After the just-launched Mahindra Mojo, the Indian automobile major is now developing a new 150cc motorcycle which will compete against the likes of the Honda Unicorn 160R and Bajaj Pulsar 150.

The Mahindra Mojo has received a fairly decent response in the Indian motorcycle market. Riding on the positive feedback, Mahindra Two Wheeler is now looking at launching a brand new motorcycle, positioned between the Mahindra Centuro and the flagship Mojo.

Sources close to Mahindra Two Wheeler have revealed that the company is developing a new 150cc motorcycle which will take on the segment’s best offerings like the Honda Unicorn 160R and the unbeatable Bajaj Pulsar 150. The new Mahindra 150cc motorcycle is in advanced stages of development and is expected to be launched later in 2016. We won’t be surprised it is unveiled during the festive season of Diwali 2016.

The 150cc motorcycle segment is one of the most sought after segments in India and is rapidly increasing in size. The light and compact 150cc models have the right mix of power and efficiency, which makes it such a popular commuter choice.

And in the recent times, Bajaj with its Avenger 150 cruiser and AS150 adventure sports models has proved that buyers of 150cc motorcycles in India are flexible, and willing to accept different kind of motorcycles. Unlike the smaller 100-110cc commuter motorcycles, where mileage or fuel efficiency and low cost of maintenance overshadows most other aspects of the motorcycle, our source claim that the new 150cc motorcycle will adopt a bolder and more aggressive outlook.

Style-wise, the new 150cc offering will adopt certain design cues that we’ve already seen in previous Mahindra two Wheeler offerings like the Centuro and the Mojo. We won’t be surprised to see Mahindra’s now-signature yellow twin circular trellis-frame-like structure make an appearance on this new motorcycle.

According to our source the new Mahindra 150cc motorcycle, like most other Mahindra models, will be rich in features and would also include a few segment firsts. We can also expect Mahindra to christen the new bike with a name ending with “O”, just like all its other models such as Mojo, Centuro, Gusto, Pantero, and even its SUVs like the Scorpio and Bolero.

Other details are still sketchy as of now, but the Mahindra 150cc motorcycle could produce around 14PS and 12Nm, with claimed mileage over 60kmpl. And keeping the competition in the radar, the new Mahindra 150cc motorcycle should be priced at Rs 72,000 approximately.

We surely hope Mahindra showcases a close to production prototype of the new 150cc motorcycle at the 2016 Auto Expo, so all Mahindra Two Wheeler aficionados can get a glimpse of what’s to come from India’s youngest two-wheeler manufacturer. 

Courtesy : Zigwheels

Royal Enfield is revamping its entire line-up for 2016, and this is what we can expect

Royal Enfield, one of the oldest and most iconic marquees in the motorcycling world, is revamping its entire line-up for 2016. And, ahead of its official announcement, images and more details of the updates have been shared by members of the Team-BHP forum, giving us a fair idea of what to expect soon from the bikemaker.

From what we can infer from the presentation slides that have leaked online, the major changes for 2016 are in the form of paintjobs and visual refreshes.

First up is the Bullet Electra, the 350cc model that is currently offered in red, black and silver. The 2016 Bullet Electra will now also be offered in two new colour schemes: 'Meridian Blue' and 'Marsala Red'.

Then there’s the Classic 350 that will get two new colours: 'Chestnut Red' and 'Marshal Green', while the Royal Enfield Classic 500 and Classic Chrome 500 will be updated with two new shades: Squadron Blue, Athena Grey and Forest Green respectively.

Finally, there’s the Bullet 500, which is currently offered in 'Forest Green' and 'Black', and is now likely to get the aforementioned new 'Athena Grey' colour.

Mechanically, we reckon Royal Enfield will be sticking with the same engine and powertrain options as before, although there are some more visual tweaks apart from the new paint jobs like new stickers on the tool box, chrome RE logos on fuel tank (on Electra), new rexin for the seat assembly, and new finish for the headlamp casing and fork’s short cover.

