Yamaha YZF-R3: First ride review

Entry level sportbike segment has seen a lot of action lately. Kawasaki, KTM, Benelli and Honda have all been battling out with their low capacity, fun and agile machines teaching new riders and entertaining the rest.
Yamaha has been sitting in the pit-lane observing all the others duke it out.And finally they have an answer with the new YZF-R3.Among much fanfare Yamaha India invited us to the celebrated Buddh International Circuit to get a taste of what the R3 can do on a track.
-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-

How does it look?

Design being an important parameter for buyers in the segment, the YZF-R3 has been pencilled with utmost care preserving that R-series character into each of its edge.  It looked great in its images, but standing in front of it you realise how perfect the design is.
The pointy nose, the slim tank, the short muffler and the razor sharp tail, all point towards its racing DNA. Yamaha has introduced two colours for India; black lightning and racing blue, and almost immediately the blue became everybody’s favourite. Black looks a bit bulky but hides away all those curves and creases.

Your next attention will go to the brilliant instrument cluster, with a large analogue revcounter and digital read-out for the speedometer. The host of information displayed is elaborate and legible. Apart from ODO meter, fuel level and instantaneous consumption, engine oil temperature, further more information includes a gear indicator and a shift light telling you when to change gear. The alloy wheel design with split spokes especially add to the sporty character of this machine.

How comfortable are the ergonomics?

The seat height has been kept at 780mm, which is the lowest among near competitors, helps riders of all dimensions get comfortable. The handlebar has been set fairly upright to justify both sporty and commuter friendly riding.
The slim tank allows you to hold it between your thighs and the wide handlebars provide easy everyday riding position. Owners will also appreciate the good build quality of the R3.
Switchgear quality is excellent, although the Kawasaki has it even better, and all the switches and toggles are within easy reach. The softer seat cushion, against its competition, will make longer rides less painful on the bum.

How good is the engine?

The new R3 is powered by a 321cc parallel twin cylinder engine which comes with liquid cooling. It generates 41.4bhp of maximum power at 10,750rpm and a healthy peak torque of 29.6Nm at 9,000rpm. The clutch is soft and it is very easy to get a quick start. Zero to 100kmph from a standstill takes just about 6 seconds and we touched 170kmph on the long straight of BIC with a little more to go. The power delivery is linear with strong mid-range. It comes in very handy tearing through high speed or tight corners.

On the road overtaking manoeuvres will be a breeze with less downshifting and easy power available at higher gears. The gearbox is precise with quick and true shifts, zero misfires detected. Another variable that will leave you impressed is the sound of the engine and exhaust. The twin starts screaming after 9,000rpm and becomes very charming. The exhaust begins with a steady hum when your push the starter, and then becomes brawny as the rpm rise.

An argument rises in the form of absence of a slipper clutch, however, the rear is so predictable that you’ll not need one while pushing the R3. To extract the best out of this twin one must use it gently with smooth power inputs. Quick changes with the throttle and peaking through gears will make the R3 uncomfortable. The first two gears have been setup for acceleration and the 5^th and 6^th are very relaxed for comfortable cruising. Even the screen works well allowing you to tuck in behind away from the wind blast.

What about handling?

Yamaha has opted for a diamond frame design rather than its class leading Deltabox frame in the interests of saving weight as they told us. And joy of joy it works wonders. Handling is sharp and swift corners are dealt stably. The engine and chassis complement each other so well that even new riders feel confident chucking it through corners at fast speeds.

R3 weighs in at 169kg which is on the higher side, but still very manageable indeed. As the rear suspension has been setup soft for road use, you do feel it takes its toll while riding on the track, with a loose back end, but that too at very high speeds. The MRF tyres try their best to cope with the power and chassis, but fail slightly and we do recommend better rubber for good measure.

Brakes have considerable bite and you need to familiarise yourself with them before riding. Once you understand the brakes and how they react, they respond with seamless stopping power and you don’t feel the disappointment of an absent ABS.

