Honda NC700X - Best Ride for Singapore?

Honda NC700X - Urban Adventure in a Concrete Jungle?

Introduction

There has been much hype going around the local biking circles about this bike since its launch in 2012. Many dealers and agents usually have orders backed up for this parallel twin engine. From the specifications, it seems Honda has made this bike as an introduction model for riders seeking to savour the "adventure" series. It has the big brother the Crosstourer 1200 for those wanting to go all out. 

When I personally came across a couple of biker friends who actually owned this, it made me wonder what the actual appeal would be for me. Just before getting my hands on the NC700X, I was riding a Yamaha FZ6 and my trusty BMW R1150GS.  Both these bikes propelled me from 0-100kmh in about 5 seconds. They both had enough torque to yank me out of slumber once I mount them. 

Pricing in Singapore for this bike is very competitive. It is in fact slightly lower than a CB400 Revo. There are three models to choose from with the same power plant, the NC700S, which is a naked version, Integra scooter, and NC700X which is reviewed here. With the NC700X there are also three models, one basic model, one with ABS and one with DCT and ABS. I purchased the model with ABS.

So, what could this 670cc, 47hp, half a Honda Jazz offer me? Read on to find out.

First Impressions

It took about 2 weeks for the bike to be handed over to me as I heard there were many orders for this machine. I chose not to purchase a parallel import machine like my friends as I preferred a local dealer backup in case anything seriously wrong happened to the bike. From what I hear, there are many local bike shops in Singapore who bring in the bikes themselves and recalls aren't that big an issue. Well, to each his own. 

On the day of collection, I filled my car trunk with all the accessories which I pre-purchased and headed down to the bike shop. This bike has many after-market accessories, almost rivalring BMW and Yamaha Super Tenere. I added the Hepco and Becker engine guard, rear top case rack, SW Motech side pannier racks with H&B adaptors, Honda touring windshield, Palmer windshield adaptors....... and the list goes on. You can see that this bike is great for those wanting to pimp up their rides and do be careful not to over-spend as you will quite easily. 

After a quick walk around the bike, I noticed that the meter cluster was tiny and offered the basics. There was no temperature gauge, no gear indicator & no voltmeter. You get a speedometer, an RPM meter, a couple of trip meters and thats it. This goes to show that the bike was designed for budget conscious buyers. Now, do not get me wrong, I have no real objections to the bike per se, but it would be nice to have a voltmeter or temperature gauge built in at least considering that it is a 2012 model. 

After I collected her, I decided to take her out for a spin. As the engine was still running in, I did not want to stress her out too early. So a slow ride it was. 

Engine

This is a parallel twin tilted at a strange 62 degree angle. It allows for the faux fuel tank to house a largish compartment big enough for my open face helmet and a tool kit. Pretty interesting and it is a nice addition. 

The exhaust note is similar to a low soft growl. Due to the timing of the engine and tuning for fuel efficiency, you will not experience mad torque, out of your pants, mad demon rush of adrenaline like the Fazer or GS. What you do get however is a constant pull of energy at a lower curve. The power band is adequate for local Singapore traffic and with fuel consumption rated at approximately 30KmL, I think this is why many riders are flocking to this bike. 

Another thing to note is due to the tuning and mapping of the bike, I do not see much use of the 6th gear in local traffic condition. Only at 92kmH can I shift up to 6th without any knocking. So I guess most riders will be happily cruising at 4th or 5th most of the day. 

What you do get with this bike is a nice smooth ride once you get used to the lower power band. I took her on a 70km ride during the day in moderate traffic on the expressway and it was indeed a joy to ride. You get to feel the engine in a different way compared to other bikes. This engine is great for those not seeking a mad ride, but more of a smooth cruise. 

Ride Comfort

This is my pet peeve with most small and medium bikes. I am 6ft tall with 32" inseams. Out of my 45 bikes owned till date in the last 3 years, I think the only motorcycle I have ridden which is truly honestly comfortable is my BMW R1150GS. That was also only after some modifications to my seat. So when I took the keys and sat on the NC700X, the first thing which I was looking out for was, "Is this ride gonna hurt?". 

