Monday, March 31, 2014
Consumer Buying Process A Case Study on Yamaha Gladiator
A Marketing Case Study on the Sales Performance of the Yamaha Gladiator in India so far.. Using the "Buyer Behaviour Model"
Disclaimer: This Case Study is based on my personal opinions and thoughts and is NOT backed by any market research data.
You may want to agree or disagree with my observations and conclusions.. but kindly note that this post/article is just a manifestation of MY thoughts and ideas.
Virtually every Auto Magazine in this country rate the Yamaha Gladiator as a good bike in the 125 cc segment. Even my own personal opinions do not differ much from these auto magazines..
But have a look at the sales figures of the 125 cc and above segment in India posted below (courtesy, Rearset). Since Yamaha India do not have any other bike except the 125 cc "Gladiator" in the 125 cc and above segment, the graph clearly indicates the sales figures of the Gladiator for Yamaha India.
Probably the Gladiator doesnt make it past the "Consideration Set" of the customer and make it to the "Evoked or Choice Set"
Even Suzuki India which also has the 125 cc "Zeus" and "Heat" as the sole models in their motorcycle lineup has been selling more than the Yamaha Gladiator.
Surprising isnt it..?? Inspite of being a good bike, why isnt the Gladiator selling that well as it should..??
Well, lets take this up as a Marketing Case Study (Like my Old MBA days, except this time there is no Market Research Data to back up my Case Study).
First lets divide this case study into a few sections:
1. Who are the 125 cc "Target Customers" and what are they looking for?
2. The "Buyer Behavior" of a typical 125 cc customer.
3. The "Evaluation/Choice Process" of a 125 cc customer, before making the Buying Decision.
1. Who are the 125 cc "Target Customers" and what are they looking for?
I regularly receive a lot of e-mails and also inquiries from friends asking for my opinion about which 125 cc bike to go for. From handling such queries and also by interacting with 125 cc bike owners, I can tell that the 125 customer has one Most Important Factor in his mind; and that is "M-I-L-E-A-G-E"..!!
Price maybe another important factor, but in most cases, I have seen that the buyer could have streched his budget a little bit for a bigger and more powerful 150 cc bike. But still he does not want to opt for a 150 cc bike, because he knows that a 150 cc bike would give him less mileage (one doesnt need to be a rocket scientist to deduce that).
The buyer does not want to lose out too much on the around 65 Kmpl of mileage of a typical 100 cc bike gives but at the same time he was also prepared to sacrifice of maybe around 5 Kmpl (not much mind you) for a little bit of more grunt and riding pleasure.
Therefore the obvious choice was to settle for a 125 cc bike.
Q. But according to most Auto Magazines, the Fuel Efficiency of the Gladiator isnt bad and almost at par with what other 125 cc bikes offer.. Why does the "Yamaha Gladiator" have lower sales then..??
For that, lets look at the "Buyer Behavior" of a 125 cc customer.
2. The "Buyer Behavior" of a typical 125 cc customer.
The "Buyer Behavior Model" shown above is one of the concepts taught to Marketing Students in the MBA course. The model has been seen to be quite effective in explaining the "Buyer Behavior" in those buying decisions in which there is a high level of involvement on the part of the potential buyer, that is, where the item under consideration is expensive and purchased infrequently.
Typically, the buying decision models comprised five stages:
Need/Problem Recognition: The buying process begins with a recognition on the part of the buyer that he has a problem or need. Market Research should try to identify what are the factors that make a buyer go for a 125 cc bike.
Factors like price, looks/styling, resale value will be always there, but according to me, the Fuel Efficiency happens to be the most important factor for a 125 cc buyer.Information search: According to Marketing Guru, Philip Kotler, information sources fall into 4 categories..
# Personal Sources (family, friends etc.)
# Commercial Sources (Auto Magazines, Promotional Materials)
# Public Sources (Newspapers, TV Commercials, Internet)
# Experiential (Handling, Using the product)
Based on the information gathered, a 125 cc buyer will arrive at an "Evoked or Choice Set" from the 125 cc bikes available in the market. According to me, it is here where the Yamaha Gladiator fails to make it to the "Evoked or Choice Set" of most customers looking for a 125 cc bike.
3. The "Evaluation/Choice Process" of a 125 cc customer, before making the Buying Decision.
What is an "Evoked or Choice Set"..??
The process of arriving at the "Evoked or Choice Set" of a customer is shown above and is quite self explanatory. According to me, it is somewhere here where the Gladiator has so far been unable to make it to the "Evoked or Choice Set" of most of the 125 cc customers.
Lets say that a typical 125 cc customer is Aware about All the 125 cc bikes available in the market and here is what (according to me) he would think about the models..
"I need bike with Good Fuel Efficiency but not another 100 cc bike.. I think Ill look at the 125 cc bikes available."
Honda Shine: Hmm.. must be a fuel efficient bike. After all its a Honda
Hero Honda Super Splendor/Glamour: Must be fuel efficienct bikes after all its a Hero Honda..
Suzuki Zeus/Heat: Hmm.. relatively a new brand in bikes in India but the TVS-Suzuki bikes were fuel efficient also look at the Maruti Suzuki Logo..!! It must be fuel efficient like Maruti-Suzuki cars.. The bike looks like a commuter too.. Must be fuel efficient.
Bajaj XCD: Yes, yes.. I know from the advertisements that this is Indias most fuel efficient bike. Lets check it out.
TVS Flame: Hmm, a handsome bike.. and the TV Advertisement says that it is pretty fuel efficient too..!! Lets check it out.