Is it priced right?

The entry level sport category is not starved anymore and there are options to choose from. Priced at Rs 3.25lakh (ex showroom), the R3 sits between the pricier and less powerful Kawasaki Ninja 300 and the considerably cheaper but more performance oriented KTM RC 390. The YZF-R3 beautifully slides in between its closest performance competitors. It looks and performs better than either of them in the real world.

The R3 has confident handling, its rides well while being sporty or just heading out to the office and looks stunning. Yes at its price it does lack ABS and a slipper clutch, but rest assured Yamaha is looking into the matter. The riding posture is comfortable and will enable you to rack up considerable number of kilometres.

Fuel economy drops way low on a track, some 17-18kmpl, however the R3 will return you a decent figure of 22-24kmpl under regular riding. Yes, Yamaha showed up late to the show, but what a great show the YZF-R3 turned out to be!

Honda Forza 125cc scooter

           Honda revealed the new Forza 125 scooter at the 2014 Paris Motor Show

At the 2014 Paris Motor Show, Honda unveiled its new 125cc scooter offering – the Forza 125. According to Honda the new Forza 125 is a performance oriented scooter and has been developed for consumers who prefer spirited riding during their daily commute. The styling of the Forza 125 is edgy and modern to woe the youngsters whom according to the Japanese two-wheeler giant is their target audience. Design details on the Honda Forza 125 include LED headlamp and tail lamp, adjustable windscreen, rear-view mirror mounted turn indicators and star shaped alloy wheels.
Powering the Honda Forza 125 is a 125cc, liquid-cooled, 4-valve, single-cylinder motor churning out 14.5PS of maximum power and peak torque of 12Nm. Power is transmitted to the rear-wheel via a CVT transmission. The Honda Forza 125 has been equipped with a start-stop tech which Honda claims has aided the scooter in returning a fuel efficiency of 52kmpl. Suspension duties are handled by 33mm telescopic front forks and twin-shock setup at rear while braking is done by disc brakes at front and back. To further improve braking performance ABS is a standard offering on the scooter. To enhance stability the Honda Forza 125 sports 14-inch dia front wheel and 15-inch dia rear wheel. 

The Honda Forza 125 has a humungous underseat storage capacity of 48-litres which the manufacturer claims can easily hold two full face helmets. Also a 12V power socket has been provided in the glove box for mobile charging. Other optional accessories for the Honda Forza 125 include heated grips, rear carrier and 35-litre colour-matched top box.

The Honda Forza 125 will be offered in the following shades of Matt Pearl Cool White with Matt Pacific Blue, Pearl Nightstar Black with Castagna Brown and Moondust Silver with Matt Cynos Grey. Honda hasn’t divulged any details about the scooters pricing but said that it will be available in the UK market from early 2015 onwards.  On the Indian context, it is unlikely that the Forza 125 will most head to our market but given the fact that Hero is planning to launch the ZIR maxi-scooter next year, the Forza can be an able competitor.

