Street Motorcycle

First photos of the Bajaj Boxer BM150..

Dubbed as the "Bharat Bike" by Bajaj, the new Boxer 150 has been already "soft" launched in a couple of states like Maharashtra and Uttar Pradesh. Now for the first time photos of this new bike has emerged on the net. This one seems to be taken in Tamil Nadu. Posted below are the first photos of the bike designed for "Bharat"/Rural Indian customer.

[Photo credits: Indiancarsbikes, More photos posted below]

Expected Price: It was earlier officially stated that the ex-showroom price of the Boxer 150 would be near the Rs. 40,000 mark. So far there has been no official word on its final price or the engine specs.

Its a Herculean effort to budge rural India from its fixation from the Hero Honda (now Hero) Splendor/CD Deluxe..

150 cc engine on a basic bike



For the developed world a 150 cc is a puny engine capacity but for most Indians it is the first step towards performance/thrill biking. So when a 150 cc engine is put on what looks like a basic, utility bike, I guess most Indians would be surprised. Especially the ones who will never buy the Boxer BM150.



A 150 cc engine alone doesnt just mean that it has to be at par with a Yamaha R15 in terms of speed/KMPH. But a 150 cc engine also gives the flexibility of bumping up the "torque" (pulling capability) relatively easily.



Apart from fuel efficiency/KMPL rural folks (the target customer of this bike) also need "Torque" in a lot in the applications, like pulling "doodh/milk" cans, pulling 3-4 adults (not legal but very common everywhere) etc. There has been mention of the Boxer150 by Mr. Rajiv Bajaj as a tractor/tank on 2wheels; none of which are made for speed/KMPH but more for "Torque".





What about fuel efficiency?



The engine block on the Boxer 150 looks to have been borrowed from the Discover 150. Therefore I am expecting the Boxer 150 to return a decent (if not the best) fuel efficiency. Well you gain some and lose some.. after all one cant have the cake and eat it at the same time.





Looks,features on the Boxer BM150



The looks of the Boxer BM150 is pretty simple and basic. Nothing on the bike will excite a young enthusiast but would probably be appealing to the rural customer looking for a simple and rugged bike. The engine block seems very much similar to the ones found on the Discover 150 model but probably doesnt get the DTS-i tech. as the second spark plug is not visible in the photos.

• Flat seat



• Simple tank



• Round analog instrument console



• Round headlamp



• Spoke wheels



• Drum brakes



• Chunky looking Rear Tyre



• Steel carrier cum grab rail



• Bajajs SnS (Spring in Spring) rear suspension



• An electric starter (visible in the photos)

Will the Boxer BM150 find favor among Rural India?



Its actually nothing sort of a Herculean effort to budge rural India from its fixation from the Hero Honda Splendor/CD Deluxe. The blind trust of these Hero Honda models in Rural India has made what Hero Honda (now Hero MotoCorp) what it is, i.e. the largest maker of 2 wheelers in the world.



Therefore to expect the so far fixated with the "Hero Honda Splendor" crowd to look at the Boxer BM150 favorably would not be so easy. Like the Splendor which has proved it worth for over 16 years now, the Boxer BM150 will also have to prove itself over time.



Having seen how much recent Bajaj products have improved (current Discovers and the Pulsar 135 are proof), I am sure that the Boxer BM150 would also be a reliable product as well. Its just that probably Bajaj will have to be a bit patient with the Boxer BM150 and let the rural customer develop a trust on the product. Only then a product will transform into a brand.

Bajaj Boxer BM150 Photos:

Related Posts

• Cant understand Mr. Bajajs Discover/Pulsar/Boxer strategy? Read this





• Bajaj to launch 150 cc Boxer [Feb 2011]





• TVS Max 4R: First look/details (Utiliy bike from TVS) [Jul, 2010]





• Difference between Power and Torque





• How to physically visualize Torque"

Disclaimer:

This is to remind that the Views or Opinions in the blog are entirely mine unless explicitly stated. The Views and Opinions published in this blog should in no way be related to any other person or organization associated -- directly or indirectly -- with me.

You can juggle and play with the figures as long as you want but it aint gonna help; Big Nakeds havent been a big success so far and thats a fact. On paper, it should have worked better, at least in Europe where middleweight nakeds such as the Yamaha FZ-6 and Suzuki GSR600 rule the sales hit parade.
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.

Moto-bliss or moto-blah?

Yes, its the CBR1000RR motor, at least in spirit.

Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
The engine choice is a bit bizarre to say the least. From the 174 claimed hp in the RR, the unit has been detuned to... 96 hp in the CBF1000.
That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
Closer examination of the CBF1000 helps to clarify Hondas intentions even more. Theres a standard fork with no adjustments, a pair of simple two-piston brake calipers of the floating type, a rear 160-section tire (even the 599 has a 180), and an all-analog instrument panel with no LCD in sight. Hello? Honda? Its the year 2006, remember?
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.
The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.

So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.

Yossef cursing less than usual.

I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.

2007 Honda CBF1000 (ED-type)** Specs courtesy of Honda **
Engine
Type	Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement	998cm3
Bore x Stroke	75 x 56.5mm
Compression Ratio	11: 1
*Claimed* Max. Power Output	72kW/8,000min-1 (95/1/EC)
*Claimed* Max. Torque	97Nm/6,500min-1 (95/1/EC)
Idling Speed	1,200min-1
Oil Capacity	3.6litres
Fuel System
Carburation	PGM-FI electronic fuel injection
Throttle Bore	36mm
Aircleaner	Dry, cartridge-type paper filter
Fuel Tank Capacity	19litres (including 4-litre LCD-indicated reserve)
Electrical System
Ignition System	Computer-controlled digital transistorised with electronic advance
Ignition Timing	5° BTDC (idle) ~ 45° BTDC (7,500min-1)
Sparkplug Type	CR8EH-9 (NGK); U24FER9 (ND)
Starter	Electric
Battery Capacity	12V/8.6AH
ACG Output	330W
Headlight	12V, 55W x 1 (low)/55W x 2 (high)
Drivetrain
Clutch	Wet, multiplate with coil springs
Clutch Operation	Hydraulic
Transmission Type	6-speed
Primary Reduction	1.604 (77/48)
Gear Ratios	1 2.714 (38/14) 2 1.941 (33/17) 3 1.579 (30/19) 4 1.363 (30/22) 5 1.217 (28/23) 6 1.115 (29/26)
Final Reduction	2.687 (43/16)
Final Drive	#530 O-ring sealed chain
Frame
Type	Mono-backbone; rectangular-section steel tube
Chassis
Dimensions (LxWxH)	2,176 x 827 x 1,175mm
Wheelbase	1,483mm
Caster Angle	26°
Trail	110mm
Turning Radius	2.8m
Seat Height	795mm (+/-15mm)
Ground Clearance	130mm
*Claimed* Dry Weight	220kg , *228kg
Kerb Weight	242kg (F: 118kg; R: 124kg), *250kg (F: 120kg; R: 130kg)
Max. Carrying Capacity	195kg
Loaded Weight	242kg, *250kg
Suspension
Front	41mm cartridge-type telescopic fork, 120mm axle travel
Rear	Pro-Link with gas-charged HMAS damper, 120mm axle travel
Wheels
Front	Hollow-section 6-spoke cast aluminium
Rear	Hollow-section 6-spoke cast aluminium
Rim Size Front	17M/C x MT3.5
Rim Size Rear	17M/C x MT5
Tyre Size Front	120/70-ZR17M/C (58W)
Tyre Size Rear	160/60-ZR17M/C (69W)
Tyre Pressure	Front 250kPa Rear 290kPa
Brakes
Front	296 x 4.5mm dual hydraulic disc with 4-piston (*Combined 3-piston) callipers, floating rotors (*ABS) and sintered metal pads
Rear	240 x 6mm hydraulic disc with single-piston (*3-piston) calliper (*ABS) and sintered metal pads
* ABS version	All specifications are provisional and subject to change without notice.

