels are different too. These ones are forged alloys (rims on the standard model are cast iron), while the front suspension gets a coating that makes braking and its’ overall functioning a tad smoother.

The new Diavel comes with a cool split instrumentation with the speedo, tacho, clock and engine temp filling up the upper half of the digital console, while the one mounted on the long sweeping 17-litre tank displays info and rider control options like the 8-levels of traction control, ABS that can be switched off, distance trips, clock, average consumption, distance to empty, engine temp indications, and other stuff for you to cycle through. On the left corner of the lower display lies the smallest of indicators that if not paid attention to could be the cause for worry while dancing with this Diavel – the digi-fuel indicator gauge.

Though there’s a lot of tech involved with this motorcycle, it’s not exactly the Starship Enterprise of its time, because most of the Japanese and American motorcycles of this calibre come with the same safety and power delivery features. But by way of usage of the sophisticated electronics through simple yet suave buttons, makes everything feel a little better and in a way, grand. Even the keyless starting sequence to this bike is fun.

The saddle is spot on with the pegs and bars keeping you in a rather upright and slightly stretched forward position. It’s comfortable just as you would expect for a bike to cost this much money.

Mechanically, the new bike stays pretty much the same as the last. The 1198cc Testastretta 11° Dual spark motor that lays nestled into Ducati’s signature trellis frame is identical as far as power delivery goes with 162bh and 130.5Nm of torque on tap through the ride by wire throttle. The 2015 model has a 4 per cent increase in mid-range torque delivery over the older model, but this improvement isn’t a very prominent. The bike comes with three riding modes that regulate throttle response, traction control and power delivery – Urban (100bhp), Touring (162bhp low) and Sport (163bhp high) – to cycle through on the TFT display on the tank. Power delivery in urban feels rather dull and boring while the bike feels its lively best in Sport. Acceleration in a straight line is tremendous, with the throttle being superbly sensitive to the slightest of actions.

The throttle is light, the clutch is forgiving and the bike accelerates clean and smooth with a little if any pleasant vibes felt through the bars up to the 10,000rpm limiter, taking you to triple digit speeds without a fuss. Hard cornering isn’t one of this bike’s fortes but the Duc remains composed and predictable on long sweeping bends. Riding the Diavel, you’ll want to keep to the highways as much as you can. It’s a place where the Ducati feels more at home. In a straight line it’s linear and strong from low revs. Sure, the city is fun if you’re seeking attention. And boy, do you get a lot of it. This Ducati isn’t at all hard to manoeuvre around tight spots in town, too. But you don’t want to be stuck in peak hour city traffic. Especially in a city like Delhi.

Give the Testastretta 11° a rest with a flick of the fancy-functioning kill-switch, and all around you will appear silent, up until the point where one individual will inquire about the bike out of genuine curiosity. Reply to that query, and there’s sure to be a zillion more questions from every direction coming your way, in all kinds of dialects. Keeping the Ducati running for more 15 minutes in touch and go traffic, and the bike may tend to roast your future family making apparatus. The suspension, which is completely adjustable, feels collected and just about alright given Indian road conditions on the default factory setting, while the tyres are good for paved surfaces. Throw a bit of gravel under them and the tyres loose a bit of composure, but that’s when the traction control kicks in to save you from hairy instances.

The Diavel seriously roars, demanding even more spectators and attention. It sounds loud, menacing and does the mean look of the bike justice when throttling hard through the slick six-speeder, and things get even more beastly as you stomp down on the lever, snarling as you downshifting through the cogs like the thing is on fire.

Sadly, it’s pricing means that the Diavel isn’t a motorcycle for everyone to own. It’s the kind of motorcycle that’ll attract middle-aged Casanovas with prospering businesses or the young ’enthusiasts’ with a bottomless pit for a trust fund. On its re-entry to India, Ducati has taken the scenic route, through Thailand – a country which India has a certain trade agreement which allows Ducati to import motorcycles at a concession, thereby letting it price its models competitively. The result will leave you having to pay Rs 14.22 lakh (ex-showroom, Delhi) for the Standard Diavel, Rs 17.43 lakh for the Diavel Carbon, like the one we’re riding here, and Rs 17.91 lakh for the Diavel White (just the change in paint over the red).

Not too bad for possibly the best looking power cruiser in the country. Oh, and in case that didn’t spell ‘exclusivity’ for you, and you’ve got some lakhs of rupees laying stagnant at the bank, there’s a more expensive variant labelled the Diavel Titanium – which basically one of 500 motorcycles the company has produced back home Italy, which will rid your bank account of a gut wrenching Rs 38.06 lakh.

Specs
1198.4cc, Testastretta 11° dual spark, L-Twin, 162bhp, 130.5Nm, 6M, 234kg, fuel tank:17 litres

Price
Ducati Diavel: Rs 14.22 lakh
Ducati Diavel Carbon: Rs 17.43 lakh
Ducati Diavel Carbon White: Rs 17.91 lakh
(Prices, ex-showroom, Delhi)

Verdict
The smart and attractively-designed. tech-packaged Italian has exclusivity and art splashed all over it. Although cheaper than before, the best looking power cruiser still comes at a high price.

Review: Triumph Bonneville T120

If you were a cool guy in the 60's, you possibly owned a Triumph Bonneville. If you are a cool guy today, you should own one of these. The Bonnie has been an icon of sorts for more than half a century. What makes it so special is its timeless design and a simple approach to riding.

So, after 15 years of the current generation bike, Triumph has treated us with its new Bonnie range. We recently rode the T120 Black, which comes finished in, umm... black. This colour option, however, won’t be on sale in India and is reserved for international markets only. Apart from that, it’s the same retro-styled Bonnie with a bigger engine and some clever tech.