In short, if you are my height of taller, I suggest you try it out before you decide to put your money down. If you have owned a CB400 before, it will be similar except that the handle bar height will be more comfortable. 

I have read online that the rear suspension was soft and needed adjustment to stiffen it up. I do not find it worrying enough for me to bother about it at this time. But if would think that once you load up the bike with your touring gear and pillion, the rear end may be a little vague. 

What I do like about this bike is that the rider's seat is firm and wide. It makes for a comfortable ride. The handle bars are angled pretty well and vibrations were minimal from the twin after swapping out the grips and end weights. 

I also took the liberty to swap out the puny stock windshield for a Honda touring screen and Palmer windshield adaptor. It allowed me to use a hand guard without obstruction and reduces buffeting. The metal holder for the windshield is also good for mounting handphones and GPS. I would not recommend that you mount your video camera on it as there is some movement when on the move.

Ride handling is also pretty good. Although on tight turns, it pales in comparison with my GS, the NC700X basically goes where it is pointed. I was fortunate to get Bridgestone Battalax tyres as stock on my machine and there are no complaints from that department. 

I suspect that the brakes have not broken in yet as I feel that it isn't as responsive as I would like them to be. I shall update this issue at a later date. 

Conclusion

The big question about this bike would be, who would this bike be suited for? My answer to that would be that this machine would be best suited to those who are seeking a comfortable commuting bike with just enough punch to take you across the causeway without making your family worry about your safety. It would also be best suited to those wanting an affordable "Adventure" styled bike with great fuel economy. 

If however, you are seeking for a mad rush, I suggest you look elsewhere as the NC700X will not deliver. For me, is this a keeper? I think it may be. Its much lighter than my gangly GS1150. It handles pretty well and for daily use, I think its good enough. There are lots of after market options available for those seeking retail therapy for their bikes. 

So go plonk your monies down if you want, with the right expectations, this bike should satisfy your needs. 

Here are more pics of my NC700X. Enjoy !

Yamaha FZ-6S S2 Review- Lively or Lifeless?

After riding my R1150GS for awhile, it has dawned on me that it may not be as practical for daily commuting in our tiny island of Singapore where traffic can be clear one minute and all chocker block a few seconds down the road. Although my confidence with the R1150GS has improved tremendously, I was on a lookout for something more practical and easier to throw about in town. 

A couple of bikes came to my mind. One being the Yamaha FZ-1, the other a Ducati Multistrada 620.  The Duc had a nice comfortable ride position for my 1.83m frame. But, and this is a big but, it had the most hideous looking headlamp assembly. The FZ-1N on the other hand, had less legroom for my lanky legs, but with 150bhp on tap, it was looking pretty attractive. 

At the time of writing this, my other ride was a Yamaha Spark 135. With my hopes dashed when the Duc was sold, I started looking around for a smaller more compact ride. Something which I could use as a daily commute to work with adequate power on tap for the occassionaly adrenaline rush. This led me to the FZ-6.

First Impression

After collecting my ride, I took it out to the expressway to get the rev counter up. But before I delve into the details, let me first say that the engine was smooth. I was expecting pull and torque in excess of my BMW. It was however not the case. 

The machine pulled up to 100kmh without much fanfare. Low-end torque was nearly non-existent. That didn't mean that it wasn't pulling off. It was. Gearing was a little clunky like a Honda CB400 for the first couple of gears. After 3rd gear, the gearing was smooth. It ran up to 6th gear pretty quick. I didn't pull the gears up too long as I haven't serviced the bike yet. I will update this after her servicing is done. 

Sadly, my machine needs a steering cone replacement and tweaking to the rear shocks as it was not as pin sharp as I would expect. Perhaps after a change of the steering cone, it will handle better. 

