TVS Apache RTR 180 vs Bajaj Pulsar 180 2009 – Clash of the Titans!

 It was all a matter of commuting from one place to another a few years ago. And then we saw the emergence of two of the most promising companies from India, TVS lead by Venu Srinivasan and Bajaj lead by Rahul Bajaj which changed the whole scenario and the mindset of an average Indian. They changed the very outlook of daily commuting to fun riding. Now what matters more to the enthusiasts is not just the travel from one place to another, but ‘How’ does it takes place. Both the companies have one thing in common; one product brand got them going. Pulsar did it for Bajaj, Apache did it for TVS. And without doubt both the bikes remain trendsetters and the very best in their respective worlds.

The best part about these companies is, unlike some better known bigger Japanese manufacturers, they believe in giving value to the customer for a single penny spent by them. After strengthening its sales in the 150cc segment with the ohh-so-fast Apache 160 RTR, TVS has launched a direct assault to Bajaj’s long term horse Pulsar 180, in the form of Apache RTR 180. The difference between these two bikes is the fact that Apache 180 is an upgraded version of Apache 160 whereas the Pulsar 180 seems to borrow much of its tidbits from the bigger sibling, the Pulsar 200 DTSi. We compare both of these spearheads, heads-on for our readers to enable them take an informed decision if they are caught in a fix between these two ‘quite similar yet differently character-ed’ machines.

Flash back three four years ago and all we saw was Bajaj ruling the performance roost single handedly with the help of their Pulsar 150 and Pulsar 180 siblings. Enter the Apache and its various iterations and have Bajaj mulling over what to do next? Though, Apache has not been to beat Bajaj in terms of sheer sales, but the least they have done is keep Bajaj at their toes. They have just not let Bajaj relax and sit pretty with the performance king title. Despite a few legal hiccups between these two companies, they have managed to keep their cool and play sportively. Read on for a comprehensive comparo between these two machines.

Engine: Apache now comes loaded with a 177.4cc 4 stroke air cooled single cylinder SOHC 2 valve mill which is a bored out version of the 160cc mill with a longer stroke. The engine remains an oversquare unit, similar to the 160. The bore and stroke of the new bike is 62.5 mm and 57.8 mm. The new bike is now capable of producing a peak power of 17.3 PS of power output, up by 1.9PS and the power comes at the same 8500 RPM of the 160. Peak torque of the bike is now up by 2.4 units to a handsome 15.5 NM and is produced at 500 rpm over the RTR 160 at 6500 rpm. The engine breathes through the big Mikuni BS-29 carburetor.

Coming to the latest Pulsar 180 2009 edition, a lot has changed in it from its earlier version. The bike has the same 178.6cc 4 stroke air cooled single cylinder SOHC 2 Valve mill which produces an enhanced output of 17.02 PS at 8500 rpm. Bore and stroke remains 63.5 mm and 56.4 mm respectively. Maximum torque is reduced by 1 NM to 14.22 NM from 15.2 NM of the earlier version and only Rahul Bajaj knows the reason for this! The reduction is very much feel-able in this bike. The moment you ride this bike, it feels a bit less torquey than its previous iteration. The bike breathes through the UCD 29 carburetor.

But it a worth mentioning point here, that TVS has still not been able to do away with the vibrations issue completely in this bike. The vibrations, though lowered, make the difference between the two engines evident. Pulsar seems a Honda in front of the Apache, it’s so refined. But credit must be given to TVS because of the fact that they have done a good job in reducing the harsh engine vibrations of the earlier Apaches. Moreover, the clutch of Apache feels more progressive in front of the heavy feel induced by Pulsar. In fact, clutches would be one of the factors Bajaj has not been able to improve. Since there launch, Pulsars have sported very bad clutch assemblies which fail to deliver even under slightest of loads. We see not a worth mentioning difference with this bike as well.

Chasis & Suspension: The Apache 180 has a Double Cradle synchrostiff chasis which aids to the overall dynamics of the bike. Front suspensions of the bike are the telescopic forks with a 105 mm stroke and the rear are the Mono tube Inverted Gas filled shocks with spring aid which TVS calls as MIG. The suspension set up has been reworked on this bike to compensate for the increased wheelbase and to aid in the overall drive-ability and stability. The best part about these is that they do not bottom out at any time and feel confident under high speeding.

On the other hand, Pulsar 180s chasis is a Double Downtube frame borrowed from the bigger sibling Pulsar 200. The front suspension is now meaty 37 mm inner diameter telescopic forks which has a 130 mm stroke straight from the Pulsar 220 and the rear remains triple rated spring, 5 way adjustable Hydraulic, Gas filled Nitrox shock absorbers with 101 mm travel. The overall look of the front suspension gives the bike a masculine look and also does the job pretty well.

The overall dimensions of Apache are 2085 mm x 730 mm x 1100 mm whereas Pulsars remain 2035 mm x 760 mm x1115 mm (L *B * H).

