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6 comments:
Tvs Apache is the one bike i really got interested in riding as i thought the bike has crossed my expectations its good. I got my hands on Apache 150, it is gorgeous looking, very smooth handling and most of all good mileage. I thought my RX- 135 is unbeatable as i was riding it for 5 years i was Fida on Yamaha, but Apache is too cool. The colors are also good. The only thing you have to go through in apache is shifting of gears frequently. Come on TVS give us some good bikes, above 175 cc. Stop make over, and give us new designs in engines so that others can also get it right. Give us some good pickup in gears. We can not afford each and everything in one bike but apache is good.
Above all Apache is true value for money.
My riding experiance in apache is its good for long distance trips.
I suggest apache to my friends than any other bikes in this segment of various bikes.
What is different on the RTR ( Ready to Race or Racing Throttle Response ), is the handling, and ride comfort, the seating felt a bit lower, the adjustable handle bars not too tough to get used to, and the longer wheelbase making for a machine that could eat a twisty with ease, even if pushed. A nice little tool to zip through traffic if in a rush, it does inspire confidence to throw around.
The all-new apache, packed with 15.2 BHP had a number of first time features and spoke pure aggression. High on performance by combining TVS racing technology with strong inhouse R and D, Apache RTR packed enormous power. With an astonishing 15.2 Brake Horse Power made it the most powerful bike of its class on Indian roads, he said adding that it had a top speed of 118 km per hour and could reach 60 km per hour in just 4.8 seconds and 100 km in 17.7 seconds, making it the fastest two wheeler in its class.
The RTR features..
A stripe on its body (a la Ford GT), which runs from the front mudguard to the tank and finally to the tailpiece A 270 mm petal shaped front disc The engine of the Apache has been also given an all black treatment along with the alloys and exhaust A small engine guard finished in body colors is nestled at the bottom of the engine The side panels have a matt black plastic finish instead of the earlier body colored ones The RTR also sports a Digital Speedo like the Pulsar The tail lamp now incorporates bright LEDs A split grab rail Clip on adjustable handlebars Aluminium finish brake levers Toe operated Gear Shifter The wheelbase of the RTR has also been stretched to 1300 mm from its previous 1260 mm. The RTR now looks smashing and definitely is one of the best looking bikes in the country.
Riding Position: The RTR now has rear set foot pegs. Along with the low handle bars it translates into a very sporty riding position. After the Pulsar DTS-I 200, I would rate the riding position of the Apache RTR 160 as the sportiest. Compared to the “Stupid” riding position of the Apache 150, I found the riding position of the RTR very comfortable. I did not get the chance to adjust the handlebars of the RTR (it has two settings), but I just loved the sporty riding position of the RTR.
Engine/Performance: Smooth, powerful and definitely an improvement over the Apache 150. I did not get to rev the RTR much but the engine remained smooth with out any significant vibrations till 5000 rpm.The engine of the RTR is now an oversquare 160 cc compared to the earlier 150 cc square engine. The spec sheets also claim an increase in max power from its earlier 13.5 Bhp to 15 Bhp ( the highest in the 150 cc segment in India). So does that makes the RTR the new king of Indian roads in the 150 cc class (or near about the 150 cc class)..??The first impression of the Apache RTR 160 after my test ride was, “It’s gonna beat the CBZ Xtreme and the Pulsar DTSi 150..!!” I did not put the RTR on a drag strip, but the RTR did feel faster and a bit more powerful than the CBZ Xtreme or the Pulsar DTSi 150.
Exhaust Note: I have to make a special mention of the exhaust note of the Apache RTR 160 here. The matt black exhaust can of the RTR makes one of the most gorgeous two wheeler music in India. Unlike most of the present crop of bikes which sound slighty better than the "whirr" of the scooty pep, the RTR has a Soul Soothing "Bass" to its exhaust note reminiscent of the first generation Pulsar (but softer than the first gen Pulsar). Gear Box: Slightly clunky, but ok.
Handling: The Apache RTR no longer feels or handles like a small bike anymore. The extra 40 mm on the wheelbase has done its trick. The bike now feels stable even with a pillion behind. Stability around corners was great.
Ride Quality: The ride quality of the RTR was a little bit hard. It was not exactly uncomfortable but wasn’t exactly plush either. But this actually aided in improving the handling of the bike. Brakes: The front brakes did the job of bring the RTR to a stop pretty well. No complaints here.
Price: The price of the vehicle was Rs 57,700 ex-showroom in Bangalore.
Rs. 66,250 (On Road Bangalore)
The TVS motorcycle still weighs some 7 kilograms less than the CBZ X-Treme and Pulsar 150.
