First of all, I’d like you all to know that this is my first review, and that I bought the HONDA Unicorn (11/11/05, CBF150M Electric Start) only after MUCH comparison, consideration, and downright confusion. For me it there were only two choices: The Bajaj Pulsar 150 or the Unicorn. The Unicorn won out in the end mainly because of it’s supreme engine refinement, the ’plain’ elegance, and ’pose’ value over the all-too common P150. I test rode all bikes in this category before I made my decision. Now, let’s get down to it, shall we?
Styling and Build Quality
At first sight, the Unicorn makes you think... ’’Eh? A performance bike? THIS?’’ Well, I’m unsure as anyone as to why the guys at HONDA decided to swoop into this hotly contested segment with such a plain looking bike. Given, the design is ‘elegant’ but it won’t make the girl swoon.. or anything even close to it. The gigantic tank is however a massive improvement over the one on the pulsar. Although the bike’s manual says that it holds only 13 liters, the dealer told me that it’ll hold at least 18 (!!) liters of fuel. I’ve heard of even higher figures, but 18 is the min. I own the NEW version of the Unicorn, released about a month ago that sports the minimalist graphics... shaded Honda wings on the tank and stripes on the cowls and the rear panels. At first I wasn’t too thrilled at these new arrivals, thinking of them as a weak attempt to spice up the look of the bike when the received so much complaint, but now, that I’ve gotten used to it, I think of it as an acceptable improvement over the old ’plain Jane’ nature. The lack of alloy wheels as even an option is a severe deficit in my eyes. How could HONDA do this to us?! Sigh...
The Build quality is impeccable. Period. All the components flow into each other and the lines meld perfectly. This aspect of the bike screams HONDA. All the problems that plagued the earlier version of the Unicorn: loose front fairing, shaky tail-lamp, rusting seat tank joint... all known errors in the concerned with design have been taken care of in this updated version of the bike. Heck, they even changed the old 75mm horns to new and powerful 90mm horns. Now there’s really nothing to complain about in this section, except perhaps for a continuing lack of a trip-meter. The three pod joined instrument panel however is the best-looking one available on ANY bike. They hold the Tacho, the Speedo, and the Fuel Gauge/Odo from L-R along with the telltale lamps. Controls for the Choke, Low/High Beam, Pass-light, and indicators are placed conveniently on the left handlebar, and the Electric start (CBF 150M), Horn, and Headlamp on/off are on the right. It lacks an engine kill switch, which many view as a considerable deficiency.
Engine and Transmission:
The 149.1cc engine is a superbly refined unit which forms the highlight of the Unicorn. It provides a peak power of 13.3 BHP at 8000 RPM and a peak torque of 12.7 Nm at 5000 RPM. The figures are very good indeed and it all comes down to the best in class transmission which produces better torque at lower RPM than any other bike in it’s class. This translates to great ride feel at low speeds in higher gears. My personal experience with my ’not yet run-in’ bike is that although the ’OOMPH’ in the lower gears is extreme, the thrust in higher gears is often not enough to propel the bike up an incline at relatively lower speeds (read less than 35 in fifth gear). This however is not much of a problem as more power is just a single shift below. :D
The fluid power delivery combined with the practically smooth gearshift forms the ultimate grin-inducer in this bike’s arsenal. The engine is also pretty silent when compared to the Pulsar. I consider this as a positive point as it speaks of greater levels of refinement, but there are many out there who like to flaunt what they have... and they should, having spent so much money, but it’s just that making a racket doesn’t sound right to me. :D
Ride, Performance, and Fuel Efficiency
The ride position on the Unicorn is neutral. Rider posture is upright, unlike the distinctly sporty position on the Pulsar or the Karizma. However, the lack of a ’sporty’ posture doesn’t mean that it doesn’t do the job. In fact, the neutral ride position makes sure that you aren’t tired after a long ride. Ride with a pillion isn’t so bad for the rider either, whereas the pillion experiences a supremely good ride. The ground clearance has also been upped by 10mm in this second installment. The rear monoshock does it’s job extremely well, centralizing the mass of the whole bike. The biggest advantage you get from the monoshock is the unbeatable cornering stability and the ease with which the cornering line can be altered when needed. Leaning over in turns has never been easier or as thrilling on two wheels. Without a doubt, cornering and overtaking is as adrenaline inducing as it gets in this class. Just whip open the throttle and lean over to a side. :D
Performance wise, 0-60 is achievable in around 6 seconds depending on the rider’s skill. I’m not all that experienced so I haven’t yet gotten near that mark, nor have I really tried because of the run-in period. The pulling is great in almost all gears. Pickup in the 5th gear is great as long as the bike is above 50kmph, whereas the 3rd is ideal for blurry-eyed low speed jumps. Braking is also top of the line. In this NEW updated version, the normal disc brakes have been replace with flat-type discs for greater durability. The rear drums are adequate and stops are phenomenally quick (more so than even the Karizma, according to Overdrive) and the retardation of the disc brake is progressive. It has arguably the best brakes of any bike on Indian roads.
Coming to the fuel efficiency of the bike, the stated on-road numbers are lie anywhere between 50 and 60, depending on style of ride, but I have not been nearly as fortunate. My bike averages around 35kmpl at present but I believe that this can be attributed to the fact that I’ve still to deliver the bike for its first service and the odo still reads well within the run-in period. I expect the efficiency will rise significantly after the first 500kms or so. This combination of performance and efficiency is indeed better than the other contenders in this segment.
Conclusion
The Unicorn is not what you would call a macho bike, it might be unadorned on the outside, but inside... boy oh boy! The overall ride offered by the Unicorn effectively negates any deficiency w.r.t. the styling. In no case must you be fooled into thinking that the Pulsar is a better performer than the Unicorn, as its silken smooth engine is better, albeit by a minute margin, than the heart of the Pulsar 150. The Unicorn pushes the envelope of refinement in Indian motorcycles and is a worthy entry in the 150cc segment. If you’re in search of a superb ride coupled with great performance and efficiency, you really have only two choices: The P150 or the Unicorn (P180 falling short heavily on fuel efficiency). The only thing I can say is you WON’T GO WRONG with either bike. For all practical purposes, both bikes are evenly matched. The Pulsar guns for a more outright male/powerful image whereas the Unicorn signifies a reserved strength which ever lurks under a thin crust. You must ask yourself what is most important to you, and then make the decision.