Yamaha Gladiator: Definitely a good looking bike.. the advertisements showed John Abraham pulling wheelies with this bike in an Airport.. must be a powerful bike.
I could not really understand a thing what the Gladiator "Grafitti" Ad meant though..
But the Advertisements or TV Commercials doesnt say about the Gladiator about being fuel efficient.. Hmm.. after all its a Yamaha, the brand which once made the powerful but fuel guzzling RD350 and the RX100s.
Do you see the problem with the Gladiator now..??
Not every customer in India reads Auto Magazines regularly and not everyone surfs the internet to read reviews of bikes. The customer relies heavily on the Commercials, friends and family to provide him information about the bikes available. In such a scenario, the Gladiator probably doesnt make it past the "Consideration Set" of the customer and make it to the "Evoked or Choice Set".
According to me the problem lies with the way the Gladiator has been promoted/advertised so far. And I just hope that it is not continued that same way..
Evaluation of alternatives: Not Applicable if the bike doesnt make it to the "Evoked or Choice set"
Purchase decision Not Applicable.. again
I ackowledge that these are just MY Deductions & Conclusions and might not reflect any Market Research data. But it would be interesting to see what are your opinions about the same.
Do you agree with me or do you think otherwise..??
Related Posts:
- What "desi" bikers Want (& Need)
- Why hasnt Honda made a mark with its "Unicorn" in India..??
- When will the Fuel Injected Hero Honda Karizma "Fi" arrive..??
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Sunday, March 30, 2014
TVS launches Neo X3i 110cc entry level step thru in Indonesia
Indonesian bloggers get to ride the new Step Thru a couple of days prior to the official launch..!!
Indonesia is a very important market for both Bajaj auto and TVS Motor. Indonesia is the worlds third largest 2 wheeler market by volume after China and India.
2 days prior to the official launch, a selected bunch of popular Indonesian 2 wheeler bloggers were invited to the TVS plant in Indonesia..
A couple of years back both Bajaj and TVS entered the Indonesia with entirely different strategies. Bajaj started assembling the Pulsar 180/200 and XCD 125 (Motorcycles) and TVS entered Indonesia with a specially made for Indonesia Step Thru model, the Neo 110.
Just a couple of months back, there was news of Bajaj launching the Pulsar 135LS in Indonesia. Not to take things lightly, TVS has also launched the "Neo X3i", its entry level step thru in Indonesia on 7th June 2010.
Photo credit: Stephen Langitan
The Neo X3i comes in spoke wheels and alloy/cast wheel variants with a Disc brake option as well. The step thru also has a mobile charger as a feature. The starting price is 9.95 million Indonesian Rupiahs (around 50,000 Indian rupees).
Indonesian 2 wheeler bloggers invited by TVS Indonesia plant prior to the launch
What was also unique about the launch of the TVS Neo X3i was that 2 days prior to the official launch, a selected bunch of popular Indonesian 2 wheeler bloggers were invited to the TVS plant in Indonesia.
These bloggers has a one to one interaction with the TVS officials and also got to test ride the Neo 3Xi around the TVS Indonesia plant.
Thats a cool PR inititiave! In fact the photos posted here have been taken from the blog of one those blogger, Stephen Langitan.
TVS Indonesia officials with Indonesian bloggers
One of the Indonesian blogger checking out the TVS Neo X3i
With the Neo X3i, TVS has three step thru models on sale in Indonesia now.
- 1. Neo X3i (110 cc)
2. Neo 110 (110 cc)
3. Rockz 125 (125 cc)
Apart from a slight difference in engine tune between the "Neo X3i" and the "Neo 110", the main difference seems to be with the clutch mechanism.
The entry level Neo X3i an auto-clutch (like the TVS Jive motorcycle) and the Neo 110 and the Rockz 125 have a "Dual Clutch System" which will give the rider to choose between a manually geared or auto-clutch transmission..!!
Now I cant help thinking but probably it would have been much more cooler had TVS put a similar "Dual Clutch System" on the "Jive" motorcycle in India instead of just the present clutchless mechanism.
Current Step Thru models from TVS in Indonesia:
TVS Neo X3i:
Engine: 109.7 cc, SOHC, Air Cooled
Bore x Stroke: 53.5 mm x 48.8 mm
Max Power: 8.5 Bhp @ 8000 rpm
Max Torque: 8.5 Nm @ 4500 rpm
Compression Ratio: 9.35:1
Clutch: Auto-clutch
Kerb Weight: 101.5 Kgs
Price: Starts at 9.95 million Indonesian Rupiahs
TVS Neo 110:
Engine: 109.7 cc, SOHC, Air Cooled
Bore x Stroke: 53.5 mm x 48.8 mm
Max Power: 8.5 Bhp @ 7500 rpm
Max Torque: 8.5 Nm @ 7500 rpm
Compression Ratio: 9.35:1
Clutch: Manual + Auto-clutch
Kerb Weight: 101.5 Kgs
Price: Price: Starts from 10.25 million Indonesian Rupiahs
TVS Rockz 125:
Engine: 124.5 cc, SOHC, Air Cooled
Bore x Stroke: 57 mm x 48.8 mm
Max Power: 9.88 Bhp @ 7500 rpm
Max Torque: 9.88 Nm @ 5500 rpm
Compression Ratio: 9.30:1
Clutch: Manual + Auto-clutch
Kerb Weight: 104 Kgs
Price: Starts from 12.7 million Indonesian Rupiahs
Visit the TVS Indonesia website, click here..
Apart from the step thru models, TVS is also currently selling 2 variants of the the Apache RTR 160 (one with rear drum brake and the other with a rear disc brake) in Indonesia.