We are in Lisbon, Portugal to sample the T120 that replaces the T100. There’s an all-new motor sitting neatly on the new cradle frame chassis. The 1,200cc liquid cooled, parallel-twin unit makes 79bhp and a healthy 105Nm of torque. Sure, the figures don’t sound very impressive on a modern bike, but for a Bonneville, those are impressive numbers. It’s all about ease of use when it comes to a Bonnie and the T120 impresses with its overall usability.

Max torque is available from 3100rpm, which translates to some effortless riding in the city. Add to that a light clutch and things get a lot easier in traffic. But that’s not the only thing that impresses us on the T120. Tipping the scales at 224 kg, we were a bit cynical of this Triumph’s agility. Sure, all that weight gives it the stability you need on open highways, but would it be able to handle corners enthusiastically? Seems like we were wrong.

Riding on the western-most part of Europe, next to the Atlantic Ocean, the T120 impresses us with its handling capabilities. There’s adequate torque on tap to take sweeping corners, and then just shoot off on the straights. You can do that without having to constantly change gears – the torque spread is that good. And unlike the older bike, which felt a bit front heavy, the T120 feels better balanced.

The T120’s upright riding position is something that works really well for us. Though windblast is a bit of a concern at higher speeds, we hardly got any opportunities to go past 100kph. And this is possibly the best thing about the Bonnie. It’s got the pace, you can ride it fast if you want to, but at the same time, it’s equally fun and comforting even while cruising at 60kph on the highway.

Another welcome change over the old Bonneville is the ride comfort. Though road conditions in this part of the world aren’t bad, we did come across some rough patches and the T120’s suspension soaked up bumps really well. However, we will reserve our final verdict on the new Bonnie’s ride once we test it on Indian soil.

The new Bonnie comes with traction control and ABS, and although we think a motorcycle like the Bonneville doesn’t really need TC, it brings an added level of safety into the equation. There are two modes for traction control – rain and road (default), which can be easily switched on the go. Though we didn’t encounter any rain showers and riding conditions were near perfect, we still switched to the ‘rain’ mode to get a feel of it. The throttle response feels subdued and the torque boost you get every time you shift up was missing.

The easily accessible power throughout the rev range means rideability on the new Bonneville is supreme. But keep it around 4000rpm and the bike feels the most rewarding. The Bonnie’s simple approach to riding is what makes the bike so loveable. It’s not the sharpest or the fasted 1200cc motorcycle around, and it’s not trying to be one either. The new Triumph Bonneville may carry retro styling, but offers all the modern riding aid, without really hampering the joy of riding. It is for people who like riding regularly. And we love it for that.

Specs
Liquid cooled, in-line twin, 1200cc, 79bhp, 105Nm, 6M, 224kg, Rs 8.7 lakh (ex-showroom, Delhi)

Verdict
A timeless classic gets modern tech but continues to let the rider be in full control of its ride. A tried and tested formula that’s made the Bonneville extremely likeable for decades.

Yamaha MT-09

Yamaha MT-09 Overview

Stacked against players like Triumph Street Triple and Kawasaki Z1000, the performance street bike from Yamaha, Yamaha MT-09came out of wraps at the Auto Expo 2016. Yamaha MT-09 colours palette comprises of Night Fluo, Matt Grey, Race Blue and Lava Red and the bike is built on an asymmetric CF aluminium die case diamond type chassis keeping it rigid yet light weight. The front profile is marked by a sleek headlamp, telescopic forks front suspension system, 10 spoke alloy wheels with front 120/70 ZR17 and rear 180/55 ZR17 tyres, as well as 298mm hydraulic dual disc brakes. Boasting dimensions of 2075mm in length, 815mm in width, 1135mm in height, and 1440mm in wheelbase, Yamaha MT-09 drives on an 847cc liquid cooled triple cylinder petrol drive train in consonance with a six speed transmission system.

The engine is incorporated with a traction control mechanism having two drive modesthat offer minimum and maximum intervention to suit different driving conditions – and operable through an off switch. The rear profile carries externally mounted monocrossswingarm suspension that absorbs shocks emanating from the ground, thereby providing a comfortable ride. The riding posture has been put upright helped by tapered handlebars, an elongated cushy seat, and foot pegs that are placed slightly at the back. The chiselled 14 litres fuel tank with company’s insignia appears remarkable, and the fluo yellow hued wheel rims provide a distinctive image of the bike. Yamaha MT-09 price comes to Rs.10.2 lakhs (Ex Showroom, New Delhi) with an optional ABS function as well.

Yamaha MT-09 Mileage

Yamaha MT-09 mileage accrues to 19Kmpl, which is pretty good as it is a high capacity motorcycle.

Yamaha MT-09 Engine & Transmission

Yamaha MT-09 specifications comprise of an 847cc 3 cylinder liquid cooled 4 stroke DOHC based petrol drive train garnering maximum power and torque values of 115PS at 10,000rpm and 87.5Nm at 8500rpm, respectively. The engine comes mated to a chain based six speed constant mesh manual transmission gearbox system operable through a wet multiple disc type clutch.

Yamaha MT-09 Performance and Handling

Yamaha MT-09 garners a top speed of 225Kmph, which along with an optional ABS system comes across as a pretty fine sports bike. Besides, one can bring into force a traction control mechanism depending upon the terrain. The inverted forks and monoshockswingarm suspension systems at the front and rear are well placed to cushion riders from experiencing any shocks.

The tapered handlebars are easy to hold and manoeuvre. It features upright seating posture with easy access to controls and it also has perfect ergonomics for riding in all conditions.