Apache RTR 160 Verdict:
Positives: Previous flaws of the apache 150 have been ironed out Sporty riding position Smooth and Powerful engine Bike looks and feels and handles like a bigger bike now Stable and predictable handling Negatives: I could hardly find anything on the Apache RTR 160 that I did not like. But then here are a few, which I think could have improved. The Ride quality is a bit hard Foot peg sub frame finished in black (Too much of black. A silver/aluminum finished sub frame would have given a nice contrast look) The RTR might still feel small for taller guys (Wheelbase is still 20 mm shorter than the Pulsar 150)
The more noticeable difference is the length - the TVS Apache RTR stretches a 2020 mm end to end. The swingarm is 40 mm longer in the RTR 160, all the better for stability. There is a 270 m petal disc- new for India - that cools better and stops great. There is nice styling touches all over in all those places no one would bother earlier. So you have clip-on aluminum handlebars (yay!), LED tail lamp, so-called aircraft-style fuel cap, split grab rail ... The Apache RTR 160 also features the now standard tachometer, clock, trip meter, fuel guage and odometer.
Conclusion: I liked the Apache RTR 160 very much. It looks handsome, has excellent build quality, a sporty riding position, smooth engine and good handling. It definitely is more powerful than the Pulsar 150 and the CBZ Xtreme and still is priced similar to the Pulsar.In fact I see no reason why I should not go ahead and put my money on the RTR.If you are tired of watching too many Pulsars, don’t like the styling of the CBZ Xtreme, want goodies like digital speedo and need something more powerful than both the Pulsar 150 or the CBX Xtreme, think no further and get yourself the Apache RTR 160.But also be prepared for a "probable" 5 km/litre less mileage than the Apache 150
You are not going to complain about style with the Apache RTR 160. I don’t care much for the front fairing (didn’t like it in the original Apache either), but the RTR’s engine cowl is a neat touch - and the racing stripes, yes! Even the wheels will have a nice pinstripe running along the rim, adding to the style. Some don’t care much for the racing stripe on the front mudguard and elsewhere - but that is a standard complaint between the ones who like their motorcycle plain vs embellished.
Finally,i wanna to say you all that i’m currently using Apache 150cc,will surely get new Apache 160 RTR,since its rock..all the information provided above are collected from internet,kindly post if u got any sugesstion reagarding this ROCKY...
Hi, I was an owner of Pulsar 200 cc, brought it 3 months back , did 5000+ kms and sold it 2 days back due to a hell of problems faced and for my concerns towards the personal safety.
the problems I experienced with the byk are
1) had an unsolved problem with the oilcooler unit, after I ride for some distance the low-oil indicator will start flashing, got the unit changed couple of times but still the problem persisited, all that i got as a reply from the dealer was - there is pressure sensor problem which the bajaj is still sorting out.
2) one fine morning a cabie ran into my byk, I stopped the byk with all my force on the brakes but took a gr8 plunge into the road even without hitting anything, i woke up from the road with all the bruises only to realize that the front forks got broken leading to my plunge
- reason Bajaj modified the front suspensiont to provide a leaping stance which resulted in weak forks - lot of other folks owing 200cc came across the same situation during hard braking -> bajaj remodified the stance of the byk and provided a free suspension replacement - but it could have costed one’s life
3) rear brakes - extemely dumb to operate, I have never come across such brakes in my whole life!, one has to literally stand on the brake to stop the byk, even at 60kms/hr u will not be able to achieve a smooth braking! I was frusturated and contacted Bajaj directly thru mail, they arranged for a senior mechanic to inspect the vehicle he gave me the reason -> the brake lever is very small that the footrest of the brake lever is very close to the fulcrum of the lever, so more foce has to be applied which is not practical with the sporty foot peg allignment ->I only got the reason but zero solution.
- all Bajaj insisted was to used both the brakes always no matter whatever the speed mite be, which surely didnt help much. problem -> poor brake lever design and bajaj stretched the wheel base of the awesome 150 cc to obtain 200cc and 220 cc without taking care of safety precautions. result -> met with the dumb accident, eventhough I was in a comfortable position of stopping the byk, the brakes didnt respond.
guys I had been a freak with the byk during my college days, riding yezdi ( still I have ) and cbz, came across quite a lot of hair raising risky situation but never made an accident as I always have a complete control of what Im riding and the byks were really good in terms of safety and handling.
But I met with an accident after I became a more responsible rider without taking any risks -> guys planning to buy 200cc give it a second thinking, test the brakes of a 200cc that has run more than 1500 kms -> if u r comfortable go for it but I wont suggest one!
220 cc -> no idea -> but brakes are comparatively good ( had a test ride) reliability - ?!