Related Posts
- Pulsar 135 LS DTS-i launched in Indonesia.. with a Redesigned Rear Fender..!!
- Whats up with TVS Motor in Indonesia [Nov 2008]
- "Pulsarian Community" of Indonesia.. [Nov 2008]
- TVS introduces its 110 C.C Step Thru "Neo" for Indonesia [May 2007]
- Road to the Indonesian Two Wheeler Industry [May 2007]
- Bajaj Pulsar 180 DTSI (UG III) TV Commercial/Advertisement from Indonesia [March 2007]
Disclaimer:
This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.
Saturday, March 22, 2014
Ducati 749 Small But Whirry
Typical. Halfway through the morning of our scheduled ride at Circuito Almeria, though, the clouds parted, the track began to dry, and we did get in a brisk track session or two on Ducatis all-new 749 Superbike -- the one that looks just like the 999.
In fact, the 749 is so similar to the 999 in all respects that Im not going to take time out of my presidential campaign to go through it all; go back to our earlier 999 postings, and know that the 749 got all the same stuff, including CAN electric system, revised ergoes, useless mirrors, the works.
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One other thing: the 749 wears a 180-section rear on its 5.50-inch rear wheel, while the 999 sports a 190 just to confuse the issue slightly--the issue being that the 749 turns and swaps direction considerably lighter than the 999--nice on the track, nicer on the road. Somebody at the track test, in fact, said the 749 had its adjustable steering set at the steeper 23.5-degree rake, which sounded completely believable. Later that night, a Ducati engineer said No; all the bikes were set up in the standard 24.5-degree configuration. These reciprocate on a new, more rigid crank with better mass centralization, and oil delivery.
A 5mm shorter stroke doesnt sound like much, but gyroscopic force increases exponentially as everybody knows, and so that slight reduction in crank mass results in a difference you can feel when it comes time to throw the 749 into one of Almerias tightish-yet-flowing corners. Like a 600 next to an open-classer, theres little difference in the size of the bike itself (Ducati claims 435 pounds, wet, for the 749 and 439 for the 999), but something about the smaller-motored bike always seems to feel tighter and righter (probably because youre arriving at the corner slower?). Ducati claimed 124 horses for the 999, and our dyno was down but Cycle Worlds says 116 at 9500 rpm. Ducatis 103 claimed horses (at 10,000 rpm) for the 749, then, ought to be right around the 96 or so produced by a current inline-four 600. More to the point would be the 56.8 foot-pounds of torque at 8500 rpm.
Dr. Gianluigi Mengoli never got the recognition of the other medical staff at Ducati (he doesnt speak English), but other Ducati engineers say he deserves much of the credit. His tablecloth bore much of the original Quattrovalvole design work.
Though its "only" a 750, it was easy to leave the Ducati in one gear while recconnoitering Almeria in the wet with none of the jerkiness you used to get lugging small-bore Ducatis around.
The icing on the cheaper cake that is the 749, is, for me anyway, the simple fact that you get to spend way more time with the smaller bikes throttle pinned. Primary and internal gearbox ratios are the same as in the 999, but the 749s final drive ratio is 2.785 instead of 2.4. As a result, the smaller bike feels much revvier.
Honestly and truly, if I were wanting a 999 for street/occasional track-day use, I would rather have the 749, but thats just me and Im part of the great Liberal Biased Media, so youll have to make up your own mind...
For $1200 more, youre looking at the 749S, monoposto only, TiN fork, Showa shock, adjustable rake and trail--and thats still $2900 less than the 999. Fine, quit badgering me, Ill take that one. Will you take a third-party out-of-state check?
Alas, my work is never done. Im back to Almeria next week to ride the all-new Yamaha R6. Wanna bet it rains?
Friday, March 21, 2014
Ducati 848 EVO 2011 Review
It’s already 17 years since the first small-bore Ducati 4-valve superbike, the 748, broke cover – the same year as the iconic 916, in 1994. The 748 played a background second fiddle to the beloved 916 series until the 749 emerged in 2003. A close relation to the aesthetically challenged 999, the 749 continued to be a relatively low-cost entre into Ducati’s superbike family and competed against the Japanese 600s in supersport competition.
Then MY2008 saw a paradigm shift for the sub-liter Ducati superbikes, with the new 848 getting 15 extra horses and a weight loss of nearly 50 lbs! However, its 101cc displacement bump (to 849cc) made it ineligible for supersport competition, leaving it adrift in a class of its own.
Perhaps that’s a good thing. Instead of being considered an expensive alternative to the Japanese four-cylinders, the 848 ruled over them with not only more torque, of course, but also more horsepower. Our ’08 test bike cranked out 116 ponies at the rear wheel, which is nearly on par with what a 999 or Honda RC51 could do a few years ago when liter-sized superbikes were the hot ticket.
Well, Ducati has upped the ante again with the 848 EVO, bringing along extra horsepower, improved brakes and fitment of a standard steering damper – all for the same price as last year’s 848s. To demonstrate the EVO’s newfound prowess, Ducati invited us to the historic Autodromo Enzo e Dino Ferrari in the town of Imola, Italy.
It’s within the engine that most of the EVO’s updates are found. The 848’s powerplant remains structurally unchanged, but a multitude of revisions to improve performance creates what Ducati says is “the highest power-per-liter of any twin-cylinder engine in production.”
At the intake side, the fuel-injection’s throttle body size jumps from 56mm to 60mm and feeds fuel into optimized intake ports. New cams offer increased valve lift on both the intake and exhaust sides. A revised combustion chamber and new pistons bump the compression ratio from 12.1 to a high 13.2:1. The 90-degree V-Twin’s rev ceiling has been lifted 500 revs to 11,300 rpm, and heat generated from the extra revs is dissipated by new ventilated timing belt covers.
 There’s about 120 horses being spat out the rear wheel of the 848 EVO. |
Ducati showed us a dyno graph comparing old and new engines, and the EVO’s has an advantage starting at 8500 rpm, with a bigger jump after 9.5K when it romps to a 6-horse surplus. Crankshaft horsepower is alleged to be 140 at 10,500 rpm. We’ll guess rear-wheel ponies will nudge past the 120-hp mark.
Positive impressions begin at start-up, as the 848’s exhaust note sounds deliciously rambunctious. They’re actually a little too boisterous for the EPA – USA bikes will be slightly quieter thanks to mufflers almost 2 inches longer.
Heading out onto the Imola racetrack, the EVO feels almost identical to the 848. Its wet clutch isn’t grabby like some of Ducati’s dry clutch packs, and low-to-midrange power easily dwarfs any sub-liter four-cylinder. Claimed dry weight remains constant at 370 lbs, so its fully fueled curb weight will come in at about 425 lbs.
 World Superbike title contender Carlos Checa tries to keep up with Duke. |
The EVO responds with enthusiasm when dialing on the power with an open track ahead, revving with an urgency above 9000 rpm the old bike lacked. It pulls so well up top that a rider needs to be conscious of the shift lights to engage the next gear before the rev limiter kicks in. With shifts timed accurately, the EVO is fully capable of cutting fast laps – quicker on many tracks than the 600s.
| GP Speed |
The Autodromo Enzo e Dino Ferrari nestled within the town of Imola has a rich and storied legacy, and it holds many secrets of speed until a rider can milk his best out of the Italian circuito. I learned that the blind left-hander Piratella is much faster than expected, and that the first part of the downhill Aqua Minerale requires only a short stab at the brakes.  I had one other eye-opening speed lesson as I headed up Imola’s front straight for the last time of the day. With the 848 rubbing its redline in fifth gear, I grabbed a handful of brakes as the Tamburello chicane loomed closer. Then, with a shock that took my breath away, a rider flashed past on my left with at least 30 mph extra. “Oh, god,” I thought, “Someone’s lost his brakes and is going to pile in a huge way into the same area in which F1 legend Ayrton Senna lost his life.” Then, before I could inhale, I recognized the seemingly doomed rider was none other than World Superbike race winner Carlos Checa on an 1198 – it wasn’t the first time he’d passed me. Because Checa’s one of the world’s finest riders, I knew he could handle Taburello easy enough. I relaxed momentarily. But at the same instant I was again floored by what I was seeing. Not only was the amiable Spaniard going faster and deeper into Tamburello than I’d imagined possible, he also decided to do it with flair right in front of my disbelieving eyes. My jaw dropped as Checa pitched it sideways on the brakes, leaving a black stripe of rubber from his rear tire for about 50 yards before gathering it up in time for the fast-approaching corner. Im not worthy. –KD |
But engine tuning, like life, is a compromise. We’re stoked to have a more power at high revs, and response from the 60mm oval throttle bodies is rewardingly seamless, but the EVO seems to have lost a bit of midrange grunt compared to the Gen-1 848. Tellingly, the EVO’s torque peak is at 9750 rpm, about 1200 revs higher than we measured on our previous test bike. Strident power only arrives once past 7000 rpm, giving the EVO a respectable 4300-rpm play zone.
Other than the plentiful engine mods, the EVO’s most significant upgrade revealed itself when barreling downhill with a full head of steam into the Rivazza twin left-handers, one of the most intense braking zones on the Imola circuit. The 848’s new Brembo monobloc brake calipers deliver a more solid feel than the previous two-piece calipers even though they’re clamping on the same 320mm dual discs. Ducati claims 20% greater deceleration at the same lever pressure. Fluid continues to be delivered by a radial-pump master cylinder via coated, braided stainless-steel lines, delivering stellar feel. The old bike’s brakes were easily better than average, and these new binders step up the game to excellent status.
Making the 848 even more track-worthy is the addition of a steering damper sourced from the 1198. The non-adjustable unit is cross-mounted atop the upper triple clamp, and it provides some assurance the EVO wouldn’t get squirrelly even if its rider does.
Not that we had much complaint about the 848’s handling without a damper. The EVO continues the platform’s fine handling qualities, exhibiting a fairly light turn-in at low speeds, becoming more deliberate as speeds rise. It’s a solid, predictable chassis with terrific mid-corner stability.
 The 848 EVO loves being leaned over in the corners. |
The final new bits on the EVO are the terrific Pirelli Supercorsa SP tires we’ve enjoyed as OE-fitment on some premium sportbikes. While the SPs are better suited for road use, we were spoiled with sticky race-compound Supercorsas (no SP, which are rated for higher speeds) developed in World Supersport competition. We ran out of nerve before they ran out of grip.
A few laps on Ducati’s new 1198SP pointed to a couple of components that would also be beneficial on its little brother. The SP’s new slipper clutch would be a nice addition for track work on the 848, as would the Ducati Quick Shifter that’s now standard on the 1198 series. The 848’s gearbox didn’t always cooperate during clutchless upshifts.
Aside from new paint color options, the 848 is stylistically unchanged in its EVO guise. For many bikes, this would be a problem. For the 848, its status-quo stance keeps it among the belles of the ball, especially in the new Arctic White Silk seen in these photos, a tasty matte-white pearl with red frame and wheels. Bella!
