Honda Recalling CBR 250R in India : BikeAdvice

Honda Recalling CBR 250R in India
Mahindra Duro DX 125 Review & Test Ride
What is 20W50? Engine Oil Grading – Explained in Simple Terms
Spied: New TVS Rockz Along NH7

Posted: 08 Dec 2011 07:54 AM PST

Original Source: Honda Recalling CBR 250R in India from BikeAdvice.in

Despite the fact that Honda makes its customers wait for as long as 3 months to get their hands on a CBR 250R, the response for the product is awesome. With not much of bikes in this segment except the Kawasaki Ninja 250R which is priced twice as much as a CBR 250R, India is almost a monopoly market for Honda, atleast for now. Hyosung GT250R should probably be the next bike here but it comes equipped with a twin cylinder engine which means it'll still be expensive than this bike.

Honda customers have always been complaining of the poor service quality offered by their dealerships. It so happens most of the time that even the basic spares are unavailable and hence the service quality has only been going along the Southward direction.

I recently came to know that HMSI is giving a call to its CBR 250R customers and informing to take their bikes for a general check up. It's a re-call that is happening. But, nothing so serious. Honda, in order to price the CBR 250R competitively had sourced lot of components from the local suppliers out here and probably that should have been the problem for the company.

Customers who gave their bikes for servicing following the phone call told me that there weren't any major changes done. The problem that was rectified was rusting of nuts and bolts along the mirror housing, a few bolts on the grabrail fitting and some more along the side fairing. These nuts and bolts were replaced with new ones as part of the recall. Nothing has been done on the engine front.

But, HMSI has not announced any official announcement pertaining to this recall which is currently on process. With few more products in the 200 cc+ category all set to enter the Indian market, Honda should be more careful in dealing with such recalls. This could obviously be one of the reasons why this recall is being done in a very silent manner.

Lucky that Honda identified and rectified these problems much before the issues becomes pre-dominant. We also heard that this recall is carried out only for the first set of customers who booked their bikes initially. But, we're not very sure about this.

If you are a Honda CBR250R owner, keep waiting for the call.

Regards,
M.Naren.
Author – BikeAdvice.in

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Mahindra Duro DX 125 Review & Test Ride

Posted: 08 Dec 2011 12:29 AM PST

Original Source: Mahindra Duro DX 125 Review & Test Ride from BikeAdvice.in

“Mahindra, as we all know, is one company which banks heavily upon customer feedback a lot, which is clearly visible in all their products. A little less known in this two wheeler business, they continue this practice coming here as well. After three years in this business, we have at least got one hang of this company – its mindset of continuous improvement on existing products.

Towards the end of last month, we were invited by Mahindra where they unveiled the latest 'improvement' of their existing 125cc scooter Duro, christened as Duro DX – an idea probably taken from Honda. HMSI is known for this 'DX' (rather 'DLX') badging on their vehicles which are mostly not more than added stickerworks and jazzy paintjobs (which obviously are charged extra).

However, Mahindra has gone a little ahead and has promised a lot more than mere cosmetic enhancements with this added 'DX'. So, what has changed and do the changes really bring a fruitful result on the Duro? Let our author Saad Khan talk about it, in-depth!” – Deepak, BikeAdvice.in

Mahindra Duro DX 125 Review & Test Ride

Back in November 2009, I had test ridden the Duro (along with its brethren Rodeo) and I was surprisingly impressed by the scooter. It served as a very promising tool for all kinds of zesty point A to B transport. I also had written about the shortcomings and it seems Mahindra was reading it all through to prepare a list of "All what needs to be upgraded/improved" before beginning their project Duro DX. During the course of this article you would also understand the gravity of homework Mahindra has put in this evolved model. Also, I would refer to the existing Duro as 'STD' (as in standard) for clear demarcation. What's the wait then? Let's talk!

Styling, Build & Design

Majorly inspired from the Kinetic Nova 135, little changes have been made in the overall styling of Duro DX over the standard existing standard version. Starting from the front – the most striking change you would notice is the revamped headlamp which was rectangular on the STD version.

The headlamp on the DX version looks largely inspired from the rival Suzuki's Access 125 and now forms a broad octagonal kinda shape with curvier edges. 'Mahindra' logo also rests a little lower on the chest of the scooter which was almost on the neck on the STD model. The logo decal itself is a little changed as well: earlier one was hollow and the new one is on black base. Stickerwork is gone from the front and only 'Mahindra Duro' written in vertical gets place. Coming sideways, the scooter remains identical largely with little tinkering done to the decals.

