Original Source: Hero Honda Ambition Ownership Review by Sharva Godse from BikeAdvice.in

As a kid, we always love the vehicles our family commutes on. Oh I remember the joy on the arrival of our first motorcycle. Here I am, looking at the same motorcycle which is now 9 years old. Looking back at one of the most cherished memory, it has changed a lot. Except for one thing, the 133cc mill. It still sounds the same, revs the same and works at its own jolly but efficient pace.

It was an advert by Sourav Ganguly in some ghat, riding a silver Ambition back in 2003. A bike launched during the Pulsar era, ergo grossly understated, the Hero Honda Ambition was not a benchmark for Hero Honda. A true blue commuter, the ambition is a pleasure to ride in the city and a fun bike for the twisties around Pune.

Dab it in the third cog and keep it near its power band and she’s a real treat on the uphill section. Start going in the opposite direction, shift in the powerband and so starts the madness! A severe lack of torque is experienced when climbing steep hairpin turns given to the puny 133cc commuter engine.

The Hero Honda Ambition is an excellent handler. With regards to its decent dynamics, it is a boon for novice sport riders when it comes to cornering. With limited power on tap and a set of drum brakes, it’s a great bike to learn how to get the most valuable feedback. Word of caution that with its nimble front end and a twitchy rear, the bike is fairly forgiving but loves highsides when you grind the straight set, commuter-friendly foot pegs.

Many-a-times, the sheer need of a tachometer is experienced especially during a spirited ride. Maybe that’s why the upgrade had a tachometer. (Hero Honda Ambition 135 and Hero Honda Achiever). A decent set of tyres might just make the bike a bit more stable and aid the rider with some better feedback.

Being a commuter no doubt that the bike is dead low on maintenance even when ridden occasionally in ghat sections, for the love of sport riding. Regular servicing does the trick. Castrol Power1 is a good choice for the 133cc mill. Nine years old and still running like a dream, the ’03 steed manages to deliver a decent, yet a low mileage figure considering a commuter bike of 37km/pl which gives you a range of 460 odd kilometers in the city.

Having being clocked 70000kms, the ergonomics, the aesthetics are not in good shape and need a little harsh treatment to get them going. The panels have been held with copper wires to the frame. The speedometer console has a drive mechanism issue which makes a creepy noise no matter what speeds you’re doing. One more problem is that the frame that holds the exhaust and both the footrests (the right side) develops cracks and has to be changed which is pretty expensive. It is an experience of all ambition owners.

Lastly, this can’t end by praising the bike and saying that it runs like a dream even after 9 years and that you should buy it right away. They don’t make such steeds anymore. As a matter of fact, the definition of commuting has changed in the last 9 years. If they were to launch the ambition today, it would have charmed only a few.

Regards,
Sharva Godse

Original Source: Hero Honda Hunk Review by Rakesh Patel from BikeAdvice.in

We have read endless reviews which depict passion of the writer towards their machines. Some reviews have joyfully made us smile, giving us a glimpse of how would it be to actually own the bike, while some of them have enraged us by their outrageous comments and conclusions. Some of them have taught us a lot about how stuff work, while others were just worthwhile to read.

More or less, every review has an experience which touches us in some way. So here I am, with yet another Hero Honda Hunk bike review for a few, but for me, it’s a love story. A love story between a human and a machine. A story of an immaculate bond of trust between me and my bike.

Cast

The characters of this story would be,

• My bike, Hero Honda Hunk, the black beauty
• Myself, Rakesh Patel, a software engineer by head but a biker by heart
• My parents who have added a dramatic pinch to my story

The day was 2nd October 2009, no wait! Actually the day was 2nd October two decades back, the day when I was born. I think the story had begun since then. Though I didn’t understand anything then, bikes still must have fascinated me since that time I guess. At least to support this fact, I‘ve heard it from my mother that it was only the bike toys that I used to chew and not the rest!

The baby became a toddler and as far as I can remember of that phase, the only thing that rings any bell inside my head were automobiles, taking a lions’ share in my good memories. Teenage went in a jiffy, particularly hovering around 3 B’s; books, bikes and babes! I can sense a small smile on the reader, but hey! isn’t this the way it works?

This was the age where I distinctively remember of dreaming of a bike of my own. Every time I saw a bike that grabbed my attention on the streets, I literally used to start portraying how would it look if I rode the bike, how would it look if I parked Hero Honda Hunk in my garage, how would it look if I parked the bike temporarily on the streets and went for some work, and to top them all, how would it feel to actually own the bike.

From that time stamp onwards I was hell bent upon owning a bike, the bike of my dreams. But I knew this dream couldn’t be soon realised. After all I was dependent on my family and they had to get me the bike, and for that to happen, they had to be convinced first, which was out of question because a bike is considered to be a dangerous machine in my family, a machine that opens road to the heavens easily and literally!

I did not dare to propose this idea of mine in front of my family (sparing myself from some melodramatic sessions and lectures), time just passed by and I had no other option but to secretively adore my desire of owning my sweet road mate.

Realisation of My Dreams, Partially!

School days were over and it was time for college. Out of many good reasons for going to the college, the best was that I now could legally demand for a “two-wheeler” for my personal transport. I had my licence made and there was nothing that I could think that would come between me and my dream machine. But little did I know that I had been outwitted, by my Dad.

On 27th June 2007, I was presented with a black Honda Dio! The only choice I had of my own was that would it be a Dio or an Activa, and what colour would it be in. No other options, no ‘bikes’ on the menu! Honda’s winged emblem on my Dio reminded me of how the wings of my dreams have been cut! But things had been done already, there was very little I could do about it, rather nothing.

Time rolled on smoothly, and so did my Dio. It becomes a part of your family. The ease and practical personality of this wonderful vehicle impresses everyone in the family. The powerful 102 cc Honda engine is lethal and would never give up. I never regretted having it. I was contended, but not satisfied. The same childhood day dreaming would start on seeing a bike, every now and then. I had to evolve.

Chasing My Dream, The Futile Trips to Showrooms

There was never a month that would pass without me visiting local showrooms. The enticing smell of new bikes, the impeccable view of the shine over them, and the exhilarating feeling of the test drives would tease me to the core. I would behave as if I was really going to get a bike soon. And the staff at the showrooms did not have any problem entertaining a willing customer.

But at the end I always knew that this isn’t going to last and I will have to go back home empty handed, with a bunch of bike brochures, the feeling was further more saddening when I could see some lucky one getting their bike delivered. Frankly I was jealous! Days used to begin with hopes and end with dreams. Everyday started with expectations, but they always ended with some experience.

The Rebellion

This madness had to stop. I had to have a bike, again a cold war started against my parents, this time direct and tougher for me, knowing the fact that I now had a vehicle. I knew these were futile efforts from a desperate biker, but I was reluctant to stop trying. All my attempts were discarded sharply and the following equation was made clear to me

Riding a bike = Accident

Me: Ah! C’mon! I am not like others! I will ride with care and responsibly.
Dad: Maybe you will but the bike has a mind of its own, it won’t move slowly!
Mom: You’re not getting a bike!
Me: You know me, I am a responsible rider, nothing would go wrong!
Dad: You just want a bike because you want to show it off in front of your friends!
Me: Don’t save the discussion by saying that. Riding a bike has always been a passion for me and not just a medium for mere show-off, it would be like a realisation of my dreams!
Mom: You have your way with words kiddo, it’s just realisation of your fantasy, and anyways you’re not getting a bike.

There were many such similar discussions which used to end in their favour; afterall I could not force them.

First Ray of Light

In a remarkable turn of events, my mother got of riding her Bajaj Spirit. Although it was a good vehicle, it just didn’t seem so highly “spirited” after a year or so.

Mom: I again had to kick start my spirit on the square signals today, it’s becoming such a pain!
Me: (Grabbing my chance) why don’t you ride my Dio instead?
Mom: Yes, I could do that.
Me: And then you could also get me a bike right? Now that you would use my vehicle.
Mom: A vehicle in the family belongs to everybody in the family, I don’t have to ask for it and ride it anytime I want to. And yes, you’re not getting a bike.
Me: But what if I need to take it out somewhere and you need to go out urgently too? Would you push your down spirited spirit everytime?
Mom: hmmmm…

I knew it, my point had hit the right spot, the wheel had begun to rotate, and I knew I was getting there. My persistence was finally paying off. In this phase I’ll tell you of my very own, highly detailed selection process that I hope would help you too.

The Most Interesting and Patient Phase

Decided! It would be a Kawasaki Ninja! You may take me to be insane to talk about a highly detailed selection procedure but instead just coming up with the conclusion. This was the same question that I went through, it didn’t make sense to me, when I know what to get, why is there a task for selection required? Why should I wander around other bikes when I have made up my mind for the one in my dreams? Only if it was a perfect world, but it isn’t.

It wasn’t long that I realised it. There are various factors associated with selection and you have to start from the scratch otherwise you may end up regretting. It all starts from our own selves, you have to know yourself first before selecting your bike, it may sound a little counselling but it’s true. This particularly means to introspect what kind of a biker you are.

Are you a daily commuter, seeking high mileage figures? Are you a performance enthusiast, aspiring for scintillating performance? Are you a stuntman, wanting irrational thrust of power-on-demand? Are you a hooligan, showing off your latest toy on the block? Do you a tourer, expecting optimum comfort out of your mile-muncher? Or are you a jack of all trades, wanting a bit of everything?