Our time aboard the EVO at Imola reaffirmed the 848’s sporting credentials, nicely upgraded for 2011 with tweaks that will help it get around a racetrack even quicker than before. It’s an upper-echelon sporting tool that can dust off a Ducati 999 if need be – or nearly anything else on a medium-speed racetrack. Perhaps it doesn’t matter if the 848 is a bike without direct competition. It’s a strong seller for Ducati, with some 80% of buyers new to the Ducati fold, most coming from Japanese 600s. And along with Monster 696 riders, the 848 shares the distinction of having the youngest buyers among the Ducatisti.
With middleweight sportbikes from Asia pushing the $11,000 mark, it doesn’t seem like that much of a stretch to pony up another grand or so to park a Dark Stealth (matte black) 848 EVO at its $12,995 MSRP. That’s less than asked for the 749 back in 2003! The white or red EVO’s list for $1000 extra.
So, can a $13,000 Italian sportbike be a value proposition? We think so.
 The Ducati 848 EVO is perhaps the prettiest sportbike available for less than $13,000. |
Thursday, March 20, 2014
Husqvarna TXC i250F 2011 Review
How fast is it? The carbureted motocross TC250F we tested last year was fun to ride but didn’t quite have the raw power to hang with the Japanese motocross bikes through the gears, especially the remarkably powerful KX250F, and the engine in the TXCi is smoother yet. It doesn’t make much low-end torque, but its mid-range and top end are healthy, making it tractable and easy to ride.
Our TXCi hooked up well enough in the mud to get to the first turn in second place off a dead-engine start at a very muddy Cross-Country race. The smooth-pulling engine loves low traction situations! In good traction situations, however, the TXCi 250F will not quite keep up out of the starting gate with a Japanese 250F motocross bike.
The engine loves to rev, which is helped by a fantastic hydraulic clutch and great transmission action. You’ll need to use that clutch and tranny hard to keep the little engine revving, but the clutch and transmission don’t mind a bit. The overall final-drive gearing is a little tall, so it would be quicker and easier to ride with slightly lower gearing.
We tried a JD Jetting EFI control box and removed the spark arrestor and end cap from the muffler to see if we’d get a little more power. We know it’s not PC to do so, and the bike got noisier and wouldn’t be legal for events requiring a spark arrestor, but it was still quieter than a motocross bike. The JD fuel injection control box helped, letting the EPA-tuned bike run richer. Technically we now had a ‘closed course only’ racing motorcycle.We fiddled with EFI settings nearly every time we rode the bike. When testing in the Rocky Mountains, we could not make the bike run lean enough at high altitude with the JD box installed. At our normal test elevation (600-1000 ft) we had no problem, though constantly fiddling with the EFI controls seems old-fashioned compared to other EFI equipped bikes we’ve ridden lately that run well pretty much anywhere.
 Our biggest complaint about the TXCi was its fork performance, feeling both overdamped and undersprung. |
With the engine running crisp, suspension tuning became our top priority. The Kayaba fork was stiff and unresponsive over small impacts, yet blew through its travel easily on G-outs, abrupt endurocross obstacles and on the motocross track. Rocky trails caused the bike to deflect, and we fiddled with compression and rebound settings throughout the test. We finally backed off the compression to 18 clicks and rebound to 20. The fork simply needs to be re-valved and re-sprung to suit our style of riding. The Sachs rear shock, on the other hand, felt under-damped in both compression and rebound. The wallowy feel upset the turning abilities of the bike and had us scratching our heads while we spun the clickers to find a setting that was not too harsh. Our testers raved about the overall handling of the TC250F motocross bike last year, and we knew from our test of the Husky TC250F motocross bike that these things will carve turns like a Suzuki when properly set up.
With the fork tubes raised 5mm in the triple clamps, the handlebar mounts rotated to their furthest forward position and rear shock static sag set at 20mm and race sag at 95mm we had our TXCi turning well without becoming unstable. Our preferred rear shock settings were high-speed compression 6, low speed compression 10 and rebound 3.
The TXCi is held back in turns by the oversized gas tank, with its extra capacity carried in an evil looking hump. The Husky has excellent brakes and an otherwise flat seating position, so it’s easy to aggressively slam into a turn with your weight really far forward. Every one of our testers, three of them Pros, cursed the gas tank at least once. The Husky’s ergonomics are otherwise good, slim and with a comfortable distance between the seat, pegs and handlebars. The seat height itself is quite tall, which frustrated shorter riders on technical trails and the endurocross track. The TXCi, like all Huskys, is quite easy to service and maintain. There’s lots of room around the engine, the suspension linkage is intelligently designed, and the battery and air filter are easy to access. Even engine oil and filter changes are a breeze. Overall component quality is good, though the plastics start showing their age quickly.
The kickstand doesn’t hold the bike very securely, and early in our test a photographer noticed it was flopping around enough to hit the ground over jumps and whoops. We removed it, but if you choose to leave it on, a KTM-style rubber strap and/or a stiffer return spring would be welcome safety additions.
Last year we really liked the TC250F, and with just a few more ponies we would have loved it. Based on that test, and since this bike is targeted directly at the cross-country demographic, we expected great things from the TXCi. After spending so much time aboard the TXCi, however, we unanimously agreed we’d rather race the TC model. The TXCi is a lightweight, fun to ride electric-start trail bike that has a successful competition record, but out of the box the TC is a better race bike. If we owned a TXCi 250F we’d wake it up with the JD fuel injection tuning kit and use an aftermarket pipe, just like the Husky race team does. We’d also use the smaller motocross fuel tank unless we absolutely had to have longer fuel range. We’d lower the gearing a little and get our suspension dialed in for the aggressive blend of cross-country, endurocross and motocross racing we normally enjoy.