Royal Enfield is also expected to introduce the highly-anticipated Himalayan adventure tourer with a brand-new 410 cc engine this year. 

Courtesy : Zigwheels

Does smart-looking Hornet 160R have what it takes to dethrone our defending champions?

The first thing you notice about the Honda CB Hornet 160R is the extensive use of sharp lines. The headlamp, fuel tank, side panels and tail all match up. The Suzuki Gixxer and Bajaj Pulsar AS 150 next to the Honda, definitely look softer and more curvy. The Pulsar AS 150 has the slimmest, and least muscular styling of this trio, but a tallish wind deflector over the headlamp, and nice and muscular tank region give it enough of its own brawn.

Instrumentation on the Bajaj Pulsar AS 150 looks best here, with a mix of digital and analogue. The tachometer gives riders good visual feedback from the engine. The Hornet has an all-digital speedometer that looks really modern, only lacking in terms of good readability when riding in sunlight. In contrast, the Suzuki Gixxer's unit looks rather plain, although it too comes packed with ample information. Switchgear on the Bajaj is really good, and likewise, the Suzuki switches too are premium. The Honda lags behind here as it misses out on an engine kill-switch, and has an unconventional layout that will take some getting used to. Palm grips feel good on all three motorcycles.

When it comes to the engine, the Honda CB Hornet 160R leads the comparison with 162.7cc. This air-cooled, four-stroke unit outputs 15.7bhp and 1.5kgm of torque, but compared with the Suzuki Gixxer and the Bajaj Pulsar AS 150 however, the Hornet lacks a potent feeling in power delivery. Throttle response, where you need it the most, at low and middling speeds, is dull which the Honda doesn’t make up for at high rpm either. While the Suzuki Gixxer's 155cc engine makes a slightly lower 14.6bhp of maximum power, this is delivered with gusto, with peppy delivery in the low to mid range of the powerband. The Bajaj Pulsar has the most powerful engine, with 16.8bhp available, despite displacing 149.5cc. This is delivered strongly, with good acceleration available throughout the rev range.

All three motorcycles come with five-speed transmission, as shifts in a one-down, five-up pattern. The Honda surprisingly felt the least smooth of these bikes, and has some work to do before it matches up to its Suzuki and Bajaj rivals.

However, the upright riding position on the Honda CB Hornet 160R feels the most relaxed. The Honda seat too, is wide and comfy. The Bajaj Pulsar AS 150 too is just as accommodating on short rides, as it lets you sit upright. The Suzuki Gixxer has the sportiest riding position of all three, but still does manage to be comfortable even on longer rides.

When it comes to handling, it is the Suzuki Gixxer that leads, with the Bajaj following close behind while feeling very confident at all times. The Honda Hornet 160R, however, was a little too sharp for our liking, and ends up coming across as nervous.

Suspension on all the three is good, with the CB Hornet 160R being really comfortable at slow speeds. At higher speeds, the Honda doesn’t quite keep up, and the front end gets easily unsettled when you hit rough patches. The Pulsar soaks in the rough stuff easily, and takes to corners happily, but being on the softer side, you have to cut it some slack when really riding hard.

The Suzuki Gixxer offers the firmest ride quality of all, and this can be felt over sharp bumps. However, over bad surfaces it still feels very composed. The firm suspension keeps the bike composed through corners, even at high speeds. Also, adding a big measure of confidence to the Gixxer's cornering ability are its top-class MRF-made tyres. Despite the fact all three bikes came shod with MRF tyres, the ones on the Gixxer feel grippiest, followed by the Pulsar AS 150 and CB Hornet.

Another top-class feature on the bikes are the brakes. They offer strong bite and good feel at the lever. The Hornet 160R has the advantage of Honda’s proprietary Combi-Brake System. CBS is a good safety feature that applies both brakes in a preset ratio, even when riders operate only one of the two brake levers.

