I was feeling a little disappointed, this was the third call I had received during the day from someone asking whether he should buy a Caliber or a CBZ. "It would be wrong to compare the two bikes as they fall in totally different categories," I patiently explained to the caller. "The CBZ is much more expensive but the Caliber just doesn't have that kind of character." The caller agreed, but persisted with the refrain saying, "But which one should I buy?"

He hung up after listening to a small discourse on the merits and USPs of both bikes, but that question stuck. It took a few miserable minutes for it to dawn on me that these were different bikes for us, but not for him. I see them as different because they are priced differently, with different engine capacities and levels of Performance, and there is a marked difference in the image and styling. But there are countless people for whom money may not be a concern, while some others do not care about cubic capacities and still others might consider styling as secondary. Come to think of it, all the bikes are on a level playing field since they are all primarily used for one purpose, which is transportation. Most bike riders use their vehicles to commute, to office or college during the mornings/afternoons and for timepass rides in leisure hours. A lucky few get to indulge in recreational riding over weekends/holidays. Functionally speaking all the bikes featured here are up to these standard tasks.
 
But let's proceed beyond these latitudes. Imagine you have the money but would like to save some if you can, you desire Performance but could do without it if push comes to shove, you are no penny pincher but are concerned with Fuel Efficiency too, you don't dream of becoming another Mick Doohan but you do hanker to stop and zoom off in a rush, you won't settle for a bad bike with its good looks alone but demand good performace and looks as well.
Confused? Let Team OVERDRIVE answer every question the 'no holds barred' way. Your way.
  

There are good bikes and there are better ones but it's only occasionally that one comes upon a masterpiece. The Splendor is just such a bike. With the advent of the CBZ the Splendor is no longer Hero Honda's flagship model but as a basic transport it holds its own against any other bike. The Splendor is a stylish upgrade of the evergreen CD100SS from the Hero Honda stables. A Y2K version launched recently features an exhaust induction system to enable the engine to meet the India 2000 emission norms. It also features a new paint job which I must add is not really to my liking. I think the previous paint style was just fine. Recently the bike has also been introduced in new colours and the silver is a really good pick.
 
The Splendor engine is derived from the CD 100 series and is renowned for its trouble-free nature and reliability. Its long lasting character is legendary. I have ridden bikes with over a lakh of kilometres logged in and the only visible indication is on the speedometer. I am not saying that no Splendor has ever had a problem but overall Hero Honda have established an enviable reputation for quality and service. The best aspect of the engine is its unmatched smoothness which partly makes up for the shortfall in Performance. Spares are a little expensive but times of need are few and far between.

The ride is supple being more on the softer side. Quite comfortable in town, the Splendor however feels too mild for any spirited riding.
 
It came as quite a surprise to find our test bike started sputtering at high rpm since a Splendor isn't supposed to do this. Personally it's my first experience with a malfunctioning Splendor, and believe me I've ridden scores. In college every second friend rode a Splendor. Those who didn't bought them soon after. As time was at a premium, Hero Honda soon changed the bike and the replacement worked flawlessly.

The Splendor's short wheelbase makes for the cramped feeling. The engine is extremely docile and the bike very easy to ride. As an entry level bike the Splendor is quite a good buy.
  

The Caliber can lay claim to being Bajaj Auto's first success story in the motorcycle arena.

Bajaj Auto has always been strong on pricing and naturally the Caliber derives full advantage from this. However it is not the only reason for the Caliber's popularity. With the Caliber, Bajaj Auto has succeeded in creating a truly appealing product. In a land which has yet to see modern, leave alone futuristic styling in motorcycles, the Caliber's retro styling is top notch and provides a refreshing change on a budget.

Just like the Splendor, the Caliber too is derived from a less illustrious stablemate, the 4S Champion. The Caliber uses a 3mm larger dia piston and ups its combustion volume to 111.6cc. This helps give it the Performance edge over the Splendor. The Caliber also gets the benefit of a paper element oil filter which is housed in its own compartment and can be removed without disturbing any other components on the bike. The carburettor also features minor changes to the needle and main jet. Although the engine is basically a grown up version of the 4S Champion engine, the Caliber provides no clue with its styling. In this exalted company however, the Caliber comes across a bit dated but its value for money appeal makes it the darling of many.

Although the lightest on your wallet the Caliber comes loaded with features like a tachometer and full size tyres. The only other bike to feature a tachometer is the CBZ. The Caliber is also slightly larger than the Splendor.

The Caliber lived up to its fuel efficient reputation coming in a close second after the Splendor. The only hitch that would keep one from opting for it could be Bajaj's not so great reputation for quality and service. Its slightly clunky gearbox also deprives the bike of that quality feel. The paint job was also not up to the mark initially with the Caliber losing its lustre within a year. The finish though much improved now still falls short of the mark.

