Bajaj Pulsar 200NS Review

Bajaj Pulsar 200NS Review

Introduction

Bajaj Auto India announced in 2012 that it would export the Pulsar 200NS (Naked Sport) and I was excited about the launch date in Singapore as the specifications were impressive. 

In October 2012, Universal Motors (UM) the distributor of Bajaj motorcycles imported one unit for test purposes and I managed to catch a glimpse of the machine. 

Technical Specifications

Engine Capacity (cc)	199.5 (Class 2B)
Engine Type	SOHC 4-valve liquid cooled
Brake Horse Power	23.52Bhp@9500rpm
Torque	18.3NM@8000rpm
Fuel System	Carburettor
Transmission	6-speed, 1 Down 5 Up
Number of spark plugs	3 (Triple Spark)
Kerb weight (kg)	145
Front Tyres	100/70-17 inch
Rear Tyres	130/70-17 inch
Fuel tank capacity (litres)	12Litres
fuel efficiency (kmpl)	35-45
Brakes (front)	280mm petal disc with floating caliper
Brakes (rear)	230mm petal disc with floating caliper
0-100kmph	Approximately 11 (seconds)
Top Speed (kmph)	137 kmph
Length X Width X Height	2017 x 1195 x 805(mm)

I have in the last 3 years owned 6 other Bajaj motorcycles so I was anxious to compare the performance of the 200NS over the older models. Having rode the XCD135, Pulsar 180 UG 1 & UG 2 as well as the Pulsar 200, the 200NS seems to excel in every aspect.  

Bajaj XCD 135

Bajaj Pulsar 180 UG 1.5

Bajaj Pulsar UG 2

Bajaj Pulsar 200

Shipment of the 200NS was delayed as it took India by storm and Bajaj had to try and fulfill its domestic market. At the time of writing this, Indonesia has yet to receive its shipment of the 200NS. We have a number of our Bajaj riders from Indonesia travel to Singapore just to catch a glimpse of this machine. 

Design and Styling

Bajaj designers took a radical approach and redesigned the 200NS from the ground up. The fuel tank and headlamps are more aggressive. Following the KTM Duke 200, the silencer is now tucked under the engine. The rear shocks are now monoshocks with Nitrox canister and adjustable. The 200NS also gains a rear disc brakes and I shall cover the effectiveness later in the review. The KTM Duke 200 is also produced at Bajaj's Chakan plant. 

Initial comparisons shown seems as if Bajaj designers took the KTM Duke 200 and sliced it in half in the middle. They then redesigned the top half and kept the tail lights of the old Pulsar 200. The new split seats are firm with a slight hump in the middle. Upholstery used is top-notch. 

The finishing of the 10-spoke sports rims have improved. Its finishing is not as rough as previous models. Bajaj was very liberal with the use of plastics. I believe it was done to keep cost and weight down. The tank is now covered by plastic housing. However it is interesting to note that the rear mudguard is made from a strong composite material.  Kerb weight is now 145kgs.

Flower-petaled front brake disc

Ride Impression

Having ridden 6 Pulsars before finally owning this, I was a little apprehensive over the hype covering this model. The engine when started produced the all familiar Bajaj engine note. Giving the throttle a twist produced a hollow growl which is distinctively Bajaj. Very different from a Honda CB400 which incidentally was my last bike before this. What is also different is that the exhaust silencer has now been relocated under the engine. This has now supposedly given the bike a 50-50 weight distribution. I thought this only applied to sports cars like Ferraris and Porsches. 

First thing during my first few kilometers on the bike that surprised me was that this bike was much quieter on the road. It picked up to 60km/h which is the legal speed limit for most Singapore roads in a fashion which was very unlike previous models. It did so with ease. 

The engine sat very comfortably at rpm rages from 5000-6500. One flick of the gear lever to 6th speed and it climbed to 70-80km/h. Most of the time in city traffic, I would sit between 4th or 5th gear. Taking the bike up to 70km/h. 

