The Honda Unicorn has been a great success story for the Japanese two-wheeler manufacturer in our market and it was among the products that established the Honda brand in India. Honda introduced two premium 150cc offerings in the form of the CB Dazzler and the CB Trigger but both the motorcycles failed to ape their predecessor's success. Now though, Honda wants to change that perception and have introduced a new offering with the Unicorn moniker, say hello to the Honda Unicorn 160. The task at hand for the Honda Unicorn160 isn't an easy one given the fact that the new motorcycles in the segment like the Suzuki Gixxer and Yamaha FZ-S FI v2.0 have taken the competitiveness bar a notch higher. Can the Honda Unicorn 160 really make a mark in this cutthroat segment against its Japanese counterparts? Read on..

Design andamp;Features:

The Honda Unicorn 160 isn't the most pretty looking motorcycles around so don't expect a second glance. Honda has been very conservative with the styling of the Unicorn 160 with its neutral lines to attract the mature buyers and it is the least appealing of the lot. Having said that, there are some neat touches in the form of the fuel tank extensions, 3-D Honda logo and H-shaped LED tail lamp which is the standout detail. Switch gear quality is standard affair with decent quality. Like all Honda 150cc offerings the engine kill switch has been given a miss on the Unicorn 160 and in today's day and age this is just unacceptable. The instrument console is all-digital and has been neatly laid out with plethora of information and is easy to read in motion.

The styling of the Gixxer is in sync with modern street bikes with a mass forward design and one can appreciate the design best in profile. The various cuts and creases on the body enable the Gixxer to really standout among its rivals. Switch gear quality is top-notch and the Suzuki Gixxer employs an all-digital instrument cluster along with a shift light indicator. Owing to the large number of information on display, it does become a little difficult to read on the go.

Yamaha designers have maintained the brute street bike styling of the stock FZ and have added subtle details to make the FZ-S FI more visually appealing. Additions like the sharper headlamp, petite tail section, restyled all-digital console, split seats and redesigned muffler have enhanced the bikes styling.

Honda Unicorn 160: rating_3_rating

Suzuki Gixxer: rating_4.5_rating

Yamaha FZ-S FI: rating_4_rating

Engine, Performance andamp; Riding Ergonomics:

The biggest talking point for the Honda Unicorn 160 is its new powerplant. The 163.7cc, air-cooled motor churns out 14.5PS of max power and peak torque rating of 14.6Nm. The new engine is definitely the stand out feature on the Honda Unicorn 160 owing to the punch it has on offer and it can cruise at speeds above 90kmph with relative ease. The engine is free revving and decently refined too but vibrations do seep in via footpegs and handlebar at the apex of the motor's performance. The air-cooled mill is mated to a 5-speed gearbox that offers crisp and precise shifts. The gear ratios have been well spread out and one doesn't find much difficulty riding the Honda Unicorn 160 in crawling speeds on traffic congested roads.

Talking about specifications, the Suzuki Gixxer and the Honda Unicorn 160 are almost evenly matched. The Suzuki Gixxer's 155cc mill generates 14.8PS at 8,000rpm and 14Nm at 6,000rpm. The Gixxer's motor is an easy revving one and the most tractable of the lot as it has adequate power throughout the revv range. The Gixxer's engine is also a refined soul and feels relaxed even at speeds around 100kmph while the 5-speed gearbox performs faultlessly.

The Yamaha FZ-S FI is the least powerful motorcycle of the lot on paper and the lack of power is clearly evident when you twist the wrist. The bike doesn't feel as eager as its rivals and one has to feed in the throttle to maintain speeds above 90kmph and it just doesn't feel as effortless as its competitors with respect to performance. Having said that, it is the only offering with fuel-injection and it does have a crisp throttle response and the most refined powerplant of the lot.

Coming to riding ergonomics, the Honda Unicorn 160 clearly showcases its commuter DNA with its heel and toe gear shifter, centre-set footpegs and raised handle bar. The riding posture on the Unicorn 160 is upright and comfortable but I found the handlebar a bit tall for my liking. Swing a leg over the Suzuki Gixxer and it feels like you have met an old friend. The mildly rear-set pegs, the wide handlebar, useful knee recess result in just the perfect riding posture conceivable and you feel instantly at home on the Gixxer. The Yamaha FZ-S FI's riding posture is similar to the Gixxer but it isn't as snug as the Suzuki offering.

Honda Unicorn 160: rating_3.5_rating

Suzuki Gixxer: rating_4_rating

Yamaha FZ-S FI: rating_3_rating

Ride, Handling andamp; Braking:

Suspension setup on all the three offering is similar - telescopic front forks and monoshock at the rear. The Suzuki Gixxer feels the supplest of the trio with respect to ride quality, and though it isn't really plush but in comparison the best of the lot. The Honda Unicorn 160's front suspension is softly sprung while the rear felt a bit hard for my likening. The Yamaha FZ-S FI is the most stiffly sprung of the lot and one has to really go slow over broken roads or else your back goes for a toss.

The trio of motorcycles employs a diamond type frame. The wheelbase for the Honda Unicorn 160, Suzuki Gixxer and the Yamaha FZ-S FI is also almost similar. The Honda Unicorn 160 is quick on its feet and is the easiest of the lot to maneuver while riding in the city. But sadly it isn't so sure footed when it comes to the highways or the twisties as the front feels light at higher speeds. Owing to this fact, one cannot really utilize the powerplant's full potential as high-speed handling is limited. Handling dynamics of the Suzuki Gixxer and the Yamaha FZ-S FI is almost similar but the Suzuki Gixxer has a marginal upper hand as it takes a little less effort with respect to changing directions.

The Honda Unicorn 160 that we tested was fitted with the optional CBS (combined braking system) and was equipped with disc brakes at front and a drum setup at the back. Braking performance of the bike was impressive with good bite from the brakes but the front forks have a tendency to dive under hard braking which is annoying. The brakes on the Suzuki Gixxer could have been better. It isn't that don't they do the task at hand, but the front disc brakes feel a tad jerky and better progression would have been appreciated. The Yamaha FZ-S FI's leads the pack with respect to braking with impressive bite and great feedback.

Honda Unicorn 160: rating_3.5_rating

Suzuki Gixxer: rating_4_rating

Yamaha FZ-S FI: rating_3.5_rating

Pricing andamp; Fuel efficiency:

When it comes to pricing, the Suzuki Gixxer is the cheapest of the trio at Rs 75,420. The CBS variant of the Honda Unicorn 160 that we tested retails for Rs 77,178 while the Yamaha FZ-S FI is the most expensive at Rs 81,580. Although, CBS has its benefits but it doesn't justify the Rs 5,200 premium over the non-CBS variant of the Unicorn 160 and my pick among the two will be the standard offering. (Note: All prices are ex-showroom Delhi)

Be it any segment of motorcycles in India, fuel efficiency is among the most vital criteria's for our consumers. The Honda Unicorn 160 is the most fuel efficient of the lot at 55kmpl which with its 12 litre fuel tank capacity results in a range of 660km. The Suzuki Gixxer comes second with an overall fuel economy figure of 49kmpl and despite Yamaha's best efforts; the FZ-S FI is the least efficient at 45kmpl.

Honda Unicorn 160: rating_4_rating

Suzuki Gixxer: rating_4_rating

Yamaha FZ-S FI : rating_3_rating

Verdict:

The Suzuki Gixxer still maintains its crown as the best 150cc offering on sale currently by virtue of its performance, handling, ride quality and ergonomics. The fact that it's the cheapest motorcycle out of the trio makes it a value for money proposition too. The Honda Unicorn 160 is a good effort by the Japanese two-wheeler manufacturer despite the few rough edges. The bike doesn't feel planted as its rivals around corners given the punch that the motor has on offer. But if you overlook that aspect it's a decent city commuter. Despite the appealing styling, good build quality and a refined motor, the Yamaha FZ-S FI comes last in this shootout. The performance deficit is obvious and the biggest hurdle for the Yamaha offering for us is its steep pricing.

Honda Unicorn 160: rating_4_rating

Suzuki Gixxer: rating_4.5_rating

Yamaha FZ-S FI: rating_3.5_rating

Tranquil. That's how the Benelli TNT 302 feels around the sweeping turns of the mountain roads. Summer still hasn't set in and there is a cool breeze blowing. I open my helmet's visor to soak in the scenic ride, beautiful weather and the symphony from the exhaust of the Italian bike. The road is smooth, just like the power delivery of the in-line twin. Squeeze open the throttle and there is no mad rush of power, choking or frothing at the mouth. But instead the flow is linear, unexaggerated and... did I say tranquil. I'm in no hurry to reach my destination, as the ride itself is so relaxing and comfortable.

But if you are in a hurry, then there's the KTM 390 Duke. It's a bike that you just don't cruise on but one that enjoys being pushed hard, revved all the way to the redline and thrown in to corner to grind off the tyre's chicken strip. There's no time for the scenery or the breeze, just a hollow howl from the Single resonating in the valley. The Duke likes to play it rough and promises to excite. It's a bit like a two-wheeled version of some character of 'Fifty Shades of Grey'. And Indian enthusiasts have been lapping it up (the bike I mean) especially for the price it is available at, being manufactured in India by Bajaj Auto.

These are two completely different bikes, with a substantial price difference and positioning. But whenever there is new bike in the sub-500cc segment, then it has to prove itself against the top-selling KTM. And so here we are carrying forward that tradition. After all, it's the current 390 owner or an aspiring buyer that will upgrade to or consider the Benelli TNT 302.

Design:

DSK Benneli TNT 302: rating_3.0_rating

KTM 390 Duke: rating_3.0_rating

It feels as if the Benelli TNT 302 has been designed by a set of well researched engineers, who have mixed all the right ingredients from accomplished bike models of yesteryears, in a modern form.

Like the 302's Trellis frame, fat upside down front forks, petal disc, 12 spoke alloy wheels or the step rear seat. The simple tank and bikini fairing design try to keep things uncomplicated, with just the side mounted rear monoshock, smart tank extensions and front mud guard which make the design more interesting. It's a proportionate looking bike without being too radical.

And radical is the key word while describing the KTM 390 Duke design. Unlike the Benneli the KTM appears to have come straight off an enthusiasts or racers dream canvas. It looks stripped to the bone with its minimum bulk attribute, and sharp fuel tank lines and deep knee recess. The design is compact with the sole intention to keep the weight low. It looks a lot more edgy and eager than the TNT 302, with the front biased design, bright orange alloys and Trellis frame, and bare rear styling. The knuckle guards also make the 390 Duke look more distinct, just like the various optional KTM power parts which one can customise the bike with.

The Benelli TNT 302 punches back, and makes up for lost ground with its quality cycle parts, better proportions and the detailing. The seat is more comfortable and there's more room for the rider on the TNT than on the compact Duke and even the footpegs, although rear-set, are not as far back as on the KTM, giving the Benelli a more natural riding position. Even the part-digital-part-analogue instrument cluster of the TNT 302 is easy on the eye than the 390 Duke's all-digital clocks. It also has a larger 16-litre fuel tank which will be useful during touring.

Engine:

DSK Benneli TNT 302: rating_3.5_rating

KTM 390 Duke: rating_3.0_rating

The biggest advantage KTM has is its power to weight ratio, and its maverick nature. The 373.2cc single-cylinder motor is more powerful, quicker and madder than the Benelli. At 44PS it has 7 horses more than the TNT 302, however a little more low end torque would have helped the KTM in the city. But at higher revs the Duke's just too much fun.

The TNT's motor is quite a contrast. It feels more sure-footed and composed than the hyper KTM as the smooth parallel twin offers a more linear power delivery. Both the motorcycles come with a 6-speed gearbox, but the TNT has slicker gear shifts and clutch feel is more progressive. And though it develops peak torque at a higher 11,500rpm, the TNT 302 still feels a lot relaxed throughout the revs and is free of unpleasant vibrations.

Another plus for the Benelli is that the parallel twin sounds wonderful post 8,000rpm, almost imitating its bigger siblings. The KTM is quick to climb the revs and most of the time is between 6,000-9,500rpm which, along with the fact that it's single with a large 373.2cc bore, it does generate a lot of engine heat. Though the 2015 KTM 390 Duke does try to fix this issue by altering fan's draft away from the ride, it still gets uncomfortable during Indian summer. An ailment the Benelli TNT 302 is free of.

Ride, Handling andamp; Braking

DSK Benneli TNT 302: rating_3.0_rating

KTM 390 Duke: rating_3.5_rating

The KTM is a lot more firmly setup, like the company's tagline, it's "Ready to Race". But this allows plenty of jolts to filter in, unsettling the bike. And if you have a pillion, then be prepared for earful of obscene profanities. The suspension of the Benelli is lot more forgiving and better suited for daily commute and long distance touring, alike. But it's another story when you look at the handling of these bikes.

Both the bikes have a similar setup with upside down front fork, rear mono shocks and Trellis frame. The difference here is the rigidity of KTM's frame and its light weight alloy swingarm, while the Benelli relies on an old-school tubular one. Not to forget that the KTM is 46kg lighter than the Benelli, that's a difference of almost 25 per cent Not surprising that the 390 Duke is sharper and lot more intuitive, compared to the TNT 302 which has traces of the chassis flexing when pushed hard.

The saving grace are the 120 section front and a wide 160 section rear Pirellis on the Benelli TNT 302 which pull the bike out from most tricky situations. But again, the KTM 390 Duke runs on stickier Metzellas, which along with better dynamics of the bike help the rider hone his skills and push the boundary further.

The grip level and feedback from the tyre also help braking of the KTM. Also the fact that the Duke 390 comes with ABS as standard, which is missing on the Benelli test bike, makes a big difference in reducing the stopping distance, more so in adverse road conditions. Having said that, the dual discs with twin rotor front brake setup offers great bite, with right amount of feel, but Benelli should have at least offered ABS as an option.

Verdict

DSK Benneli TNT 302: rating_3.5_rating

KTM 390 Duke: rating_3.0_rating

We've ridden both these beautiful machines back to back for almost an entire day. The KTM, priced at Rs 1.87 lakh, is simply spectacular on these twisties. It's light, nimble and is packed with terrific fire power ideal for hard riding. But not everyone wants to ride hard. At least not every day. There are days, like today when we'd like to cruise comfortably for 300km, or maybe take a lazy ride with a pillion. Things this Benelli is cut out for.

It's not easy to come to a clear verdict, since KTM's stunning power-to-price ratio throws every other bike out of contention. But the Benelli, although more expensive at Rs 2.83 lakh (ex-showroom Delhi), looks and feels more premium. With its composed nature, torquey motor, excellent detailing and the fact that it's more suitable for everyday use and touring, the TNT 302 gets an edge over the 390 Duke.

Engine:

Performance is among the most important factors in this segment of motorcycles. The Bajaj Pulsar RS200 leads the charge in terms of power output owing to its displacement benefit. Powering the Bajaj Pulsar RS200 will be a 199.5cc, liquid-cooled, fuel-injected powerplant producing 24.4 PS of power at 9,500rpm and 18.6 Nm of torque at 8,000rpm. Power is transmitted to the rear-wheel via a six-speed gearbox on all the three motorcycles. The Honda CBR 150R comes second in terms of power output as the liquid-cooled, single-cylinder motor churns out 18.3PS of peak power and 12.6Nm of maximum torque. The Yamaha R15 version 2.0 is the least powerful among the trio as the 149.8cc, single-cylinder and fuel injected mill produces 17PS but it has higher torque rating than the Honda offering at 15Nm. Given the fact that the Pulsar RS200's motor will be based on the 200NS we can assume that refinement levels of the Honda and Yamaha offering would be better than it.

Features:

The Bajaj Pulsar RS200 is the most loaded motorcycle with respect to features in comparison to the Honda CBR 150R and Yamaha R15 version 2.0. The Bajaj Pulsar RS200 will be offered with twin projector lamps that are much superior to the standard headlamps as seen on the Japanese duo. The Bajaj Pulsar RS200 will also be equipped with ABS as an option making it the only Bajaj offering to offer the above as an option. Instrument console on all the three motorcycles is a part-analogue-part-digital instrument console with an analogue tachometer. Switch gear quality on all the above bikes are good but the Pulsar offering gets backlit switches. The Honda CBR 150R loses out on an engine kill switch which is unacceptable at this pricing. In terms of build quality, the Yamaha R15 version 2.0 seems to be the most well put together bike among the trio along with fit and finish.

Dimensions and cycle parts:

All the motorcycles employ telescopic front forks and a monoshock setup at the rear to handle suspension duties. Braking is provided by disc brakes at front and rear on the trio while the Bajaj Pulsar RS200 will be the only bike to offer ABS as an option. The Bajaj Pulsar RS200 employs a steel perimeter frame while the Honda CBR 150R uses a diamond type frame while the R15 version 2.0 features a Delta box frame. The Honda CBR 150R has the shortest wheelbase at 1,305 followed by the Yamaha offering at 1,345mm whereas the Pulsar RS200 is the longest at 1,363mm. The Yamaha R15 is the lightest motorcycle at 136kg whereas the Honda CBR150R comes a close second at 138kg and the Bajaj Pulsar RS200 is the heaviest as t tips the scale at 151kg almost 6kg more than the 200NS.

Pricing and fuel efficiency:

If ridden sedately all the three motorcycles are good enough to return a fuel efficiency figure of around 40kmpl in real world conditions. The Honda CBR 150R has the highest fuel tank capacity at 13 litres whereas the Pulsar RS200 and Yamaha R15 version 2.0 have a 12 litre fuel tank. Bajaj is renowned for their cut-throat and aggressive pricing so expect the Bajaj Pulsar RS200 to be priced around Rs 1.15 lakh. The Yamaha R15 version 2.0 is the cheapest of the lot with a sticker price of Rs 1.10 lakh and the Honda CBR 150R is the most expensive offering among the trio at Rs 1.22 lakh.

Engine:

One of the main reasons for the popularity of fully faired or quarter fairing motorcycles in our country is the fact that consumers in India have a fairing fixation. And to appease the tastebuds, Suzuki has launched the Suzuki Gixxer SF, the cheapest full faired motorcycle available in India currently. Providing firepower to the Suzuki Gixxer SF is the same 155c motor as housed in its naked sibling. The air-cooled, single-cylinder engine produces 14.8PS at 8,000 rpm and 14Nm at 6,000rpm which are healthy figures for a 150cc odd powerplant. The Yamaha Fazer FI is the least powerful motor among the lot as the 149cc displacement mill churns out 13.1PS at 8,000rpm and 12.8Nm at 6,000rpm.

But the Yamaha Fazer FI is the only motorcycle in its segment to offer electronic fuel injection. The Hero Karizma R has the highest displacement among the lot and the 223cc, air-cooled powerplant pumps out 19.2PS at 7,500rpm and 19.3Nm at 6,000rpm. Despite being among the oldest offerings in the group, the Bajaj Pulsar 220 leads the charge with respect to power output. The 220cc, DTS-i engine generates 21PS at 8,500rpm and 19Nm at 7,000rpm. All the above motorcycles transmit power to the rear-wheel via a 5-speed constant gear box.

Features:

The Suzuki Gixxer SF is the only motorcycle to feature a single headlamp unit as its rivals adopt a sportier looking twin headlamp design. But it's the only motorcycle in its segment to be equipped with full fairing bodywork and the single headlamp unit does gel well with its overall styling. The Suzuki Gixxer SF and the Yamaha Fazer FI employ an all-digital instrument console as opposed to the part-analogue-part-digital instrument cluster as seen on the Bajaj Pulsar 220 and the Hero Karizma R respectively. The Suzuki Gixxer SF is the only motorcycle to have a gear shift indicator and gear position indicator.

The Suzuki Gixxer SF, Hero Karizma R and the Bajaj Pulsar 220 sport LED tail lamps while the Karizma R also gets LED position lamps. The Suzuki Gixxer SF and Yamaha Fazer FI use traditional flat and wide single piece handle bar while the Pulsar 220 and Karizma R feature clip-on handlebars. Additional equipment on the Bajaj Pulsar 220 includes backlit switchgear and projector headlamp.

Dimensions and cycle parts:

The Suzuki Gixxer SF, Yamaha Fazer FI and the Hero Karizma R employ a diamond type frame whereas the Bajaj Pulsar 220 uses as a double cradle down tube frame. Suspension duties are handled by telescopic front forks and a monoshock setup at the back on the Gixxer SF and Fazer FI. The Karizma R and the Pulsar 220 adopt a more conventional telescopic front forks and twin hydraulic shock absorbers at the rear. Only the Bajaj Pulsar 220 gets disc brakes at the front and rear which is a welcome addition whereas the other motorcycles in the segment employ drum brakes on the rear wheel.

The Suzuki Gixxer SF and Yamaha Fazer FI have identical wheelbase of 1,330mm whereas the Bajaj Pulsar 220 slots in the middle at 1,350mm while the Hero Karizma R has the largest at 1,355mm. The Suzuki Gixxer SF is the lightest of the lot as it tips the scale at 135kg followed by the Yamaha Fazer at 137kg. That the Gixxer SF is lighter than the Fazer FI despite being a full fairing offering is commendable. The Bajaj Pulsar 220 weighs in at 150kg while the Hero Karizma R is the heaviest motorcycle with a kerb weight of 154kg. The Japanese duo has a fuel tank capacity of 12 litres while the Karizma R and Pulsar 220 can accommodate 15 litres.

Fuel efficiency and pricing:

Having tested the Bajaj Pulsar 220 and the Hero Karizma R it is safe to say that both the motorcycles will have an overall fuel efficiency figure of 35 to 40kmpl. Yamaha have equipped the Fazer FI with fuel injection and Blue Core tech to hike its fuel efficiency but having the Yamaha FZ FI as part of the ZigWheels long term fleet we can assume it to be around 44kmpl in real world conditions for the Fazer FI. Suzuki has also added the SEP tech on the Gixxer SF that reduces friction to improve combustion efficiency and hike the mileage figures. Suzuki claims it's the most fuel efficient motorcycle in its segment and although we haven't done a proper fuel efficiency to verify this claim it will be around 48kmpl overall.

The Suzuki Gixxer SF has been priced at Rs 83,439 which makes it the cheapest bike with respect to its rivals and also the most affordable full faired motorcycle on sale in India currently. The Hero Karizma R comes a close second with a sticker price of Rs 83,900 while the Bajaj Pulsar 220 follows it at Rs 86,700. The addition of fuel injection means that the Yamaha Fazer FI is the most expensive offering at Rs 86,720 despite being the least powerful motorcycle of the lot. In terms of sheer value for money proposition, the Bajaj Pulsar 220 is unbeatable with its performance advantage and comprehensive list of features and also the decent pricing. Having said that the Japanese duo are better engineered and more refined also while the Bajaj Pulsar 220 has started to show its age all this might change soon with the introduction of the Bajaj Pulsar AS200.

There is a huge market for affordable performance motorcycles in India, and it is constantly growing too. But it's a tricky one too, not only should it boast of respectable performance, customers also demand premium looks and affordable pricing. Does the new Bajaj Pulsar AS200 have all of it? Can it survive the cut throat competition with products like the Bajaj Pulsar 220F and the Hero Karizma R in the market?

Looks:

In the looks department, this is a close battle as each of the four motorcycles has its own charm. To start with credit must be given to the designers at Bajaj for turning the naked Pulsar 200NS into a fine looking quarter faired offering. The fairing and the headlight panel blends well into the tank making sure that it looks wholesome. Although Bajaj has used the same panels from the Pulsar 200NS at the back, it doesn't quite looks disproportionate. Unfortunately, the same cannot be said about the Hero Karizma R as its quarter fairing ends abruptly thanks to which the design looks somewhat incomplete. Although it has been a while since the launch of the Bajaj Pulsar 220F, its design doesn't quite look old, at least not until you park the new AS200 right next to it.

Engine:

The newly launched Pulsar AS200 sports the same engine as its naked sibling. The 199.5cc 4-valve liquid-cooled unit makes 23.5PS of power and 18.35Nm of torque. It makes considerably more power than the higher displacement Hero Karizma R which churns 19.46PS but at 19.35Nm the torque rating of the Hero MotoCorp offering is marginally higher. In fact, the Pulsar 220F too makes 21 horses and 19.12Nm. Keeping in mind that all the three motorcycles are pretty evenly matched on paper, with regards to overall performance too they will be pretty much neck and neck.

Features:

With the price in mind, Bajaj offerings have always given more bang for your buck. And that is not just thanks to the engine, but also due to the kind of features it has on offer. The Pulsar AS200 gets projector headlamps, 10-spoke alloy wheels and a semi-digital instrument cluster with two trip meters. Apart from the alloy wheels, the Pulsar 220F has pretty much all the said features. And then there is also the triple spark technology in the AS200 to improve efficiency while the 220F makes use of dual spark system. Both these motorcycles also get backlit switch gear.

The 2014 Hero Karizma R does get a semi-digital instrument cluster but no projector headlamps and no disc brake option at the back either. Moreover, the Karizma R is air-cooled while the AS200 and the 220F are liquid cooled and oil-cooled respectively.

Price:

From the three motorcycles being discussed here, the Hero MotoCorp Karizma R is the cheapest of the lot at Rs 83,900. The Bajaj Pulsar 220F is marginally higher at Rs 86,699 while the Pulsar AS200 is the most expensive of the lot at Rs 91,550. All prices ex-showroom Delhi. Yes the Bajaj Pulsar AS200 does cost more than Rs 7,000 higher than the Hero Karizma R, but then consider into your calculation the features that it has on offer and equation starts to get more complicated.

Engine:

Coming to the heart of the matter, providing firepower to the Bajaj Pulsar AS150 is a new 150cc powerplant which makes it the most powerful 150cc, air-cooled motorcycle in the country. Powering the Bajaj Pulsar AS150 is a 149.5cc, twin spark; 4-valve, air-cooled DTSi mill churning out 17PS of power at 9,500rpm and 13Nm of peak torque at 7,00rpm.The Suzuki Gixxer SF is powered by the same 155cc motor as housed in its naked sibling. The air-cooled, single-cylinder engine produces 14.8PS at 8,000 rpm and 14Nm at 6,000rpm which are healthy figures for a 150cc odd powerplant.

The Yamaha Fazer FI is the least powerful motor among the lot as the 149cc displacement mill churns out 13.1PS at 8,000rpm and 12.8Nm at 6,000rpm. But the Yamaha Fazer FI is the only motorcycle in its segment to offer electronic fuel injection. So it's clear that the Bajaj Pulsar AS150 is clearly the most powerful bike of the trio with a 2PS and almost 4PS advantage over the Suzuki Gixxer SF and the Yamaha Fazer FI respectively. The Suzuki Gixxer SF leads the charge with respect to torque output and all the three motorcycles employ a 5-speed gearbox.

Features:

The biggest talking point of the Bajaj Pulsar AS150 is its projector headlamp which is a first for any motorcycles in this segment. The quarter fairing design of the Bajaj Pulsar AS150 means that the bike will offer good wind protection while touring on the highways. The Bajaj Pulsar AS150 employs a part-digital-part analogue instrument console with the analogue tachometer taking centre stage. The Suzuki Gixxer SF also features a single headlamp unit but it's the only motorcycle in its segment to be equipped with full fairing bodywork and the single headlamp unit does gel well with its overall styling.