As far as results go, the Suzuki Gixxer manages to retain its crown, and makes the best value-for-money proposition at Rs 75,000 (ex-showroom, Delhi), with great all-round performance and handling, apart from generous specifications.

The level of refinement and good features on the Bajaj Pulsar AS 150 justifies its Rs 80,000 (ex-showroom, Delhi) price tag too, and makes it our runner-up in this test, owing to its good all-round capabilities.

The Honda Hornet 160R, however, isn’t priced to thrill. At Rs 79,000 (ex-showroom, Delhi), the motorcycle fails to measure up to its better equipped rivals. Honda, undoubtedly capable of so much more, is yet to put its best foot forward in the Indian 150cc bike segment. Sure, with the Hornet 160R, Honda has made its most exciting looking product in the segment, but it lacks in several key areas and struggles to be in the same league as the Suzuki Gixxer.

Courtesy :  Autocar

Benelli showcased three exciting India-bound motorcycles at EICMA. We take a look at what else the Italian manufacturer has planned for the year.

The Benelli line-up in India is going from strength to strength. The launch of the TNT 25 has cemented the Italian motorcycle’s foothold at the starting range of the premium bike market. Shrewd pricing and adaptations for the Indian market make the Benelli range very tempting and now, the Indo-Sino-Italian combination is ready to tear into more segments. At the EICMA 2015, Benelli showcased a few new motorcycles and they are all headed to India in 2016. Here’s when you can expect them.

Storm in a suit: Tornado 302; Expected: Q1 2016

Armed with a 300cc, in-line two, liquid-cooled engine, the Tornado 302 will be showcased at the upcoming 2016 Auto Expo. The motorcycle is good for 34.8bhp of maximum power at 12,000rpm, and a healthy 2.7kgm of maximum torque at 9,000rpm. It also has a six-speed gearbox.

The Tornado 302 will get upside-down forks up front, and a monoshock at the rear suspending the steel tube frame. Braking is via dual 260mm discs up front, and a 240mm disc at the rear, both equipped with an anti-lock braking system. This motorcycle will rival the recently launched Yamaha YZF-R3, and the Ninja 300. The Tornado 302 is expected to be launched at a premium of Rs 30,000 over the current model, when it is launched in the first quarter next year.

More Muscle: TNT 400; Expected: H2 2016

This is a very exciting approach by Benelli as they plan to upgrade the TNT 300's engine to 400cc. This bored out motor will offer sportier performance and with this you can expect power to rival other motorcycles in the segment. This combination will give the TNT serious bite to take on other twin-cylinder motorcycles from Japan and make for a very strong value proposition. Expect the price to increase only slightly from its current point.

Scrambler fever: Leoncino; Expected Q3 2016

Benelli will also showcase the Ducati Scrambler-like Leoncino at the Auto Expo next year. When we saw the prototype at EICMA, we were impressed by its modern feel and high-quality finish. LED headlamp inserts, a seat finished in Alacantara leather and LED tail-lights are some of the premium features on it.

Powering the motorcycle is a 499.6cc twin cylinder, liquid-cooled, DOHC engine with a four valve layout. The engine is good for 46.9bhp of maximum power, and 4.6kgm of torque. This too, gets upside-down forks on the front, and a monoshock at the rear. Braking is via 320mm discs on the front and a 260mm disc on the rear. The motorcycle comes equipped with ABS.

The Benelli Leoncino is expected to launch later, sometime around August or September. It is expected to be priced around Rs 4 lakh.

Hungry for Adventure: TRK 502

Last but not the least is the Benelli TRK 502, which is an adventure motorcycle. While this one shares its name with the larger ones, it does not take its design cues from those. In fact, it looks quite similar to the larger adventure motorcycles out of Bavaria. It gets a similar engine as the Leoncino, a 499.6cc twin-cylinder, liquid-cooled engine that has a four valve per cylinder layout, and DOHC. It too, makes 46.9bhp of maximum power, and 4.6kgm of maximum torque.