Overtaking needs a little focus as the torque isn't very high. I would need to drop a gear or two to bring the bike up to 7000 rpm to wake it up. I believe once run in, this engine likes to be ridden hard. Where it is most lively is at 6500 rpm.  

At 80km/h my rpm hovered between 6200-6300. Gearing the bike correctly can bring it up to the century mark with little trouble. However, past that, you will need a little patience. Though styled as a naked sports, the engine does feel a little stressed above 7500 rpm. I would not recommend that you ride it above 120km/h for extended periods. Not in Singapore for sure. 

What impressed me was the turning radius of the 200NS. It took turns quite effortlessly and if you were used to the old Pulsars, please do not attempt to take fast corners on this, as the bike understeers quite a fair bit due to the turning radius. Do not get me wrong, I am not saying that the bike is not stable. It is. In fact, you will be pleasantly surprised. But do get used to the bike before you attempt any peg scraping stunts. 

The old Pulsars in my opinion was lacking something which this 200NS finally resolved. The all-needed 6th  gear. The old Pulsars I felt ran out of steam at high speeds and Bajaj was wise to rectify this by incorporating a 6-speed gear box into the bike. To me this is a God-send. Finally we are able to cruise at 90-100km/h with minimal stress. Vibrations are not eliminated but it is a lot more pleasant to ride. The dead spot found on my XCD 135 was also present on the 200NS. Vibrations were more pronounced between 69-74km/h. I quickly swapped out the stock grips and end-weights after a week of riding to my usual BMW-styled grips from GPR and 470 gram weights. The bike now feels more planted and the vibes are less obtrusive. The ride is now smoother. I recommend that you swap your end-weights to heavier ones. 

The seat is firm and Bajaj riders will instantly notice the improvement in quality and firmness. 
I am also confident to say that the seat wrap out does many Japanese bike makers. It is an improvement. 

Having a monoshock set up meant that the rider feels every little bump on the road. This is not actually a bad thing as it means you are one with the bike. Riders will feel more confident with the ride. It does what you tell it to. The rear shocks are adjustable if you prefer a softer setting. I would not tweak it as it suits me. 

Potential buyers looking at this for touring purposes will be happy to note that the 12 litre tank goes up to 300-330kms before the low-fuel light comes on. Average fuel consumption for me is about 40kms per litre. 

The headlamp is good for riding at dark spots. It runs on H4 55/60W bulbs. 

The Bybre brakes found on the 200NS is impressive. It instills confidence. It is in my opinion almost as effective as my previous machine. But you will need to watch the rear brakes and not be too liberal with it as it may lock-up when coupled with the stock MRF Eurogrips. 

Final Thoughts

In the past, riders seeking performance and fuel economy would be hard pressed to find a bike suited to their needs. This is now met with the Pulsar 200NS. While it may not perform like a GSXR-400 or CB400, it handles well. Its power plant is an improvement over older models. The 23.5HP pumps out sufficient power for city commuting with a little fun. Not a whole lot more but definitely more than older Pulsars. 

The fuel economy is still typical Bajaj fashion. It sips. Doesn't gurgle or swallow. It draws attention with its metallic yellow paintwork. I have been asked by numerous inquisitive riders and passersby on the make and model of the bike. When told that it was a Bajaj, you could see the expression of their faces. They were either shocked or smiling. 

Would I recommend this bike? Simply put, if you are currently riding a 40-50HP bike, as long as you are comfortable with the power loss, yes. If you are currently riding a Pulsar 200 and would like a smoother ride, yes. If you are looking for a first bike and seeking value for money, this is currently the only bike in the market with over 20Hp for under SGD8,000. 

Pros
Efficient engine
Fuel Economy of 40km/h
Modern Styling
Firm suspensions and good brakes
Power plant adequate for city traffic and occasional touring

Cons

Quality control not consistent

Have to do thorough checks before leaving showroom

Clip on handlebars negates any possibility of handle bar brace
Vibrations felt between 69-74km/h
Main stand sold as an accessory


More pictures of my 200NS: