Whenever a new motorcycle is launched, the inevitable questions are: Is it better than the established stalwarts already in the market? Is it cheaper than its category companions, and will it consume less or more fuel than the competition? The recently launched Pulsar 150 from Bajaj Auto will raise all these questions in a big way. And the only honest way to answer these questions is to pit it against the motorcycles that are worthy of being tested alongside it. A similarity in cubic capacity is the surest way of maintaining parity in such a comparison.

This brings into focus the Hero Honda CBZ and the Suzuki Fiero as the only two bikes that qualify as competition. Although broadly classified as 150s, the three vary in actual capacities by a fair margin. The heavyweight is the CBZ at 156.6cc from an over-square 63.5mm bore and a 49.5mm stroke configuration. The Fiero and the Pulsar are close to each other with the Fiero marginally bigger at 147.5cc from a near-square 57mm bore and 57.8mm stroke. The Pulsar mimics the Fiero's bore size at 57mm but runs a smaller 56.4mm stroke to end up as the smallest of the lot at 143.91cc.

The power outputs of the three bikes reflect similar margins. The CBZ delivers its power, 12.62bhp at 8000rpm and the torque, 1.27kgm peaks at 6500rpm. Not far behind are the Fiero and the Pulsar, both of which are rated at 12bhp. The Fiero though peaks earlier at 7500rpm while the Pulsar gathers a 1000rpm more before the power starts to run out. The Pulsar and the Fiero show a similar closeness in their torque figures with the Fiero marginally less at 1.07kgm at 6500rpm and the Pulsar with 1.1kgm at 7000rpm.

Obviously not much to choose between the three on paper and certainly not enough to judge them on the basis of spec sheet numbers. The path to conclusive answers lay in an enormous amount of riding - first the Pulsar had to be run over more than the mere running-in distance since it would be up against the CBZ and the Fiero, both of which had over 10,000 kilometres each on their respective clocks. We felt that the carefully monitored 2200km that we put on the Pulsar 150, before we subjected it to the torture of the measured test that we conduct, was enough protection and preparation and there could be no excuses for any lack of Performance.

It also saved us from making any assumptions regarding shortfalls in any area that would improve when the bike was better suited by virtue of some well-monitored kilometres having passed under its new tyres. Then it was time for the fun and games.