The Suzuki Gixxer SF and the Yamaha Fazer FI employ an all-digital instrument console which looks more modern and gel well with the overall design of the bike. The Suzuki Gixxer SF is the only motorcycle to have a gear shift indicator and gear position indicator. The Suzuki Gixxer SF and the Bajaj Pulsar AS150 feature LED tail lamps while the Fazer FI gets a normal bulb tail lamp which sticks out like a sore thumb. The Suzuki Gixxer SF and Yamaha Fazer FI use traditional flat and wide single piece handle bar while the Bajaj Pulsar AS150 features clip-on handlebars.

Dimensions and cycle parts:

The Suzuki Gixxer SF, Yamaha Fazer FI employ a diamond type frame whereas the Bajaj Pulsar AS150 uses as a perimeter frame. Suspension duties are handled by telescopic front forks and a monoshock setup at the back on all the three motorcycles, with the Bajaj Pulsar AS150 being the first 150cc Pulsar offering to get monoshock suspension. Braking duties are handled by disc brakes at front and drum brakes at the rear on the trio. The Suzuki Gixxer SF and Yamaha Fazer FI have identical wheelbase of 1,330mm whereas the Bajaj Pulsar AS150's is 1,363mm.

The Suzuki Yamaha Fazer FI is the lightest of the lot as it tips the scale at 137kg followed by the Suzuki Gixxer SF at 139kg while the Bajaj Pulsar AS150 is the heaviest at 143kg. That the Gixxer SF is just 2kg heavier than the Fazer FI despite being a full fairing offering is commendable. All the three bikes have identical fuel tank capacity of 12 litres. The Japanese duo have a fatter 140/60 R-17 section rear tyre while the Bajaj Pulsar AS150 runs on a significantly slimmer 110/80 R17 section rear tyre.

Fuel efficiency and pricing:

Bajaj haven't released any fuel efficiency figure of the Pulsar AS150 but having tested previous generation Pulsar 150cc offerings it is safe to estimate around 50kmpl. Yamaha have equipped the Fazer FI with fuel injection and Blue Core tech to hike its fuel efficiency but having the Yamaha FZ FI as part of the ZigWheels long term fleet we can assume it to be around 44kmpl in real world conditions for the Fazer FI. Suzuki has also added the SEP tech on the Gixxer SF that reduces friction to improve combustion efficiency and hike the mileage figures.

Suzuki claims it's the most fuel efficient motorcycle in its segment and although we haven't done a proper fuel efficiency to verify this claim it will be around 48kmpl overall. The Bajaj Pulsar AS150 has been launched at an introductory price of Rs 79,500 making it stunning value for money proposition and also the cheapest motorcycle among the trio. The Suzuki Gixxer SF has been priced at Rs 83,439 which makes it the second cheapest offering but it's the most affordable full faired motorcycle on sale in India currently. The addition of fuel injection means that the Yamaha Fazer FI is the most expensive motorcycle at Rs 86,720 despite being the least powerful motorcycle of the lot.

It isn't every day that one hits the jackpot, so when you do, you better make it count. Suzuki India wants to follow this same philosophy as with the Gixxer it has witnessed a tremendous turnaround in the Indian two-wheeler market. In the form of the Suzuki Gixxer, consumers finally had an aspirational motorcycle to buy after walking into the Suzuki dealership. To cash in on this positive sentiment, Suzuki has launched the faired version of the Gixxer christening it Gixxer SF (Sports Fairing). Although, the Suzuki Gixxer SF is a full faired motorcycle, its arch rival is the semi-faired Yamaha Fazer FI version 2.0 which got a shot in the arm last year with cosmetic and mechanical updates. Which of the Japanese motorcycle impressed us the most? Well, read on..

Design andamp; Features:

Suzuki Gixxer SF: rating_4.5_rating

Yamaha Fazer FI: rating_3.5_rating

The Suzuki Gixxer according to us is among the striking looking 150cc motorcycles on sale in India currently. With the Suzuki Gixxer SF, the designers haven't fiddled with the basic design of the motorcycle apart from adding a fairing which is a good move. The new fairing with its creases and scoops does look good and the design highlight has to be the manner in which the standard Gixxer headlamp has been merged beautifully into the new fairing. Other addition on the design front is the new die cast aluminium exhaust muffler tip which looks much better than the chrome tip ones found on its naked sibling along with clear lens indicators and taping on the wheels. The overall design of the Suzuki Gixxer SF is eye-catching especially in the MotoGP livery that we tested and one can easily pass it off as a 250cc plus displacement motorcycle.

And the styling seems to have clicked for Suzuki, as we saw many youngsters ogling at the bike wherever we stopped. Coming to the not so good bits, the triangle shaped LED taillight doesn't flow with the overall design while the addition of clip-on handlebars and taller windscreen would have been appreciated. Speaking about the Yamaha Fazer FI, the twin headlamp along with the beefy quarter fairing endows the front of the bike with lot of character. The fairing extensions, chiselled fuel tank, split seats and the beefy muffler does make the Yamaha Fazer FI a handsome looking motorcycle. Although the design of the Yamaha Fazer FI is pleasing to the eyes, it just misses out on the oomph factor that the Suzuki Gixxer SF brings along. Both the bikes employ a fully-digital instrument cluster but the Suzuki Gixxer SF's unit gets gear shift indicator and gear position indicator.

Engine andamp; Performance:

Suzuki Gixxer SF: rating_4.0_rating

Yamaha Fazer FI: rating_3.5_rating

Powering the Suzuki Gixxer SF is the same 155cc motor as seen on its naked sibling and given the supersports styling we would have liked a higher displacement powerplant. The 155cc air-cooled motor churns out 14.8PS of power and a healthy 14Nm of torque. The Gixxer SF's engine is super refined and loves to be revved hard with a throaty exhaust note for company. Open the throttle and the bike gathers momentum with relative ease and eggs the rider to push more. The 5-speed gearbox provides good and positive shifts while the gear ratios have been neatly distributed.

Providing firepower to the Yamaha Fazer FI is a new 149cc motor pumping out 13.1PS of peak power and 12.8Nm of maximum torque. The difference in power output between both the motorcycles can be felt right away. The Yamaha Fazer FI is lazier in picking up momentum but has a very strong mid-range which is very beneficial while riding in city. But sustaining higher speeds on the Yamaha offering does feel tiresome in comparison to the Suzuki Gixxer SF. Having said that, the fuel-injected Yamaha motor does offer crispier throttle response while the 5-speed gearbox is butter smooth.

Ride, Handling andamp; Braking:

Suzuki Gixxer SF: rating_4.0_rating

Yamaha Fazer FI: rating_4.0_rating

Suspension duties on both the motorcycle are handled by telescopic front forks and a monoshock setup at the rear. In terms of ride quality both the motorcycles are equally matched, it isn't plush, but one can ride over broken roads without the back going for a toss. Coming to the chassis, both the Yamaha Fazer FI and the Suzuki Gixxer SF employ a diamond type frame and have identical wheelbase of 1,330mm. So it isn't surprising that the handling dynamics of both the bikes is similar.

But the Suzuki Gixxer SF holds a marginal edge over the Yamaha Fazer FI owing to the fact that it tips from one corner to another with lesser effort. This can be credited to the tyres of the Suzuki Gixxer SF which feels gripier despite the fact that the front and rear tyre sections are alike on both the Japanese bikes. Anchorage on the Yamaha Fazer FI and the Suzuki Gixxer SF is provided by disc brakes at front and drum brakes at the rear. With respect to braking performance, the Yamaha Fazer FI was better as it offered great feedback and bite. The Suzuki Gixxer SF's brakes offer good bite but they aren't progressive and a bit jerky in nature.

Riding ergonomics andamp; Pillion Comfort:

Suzuki Gixxer SF: rating_3.5_rating

Yamaha Fazer FI: rating_4.0_rating

The flat handlebar and mildly rear-set footpegs on both the motorcycles result in an upright and comfortable riding posture with a hint of sportiness. The knee recess on the fuel tank enables the rider to grip the bike better with the Gixxer SF's tank offering a snugger grip. The clip-on handlebars on the Suzuki offering has been ditched for comfier riding posture but it doesn't flow with the DNA of the bike while the flat handle bar on the Yamaha Fazer FI feels spot on.

Both the motorcycles offer a relaxed riding position but given the taller windscreen of the Yamaha Fazer FI one would feel more comfy on it while touring on the highway. The Suzuki Gixxer SF employs a single seat unit which has been designed to give it an appearance of a split-seat design. The padding of the seat is soft and comfortable but we found it too narrow for our likening. The Yamaha Fazer FI gets equipped with genuine split-seats. Although we felt the padding of the seats to be on the stiffer side, the seats on the Yamaha Fazer FI are more accommodating than its rival. Also, the grab handles on the Yamaha feel better to hold making it comfier for the pillion.

Fuel Efficiency andamp; Pricing:

Suzuki Gixxer SF: rating_4.0_rating

Yamaha Fazer FI: rating_3.5_rating

Yamaha have detuned the new Fazer FI's motor and added fuel injection in the quest for better fuel efficiency. They have also equipped the quarter-fairing motorcycle with the patented Blue Core tech to make it more frugal. But all these additions haven't been much beneficial as the Yamaha Fazer FI returned us an overall fuel efficiency figure of 44kmpl. Suzuki has also added the SEP (Suzuki Eco Performance) tech on the Gixxer SF that reduces friction among mating parts to improve combustion efficiency and hike the mileage figures. Suzuki claims it's the most fuel efficient motorcycle in its segment but in our fuel efficiency run it returned us an overall figure of 49kmpl. Talking about moolah, the Yamaha Fazer FI is priced at Rs 86, 805 while the Suzuki Gixxer SF will carry a sticker price of Rs 84,939 for the MotoGP livery edition that we tested (both prices ex-showroom Delhi).

Verdict:

Suzuki Gixxer SF: rating_4.0_rating

Yamaha Fazer FI: rating_3.5_rating

The Suzuki Gixxer SF is almost Rs 2,000 cheaper than the Yamaha Fazer FI which makes it fantastic value for money proposition as it's a full-faired motorcycle. In fact, the Suzuki Gixxer SF is the cheapest full-faired motorcycle on sale in the country and given the affection consumers have for this body style it gets additional brownie points. But it just doesn't win this shootout owing to its visual appeal, it's a fantastically engineered motorcycle with good performance, the added advantage of fuel efficiency as well. However, can the Suzuki Gixxer SF hold on to its crown with the introduction of the Bajaj Pulsar AS150? We shall find that out soon....

Spec Sheet:

The Bajaj Pulsar is a motorcycle that needs no introduction to the hordes of Indian two-wheeler enthusiasts as it has been a stepping stone into the world of performance bikes for many. Ever since the launch of the Bajaj Pulsar 200NS a few years back, the Chakan based two-wheeler giant had been missing from action as no new products were launched. Bajaj Auto returned with a bang as they launched the new Pulsar RS200 labelled as the "Fastest Pulsar yet". Our editor had a go on the Bajaj Pulsar RS200 at the Chakan test track and came back mighty impressed. But its real test was on how it performed on the street. To make things more interesting we have brought along the Yamaha R15 version 2.0 and the Hero Karizma ZMR which are its full faired rivals in the given price point (we have omitted the KTM RC200 as its priced at a Rs 36,700 premium over the RS200 ABS variant).

Design andamp; Features:

Bajaj Pulsar RS200: rating_4.0_rating

Yamaha R15: rating_4.0_rating

Hero Karizma ZMR: rating_3.0_rating

The Bajaj Pulsar RS200 is a striking looking motorcycle with its form and bulk while the snazzy graphics further accentuates its appeal. The front is where all the action lies with the twin projector headlamps above which sit the eyebrow shaped DRL's and the neatly sculpted windscreen. The Pulsar RS200 is the first motorcycle from Bajaj to be equipped with a full fairing. The multi piece faring is neatly sculpted with various cuts and creases. In profile the bike isn't pleasing to the eyes as the front heavy design makes it look unproportionate. Instead of an underbelly exhaust, the Pulsar RS200 features a stubby muffler which gels well with the overall design of the bike whereas the floating LED tail lamps sticks out like a sore thumb. The instrument console has been borrowed from the Pulsar 200NS whereas the switch gear quality is excellent. Build quality is good but could have been better. The Bajaj Pulsar RS200 isn't a pretty looking motorcycle but it seems to have struck a chord with youngsters who adore its flamboyant styling and are the target audience for the RS200.

The Yamaha R15 looks as if it came out directly from the race track with its sporty and edgy design lines. Inspired from the Yamaha R6 super sports offering, the R15 is a handsome looking motorcycle with its sharp fairing, sculpted fuel tank, split seats and the minimalistic yet striking tail section. The Hero Karizma ZMR looks a bit out of shape in this company. Although it also sports similar design features, the Karizma ZMR's styling lacks the styling finesse of its rivals. Having said that, the vertically stacked twin headlamps and the floating LED tail lamp do look good. Switch gear quality on the Yamaha and Hero offering is good while the R15's build quality is of the first order whereas the ZMR has some loose edges. The Yamaha R15 has a semi digital instrument console with the analogue tachometer taking centre stage while the Hero Karizma ZMR employs an all-digital instrument cluster with a plethora of info on display.

Engine andamp; Performance:

Bajaj Pulsar RS200: rating_4.0_rating

Yamaha R15: rating_3.5_rating

Hero Karizma ZMR: rating_3.0_rating

The Bajaj Pulsar RS200 leads the charge with respect to power output among the trio. The 199.5cc, liquid-cooled motor churns out 24.5PS at 9,750rpm and peak torque of 18.6Nm at 8,000rpm. It is also the first Bajaj offering since the Pulsar 220 DTS- Fi to feature fuel injection. Open the throttle and the Pulsar RS200 lunges forward with great enthusiasm while the fuel injection means that the throttle response is crisp and precise. The Pulsar RS200 is clearly the fastest bike among the trio be it acceleration or top speed and the throaty exhaust note in the background adding to the drama. The engine isn't as harsh as it predecessors but vibrations do seep in via the footpegs and handle bars at the apex of the motors performance. Given the full fairing, aerodynamics of the bike has improved and sustaining speeds above 100kmph doesn't take much effort. This makes it an able touring motorcycle when one isn't corner hunting. The RS200 was easy to ride in the arduous roads of Pune as the gear ratios have been well distributed but gear shift quality could have been better.

The Yamaha R15 is the least powerful motorcycle in the comparison as the 150cc mill pumps out 17PS and 15Nm of torque. But numbers don't really tell the real story. The Yamaha R15's motor is a high revving soul and one has to feed in the revs to extract its full potential. Keep it on the boil and the Yamaha amazes you with its performance, its slower than the Pulsar RS200 to hit the ton mark but it's a close fight. Where the YR15's powerplant impresses is the brilliant refinement that it offers. Also the 6-speed gearbox is the best of the lot with crisp and positive shifts that showcases the engineering prowess of Yamaha. But the high revving nature of the bike is good on highways and race tracks but in day-to-day riding it becomes a bit irritating.

The Hero Karizma ZMR is powered by a 223cc, air-cooled, fuel injected mill with an oil cooler pushing out 20PS at 8,000rpm and a peak torque of 19.7Nm at 6,500rpm. This is the same engine as on the older ZMR but it now produces 2PS more power. Performance of the new Hero Karizma ZMR is good now, no doubt, with the motor gathering momentum at a quick pace. But the Hero Karizma ZMR loses out in terms of refinement level as the motor has lots of vibes.

Ride, Handling and Braking:

Bajaj Pulsar RS200: rating_4.5_rating

Yamaha R15: rating_4.0_rating

Hero Karizma ZMR: rating_3.5_rating

Suspension duties are handled by telescopic front forks and a monoshock setup at the rear on the Pulsar RS200 and the R15, whereas the Karizma ZMR employs a tradition twin shock setup at the back. In terms of ride quality, the Bajaj Pulsar RS200 and Hero Karizma ZMR were evenly matched as they handled broken roads and undulations with ease. The stiffly sprung Yamaha R15 wasn't happy riding over potholes and it made its displeasure evident by offering many jolts on the riders back. The Pulsar RS200 had gained a hefty 20kg over its naked sibling and we had our apprehensions on whether the added bulk would foul with its handling. But gladly that hasn't happened, as the Pulsar RS200 took on the twisties with great gusto and the bike tipped into corners without much effort. The handling prowess of the Pulsar RS200 can be credited to the fantastic MRF sourced tyres that offered fantastic grip.

But the most fun ride bike around twisting mountain roads has to be the Yamaha R15. The delta box frame provides oodles of feedback which means you could increase the cornering speed with every passing corner and the track bred dynamics of the R15 is clearly evident. It is a great learner bike, if one wants to go corner craving and scrape your knees on the tarmac and it's an utter joy to throw the bike around turns. As far as handling goes, the new Hero Karizma ZMR feels completely at home taking fast flowing corners but it wasn't as happy changing directions quickly. This is down the bike's 157kg, its long wheelbase, softer suspension setup and its slightly top heavy weight distribution. All three bikes employ disc brakes at front and rear for anchorage and they do a great job in shedding speeds. But the Bajaj Pulsar RS200 has the added advantage of optional ABS (single channel only on front wheel).

Riding Ergonomics and Pillion Comfort:

Bajaj Pulsar RS200: rating_4.0_rating

Yamaha R15: rating_4.0_rating

Hero Karizma ZMR: rating_3.0_rating

The Bajaj Pulsar RS200 and the Hero Karizma ZMR have a raised handle bar which makes the riding posture less sporty than the R15's but is more comfortable in comparison while riding in the city or on the highway as the wrists don't come under much pressure. The Yamaha R15's sporty riding posture is beneficial on the race track or on the twisties but in real world conditions it isn't pleasant. Also, it feels cramped for space in comparison to its rivals due to its petite dimensions.

The Hero Karizma ZMR is the most pillion friendly of the lot with the well cushioned seats and raised grab handles. The seats on the Pulsar RS200 are on the stiffer side but are spacious while the tail section embedded grab handles doesn't offer good grip to the pillion. It seems Yamaha designers gave significance to form over function as the tall and petite rear seat isn't remotely pillion friendly and the fact that there is no grab handle doesn't help its cause either.

Pricing and Fuel Efficiency:

Bajaj Pulsar RS200: rating_4.0_rating

Yamaha R15: rating_3.5_rating

Hero Karizma ZMR: rating_3.5_rating

The Hero Karizma ZMR is the cheapest offering priced at Rs 1.05 lakh whereas the Yamaha R15 comes a close second at Rs 1.14 lakh. The Bajaj Pulsar RS200 is offered in two variants, ABS and standard version, the ABS version retails for Rs 1.30 lakh whereas the non-ABS version carries a sticker price of Rs 1.18 lakh. The bike we tested was the ABS version and although ABS technology has its benefits, the one on the Pulsar RS200 is a single channel one. So our suggestion would be to go for the non-ABS Pulsar RS200 and invest the money saved in good riding gear. Overall the Pulsar RS200 offers fantastic value for the features and performance it has on offer. While these machines are tuned for performance over mileage, they do offer decent fuel efficiency. All the three bikes will return around 30 to 40kmpl depending on the riding style of the owner in real world conditions.

Verdict:

Bajaj Pulsar RS200: rating_4.0_rating

Yamaha R15: rating_3.5_rating

Hero Karizma ZMR: rating_3.0_rating

There was a lot riding on the back of the Bajaj engineers with the Pulsar RS200 as it was a new breed of full-faired motorcycle genre for the Chakan based manufacturer. And the Pulsar RS200 has lived up to those expectations. It offers fantastic performance, great handling and comfortable riding dynamics making it a wholesome package. What seals the deal further is its striking design, list of features and the competitive pricing. The Yamaha R15 finishes a close second; it has the looks, performance and brilliant handling dynamics. But the aggressive riding posture restricts its audience while maintenance is also significantly higher but it's a hugely impressive motorcycle. The Hero Karizma ZMR offers decent performance, supple ride, neutral handling, and comfortable riding dynamics at a good price. But the styling isn't pleasing on the eyes and despite the hike in power the powerplant feels unrefined and its lacks the engineering proficiency of its rivals.

Specification Sheet:

Features:

The Yamaha Fascino gets retro styled analogue instrument console that is pleasing on the eyes. The Yamaha Fascino also sports a small storage space near the key fob which is useful to store small water bottle, wallet, phone etc. The Yamaha Fascino also has the largest under seat storage at 21 litres which is a useful feature. According to Yamaha, the seats are 7mm thinner around the edges to allow the riders leg easily reach the tarmac. In terms of features there isn't too much that the Fascino has on offer with respect to the Mahindra Gusto and the TVS Jupiter.

The Gusto being a Mahindra offering is loaded with features, some of which are a 'first' for scooters in our market. The biggest talking point about the Mahindra Gusto is the manual seat height adjustable option. The seat height can be raised or lowered manually by 35mm, which is beneficial to riders of different height. Another clever feature on the Gusto is the self-locking mechanism on the seat that maintains the seat in an upright position without the rider having to hold it manually. This feature is useful while accessing the under seat storage space and when refuelling the scooter. Below the instrument console is a spring loaded storage where rider can store various knickknacks like a mobile phone, wallet etc. The Mahindra Gusto also gets a remote flip key which is a first for any scooter in our country.

The highlight about the TVS Jupiter is its conveniently positioned external fuel filler cap, which save the rider from the tiring drill of getting off the scooter to access the under seat fuel filler cap. The TVS Jupiter also gets equipped with a pass light (first for any scooter in India) and an eco and power mode indicator to extract better fuel efficiency. Like the Mahindra Gusto, the TVS Jupiter has a kick start lever directed towards the rider which means unlike conventional scoters the rider can sit on the scooter and kick start it.

The Honda Activa has the least amount of features in comparison to the Mahindra Gusto and TVS Jupiter. The Honda Activa sports an anti-theft key shutter as seen on the TVS Jupiter and the useful Combi braking system. Another noticeable feature on the Honda Activa is the convenient lift-up independent cover (CLIC mechanism) that enables the rider to lift up the entire rear body cover easily to access the engine.

Engine:

Contrary to popular belief the Fascino will not debut Yamaha's new 125cc motor but will come with the existing 113cc engine as in the rest of the Yamaha India portfolio. It develops 7.1PS of maximum power and 8.1Nm of peak torque. This makes the Yamaha Fascino the least powerful scooter among the lot.

Powering the Mahindra Gusto is an indigenously developed 110cc motor that Mahindra calls M-Tec. The single-cylinder, air-cooled unit churns out 8PS at 7,500rpm and peak torque of 9Nm at 5,500rpm. The TVS Jupiter's 110cc air-cooled motor is closely matched as it pumps out 8PS at 7,500rpm and 8Nm at 5,500rpm. Similarly, the Honda Activa's 109cc, single-cylinder mill generates 8PS at 7,500rpma and peak torque rating stands at 8.74Nm at 5,500rpm. All the scooters transmit power to the rear-wheel via a CVT transmission.

Suspension and Chassis:

The Yamaha Fascino employs a telescopic front suspension and coil type hydraulic suspension at the rear. The TVS Jupiter and the Mahindra Gusto also mirrors the same suspension setup. The Honda Activa applies a trailing link suspension at front and a spring loaded hydraulic type at the rear. In terms of the suspension setup the Yamaha Fascino, Mahindra Gusto and TVS Jupiter score high as the Activa's trailing link suspension translates to a harsh ride quality.

The Mahindra Gusto and the TVS Jupiter employ large 12-inch dia wheels which aid in handling while the Yamaha Fascino and the Honda Activa run on smaller 10-inch wheels. In terms of wheelbase, the Activa has the shortest wheelbase at 1,238mm whereas the Yamaha Fascino comes second at 1,270mm while the Jupiter and Gusto are tied at 1,275mm. The Mahindra Gusto has the highest ground clearance at 165mm followed by the Honda Activa at 153mm whereas the Jupiter is marginally behind at 150mm. Yamaha claims minimum ground clearance of 128mm for the Fascino.

Talking about weight, the Yamaha Fascino is the lightest of the lot as tips the scale at just 103kg followed by the TVS Jupiter at 108kg. The Honda Activa weighs in at 110kg while the Gusto is the heaviest as it tips the scale at 120kg. The Mahindra Gusto has the highest fuel tank capacity at 6 litre while the Fascino has 5.2 litre. The TVS Jupiter and Honda Activa have 5 and 5.3 litre respectively. The Yamaha Fascino has a under seat storage of 21 lire while the Honda Activa is at 18-litre followed by Jupiter at 17 litre and Mahindra haven't revealed the storage space for the Gusto but we suspect it to be around 15 to 16 litre.

Price andamp; Fuel Efficiency:

The Yamaha Fascino has been priced at Rs 52,500 which makes it the most expensive scooter of the lot with a sizeable margin. The Mahindra Gusto is offered in two variants andndash; Dx and Vx. For this spec compare we have selected the top-spec Vx variant which has been priced at Rs 48,850. The TVS Jupiter retails for Rs 47,339. The Honda Activa carries a sticker price of Rs 49,634 (ex-showroom Delhi. In terms of fuel efficiency, the Yamaha Fascino leads the charge with a claimed figure of 66kmpl which is the highest for any scooter on sale currently. Mahindra claims a mileage of 63kmpl for the Gusto. The TVS Jupiter follows it with a claimed fuel efficiency of 62kmpl while claims that the Activa will run 60km in a litre of petrol.

The new Tiger's been an impressive bike since we first rode it, and for me, it ticks all the right boxes of a great all-round bike; the adventure credentials just come in as an add-on premium, even though that's what it's been marketed as. The 2015 Tiger 800 XCx is the top-of-the-line off-road focused range, with standard ABS, traction control as well as cruise control and the addition of Riding Modes to tackle any terrain.

Suzuki's V-Strom has been around since 2002 when Suzuki first set foot into adventure-bike territory with the original V-Strom 1000. The latest 2014 V-Strom 1000 ABS is almost entirely new, with a bored out 996cc engine of its predecessor, new aluminium frame, new suspension, new design, refined ABS and three-position traction control system.

We top up the tanks and take these two bikes to the closest foothills of the Himalayas for a dose of adventure. Let the games beginandhellip;

Design:

Suzuki V-Strom 1000 ABS: rating_3.5_rating

Triumph Tiger 800 XCx: rating_4.0_rating

As far as looks go, the Suzuki follows the adventure bike design to the 't', and the front is imposing and has tremendous presence andndash; with its tall stance and the 'beaked' styling that seems to be the norm for adventure bikes these days. Large wheels, wide seat, front windscreen, good ground clearance and a large fuel tank complete the adventure look.

The V-Strom's stance and proportions make it intimidating, and unless you have a thing for adventure bikes, you won't quite easily fall in love with the Strom's looks. But give it a while, and you begin to appreciate it, and it starts looking friendly even; well at least, it did to me.

The Tiger also follows similar 'beaky' adventure bike styling. A narrower section front tyre, with a larger 21-inch spoked front wheel gives it a more suitable off-road personality. It also looks sharper, with those dual headlights beaming under the large windscreen.

Then there's the 'titanium' powder coated frame, and engine protection guards sloping around the sides of the in-line triple. From the rear, the Tiger looks taller than the V-Strom, with a taller rear seat. Taller riders may not notice this, but for shorter riders, the lower rear seat of the V-Strom will be easier to swing a leg over.

Engine and gearbox:

Suzuki V-Strom 1000 ABS: rating_4.0_rating

Triumph Tiger 800 XCx: rating_4.5_rating

As its name implies, the V-Strom is powered by a 1037cc, 90-degree V-twin engine, making 99PS of power and 103Nm of peak torque, rolling in at 4,000rpm. The torque is available at low and mid revs, making it a grunty machine in all gears. The throttle response however, catches you by surprise with its 'jumpy' nature. Some riders may like this 'urgent' throttle response but it's not something which is smooth or proportionate to the revs.

The V-Strom's engine is one of the more refined V-twin setups that I've ever ridden and with the low-end grunt, it makes it a very easy and capable tourer. Rapid overtaking on the highway is a breeze with just a simple rolling on the throttle. The gearbox slots easily and certainly, but compared to the slick 'box of the Triumph, the Suzuki's gearbox feels clunky, just so slightly. Although it's capable of achieving high triple digit speeds, the powerband seems to lose its punch above 6,000rpm, giving a flat-ish feel at high revs.

The Tiger's 800cc in-line triple engine, on the other hand, has got a completely different character. Slot it in Road mode and the Tiger behaves like a sedate commuter. Road mode is quite suitable for use within the city or in traffic. Sixth gear is good for 50kmph riding in the city and high triple digit speeds as well on the highway. But switch the throttle map to Sport and the Tiger changes character. You will be tempted again and again to rev it to its limits and use all of the 94PS on tap.

The new Tiger's gearbox uses parts from the Daytona 675R, and it shows. The gears slot in smoothly and precisely, and working that superb in-line triple through its paces and the gears is a very pleasurable experience indeed. It's an engine that will keep almost every kind of rider happy; not too overwhelming and adequate entertaining performance.

The 150cc segment had witnessed a plethora of action last year as Yamaha rode in the fuel injected versions of the FZ and Fazer, Hero brought the new Xtreme and Suzuki launched the game changing Gixxer. 2015 follows this trend as Honda replaced the iconic Unicorn with the Unicorn160 while Suzuki introduced the Gixxer SF which is the faired version of the stock bike. Among all this action, the segment leader was being a mute spectator. Bajaj Auto broke its silence and unleashed the new Pulsar AS150 recently. The Pulsar AS150 is the first offering from the next generation 150cc Pulsar family and is an important bike for the Chakan based manufacturer.

Although the Pulsar AS150 has been christened as an Adventure Sport motorcycle, in our books the bike is more suited to regular commuting and touring than trail riding and so is the Suzuki Gixxer SF. So which of the two bikes should be parked in your garage? Well we ride both the motorcycles on some scenic roads on the outskirts of Pune to get you the answer.

Design andamp; Features:

Bajaj Pulsar AS150 andndash; rating_4.0_rating

Suzuki Gixxer SF andndash; rating_4.0_rating

With its full fairing, the Gixxer SF is definitely the most handsome bike among the duo especially with the Suzuki MotoGP livery on it. The new fairing with its creases and scoops does look good and the muscular tank flows well with the overall design. The Suzuki Gixxer SF definitely grabbed eyeballs wherever we went and can be easily passed off as a higher displacement motorcycle. The only grouse with respect to its styling is the triangle shaped tail lamp that just doesn't gel well with the overall design. The Bajaj Pulsar AS150 is the first 150cc Pulsar to be equipped with a quarter fairing. The sculpted windscreen and the large headlamp make the Pulsar AS150 a striking looking motorcycle especially in the vibrant red shade the test bike was draped in.

The manner in which the new quarter fairing has been integrated to the existing Pulsar 200NS design needs to be commended. It also gets equipped with projector headlamp which is a segment first. The Suzuki Gixxer SF employs an all digital instrument cluster that houses a plethora of information like gear indicator, shift light, tripmeter, odometer, clock etc. The Pulsar AS150 on the other hand sports a semi digital console with a large analogue tachometer taking centre stage. On the go, the Pulsar AS150's semi digital instrument is easy to read as the Gixxer SF's displays looks cluttered. Talking about switch gear quality, the one on the Bajaj Pulsar AS150 is excellent while the one on the Gixxer SF is decent. But the Japanese motorcycle is better put together with tighter panel gaps while the Pulsar AS150's fairing did rattle while riding over broken roads.

Engine and Performance:

Bajaj Pulsar AS150 andndash; rating_4.0_rating

Suzuki Gixxer SF andndash; rating_4.0_rating

The Pulsar AS150 houses the most powerful air-cooled 150cc motor on sale currently. The single-cylinder air-cooled DTS-i motor engine gets equipped with 4-valves and pushes out 17PS at 9,500rpm and 13Nm of peak torque at 7,000rpm. The Suzuki Gixxer SF on the other hand churns out 14.8PS of power and a healthy 14Nm of torque. The power difference can be felt immediately, open the throttle and the Pulsar AS150 picks momentum with great gusto and is definitely the faster bike with respect to acceleration and top speed.

Although the Suzuki Gixxer SF cannot match the grunt of the Pulsar AS150, what works for it is its engine refinement and the motor feels better engineered than the Bajaj offering. The new Pulsar AS150 is better with respect to NVH levels in comparison to its predecessor. But the Gixxer SF'S powerplant is more refined and it doesn't feel strained even at the apex of its performance. It's the same case when it comes to gearbox as the Gixxer SF's gear shift feel more crisper and positive in comparison. We would have also preferred better cutch progression on the Pulsar AS150 as it felt a bit jerky. On the highway both the motorcycles can hold speeds around 100kmph without much strain and this is really beneficial while touring. Riding both the motorcycles is an easy affair owing to the well spread gear ratios.

Ride, Handling and Braking:

Bajaj Pulsar AS150 andndash; rating_4.0_rating

Suzuki Gixxer SF andndash; rating_4.0_rating

Talking about riding posture, the Bajaj Pulsar AS150 employs raised clip-on bars and the slightly rear set foot pegs on the Pulsar AS150 results in a slightly sporty but comfortable riding position. The Suzuki Gixxer SF on the other hand employs a flat handle bar which results in an upright riding posture. While the upright riding stance doesn't gel with the sporty styling of the bike, it's a boon while spending long hours aboard the saddle. Also the seat height of the Pulsar AS150 is on the higher side and short riders might find it difficult to embark and disembark from the saddle. The Suzuki Gixxer SF employs a diamond type frame while the Bajaj offering adopts a perimeter frame sourced from the Pulsar 200NS.

The new frame has worked wonders for the Pulsar AS150 as the bike attacks corner with great enthusiasm. The Suzuki Gixxer SF has great handling dynamics and it's among the highlights of the motorcycle. The chassis is very communicative and it was a joy to ride the bike on the twisties. It was a close contest between the duo but the Gixxer SF was marginally better as it tipped from one corner to another with lesser effort. Suspension duties on both the bikes are handled by telescopic forks at front and a monoshock unit at rear. Ride quality is decent as the Suzuki and Bajaj offering handled broken roads and undulations with ease. Anchorage is provided by disc brake at front and a drum unit at rear which do a great job of shedding speeds. We found the brake lever on the Pulsar AS150 a bit spongy while we would have liked better progression in the Gixxer SF brakes.

Fuel efficiency and Pricing:

Bajaj Pulsar AS150 andndash; rating_4.5_rating

Suzuki Gixxer SF andndash; rating_3.5_rating

The DTS-i and 4-valve technology has helped the Pulsar AS150 in extracting better mileage from the new 150cc motor and it wins the fuel efficiency battle. The Pulsar AS150 returned us an overall figure of 52kmpl while the Suzuki Gixxer ran 47km on a litre of fuel. Both the bikes have an equal tank capacity of 12 litres. The Suzuki Gixxer retails for Rs 86, 805 for the MotoGP livery edition while the Pulsar AS150 carries a sticker price of Rs 79,000. The cut throat pricing by Bajaj makes the Pulsar AS150 a better value for money proposition as it's almost Rs 8,000 cheaper than the Gixxer SF which is a significant amount. Note: Both the prices mentioned are ex-showroom Delhi.

Verdict:

Bajaj Pulsar AS150 andndash; rating_4.0_rating

Suzuki Gixxer SF andndash; rating_4.0_rating

At the end of the day, it was a tough call to pick a winner among these motorcycles as both the bikes make a curious case for themselves. The Suzuki Gixxer SF is definitely the better engineered motorcycle and also has the visual appeal and the handling dynamics going for it. The Pulsar AS150 on the other hand has the advantage of performance, dealer network, fuel efficiency and better features. Also one cannot discount the Rs 8,000 pricing advantage the Bajaj Pulsar AS150 offers, so it's the Pulsar AS150 that wins this battle but only by a whisker.

Features:

The Yamaha Fascino gets retro styled analogue instrument console finished in white that is pleasing on the eyes. It also sports a small cubby hole near the key fob which is useful to store small water bottle, wallet, phone etc. The Yamaha Fascino also has the largest under seat storage at 21 litres which is a useful feature. But despite the large space, it cannot swallow a full face helmet. According to Yamaha, the seats are 7mm thinner around the edges to allow the riders leg easily reach the tarmac. The Vespa VX also gets an analogue styled instrument cluster which is easy to read on the go. The Italian scooter also gets equipped with three-spoke alloy wheels and beige colours saddle. The Honda Activa 125 is the only scooter in its segment to offer a part-analogue-part-digital instrument console. Honda hasn't divulged the under seat storage space but we assume it to be around 17 litres. The Honda Activa 125 gets equipped with anti-theft key shutter.

Engine:

It was rumoured that the new Yamaha Fascino will debut the first 125cc motor for the Japanese two-wheeler manufacturer but that wasn't to be. The Fascino is powered by a single-cylinder, air-cooled unit with 113cc displacement motor. The Yamaha mill churns out 7.1PS of maximum power and 8.1Nm of peak torque which makes it the least powerful among its rivals given the displacement handicap. The Vespa VX is powered by a 125cc motor and is equipped with three valves. The air-cooled motor produces 10PS of power and 10.6Nm of torque. The Honda Activa 125 is powered by a 125cc, single-cylinder motor pumping out 8.7PS and 10.1Nm of torque.

Suspension and chassis:

The Yamaha Fascino employs a telescopic front suspension and coil type hydraulic suspension at the rear. The Honda Activa 125 also ape similar suspension specifications which should result in decent ride quality. The Vespa VX uses a unique single side front suspension and hydraulic rear shock absorber. The Yamaha Fascino runs on 10-inch pressed steel rims while the Vespa and Honda offering employ alloy wheels. The Activa 125 has a large 12-inch front wheel which should endow it with better high speed stability.

The Yamaha Fascino runs on tube tyre while the Honda and Vespa offering employ tyres. Talking about braking, the Yamaha Fascino uses drum brake at front and rear. The Vespa VX and Activa 125 employ disc brake (optional on Activa 125) at front while the Honda scooter gets the benefit of combi braking system (CBS). The Yamaha scooter tips the scale at 103kg while its Japanese counterpart weighs in at 110kg while Vespa haven't divulged the weight of the VX.

Price and Fuel Efficiency:

The Yamaha Fascino has been priced at Rs 52,500 which makes it the cheapest scooter among the lot. The standard variant of the Honda Activa 125 retails for Rs 55,689 while the disc brake variant has been priced at Rs 61,857. The Vespa VX carries a sticker price of Rs 72,000 making it the most expensive scooter among the trio. The Yamaha scooter leads he charge with respect to fuel efficiency as Yamaha claims an overall mileage of 66kmpl. The Honda active 125 returned as an overall figure of 49kmpl when we tested it last year. The Vespa VX is the least fuel efficient with an overall mileage of 44kmpl.

When one pictures frugal commuter motorcycles, Yamaha is one name that doesn't strike your mind first. The Japanese two-wheeler giant renowned for its engineering prowess has been present in the Indian commuter market for many years, yet it hasn't left a mark in this segment. It's the 150cc range of motorcycles that have helped establish them in our motorcycle market. But the Japanese manufacturer knows that it really needs to penetrate the commuter segment to increase its volumes as they form the bulk of the two-wheeler sales. The commuter segment can also be split into two segments andndash; 110cc and 125cc segment and it is the later where Yamaha wants to focus its attention with the newly launched Saluto. But the task on its hand isn't easy as it will compete against Honda's highest selling motorcycle globally andndash; the CB Shine. The Honda CB Shine has dominated proceedings in the 125cc segment with sales over 30 lakh units since its debut in India. Has Yamaha cracked the code of the CB Shine success with the new Saluto? Read on..

Design and Features:

Yamaha Saluto: rating_4.0_rating

Honda Shine: rating_3.5_rating

Yamaha designers have endowed the Saluto with edgy and sharp lines to make it stand apart from its rivals. The raked bikini fairing with creases is sharp and striking. The pentagonal shaped pilot lamp that sits between the headlamp and the windscreen is a neat addition and gives the Saluto a distinctive face. The black strip (metal fuel tank) running through the centre does look good and we should point out that the tank has been wrapped on both the sides with plastic panels. The side panels do flow well with the edgy design but we found the tail lamp unit to be a bit flat and stretched.

The Honda CB Shine has a more conservative styling in comparison to the Saluto with more rounded lines. The Honda offering has a typical commuter styling which is a bit boring but seems to have worked for the mature buyers who are the target audience of the motorcycle. Talking about features, both the motorcycles get equipped with alloy wheels, electric start, alloy grab rails and tubeless tyres. The Yamaha and Honda offering employ an analogue instrument console with speedometer, odometer and fuel gauge. The CB Shine's twin pod unit feels more pleasing on the eye. Switch gear quality is decent on both the bikes but the CB Shine's felt better designed ergonomically. Overall build quality of both the motorcycles is good and they are solidly put together.

Engine and Performance:

Yamaha Saluto: rating_3.5_rating

Honda Shine: rating_4.0_rating

Powering the Yamaha Saluto is a all-new 125cc displacement engine churning out 8.3PS at 7,000rpm and 10.1Nm of torque at 4,500rpm. While the power output seems a bit less in comparison to its rivals, the 112kg kerb weight has helped the Saluto in making up the power deficit. It's a bit slow off the line but has a strong mid-range which helps it with good roll on accelerations. It also has better top end compared to the Honda CB Shine, but what really disappointed us was its lack of engine refinement. The Saluto engine isn't refined like other Yamaha powerplants and vibes can be felt from handlebars, footpegs and tank even at lower speeds. Power is transmitted to the rear-wheel via a 4-speed gearbox that offer crisp gear shifts.

The Honda CB Shine is propelled by a 125cc, air-cooled unit developing 10.7PS of power and 10.5Nm of peak torque. The Honda offering has brisk acceleration and a decent mid-range which is useful for riding in city traffic. The CB Shine feels happy at cruising speeds around 60kmph but at higher speeds the motor feels strained. We must point out that the Honda engine is also vibey as despite the bar-end weights, the handlebar feels juddery. Having said that, the overall refinement is better than the Yamaha Saluto. The gearbox on the CB Shine felt a bit notchy and cumbersome in comparison.

Ride, Handling andamp; Braking:

Yamaha Saluto: rating_3.0_rating

Honda Shine: rating_4.0_rating

Suspension duties on both the motorcycles are handled by telescopic front forks and twin hydraulic shocks at the rear. The Yamaha Saluto feels the stiffer among the duo while the Honda CB Shine offered a plusher ride quality. The stiff suspension setup though benefits the Saluto with respect to handling. A commuter has to be quick on its feet and change directions swiftly and on this aspect the Yamaha motorcycle scores highly. It changes direction in a lightning quick manner and also has the shorter turning radius.

Another factor helping the Yamaha Saluto in agility is the fact that its 9kg lighter than its Japanese rival. The Honda CB Shine that we tested came equipped with optional front disc brake with CBS (combi brake system). So it wasn't surprising that the Honda had better braking performance. The Yamaha Saluto was offered with only drum brakes at front and rear at the time of launch but recently optional front disc brake has been added. The current drum brake setup on the Saluto lack bite and feel and braking performance was disappointing.

Riding Ergonomics andamp; Pillion Comfort:

Yamaha Saluto: rating_3.0_rating

Honda Shine: rating_4.0_rating

Being commuter motorcycles, the Honda CB Shine and Yamaha Saluto have raised handle bars and centre-set footpegs. Riding posture on both the bikes is upright and comfortable. But the Yamaha Saluto felt a bit narrow and cramped for our likening. Even the handlebars felt a bit confined as opposed to the wide bars of the Honda CB Shine. The cushioning of the seat on the Saluto is too soft while the CB Shine's is firmer and overall it has better riding dynamics among the duo especially for larger built consumers. The wider seats of the Honda motorcycle and suppler suspension meant that it scores highly on pillion comfort. The long seat on the Yamaha Saluto though is good for riding with more than one pillion which though is illegal, is a common affair in rural market.

Fuel economy andamp; Pricing:

Yamaha Saluto: rating_4.0_rating

Honda Shine: rating_3.5_rating

Yamaha claims that the Saluto is among the most frugal 125cc motorcycles in the market with 78kmpl (claimed figure). But in real world conditions both the Japanese motorcycles will return an overall mileage of around 65 to 70kmpl if ridden sedately. The Honda CB Shine though has better range owing to its 11 litre fuel tank while the Saluto has a meagre 7.6 litre tank capacity. The base version of the Yamaha Saluto has been priced at Rs 52,000 while the recently launched disc brake version carries a Rs 2,500 premium. The Honda CB Shine comes in three variants andndash; the base variant retails for Rs 55,559, the disc brake variant at Rs 58,736 and the top-spec CBS variant carries a price tag of Rs 61,299. With the respect to value, the Yamaha Saluto clearly leads the way.

Note: All prices mentioned are ex-showroom Delhi.

Verdict:

Yamaha Saluto: rating_3.5_rating

Honda Shine: rating_4.0_rating

The Yamaha Saluto is a decent effort by the Japanese two-wheeler manufacturer. It addresses all the basic necessities of a 125cc commuter motorcycle customer with the added bonus of snazzy styling. But there are some rough edges like brakes, switch gear quality, vibey engine etc that Yamaha needs to address. The Honda CB Shine despite its limited updates in the past few years still remains an excellent 125cc motorcycle. It is comfortable, frugal and reliable an aspect where the Yamaha Saluto remains untested. So if you're on a budget and looking for a 125cc commuter go for the Yamaha Saluto but are willing to stretch a bit, well you can't go wrong with the undisputed king of the segment- Honda CB Shine.

Spec Sheet:

1.) Engine: At the core of all motorcycles in this segment is performance. In fact, buyers looking to invest on any of the above motorcycles are making a shift from entry-level performance offerings, which put the Yamaha YZF-R3, Kawasaki Ninja 300 and the KTM RC390 on the same battleground despite the vast difference in cost.

Let's start with the new kid on the block andndash; the Yamaha YZF-R3. The R3 gets a 321cc parallel twin cylinder liquid-cooled engine that makes 42PS and 29.6Nm. On paper, the Kawasaki Ninja 300 falls back with its 39PS of power and 27Nm of torque. Aside from the 3PS and the 3Nm advantage that the tuning fork offering has over the Ninja, it must also be noted that the former makes its peak power and torque earlier too. If that isn't enough, Yamaha has been smart in keeping the R3's weight in check which stands 3kg lighter than the Ninja 300. Yamaha says part of the weight reduction has come thanks to the use of steel diamond type frame instead of a perimeter one. But we think there this move has also been done to keep the costs in check. In fact, the swing arm too is steel instead of an alloy construction.

Meanwhile the KTM RC390, despite being a single cylinder 373.2cc offering makes slightly more power and considerably higher torque than the R3 as well as the Ninja 300. The RC390 makes peak power of 43.5PS and maximum torque of 35Nm. Wondering how a single cylinder unit can make more power and torque than parallel twin offerings? The 373cc unit of the KTM has a longer bore and stroke than its rivals in discussion. Moreover, the RC 390 even weighs a lot less than both the other bikes. However, one can't simply ignore the fact that the R3 and the Ninja 300 being parallel twin offerings are a lot smoother than the RC 390.

2.) Features: This is one aspect where the Yamaha R3 falls behind the Kawasaki Ninja 300 as well as the KTM RC390. It does get a semi-digital instrumentation, disc brakes at the front as well as at the back and an adjustable monoshock suspension setup at the back. But these features are found on both the other motorcycles as well. The Kawasaki gains an edge thanks to its slipper clutch while the KTM RC390 comes with ABS as a standard equipment. Both these features are missing from the R3. It must be noted that at 160mm the Yamaha offering has the maximum ground clearance as opposed to the KTM's 157mm and the Kawasaki's 125mm. The KTM RC390 despite being the cheapest of the three sports Metzeler tyres while the Yamaha and the Kawasaki gets MRF and IRC rubber respectively.

3.) Price: Now for the price. Needless to say there is a vast difference in the price of the KTM RC390 and the two parallel twin motorcycles. But one needs to understand that the premium paid is not just for an extra cylinder but also for the refinement that comes with it. Moreover, the quality of parts on the Yamaha R3 and the Kawasaki Ninja 300 is far better than what we get on the KTM RC390.

The Made-in-India KTM RC390 has been priced at Rs 2.14 lakh while the Yamaha R3 and the Kawasaki Ninja 300 both of which come as CKD kits in India, are priced at Rs 3.25 lakh and Rs 3.65 lakh respectively. Yamaha was the last of the three offerings to enter the segment and has smartly undercut the Kawasaki Ninja 300 but at the same time demands a premium over the KTM RC390.

Dimensions and cycle parts:

All the three bikes employ a diamond type frame, having ridden the Suzuki Gixxer and Yamaha FZ-S FI we have to say that the Gixxer has an upper hand on the handling front but the Honda Hornet 160R with its 140mm section rear tyre should make life difficult for the Suzuki offering. It's the same case with suspension as well; all the three bikes ride on telescopic front forks and a monoshock unit at the back. Talking about braking, the Suzuki Gixxer and the Yamaha FZ-S FI employ disc brake at front and drum brake at rear. The Honda Unicorn 160R will feature disc brake at front and rear while CBS will be an optional extra. The wheelbase of the Yamaha FZ-S FI and Suzuki Gixxer is similar at 1,330mm, Honda hasn't given the figures for the Hornet 160R but we expect it to be similar to the Unicorn 160 at 1,324mm. Ground clearance of the Yamaha and Suzuki is also same at 160mm while expect the Honda Hornet 160R to have 150mm. The Yamaha FZ-S FI is the lightest at 132kg while the Gixxer comes second at 135kg expect the Honda Hornet 160R to tip the scale around 136-140kg.

Features:

With respect to features all the motorcycles get loaded with the latest "wants" of consumers in this segment. The Honda Hornet 160R, Suzuki Gixxer and Yamaha FZ-S FI feature an all-digital instrument console. The Gixxer has the added benefit of gear indicator and shift light. The Gixxer and Hornet 160R feature LED tail lamp while the Yamaha FZ-S FI skips on this detail. The Honda Hornet 160R is the only motorcycle to not feature an engine kill switch. The lack of an engine kill switch we feel is unacceptable at this price point. The Honda Hornet 160R though is the only motorcycle to feature LED pilot lamps that look unique. Alloy wheels, tubeless tyres are a standard affair while the Suzuki Gixxer misses out on split seats. The Honda Hornet 160R and the Suzuki Gixxer get the option kick start while the Yamaha FZ-S FI only has the option of electric start.

Engine:

Honda officials haven't revealed specification of the Hornet 160R yet. But we have a feeling it will be the same powerplant as seen on the Honda Unicorn 160 that was launched earlier this year. The 163.7cc, air-cooled motor churns out 14.5PS of max power and peak torque rating of 14.6Nm. It definitely has the displacement advantage and for this purpose is also the most powerful motorcycle with respect to its rivals. The Suzuki Gixxer comes second with a 155cc mill producing 14.8PS at 8,000rpm and 14Nm of peak torque at 6,000rpm. The Yamaha FZ-S FI is the least powerful among the trio as the 149cc motor pumps out 13.1PS of power and 12.8Nm of maximum torque. All the motorcycles employ a 5-speed gearbox. The Yamaha FZ-S Version 2.0 is the only motorcycle to feature fuel injection.

Pricing and fuel efficiency:

To improve fuel efficiency all the three motorcycles takes use of technology. Yamaha calls it Blue Core; Hornet 160R goes for Honda Eco Technology while the Gixxer makes use of Suzuki Eco Performance. Talking about fuel efficiency the Yamaha FZ-S and Suzuki Gixxer return around 44kmpl, having ridden the Unicorn 160 it is safe to assume that the Honda Hornet 160R will have a mileage figure of around 47kmpl. Also from past experience we can say that the Yamaha FZ-S is definitely the most refined motor among the trio with the Suzuki and Honda offering coming a close second. Talking about pricing the Suzuki Gixxer has been priced at Rs 75,040 while the Yamaha FZ-S FI has been priced at a premium owing to the fuel injection tech and carries a sticker price of Rs 82,659. The Honda Hornet 160R is expected to be priced around Rs 77,000 to 80,000. Note: All prices mentioned are ex-showroom Delhi.

When one talks about scooters, practicality is the first word that crops up in your mind and that's the main reason for its success. Scooter sales have gone through the roof with the advent of new products every passing year. One of the aspects where scooters have somewhat got stuck is the styling department. Until a few years back most of the scooters in our market almost looked identical with a neutral design language to please the masses. With young buyers coming into the fray, importance of styling gladly has been understood by manufacturers. One such stylish entry was the Yamaha Fascino that was launched earlier this year. The combination of retro and modern styling elements make the Yamaha Fascino among the prettiest scooter in our market. Its closest competitor on the styling front is the Vespa VX, but the almost Rs 20,000 price nullifies the comparison. But there is one 110cc scooter with its quirky and sharp design makes for an interesting contender... reason enough to pit the Yamaha Fascino against the TVS Scooty Zest.

Design andamp; Features:

Yamaha Fascino: rating_4.0_rating

TVS Scooty Zest: rating_4.0_rating

The biggest talking point about the new Yamaha Fascino is its styling. The European influence cannot be missed, but thankfully it's not a complete rip off. The Fascino features a handlebar mounted headlamp which is triangular in profile, giving the scooter a distinct face. The indicators have been mounted on the body panel with the Yamaha logo adorned in a chrome plaque. The curves of the Fascino can be best appreciated in profile and we especially liked the manner in which the rear body panel swoops down. The beefy exhaust muffler also flows smoothly with the overall design and the 3D Fascino badge along with chrome panels gives it an upmarket feel. The large tail lamp look good but the black plastic panel above it seems a bit odd. While the design of the Yamaha Fascino can be termed as mature and sophisticated, the TVS Scooty Zest's styling is youthful and brazen. The first thing one would notice is the petite dimensions of the scooter but TVS designers have used the black accents and graphics cleverly to mask this fact.

The most interesting design detail of the Scooty Zest has to be its raked out front fairing and the beak shaped lower panel that also acts as a mudguard. The blackened out front forks, alloy wheels and the chrome heat shield on the muffler further enhances the design appeal. The TVS Scooty Zest gets a LED tail lamp that is integrated into the rear panel while the indicators have been placed on the side panel which endows the scooter with an odd but unique tail section. Both the scooters employ an analogue instrument console while the Scooty Zest gets eco and power mode indicators. Switch gear quality of the both the scooters is good but the Yamaha Fascino feels better put together among the two as the screws on our long term Scooty Zest had rusted within six months of use. Also both the scooters employ a plastic fiber body to keep kerb weight under check. The Fascino gets a cubby hole besides the keyhole to store mobile phone or wallet while the Scooty Zest gets a more spacious front glove box. The Yamaha Fascino has better under seat storage capacity at 21 litres but we must point out that though the Scooty Zest has 2 litres less space, it managed to swallow a full face helmet which the Yamaha offering couldn't.