After you have known yourself well enough, it’s time for your machine. Owning a two wheeler two decades back was a luxury, without many options. But the tables have remarkably been swapped over the years. We have a whole galore of choices. India, the second largest two wheeler market after China, has made deciding a bike tougher than ever. There are bikes ranging from 100-1000cc, parallel-twins, single-inline, cruisers, sports, commuters, tourers, streetbikes etc. There is one for everyone.

Technical Jargons Which You Would Face

There are like endless terms that you might come across, out of which you are not aware of a few, while others you might just not have heard, has to be, after all, a motorcycle is a perfect amalgamation of all aspects of engineering blended in harmony. It’s not even necessary for all to understand all technical details of a bike (else it may put all motor mechanics out of business).

But there are a few important terms everybody should know. After all you cannot hire a chauffeur for your motorcycle (even if you can, it would look ridiculous!) I would here try to address a few terms, at least well enough to get you the basic idea.

Cubic Capacity

CC or cubic centimetres refers to engine capacity. Specifically it refers to the amount of air/fuel mixture able to fit into the cylinders (where combustion occurs) at full expansion. 1 cc is equivalent to 1 gram of water aka 1 ml. An example: 250 cc engine means the cylinders with pistons at full expansion can hold a volume of 250 ml of air/fuel mixture.

Power

Power of a motorcycle is actually measured in Bhp, i.e., break horse power. Simply put, it is actually the power available at the engine’s crankshaft which in turn powers the wheels of your bike to rotate. The actual power delivered at the wheels is lower than the stated figures.

Torque

Torque is the force that makes the wheels in rest to motion. It is generated at the crankshaft. The amount of torque is expressed in Newton meters: Nm. In technical specifications of motorcycles, you often see a number for the maximum torque, and the number of revolutions per minute at which that torque is delivered (in rpm, revolutions per minute). The rpm where the maximum torque is delivered is the rpm where the fuel is burned most efficiently.

Mileage

It’s nothing but how much your motorcycle runs (in kilometre) for every one litre of fuel burnt in it. More the power your bike generates, the lesser mileage figures are to be expected and vice versa. After having gone through all the above processes, it’s time for the most important factor for deciding your bike, the cost factor!

This factor gets even more evident if you are dependent upon your parents, for you don’t want to burden them unnecessarily over their hard earned money. Even if you’re not dependent, money doesn’t just grow on trees! Like I said, I was all prepared on my level of understanding to get the bike of my dreams, the Ninja! but spending that amount of money for a two wheeler should remain in your dreams only.

You know your heart seldom leads you to overrated fantasies, and it is here that you should let your mind to intrude, and save you some thousands! Let your heart be passionate about biking and not the more odd bucks you spend for some extra praises. Believe me, it’s not worth it.

You may think I am hell bent upon making you spend less for your bike, in a way shadowing your dreams. That’s not what I am taking about. Money should be spent to get what you actually need. Like for example, there are two bikes A and B. A is cheaper than B by say 7-8 thousand, but B suits your needs more.

Then you should never settle for A, and definitely pay the extra premium and go for B. It’s not every weekend that you get a bike, and you certainly don’t want to be stuck up with the one that may have saved you a few thousands, but also plugged you with the question always pinching at the back of your head- “agar doosri bike leliya hota to accha hota!”

Convince your parents and yourself for the premium and realise your dreams. I believe I have given you adequate starter knowledge you need to select your roadmate. Now let’s get back to my matrimony with my ride! As you may have already guessed it, it wasn’t the powerful Ninja, it is the handsome hunk!

Now let me take you through a dry run of my own selection process, I am a biker with a passion of biking in my heart, and for me my Hero Honda Hunk is an instrument, a bridge to realise this nirvana. Pure riding pleasure was my preference over the others and that brought be to the Japanese engines.

I was ready to give away the ‘adrenalin rush’ given by our Indian engines in exchange for pure smoothness. I didn’t want to clock 0-60 kmph in a jiffy, but wanted to glide over 40-60 kmph without any stress. I didn’t want to open the throttle and create a magnificent roar; instead I am more into silent sweet firing. I could give away digital numbers on the dashboard for royal looking analogs!

All these factors led me to the following bikes

• Hero Honda Hunk
• Hero Honda CBZ Xtreme
• Honda unicorn
• Suzuki GSX150R
• Yamaha FZ16
• Yamaha YZFR15

The above bikes were selected by my heart and now my brain had to play its role. Here came in the mileage and cost tests. FZ16 being a very nice bike had only one flaw, the low mileage figures. But the bike gives you massive torque figures at lower rpm for the compromise that you make, giving you a fantastic riding experience.

YZF R15 had the same problem as the FZ. But I wouldn’t call it a problem. It’s a machine developed for the race track type of performance, who would consider fuel economy before buying an R15? The unicorn and GSX were quiet old school as per my books on looks. Though they had the most refined engines.

If it was the year 2004, I would definitely have gone for a unicorn. But Honda had already depended on this design for quiet long, and believe me it has aged. So it was either the curvy CBZ X or the super cut Hunk. Both sharing the same engine, from their Japanese cousin, the unicorn.

I loved the royal and majestic look of the Hunk which has been designed in Italy. It has a big bike feel to it. So everything well thought and decided, (though I had to convince my parents a lot for the very looks of the bike, which seemed as a monster to them) I finally had my bike delivered a week after my birthday!

The Early Impressions, Good Ones

Looks

I would not give you the exact specifications of the bike here, (It’s of no use cuz you can fine that in its brochure), and I will rather tell you about the vivid traits of the bike. Nobody messes with the hunk; its kingly road presence binds you to give it a second look. For some reason, you don’t find many hunks on the road, this even adds up to its exclusive nature.

The head lamps are multi reflector type aiding you with ample visibility for night rides. The dash board looks chunky and royal with the chrome lined speedometer sitting in the centre. It displays all the relevant information that the rider would need. I mean, having a clock on your dashboard is good but sometimes seems redundant if you already have your wrist watch! But the dashboard covers all the basics of speed, engine rpm, total distance covered, trip, fuel and all working lights.

The bike overall looks and feels big in stature. You would find quite a few cuts here and there, collectively forming an incredible aerodynamic structure. The company offers the bike in suited metallic colours which complement the bike’s personality. I have mine in panther black with blends of active red here and there, and let me tell you, this colour combo is a serious looker!

Another very exquisitely sculptured feature of the hunk are the majestic tank shrouds. They encase the chrome 3D ‘hunk’ name on them. They take the bike’s design to the next level. The Italians have their own way of redefining design, and my bike only makes this fact more evident.

Ride Quality and Handling

The bike handles like a dream and is undoubtedly one of the best in the market in terms of ride quality. Even though posing as such a big bike, when you get on it, you feel like a last block of puzzle which has now completed the design. The posture is relaxed and straight so that those long rides don’t hit your back and wrists.

The bike is sturdy and heavy, which gives this bike a very stable and well focussed linear ride. The suspensions are well sorted and stiff, which don’t toss you on higher speeds. The rear suspensions are equipped with gas reservoirs, which offer a very comfortable ride, both for the pillion and the rider. The seats find its way between being too soft and too tough, taking the most required care for your butts!

The seats are not exactly split but have a huge difference, providing the rider with a better sorted ride. The tires offer immaculate grip in all seasons and induce par confidence for those hair pin turns. You can rely on them no matter how much your bike needs to tilt to a side; they wouldn’t give up on you.

Performance & Refinement

The Japanese are always known and appreciated for creating gems as in their engines. This statement is well supported by the fact that the engine that sits in the heart of the hunk and CBZ X did its job well in the achiever, the younger cousin ambition and traced back its bloodline to the unicorn which also stands heir to the legend of the original CBZ.

This is one of the most successful engines running in the market today, and being a Honda, you know this is going to last a lifetime. It generates one of the highest power figures in its class. But only this isn’t enough. Raw power without proper control is futile, not in case with this new generation engine. The power is efficiently harnessed in this bike.

Everything this bike does is smooth. The acceleration is smooth and gradual and so is the deceleration with braking. Do not expect it to immediately rush you on the twist of the throttle, but let it smoothly and steadily glide you to those speeds.

The engine growl is silent. In traffic or stranded on signals, the sound of the bike is hardly audible. City riding is great, thanks to the short gear shift ratios and formidable torque that allows you to crawl at speeds as low as 35kmph on the 5th gear.

Mileage

The company claims the bike to return something around 50 kmpl. Mine gives around 52 kmpl which I believe is quiet decent for a 150 cc bike. The new generation ATFT engine has a great role in boosting up the fuel efficiency figures.

• Try to maintain only one mechanic for your bike, it helps him to know your bike well
• Never rip the engine (and that is Never! Period), maintain constant speeds.
• Try to change gears at 4000-5000 rpm (particular to my Hero Honda Hunk)
• Try to maintain enough fuel in your bike, to keep proper fuel pressure
• Service regularly

Impressions, not so good ones

You can endlessly praise your bike and never stop, it’s because you love it and have spent a large amount on it. But when it comes to the darker side, we often ignore to admit the cons. Its only after spending a decent amount of time with the bike do you realise that no bike is perfect, for if there was something as the perfect bike, everybody would get it.