Here are some pictures after collecting my ride:

I shall update this ride after a visit to the garage. 

Vespa Excel 150 - Basically Basic

Vespa Excel 150 Review

The Vespa Excel 150 was produced in Indonesia as a cheaper alternative to the PX150. Marketed in Singapore back in the 90s and used mainly by the postal service. It was also used by other statutory boards like ROV and Traffic Police. In Europe, this model is also known as the T5. 

Back in the day, if you saw a white Vespa heading towards you, you would likely shudder at the thought that it could possibly be an "Auntie TP" coming to give you a summon. 

Today, due to the modernisation of their fleet, the Vespa Excel is now relegated to Vespa lovers and collectors. Although not as popular as the PX150 and PX200 siblings produced in Italy, the Excel 150 is also an amazing ride. 

Styling and Design

The only visible difference between the PX and Excel would be the headlamp assembly and speedometer. On the Excel, its a huge display showing all basic required information like speed, fuel and signals. The headlamp is also rectangular, unlike the small round design found on the PX series. They share similar 4-speed manual gears, front nose and monocoque frames. 

Excel Display

Excel Headlamp Assembly

The Excel has a front compartment useful for storing 2T bottles, gloves and parking coupons. I managed to squeeze my raincoat and can ride "freely" without a topcase if desired. 

Glovebox

The braking system found on these classic Vespas are something to be wary of. New riders to Vespas are strongly advised to take the scooter out for a shot slow spin to understand how the brakes work. Front and rear brakes are of the drum variety and are spongy at best. Extra care and braking distance has to be given. The rear brake is actuated by the foot pedal found on the floorboard. 

Rear Brake Pedal

Common issues with these classic manual Vespas are also snapped clutch cables, so do remember to oil them regularly. Gears are changed by clutching in the left lever and twisting the left handle. Its only a 4-speed and engine will putter along at most gears with the typical Vespa exhaust tone. 

Gear change on handlebar

Kick start Lever

Right switch assembly

One of the attractive options found on the Excel is that it comes with both electric and kick start options. Just turn the fuel cock to ON and fire her up. Rarely does she fail and even if she does, the kick start is always there as a fail-safe. 

This is the second Excel 150 I have owned in the last 3 years. My first Excel was sold very reluctantly due to my wife's nagging due to the small pillion seat space. I owned that Excel for over 3 months, which is quite a feat for me. So when I chanced upon this machine, I grabbed it immediately. This current ride is now 9.5 years old and is one of the last few Excels sold in Singapore. 

RIDE IMPRESSIONS

Weighing in at under 100kgs, this is one of the lightest bikes I have ever rode. Made from pressed steel from front to back, you must check for rust if you are picking up one for yourself. Typical areas to watch out for are under the floor boards and inside the glove box. 

Once you get the engine running, please check the mirror to see if you have a silly grin on your face. If you do, keep the bike. 

The distinct Vespa exhaust and engine tune is something that I love. Twist the throttle and the grin gets bigger. 

The 12" tyres are small and pick up is swift. That said, do note that the front end is very light and the weight of the whole machine is back-biased. The engine and spare tyre is located at the back. Do not attempt to throw the clutch as this scooter can do wheelies quite easily. 

The trail link suspension system on this bike is another feature which is distinctively Vespa. It doesn't handle corners like a traditional front suspension system found in modern bikes. So extra care has to be given. 

Trail Link Suspension

Once on the go, you will realise how basic this machine is. Its clutch in, switch gear and throttle. You only use your right foot gently for braking. If you are a tall rider like myself, you will likely ride with your knees wide open or your bum towards the back end of the seat. Its a flat bench so sliding back and forth is easy. 

The tiny front visor can only cut some glare from the sun when looking at the speedometer at best. It doesn't help that the speedo is very inaccurate. My last Excel was 20% optimistic. So you get a feeling that you are going fast, but you aren't. That's safe riding for you. 