 We had fun racing our TXCi on grass tracks, where the smooth powerband, excellent brakes and lightweight feel helped it turn great lap times. |
After those modifications we’d have a machine we’d like even better than the TC (thanks to the great electric starter!) and we’d race it anywhere, anytime. A pre-2012 Husqvarna press release mentioned improvements on next year’s model in all the areas we’ve noted, so we bet the 2012 model of the TXCi 250F will truly live up to its race winning potential.
 The clutch feel and transmission are great, but a few more teeth on the rear sprocket would certainly make the bike easier to ride. Thanks to the six-speed transmission we’d gladly trade some top-end speed for less clutch abuse in technical sections. |
Thank you Husqvarna Canada and Trevor Wideman for supplying our test bike!
Saturday, March 8, 2014
Honda CBR 250R Ownership Review
Hello Everyone! My name is Sherman, and this is the story of my new baby, the black Baby Ceeber aka CBR 250R (ABS). I’ve been following this site for over a year now, and I know for a fact that these reviews have helped out countless folks (hell, I’ve been there too!) I’ve always wanted to contribute, but never really got around to doing so. You know what they say- the spirit is willing but the flesh is weak. But Deepak’s Ownership Review Contest No.10 was like a shot in the arm to a lazy bum like me, so here I am, and without further ado, I now present to you, the one, the only. Baby!
Wait a minute. “Baby?!” That’s what you must be thinking, right? Who in their right mind would name their bike “Baby”? Well, I have thought of a hundred different names before I honed in on this one. The Black Widow? Nah, that’d mean I was dead. The Black Panther? Nopes, it reminded me of Bagheera from The Jungle Book. Black Devil? Noo! I thought I was beginning to sound quite strange by then with all the weird names, and when the name Dark Temptation actually popped into my head, I knew I was on the totally wrong track (For all those who have forgotten, Dark Temptation is the name of the chocolaty fragrance launched by Axe deodorants some years ago).
It was time to just look inside my heart and call her what I knew she was to me. And it struck me – Baby. She’s my baby. She’s gonna stick with me, and stand by me, in good times and in bad, in sickness and in health, till rust do us part. It just sounded perfect. Baby. And as we all know, nobody puts Baby in a corner (the famous line from Dirty Dancing). Even then I thought I’d jazz it up a bit by tweaking it to “Babe”, but for some obscure reason, it kept reminding me of a cute and fat little pink pig and that was the last straw. My Baby she will be.
Before I get into more details, I’d like to start with how all this actually came to pass. I had struck a deal with my Dad that in return for not riding till I was 18, I would be presented with a bike when I turned a major in 2004. It was difficult, but I kept my word. It was going to be a second hand bike to start with, I knew that. You see, there is this unspoken rule in my family that the first vehicle is always a second hand one. I guess it’s because if you can learn to care for it when it isn’t new, then you’re really worthy of having a new ride. Or something like that. I just thought it was a brilliant excuse for my folks to not spend extra cash. Anyway, I chose a secondhand Caliber 115 Hoodibaba! in excellent condition (she was a 2004 model). The rationale being that I would rather have a bike which was simple yet stylish and could go on and on than have a Pulsar (which was all the rage then) that I would have to park in my garage and say goodbye to every morning before walking off to school because of the paucity of cash to fill her up (I knew a lot of friends with such issues). And even years later (I still have my 115); I have never once thought that I made a wrong choice. She was my first love. But enough about her, I will save that for Review No. 11 (Deepak, are you listening? Anyway, with the Indian biking scene finally opening up, I knew it was time for me to take the next step.
I was mulling over buying the Ninja 250R, but once I saw the pics of the baby Ceeber, I just could not decide which one I wanted, that is, until the C-ABS tilted her in my favour. Finally, I knew what I wanted, and thankfully, I didn’t have to rob a bank to have her. Thank you Honda!
So I booked her in January, as soon as bookings were made open, at Haiku Honda in Domlur (Bangalore). Turned out I was only the 2nd person to book the C-ABS model there. And from then on began an unending wait.
Being an MBA student, I had to go to Europe for a study tour in April, and then to California for my internship for the next two months, and even while I was drooling over the Ducatis and Harleys. I couldn’t help thinking about when I’d get my Baby. It had been over 5 months since I booked her, but seemed more like 5 years, not helped by the fact that no one from the company could even offer a tentative date as to when the bike would be out. It was during one such bright and sunny day in California, that I got a text on my phone. It was Haiku Honda, asking me to call them back urgently. I did so, and imagine my anguish when the lady said, “Sir, your bike is ready; you can come now and collect it.” It felt like my heart just shattered into a thousand pieces. It was a struggle for me to tell them that I wasn’t in the country and it would take me at least 20 more days to reach Bangalore- could they hold it for me until then? “Sure sir, no problem, we’ll sell this bike to the next person on the wait-list and you can buy it when you come here, if it is available.” She said that very sweetly, that much I’ll admit, but she could’ve told me just as sweetly to jump off a cliff. Which was precisely what I felt like doing right then.
But life goes on, and I was back in the country in 20 days, and I popped into the showroom to enquire about my chances and get a test ride. I was a little apprehensive, for I had never ridden any bike above 150cc before, and certainly not one with the 1down, 5up gear sequence. But the CBR surprised me- I didn’t find her in any way difficult to ride, in spite of having almost exclusively ridden a 111cc bike for the last 6 years. And all that power between my legs just felt awesome! Yes, I’m still talking about the CBR, so please focus people!