Lets get one thing straight. Even though the first bike I tested pulled a full-on Chernobyl, I liked the XT. So, well deal with the unpleasantries first and then move into the meat of the test. Consider it a bad news first type of situation, if you will, so we can finish on a happy note.
Lets set the scene. It was the middle of a dark and stormy night, cold, black and miserable. There I was, tooling along at 70 miles per hour on the Grapevine (I-5 north of Bakersfield). XT350 number one decides to give in to the dark side of the Force and pull a Mr. Hyde on me. What does this hideous transformation look like? Well, its dark, so all I know is the bike lost power dramatically. Hmmmmm, I think to myself, this is not good (a keen deduction). I pull in the clutch to see if the motor will die or idle. It dies.
Ordinarily, this wouldnt be a big deal, but since there isnt a proper electrical system on this bike, there is a problem; the headlight turns off when the motor stops turning. Now, coasting along a freeway in the black of night at 70 mph isnt a problem if ones eyes are adjusted. Mine werent. I let out the clutch again to get the mortally wounded motor spinning again so I could light the way and pull over to the shoulder. With the aid of the ambient light from the odd passing car, I see the Yamaha motor smoking. Mr. Hyde has made his ugly appearance.

The expired bikes odometer reads 800 miles. This is well past the 600 miles recommended for proper break in, even if I havent paid a lick of attention to the procedure. On this day, though Ive already come 300 miles, Ive got another hundred or so to go before Im home. I survey the countryside surrounding me and determine my exact location. There is a distinct lack of landmarks, absolutely none whatsoever. There is nothing but empty space. I spend the next forty-five minutes trying to flag cars down out of the night, praying for a kindly driver with a cell phone to come to my rescue. But alas, I am a scary biker and dressed the part. It doesnt happen. I start walking hoping to find a highway call-box somewhere in the murky gloom. Half a mile away from my bike I look back to see a vehicle pulled to the shoulder next to the bike.

Not a whole lot has changed on this bike in 13 years. This 86 XT, stripped of street gear for dirt duty, is pretty much identical to the 97 bike we tested. Yamaha hasnt broken the bank improving this model.

Great instrument cluster. Too bad theres no oil light.

It turns out to be a big ole extend-a-cab Ford F-250 pickup truck. The guy behind the wheel tells me he usually doesnt pull over to help people, but since he saw me walking, then saw my bike, and he is a fellow rider (who else would stop?), he thought hed break this habit and offer a hand. He asks me if Im headed anywhere near Redondo Beach. As a matter of fact, I live within 10 miles of the place. Perfect, we load up the bike (he even has tie downs!) and off we go, on a 100 mile jaunt. He drops me at my pad, bike and all. I wish getting home after every breakdown could be so easy.

Now, I needed to break the news to Yamaha: Their machine was dead. It perished in my hands. Yamaha, bless their souls, took the bike back and swapped it for a new one for the sake of this story. Subsequent questioning about the status of the Mr. Hyde XT revealed that the bike had suffered an oil pump failure. An oil light would be nice. That was the bad news. Yamaha has made this bike for more than a decade and they tell me they had never heard of this kind of failure. In fact, when I first told them the motor had let go, they were rather shocked. The XT350 motor has a reputation for being bulletproof.

Gracing the rear fender is a little pouch containing the Yamaha tool kit. You could fit a kit of your own inside, as long as it was the size of a Kit Kat. Anything else would probably be too big to fit.

The front binder isnt the most sensitive unit on the planet. Generous suspension, with swoopy accordion-style fork tube protectors, dives under heavy braking.

So, having panned the first bike, lets discuss the merits of the next machine, a Dr. Jeckyl to the Mr. Hyde XT. The XT is surprisingly good on the highway. Riding position is upright, but wind is somewhat deflected by the G-string faring (the fairing is too small to be called even a bikini fairing). Body position somewhat counteracts the wind as well and makes the XT more tolerable for disposing mileage than many cruisers, which force a rider to adopt the dreaded flying squirrel posture. Cruising speed is on the moderate side, though the motor willingly spins up close to redline in sixth gear, good for maintaining speeds in the 75 miles per hour range. With a tailwind, 90 mph is possible, but it would be positively rotten to maintain this speed for any time. The mirrors work well, offering a vibration-free picture without including any elbows in the vision equation. For extended highway trips the seat is on the narrow side, but adjusting body position by moving forward and back allows extended saddle time. My longest day thus far on the bike has been 500 miles. And I could walk afterwards. Longer stints are definitely possible. If you are looking to buy a machine to actually ride to an ORV area, the XT would be perfect.

