Wednesday, September 17, 2008

BMW F650GS part 2

My first european bike and i'm really spoilt by it... Have more or less gotten used to the bike other than the uTurn part. Seat is cutted and i really feel like i'm wearing pampers when i'm sitting on my bike. Managed to get my left foot flat on the ground at traffic junctions, just gonna tilt a bit to the left but my right will be dangling in mid air.

Managed to make negotiate bends more confidently now as i can roughly know where my front tires are when i'm turning the handlebars.. need more rides to conquer the bike. Also glad that i can dismount the bike without putting my side stand down first.. pushing the bike is getting easier, and i seriously need more practise putting the bike on main stand.. I failed again yesterday but i'm getting there... more dumbell sessions.. =P

Bike overheat when i'm less than 90km/h.. not good.. maybe the coolant is not changed yet.. gonna send for servicing this sat.

Tuesday, September 16, 2008

My First Ride on the BMW '04 F650GS

Finally, after a 2year long wait. I've got my hands on the '04 BMW F650GS. One of the best all rounder and best tourer.
Why, F650GS

1) It has a lowest seat height among the BMWs... I'm only 1.57m...
2) maintenence is cheaper (almost half) than my old super 4, mineral oil and 2 spark plugs.. compared to fully syn oil and 4 plugs.
3) Rugged Styling... at least its rugged enuff for me. I loved the scrambler feel.
4) Fuel consumption.. I got a big grin when i topped up the bike. The same amount of money paid compare to my little phantom. This bike doesnt need a super high grade petrol so i get to save on petrol topups.

My First Ride:
The bike roars after starting the engine, wow!! maybe its been 2 years since i last own a class 2 bike.. its kinda loud for me.. You dont have to warm up the bike that long cos of the mineral engine oil. The engine warms faster. Moving off is a little "tocky" which is common for the F650. After 4000rpm is super smooth and less vibration. Pickup is good.. but if you are comparing to the sportsbike.. it does feel a little under power.

The bike is easy to operate and easy to manuver. my smile goes from left to right while riding.. i felt secured and stable on the new ride.

Low CG bike but it doesnt really help if the suspension is set to soft. Its quite dangerous when you are doing a big bend. I've initially set suspension to almost softest due to my height but set it back to original after the scary bends along AYE.
The most scary part for me will be the uturns especially those 2 lane turns.. As i'm tiptoeing to my max and some phobias on uturns.. will try my best not to do uturns until i get my lowering kit. Have cutted my seat by 2cm.. so i assume my seat height is ard 770mm.. need another inch off to settle my phobia.. well at least i know i wont drop my bike.

Heat: All big bike sure heat up easily, same for the F650GS. But I would say its a lot better than my previous ride Yamaha R6 '05 model. As long as i'm not on heavy traffic jam i wont feel the heat even if i'm at low speed for long distance.

Cons of the bike: zero under seat space. not even for a raincoat. but who cares.. I got 3 boxes. good enuff for short trips but i need a bigger top box if i remove the sides for daily riding... Squeezing between cars is doable but i have to proceed with extra cautions.. not very used to such wide bike between cars and i cant afford a fall, repair will be hell for me.

Pros of the bike: Fuel consumption of cos. The first thing i will check on when i've interest in any bike. Still monitoring but reviews shows 100km/3.5liter which is ard 28km/litre at 90km/h constant but as long as i can get 24km/l on highways i'm happy. The lowest grade petrol for the bike is 87. Cant find this grade in singapore thou but 92 at $1.817/litre is cheap enuff.. I pumped at least a 95 at $1.849/litre and occassionally a 98 on my Super 4 which is ard $1.919/litre. Can you imagine how much i save on trips? =]

Sunday, September 14, 2008





Name:Discover 150


Engine:Air Cooled
Maximum Power:14.1ps@8500rpm
Maximum Torque:12.3nm@6500rpm
Gears:5 Manual



Turn Circle:0.00 mtrs




Fuel Guage:Digital
Tacho Meter:Analogue
Trip Meter:Digital-1
Passenger Footrest:True
Step-up Seat:False
Low Fuel Indicator:False
Choked Air Filter Indicator:CRAZYAUTOS.BLOGSPOT.COM


Discover 135

Bajaj Discover 150 Bajaj Discover 150

Bajaj Discover 150 DTSi is the latest launch from the house of Bajaj which was unveiled at the Delhi Auto Expo 2008. With this stylish, all new bike, Bajaj expects to rewrite the old stories of success engraved in golden letters by their record selling bikes like Pulsar series. 150 DTSi is the fourth model of Discover series after the successful entries of Discover 125 and Discover 135.