Suspending the motorcycle are upside-down forks on the front and a monoshock at the rear. Performing braking duties are dual 320mm discs from Brembo at the front, and a 260mm disc at the rear. To make it adventure-worthy, it will most likely be shod with knobby type tyres on the 19-17 inch wheels. It even gets high ground clearance of 230mm. We expect the motorcycle to be priced between Rs 4-4.5 lakh.

Updates: 600i and GT

Alongside this, Benelli has also been working on improving the brakes on the models in its current line-up, and has been testing anti-lock braking systems on them. The safer Benelli TNT 600i and the TNT 600 GT should be ready in the next couple of months. However, be ready to shell out an extra Rs 10-15,000 for the added safety.

With all these launches in the pipeline, DSK Benelli has plans to expand their assembly capabilities for which a new location near Pune is being readied. With an expanding dealership network DSK Benelli is looking to give motorcyclists much to get excited about! 

Courtesy : Autocar

Over the years, advancements in R&D have enabled motorcyclists to go faster, turn sharper, and be safer, all at the same time. We take a look at the technologies behind these.

Despite how much we adore it, there’s no escaping the fact that motorcycling is a discipline fraught with danger. Its inherent drawbacks – staying upright on two wheels rather than the vastly more stable four, connected to the ground via two bits of rubber with a combined contact patch no bigger than that of a credit card – means that the possibility of grievous bodily harm is nothing more than a false throttle input or a dab of the front brake lever away at all times.

But then, nothing beats the sensation of being on a motorbike, does it. As the great Burt Munro once said: “You live more in five minutes on a bike like this going flat out than some people live in a lifetime.”

This is where technology comes in. As it has done for four-wheelers, advances in science has made motorcycles hugely safer than what they used to be just two decades ago. Not to mention, they’re more efficient, more powerful, and a lot easier to ride harder these days. So much so that, with a little bit of prudence, a novice rider can hop on and start riding a modern litre-class superbike provided he knows what he is doing, and give the machine the respect it deserves. Science, technology, research and development, they’ve all played their part well.

Here are the top five technologies that have made modern motorcycles safer and just generally easier to ride in the last couple of decades:

1.)    Anti-lock Braking System (ABS)

First introduced by General Motors in 1972, ABS has now made its way onto most modern motorcycles, imparting them almost the same level of safety as we’ve seen in their four-wheeeled counterparts. BMW was the first to pioneer ABS for motorcycles in 1988, and in 2010, Bosch announced the world’s first ABS designed specifically for motorcycles. Previous systems were based on passenger-car technology, but the new Bosch system was smaller and lighter and could be adapted to various sizes of motorcycle.

What anti-lock braking system essentially does is constantly monitor the revolution of the wheels with an ECU – sometimes single channel (just one wheel, see Bajaj Pulsar RS200) but mostly dual channel (both the wheels). When the computer detects a wheel lock-up, common when braking hard on less than ideal surfaces, it steps in  by limiting the braking force the rider exerts by either squeezing the lever or pressing the foot pedal and keep the wheel spinning. Once the imminence of the locking (and therefore skidding) is avoided, the system re-applies the maximum braking force until the next skid is anticipated. By limiting the maximum force of the braking manoeuvre, the ABS systems practically allow riders to use the greatest stopping force possible without locking the wheels.

All these magic happens in fractions of seconds, so fast that the rider barely feels it save for minute vibrations in the lever or pedal, as the pressure in the brake line is constantly modulated.

ABS is a major boon for motorcyclists, especially novice ones, and it is so beneficial that it will become mandatory for any new bike greater than 125cc, manufactured and sold from 2016 in Europe. We believe such a decree should be implemented in India too, especially considering our road conditions and errant riding habits.

2.)    Slipper Clutch

Ever had that moment when you come up on an obstacle too fast, grab the levers, and bang down the gears to let engine braking slow you down stat? Noticed the rear squirming and threatening to spit you off the bike? That’s where a slipper clutch comes in.

Originally developed for high-performance supersports bikes and track-only machines, slipper clutch are designed to partially disengage (or "slip") when the rear wheel tries to drive the engine faster than it would run under its own power. It effectively provides full friction when the throttle is open, but shut the throttle and when the rear wheel tries to go quicker than the engine, the clutch will allow a certain amount of slip in the opposite direction. This lets the back wheel spin relatively free from engine drag, like on a two-stroke.

Slipper clutch was first incorporated in homologation race bikes like the Kawasaki ZX-7RR, Aprilia RSV Mille R, and Ducati's 748R, but has now trickled down to even entry-level sport bike like the Kawasaki Ninja 300 and the 2016 iteration of the KTM RC390.

3.)    Ride-by-Wire

On a conventional motorcycle the throttle cables are directly connected to the butterfly throttle valves. The downside here is that as the rider twists the throttle for hard acceleration, the abrupt, large flow of air in the combustion chamber can sometimes cause the bike to momentarily stall. This results in poor combustion and a harsh ride.

Ride by wire, on the other hand, involves no direct, physical connection between the twistgrip and the throttle butterflies, rerouting it all through an advanced computer. So when you grab a big handful of throttle for maximum acceleration, it opens the butterflies only fast enough to prevent the air flow stalling. This means more power and better efficiency as the inlet gas flows in more easily.

The other advantages of ride-by-wire, apart from smooth acceleration, is the ability to incorporate cruise control, some type of traction control, and push-button power capping.

Ride-by-wire first debuted on a production bike with the 2006 Yamaha YZF-R6.

4.)    Traction Control/Wheelie Control

If you look closely at the past three entries, you will see a pattern. All these technologies either evolved from cars, or were developed at the reacetrack. That’s the case with traction control too.

Traction control does what it says: it controls traction, preventing excessive wheelspin. Call it wheel spin control if you will. It achieves this by modulating engine torque, thus allowing the back tire to hook-up and drive forward in a more constant method.

Traction Control System is also used in configuring other similar safety-related technologies, such as the Launch Control or Wheelie control. In conjunction with gyroscopes and speed sensors, more complex behaviours can be analyzed and more intricate solutions can be offered to compensate for the temporary loss of grip.

5.)    Airbags

Okay, you can argue that this one doesn’t exactly belong on this list as it has got nothing to do with the bike itself, but more with the rider’s personal safety. And you’d be right. But keep in mind that we are discussing technologies that have made modern biking safer, and so, airbags in racing suits and touring jackets do belong here.

Like most other motorcycle innovations we’ve mentioned before, airbags for motorcycles were developed on the MotoGP racetrack, where safety is of paramount importance when you’re regularly tumbling off bikes at speeds in excess of 200 kmph. It is also the newest of the innovations on this list.

Independently developed by two of the world’s most reputed manufacturers of racing suits, Dainese and Alpinestars, the airbag system has been enabled by advances in miniaturization and the ability of manufacturers to incorporate computers with huge   processing powers on single chips. In the event of a crash, a sensor triggers the airbag to explode in mere milliseconds, even before the rider has touched the ground. Powerful gyroscopes and GPS systems work in tandem with race telemetry to determine whether the rider is falling or if the bike is doing something it ought not to do, and trigger the response.

Dainese’s D-Air and Alpinestar’s Tech-Air systems are the pinnacle of motorcycle safety clothing, and as such, doesn’t come cheap right now. The suits also need to be sent to the factory for repair after every crash, which could add up to a substantial bill if you are the sort who enjoys taking a tumble every other weekend on the track. But there’s no price one can put on safety, and so, they are the face of the future of motorcycling safety right now. 

Courtesy :  Zigwheels