APACHE RTR 200

Popular myth suggests that a touring motorcycle is supposed to have a fairing for wind deflection, abundant space to accommodate luggage and an engine capable of maintaining triple digit speeds effortlessly. The TVS Apache RTR 200 4V FI has none of these. And yet, more than two thirds of the 9,000 kilometres that I have put up were amassed on highways.

The Apache has always been notorious for its vibrations, though TVS has taken care of this to a large extent with the Apache RTR 200 4V FI. It feels most comfortable cruising at 6,500rpm, which is 90kmph in fifth gear. Despite the loud exhaust note, the engine feels smooth and emits minimal vibes. It is only past 7,000rpm that the footpegs and fuel tank get you tingling and you notice a slight harshness. Keep the throttle open and the torque keeps flowing till 8,500rpm, after which all you get is a harsh roar from the engine, and vibrations. Staying in the sweet spot also helped me squeeze out 44kmpl from the Apache on highways, which is impressive for a 200cc motorcycle.

 The Pirelli Sport Demon at the front and the clip-on handlebar gave good leverage to flick it into corners, while the KYB rear monoshock and the Pirelli Angel GT offered a planted and confident ride. Despite being on the sportier side, this setup has in no way compromised ride comfort. While I did get a sore bum by the end of my rides, my spine hasn’t had anything to complain about.

In the few instances when I had to ride after sunset, the 60/55W headlamp turned out to be a boon. I did get a chance to use the USB charger, though I still feel that the placement (under the seat) hampers its convenience. The slightly rear set footpegs and muscular fuel tank offer a comfortable riding position. On the downside, carrying a tank bag has become a problem as the plastic fuel tank isn’t magnet friendly.

CR: Bike Wale

HONDA HORNET 160r

Aimed at the young customers, Honda’s CB Hornet 160R gave Honda its breakthrough in the 150cc segment. Unlike previous failed attempts like Trigger and Dazzler, CB Hornet 160R succeeded in drawing customers to showrooms. The chasiss and engine have been borrowed from unicorn 160, besides there is no major resemblance with the latter. Although, Honda has made significant changes to the engine to make it yield enhanced performance.

Honda has done justice when it comes to looks and styling, the robust fuel tank featuring plastic cladding lends muscular stance to the bike. The sharp creases on the bike work well for the overall look. Up front is a pleasantly designed head lamp reminiscent of CB 600F. There is a sporty digital speedometer displaying all necessary information for the driver. Handlebar is flat and switchgear seems very elementary. Palm grips are nice and grippy and the X-shaped tail lamp at rear is catchy.

The Honda Hornet 160R is the Japanese two wheeler maker's third attempt at luring in the young. It tried with the Dazzler and then with the Trigger, but both bikes were half-baked attempts. The Dazzler completely lacked appeal and the Trigger was just a Unicorn in fancier clothing.

With the Hornet 160R, however, Honda has set out not just to play catch up with success like the Yamaha FZ-S and the Suzuki Gixxer but to blow past them. And what better place to start than one that truly defines this class of 150cc motorcycles: Style. The Hornet 160R might be the Unicorn 160 underneath with the engine and chassis borrowed from the latter, but Honda has done enough to create the much needed differentiation.

Once you get the Honda Hornet 160R all fired up though, it sounds revs and responds like the Unicorn 160. It is only towards the top end of the engine performance that the additional horsepower can be sensed. The mid range isn't good but get past 6,000rpm and the Hornet seems to come alive. Rev past 7,000rpm and the Hornet enters the 'fun' zone. It still doesn't sound great, but you'd rarely find it lacking in response or pull. It tops out at 9,500rpm.

The gear shift quality for the 5-speed box (again borrowed from the Unicorn 160) in typical Honda fashion, is crisp, precise and a joy to use. The clutch is light and progressive too making the Hornet a breeze to live with in the city. The only real negative to the Hornet's drivetrain is the engine noise. The engine's performance - its free-revving nature and barely any vibes to complain about be it on the handlebar, footpegs and tank even at high rpms - is pretty much sorted. But it's the knocking like noise from the engine - no matter what rpm - that makes the Hornet feel less refined than it actually is.

BENELLI TNT 300

The DSK Benelli TNT 300 is positioned in this entry-level performance bike segment. Priced below Rs 7 lakh, powered by a 300cc parallel-twin motor and armed with aggressive naked street looks, the TNT 300 is said to be one of the largest selling Benelli bikes in Nepal, so the company claims.

The so-called 'born-again bikers' who want to get back into motorcycling after a break, it's this class of motorcycles which holds appeal - not too expensive, decent and sporty looks, and entertaining performance. It's a segment which is looked at not purely for performance, but as a combination of good looks, decent performance, touring ability and an attractive price tag.

The Benelli TNT 300 has got the looks of a performance naked street - muscular tank, front bikini fairing, sleek tank extensions, part-digital, part-analogue instrument panel, LED tail lamp and exposed trellis frame all point to the DNA of a performance streetfighter. The cycle parts are impressive too - fat inverted fork, twin petal discs up front, nice looking alloy wheels and a unique side-mounted rear monoshock.

The TNT 300 is powered by a four-stroke, parallel twin, liquid-cooled, 300cc engine, which makes 38bhp power at 11,500rpm and 26.5Nm of peak torque at 10,000 rpm. The power is transmitted to the rear wheel by a six-speed constant mesh transmission.

The power and torque figures may look quite impressive on paper, but again, these kick in quite high up in the rev range. What this means is, the TNT 300 behaves like a well-sorted, relaxed tourer at low and mid-revs, which is where most riders will be at, in all practical situations - riding in traffic, or cruising along on an open road.

It sounds like a larger displacing superbike and as mentioned earlier, if you're the kind of rider who likes a sweet sounding machine, the TNT 300 will please you no end. Start it up from standstill and wring the throttle wide open through the gears and you will be suitably rewarded by a nice sounding intake whine, complemented by a deep exhaust note. It's the bike's strongest point - that sound!