Handling: This is area where Apache seems to score comfortably over the Pulsar. Even the earlier iterations of Apaches have always been nimble, to the point and flick at corners. With this bike TVS has just taken the game ahead. The wheelbase is now increased by a good 40 mm to 1326 mm which makes it even more confidence inducing, more stable, especially during cornering than the previous Apaches. Even if we talk about the straight line ability, it has improved substantially over the previous iteration and makes it a lovely high speed handling machine. The precision and conviction with which this bike tackles the steepest of turns makes the rider lust for more. Add to this the higher ground clearance of 180 mm makes sure you have ample amount of space under the body for the earthen potholes to pass by easily. In fact, ride it and it crosses smaller potholes with ease.

Its not that Pulsars are way behind; actually, between these two machines it’s very less to distinguish the better one so small points like these look big. The case with Pulsars is that, they have improved drastically on this front but sadly, they still remain at the last in this league. But all accolades to Bajaj for making this bike one of the best handling Pulsars around (probably only after the new Pulsar 220 DTSi). The wheelbase has been increased by a healthy 25 mm to 1345 mm (from 1320 mm) which aids to the straight line ability of this bike to a great extent. Bajaj has also done away with the rectangular swingarm of the earlier Pulsar and this bike now comes loaded with an Oval section swingarm straight from the Pulsar 200 /220. As a result, the bike is easily one of the best cornering Pulsar 180 till date. Although, a point worth mentioning is that with the inclusion of all these features the bike feels a bit stiff and less nimble comparing it with the earlier iteration during city riding. Add to this, the bike also has a little longer turning radius. The ground clearance of this bike is 165 mm which makes it a tad more vulnerable to the ever so deadly Indian potholes. But all said and done, it’s a commendable effort from Bajaj, which makes this bike stand in the league of the best handling machines in India.

Under extreme braking Pulsar stands tall and feel more planted majorly because of the quality of tyres. Apache sports TVS Srichakra tyres which have now been fattened to 110 from 100 (in Apache 160) but fail to maintain grip on road especially in panicky situations. One more point to be noted is the change of rear tyre size from 18 inch of the earlier generation Apaches, this bike has a 17 inch rear tyre. We felt that, had Apache sported MRP nylogrip zappers of the Pulsar, it would have been quite a different story then. On the other hand, Pulsar 180 gets more meaty 120 rear section MRF nylogrip zappers which earlier did duty on the bigger Pulsars and as always, are so precise that we failed to pin-point any flaw in them. Front tyres of both the bikes are 90/90 * 17 inch in size and the good part about both the bikes is that both of them sport tubeless tyres which prevent us from the hassles of the traditional tubed tyres.

Apache RTR 160 vs. Yamaha FZ 16: The Bold And The Beautiful

With the Indian market scene getting hotter and more intense by the day, people are becoming more and more confused as there are many more choices to choose from. In a world where one bike scores over the other in one department and the other one in the other, how to zero in on a bike of our choice? Here we try to ease out the decision between the two of the most sought after bikes in the market. One is known for its blasting performance and the other for its breathtaking looks. Let’s try to figure out which way does the needle bend.

Engine, Transmission & Styling: The TVS Apache RTR 160 is loaded with an air cooled 159.7 cc twin valve engine which produces a peak power output of an astounding 15.2 Bhp which comes at 8500 revolutions of the engine. Maximum torque is a handy 13.1 Nm at 6000 RPM. The bike has a short stroke high revving motor which goes all the way to 12000 RPM without the rev limiter playing spoilsport. The bike breathes through the Mikuni BS26 carburetor. The whole assembly is mounted on a double cradle frame which is rigid and sturdy.

Talking about the Yamaha FZ , an air cooled 153 cc 2 valve engine drives the bike which produces a peak power output of 14 PS (13.8 Bhp) which comes at an early 7500 RPM and a maximum torque of a mammoth 14 Nm which is well spread throughout the rev band and peaks at 6000 RPM. The same Mikuni BS26 does the carburetion duties on the bike. The engine rests on a diamond frame which is pretty well engineered and gives the bike more agility and confidence on high speeds.

If we compare the bikes head-on, then we will understand the fact that both the bikes have pretty different characteristics. While Apache has a more meaty and rugged feel, FZ seems to be a cool and calm customer which does its job with near perfection. In fact, Apache’s engine is harsh and it is evident at pretty lower RPMs of 4000 and above and this is one thing we would like TVS to work on with attention as this factor mars the overall lovely capabilities of the bike. FZ depicts the true Yamaha engineering with one of the most refined mills to ride on and the bike seems to be completely under ease even at higher rpms.

Both the bikes come loaded with a five speed gearbox. While the gearing feel has been improved on the Apache from its previous iterations but it fails, and we go to the extent of saying ‘badly’, in front of the super slick, super smooth gearbox of the FZ. It seems like Yamaha and Honda can never go wrong at least in this department!

Need we even talk about the styling of the bikes; FZ stands a clear winner here with its bold styling borrowed from the bigger FZ 1 bikes. From the naked front headlamps to the lovely sculpted massive looking tank to the dual tone pointed seat to the countries fattest tyres, every inch of the bike exudes style. It’s not that the TVS looks plain, but it has been in the market for a while and everybody praises the ‘new’ looks in the market. RTR is a fantastic looking bike with one of the best digital consoles and lovely fit and finish.