It has got an upgrade in looks as well as the engine, which will be the same as the Pulsar 150cc engine. All new styling includes a new aggressive headlight with the indicators in an unusual place just blow the corners of the headlight. The side gets a stylish black plastic which goes well with the theme of the bike. At the rear LED lights are used and gets a sporty mudguard, which remembers Hero Honda Hunk.

With all these changes Discover 150 DTSi is a less sporty but aggressive and from head to nail a modern bike. The Discover 150 proved to be a very good looking bike. Its got a digital speedometer, which is getting quite common these days and self start and a sporty handlebar. The rear lights resembles that in the XCD 125 and the indicators like the ones in the TVS Flame.


Ever heard this name before ? Bebek ? Well, below is the bebek from TVS. In India it do not appeal Indias, it fails to have any impression but in South-East Asia it makes majority of two wheelers. To capture that majority in those markets TVS launched Bebek - TVS NEO this year in Indonesia aiming to produce 100,000 units in market there in first year.

It is has dual clutch.. Now what is that. Well it has option to switch between automatic and manual transmission. People who cannot properly recall things then remember Hero Honda Street or Kinetic K4, they were actually bebek but none of both succeded to create any mark in India. I think their production has been halted.

Engine: 109.7cc single cylinder four-stroke (horizontally mounted)

Technical Specification for TVS Neo

Max power: 8.5 bhp@8000
Max torque: 8.5 nm@4500
Ignition: Digital CDI
Fuel supply system: Carburettor
Transmission: Double automatic clutch, wet type
Gearbox: 4 speed constant mesh
Brakes: 220mm two-callier disc/110mm hydraulic drum (f), 110mm drum
Tyres: 2.50x17 (much, much stickier than our Indian goop, made by IRC, a local firm)
Length: 1940mm
Wheelbase: 1260mm
Ground clearance: 150mm
Weight: ~100 kg (± 1 kg between variants)



The new 150 from TVS is… the Apache RTR160! One of the most impressive motorcycles I have ever stood next to is the Aprilia RS125, a learner-legal bottom of the barrel motorcycle. Admittedly the barrel is Italian, but still. What impressed me, performance aside, was the styling. Every little nook and cranny has been designed, and not just in terms of shapes. The RS125 is a lovely thing to run your finger along.There are textures, colours and decals… the RS didn’t get dismissed as a tiny bike for newbies. Why am I going on and on about this? Because when they first unwrapped the new TVS Apache RTR 160, I was busy taking in all the details. The designers have crafted all of the ignored, functional bits into consciously designed articles. It’s no Aprilia RS125, granted, but I can’t think of any Indian bike that comes closer. The unchanged tank and tail piece will come in a superb yellow, red, matte grey, silver and black. Notice the new, nifty engine cowl. A neat racing stripe runs all the way from the top of the tail lamp to the tip of the front fender and also appears on the tacho. Everything - levers, pedals, grips, bar-end dampers, lights, dash - has received conscious design upgrades. The effect is one of effortless style. The Apache still looks compact and focussed, and now it has pizzaz. There will even be wheel pinstriping.


But, as I said, these are only part of the story. The other parts are RTR and 160. RTR stands for Racing Throttle Response. The engine has grown to 159.7cc and it’s more than an overbore. The motor’s stroke was cut down to 52.9 mm and then the bore grew to 62 mm. TVS says the extra displacement allowed them to raise the torque while boosting power on top as well. By how much? The RTR is rated at 15.2 bhp (at 8500 rpm) and 1.31 kgm (at 6000 rpm). That’s a two kg heavier bike (still seven kg less than either the Bajaj Pulsar 150 or the Hero Honda CBZ X-Treme) making a little more power and same torque than the first-gen Pulsar 180.

On the track, the RTR proves to be a crisp flyer. Throttle response is immediate and the Apache loves revs. With useable power almost off idle, the 160 will blow through 60 kph in 4.8 seconds, 100 kph in 17.69 seconds (all-figures claimed) and reach a top speed of 118 kph. The gearbox is the same as the old Apache, which is no bad thing. However, the full chain cover now looks a bit odd. One of the journalists at the launch suggested an open chain cover with an integrated hugger. That’s a nice thought…


On the chassis side, the big change is a whopping 40 mm longer swingarm that brings the wheelbase up to 1300 mm. This is a huge jump for the Apache, but still 25 mm less than the Hero Honda CBZ X-Treme. TVS wanted to improve stability without losing the Apache’s agility. Suspension was retuned and that was basically it. The RTR feels planted and very accurate. Even when bumps have to be handled at full lean, the bike doesn’t run astray. Later, I tried the RTR on the Belgian pave and TVS have ironed out the harsh/bumpy patch in the ride quality. The new RTR still feels firm, but is compliant and will deal with most of the bad stuff.
Now note what’s bolted on the front axle. Yes, that’s India’s first petal disc (the extra surface area of the leading edge improves cooling). It’s a full 270 mm - the same size as a Karizma. The disc is powerful and it produces seriously quick stopping action. What you’ve got is a styling, powerful machine with a great chassis as well. In addition, TVS has given the bike everything it needs to battle the competing 150s. Like the split grab rail, a stylish dash with a LCD speedo, two trips, clock, odo and fuel gauge and an analog tachometer.


