Stop Sign - Braking Skills

OverDrive as tested a plethora of bikes launched this year that for the most part have been rather fast and flashy. So they thank the lord that our manufacturers have finally shed the shackles of the 100cc econo-commuter syndrome and that includes the Japanese.

The one making the biggest headlines though is the newly revitalised Yamaha, a company that has finally returned to its roots, performance biking. Mean, aggressive and pure muscle, the Yamaha FZ16 redefines what 150cc bikes should (or could) look like. And now is the time for her to prove her mettle against the best of the 150cc bikes.

To the competition then. Barring the YZF- R15, which shares little with the 150s except engine capacity, this segment has seen no all new offerings, the Hero Honda Hunk and TVS Apache RTR being upgrades of existing bikes. Big, relaxed and quick, the Hunk is a jack of all trades. With great fit and finish and bullet proof reliability synonymous with the Her Honda brand as its USP the Hunk must rate among FZ’s prime rivals. But its reigning champ the Apache RTR that the FZ really needs to beat to claim the wind. Endowed with a revvy engine, edgy looks and sporty ergonomics, the Apache is the most focus bike of the lot. Among the middle-weights, it is impossible to ignore the Bajaj Pulsar 150 DTSi, the bike that started it all. But the Bajaj is largely unchanged since engine capacity went up to 149cc (from 144c) and LED tail lamps were added two years back. Bajaj has succeeded in maintaining customer interest with minor tweaks and aggressive pricing and it is still the best seller here.

Given the laws of evolution, the older the bike, the lower its styling appeal. The Pulsar has been unaltered except for the last update in the form of a rakish tail with LED tail lamps and blacked out head lamp surround two years back. And it is showing its age. Its ergonomics feel far from sporty, the almost conventionally placed foot pegs are a kill joy ad the short handle bars are the only saving grace. In contrast the Hunk is contemporary and exudes a stirring street presence. The extended plastic tank panels maybe termed tacky on a metaphysical level but they work.
The RTR takes up purist’s approach to sportiness, tight packaging of components ensuring a no nonsense aura. The low clip ons and high rear seats seem an invitation for spirited driving but prove a bit tiring on long hauls. New features include a 0-60 kmph timer and top speed readouts.

But the FZ16 is light years ahead of the bikini fairing generation says OverDrive (Dec 2008). Yamaha has turned no stone unturned in kitting up this bike. A full digital display although a bit overdone on eh designers part is he first of its kind in India as is the fact 140- section tubeless radial tyre at the rear. The ergonomics are worthy of a sports commuter but are not stressed in using on long rides. The flat and wide handle bar, low seat and rear seat pegs hint at a super moto in the seating posture, to spur a rider instantly in to aggro mode. The knee recesses on the high tank made for a firm grip and are a boon in steering the bike.

In context of the tail units, the Pulsars and the RTRs are a class far lower than the Hunks and FZ16s. The FZ16 unit though is streets ahead of the Hunk which has an uncanny and delightful GXX-R resemblance.

So though Indian biking seems to have come of age in the looks arena Indian bikers are also demanding better performance even from the 150s. Once the undisputed performance king, the aging Pulsar 150 DTSi finds itself waging a losing battle. Bajaj hiked its engine capacity to 149.01cc a couple of years back while keeping the power figure constant at 14.09PS at 8500rpm but it doesn’t make an impression today. She takes 5.9 secs to hit 60kmph which is marginally slower tan the rest but then it I far slower getting to 80kmph and 100kmph, taking nearly 10 and 19.4 secs respectively.

The 149.2cc engine of the Hunk is a familiar unit and develops 14.4PS at 8500rpm, slightly more than the Unicorn and Achiever which have the same engine. But it lacks the velvety smoothness of the Unicorn and the mild vibration that creeps in at about 7000rpm turns violent at its 10000rpm red line finds OverDrive (Dec 2008). The motor pulls strongly from 3000rpm onwards revving freely all the way to the red line. Clocking 5.53 secs for the 0-60kmph sprint, it is the third fastest of the lot, but makes up ground in the 100kmph dash, in a respectable 18.5 secs, a second quicker than the Pulsar. The downshifts an be a bother at times, smooth shifting requiring expert blips but its still way better than the Pulsar’s box.

Performance has been at RTR forte and the bike still impresses with its wide power band. The 159.7cc mill enjoys a capacity benefit over other 150s and uses it to full advantage reducing 15.4PS at 8500rpm, while 13.1Nm of peak torque comes in at a considerably low 6000rpm. Whack opens the throttle and the Apache responds with a rorty exhaust note. The mill feels torquey throughout, responding instantaneously to wrist inputs. It is quicker to all of the speeds except to 0-60kmph sprint where the FZ16 beats it. The 60kmph comes in 5.27 secs, but it gets to 100kmph in 17.37 secs beating the Yamaha by 0.6 secs. The 112kmph top speed too is reached in a jiffy thanks to abundant top end power.

The Apache loses out on the refinement front though says OverDrive (Dec 2008). The vibrations are exhilarating initially but gets stressful after a while. It is also not exactly free-revving. The gear box feels clunky and at times refuses to slot in to neutral while coming to a stand still. The shifts though positive require greater effort and the clutch too seems a bit on the heavy side.