Gearing on the Yamaha is on the low side of the spectrum.   This is because Yamaha wanted the XT to handle "plonking" along trails with aplomb. Low speed sections should be no trouble, the bike will "plonk" along without complaint. Be ready to shift up in situations you might not normally think youd have to. As a matter of fact, you might even find yourself grabbing an extra gear when setting up for long hill climbs just to carry momentum without revving the piss out of the machine in a low gear. What this means in street-riding terms is that you can expect to hit third gear by the time youve crossed an intersection from a standstill at a stoplight. Most of the torque lives at lower rpm, but there is a little rush of power as the four-stroke single approaches redline. Wheelies are possible in second gear, but only if a handful of throttle is accompanied by a firm yank on the handle bars. Sitting back on the saddle helps, too. The motor is predictable and sufficient, but to have real fun on your XT, think about spending some extra dough on tweaking the motor once youve gotten bored with the stock power delivery.

In the off-road department, the XT functions adequately, but it isnt motocrosser. Jeremy McGrath wouldnt be winning any Supercross events on this particular Yamaha, even though it sports 100ccs more displacement than his usual Yamaha. Landing a triple on the softly sprung suspension would be plain heinous, too. As a matter of fact, landing even moderate jumps on the XT had the rear end bottoming out and the tire hitting the underside of the fender. Air? Yes please. Big air? No thank you. No Crusty Demons highlights for this bike. Seth need not bother.

The suspension lacks the progressive dampening required for handling gnarly off-road excursions. But the XT is a fairly upright bike and handling is nimble in the dirt. This is the perfect bike for rambling around fire roads and exploring the odd ORV trail. Slap some knobbies on the beast and off-roading will be much more palatable. With 10 inches of travel on the front forks and more than eight with the rear mono-shock, there is plenty of room for tweaking. The rear shock is adjustable with preload and damping tuning possible; it has an adjusting knob for changing the damping, while preload can be adjusted via a threaded collar. If you plan on using your XT mostly on the trails, a call to an aftermarket suspension company would be in order.   Air scoops look cool. Who needs function?   This would be the second investment to make after tires. You might just make the bike into a PDG (pretty darn good) dirt bike.

The shock on the rear has an adjusting knob for changing the damping and preload can be adjusted via a threaded collar. There are a number of nice features on the XT. Snail-cam adjusters reside on either side of the rear axle, so chain adjustment is a snap. The engine has a counterbalancer, which leads to an extremely smooth-spinning motor. There are also passenger pegs on the bike. (I found these were good for resting my legs on long trips.) Be forewarned, however, taking a passenger isnt the most comfy of propositions. I found myself having to sit farther forward on the saddle than my manhood and I would have preferred. Also, with two full-sized people onboard, there is an excessive amount of sag on the rear end. It is a good bike for many different weather conditions, though. In inclement weather, the XT shines.   The heavily treaded tires yield good, wet grip for stopping, cornering, and acceleration. Maneuverability is especially good with the wide handlebars offering easy leverage and instilling confidence. This trait serves well on both the trail and in the urban jungle. Lane splitting on the XT is easy with its upright seating giving a good view of traffic.

 Starting duties on the kick start XT can be a challenge, but once mastered, its smooth. Simply leave the bike on the kickstand so you can get a better kick, stand on the pegs and giveer whatfer. Once it starts, let it idle for a few moments then be sure to retract the kickstand. It kills the motor if you put the machine in gear with the kickstand down. When cold, the bike likes some choke; when hot, it takes none. The gray area of the starting equation comes when the bike is actually warm, having been ridden within the past few hours, or stopped/stalled before reaching full operating temperature. This no- mans-land can lead to frustration and a whupped kicking leg. Faith and persistence will carry the day. Good luck.
 
The XT can be great fun to ride. Even though it feels like it falls into corners, the handling characteristics encourage the rider to throw the bike around. It is nimble and predictable. The seat height is perfect for me (at 6 feet 1 inch). I have no problems putting both heels on the ground straddling the bike at a standstill. The XT has about the lowest seat height in its class, though those with shorter inseams will be on tiptoe at stoplights. The brakes work quite well, but expect to use the surprisingly effective rear brake more than you might be used to. Stepping on the rear brake pedal has the added benefit of reducing dive, which plagues the front end of the bike, something not unexpected on a bike with nearly a foot of travel on the front fork. The first time I tried to use the steering lock on both test bikes, I was flummoxed. The lock is so stiff and awkward to engage, I thought the machine didnt have a lock, despite the ignition barrel indicating otherwise. Warning: It takes much jiggering and shaking to engage the neck-mounted locking mechanism. Youd figure after manufacturing the same bike for more than a decade these details might be ironed out. Lets give Yamaha the benefit of the doubt and chalk up the unfortunate demise of our first test unit as an anomaly. For the record, yes, the first XT went Mr. Hyde and had a meltdown. But this second bike has been such a kick to ride, Im willing to forgive and forget. This is a machine any beginner could learn to ride without worrying about breaking the bank repairing damage from simple tipovers. This is a machine any dual sporter could happily ride to the ORV area for a day of pummeling the mud.
This is a machine abord which any urban assault warrior could conquer the meanest pothole-ridden battlefield. I love being able to ramp off curbs and over parking stops with impunity. I love being able to shift through the gears on one wheel - and still keep to a reasonable speed. I love being able to steer off of the beaten path and feel confident navigating rough and tumble trails. The XT350 is good fun. At first, I was ready to lambasted this bike; but since I have had an opportunity to re-evaluate my evaluation, Ive changed my tune. I want one.

Specifications:

Yamaha XT350 
Price:  $4449

346cc air-cooled four-valve four-stroke
86 x 59.6mm bore & stroke 
9:1 compression ratio 
24mm Teikei carburetor 
6-speed transmission 
33.7" seat height 
88.2" x 34.1" x 47.6"  (overall length x width x height) 
55.9" wheelbase 
10.8" ground clearance 
Fuel Capacity: 3.2 gallons (including 0.5 gallon reserve)
Telescopic forks, 10" of travel 
Single rear shock, 8.6" of travel 
3.00-21 front tire 
110/80-18 rear tire 
262 pound dry weight 

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

Kawasakis Vulcan 1500 is a study in excess. Excessive torque, that is. But then, Kawasaki has never been one to be out-done in the power department. Remember the 750-H2 triple? The original Z-1? How about the Ninja 900 or the ZX-10 and ZX-11? Memorable bikes, all of them. Kawasakis largest entry in the cruiser class has got to be considered among them. It is, after all, the reigning King of Torque. 

At 1,470cc (88 cubic inches) the Vulcan 88 is the largest production V-twin cruiser on the market today. Its probably the longest, too. At 557 pounds dry with a 63.2 inch wheelbase, the big Kawasaki is the stretch limo of cruisers! Fortunately, its as comfy as one.

The huge seat is well contoured and pillowy soft, while the bars have a tall rise and reach back to the rider. Footpegs are mounted well forward, adding to the spacious feel. The long wheelbase allows for plenty of passenger room, and our resident pillion tester reported the thickly-padded seat and backrest to be among the most comfortable in the cruiser class.
"Fit and finish is good, with tons of chrome everywhere."
Even the coolant tank, which is mounted directly behind the engine on the right side, has a highly-polished chrome cover. Kawasaki did a good job of giving the liquid-cooled V-twin motor an air-cooled appearance, an important styling feature in the highly competitive cruiser market. Nice styling touches, like the braided-wire covers for the four spark-plug leads (it has dual-plug heads), abound on this bike. Switches and controls are typical Kawasaki fare, familiar and easy to use.
You wont find a tachometer on the Vulcan 88, but with this bikes prodigious power spread, who needs one? You shift when you suddenly realize that youve been in the same gear for the last hour or so. Mounted above a cluster of warning lights in a heavily chromed panel is the speedometer, out in the wind and easy to read.


