DTS-i engine FAR MORE REFINED THAN GRAPTOR
Bajaj R&D shines in the talent revealed within the DTS-i. This technology has helped the new engine improve dramatically over its predecessor, and an overall boost in efficiency has proved it to be of a different breed.
Its forte is one extra spark plug within the combustion chamber. The air-cooled 143.91cc single-cylinder combustion area and valve geometry are engineered to accommodate the twin-sparks. Both plugs are one heat range and fire in the same instant. A throttle-actuated ignition-control system works hand-in-glove with a chip-controlled digital capacitor discharge ignition (CDI) system for accurate ignition timing.
This dual spark design speeds up and evens out flame propagation, resulting in better power from improved combustion. The intake manifold, inlet and exhaust ports are optimised, the cylinder sucking on a CV-type carburettor. This engine proves its pedigree in delivering more from less — good Fuel Efficiency yet with a first-rate power output of 13.01bhp at 8500rpm. The clutch, a sturdy six-plate affair as compared to The Classic Pulsar's five-plater works positively, the only flaw being that it feels too sharp at release. Adding some progression to its working would help make the 150 DTS-i still more entertaining to ride. A torque curve low down in the rev band aids in pulling away in urban situations, the peak twisting force being an available 1.19kgm at 6500rpm.
The five-speed heel-and-toe operated gearshift, disappointingly, is in an all-down pattern; we still prefer the international one-down-rest-up shift as on the Pulsar 180. Shift quality itself is smooth but in a glaring oversight the gearshift is often a pain to operate.
Both heel-and-toe knobs are on one plane, making the lever snag on one when trying to shift the other. This is the single largest fun dampener on such a trick machine and surely a simple matter which can easily be rectified. Everyday use reveals the DTS-i's delightful throttle response and hitch-free power delivery, and the engine feels polite and brisk.
The Graptor uses a CV carb to feed its CFD-designed combustion area. It's got a capacity advantage with 150.8cc for its single-cylinder four-stroke but fails to translate this into faster Performance. The exhaust tone is soft with the engine showing good flexibility in any gear. It's knock-free, with rollers for the heal-and-toe-operated shifters which ensure smooth stuff from first gear through to fifth. The clutch feels far superior to the Pulsar with just the right weight for a smooth getaway.
The Pulsar DTS-i hits 60kph from rest in 5.66 seconds and opens an even greater chasm between itself and the Graptor, going past 100kph in 22.82sec. The LML is a third of a second slower to 60kph and a whopping six seconds down at the ton. Both bikes manage a creditable 111kph top end whack.
It's noteworthy that our test equipment caught both bikes out for massive speedometer inaccuracy, the Pulsar and Graptor both showing an optimistic 100kph at a true 93kph.