Designed as a Splendor-beater by Bajaj, the Caliber has succeeded to no mean extent. The best buy on a small budget.

The two oldies so to speak, the Splendor and the Caliber are the stalwarts of the new breed of four strokers that gave added thought to design and styling than just rely on fuel economy like their predecessors, the CD100 and the 4S. While the Splendor may be the slightly more frugal of the duo, the Caliber is the better handler and has a spirited Performance to offer.
  

Before the advent of the Yamaha YBX the four-stroke playfield was for sissies only. The YBX shook up everybody and four-strokers began to be seen in new light. The same engine now features in the YD 125. As with the RX 100 this is a proven powerplant from the Yamaha shelf and powers many bikes around the world in many different guises and applications, right from four-stroke motocrossers to street bikes.
 
Unfortunately Escorts Yamaha failed to get it right. The YD125 engine is neither a screaming powerhouse nor a puttering economiser. It remains awkwardly slotted between the Splendor/Caliber and the Fiero/CBZ categories.
The YBX uses a single downtube frame with the engine as a stressed member. This is a popularly used configuration not only because it reduces weight but also because of the rigidity offered by the engine block. It has been said that in some markets the YBX frame that uses the engine as a stressed member was perceived to be weak and hence Yamaha had to resort to its popular double downtube cradle configuration.
 
With the double downtube cradle frame and different styling the YD125 is about eight kilogrammes heavier than the YBX125. Why it is priced over the YBX125 is also beyond comprehension. Even though in this test the YD125 was relegated to an also-ran position it did not fall out of favour with our staffers who chose it mainly because of its rider friendly mien, specially after the tyres were changed. It is the easiest bike to ride and handle. Fits like a glove.
The YD 125 is definitely a step above the Splendor and the Caliber. but still not in the Fiero/CBZ league. Its Rajdoot type looks endow it with a very utilitarian demeanour.
  
To meet the Y2K emission norms the YD125 also resorts to an air induction system (AIS) in its exhaust port. Apart from this it also has a counterbalancer shaft to smoothen out the vibes from the single cylinder engine.
A very convenient bike to drive around town even with a pillion, but only if you are not footing the bill. Look elsewhere for value for money deals.
  

Though not in the same league the     Fiero is an affordable challenger to the CBZ. In fact even better than the CBZ in some ways. Soon the Fiero will also be available with an electric start and score another 'first in India'. Its smooth engine and seamless power delivery made it an instant favourite amongst our staffers and was the most sought after bike in this test. Yes, even more than the CBZ!
 
It takes a little time to get accustomed to the styling of the Fiero with some even deriding it as an eyesore. The integrated headlamp and indicators are not to everybody's taste but on the other hand some just adore the Fiero design as standout styling.
 
The differences in opinion go only as far as styling, once we get down to the Performance stakes there are no divided opinions. Conjuring up 12bhp from its 147.5cc chamber the way the power is delivered is far superior to any other bike in this test. Lower down in the rev range the Fiero feels even more powerful than the CBZ. No surprise around town it proves to be a quicker machine. The gear ratios are well spaced and it's difficult to catch the Fiero on the wrong foot.
  
The Fiero has reset industry standards in terms of technology. It features a CV carburettor and digital ignition leading to excellent Fuel Efficiency. The absence of a disc brake and a five speed box tell though. The absence of an integrated ignition and handle lock niggles too.
  

Leaving aside the cult status, Bullet, the CBZ emerges as the ultimate biking icon in the country. Beyond doubt it is the most appealing bike here. The only one to feature a disc, it offers a sporty riding stance that sets it apart from anything else on two wheels in India. The fat 100/90 rear tyre ensures tremendous road presence and acts like a veritable placard that screams Performance. Even the TPFC is designed to eliminate a possible flat spot and give seamless acceleration.
In Pune, which can be regarded as the Mecca of motorcycling in India, one sees CBZs at every nook and corner. It just highlights the potential for a more powerful and upmarket motorcycle. A bike you can covet for its looks alone, the CBZ is however one big letdown when it comes to Performance and riding pleasure.
 
For one, the CBZ engine is quite rough and uncooperative when one attempts to rev it up to where it makes most of its power. Even with a five gear spread the overall gearing is so low that it fails to toe its top speed line by a substantial margin. I expect a modern 160cc bike with five speed gearbox to touch at least 120kmph on full throttle and cruise comfortably at 100kmph. The CBZ just runs out of steam at the top end and the roughness of the engine and vibrations cancel out prospects for good cruising speed too. The CBZ is a perfect example of all show with little go.
 
Unplugged to fire the imagination, the two top runners lock horns as the YD shies away. The YD though simplistic in its looks, is fun to ride and does not get left standing when all three throttles are twisted to the max. The CBZ was a great motorcycle until the upstart from TVS-Suzuki came in with even more pep and started running rings around it.