Honda CB Hornet 160R: First Overview

The Honda CB Hornet 160R was showcased at Revfest and will be positioned as a premium 150cc motorcycle by the Japanese two-wheeler giant. It will replace the Honda CB Trigger from the Indian market.
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-
One of the biggest talking points about the new Honda CB Hornet 160R has to be its styling and every journo present at unveil had an opinion about it. But what’s good news for Honda should be the fact that sentiments for its design language were positive. The new motorcycle has been designed to target youngsters and adopts an aggressive design philosophy. The trapezoidal shaped headlamp has been carried forward from the Unicorn 160 but gets LED pilot lamps. It seems that Honda designers have paid special attention the fuel tank as the chiselled lines and beefy tank shrouds adding a dose of muscle to the overall styling. The fuel tank also gets a faux bare carbon finish panel above it and it looks unique.The rear section of the CB Hornet 160R features a X-shaped LED tail light that makes the tail section look distinctive. The new Honda motorcycle also features multi spoke alloy wheels, split seats and an all digital console which is a straight lift from the Honda Unicorn 160. Switch gear quality is decent but the lack of engine kill switch is really disappointing. Overall the Honda CB Hornet 160R is a striking looking motorcycle and design influences from the Honda CX-01 concept that was showcased at 2014 Auto Expo can be seen.
 Honda hasn’t revealed specifications of the new CB Hornet 160R. But expect it to be a straight lift from the Unicorn 160. The 162.7cc; air-cooled motor churns out 14.5PS of max power and peak torque rating of 14.6Nm. Power is transmitted to the rear wheel by a 5-speed gearbox. Going by the experience we had on the Unicorn 160, expect the new Honda CB Hornet 160R to have good performance. Power will be transmitted via a 5-speed gearbox. Instead of the heel-n-toe gear lever expect a single toe-shifter as it is a premium 150cc offering. The motorcycle will be equipped with the patented HET technology and having tested the Honda Unicorn 160 expect the CB Hornet 160R to have an overall mileage of around 45-50kmpl. 

Ride, Handling and Braking:

Being a premium 150cc commuter, the Honda CB Hornet 160R adopts a flat and wide handle bar along with rear-set footpegs. This should result in a sporty but comfortable position which is a welcome move as the Unicorn 160 had a commuter-ish riding posture. The frame of the new motorcycle has been carried forward from the Unicorn offering and it should have good handling dynamics. Aiding handling performance further will be the 140mm section chunky rear tyre. The Honda CB Hornet 160R is also the first mass production Honda motorcycle in country to offer petal disc brakes. Anchorage is provided by disc brake at front and rear while CBS will be an optional extra. Suspension duties are handled by telescopic front forks and a monoshock unit at the rear. 

Pricing is one aspect that Honda needs to pull up its sock. One of the main reasons for the CB Triggers failure can be attributed to its steep sticker price. The Honda CB Hornet 160R will carry a price tag of around Rs 5,000 to 8,000 more expensive than the Unicorn 160. Expect the new bike to be priced around Rs 78,000 to 83,000 (ex-showroom).

 Talking about competitors, the Honda CB Hornet 160R will square off against the Suzuki Gixxer, Yamaha FZ-S FI, HeroXtreme Sports, Bajaj Pulsar AS150 and the TVS Apache 

Honda SFA 150 Concept

The Honda SFA 150 Concept features great styling elements
  


Honda is displaying the SFA 150 Concept at various shows. It may turn into a production motorcycle soon and would be a KTM Duke 200 competitor.
The entry-level street-fighter market has been largely dominated by KTM in India and the Duke 200 and Yamaha MT-125 abroad. Honda seems to be interested in getting into this segment because it has a lot of potential for growth. Honda showcased the SFA 150 in Indonesia last year but did not reveal any details about the bike or any information about the launch date. Now, the bike has been showcased at the 2015 Osaka Motorcycle Show. We think that the motorcycle might become a production model in the near future.
The Honda SFA 150 Concept design looks radical and has plenty of attention-grabbing components. However, the production model might not feature all such components in order to keep costs in check because buyers in this segment are price sensitive. The exhaust partially visible under the seat hasn’t been seen on other bikes and looks different indeed. The headlight design is uber cool but might be changed to a more cost-effective unit. The trellis frame on the bike seems to be inspired from bikes from manufacturers like KTM and Ducati who have been using these frames since years.
We hope Honda starts producing this bike and launches it in India soon to add some spark to its Indian portfolio. This would also give good competition to the Duke 200 which has been on a dream run since the time it was launched. The fact that Honda bikes are very proven will help the street-fighter sell well in our market. The only concern that most of us have is that Honda might change a bit too many components on the production model and then it would totally lose the charm that the concept has.