The grab rails are also changed and the new ones are more basic in nature from the jazzy double layered earlier ones on the STD version. At the back, 'Mahindra' badging moves up with the company logo as well. Side decals now include "125 DX" under "Mahindra Duro" tag.

As internal as I could see, even the 'PowerScooter' tag is nowhere to be found on the scooter. Another addition to the scooter's looks enhancement goes to the MRF Nylogrip Zappers, seriously. One little downer as far as styling part goes is the inclusion of 4 point mounting on the wheels. While the STD variant's 3 point mounted wheels looked more stylish with an 'alloy wheels' kind of appearance, the DX's looks more conventional scooter wheels. I, somehow, also happen to see a bare basic looking Duro STD variant without any stickers (apart from the company and model name) sometime back and it looked gorgeous in white. Mahindra has cut down on the stickers on the DX variant and it does help a lot on the styling front.

I have always liked vehicles with minimal or no additional jazzywork. The Duro DX definitely looks more proportionate and striking than the existing STD variant, its leaner and smarter. Build quality has also definitely increased with better quality of paintwork and plastics. The tinee-minee gaps are also not many to find and the overall packing work seems to have been done with proper care. Fit and finishing does seem to be a step ahead.

Rating: ★★★★☆

Engine, Performance & Mileage

While testing the existing Duro STD, I was very impressed by its engine response. The 124.6cc engine remains largely the same producing 8 bhp of power and 9Nm of healthy torque peaking at 7000 rpm and 5500 rpm respectively and now features a dual curve Digital Ignition which, according to Mahindra is a big difference in the new Duro DX as it enhances the power delivery along with being more fuel efficient.

I tried to extract the same result from the new engine; however, I found that the keenness to move forward is a little traded off for fuel efficiency, which would have been one major goal of Mahindra. Another reason of this difference was the increase in weight of the scooter: it has grown fatter by a wholesome 9 kgs and as a result the new DX variant does lose out on the agility with respect to the existing STD version. While the initial push from standstill is really one trait I like about this engine, the scooter feels a little lethargic on mid to mid-higher revs when compared to the STD version.

Duro DX manages to hop from naught to 30 kmph really keenly, power after that is also decent till 50 kmph, but that's probably the end somewhere there! Anything over 60 kmph and you are in for a teatime run. The scooter takes its own sweet little time to gather momentum and speed. I could also hear some kind of noise for an instant when the scooter is throttled madly from standstill. Probably a unit related issue, I would passby. On inclines, Duro DX needs efforts to keep it in increasing momentum.

However, the load carrying capability of the scooter is one real big boon for our kind of usage. I, fortunately, got an opportunity to ride with a pillion for a short duration and seriously did not find any significant drop in the response of the engine. Duro DX feels as eager to move forward as with only a solo rider. Engine note just after the start is a little higher, but settles down to a smoother echo once in motion. Though not in the leagues of the japs, still, engine feel is also fairly refined at all revs. At higher revs also, vibrations are kept minimum. Ride quality is very good and provides for a plush and non-tiring experience. The speedo indicated top speed I could achieve was 75 kmph on a straight road, did not account the speeds downhill.

A few of the most reported issues by customers also included lower and inconsistent fuel efficiency from Duro. Mahindra seems to have taken a deep note of it (Dual curve ignition is probably based on the same thought) and the figures under IDC (Indian Driving Conditions stand at 53 kmpl. If these figures are an indication of anything we could deduce, it would be a fantastic bargain if this scoot returns anything around 45kmpl.

Rating: ★★★½☆

Convenienece & Comfort

Duro DX comes with a host of conveniences and smart features like…

Bigger fuel tank:There are scooters in the market with front fuelling including the little sister – Rodeo, however, the loss is a lower capacity fuel tank. With Duro, you get a large 6 liter capacity petrol tank. With an expected fuel efficiency figures of 45-46kmpl, a rider can ride freely till 270-275 kms before the need for refueling.
Larger Storage Space: Though a little lower than Rodeo's 22 liters, Duro DX's storage space at 20 liters is large and generous to store a full size helmet neatly along with a decent sized ladies purse.
Front Storage compartment: Mahindra has used the available space to the scooters advantage. While other companies provide the front storage at an additional charge, it is standard on the Duro DX. Though not large, but it is useful for carrying a men's wallet, mobile plus a little more of such tiny stuff. Plus, it doesn't hinder the legs in any way.
Higher scooter neck: One little thing which I noticed was the obstruction larger human knees do to the handle bar during more than acute handle turns on normal scooters. Mahindra has ensured that this is not the case with Duro DX. I, at slightly higher than 5'9" was really comfortable with my knees having adequate gap with the handlebar ends.
Massive Leg room: One big advantage with the Duro DX is its ample amount of leg room. As I have mentioned earlier, a user can carry a substantially larger entity at the front in cases of need.
Broader Seat: Mahindra informed us that they considered 40 seat (designs) before putting the current one! Good job I must say. I found the seat comforting and padded enough just that the pointed-ness starts a little too early and it might have been slightly better with wider base at the front. Nonetheless, cushioning is good and you will not get exhausted even after long rides, I didn't.

Broader Headlamp: The broader headlamp which adds to the looks of the scooter also adds to the safety point of view of the scooter. However, since it was all bright in the day, we could not test the brightness but as promised by Mahindra, both the length and width of throw of light is said to have increased.
Brake Lever Lock: Now this is one thing which should have been here at the first place! Come on Mahindra, it took you two decades to bring this basic safety feature on your scooter. Anyways, Duro DX does come with a brake lock lever to block your scooter to roll over when parked on an incline.
Fantastic Rear View Mirrors: Now these have to be really one of the best rear view mirrors I would have seen in scooters. Fantastically functional, they give you a complete view of whats happening 'behind your back'.
Upright seating posture: While larger human souls find it tougher to spread their legs on normal scooters, Duro DX provides them with enough to stretch and the seating posture remains very upright with almost every organ rightly placed. Seating posture is pretty comfortable.

Rating: ★★★½☆

Instrumentation & Overall Behavior

The looks of the all analogue instrument cluster have changed. In place of the rounded white background speedo and fuel gauge on the existing Duro, the newer Duro DX has a neater all black and all in one theme. The speedo calibrated till an optimistic 120 kmph redlines at anything over 80 kmph. The fuel gauge and upper beam indicator are housed in this oval shaped housing. To either of the sides are placed the respective side blinker indicators. I liked the earlier one; I like the console more on the Duro DX. It's simple and elegant.

Mahindra is promoting the longer wheelbase of Duro DX which measures 1270 mm, however, the wheels have come closer by 20mm from Duro STD (1290 mm). Still, Duro DX has one of the longest wheelbases among scooters. With this huge a gap between both the tyres, cornering does take a setback but the inclusion of much needed better tyres help a lot, a lot I say! As we have advised in our Duro STD roadtest, all the scooters which Mahindra has given to journos, were shod with very functional MRF Nylogrip Zappers. The end result is better handling scooter and phenomenal grip at almost all conditions. Under extremely sudden braking, the scooter remained very poised and did not lose control at all. This was not the case with the earlier CEAT Secura loaded Duro STD versions and the DX version definitely has a much better braking bite. When asked about this change, Mahindra said that based on availability with different vendors these scooters might come with other tyres as well. However, I sincerely suggest them to stick with MRF Nylogrip Zappers on all their variants. Also, the side stand is not very ergonomically placed, rider has to stretch his legs forward (a little more than needed) to reach out to pull it in action.

Another massive change is the inclusion of telescopic shock absorbers in place of the conventional unit link on the Duro STD. This makes a world of good to the scooter. It is better at shock absorption, better at handling and cornering, more stable at high speeds and provides the much needed cushion from the spine braking Indian roads.

A vast majority of Duro users complained about the lower ground clearance (140mm) of Duro and as a result, the new scooter is raised a little. The new figure provided by Mahindra tells that Duro DX stands 155mm taller from the ground. Though this is a considerable 15mm gain but still lesser than Suzuki Access' figure of 160mm. Digging a little deeper, we understand that the figure reported in 'On the wheels and without riders' which really doesn't make much of a sense. According to Mahindra, when we have a single rider weighing 75 kgs riding, the Access goes lower by as much as 26mm but Duro's ground clearance falls only by 8mm. When both the scooters are loaded with a total weight of 150 kgs of a rider and pillion (both weighing 75 kgs) Access goes as low as 114mm above the ground whereas Duro DX stands as taller as 127mm. I would second this because the suspension does seem to be stiffer. However, the end result of the raised ground clearance is an increased saddle height: Yes, saddle height stands taller by 20mm at 790mm. Along with this, a chubbier weight increment of 9 kgs (kerb weight is now 114 kgs) it would make Duro DX a little uncomfortably taller and heavier for females, definitely a not so welcome move by Mahindra.

Rating: ★★★½☆

BikeAdvice Verdict

With a plethora of changes – both favorable and not so favorable, I would put the ball in Mahindra's court. If they can price this reasonably and sensibly they have a very good product in hand, else things might backfire. No doubt that Duro DX, with all its added enhancements, is a better product than Duro STD, and a very very competent one with respect to the competition. But it's the pricing which matters a lot here.

With the indications given to us, Duro STD would continue to exist and this means that Mahindra is planning to keep Duro DX as a higher variant of Duro obviously at a premium. Both Suzuki's Access and Honda's Activa retail at a price bracket of 51-52k on road Pune and the existing Duro STD sells at 48k. This leaves us with a very little room for Mahindra to play with.

Ideally, Mahindra should discontinue the STD version and launch the DX at similar prices and a difference of 4k is enough to give this scooter the much needed USP. But if Mahindra has other plans (which they do have), they have to leave a major part of the success factor of this product in taking advantage of competition's heavenly waiting periods and investing heavily and innovatively in marketing this aloud.

As we were told, Mahindra plans to launch Duro DX latest by the second week of December 2011 and announce the pricing only then. We are as eager as you might be, in knowing what lies ahead, but to reveal the true fact, Duro does have it in it to enhance Mahindra's sales tally manifold as a product, rest lies on company's strategies and policies. This is one family scooter which can carry heavier pillion with relative ease, can lug around with more stuff is expected to be frugal and above all, it would give you a better ride.

Rating: ★★★½☆

Likes

Initial push
Telescopic Shockups
Brighter broader headlamp
MRF tyres
Braking
Handling
Storage space
Torque
Rear View Mirrors

Dislikes

Increased weight
Mid & high range
Possible price increase over STD variant taking away the VFMness of the product
Increased saddle height

Saad Khan,
Author – BikeAdvice.in

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What is 20W50? Engine Oil Grading – Explained in Simple Terms

Posted: 07 Dec 2011 10:03 PM PST

Original Source: What is 20W50? Engine Oil Grading – Explained in Simple Terms from BikeAdvice.in

I have been encountering a lot of confusion among bikers with respect to the different engine oil recommendations from manufacturers for their respective vehicles. This article is prepared to make a layman understand what does different grading signify and its implications on our engines in a very simple language.

Whenever you buy a new bike, it's mentioned in your owners manual that you should use only the recommended "xWy" (for eg 20W-40, 10W30 etc) grade of engine oil. Now what is this xWy and what precautions should I take to ensure I am doing the right thing.

Let us understand letter by letter.

The first letter 'x' stands for the viscosity number of oil when the engine is cold. For the sake of understanding let us take this colder temperature as 0 degrees Celcius
The letter in between ie 'W', stands for winter
The third letter 'y' stands for the viscosity number of oil at engine operating temperature. For the same of understanding take this operating temperature as 100 degree Celcius.

Viscosity, simply put, is nothing but the thickness of a liquid. Higher this number, thicker is that liquid and obviously more resistant to flow across. And thinner the liquid easier does it flow across.

For example, Kissan's tomato ketchup is thicker than water. So ketchup would have a higher viscosity number (or viscosity index) and water would have a lower viscosity number. When you put a drop of each on a table and try to slide, you would notice that water easily flows across whereas ketchup takes its own little time to slide down. The same principle is applicable to engine oils.

Understanding x & y

As soon as we crank our engines, the internal temperature is generally cooler (as compared to an instant when the engine is running) and there are a lot of internal engine parts which move and rough up with each other. Hence the oil is required to quickly move up to all those parts and clung on them for better protection. And this is where the 'x' (first letter) comes to play. The lower the number, easier it would be for it to flow across and cover up the roughing engine parts. Hence a 5w50 engine oil would be better than a 20w50 engine oil here.

Let's turn our attention to the second letter 'y'. Consider an example when you have been riding for an hour continuously on your bike in scorching summer at stop and go city traffic. Do you understand the amount of heat generated and the temperature inside the engine at this instant? And we all know that under higher temperature liquids have this property of becoming thinner. So we need a thicker oil, don't we?

This is where the 'y' figure comes into play. This figure should be higher enough to accommodate the 'thinning' of the engine oil at rising temperatures and ensure that the engine oil remains 'thick enough' to protect the engine at these burning temperatures. If this is not taken care of, engine oil would become thinner (like water) and would not clung to the walls of engine and loose its property of proper lubrication.

An Example

For better understanding, let us take an example: I and one of my friend start together on two Pulsar 220s. I am using xW50 oil and my friend is using Xw40 oil (forget about what the manufacturer has recommended for an instant). We ride on same roads and under similar conditions. After an hour, which engine oil do you think would be more effective? Yes, owing to its higher viscosity (thickness) at engine operating temperatures (ie the temperature that time), my bike with xW50 would be protecting my engine more effectively than my friends'.