The only other gauge on the Vulcan is a nice, large fuel gauge mounted in, you guessed it, a heavily chromed console on top of the fuel tank. Youll have to keep a close eye on this gauge though, as the needle sweeps quite rapidly from Full to Empty. The big Kawasaki can suck the 4.2 gallon tank dry in as little as 120 miles or so of spirited riding. And with the kind of roll-on power the Vulcan 88 has, who can resist? Equipped with four-valve twin-plug heads, 36mm carbs, and an effective counter balancer, the deep-breathing V-twin (with a stroke of 90mm) produces V-8 sized power pulses from V-8 size pistons, and provides arm-stretching acceleration anytime you wind up the throttle -- in any gear, from any speed.
"The monster motor feeds its power through a beefy four-speed transmission -- the power spread is unbelievably wide, and four gears is more than enough to handle the load. There is so much available torque that you could stick the Vulcan in third gear and ride around town without ever having to change gears."
 Which is fortunate, as we found the gearbox to be a little notchy during upshifts. Kawasaki fitted the Vulcan 88 with its Positive Neutral Finder system which is a device that prevents the transmission from shifting from first into second when it is at a standstill. Once the bike is under way, the centrifugal force of a spinning transmission shaft disengages the device, ideally allowing unhindered upshifts. Its a nice feature to have when youre trying to shift into neutral with one foot while attempting to balance the beast with the other. But we kept finding ourselves hitting neutral during first-to-second gear changes.

This may be contributed to parts that have not broken in yet, or that magazine test bikes lead a harder-than-normal life. A firm, deliberate prod with your left boot on the large gear lever is required to overcome the neutral finder system and make it safely into second gear.
This is not a light-shifting, snick-snick style gearbox. And while were complaining, we would have like to see a much wider ratio gearbox -- the Vulcan is spinning (relatively) high rpms at 70 mph while droning around the freeway, and we constantly nudged the shifter up, looking for a taller gear.  The awesome torque and acceleration of the big Vulcan, though, will easily overwhelm the suspension. Both front and rear ends of the bike are tuned for a smooth ride. The front forks are unadjustable, and the twin rear shocks, adjustable for spring preload only, are too under-sprung and under-damped for anything above a boulevard pace. Riding the Vulcan on your favorite back road will have you quickly retreating back to familiar urban jungles. The brakes are also easily overwhelmed by the Vulcans substantial size. The single front disc works acceptably well while stylin downtown, but fades quickly when trying to slow down in a hurry. It also tends to twist the forks a little.
The rear disc, with its single-action caliper, is surprisingly weak, offering little stopping power. Overall though, the Vulcan 88 works exceptionally well in the confines of the city, where it delivers quite an impressive profile during those Friday night cruises downtown and everyday riding and commuting chores. Kept within its element, the Vulcan is a force to be reckoned with. The amazing motor is almost enough to overshadow the rest of the bikes shortcomings -- Kawasaki has seen fit to once again provide it in copious amounts, this time to the cruiser class. The 88 is the Power Cruiser. If "Big," "Flashy," and "Dominant" are words you have to have in your cruiser vocabulary, then the Vulcan 88 is for you.
Impressions:

1. Brent Plummer, Editor

Lets clear one thing up right now: I like Kawasakis. All four bikes that I own bear this mark, and Ill tell you why: I dig powerful motorcycles. Not necessarily 1000cc behemoths, but relatively powerful bikes that are the beasts of their class. And thats Kawasakis game. Heck, its their identity -- they build honkin fast motors and wedge them into things, then kick ass on boulevards and back roads around the world.
Theyve been doing it for 25 years now and the tradition continues with the Vulcan. So naturally, I like it, and can understand why theyre sold out at dealers in America. And equally important, my girlfriend likes the pillion seat and standard sissy bar, meaning she looks forward to riding anywhere, anytime on the Vulcan. I just wish it wasnt so damn ugly: If I owned one, the chromed "ears" on both sides of the bike that are actually air cleaner covers would be powder-coated black, as would the tanks huge chrome gauge mount, which is perfectly aligned to blind the driver whenever the sun is shining down. Oh, yes, the front brake sucked, too. In all, though, the huge motor and distinctive styling (read: not a Harley-Davidson rip-off) was more than enough to put big grins on my face whenever I rode it. ****

Specifications:


Manufacturer: Kawasaki
Model: VN1500-A8
Price: $8199
Engine: SOHC, 8-valve, liquid-cooled V-twin
Bore x Stroke: 102 x 90 mm
Displacement: 1,470 cc
Carburetion: Dual Keihin CV 36mm
Transmission: 4-speed, shaft drive
Wheelbase: 63.2 in.
Seat height: 28.3 in.
Fuel capacity: 4.2 gallons
Claimed dry weight: 557 lbs.

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.