The sensory aspect is where the FZ16 excels. Yamaha has done an excellent job in isolating vibrations from the engine, ensuring unstressed performance overall. Displacing 153c, the engine produces 14PS of power at 7500rm which is 1000rpm lower than the rivals. Peak torque of 13.6Nm, the highest of the lot, is produced at 6000rpm. The engine revs beautifully till the 9000rpm red line with no holes in the power band. The throttle response is quick and the fuelling feels the most precise of the lot. Aided by its short gear ratios and great bottom end poke, the FZ16 beats the Apache to 60kmph, taking 5.2 secs and posts a decent but slower 18.5 secs to touch 100kmph. The quarter mile comes in 19.8 secs. The FZ posted a top speed of 106.7kmph during the OverDrive test.

The FZ performs brilliantly on city streets as well as on highways. Abundant torque means the FZ can pull away from walking pace while slotted in top gear without breaking sweat. The note from the stubby end can is fruity, changing to racy at higher revs. The gear box is another delight with effortless shifts, the gears always slotting in perfectly to rider inputs.

The pack here is a mix bag as far as chassis configuration is concerned. While the Pulsar and the Apache employ a tubular double cradle, the Hunk and the FZ16 use tubular diamond type frames with the engine as stressed member. All bikes employ telescopic forks at the front. But setting the FZ16 apart are the fat 4mm tubes which serve a definite purpose in addition to looking good. The FZ is also the only bike here to employ a monoshock rear suspension (the only bike in India apart from the R15 and Unicorn), the others sporting gas-charged hydraulic shocks adjustable for pre-load.
The Pulsar sports the softest stock setup and the ride is nothing short of plush. The shocks absorb surface irregularities efficiently but the ride gets a bit bouncy at high speeds. With the softer setup, the Pulsar is not confidence inspiring around corners. The front end feels too light and offers les feedback compared to the other bikes. The brakes though are potent and enable rapid shedding of speed.

This is also where the Hunk excels. The slightly stiff setup soaks undulations with ease, the bike remaining composed at high speeds. The handling too is up there with the best, the Hunk carving corners with aplomb. The Hunk actually feels at home on wide pen curves and chicanes, but its brakes though progressive lack feel and are somewhat soft.

The Apache employs stiffer springing and damping for the rear shocks and the ride can get back breaking. The Apache handles brilliantly over tight corners with its grunty engine powering faster exits. The low handle bar and forward biased sitting amplify front end feedback making this a bike one can bear to brake late and turn in quickly on. However the stiff rear suspensions is unsettling on bumpy corners-to go fast on corners you need suspensions that can soak up undulations and not transmit it to the bike causing it to weave and wallow.

That’s precisely the reason why the FZ16 is in a class of its own. Though the setup is stiff both at the front and rear she is till compliant and that makes it a breeze to tackle bumpy corners with. The front end is the most responsive of the lot keeping riders completely informed of round the corner goings on. It is synch to steer and sticks to lines brilliantly despite the relatively high and wide handle bar. Of course the 140 section rear tyre is virtually impossible to unstuck, delivering tons of mid corner grip. Though right quality is not its forte, it more than makes up with its dynamic abilities. Brake feel is top notch and the immensely progressive feel is very handy for pulling off rolling stoppies.

Fuel efficiency is a key aspect for those upgrading to the 150cc bikes though. The Pulsar tops the fuel efficiency charts with an overall figure of 58.6kmpl. The Hunk is next with 57.8kmpl, while the Apache RTR delivers 56.2 kmpl. The FZ16 48.1 kmpl then is a mite disappointing but then the FZ is tuned primarily for performance. Summing it up OverDrive (Dec 2008) recommends the FZ16. Be it the street smart wannabe or the discerning buyer trading in existing ride, the FZ has what it takes not only to keep riders grinning from ear to ear but snap necks with its unbelievable styling. It is a giant but straightforward step ahead for Indian biking and will spur the competition to rethink their future plans. The fly and the ointment is the Rs. 73000 sticker price, justified to an extent by the full digital clocks, top spec suspension and India’s first (and fattest) radial bike tyre at the rear. But it is still a sizeable premium. For performance the Apache still remains the king offering similar equipment at a much lower Rs. 66616. The Hunk fits the bill for those seeking stress free commuting with some punch, comfort and attractive looks. It does everything well and is also the cheapest of the lot at Rs. 64311, undercutting even the Pulsar that feels dated in this lot. So cutting to the chase, OverDrive’s (Dec 2008) money would be on the FZ.

Specifications	Yamaha FZ-16	Bajaj Pulsar 150	TVS Apache RTR	Hero Honda Hunk
Engine	4-stroke single cylinder – 153cc	4-stroke single cylinder – 49.01cc	4-stroke single cylinder – 159.7cc	4-stroke single cylinder – 149.2cc
Max Power	14PS@7500rpm	14.09PS@8500rpm	15.4PS@8500rpm	14.4PS@8500rpm
Max Torque	13.6Nm@6000rpm	12.28Nm@6500rpm	13.1Nm@6000rpm	12.8Nm@6500rpm
Fuel Efficiency	City: 46.4kmpl Highway: 53.2kmpl Overall: 48.1kmpl	City: 56.5kmpl Highway: 65kmpl Overall: 58.6kmpl	City: 55.1kmpl Highway: 59.7kmpl Overall: 56.2kmpl	City: 56.4kmpl Highway: 62.3kmpl Overall: 57.8kmpl
Acceleration	0-60kmph: 5.2s 0-100kmph: 18.5s Top Speed: 106kmph	0-60kmph: 5.59s 0-100kmph: 19.47s Top Speed: 111kmph	0-60kmph: 5.27s 0-100kmph: 17.37s Top Speed: 111.9kmph	0-60kmph: 5.53s 0-100kmph: 18.53s Top Speed: 108kmph
Price (OTR, Pune)	Rs. 73,049	Rs. 65,555	Rs. 66,660	Rs. 64,311