Extra care has to be taken when you are passing heavy vehicles or going at speeds over 70kmh. The Excel exhibits a fair bit of wobble as it is rear heavy. Do not attempt one handed operations when going at this speed. Not unless you want to kiss the tarmac. 

Maintenance of this machine is quite simple. For those who are mechanically inclined, servicing this Excel is relatively easy. Check your clutch and brake cables periodically, top up your 2T oil when the light comes on, brake pads changes when needed and inspect tyre wear. That's about it. This scooter is designed to just go.

The 9 brake horse power engine feels light yet torquey. You get the pull from the manual transmission and can get to 70-80kmh on 3rd gear. The Excel apparently has a tweaked gear ratio compared to the PX series. This give it more low end and will pull up to speed quite easily. 

The typical Vespa "rang dang dang dang dang" exhaust note is simply a joy to hear. Other drivers can hear you coming from a distance. You basically whizz along at your pace and sightsee along the way. Even in traffic, the Excel is an easy ride. Its light and easy to maneuver. It will get you to your destination faster than most bikes due to the small turning radius and tyres. You just get there with a smile. 

During my 20min ride which covered an expressway, the Excel didn't handle as well as I expected. When large trucks passed me, the scooter wobbled. When a strong breeze from a nearby sea hit me, the scooter wobbled. When a car overtook me at close distance, the scooter wobbled.... You get the picture. 

But that said, it was still a joy to ride. The small tyres are not made to go at break neck speeds. Its good for city riding conditions and this is where it excelled. You squeeze by the tightest spots and can get right up front when needed. 

Final Thoughts

Being a cheaper cousin of the PX, this means that I am less inclined to bother about the outlook and cosmetics of the scooter. I know many collectors who go to great lengths to spruce up their Vespas. For me, this is a commuter. Its a basic machine with no electronics. I works with or without a battery. Being a direct drive engine design, you do not have to worry about chain lubes, sprocket changes or belt snapping. You just hop on, and go. Even with all the back weight and hairy handling, I'm still keeping this. Simply because it brings a huge smile to my face. 

Pros

- Basic bike with minimal maintenance

- Lightweight and small turning radius

- Fantastic Vespa exhaust note

- Simple yet utilitarian scooter

- Not pretentious

- Workhorse made to go for miles without hassle

CONS

- Back heavy uneven weight distribution

- Not made for high speed, will wobble

- Clutch cable snaps if not looked after, keep a spare at all times

- 2 stroke engine, may get too smokey if not well tuned

- Drum brakes

More pictures of Excel 150:

BMW R1150GS Rider's Review - Places to Go?

BMW R1150GS Rider's Review

Picture taken at SBF Anniversary 2013 event

This is the bike that began my journey into biking. The holy grail of my motorcycle ownership conquest. 

The unique thumping twin cylinder boxer engine which purrs like a mad old cat. It goes where no man has gone before and even further. Sales of this machine took off after the series "Long Way Round" and it seems every one wants one. Myself included. It is a lifestyle machine for us city folk who dream about heading up north at a drop of a hat. Although many of my biker mates have made numerous trips north of Malaysia, I am sadly at this time still hoping. But that said, I was on a lookout for a bike to use daily as a commute to work and powerful enough to carry over 250kgs of weight around when I came across this R1150GS. Without much hesitation, I grabbed it. 

Picture taken at SBF Anniversary 2013 event

First word of advice, if you have never experienced riding on a bike heavier than a Honda CB400, please handle your first moments with this bike with extra care. The GS1150 is extremely HEAVY. I repeat, HEAVY. Handling on the standstill with the tall handlebars is tough even for my height. 

I am 6ft and over 90kgs, and I found this a little challenging. Maneuvering from tight parking spaces takes patience and a lot of care.

The front headlamps resembles a raised eyebrow has now been copied by numerous bikes.

The cockpit seems a little distant from the rider and is situated a little higher than regular bikes. The VDO meter shows oil temperature, a fuel gauge and clock. There is a large knurled roller which is used for resetting the trip meter. No digital readings are present. All simple and easily identifiable. My bike was purchased used with over 200,000kms on the odometer. This is a bulletproof engine design. Made to go places and see things.