For Indian motorcycle manufacturers, the answer to the first question so far, has been, "Who cares?" and the other two has been, "No way." Which is why the new Bajaj Pulsar DTS-Fi is a milestone.
The Indian motorcycle enthusiast's lot has been a tortured one. His demands have been swamped and diluted in a swarm of 60 kpl machines and in the entire history of Indian two-wheelers, only six or seven machines are memorable on performance terms. And of them, maybe two are on sale right now.
But with 124 kph showing on the orange-lit LCD speedometer of the new Bajaj Pulsar 220 DTS-Fi I'm on, I really should be doing other things. Like figuring out how to get the motorcycle to slow down for the uphill left turn that is coming up quickly.
It really isn't a concern, as the brakes are the best I've used. If my visor were dry and my raincoat was still in my kit bag, I'd probably be seeing closer to 135 kph on the speedo right now.
On my umpteenth fast-but-not-pushing-it lap of Bajaj's Chakan plant test-track, I'm impressed with the motorcycle and what it represents. Since the Yamaha RD350 (Yamaha RX100 and Suzuki Shogun lovers please excuse), we haven't had this classy, this fast, this good a performance motorcycle at all.
It takes corners with a delightful, eager poise, is accurate like a surgeon's scalpel and can brake hard with easy confidence. The throttle is superlight and crisp and I can already see all sorts of careless riders using it to scare themselves silly. More importantly, I can see hordes of serious riders grinning in delight.
And why not? Bajaj's design brief for the DTS-Fi was to create a no-compromise machine for the performance motorcycle enthusiast. This, they have achieved.
The motorcycle boasts a highly refined (low noise, no vibes, slick shifts and all) 220cc motor that makes a heady 20 bhp and 1.95 kgm of torque. And it is effortless, free-revving and can roll along at 50 kph in top gear should you feel the need. And return 50 kpl while you are doing that. It's almost like having your cake and eating it too.
I could, at this point, go into a 3,000-word discussion of all the various features this bike sports, some of which have never been seen on Indian motorcycles. But that would be missing the point.
In any case, you will be spending a lot of time in Bajaj's Pro-Biking showrooms listening to the harried sales guy who will be hard-pressed to remember all of them.
The big ones are tubeless tyres (one of the reasons for the great handling feel), 55-watt projector low beam headlamp (even, no-glare illumination), slick digital dash (feature packed and easy to read) and new styling package with distinctive LED taillamps. But the biggest of them all is fuel injection, which has allowed the DTS-Fi to get that linear power curve, crisp feel and instant throttle response.
A bike like the Pulsar DTS-Fi is significant because this is the first nod from a major manufacturer to the Indian performance enthusiast in years.
The Bajaj Pulsar 180 and to some extent the Hero Honda Karizma have been the staples for us, but in one stroke, they're both passe. Here is a motorcycle that's more sorted, faster and more effortless.
And while Bajaj won't say it, the DTS-Fi is not going to be outrageously expensive either. They confirmed a five-digit price tag and our sources are hinting at an on-road price of Rs 92,000 or thereabouts. Yes, fully loaded. Which is outstanding value for money.
In EMI terms, the increment over a Pulsar 180 or a Karizma would be next to nothing. In value terms, it would make a great purchase. Again, Bajaj won't say it, but we believe Diwali or during that festive period, you will be able to walk in and buy the fuel injected Pulsar from any Bajaj Pro-Biking showroom.
With these many features, obvious performance and a smart, high power price tag, the Pulsar 220 could actually change our manufacturers' answers to all the three questions we posed right at the outset.
The motorcycle will be commercially successful, there is no question about it. Obviously, it won't beat the 60 kpl commuter. But then, it doesn't have to. For the enthusiast, it would be the perfect tool to forget about those appliances.
For the manufacturers, especially rivals, it would signal the opening of a new market at the very top of the pecking order. A market all of us enthusiasts are milling about in, but the shelves have been empty so far.
The Pulsar 220 might actually cause competing products to fill the shops. We already know that TVS is working on an Apache 180. A successful P220 might even prod Hero Honda (or Honda, or both) to upgrade, re-arm or replace the Karizma with something more serious.
It might actually engineer separate market spaces for enthusiast-centric product strategy, which so far, does not exist. For us, it would be the beginning of an era of machines we've been forced to only dream about so far.
There is, of course, another perspective. I personally wish the motorcycle had been a storming 25 bhp 250cc demon. That would have elevated the price tag, but it would have represented a cleaner break with lower displacement machines.
But then, the enthusiast will always want more. And therein lies the market. Usually, the enthusiast will be more likely to put his money where his mouth is. And so far, only Bajaj seems to have realised this
Bajaj pulsar is the best.
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Bajaj is the best bike i ever seen. They are the only company which makes good average and speed in a combination.
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