“Sorry sir, your model hasn’t yet come”, was the reply I got upon my enquiry. OK, I said, and booked a holiday trip to my hometown of Mangalore to drown my sorrows. The following Monday, I got a call, “Sir, your bike is here, if you can come now for the formalities, you can take it tomorrow.” Deja vu? But this time citing some emotional excuse (I don’t even remember what I said that time!); I got them to hold it for me till Thursday, when I would be back in Bangalore. On Thursday, when I went there, I was shown my bike. Only thing was- it wasn’t my bike! It was a silver non ABS version. Imagine being pointed to someone else’s wife saying you could have her- that was exactly how I felt! I raised a hue and cry, and told the person in charge there without mincing any words that if they didn’t have my bike there within the week, they could keep the deposit and cut my name off the list. And if they did that, I would write a review so scathing, that people would think twice before even stepping foot into the showroom. An image of an angry Hulk kept popping into my head, and I told myself it was time to calm down, and taking a few deep breaths, I left the showroom.
Luckily, God heard my prayers. Or maybe it was the manager who heard me. In any case, I was told in a couple of days that my model had arrived. I couldn’t take it anymore- I rushed to the showroom, and there she was, a Black CBR250R, her silver spots gleaming under the spotlight. I just wanted to get astride her and ride away into the sunset like a prince from all those fairy tales I read when I was a kid. But I was brought back to reality when I was told that if I paid the cash today, she could be mine the next day. What?! The next day?! Man, this couldn’t be happening to me!
In spite of all my entreaties and curses, they would not budge. So I paid a hefty advance, submitted my documents and began counting the minutes to when I would finally take possession of her. The next day, I got the long awaited call, and off I was again. I took a few friends along, and was made to wait while the bike was being spruced up. But it was all worth it. When she was finally presented to me, boy oh boy, was she gleaming! She cost Rs. 1,97,651 on road plus a few hundreds more for the number plate and a Teflon coating. And I was smiling from ear to ear listening to all the praises she was getting, and when I did ride off into the sunset, the looks of admiration I got from everyone on the road just made my day. I would like to take this moment to thank my Dad for making this possible- thank you Dad, for this awesome ride.
Up until the first 500 kms, it was a struggle not to take her to her limits- I mean, come on, mine was a filmy love story so far, and now finally, against all odds, me and my Baby were one. But I restrained myself commendably, well, except for 3 occasions when I just lost my head and rode like the wind, hitting 130 kmph without any fuss. I did feel a little guilty later, but hey! I deserved it!
One of the first things I did was to equip myself with a DSG riding jacket and Axo gloves, the first time I’ve ever used riding gear. Now we look like we’re made for each other, the black & silver combination on my Baby mirroring the black & silver on me. Do you remember the old series in the 90’s that used to air on Doordarshan, called Street Hawk? Well, I kinda feel like that when I’m attired.
After 500 kms, it was time for the first free service. I don’t know why they call it a “free” service, when I was charged 1,048 bucks for it. I should shoot off a mail to Honda I guess. But performance-wise, she became even smoother after the service. Smooth as butter.
I have had her for two and a half months now, but managed to cover only 1,500 kms during the period. Actually, considering the situation, I’d say it’s pretty good. I stay at my college hostel and my classrooms are just a 5 minute walk away. And so far this year, I didn’t get a chance to go on long weekend rides, so when you realize that the entire stretch of 1,500 kms is ridden purely within the city of Bangalore; you know that’s an achievement!
I’m not going to mention the specifications of the CBR in my review; you can look them up from the company website. I will, however, tell you about my actual experience with the CBR 250R, which I think will be more useful to a potential buyer looking for actual user knowledge than a list of specifications on paper. Like I said- been there, done that!
Handling
She lets herself be handled quite well, and the only problem I have with her on that front is the turning radius. It is HUGE! I mean, on my Caliber, I could almost bend the handlebars back towards me and take a V-turn backwards (only slightly exaggerating, of course), but the turning radius on my Baby is almost like an Avenger. It takes a majestic U-turn, no doubt, but the fairing prevents it from minimizing the radius. But once you get used to it however, you will have no problems judging turns to perfection.
Rider fatigue- nil. I find her comfortable to ride or stop (thanks to the C-ABS), with no backaches whatsoever. There was a slight ache in my wrists for the first few rides, but it went away after that.
And of course, I am yet to answer the eternal Indian biking question- Mileage? Ah, yes, I had forgotten. I think the mileage is pretty good for a bike of this calibre, it gives me around 35-40 kmpl quite easily, maybe a little more. I would like to remind you again, that this is under pure city driving conditions, which does not include long rides, and also considering that I’ve hit a top whack of 151 kmph on her.
And what a ride that was! It was on the elevated toll way on a well illuminated night, with not a vehicle in sight. Let me tell you how she speeds up first. The meat of her performance lies within the 4.5 to 9k range on the tacho. Under 4.5, I won’t say she’s sluggish, it’s more like she’s modest and doesn’t want to show her capabilities off to the world. Only you know, with a hand on her throttle, of the fury she can unleash if you let her. But between 4.5 and 9k, man, is she in her elements! One moment the needle’s on 4.5, and I swear, in a blink of an eye it’s on 9 and it’s time to upshift! The sheer acceleration is simply brilliant! After 9, even though it can go all the way to 11.5, it’s rather boring compared with the adrenaline rush you just got getting there. The 6th gear is for cruising I feel, because you can get to 135ish in 5th gear without any problems, but when you upshift into 6th, your speed keeps increasing at a diminishing rate, just like the Law of Diminishing Marginal Utility. Sorry, no academia in a bike review. 