I hope you have understood till here. However, I have a few more pointers to make which even if you do not understand completely right now, you will gradually get them.

You can use a higher grade engine oil (higher 'Y') than the recommended if your kind of riding includes more 'frying' up of the engine. For eg: You can use xW50 even if your recommended grade is Xw40 in case you ride a lot in city traffic and your place is a lot hotter or you like (sensibly) ripping the bike more often than not.
An exception to above relaxation would be not to go to extremes. Since a thicker oil would be difficult to push around the engine.
Do not go below this figure of 'y' ie. You should not use any engine oil with a lower 'y' rating. If your manufacturer recommends engine oil of grade xW40, you should not use any oil below 40. An oil of xW30 would be ineffective in providing proper lubrication to your engine at higher temperatures.
The first figure 'x' matters a lot at places which are colder and have freezing temperatures generally. In our kind of relatively hotter climates where winter temperatures generally do not go extremely harsh, 'x' could vary. So, if your manufacturer advises you a 20Wy, you can use other figures as well as far as they are lower than 20.

In case you still have confusions, you can come down to our forum thread about engine oils and we will talk about it in detail.

Saad Khan,
Author - BikeAdvice.in

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Spied: New TVS Rockz Along NH7

Posted: 07 Dec 2011 09:49 PM PST

Original Source: Spied: New TVS Rockz Along NH7 from BikeAdvice.in

We just reported TVS Neo being tested along NH – 7 near TVS Motors' plant in Hosur. Simultaneously, Mr. Diwakar, our long – term reader also clicked a few pics of another step – up scooter, TVS Rockz New also being tested.

The most catching featuring about this model is the tail light which is the same of Apache's – The big and bold LED cluster with red cover in the centre. This is very clearly seen in these pics. This model was launched in the Indonesian market in the year 2009. This model was designed exclusively for their market which became a hit model soon after the launch.

The TVS Rockz which combines 2-wheeler technology and consumer technology which has presently become a trend amongst Indonesian customers. The Rockz boasts of a 125 cc engine which is durable, responsive and environmental friendly too. The bike doesn't sport an alloy wheel but still houses disc brakes. That too, not one but two. Yes, both in front and in the rear as well. This is in a way surprising for me. It is a mere 125 cc scooter but still two discs for most précised braking effect. Atleast now, safety is being given due consideration in India. Happy about that! Are they trying to set benchmarks in this aspect? Whatever it is, happy from our side.

Unlike the Neo's pics which we posted yesterday, the Rockz's headlamp is fitted in the handle bar itself and not on the body. See the exhaust design and you'll immediately recognize the Flame motorcycle in India. It's got that triangular exhaust with a muffler cover. TVS Motors makes use of all products which are being sold in India either presently or something which was sold here a little earlier.

The rear portion of the scooter ends sharply. Looks like the riding position is gonna be little odd. There are chances that tall riders will find it difficult in placing their legs. Let's now get to the most interesting part of this model .Guess what? The TVS Rockz New boasts of an Integrated Music System (IMS). This is one of the very few models across the globe to get a music system on board. TVS has taken a big step and leaped way forward by incorporating this technology. Riders will be able to enjoy their favorite music through a USB port and even access FM radio to seek information or just enjoying the music while hanging out with friends.

With a 125 cc engine, the TVS RockZ is one of the most responsive bikes in its class. Thanks to its duralife engine and 4 F engine component (RF- Roller Follower); (LF- Light Piston Ring); (TF- Teflon coated guide tensioner); (LF Advance Lub Circuit).

The RockZ also features a Anti – Theft Lock (ATL). What happens here is that the bike gets locked when it is parked in its main stand. This system can be operated from the seat lock. The Canister Shock Absorber with nitrogen offers the best of the riding position with too much of comfort provided as it is being ridden.

Here in this paragraph, go through few of the technologies that this model is incorporated with. I-econo is a technology which is used to measure the use of fuel for more efficiency and economical use without undermining engine performance, I-start is a temperature sensor technology which assists the users to save time (less than three minutes), I-space is a baggage compartment that gives the most room in a motorcycle of its class with 8.7 litre compartment space and finally i-charge is mobile phone battery charging. Finally i-glow is the keyhole which gets to glow in the dark. The TVS RockZ even has a compartment light which automatically lights up when the seat is raised.

Let's wait for some more time till we get this scooter in the Indian market. Stay tuned with us as we throw more light on these new models from TVS.

Regards,
M.Naren.
Author – BikeAdvice.in

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Thursday, December 8, 2011