After receiving so many mails for the review on Bajaj Pulsar, I am finally penning down my views on the mean machine.
No doubt Bajaj ruled the Indian scooter market for pretty long period of time, but when it thought of entering the motorcycle market it was straight-a-way pitted against Hero Honda. Hero Honda incidentally had hold on the performance sector with India’s most sold bike Splendor, and had its eyes on the Power sector with the high performance CBZ. After dampening Splendors sales with its own Caliber, Bajaj targeted the power sector with its own beast, Pulsar.
After the complete R&D work being done at Tokyo, it was dropped to the Bajaj’s Chakan Test track on Feb. 2001. Further tests followed for Indian conditions, and after all the advertising campaign it was put on to dealers by early 2002.
Driving the Beast :
This is what all of you would be looking forward to when given the keys to ride the beast. Being impatient as hell Bajaj Pulsar 180cc was my obvious choice. The bike had finished its 3rd servicing and was in its peak condition. Delhi-Jaipur Highway would be the only road we would have rode the beast. On the highway, 180cc took just 4.9secs, for 0-60, just as claimed by the Manufacturers. But I thought I could have still done faster, but for the wheely that I went through in initial start-up phase. The bike felt so smooth at 5th gear doing 80kmph, that no other bike could ever come close to it. But this was not just satisfying, I want to push it till the end. At 80kmph, I lowered the gear back to 4th, then accelerated, their was the obvious initial jerk, but just as I started accelerating again, it was getting finer. I was doing 112kmph on the Delhi-Jaipur Highway, and I guess that the maximum you could drive over at that place. But the engine still can hold longer. The Double Cradle Chassis can match engine blow for blow. It is stiff enough to handle the prolonged high speed cornering.
Looks of the Beast :
As I said the chassis, is stiff but perfect for the size and handling. The beast needs a lot for intake, so you have this fuel tank, just as per the requirement. The short, sporty handlebar of the 180 returns a lot of feel, while the 150’s commuter-friendly bar is wider and taller and provides great leverage and light steering but is angled too far inward. Both the bikes come with a friction-based steering damper.
The massive tank, smooth, sculpted side-panels and the bulging tailpiece attract lots of attention. Add a massive round exhaust with a tapering mouth, and you have a bonafide poseur. The best angle to admire the bike is from the rear three-quarter, where the chunky musculature of the bodywork and close positioning of the headlamp and meters makes for a very stylish and brawny look.
Maintenance :
Very High on maintenance front. Spare parts are too expensive and the all the R&D put for styling as put a few flaws, when it comes to even minor accidents. Firstly, the front suspension cradle are too close to the Fuel tank, and even a minor front wheel collision can either bend the cradle or put a nice dent on to the Fuel tank. Secondly, the Plastic-Polymer Side covering for chain and extra styling is too brittle, got broke when a cycle rickshaw collided with it. And Pulsar could have done better with wider tyre.
Surprises :
180cc is actually 178.6cc, with 14.8 Bhp as against 15 Bhp.
150cc is actually 143.9cc, with 11.8 Bhp as against 12 Bhp(CBZ has 152cc with 12Bhp and the CBZ is lighter among the two and the new CBZ version provides mileage of above 40kmpl).
Mileage provided for 180cc ranges from 32-34 kmpl on city roads.
Mileage provided for 150cc ranges from 36-38 kmpl on city roads.
Excellent Electronics, sets the standard for future.
Overall :
The Pick-up is beyond the imaginable limit, has top notch Speed , the Balance Excellent (but still CBZ remains my personal choice for balance), Styling is Good. Drops on Maintenance and Fuel Economy front.
Final Analysis :
Pulsar 180cc
Power :
Styling :
Performance :
Maintenance : *
Pulsar 150cc
Power :
Styling :
Performance :
Maintenance : *