There was this time during my bike’s early days when once I had taken it to my college when I had this conversation with a friend of mine,

My Friend: Rakesh! Kaun si bike li?
Me: Hunk!
Friend: Sahi be! Bohot hi acchi bike hai. Suit karti hogi tujhe!
Me: Yup
Friend: Mere ek dost ke bhi paas hai, vo bata raha tha uska gear box bohot stiff hai, aur gears acche se nahi lagte!
Me: Gone nuts? It’s a perfect bike!

I have my own way with words so I apparently convinced my friend that the bike was flawless and perfect. But as I said, there is nothing as a perfect bike; it’s just perfect for your needs.

• The gear bike is not as slick as the engine is
• There are times when you feel the bike is really heavy, and a little difficult to maneuver.
• The front disc brakes seem small. Though they do their work properly, still there is lots scope for improvement, to control this heavy powered bike.
• If the bike always remains parked in the open sun, the fibre tank shrouds tend to lose lustre, this looks worse when it’s in contrast with the tank’s paint. A coat of Teflon is highly recommended.
• An oil-cooled heart would have made the bike a better tourer, but still no regrets, it munches the miles well
• The difference in seat levels for the rider and pillion is huge; the pillion sometimes looks towering over the rider.
• The bike does everything good, but isn’t exceptional on something.

It is said that if you want something truly then the whole universe conspires to get it to you (courtesy, om shanti om). I couldn’t have agreed more to this fact, now that I have realised my dreams with my Hero Honda Hunk bike. Good or bad, it has never let me down, and I couldn’t have been more proud than owning my Hero Honda Hunk.

Thank you for being patient enough for staying till the end. I hope I did not disappoint you, or worse, bore you. I know the article gets a little out of proportion but this is an experience I wanted to bring out to you all, and binding it within the limits of words wasn’t easy. I hope you enjoyed it, because I was really thrilled to write it. Ride safe and responsibly.

Regards,
Rakesh Patel

Original Source: Hero Honda Karizma R 18000KMs Ownership Review by Umesh from BikeAdvice.in

“A car carries body but a bike carries soul”. I read this line several times but realised only after riding one of my dream bike- Hero Honda’s old war horse Karizma.

Hello everybody, I am Umesh Prasad Rout (UPR) from Bhubaneswar, Odisha. Riding bike is one of my passion. By profession I am an assistant professor in an Engineering College of Bhubaneswar. This is my review of Hero Honda’s old but gold bike that introduced a new bike segment in India – The Karizma R. The name Karizma comes to mind first while talking about performance bikes in India.

My previous bike was HH Passion Plus, the most popular 100cc bike after Slendor. It is a stylish reliable bike of lower displacement but after 5 years of riding I felt that I need a bike of higher power and torque. Then I purchased Karizma (2010 model) as it fits well to my requirement. I had waited for two months to get my dream bike.

The initial riding experience was awesome. There was increase of 9.5bhp, 11Nm of torque and 126cc of displacement in comparision to PassionPlus. I felt like in heaven for the first few month of riding. My Karizma is now 18 month old and I have done 18000kms till now. I like to share my sweet and sour experience with the black beauty through this review.

Why Karizma?

Karizma looks exclusive and expensive among the bikes of its segment. It gives feeling of a real big bike having a long wheelbase of 1355mm and it is the longest (2125mm) bike among all 250cc and sub 250cc indian bikes (Ninja 250R-2085mm, CBR 250R-2032mm, p220-2035mm, R15-1970mm, ZMR-2110mm).

Karizma own my heart by its beauty. It the most good looking bike in 250cc and sub 250cc segment in india (personal view). Its comfort level is next to a car. Above all it is a VFM machine having good resale value.

Uniqueness of Karizma

• Karizma has electric as well as kick start option. In cold morning kick start option is a kind of boon.
• Two cable throttle is another unique feature which very few bikes have.
• There is a small in-built hole in the exhaust pipe to drain out water.
• The best looking half-fairing among all Indian bikes.
• Only Indian bike to have dual tail lamp .

Styling

Though looks is a personal issue, in my view Karizma is an eye catcher despite of its age. It looks awesome in yellow color. The only bike in its segment that looks proportionate in every angle.

The fighter jet design, half fairing, engine under cowl and R lettering put Karizma in a different league among all bikes. The yellow dashboard, black visor, red suspension, golden exhaust pipe and dual tail lamp are the style elements in it.

Features

The dashboard is very well designed in Karizma. It consists of RPM meter, Speedo meter, neutral and high beam indicator, digital trip meter, digital clock, digital odometer and fuel indicator. The dash board look gorgeous with yellow back ground and it helps at night. The digital clock is very handy for me as while going to the office I am in a hurry and cannot look at the wrist watch every time.

The engine under cowl adds style and better aerodynamics. The MRF Zappers give the bike very good grip on roads. The butter smooth gearbox is a rider’s delight.

Rider Comfort

Being the best tourer, comfort is one of major strength in Karizma R. The riding posture is very comfortable. It absorbs all most everything whether it is pothole or humps. I have never felt any kind of discomfort in it. The comfort level almost like a car. I never felt any vibrations up to 110kmph.

Pillion Rider Comfort

A performance bike is not meant for pillion rider’s comfort. But Karizma has got a good and comfortable sitting posture for pillion rider in comparision to other’s bikes in its leauge. My advice is not to carry ladies as pillion rider because seat is too high and one sided sitting posture is not safe at high speeds.

The most pathetic experience in karizma for me was when my mother fell down from the bike while trying to accelerate quickly from a traffic post. She was not aware of the pick up of bike and hence not prepared for the drag. She fell in the highway and backside her head was struck on the road. Thank God, there was no injury and no problem later on.

Performance

Karizma is a proven performer. The 223cc engine generates 17bhp Power and 18.35Nm torque. The rock solid engine can run 24×7 without any stress. Acceleration of Karizma R is amazing though not the best in its segment. The adrenalin rush can be felt from second gear onwards. The power is well distributed in the whole rpm band.

The top speed I achieved is 130kmph (on Speedo). Karizma vibrates a little after 120kmph,but up to 115kmph it is butter smooth.Up to 110kmph it is quick, after that it takes time to accelerate. In 5th gear it denies to go beyond 8k rpm most of the time. It is capable of 115kmph in 4th gear.

Handling

Karizma handles well in any type of road condition (bumpy, dusty and wet). Though the long wheel base requires more turning radius, the cornering is quite well. The handling is equally good at higher speeds. The brake is not quite sharp but spongy. Though the rear one is drum, It works wonderfully. I have applied brake at 110+ kmph speed several times and it stopped within few seconds.

Karizma is a heavy bike (150kg). If one looses balance, the weight of bike will come in the arm and one need some muscle to handle the situation.

Fuel Efficiency

Performance bikes are not fuel efficient. Also fuel efficient bikes are not performance oriented. The mileage varies on riding style and speed. Karizma gives best mileage when driven in 4k-5k rpm in 5th gear. My Karizma gives 42kmpl in highway and 32kmpl in city. Overall I get 36kmpl. It not fair to expect much from a 223cc bike.

Accidents and Mishappening

No major accident in Karizma (thank God and HeroHonda). Once because of an autorickshaw’s sudden right turn I had to brake hard and as a result me and my bike fell down. The left indicator was broken and gear lever was bent.

The bike fell down twice from my hand due to loss of balance-once whlie trying to ride from right side and the other instance was while trying take a slow right turn with pillion rider. The worst happening was felling down of my mother as told earlier.

Maintenance

Karizma is very reliable and hence requires less maintenance. In 1.5year time I have changed the disc brake pads once in 11000Kms worth Rs 1125, headlight bulb worth Rs 90, one taillight bulb worth Rs15, type B throttle cable worth Rs 75, speedo meter inner cable worth Rs 22 and clutch cable of Rs71. In total Rs 1398 except engine oil. I have also changed the broken main stand free of cost under warranty.

Though Karizma spares are costly ,the genuine parts lasts long.

Strength

• Highly reliable engine
• Power packed performance
• Hero Honda service network
• Excellent ergonomics
• Smooth gear shift
• Sound braking system
• Best for touring
• Super refined engine
• Good suspension offers hassle free riding
• Stability at any speed is top class
• Pretty grippy tyres

Weakness

• Horn is same as 100cc bike
• Head light is not suitable for highway riding.
• Lack of tubeless tyre
• No rear disc brake
• Finding neutral is difficult while riding
• Cold start problem

Karizma for Me

Karizma is not merely a bike for me. It is a source of confidence, smartness and entertainment for me. It is now one of my basic need. Also it has become one of my identity.

Conclusion

Karizma R is a versatile bike. My overall rating is 8/10. If you are looking for a reliable, smooth, comfortable performance bike with good resale value it is the bike you are looking for. Happy Riding.

Regards,
Umesh

Original Source: Hero Honda Karizma ZMR Ownership Review by Ronald from BikeAdvice.in

Hi, My name is Ronald Rowe, I am 60 years old and originally hale from Calcutta, now called Kolkata. I work in a company that deals in water treatment plants and I do a lot of traveling in my course of work. I love going by road and most of my travels are on my trusted stead even if it is 400km from my home base.

I still remember the first bike I flipped over. I must have been about 9 or 10 years old then. It was a Velocettet 200cc. bike with a 4 stroke water cooled engine. It had a rectangular tank, Hand start and hand gears. Wish I had that bike now to show off with. I cut my eye teeth (read, learned to ride) on an Enfield England 350cc original bike and fell in love with it. Never bought an Enfield bike, for obvious reasons. (Read as old outdated technology). Now fast forward to the present.

Why I Choose This Bike

30 Nov. 2011, was the most joyous day of my life because I got my first bike of my choice in my own name. Why I say this is because all this while, I have been using hand-me-down bikes. Right from an original Enfield England to Lambretta to Rajdoot to Yezdi to Splendor to Kawasaki Caliber to Achiever and finally to the all majestic Karizma ZMR, (Read as ZEE M R, It Sounds So Much Better).

I decide on this bike after reading the reviews on Bike Advice Ownership Reviews. In spite of the cost, what went in favor of this bike was that all riders preferred this bike for Long Distance Riding and I consider myself a long distance rider rather than a racer. I did read somewhere that this bike was catering for the younger generation. That is a load of BS.

There is no such thing as a bike or scooter for the ladies or for gents or for the young or old exclusively. It is a question of ones choice, plane and simple. Thus far I have no problems with the running of the bike. On the contrary, I find it smooth, quick to respond to sudden acceleration, not that I need it, but sometimes, just to showoff to other bikers what the bike can do.

Cutting corners is a cake walk and though the rear disc brakes are not all that great, they are more than adequate to stop when used in conjunction with the front brakes, when needed, for the kind of riding I do which is mostly to cruising rather than racing and zipping around the city. I ride for the share pleasure & joy of riding and to enjoy that feeling of something hot and throbbing between the legs. (No Pun Intended)

Problems

Since Dec. 2011, I have covered approx. 5500km with a mileage of about 40km/lt. It is had to tell because, like all conventional bikes, this bike does not have a petrol tap and if you are not paying attention to the fuel gauge, you are likely to run your tank dry. This is hic-up # 1.

One other problem with the bike is that the gear is still a little stiff, especially when I come to a standstill and am trying to shift into neutral. Of course, it is much better now then when I first got it. I literally had to wrestle with the gears then. I have just had the third servicing and the gears are much smoother and a pleasure to ride.

What I Would Like To Implement

The things I would like to implement in the ZMR are minor to say the least but it would go a long way to improve the safety of the rider. The first would be to put a switch for the side stand. If by chance you forget to lift the side stand, the bike will start without a hitch but the minute you switch into gear, she will shut off and not start until the side stand is lifted.

Come to think of it, this switch should be mandatory for all bikes. Most Japanese bikes have this switch as I discovered while in Kathmandu, Nepal and had the opportunity to ride a Suzuki. It has a small micro switch at the bottom and the side stand opens the circuit when the side stand is lifted.

Any vehicle that has disc brakes should have Anti-lock Braking System (ABS), and for two wheelers, all the more necessary, to prevent skidding, sliding and fish tailing when the brakes are applied with full force. Other changes that could be implemented are to use a shaft drive rather than a chain drive as used in some BMWs that I’ve seen.

Apart from constantly checking that the tension is correct and changing the chain & sprocket kit when it is worn out, it could be dangerous if, God forbid, the chain snaps for what ever reason, it will lock your rear wheel. You can well imagine the consequences of just such an outcome. With a shaft drive, there is no need to check the tension, greasing or changing of chain & sprocket and such.

At the most, you would need to change the bearings in the four way knuckle joints. But then, this is my opinion and others may have other ideas better than mine. Even the belt drive used in the Harley’s, are not bad. One more thing I would like to share with all bikers or, if there is any one who has any idea about use of Nitrogen in your tires rather than conventional compressed air. I filled my tires with Nitrogen on Nov. 30 2010 and, till date the tire pressure is still intact.

My Favorate Bike Before This

Among the bikes that I enjoyed riding the most is the Achiever. I clocked about 90,000km in a matter of 3 & half years. The Achiever was a slim & sleek bike, good pickup, smooth and almost soundless. Often times, at a red light, I would wonder if the bike has stalled, it was so silent. I never had any problems with the running of the bike, or to be more precise, nothing worth mentioning.

It is a pity that Hero discontinued production of the Achiever. It was a bike worthy of giving the Pulsar 150 a run for its money. I had done a lot of long distance riding on this bike and never had any complaint about fatigue or anything about the bike. Doing 100km/hr was a breeze without any vibrations and continuous for long runs. I remember doing more that a 1000km in three days. It truly was fun. Did I mention that the roads were not all that good on this run, well, they weren’t.

Conclusion

In the three months that I’ve used the ZEE MR (as I prefer to call it) is a worthy bike thus far but, as you have rightly said, no bike or machine is perfect and there is still room for improvement as I’ve mentioned earlier.

Well, before I sign off let me just add, and I shall borrow a phrase used by the Bollywood actor John Abraham, My Helmet Is My Baby and it is my life line. So, be sure to use your Helmet at all times and use it because you want to use it and not because you have to use it. I have been using helmets for the past 40 odd years from the time I learned to ride and they were not even compulsory at that time.

Let me sign out by giving you the message I always get when I switch on my Karizma Zee Mr, Hi, Welcome On Aboard The Karizma Zee Mr, Fasten Your Helmet And Fly Safe. Bon Voyage.

Regards,
Ronald G Rowe

Original Source: Hero Honda Karizma ZMR Review by Vishnu from BikeAdvice.in

Greetings my dear friends. This is Vishnu and it’s my great pleasure to share my experience with my buddy “The Karizma ZMR”. It’s my first ever review, so kindly forgive my mistakes. It’s been totally a wonderful experience cruising with my ZMR and still a thrill riding this bike after 9000kms.

A Small Flashback

2 years before. At those times I was not at all fond of bikes. I was quite happy with my dad’s Honda Activa. It was a hot summer that I was standing at my bus stop dreaming about my career. Suddenly a bike (I guess it was an altered Pulsar) swiftly zoomed of my eyes. The sound of the bike, the way of riding everything thrilled me. All these happened in seconds.

From that moment a craze about bikes blossomed in my mind. But I was at point blank stage about the bikes (I was aware only of their names). Then I started subscribing one auto magazine where the details about bikes are provided vast. I also researched in internet about it. Then I slowly started convincing my parents about buying a bike. It started in a buying 2nd hand bike worth 30k and reached at the 1lakh. My total family was against it. They didn’t expect more than a Hunk or FZ. But I was firm in my decision and was not ready to compromise for a 150cc one.

Selection Phase

Finally my parents agreed to buy a bike for me. Then three machines started revolving in my dreams.

• Pulsar 220F
• Karizma ZMR
• Yamaha YZF R15

Pulsar 220 was the first option as the beast’s price tag looked attractive. But still I had little hesitation to go on with this monster as my friend who already had a 220 told me about its problems regarding naked chain and other aspects. In addition I was not sure about quality and service of P220. My friend who is working as mechanic in Bajaj service center advised me not to buy this one. So my choice reduced to two.

Then my eye was on R15. I love this born performer and its appearance was also just amazing. But the problem I faced while riding this was that it’s too short and felt uncomfortable for me, as you know that for a tall guy near to 6ft can’t think of choosing this bike. In fact mileage was another factor because 30kmpl will shrink my wallet. So next one to be ruled out was Yamaha R15.

Then the legend Karizma, I went to testdrive a Karizma R but its upgraded version ZMR was the one which satisfied my needs. It really impressed me in every aspect. Love at first sight. Even though it is bit bulky, it caught my mind at the at the first sight. I need to travel about 250km to my college at Salem, I confirmed “This is my bike”. I looked for a white charger but two months waiting period was so horrible and finally chose a black one.

Why ZMR Not R15?

This must be possible quest that everyone may ask. I was having the same question in my mind. I’ve tried to list those arguments:

• Price factor: R15 costs about 10k more than ZMR (I only know how I begged my dad for 1 lakh Rs. So I was damn sure that my dad will not smile towards a 10k more price hike!).
• My cousin owns a dazzling red R15 and he is my neighbor. So R15 will be a repetition.
• Mileage: I’ve asked many about the mileage of R15. The maximum mileage I’ve heard was 40. And I was sure that it may burn my pocket.
• The problem I faced while riding this was that it’s too short and felt uncomfortable for me (I’ am 6’’).
• I know the arguments I’ve listed above may not favor many but some supernatural powers drifted me to Karizma ZMR.

Engine Run-In Period

I waited for almost a week impatiently and the day came when I got a call from the showroom that my bike is ready to deliver. I got the bike on 29 Dec 2010. I rocked the New-year with my new friend. But then was the worst moments in my life, till the first service was over my speed was limited to 60km/hr. With this beautiful machine in my hands I was eager to break the limits. Even after the first service I waited for a couple of 100kms to open the throttle. It is really a fun to cruise this machine around 70 – 80 km/hr.

Pricing: (Rating 8/10)

The bike cost Rs 1,04,500 when it was on the roads. Some may feel that it is overpriced but I won’t regret as it is worth for a Honda machine and the technologies used in it.

Mileage: (Rating 7/10)

Well for a 17.6 bhp, 160 kg bike no one expect a mileage what the company says (51kmpl), me too. The question that I faced adequately when I bought this bike was about the fuel consumption. I’m getting an average fuel economy of 42-45 kmpl. Well, some can’t digest this but it’s a fact.

Handling & Riding Quality: (Rating 8/10)

The ZMR gives me immense pleasure on its handling characteristics. I’m studying at Salem and for a long cruising from Kerala ZMR was a wise choice. It gives a good feedback at corners as it makes cornering a pleasure. I can easily slowdown it from 100km/hr to 50-60 km/hr as its braking plays well. It has got the bigger discs compared to its rivals. ZMR is liked by everyone who always like less gearshifts.

It has got a torque of 18.5Nm and this has been very useful in cities and in hilly areas. As the bike is heavy, speeding was not at all a problem for me. The most interesting thing about ZMR is that overtaking is always a fun. The throttle response is quite awesome. Then I met the first accident in my life on the next day of my first service.

I was cornering at almost 90kmph and suddenly lost my control, braked, slipped out of the road. My left side fairing was fully scratched and had sleepless nights until it got replaced. The left side fairing cost Rs.1850 and I paid an amount of Rs 3500 for repairing the total damage. I wondered of the quality of the fiber, just amazing. I thought my whole fairing was crashed at that moment.

Performance: (Rating 7.5/10)

The power ZMR gives is awesome. I takes only 3-4 secs to reach 60kmph and 12-13 secs to reach the 100kmph mark. It’s really a fun when you overtake someone, you can push and push, the engine responds quickly. “The day I can’t forget”: I once messed up with an R15 in a nearby town, everyone started staring at us and I had the final laugh, buhaha.

Service and Quality: (Rating 9/10)

As everyone know that HeroHonda has the largest network in the country and there is nothing negative to speak about it.

Regrets

I was eager to find my machine’s top speed. I was wandering in the highways to get an opening, finally found one and opened the throttle crossing 100,110,120… I was eager to touch the 130 mark, but all my hopes got buried at 124kmph. Atleast 130 would have satisfied me. Another one is the slight engine vibration at higher RPMs.

Trip to Nelliampathy

The torque does a marvelous job especially in cities & in hilly areas. I went to Nelliampathy (a high range place in Palakkad full of scenic beauty and greenery) with my friends and all were fighting for my ZMR, I was proud of owning one. Less gearshift made hilly riding easy. My friend who has the P220 even seemed struggling while going to the top. On the way back I was moving at 105kmph in P220 and my friend riding ZMR overtook me and he told the meter showed just 95kmph. So you can guess how P220 reaches 144kmph.

Conclusion

For those who are searching for a sporty cum cruiser none other than ZMR would ever be a choice. I always dream of owning higher displacement bikes and I’m sure that I’ll own a YamahaR6 or a Ducati Monster. Always wear helmets and check your bike’s conditions when you are heading towards a ride. I would like to thank Deepak, and other editors for this opportunity. You can contact me at vishnurcvp@gmail.com

Regards,
Vishnu R

Original Source: Hero Honda Passion Pro Vs Honda Shine from BikeAdvice.in

Passion Pro and Honda Shine are the most sought after models for a number of bike lovers. Passion Pro is a rebirth with a facelift to the well-known Hero Honda Passion, a milestone bike of Hero Honda while the Honda Shine is a powerful bike carrying state of art technology and smart features. Passion Pro is available in self-start and Kick-start variants with new features like alloys, tweaked dials, and graphic designs. Shine possesses most likeable features and switches.

Price

Even though both the bikes do not belong to the same class of engine specifications, both Passion Pro and Honda Shine are being sold approximately at the same price cadre, ranging from Rs.45000 to 50,000 and extending up to Rs.55000 depending on the retailer. However, the best value for money depends on various other factors like performance, mileage, fuel efficiency, appearance, maintenance, etc.

Performance

Passion Pro is the most powerful in its segment with a 97.2cc single cylinder engine. The low friction technology enables more power and higher fuel efficiency. It gives 7.6 bhp of maximum power at 8000 rpm. Honda Shine is motorized with 124.6cc Optimax engine. This ensures high pick up and high mileage output. Shine reaches peak power of 10.3 bhp at 7500 rpm and can reach 60 Kmph in 5 seconds.

Mileage

Honda Shine delivers a mileage of 65Kmpl whereas Passion Pro has 69 Kmpl, which can go up to 85 Kmpl. However, both the bikes are more economical on roads.

Variants

Passion Pro comes with two variants including the Passion Plus and Passion Plus Alloy. Passion Pro is available in colors like Vibrant Blue, Black with Frost blue and Force Silver, Leaf Green metallic, Sports Red, and Black with Sports Red. Honda Shine had three variants – Shine, Self Drum, and Self Disc and comes in colors like Geny Green Metallic, Rebel Red Metallic, Purple Metallic, Metallic Black with grey stripes, Champion Blue metallic, and Black with Blue Stripes.

Features and Specifications

Both Passion Pro and Honda Shine offer exceptional mileage for various engine capacities, and the main difference between them is in terms of the price levels. The designing of Honda Shine with lightweight frame and wide seating space makes it look more elegant. The inclined muffler, tan to seat style, front cowl, and attractive tail lamp, adds to the stylishness of Honda Shine.

The Double Suspension System of Shine provides not only comfort to the riders, but also act as an excellent shock and vibration absorption system. Other salient features of Shine are advanced design diamond frame, multi-mapping CDI, outstanding wheelbase, telescopic fork front suspension, puncture resistant tyres, excellent gearing systems, etc. With dimensions of 2014mm length, 1070m height, 762mm width, and clearance of 175mm, weighing 121Kg, it is relatively easy to handle.

The maintenance-free battery incorporated in Shine is a major advantage. Passion pro comes with a sleek and trendy design. The shoe shaped seat, LED taillights, stylish graphics, huge tyre size, superior suspension system, visor with black tinted windscreen glossy muffler, sufficient luggage space, locking facility, and the lockable seat are some of the brilliant features of Passion Pro.

Verdict

Both the bikes possess great style, comfortable seating positions, analogue fuel gauge, analogue speedometer and also many other features in common. Shine is easier to maintain and Passion Pro involves low maintenance costs too. In fact, both the bikes are much popular and highly appreciated.

Original Source: Karizma ZMR 11000 KMs Ownership Review by Benny from BikeAdvice.in

Hi Friends My Name Is Benny Abhilash I Am From Visakhapatnam, Andhra Pradesh. It’s been a long time since I bought ZMR and the love for this bike is just increasing everyday.

Today after completing 11,100 kms in about 14 months it’s time for me to pen down how my experience has been on riding my Karizma ZMR. After munching miles after miles on my ZMR I can proudly say that this bike has been an excellent companion for me where ever I travelled so far.

It’s sheer presence, huge size, superb metallic paint job, FI engine, higher displacement were the key facotrs which made me pursue this ‘Grand tourer’ I had options like R15 & P220 but since I m 6’2 feet tall, It was uncomfortable for me for riding R15 and felt it will become difficult for long distant travelling on R15 as I needed more relaxed position bike. P220 was also looking as a good option but not reliable enough in my eyes hence, I decided to go for ZMR.

Headlight Issue

For someone like me who does a lot of rides on bike I always felt the need of switching over to Projector Headlight with HID which I bought from MXSMotosport.com which will give me better vision at night. With the stock bulb your visibility in dark is very low.

Mileage

At a cost of over 1 Lakh rupees, ZMR is slightly overpriced if you compare it with other bikes in this segment. However if you plan to use the bike for a long time then this price will be justified because of the wonderful mileage this bike returns. I have always managed to get an efficiency of 48+ at highway and 45+ in city which makes it the most fuel efficient premium Indian motorcycle mainly because of the PGM-FI. I Have Changed My Spark Plug (NGK Iridium) & A K&N Air FIlter (R-1100).

It is definitely above all in terms of mileage and the RTMI [Real Time Mileage Indicator] another feature in the bike is very useful if you want to keep a check on how you are faring on the mileage at your current speed. Though this feature is more helpful if you are riding at a constant speed. Talking about features, one of features is the digital intrument cluster which has all the information you need starting with welcome message where you can add your name. Nice touch I would say.

Engine Performance

This is the primary part of any review and surely Karizma never fails to impress in this part. Having 17.6 bhp with a 223 cc engine this bike can hit 0-60 with in 3.7 seconds and can hit a top speed of 132 (126 claimed by Hero Honda). With effective gear ratios I am sure your Karizma ZMR can also touch 130 as mine. Overtaking is the easiest job when you are on this bike, shift down the gear, increase the throttle little and you will fly past others, few seconds later other bikes vanish from your rear view mirror too! I would call it as “Karizma Power”.

The “programmed electronic open loop fuel injector” adds more power to this Horse. The addition of six sensors has added refinement to the engine and hats off to Hero Honda for those! The MRF tyres provide good grip while cornering extremely. The quality of the engine can be felt from 3-6 rpm (fantastic smoothness). The ZMR Gives A Power Of 17.6BHP @ 7000RPM And A Peak Torque Of 18.35NM @6000RPM.

Suspension

ZMR’s suspension is wonderful and this bike can be taken anywhere because of the telescopic hydraulic shock absorbers in front and GRS (Gas Reservior) at the rear which provides great comfort to rider and pillion. I Think That Mono Suspension Would Be Better.

Ergonomics

After years of riding on this machine, I can say that it is very easy and comfortable to ride this bike because of its seating arrangement. The up right position is a boon for riders who are into long distance touring.

Digital Console

The digital console in ZMR is unique. It Starts with a personalized message and ends with a ‘BYE’. It’s like the bike is maintaining a relationship with the owner. A light glows if there is any problem in the fuel injected engine, this I think is a step ahead than the other bikes. This console is a treat to eyes after sun.

Technology

• The bike has PGMFI engine, so better mileage & a smoother ride.
• The suspension is very comfortable; GRS is what Hero Honda have termed it.
• The digital speedometer console is undoubtedly the best on any Bike available in India Under 500cc as per my observation. 2 Trip meters, clock, welcome message with your name, adds a nice touch, last 10 secs fuel average in kmpl. Easily viewable in day light as well.
• Disk brakes at both front and rear.
• Tubeless Tyres.
• Sensor: 7 types- crank position, oil, throttle, air intake, etc. Totally awesome!
• Lights are good looking and illumination is decent, rear one’s are LED.

Pros

• The bike is well built, the paint is good, the plastics are of good quality, and it’s a head turner.
• The suspension is on a softer side thus can absorb the potholes quite easily without any concerns.
• The ride position is just awesome; you won’t feel stressed even after long rides.
• The power is Okay, it can take you 0-100 kmph quite comfortably without letting you know.
• The 5 speed gear shift is smooth; the engine is the smoothest I have ever driven (at all RPM’s).
• The balance of bike is excellent.
• Fuel injection engine give smoother ride and better mileage as well. It give 35-40 Kmpl, any way you ride.
• Longer seat length, Split seat isn’t there, I feel, this is better, practically, if tripling is to be done at some point of time, (although not advisable).

Cons

• The top speed isn’t that great, although you can cruise at 110-120 kmph for all day long.
• The bike suspension is on a softer side, so isn’t made for track surface.
• May be bulkier for shorter people, it’s quite huge in size.
• Tyres could have been broader, given the fact that every other manufacturer is giving it now.

Verdict

If you are looking for head turner, if you are looking a comfortable bike, if you looking for refined engine, good handling, decent mileage then ZMR is the one. Just ride it once and feel the difference!

Regards,
Benny Abhilash

Original Source: Hero Honda Hunk Ownership Review by Pratap from BikeAdvice.in

Hello everyone, I’m Piyush Pratap, 24 years old, from Agra. I’m currently working as Software engineer in Hyderabad. This article is not really a review of my bike but it’s actually my wonderful experience of 10 months with my ebony grey Hero Honda muscle HUNK 2011.

My father owned a Hero Honda Splendor (2002), which was the first bike driven by me and liked the most because riding a bike was like a dream for me. My first bike was Bajaj Pulsar 150 (UG III) brought in 2006, and then finally I became the proud owner of my Hunk in April 2011.

To start off, I would first like to answer the question “What led me to select Hunk as the bike best suitable for me?” 1st thing which I had in my mind was my budget, as it was limited anywhere between 70,000 to 85,000 INR, 2nd was looks and finally mileage as it was one the most important factor for me before buying any bike.

Many thanks to bikeadvice.in which really helped me in filtering out the bikes in the market on basis of my pre- requisites and gave me a clear opinion on what I had to look for in a bike. Finally I was left over with choice for P180, HH Hunk, HH CBZ Xtreme, Honda Dazzler, Honda Unicorn, Yamaha FZ-S, TVS Apache 160 and Pulsar 220.

P180 was removed from my choice list as I was already a proud owner of Pulsar 150. Both bikes have almost similar features except some cosmetic changes and power difference. Although CBZ Xtreme, Dazzler and Unicorn share same engine specifications but I was not satisfied with the looks of either of them, especially Unicorn which seems to be outdated. P220 was out of my budget. So, finally my choice was restricted between Hunk, FZ-S and Apache 160.

The Decision

Yamaha product Fz/Fzs would be burning a hole in my pocket because of its fuel consumption and secondly the bike is very short, appropriate for short people not for a guy like me. Coming to TVS Apache, it has killer looks but I personally don’t like that grunt sound full of bass, as I am lover of silent bikes. So after taking test drive of Hunk, FZ-S and Apache 160 and lots of research , 30th April 2011 was the day I got my brand new and sexy ebony grey Hunk. This muscular beast cost me around 76K on road. As far as the specifications are concerned I have listed them below.

2011 Hero Honda Hunk Specifications

Engine Type: Air Cooled, 4 Stroke, Single Cylinder
Displacement: 149.2 cc
Maximum Power: 10.6 KW @ 8500 rpm
Maximum Torque: 12.8 N-m @ 6500 rpm
Fuel Tank Capacity: 12.4 liters, 2.2 liters reserve
Tyre Size – Front: 2.75 x 18 – 42 P, Tubeless Tyre (MRF)
Tyre Size – Rear: 100/90 x 18 – 56 P, Tubeless Tyre(MRF)
Overall width: 765MM
Overall Height: 1095MM
Overall Length: 2080MM
Wheelbase: 1325MM
Colors Available: Bold Brown, Panther Black, Sports Red, Ebony Gray, Blazing Red and Force Silver
Ground Clearance: 145MM

The Review

Since the purchase of my bike, I have been very particular about the service and have always visited, on or before the date as specified in the owner’s manual. Servicing done by Hero Honda is brilliant, they do an effective job rite from servicing to cleaning of the bike and it seems like my bike is reborn every time.

I’m emphasizing on this because proper servicing and caring of bike doubles the overall bike’s life. Coming to the main aspects of the bike, as the tagline suggests muscle Hunk, the looks of bike are muscular with huge side air intake scoops, engine is smooth with adequate power in its segment and what I love most about the bike is the attention to detail the designers have put in to make it resemble like a racing Bull.

Looks and Styling

Main USP of this bike is its looks, just a mere glimpse of this bike takes your heart away. The fresh looks of the 2011 Hunk impressed me a lot. The new headlamp assembly and visor are catchy. The back LED tail light is simple and formal but has good brightness as compared with the other LEDs in the market. Everyone can notice the pinches of Astra Gold at front shocks and the GRS suspension seen only in top notch bikes.

Paint quality is of top standards, it sparkles under the light. I have coated my bike with Teflon during first service and it still seems to shine like it’s from the show room once cleaned even after 9 months from purchase date. In the ebony grey Hunk, the grab rail and the area above the tail light in a kind of greyish black matte finished and the muffler cover is glossy black in color.

Hunk comes with body colored mirrors which are cool enough to attract attention. The suspension spring color n spark plug cap is red in color. Overall a good color schema used intelligently. The bike has stickers of red colored bull on air intake scoops along with sporty graphics on the fuel tank. The tank of the bike is elegantly sculptured which gives it a lower drag coefficient thereby increasing the aerodynamics affect.

The dual air scoops add to the elegance and also in directing the air which prevents drag. The tank is very curvy and gives a very muscular look when seen from the top. I’ve added a picture just to show you all how the tank along with the air scoops gives that masculine look to the bike. Side panels have attached stickers written ATFT (Advanced Tumble Flow Technology) on it.

Handling

Hunk has massive weight of 146kg, but in spite of the weight this bike is not heavy to handle and is easy to use in city and gives full control to rider while cornering the bike in traffic. The bike comes with double disc as well but mine is single disc version. The front disc is of 240mmwhich gives sporty look and is sufficient for 150cc bike with rear brake having 130MM drum which altogether provides an average braking experience.

The brakes are good enough to stop you from a speed of 60km to 0 in like 3 meters. HH uses non asbestos brake shoe pad which is environment friendly and long lasting. Hunk comes equipped with the Nitrox GRS (Gas Reservoir Suspension) that offers good rear suspension. Moving on to tyres, both are fitted with MRF Zapper tubeless tyres and offers decent road grip but slippery on wet roads at times on corners. Black colored-alloy looks cool and matches perfectly with overall looks of bike.

Comfort

The riding comfort in this bike is one of the best in the class as everyone might have noticed that the seat of Hunk is pretty different from the other bikes. It doesn’t have split seats but the height between the rider and the pillion rider is really high known as stepped seating arrangement and as an advantage that difference in height offers backrest for the bottom of your back of rider and provides pillion rider full front view without any blockage by rider.

Long drives are never issues with Hunk as I was neither exhausted nor my shoulders, hand and back pained in spite of many long rides on my muscular machine. The suspension of this bike is one of the best in 150CC segment with rear shocks having GRS (Gas Reservoir Suspension).

Engine and Power

The 149.2 cc, Air Cooled, Single cylinder engine has been inherited from Honda with slight refinement. The engine produces a maximum power of 10.6 KW @ 8500 rpm and a maximum torque of 12.8 N-m @ 6500 rpm. The pick-up of this bike is at par with the other warriors in the segment reaching 0 – 60 in just mere 5 secs.

It has 5 speed gearbox, 1st gear is down and 2nd to 5th gears are up but not as smooth as Pulsar series, somewhat hard but no false gears and neutrals like we have in case of Pulsar. As per my experience the hardness of gear shifting has decreased from time to time after each servicing and as per other owners of Hunk it gets butter smooth after 7000 – 10000 on odo.