Once you get on the saddle, you will realise how grand the view is. You are perched high. Almost alike riding an elephant. The handlebars are wide with hand guards. Once you stick the key into the ignition and turn over the twin cylinder boxer engine, you will hear the low growl from the single exhaust.

The seats are firm and you should not get belt buckle scuffs on the tank as the seat wrap is quite high. Get the bike into first gear and slowly release the clutch, you will feel how low the torque on this bike is. It will pull right along to 60km/h before shifting into second gear. I 

This beast will pull right up to 100km/h at 4th gear. Once on the move, I am quite surprised how confident I am on the road with this. It is made for road touring. Taking corners on this is a breeze. It leans fairly deep and goes where it is pointed. There were a couple of instances where I experienced oversteer but I think that is due to my riding skills. 

With local traffic conditions, you will rarely shift up to sixth gear. This machine will sit happily at fifth gear with ample torque to overtake when required. 

I was initially quite apprehensive about the power to weight issue as the GS1150 only had 85hp and weighed over 250kgs. It felt very top heavy during my first moments with her. I suggest you take her out for a few spins before you get all gung ho with her. 

The twin front Brembo brakes coupled with ABS is adequate but I would have liked to have a little more bite from my brakes. 

I added a windshield extension by Touratech to deflect wind from my helmet has the stock windshield is a little short. I can now rider with the visor up and not feel affected. 

My GS1150 came with original BMW side cases. They are huge and the extrusion is massive. The bike is wide and no lane splitting is recommended unless you want to give drivers a heart attack with your arrival.

This bike is shaft driven and days of messy chain lubes are gone. However, that said, when riding and changing gears, one must remember to grab on to the tank as there is some jerk due to the shaft. But once you get used to it, it rides like a breeze. 

Riders wanting a vibration-free rider should stay away from this as this bike has a fair bit of vibrations during standstill. On the move, the vibrations aren't as pronounced but still a little uncomfortable if you are not used to it. Took me a day to get used to it. Now I enjoy the ride more and not bother too much about it. 

Being my first BMW bike, I was initially worried that the bike may be over powering and unwieldy. But after a couple of days with her, I am honestly happy. 

Final Thoughts

My wish to own an Adventure Touring bike has come true. It was a toss up between the new Honda NC700X, which incidentally is sold out in Singapore, and the newer R1200GS. After some mental calculations and extensive reading up on the 1150cc variant, I decided on the 1150cc instead of 1200cc powerplant. Fewer electronics means hopefully less costly maintenance. The GS1150 is used widely by bikers worldwide and spares should not be an issue. 

Initial experiences from this machine range from sheer joy on the highway to near crapping my pants when doing slow maneuvering. 

BMW bikes, like Harleys and KTM are truly lifestyle machines. Bringing hope and dreams to those who wish to travel to faraway places. Now, I am not saying other bikes can't do it, they can. But these bikes do it in true style. 

Does it put a smile on my face? Yes, definitely. Is it a keeper? I leave that to you to decide. This is my 41st bike in 36 months. 

All in all, it is a bike I think everyone should ride in their biking lifetime. 

PROS

- Bulletproof and bomb proof engine

- Low torque but not too overpowering like Suzuki GSXR400

- Everything works for 13year old bike

- Good saddle height for tall riders, truly comfortable.

- Can cruise at over 100kmh even when seated upright

- Pillion seat is comfortable

- Boxer engine purrs and makes you want to ride

CONS

- Heaviest bike I have owned at over 250kgs

- Shorter riders may have to shave seat or customise it

- Labour charges high at local agent (rumoured, yet to experience)

- Cockpit a little high and may obstruct view on the road for shorter riders. 

- Really wide handlebars means lane splitting needs more space

- Fuel consumption averaging 15kmL

More pictures of my R1150GS

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: