Both the Pulsar and Ambition employ scaled-down versions of bigger powerplants. The Pulsar 150 uses essentially the same four-stroke single employed in the Pulsar 180 with the bore reduced to 57mm to result in a swept volume of 143.9cc (stroke remaining constant at 56.4mm). The unit cranks out 11.82 horses at 8500rpm while max torque of 10.8Nm is developed at a rather high-ish 7000rpm.

The Ambition similarly uses a scaled- down unit from the CBZ, the bore reduced to 58.5mm (the stroke again remaining constant at 49.5mm) to result in a volumetric displacement of 133cc. Max power of 11bhp is produced at 8000rpm while max torque of 10.5Nm is produced relatively low down at 4500rpm.

On purely theoretical terms both the units are equally efficient (thermodynamically), the Ambition having an ever so slight edge developing 82.71bhp to the litre as against the Pulsar's 82.13bhp to the litre. The Ambition is also the lighter of the two, tipping the scales at 126.5kg as against the Pulsar's 132kg. However the Pulsar's higher horsepower figures ensures that it is ahead in the power-to-weight race with figures of 89.55bhp/ton as opposed to the Ambition's 86.96bhp/ton.

Both the bikes are equipped with five-speed 'boxes, the Pulsar's with an all-down shift pattern while the Ambition uses the more universal one-down-four-up pattern. I must admit I felt more comfortable on the Ambition thanks to the more universally accepted gearshift pattern. The Ambition's 'box is a brilliant performer; there are absolutely no false neutrals while the feel through the lever is just right. In fact so well do the gearbox and clutch work that I hardly noticed it going about its work in a solid and reliable manner.

The same cannot be said of the Pulsar's 'box that did throw up a couple of false neutrals while feel through the levers was sorely lacking. The weighting also needs to be looked into as even a very light touch on the lever saw the 'box slip into false neutral, going into a big pothole or hitting a speed-breaker at speed achieving the same end result. Clutch disengaging is not progressive and can be quite a pain in stop-go city traffic conditions, juddering and shuddering as it goes upon its task. Maybe Bajaj tried too hard to make things super efficient. Here they need experience to get the feel just spot on.