Fuel Efficiency

I am in love with fuel efficiency of my Hunk. I can feel the power of two wheels and the pull of the acceleration along with good fuel efficiency. I mostly drive my Hunk at a speed of 50 ± 5 Km / Hr (@ 4000 RPM).

Before the first service was done my bike use to deliver mileage of 35 Kmpl. After second servicing it went up to 40- 45 Kmpl and now after 3 services I am getting an overall mileage of 55Kmpl which is good enough for a 150 cc bike. The tank capacity is 12.4 liters and 2.2 in reserve, which means you can easily travel around 700 km in a single top up till brim.

Instrumentation

The instrumentation on the Hunk is one of the best in its class. The new digital meter preferably called as Ano-Digital Speedo is one of the best designed speedometer and is a combination of both analog and digital speedometer.

Below is what you get on the dashboard…

• Digital Speedometer.
• Digital ODO meter.
• Chrome tipped cluster.
• Analog Fuel Gauge.
• Digital Clock.
• High Beam Indicator Lamp.
• Neutral Indicator Lamp.
• Left Turn Signal Indicator Lamp.
• Right Turn Signal Indicator Lamp.
• Two trip meter (Trip1/Trip2).
• Mode and Reset Switch button: to change the setting, reset the trip meters and set clock time.
• Analog Tachometer.

Electricals & Battery

• Maintenance free 12V, 4 Ah battery.
• 125W alternator.
• Headlight: 12 V multifocal reflector Halogen bulb.
• Tail / Stop light: 12V – 0.5W / 4.1W LED Lamp.
• Registration Number plate lamp: 12V 5W.

Bike’s electrical fuses are located below the seat of this bike.

• Left Handle Bar
• The Left handle bar has the horn switch,
• Turn Signal lamp switch,
• Clutch lever,
• Pass By switch,
• Headlamp low/high switch,
• Choke Lever

Right Handle Bar

• The Right handle bar houses the Feather Touch Electric starter switch,
• 3 position Head lamp Switch( Off, Fog Light + Dashboard light, ON),
• Throttle Grip,
• Front Brake Lever.

Vibrations

Vibrations on this new Hunk 2011hasneither completely eliminated neither too bad. The Vibration creeps in when you are in 60-70 Kmph or when shift in gear is inappropriate i.e. not riding in the right gears as riding the bike in correct gears will give far lesser vibrations.

Riding Position

The forward bends riding stance on Hunk is just appropriate to help you to keep your back straight, with minimal back stress even during long runs, maneuver the road better and one can cut corners easily thus providing better handling.

Maintenance and Servicing

HH has maximum number of service stations, found in each and every corner of our country. The service provided by the Hero Honda dealers is top class. For those who haven’t owned HH before I would like to share that, bike comes with 6 free services and also with extended warranty program by paying extra around 1000 bucks which covers 125 spare parts under replaceable warranty for 5 years.

In short, no extra maintenance charges for 3 years from date of purchase except engine oil charges that gets replaced during each servicing. Apart from that, what you get as an add – on are the offers like HH has initiated their program “Good Life” or “Hero Honda Passport” in which you get reward points on every serving and those points can be redeemed at a specific interval to get useful gifts.

The service engineers are well mannered and they also guide you for the betterment of your bike. It is very important to service your bike at regular intervals. Only then the bike will be able to respond to your needs. Overall I will always feel proud to be owner of a HH bike and will recommend the same to others too.

Pros

• Surface of engine are anodized. Front leg guard and sari guard is black power coated and hence protects from corrosion.
• Helmet lock near sari guard proves to be useful at times.
• Smooth Engine and its Performance.
• Muscular Looks.
• Handling
• Well-equipped digital speedometer.
• Clock.

Cons

• Absence of Engine kill switch.
• No kicker to start the bike if battery goes out.
• Front foot pegs needs to be folded to use the side stand.
• Short turn is problem with this bike as it has low turning radius.
• Locking of seat should be trouble free.
• Lack of enough storage space below the seat.

Verdict

At last I am very much satisfied with Hero Honda to pick up their product Hunk, which has been developed without many negatives as it is the bike which chose the rider not the rider the bike. If you are young; need a bike that feels masculine like a higher capacity bike then, just close your eyes and go for this bull and you will not regret it.

This is my first review, so I would like some suggestions from all the readers especially Deepak Raj about any improvements which can be brought about. I would look forward for all your comments and suggestions. Finally comes the safety of the rider because becoming a biker doesn’t mean always to ride fast, but to enjoy each and every moment of your ride.

Wearing a helmet should be something you want to do, not forced to. As in Hyderabad I’ve noticed that majority of the riders don’t wear their helmets. Choose a helmet which you want to wear as it is an important part of you and your bike.

Regards,
Pratap

Original Source: Bajaj Pulsar 220 vs Hero Karizma ZMR from BikeAdvice.in

Bajaj and Hero Motocorp (Hero Honda previously), are the two pure Indian make motorcycles who have been at loggerheads continuously after Bajaj came out with its extraordinary concept, the powerful “Pulsar”. Hero Honda was no meek player either who went on to create a biking tradition with its charismatic Karizma. However, due credit does go to Hero Honda for venturing into the virgin territory of 200+ cubic capacity displacement when Bajaj was happy making the favourite “Hamara Bajaj” scooters and trying to give competition to the already established hugely successful 100cc bikes from the Hero Honda stable.

However, Bajaj is a quick learner and soon came up with a strong contender for the tall standing Karizma, the Pulsar 220. Since then, it has always been a boggling question for many as to which one is better. Which one should you buy if you want the ultimate performance motorcycle? We thought it’s time we take both and make them face head to head and see who eventually comes out victorious!

The Styling

To start, I take up the aspect of the styling since that is the first thing anyone is going to notice about any motorcycle. Add to it the 220cc class and any motorcycle lover is bound to demand fabulous styling that should make him look apart from the crowd and also make heads turn when he/she rides past! The two motorcycles I am comparing here have very different design languages. Each one has been distinctively designed to appeal to a specific sensory perception of the consumer.

The Pulsar 220 with its “wolf” like headlights looks really stylish while the Karizma ZMR with its GSX1000R inspired headlamps look menacing. Coming to the tail lights, the twin LED lights on the Pulsar 220 are the coolest ones ever seen. On the Karizma ZMR, you get one “inverted pentagon” shaped light which is LED stripped. Coming to the side stance, the Pulsar 220 has got a horizontal fairing extending from the headlights to the fuel tank. It also has a netted slot providing air flow.

The small fairing gives the bike a “naked bike” look and adds dynamism to it. The contour line on the fairing extends all the way upto the fuel tank too. The Karizma ZMR on the other hand, has got a full fairing that on which the ZMR is inscribed in a Japanese script style (inspired from the Suzuki Hayabusa). The fairing is styled excellently with the front end of it following the curve of the front wheel while the rear sporting a Z shaped design.

The ZMR with its full fairing looks mighty muscular, big and more like a “speed goddess”. Both the bikes have got a single exhaust. The exhaust tail pipe on the Pulsar 220 looks not much different from its younger siblings and has no colour which looks a bit out of place. On the other hand, the Karizma ZMR gets golden finish tail pipe which blends along well with the design. The engine, the front shockers and the inner circle of the front and the rear discs are gold painted. Both the bikes get split rear handle grips. The Karizma ZMR offers those as body coloured while they are black on the Pulsar 220.

Pulsar 220: 3
Karizma ZMR: 4

The Performance

Now let us come to the performance factor. The Pulsar 220, as evident from its name is powered by a 220 cc motor that delivers a power figure of 21.04 PS @ 8500 RPM and a healty torque figure of 19.12 Nm @ 7000 RPM. On the other hand, the Karizma ZMR is powered by the same 223 cc engine that powered the old Karizma. The 223 cc engine delivers a power of 17.6 BHP @ 7000 RPM and a torque of 18.35 Nm @ 6000 RPM.

Going by the figures alone, the Pulsar 220 is definitely way powerful than the ZMR in terms of power and in terms of torque. The Karizma ZMR may look like a speed goddess, but it is the Pulsar 220, in which the speed beast is hiding, waiting to be unleashed. Just twist the throttle and the 220’s thrust will make you go backwards in awe and surprise. The Pulsar 220 wants it to be taken seriously.

Gently input the throttle, and all will be well. On the Karizma ZMR, it is a bit more relaxed. Though it is about 1 Nm short in torque than the 220, yet the delivery is quick at the low RPM (6000 on the ZMR as compared to the 7000 on the 220) which makes it fun to drive. One of the big things separating these bikes is the kerb weight. The Pulsar 220 with its small fairing weighs 150 kg while the Karizma ZMR with all its fairings tips the scales at 159 kg making it 9kgs heavier than the Pulsar! The Pulsar outperforms the ZMR in power-to-weight ratio.

The 220 offers one of the best power-to-weight ratios because of which it gets the tag of “the fastest Indian”. Fuel delivery to the 220’s engine is through the carburettor while on the ZMR a fuel injection does that duty. The fuel delivery feels smoother in the ZMR across all rev ranges. On the 220 however, you twist the throttle suddenly and there is a lag. It is like the lull before the storm to come.

You can witness the speedometer needle surging very fast in the post-lag period. The Pulsar 220 can do the 0 to 60 kmph sprint in just about 4 seconds while the Karizma ZMR takes a bit more to about 4.7 seconds. A top speed test wasn’t possible because of too much traffic. On road, the Pulsar 220 returns a good fuel economy of 38 kmpl under mixed driving conditions while the Karizma ZMR returns about 40 kmpl.

Pulsar 220: 4.5
Karizma ZMR: 3.5

The Handling

One of the key aspects any sports bike deserves to be talked about is its handling. Sit on the bike, and you feel more close to the ground on the Pulsar 220 than on the Karizma ZMR. The Karizma ZMR will not be an ideal bike for the short people. Also, the ZMR feels wider than the 220 because of its broad fairings. The Pulsar 220 features a split-seat design which provides you with good support and makes you prepared to race anytime.

On the other hand, the Karizma ZMR features a single piece providing a comfortable seating for you as well as your pillion. On straight lines, both the bikes feel planted to the ground, but relatively the Karizma feels more planted because of its higher kerb weight. The Pulsar 220 despite its raw power feels planted because of its thicker tires. The 220 rides on 90/90 section (Tubeless) at the front and 120/80 section (Tubeless) at the rear. They are fitted to 17inch alloy wheels both at the front and back.

The ZMR rides on thinner sections, 80/100 on the front and 100/90 on the rear. However, the ZMR rides on bigger 18 inch alloy wheels. On the corners, the two show up different dynamics. The Karizma ZMR with its bulk and bigger dimensions is slightly difficult to manoeuvre with a considerable lean angle. However, the bulk coupled with the smooth power delivery gives you a confidence of solid grip that the bike maintains with the road. The 220, while is smaller in dimensions and with low kerb weight is very quick around corners.

The rev-friendly engine always entices you to throttle hard while you are exiting the corner but a slight mistake and you can lose control. The bike packs in so much power at the top-end that you need to have considerable amount of experience to master it. The ZMR uses Telescopic hydraulic shock absorbers at the front and a Swing arm with 5 step adjustable IGRS system at the rear. While on the 220, you get telescopic shocks at the front and 5 way adjustable Nitrox shock absorbers at the rear.

The suspension at the front and the back does a good job of taking care of potholes in both the bikes. However, the Karizma ZMR has got a slightly softer suspension making it good for long tours as well. The Pulsar 220 on the other hand, has a stiffer suspension which makes it not so good for long journeys but great for fast cornering. However, take both the bikes to whatever speed you like, both offer equally good stopping power according to their stature. The Pulsar 220 gets 260 mm disc brakes at the front and 230 mm ones at the rear while the Karizma ZMR gets 276 mm disc at the front and 240 mm discs at the rear.

Pulsar 220: 4.5
Karizma ZMR: 3.5

The Ergonomics

Coming to the instrument cluster, both the bikes offer good looking digital consoles. The Pulsar 220 offers an analog tachometer and a digital speedometer. The round tachometer is on the left while the digital speedometer is on the right of it. The speedo console also shows other information like the fuel level by the left side of the speed, the odometer and the trip meter at the bottom and battery, oil temperature etc at the top.

Below the speedo console are 4 round lights; the turn indicators, the neutral gear position, the hi-beam and the side stand engage respectively from the left. At the extreme right of the console, is the RESET switch. Coming to the Karizma ZMR, it sports a trapezoidal console with the analog tachometer at the bottom centre of the console. On the left is the digital speedometer below which it also shows the time. On the right is the fuel level, odo and trip meter and the alphabetic display.

On the top centre it has small 4 lamps; the engine malfunction light, the neutral gear indicator, the hi-beam and the direction indicators from the left respectively. Both the consoles are equally good, but somehow I feel that the console of the Pulsar 220 has been designed keeping the “racer rider” in mind. The large speedo and the large tacho ensure that you get to know your state without have to look closely which is not the case in the Karizma ZMR. Also the Pulsar indicates if you have the side stand engaged or not which is a good thing for many in India.

Pulsar 220: 4
Karizma ZMR: 3.5

Conclusion

The Karizma ZMR will cost you Rs. 1,02,939/- (On Road, Gurgaon) while the Pulsar 220 is Rs. 86,250/- (On Road, Gurgaon). Over such a price difference anyone will de definitely inclined to go for the cheaper alternative. However, you cannot buy a bike of this segment just by the price. Anyone should also look into what kind of usage he is going to have. If you are a ride daily for long distances then the Pulsar 220 is not a good choice for you, the Karizma ZMR definitely is! If you are a person who loves corners, then the Karizma ZMR is not the right bike for you, the Pulsar 220 is! Overall, the bikes come very close in this heated competition with Pulsar 220 gaining marginally due to its sheer focused nature on speed and handling, the two basic necessities of a sports bike and nevertheless, a bike lover!

Regards,
Joy Chatterjee

Original Source: Hero Honda Hunk 1250kms Ownership Review by Arjun from BikeAdvice.in

Hi Everyone, I am Arjun from Bangalore and this is a review of my 2.5 months old Hero Honda Hunk. What led me to select Hunk as the bike best suitable for me?

Price is the ultimate criterion in selecting a bike. Instead of choosing a bike and regretting because it’s out of my reach, I decided to sort list the bikes first based on Price. Since I was ready to shell out anywhere between 75,000 to 80,000 INR, P150, P180, HH Hunk, HH CBZ xtreme, Honda Dazzler, Honda Unicorn, Yamaha FZ-S, TVS Apache 160.

Comfort

Second important criteria for selecting a bike for me is comfort. I travel around 30km per day in city traffic, comfort is something that I can’t ignore. Pulsar’s are slim i.e. they have narrow seats. Not really suitable for long rides. The riding position can cause back pain in Apache, as it’s designed for racing conditions and not for city riding.

So, made my mind to avoid them. Also since HH Hunk, Unicorn and Dazzler have better height for rider, and are designed for city commuting, they offer the best comfort. I don’t have much of an idea of Yamaha FZ-S, as I never rode it myself.

Control (Brakes & Handling)

I always preferred to buy a bike with rear disc brakes. Honda Unicorn Dazzler, HH Hunk & Apache were the bikes which offered it. Also the HH mechanic said that Hunk has better road grip than Karizma. Don’t know whether it’s true or not, but that did convince my dad that Hunk is a good bike. Read a lot about Apaches producing vibration at higher speeds. Unicorns, Hunk, CBZ xtreme being quite heavy, are stable at higher speeds.

Engine Cooling

As far as I know, all bikes from the above list are Air cooled. So, not much of a difference.

Power

Apache offers more horse power than others in the segment. Considered more of a menace for city riding conditions at times. Hunk & CBZ xtreme offer slightly more horse power than unicorns.

Maintenance

You can find HH service centres probably in every single area in major cities like Bangalore. Anytime the bike starts giving any problem, it shouldn’t be tough to find a service centre within a 2km radius. With so many service centers around, mainitaining the bike in good condition is no tough job. And finding service centres is no big deal with a SmartPhone in pocket. On the other hand, service centres of other major companies like Honda and Yamaha have a bad reputation.

Fuel Efficiency

Another important criteria as I ride long distance in heavy city traffic. Read too many reviews on internet about Apache & FZ-S not being so economical when it comes to mileage. Decided to avoid them.

Somethings that are not much of importance for me

• Engine Sound: Sound made my Unicorns, Hunk and CBZ Xtreme may not please hardcore bike enthusiasts.
• HH not being Parent of Engine: Why should anyone bother about it, as long as he is getting the best service with best engine in the market?

Since Hunk is not so common on roads, it catches a lot of attention, special thanks to its muscular looks. I finally decided to go for it.

TL;DR: Avoided Apache for lack of comfort, mileage. Pulsar for being too common, less comfort. FZ-S for mileage. Unicorn and Dazzler for waiting time and bad service centres. Between Hunk and CBZ xtreme, looks and better fuel efficiency made Hunk my perfect choice.

Journey So Far

So far its been about 2.5 months and 1250km with Hunk and its been a delightful journey. Got the rear and front disc version of Hunk for a little more than Rs.79k (Yeah, its costlier here in Garden City). Its worth the price as it comes with tubless tyres & rear disc brakes.

Initially the bike started off with not-so-good mileage of about 38-40kmpl, but after the first service, the mileage is about 46-48kmpl. Pretty good, considering I ride about 1km everyday on 1st gear (Thanks to Bangalore traffic).

Handling has been easy. For the first 500km, I tried riding below 3500RPM & 40kmph, and for the next 500km, 4500RPM & 55kmph. The highest speed I could reach in Bangalore roads is 85kmph and I never felt that I was driving at such high speed. The bike was completely stable.

Reaching 60kmph is an ease for this bike, attains it in no time. However speeds above 60kmph takes time and attains gradually. Coming to comfort, the bike is superbly designed. The rear GRS Suspension is so good, that I never had back pain after the drive (I had back pain problems before).

Looks of the bike are great. I have attached pics of side, front, rear, and top views of bike for you to decide the same.

Coming to the Cons

• The bike is heavy and its a bit difficult to park in crowded places.
• The same dirt problem. Too much dirt gets collected at the rear part during rainy season as the tyre hugger is very small.

Apologise the pillion rider in advance if you are taking him for a ride during rains. To Summarize, the bike offers good comfort, mileage, looks and handling. Yeah, it’s a perfect bike.

Regards,
Arjun