After 135 kmph, you need a lot of road, patience and belief to finally get her to 150 kmph, but if you can persist, she will get you there. On that ride, I had a weighted backpack on me which I could feel was creating some drag in spite of me bending over, so without it and with some more road. I reckon I could just squeak up to 155kmph on the speedo, but that’s the maximum possible. It’s still pretty good for a bike actually, considering my good ol’ Hoodibaba could barely make it to 100 kmph after some major engine tweaking. And the good thing about it is- Zero Vibration even at such intense speeds.
Now to the Pros & Cons
Pros
- The envious stares you get from everyone else on the road because of her killer looks.
- Raw power on tap till 135 kmph, top speed in excess of 150kmph on the speedo.
- Smooth and vibration-free handling at any speed.
- The comfortable riding position; you can actually choose your riding posture (upright for normal travel and bent over for speed).
- C-ABS. This is the single best feature I love most in my bike. In fact, just minutes into my first ride back from the showroom, a tempo cut across in front of me and braked. I too slammed on my brakes instinctively, and with a sinking heart, as the distance was just a few inches between both vehicles. But in spite of my reaction time to brake, she came to a halt well behind the Tempo. And what’s more, I was in total control the entire time! C-ABS saved my bike a few scratches and dents, and saved me a broken heart. Ever since, I think it’s a great piece of technology that every bike should have, especially on slippery roads. On the flipside, I sometimes feel unsafe on other bikes now upon hard breaking at higher speeds.
- The headlines are normal 12V 60/55W H4, but they’re pretty bright – no need to upgrade them I’d say.
- Comfy seats for both rider and pillion- long distance travel is not an issue.
- The ignition responds with the lightest touch- some say that not being able to kick start it might be a problem, but I’m OK with having just the electrical start. Only time will tell who’s right.
- The tyres are pretty grippy too, never once have I felt them slip even under acute cornering.
Cons
- The saree guard just doesn’t gel with the rest of the bike, so I got it removed on the very first day. You would be mad to sit on it in a saree anyway, so no big deal.
- The front fairing is styled in such a way, that any water on the road along with the dirt stuck with it is all over your shoes and your jeans, unless you’re travelling under 10kmph. And if you are, the vehicle overtaking you is gonna splash you with a lot more muck, so it’s a lose-lose situation in any case.
- And just so the pillion doesn’t have a smug smile on his face at the ordeal of the rider, the (lack of) rear mudguard will make sure that enough water/muck is splashed over the back of the pillion’s shirt too. Hence, it is always advisable to ride with a waterproof jacket that is easy to clean. And if the pillion’s got a backpack on, well, Lord have Mercy is all I can say.
- Another tiny niggle I have with the Ceeber is the positioning of the brake. On my Hoodibaba, I could keep my foot on the footrest, resting lightly on the brake pedal, and press down when required to brake. On the CBR however, the seating position is such that the footrest is a little lower (or the brake pedal extends a bit higher). Thus, resting your foot on the pedal means that the brake will be slightly activated, but not enough to hinder speed. Still, I found it quite uncomfortable initially (maybe because I have no prior experience on such bikes?), and my ankle felt quite sore for the first few rides. Used to it now.
- The engine radiates heat quite easily, even in city traffic where you don’t get a chance to speed up. You can feel it on your legs when you’re in traffic, and then the cooling system does its job. However, the engine gives off a peculiar smell when it heats up. Initially I was concerned thinking my engine was overheating, but the mechanic at the service centre told me not to worry, it was probably the paint on the engine wearing off. Even after 1,500 kms it still gives off that smell, but now only after high speeds, and the intensity has reduced.
- The horn is a puny one compared with the size of the bike, but I’d still go with it in the name of preventing unnecessary noise pollution.
- No centre stand- not a problem for me though, coz I never use it anyway.
- Last but not least, the very stares of admiration I keep getting are now becoming a source of irritation. Riders actually switch lanes all of a sudden when they see the Ceeber, just to ask me how much she cost, and what’s the mileage and what’s she like, etc- all this when I’m still riding. When this first happened I couldn’t help but think that I must be on the hitlist of some biker gang, but now I’m used to it. It still irritates me sometimes though, but in a good way.
Conclusion
The list of Cons may appear larger in size than the Pros, but to me they’re just minor niggles. I’ve just stated whatever I could think of in case it comes in handy for those looking into my review to make up their minds about the CBR. I mean, is a normal-sounding horn really a Con? Some may feel so, I don’t. Even if it is, it isn’t a make-it-or-break-it deal for me. But it might be for others, you never know.
The bottom-line is: I knew what I wanted. I knew it was time for me to upgrade from a 111 cc bike to the next level (my long-term aim is to own a Harley Davidson Fat Boy). I was clear that I wanted looks, power and safety, and in high doses. I don’t do wheelies. I don’t drag race. I don’t stunt and I do not take part in on-track races. I wanted a bike which was as comfortable in the city as it would be outside it. One on which I wouldn’t have any problems pottering about in traffic or speeding up on the highway. One who would set my heart aflutter every time I saw her, and who would keep me safe even under most intense braking at high speeds.
I got what I wanted, and a lot more, when I bought my Baby. If these are your needs, you couldn’t go wrong with the CBR. Don’t expect everyone to understand, though. Even today, a lot of guys come up to me and tell me that I’m a fool to buy the Ceeber when I could’ve had an entry-level car at this price.
I don’t even bother answering them. I just smile and walk off to my Baby. After all, who can explain true love?
Regards,M.Raja
Friday, March 7, 2014
Harley Davidson Logo Harley Davidson Accessories
below are some examples of logos harley davidson.
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