The RTR also has two-way adjustable clip-on handlebars, LED tail lamp (the sole styling detail that I think could have been better), rearset aluminium pegs and aluminium levers. TVS says the Apache will go on sale in May and will be available all across the country at the same time. The current Apache will continue but don’t be tempted to buy the cheaper one. The 150 Apache is among the cheapest of the 150s, so we expect the 160 to slot in at roughly the same price as the CBZ X-Treme - about Rs 59,000 ex-showroom Mumbai.

For those of you who are wondering about the ‘unfairness’ of having a 160 running amuck in the 150s, why not? More power for the same money is always welcome. And as the Americans repeat ad nauseum, there’s no replacement for displacement. The upshot? Coming in the middle of a whirl of re-stickered bikes, the comprehensively upgraded Apache certainly comes as a breath of fresh air.


What remains to be seen is whether, in one month’s time, it will topple the CBZX, our Bike Of The Year, from its current place at the top of our 150 charts.




2007 Aprilia RSV 1000R


Type: V60 Magnesium four stroke longitudinal 60° V twin. Liquid cooling with three way pressurised circuit. Double overhead camshaft with mixed gear/chain drive; four valves per cylinder. Patented AVDC (Anti Vibration Double Countershaft).
Fuel: 95 RON unleaded petrol.
Bore and stroke: 97 x 67.5 mm.
Displacement: 997.62 cc.
Compression ratio: 11.8 : 1.
Maximum power at the crank: 105.24 kW (143 HP) at 10,000 rpm.
Maximum torque at the crank : 10.3 kgm (101 Nm) at 8,000 rpm.
Fuel system: Integrated electronic engine management system. Indirect multipoint electronic injection. 57 mm throttle bodies. 10.3 litre airbox with Air Runner air scoop.
Ignition: Digital electronic ignition, with one spark plug per cylinder, integrated with fuel injection system.
Starting: Electric.
Exhaust: Double silencer with three way catalytic converter and lambda probe oxygen sensor (Euro 3).
Alternator: 12 V – 500 W.
Lubrication: Dry sump with separate oil tank. Double trochoid pump with oil cooler. Steel oil tank.
Gearbox: Six speed.
Transmission ratios:
1st: 34/15 (2.27)
2nd: 31/19 (1.63)
3rd: 26/20 (1.3)
4th: 24/22 (1.091)
5th: 24/25 (0.96)
6th: 23/26 (0.8 8)
Clutch: Multi-plate clutch in oil bath with patented PPC power-assisted hydraulic control.
Metal braided clutch line. Radial master cylinders with 15 mm piston.
Primary drive: Spur gears. Transmission ratio: 60/31 (1.935).
Final drive: Chain.
Transmission ratio: 40/16 (2.5).

Frame: Box section sloping twin-spar frame in aluminium alloy.
Front suspension: 43 mm Öhlins titanium nitride (TiN) coated upside-down fork. Adjustable in compression, rebound and preload. 120 mm wheel travel. Shortened fork bottoms with radial caliper fittings.
Rear suspension: Aluminium alloy double arched member swingarm. Aprilia Progressive System (APS) linkages. Sachs monoshock with adjustable compression, rebound, preload and length. 133 mm wheel travel.
Front: Brembo double stainless steel floating disc, Æ 320 mm. Radial calipers with four 34 mm pistons and four sintered pads. Metal braided brake line.
Rear: Brembo stainless steel disc, Ø 220 mm. Twin 32 mm piston caliper. Sintered pads. Metal braided brake line.
Wheels: Aluminium alloy.
Front: 3.50 x 17″.
Rear: 6.00 x 17″.
Tyres: Radial tubeless.;
Front: 120/70 ZR 17.
Rear: 190/50 ZR 17 (alternative: 180/55 ZR 17 or 190/55 ZR 17).

Overall length: 2,035 mm
Overall width: 730 mm (at handlebars)
Overall height: 1,130 mm (at windshield)
Seat height: 810 mm
Handlebar height: 830 mm (at bar ends)
Wheelbase: 1,418 mm
Trail: 101.7 mm
Rake angle: 25°
Dry weight: 189 kg, dry
Tank: Capacity 18 litres, 4 litre reserve.