Engine and Performance:

Yamaha Fascino: rating_4.0_rating

TVS Scooty Zest: rating_4.0_rating

Powering the Yamaha Fascino is a 113cc motor producing 7.1PS of power and 8.1Nm of torque. The above numbers are a bit disappointing when one compares it to competition and owing to this fact the Fascino isn't the fastest scooter in the market. It feels a bit sluggish to gather momentum but has a strong mid-range and top end. This nature means that the Fascino could easily cruise between speeds of 60 to 70kmph. The Yamaha engine isn't extremely refined and trifling vibrations could be felt through the floor board throughout the revv range. The TVS Scooty Zest employs the same 110cc motor as seen on the TVS Jupiter. The air-cooled, single-cylinder mill churns out 8PS of power and peak torque of 8.7Nm. Given the better power figures, it isn't surprising that the Scooty Zest trumps the Fascino in the performance department. Also the fact that it weighs just 98kg endows the Scooty Zest with brilliant power-to-weight ratio.

This translates into swift acceleration and the scooter picks up momentum with eagerness. The punchy acceleration is very useful while riding in city traffic for overtaking and we feel the Scooty Zest is among the most fun to ride scooters on sale. But we would have appreciated better refinement and a quieter engine note from the TVS powerplant. Talking about fuel efficiency, the Yamaha Fascino has been equipped with the patented Blue Core technology to reduce friction among the mating parts and improve the combustion efficiency of the motor. Yamaha claims that the Fascino has a mileage figure of 63kmpl which makes it the most fuel efficient scooter in our market. TVS claims a fuel efficiency figure of 62kmpl for the Scooty Zest but having the scooter as part of our long term fleet we received an overall mileage figure of around 50kmpl.

Ride, Handling and Braking:

Yamaha Fascino: rating_3.5_rating

TVS Scooty Zest: rating_4.0_rating

The petite dimensions and the low kerb weight means that the TVS Scooty Zest wins the agility battle as it zips through the tightest of the gaps effortlessly. The Yamaha Fascino isn't a slouch with respect to nimbleness and has better stability while cornering at high speeds and feels better planted. Braking on both the scooters is done by drum brakes at both the ends and the Yamaha Fascino wins this battle convincingly. The bite and feedback through the levers is better compared to the TVS offering, the only qualm being the minor judder of the front forks.

Verdict:

Yamaha Fascino: rating_3.5_rating

TVS Scooty Zest: rating_4.0_rating

After an eventful day of testing both these scooters, it decision time. The TVS Scooty Zest is definitely the more fun to ride scooter owing to its peppy powerplant and agility. It also has better storage space, features, benefit of tubeless tyre, and of course pricing. The TVS Scooty Zest retails for Rs 44,900 while the Yamaha Fascino retails for Rs 52,500 (both prices ex-showroom Delhi). With a Rs 7,500 price advantage which is a considerable amount for a scooter consumer.

But the seductive styling of the Fascino will make you stand apart from the crowd and this could be gauged from the eyeballs it grabbed wherever we went during the photo shoot. It also has better build quality, fuel efficiency and the added advantage of Yamaha's engineering prowess. The TVS Scooty Zest makes more sense with respect to value and as an overall product. But not all decisions in life are made from the mind... just like the Yamaha Fascino andndash; a scooter that appeals to your heart.

Come November, legendary Italian superbike brand MV Agusta will launch their bikes in India in association with the Kinetic Group. Imported as completely built units (CBUs), the MV Agusta range will though come at a price. And one of the entry-level bikes expected is the MV Agusta Brutale 800.

The Brutale 800 is not a litre-class bike, unlike the Triumph and the Kawasaki in this spec comparison. But the Brutale 800 makes comparable power to both the Speed Triple and the Z1000 and will be sold in India in a similar price bracket.

Both the Triumph Speed Triple and the Kawasaki Z1000 already have a niche, yet sizeable fan following in India, for their edgy looks and entertaining performance. The MV Agusta Brutale 800 will clearly have its task cut out, to create a niche in the performance streetfighter market in India.

Styling and Design:

The MV Agusta Brutale 800 clearly has an edge in the looks department with its all-muscle naked street presence. Even standing still, the Brutale 800 screams out performance and looks stunning, from any angle.

Mass forward design, dominated by the almost completely exposed three-cylinder engine, cradled by the distinctive trellis frame on top and the compact exhaust system underneath, further adds to the striking road presence of the MV Agusta Brutale 800.

The Kawasaki Z1000 has its own unique personality. One glance and the ferocious, predatory looks of the Z1000 are certain to demand a closer look at this Japanese road warrior.

Raw appeal, animal aggression and rippling muscles andndash; that should more or less sum up the Kawasaki Z1000's looks. It may not be a thing of beauty for many, but the Kawasaki certainly has enough street presence to demand awe and admiration.

Looks are subjective and this is particularly true for the Triumph Speed Triple. The bug-eyed Triumph may not appeal to everyone, and to some it may even be odd-looking. In fact, the Speed Triple was also one of the original production streetfighters, when the trend of stripping faired sportbikes down to their elemental core, when the first naked streets were born. It's more or less a love it, hate it styling, but there's no ignoring this streetfighter.

Engine:

The Kawasaki Z1000 has the most potent engine in this comparison. And it also has the most number of cylinders. The 1043cc in-line four cylinder, liquid cooled engine makes an impressive 142PS of power at 10,000rpm and a meaty 111Nm of torque at 7,300rpm. Those are impressive numbers, and with the refinement and performance the Kawasaki parallel-four engines are known for, this is one package which is very attractive for the performance enthusiast.

The Triumph Speed Triple also is a litre-class machine, and as the name implies, this Brit streetfighter has one cylinder less than the Kawasaki. But it hardly matters. In fact, the parallel three-cylinder set up is one of the most refined mills and with the performance and usability the Speed Triple offers, it offers a lot of entertaining performance. In terms of pure numbers, the liquid cooled in-line triple makes 126PS power at 9301rpm and peak torque of 105Nm at 7797rpm.

The MV Agusta Brutale 800 has the smallest engine in this comparison. Like the Triumph, the MV Agusta also is an in-line triple, but it's got less displacement at 798cc. The MV Agusta's three cylinder engine features 12 valves, and it makes the same amount of power as the Speed Triple - 126PS at 11,600rpm and peak torque of 81Nm at 8,600rpm. So, if you're one who thinks there's no replacement for displacement, think again. The Brutale 800 makes the same amount of power as a litre-class bike and it's still less than 800cc. Add to that, exclusive technical solutions such as the counter-rotating crankshaft, used in MotoGP but never seen on any other production bike, and the MV Agusta suddenly seems like a gamechanger.

Price and Value:

The Triumph Speed Triple is one of most affordable litre-class sportbikes available in the market, considering it's brought in as a CKD to India. At Rs 11.6 lakh ex-showroom, the Triumph offers all-muscle naked hooligan creds to critically acclaimed levels of performance. The smooth in-line triple motor with its wide powerband across the rev range makes the Speed Triple one of the most entertaining streetfighters on sale now.

The Kawasaki Z1000 on the other hand, is brought in as a CBU and therefore, the price is slightly on the higher side. At Rs 12.5 lakh ex-showroom, it's almost a lakh dearer than the Speed Triple, although there still are quite a few fans of this green monster. With agile handling and a super refined four-cylinder mill with all that power, the Z1000 is still a lot of motorcycle in this price bracket.

The challenge then will be for MV Agusta. Prices for MV Agusta bikes in India will range from Rs 12-33 lakh, and considering the MV Agusta Brutale 800 is one of the entry level offerings, it is likely to be priced at the lower end of the price range.

That would make the Brutale 800 cost anything between Rs 12-14 lakh, and that makes it an expensive choice. Will exotic looks, hi-tech engine and a legendary name make the Brutale 800 a success story? We're certainly looking forward to Novemberandhellip;

"Need a spot of advice," my friend Joe rang me up one morning. "I've been thinking about getting myself a bike - actually it's a gift from my wife - and I've been confused whether to go for the Triumph Bonneville or the Ducati Scrambler." Lucky husband, I thought, amused by the feeling that he must have been a very obedient one to deserve an anniversary gift like that. And Joe wanted to do the purchase fast, before the wife changes her mind, and he wanted to decide on a bike that very same day and go bike shopping.

Joe was particularly taken in by the classic looks of the Bonnie and he had zeroed in on the Bonneville T100, till he realized that the Ducati Scrambler is also placed slap bang in his budget. And his predicament is understandable andndash; the Triumph Bonneville T100 retails for around Rs 7.3 lakh (on-road Delhi), while the Ducati Scrambler is available for Rs 7.68 lakh (on-road Delhi).

Like Joe, there are many other 'born again bikers' andndash; the average late 30s to early 40s executive or entrepreneur andndash; who desires a superbike in the sub-Rs 10 lakh price range. It's a lifestyle choice, the urge to have a bike which would more often see the Sunday morning breakfast ride, or the occasional weekend ride to the nearest hills. It certainly isn't easy advice to give, and I felt it just wouldn't be fair to favour one bike over the other, unless we did a head to head comparison. And that's how the idea for this comparison was born.

Design and Styling:

Triumph Bonneville T100 rating_3.5_rating

Ducati Scrambler rating_4.0_rating

It's yesterday once more. And I do tend to go "sha-la-la-laandhellip;" in my mind whenever a classic crosses my path, and that familiar feeling is back strongly up, close with a Triumph classic. The Triumph Bonneville always holds a special place in my heart as a fine example of classic 1960s Brit bike styling.

Dual tone colours, more chrome, spoked wheels and twin pea shaped exhausts add even more class to the T100. Twin-pod instrument panel consists of basic analog dials, with a speedometer, tachometer and digital trip and odometer.

Faux carb bodies cover the fuel injection system to complete that authentic classic 'carbureted' look. It plays the 'classic' part to the 't', although many would still consider it too old school. And those retro looks, although quite classy, can also be a turn-off for many.

In a country where classic Brit bike styling has been synonymous and all-too common with thousands of Royal Enfields on the streets for over half a century, the Bonneville hardly warrants a second look. However, some do seem to prefer the relative anonymity of the Bonnie's looks, while others want more bling from their ride.

The Ducati Scrambler on the other hand, is a more modern approach in design to the iconic 1970s Ducati Scrambler. And it's designed by 27-year-old Ducati designer Julien Clement, who decided the 2015 Scrambler would be just how the legendary bike would be today if Ducati had never stopped building it. And it's a good looking bike, refreshingly modern with its classic design lines intact.

So, the new Scrambler gets the classic tear drop shaped fuel tank, tall wide handlebar and flat single seat, reminiscent of classic '70s styling. But the round headlight gets a modern LED powered light guide around the rim and the single round instrument pod is all-digital too, with trip meters, speedo and a digital tacho combined in one single compact LCD unit.

In all, the Scrambler is the classic modern retro bike, with state-of-the-art touches, yet simple and fashionable as the original.

Engine and Gearbox:

Triumph Bonneville T100 rating_4.0_rating

Ducati Scrambler rating_4.0_rating

Both bikes feature twin-cylinder motors, but with completely different architecture and character. The Triumph Bonneville T100 features an inline-twin air-cooled engine, displacing 865cc and making 61PS power and 61Nm of torque. The twist at the wheels is available in plenty at low revs too, for better usability and entertaining pull. But the single most differentiator in the Triumph's parallel twin is the smooth manner in which the power is delivered.

Slot it into gear and open the throttle, there's no sense of vibration through the rev range and power delivery is linear and well sorted, delivered in typical, parallel-twin refinement. The gearbox is a five-speed unit, and shifts are smooth and precise, with ratios well suited for riding in traffic as well as high speed highway cruising.

The Scrambler's engine though is a V-twin, dubbed the L-twin by Ducati. The air-cooled 803cc L-twin makes 76PS power at 8250rpm and 68Nm of torque at 5750rpm, and on paper, the figures do look slightly better than the Triumph. Thumb the starter and the characteristic V-twin comes to life with its 'brap brap brap brap' note. Toe it into first, release the clutch and the Scrambler's character becomes apparent; the torque comes in low and strong and there's enough grunt to pull wheelies effortlessly, deliberate or accidental, if you dump the clutch in a hurry.

The gears slot in precisely and if you've ever owned or ridden a Yamaha RD350, the short ratios of the Scrambler will certainly remind you of the RD350. Click into gear, grab a handful of throttle, close throttle, pull in clutch, upshift, repeat, fast; and that's a very entertaining cycle to repeat. Rev it through the gears and there's enough juice to keep you entertained and wanting to keep the revs spinning high. But that's where the vibes creep in from the L-twin as well, ever so slightly, but you can still feel them on the seat of your pants and on the handlebars.

Ride, Handling and Braking:

Triumph Bonneville T100 rating_3.5_rating

Ducati Scrambler rating_4.5_rating

Now, here's the thing. Ride a bike by itself, and the riding dynamics may impress you no end. But compare it to another, and the pros and cons stand out immediately. You begin to appreciate its pluses but the negatives also stand out starkly. That is the problem with the Bonnie. Ride it for a day and you will be suitably impressed with its comfortable riding position, taut, yet comfortable ride quality, and tight handling.

The simple tubular steel chassis handles direction changes well, whether you are riding solo or with a pillion on board. The twin shocks at the rear and the traditional-looking front fork makes for a smooth, controlled ride, and soaks minor bumps and road imperfections with ease, even while cornering at speed. The brakes andndash; a single disc at the front and a second disc at the rear, provide sufficient bite for confident braking to shave off triple digit speeds. But the lack of ABS, even as an option, is sorely missed.

Then there's the steering. The T100's steering feels heavy and lethargic. Go around a set of twisties and even though the chassis and suspension is more than equipped to handle quick direction changes, the steering, probably due to the larger and heavier wheels, just gets in the way; there's just no way to appreciate that heavy handlebar feel. So, if you are a corner carver kind of rider, the T100 is just not the bike for you.

