INSIDE CHANGES:
The biggest inside change has been in the engine. From a 50.5 mm bore x 49.5 mm, stroke pot, displacing 99.1cc, the pot now displaces 109.15 cc with an enlarged bore of 53mm, stroke being the same. This seems to have made a tremendous difference. Power too feels upped from an indifferent 8.5 plus or minus 0.5 bhp at 9000 rpm, to a positive 8.9 bhp at 8500 rpm. Torque is upped from 7.5 Nm at 6500 rpm to 8.34 Nm at 6000 rpm. As can be seen from these figures, both power and torque have increased and peaks are achieved at a lower rpm than before. This is the main reason why the FX has become so pleasingly ride-able. It is a question of Low End Torque (LET) and the FX has achieved it beautifully. What is more is that due to peaks being achieved at lower rpms, the Engine Life Factor (ELF) too has increased. Mathematically therefore the FX will last considerably longer.

The road behaviour of the FX is commendable. It is quite peppy, not only in comparison to its previous avatar, but also in comparison to other bikes in this class. On top speed (I could clock 93 kph on the speedo on a level road), this is the fastest in this class among the bikes I have tested so far. The road holding and braking is superb, thanks to its FAT rear tyre. Overtaking ability again is the best among all bikes in this class. Suspension is very good. And handling is on par with the best in the business.

The gear shift pattern (GSP) has also changed. While earlier it was one-down-three-up, now it is ALL UP. Thus you don't have to fiddle around with the gear-shift-lever (GSL) to locate neutral.

Technical quantities apart, the FX has become immensely ride-able. The FX has a very free revving engine and torque delivery has become highly effective in consonance with our traffic pattern. No wonder, out of a stable of 26 bikes that I have on test, this one has become my favourite, except of course, Bullet. While Bullet boosts my macho-giri, FX boosts my pocket-giri. And this is the greatest benefit.