Swap bikes and get on the Scrambler, and the difference is apparent, immediately. If you've been introduced to motorcycling in the 1990s and cut your teeth on 100cc two strokes and the Yamaha RD350 like yours truly, the Ducati Scrambler will entertain you, over and over again. The tall, wide handlebar with the flat, single seat makes for a comfortable riding position. It's almost old-school enduro ergonomics, but that is what makes the Scrambler a great bike to handle the urban jungle.

Ride quality is taut, with the single Kayaba shock on the stiffer side. But it complements the tubular steel trellis frame, so lean it, swerve it or drift it, the Scrambler makes for a great handling bike, at any speed, over any terrain. Ride it over a few hundred kilometers though, and maybe you will begin to miss the T100's plush ride quality.

So if it's the long haul you are looking at, the Bonneville T100 should be your choice, but for everything else, it's the Ducati Scrambler that should be considered; it's just too much fun on this small Ducati Then there are the brakes. Like the Triumph, the Ducati Scrambler also has single discs at both ends, but it comes equipped with standard switchable ABS. So, you can switch it off for some off road fun, or have it on while riding on tarmac and in traffic.

Verdict:

As it turns out, I wasn't the only person Joe was consulting before deciding on what to buy. He had also reached out to another friend Surbhit, who owns a Triumph Bonneville T100. And even Surbhit had advised checking out the Ducati Scrambler as an option. Although taken in by the Scrambler's sure footedness and flamboyant looks, Surbhit himself would admit to us that he would still choose the Bonneville over the Scrambler.

So, Joe did the only logical thing he could think of. Take a test ride of both bikes and eventually he settled for the Scrambler. Why? It was just way too much more fun than the Bonnie. And I have to agree with him. The Ducati Scrambler is a hooligan of a bike, the bad boy who wants to be revved and accelerated hard through its six gears and leaned far into a corner.

In comparison, the Triumph Bonneville T100 is a well-mannered, well-heeled gent, designed for a quiet cruise down the city streets or a long highway. Take a long twisty mountain road though, the Scrambler will have to wait for the Bonnie to catch up. Most of all, the Ducati Scrambler is just too much fun on two wheels, and for me, it brings back fond memories of an 18-year-old astride a two-stroke 100cc.

So, now the question is, which one will I buy or recommend? The Ducati Scrambler, most certainly. But it comes with a catch. If you're into long distance riding and thinking high passes and the Himalayas, there's one small thing that goes against the Scrambler. Its recommended fuel is 95 Octane, and any motorcycle traveller will tell you how difficult high octane fuel is to come by, outside of major towns and cities.

The Triumph though, will run on standard fuel, and will go the distance, over mountain pass and desert without the need for 'premium' higher octane fuel. For everything else, and a ride which will bring a grin to you every single time, it's the Ducati Scrambler all the way.

Earlier this month, when we got our hands on the Mahindra Mojo it was clear that the bike's dynamics would suit the touring junta. Comfortable riding dynamics, a decent powerplant and a large 21-litre tank andndash; are all characteristics of an able touring machine. But then for an enthusiast there are a lot of options in the market that serve the same purpose, the KTM 200 Duke, Honda CBR 250R and the Royal Enfield Classic 350. So where does the Mahindra Mojo stand against these?

1.) Engine: First things first, the heart. The Mahindra Mojo is powered by a 295cc single cylinder unit that makes 28PS and 30Nm. The power plant has a strong mid-range which makes it ideal for highway cruising. This engine comes mated to a 6-speed gearbox. The Mojo tips the scale at 160kg but we feel some of the weight could have been reduced by using a single exhaust instead of a twin.

The KTM 200 Duke andndash; although it displaces just 199.5cc - makes almost as much power as the Mojo. At 19Nm though, the torque rating isn't as high. It must also be noted that the 200 Duke produces its peak power and torque a lot higher up the rev range than the Mojo. While the overall figures of the KTM are similar to the Mojo, it gains an edge in terms of weight. At 136kg, the KTM 200 Duke is 4 kg lighter than the Mojo.

The Honda CBR 250R sports a 249.6cc single cylinder unit that makes 26.5PS and 22.9Nm. Just like the Mojo, the CBR 250R too makes its peak power around the 8,000rpm mark. The torque on the baby CBR comes in at around 7,000rpm. The CBR 250 weighs 162kg which is not only considerably higher than the 200 Duke but also 2kg more than the Mojo.

Although the Royal Enfield Classic 500 isn't quite the same segment as the others in this comparison, it is priced at around the same mark. Moreover, considering we are looking at touring machines, the Royal Enfield Classic 500 is one of the much loved offering in this price bracket. So here goes... The RE Classic 500 produces 27 horses of power from an engine displacing 499cc. But the highlight of the motorcycle is in its torque rating. The Classic 500 churns an insane 41Nm of torque which is considerably higher than all its rivals in discussion. However it must also be noted that the 190kg Classic 500 is the heaviest in this comparison.

2.) Features: Apart from the Royal Enfield Classic 500, all three motorcycles come with a disc brake at the front as well as at the back. The Mojo and the 200 Duke also gain some brownie points as they are fitted with upside-down forks up front. The CBR 250R and the Classic 500 on the other get standard telescopic front forks. Of the four bikes, the Classic 500 is the only one that doesn't get a monoshock setup at the back.

The Mojo gets a semi-digital console that displays a lot of information. It can track your 0-100kmph time, record your top-speed aside from the standard speedo, tacho, and tripmeters. The CBR 250R too employs a semi-digital console but isn't as informative as the one on the Mojo. Moreover the digital screen is pretty small and can get difficult to read. The KTM 200 Duke uses an all-digital console. It has all the standard information that one would expect and a shift light, something that is missing on all the other bikes. The Royal Enfield Classic 500's analog cluster is the least informative of the lot. It doesn't come with a tachometer or even a trip meter. In fact, it even misses out on a fuel gauge.

The KTM 200 Duke is the only bike to get ABS as standard fitment. While the CBR 250R does get it as an optional fitment, the Mojo and the Classic 500 don't even offer it as an option.

3.) Price: In terms of price, the KTM 200 Duke is the cheapest of the lot at Rs 1.43 lakh. The recently launched Mahindra Mojo will set you back by Rs 1.58 lakh which is just Rs 4,000 cheaper than the Royal Enfield Classic 500. The CBR 250R starts at Rs 1.59 lakh for the Std version and goes right up to 1.93 lakh for the ABS version with the Repsol livery.

Scooters have always been relegated to the sidelines, the glitz and glamour of the two-wheeled world largely dominated by their motorcycle counterparts. Not that it diminishes their importance in the commuting milieu in the slightest. On the contrary, scooters are unparalleled for their convenience and ease of use. The absence of gears, plush seats, upright ergonomics, unstressed engine, all mean that you can ride them day in and day out.

I'll be honest, though, I haven't been that big of a fan of scooters. Despite their proven ease of use, I andndash; and I guess many other bikers like me andndash; have always preferred the power and thrill afforded by motorcycles. Not to mention, there's something, err... masculine, in a primal way, about the feeling of having something powerful and throbbing between your legs.

That said, we've a task at hand: to find out which of these five scooters are worthy of the coveted ZigWheels Best in Class crown, so let's get to it.

Design and Features:

Hero Maestro Edge: rating_4.0_rating

Honda Activa 3G: rating_3.0_rating

Mahindra Gusto: rating_3.5_rating

TVS Jupiter: rating_4.0_rating

Yamaha Fascino: rating_3.5_rating

About two decades ago, the Indian market saw an unprecedented upheaval that completely changed the way we look at scooters. Since then, it is as if the scooter market in India has hit a certain plateau up to now. All the scooters in this shootout are quite birds of the same feather, with few standout features and little to differentiate them from the rest of the pack.

Design wise, the only scooter that stands out from this pack is the Yamaha Fascino. With its flowy lines, low stance, and chrome accents, the Fascino tilts more towards Italian scooters like Vespas than our own. However, in this case, being visually different doesn't mean it is the most attractive scooter. That accolade, in our opinion, belongs to the Maestro Edge, which, by virtue of its matte blue paint scheme and sharp creases along its bodywork, looks the most modern without being overly feminine like the Fascino.

It's the same story on the features front. With the exception of the outside-mounted fuel caps on the Jupiter and Maestro Edge, the remote alarm on the Gusto, and the combined-braking-systems on the Maestro Edge and Activa 3G, they are all loaded with pretty much the same set of features. The Jupiter also has a nifty mobile charger slot as part of its options list, and is one of the two scooters here to get a pass light switch, along with the Maestro Edge. The latter, meanwhile, is the only one in this bunch to feature a semi-digital console.

Engine and Performance:

Hero Maestro Edge: rating_3.0_rating

Honda Activa 3G: rating_4.0_rating

Mahindra Gusto: rating_3.0_rating

TVS Jupiter: rating_3.5_rating

Yamaha Fascino: rating_3.5_rating

As with the feature list, these five scooters are also pretty evenly matched in the performance department. With 8.3 PS of peak power, the Maestro Edge leads the pack in outright power, followed by the Activa 3G and the Gusto with 8.1 PS. Then comes the Jupiter with 7.8PS of peak power, while the Fascino brings up the rear with 7PS.

But performance is never always about how much power a vehicle makes, and that is the case here. The difference between the power and torque output of these machines are so miniscule that they're hard to make out even when ridden back to back, as we did. Rather, it is more about the seat-of-the-pants feeling, backed up by hard numbers.

It might be the oldest of the lot, but the Honda Activa 3G can still boast of having the most refined engine in its class. The powertrain is a peerless act, smooth and creamy, and it was also able to attain the highest top speed here, aided in some measure by my small (aerodynamic, ahem) stature. The Jupiter comes in at a close second; a solid offering from TVS that ticks all the right performance boxes.

But what really surprised us was the weakling of the bunch on paper, the Fascino, with its free-revving engine and 108 kg kerb weight, the lightest in this shootout. Yamaha's "Revs Your Heart" ethos seems to have seeped even into their scooters and the Fascino was able to keep up with the Jupiter in the performance stakes.

As we said, outright power doesn't always translate into commendable performance and that is what we found with the Maestro Edge. The newly developed engine was a disappointment, not very refined and sprightly on the straight and narrow.

Tipping the scales at 120 kilos, the Mahindra Gusto weighs a good 12 kilos more than the Maestro Edge, the second heaviest in this shootout, and that reflects in its outright performance, although it has a strong mid-range that allows you to hold speeds of around 60-70kmph with ease. Moving higher than that it felt sluggish, and wasn't able to keep up with the other machines as we raced down an empty Palm Beach Road in the wee hours of the morning to catch up with our photographer's Maruti Swift on the day of our photoshoot.

Ride, Handling, and Braking:

Hero Maestro Edge: rating_3.0_rating

Honda Activa 3G: rating_3.5_rating

Mahindra Gusto: rating_2.5_rating

TVS Jupiter: rating_4.0_rating

Yamaha Fascino: rating_4.0_rating

No matter how efficiently you engineer them, scooters aren't exactly corner-carvers like their motorcycle counterparts. And they aren't meant to. Their plush seats, small tyres, short wheelbases and archaic drum brakes are meant to ferry you from point A to B in the most comfortable and unstressed manner possible. With that in perspective, all of these machines deliver and deliver well.

Leading the pack in these departments were the Fascino and the Jupiter. Like we said, Yamaha's lessons at the racetrack seem to have translated rather well to the Fascino. It rides the lowest, which helps keep the centre of gravity down, and tipping it into corners and maintaining a line is a breeze. The Jupiter, a larger machine, is as agile as the Fascino, but it scores major brownie points on top of that thanks to its immensely comfortable seat and forgiving ride quality that are as cosseting on short office commutes as on day-long trips.

The Activa and the Maestro Edge are pretty evenly matched on the ride and handling front, with both scooters providing a comfortable ride while being a tad nervous in corners. They're evenly matched in the braking department too, with their Honda-developed combined-braking system lending a touch of poise and stability and not letting the rear wheel lock up under hard braking on less than ideal road surfaces.

Fuel Efficiency:

Hero Maestro Edge: rating_4.0_rating

Honda Activa 3G: rating_4.5_rating

Mahindra Gusto: rating_4.0_rating

TVS Jupiter: rating_4.0_rating

Yamaha Fascino: rating_4.0_rating

Is there anything good in the world that doesn't come with a catch? Probably nothing, isn't it? In this case, the downside of the convenience of variomatic transmission is that they aren't exactly as fuel efficient as the size their engines would have you believe.

All the scooters here save for the Activa deliver more or less the same fuel efficiency, which in anywhere between 50 kmpl to 53kmpl. The Activa, meanwhile, manages to eke out approximately 56 km from every litre of fuel on our test, 70 percent of which was conducted in city traffic and the rest on the highways.

Verdict:

Which brings us to the verdict. And, in a price sensitive market like India, that largely boils down to the price tag as much as it does to features, design, mileage, and performance. Tallying up our collective points, the TVS Jupiter beat the Yamaha Fascino and the Honda Activa 3G by a hair's breadth, while the Maestro Edge and Gusto weren't that far behind.

But then, when you factor in the prices, it is the TVS Jupiter that comes up trumps in this closest of races with its reasonable price tag of Rs 47,989. The Honda Activa 3G, with a sticker price of 49,517, is the first runner up, helped also by its extensive dealer network and Honda's brand value that should see it in good stead should the time come to sell. The second runner-up is the Yamaha Fascino, still an exemplary machine but let down slightly by its price tag of Rs 53,000, the most expensive in this group.

They are followed by the Hero MotoCorp Maestro Edge, priced at Rs 49,500, with the Mahindra Gusto bringing up the rear at Rs 44,850 (all ex-showroom, Delhi), the least expensive of the five machines we have here.

This has been one of the closest flights we've seen yet, but the TVS Jupiter has managed to cinch the crown thanks to it excelling at everything we could throw at it. The king in outright sales has been dethroned. Long live the new king.