Yamaha FZ 16 – 9/10 ; TVS Apache RTR 160 – 7/10

Comfort, Suspension & Handling: Apache comes loaded with optimized telescopic shock ups upfront which do not feel spongy as Unicorn’s and not as hard as the Enfields. TVS has deployed the spring aided Gas Charged shock absorbers (which they call as MIG, Monotube Inverted Gas Filled Shox) at the rear which have a stroke of 105mm. The seating posture of the bike is front biased and more inclined towards fast moving or racing. This enhances the chances of backpain and fatigue on long tours but once you become used to it, you would become addicted to it! The knee recess is so very well sorted out that a person of the height upto 5 feet 10 inches would feel that they have entered a cockpit tailor made just for them, but the downside is for the people of taller heights. They would find the seating awkward and may well avoid the bike et all. Seats are pretty well cushioned and the size of the front seat is just perfect but the rear seat is a real pain in the ass! We wonder if they made those seats only for small kids or very slim fellows. It’s pretty small and with those bull shaped upward pointed rear grab rails hungry for your fatter butts, things only get worse!

For the Yamaha, the story is not very different and the rear seat is small and puny (but at least bigger than Apaches). The front seat is pretty well sorted and provides ample amount of space and cushion to accommodate even fatter butts. FZ comes equipped with large 41 mm front telescopic shock absorbers which happen to be the fattest on any current Indian motorcycle with the stroke being a lovely 130mm which provides lovely shock absorption capabilities (better than Apache’s). Added to the lovely front is the Monocross suspension at the rear which has a travel of 120mm and provides a very well sorted center of gravity to the bike. Damping characteristics of the suspensions during acceleration and particularly braking are one of the best and contribute significantly to the high speed stability and acute cornering of the bike. Even when seated two, the bike doesn’t bottom out on normal and sudden potholes.

Yamaha FZ 16 – 8/10 ; TVS Apache RTR 160 – 8/10

Instrumentation & Braking: The Yamaha is loaded with a big 267 mm diameter front disc brake which, along with a fat 100 section rubber helps in very good braking power. The rear is the traditional mechanical expanding shoe type brakes which are also good considering the huge rear tyre it works on. Overall the bike has a neat assembly and the stopping power is more than adequate to stop it in faster speeds under sudden braking. The best part about the bike is that it remains planted even under harsh or sudden braking. We go to the extent of saying that FZ is the most planted bike in India under sudden braking. It almost feels as if it was a routine job, well done!

The Apaches have always been very nimble bikes and have been applauded for the razor sharp braking they have come equipped with. RTR 160 is just another extension of the same and the bike performs handsomely even in the braking department. Apache RTR 160 has two variants; one is the normal one and the other one is called the ‘Refresh’ which comes loaded with a rear disc as well along with standard front discs. And lest we said it, Apache remains the bike with the best stopping power and the bike with the best feel while coming to a halt. The fronts are loaded with a huge 270mm petal discs and the rears are also loaded with a 240mm petal discs on the Refresh model and normal drums on the regular model. Even the regular model was a pinnacle at the way the bike behaved while braking but the Refresh model has been a major advancement in the way our Indian bikes braked. TVS certainly seems to be leading the bandwagon as far as the braking is concerned whereas the Yamaha takes our points for the plantedness the bike shows under sudden braking, but just!

Yamaha FZ 16 – 7.5/10 ; TVS Apache RTR 160 – 9/10

Performance & Fuel Efficiency: This is one area where Apache heavily outthrones the FZ convincingly. With a difference of almost 1.5 bhp, Apache is fast and definitely loves getting revved up. Once you sit on the saddle, it feels as the bike asks for more. With a lovely feel throughout the powerband, the bike never feels slow and goes all the way to the 125 Kmph mark on the speedo. The 0-60 dash comes in a fast 4.5 seconds and the bike hits the 100 kmph mark in around 15 seconds. The best part about the whole story is the feel and the adrenalin rush the bike instills in a rider which compels the rider to go that extra degree on the throttle.

Having praised the Apache so much, doesn’t mean that FZ is very slow. But because of a huge 140 rear section tyre and a little less power the bike remains short of Apache’s performance. 0-60 sprint comes in a tad over 5 seconds and the 100 kmph mark is caught up in over 16 seconds. But we must applaud the way the bike carries itself on high speeds. The fat 100 section front and 140 rear section tyre along with the Monocross suspension and a fantastic frame makes this bike one of the best handling machines especially at speeds touching 3 figures. In fact, sometimes you would only feel the speed when you see the speedo; it’s so very planted and smooth.

If we come to the city riding, than it’s the FZ which makes its way to the kingdom. With 14 Nm of torque under the belt, majorly distributed towards the low and mid range along with a lighter weight of 137 Kilograms, this bike is a breeze to ride in cities under busy traffics without giving you the hassle of changing gears frequently. The upright open chested seating posture of the bike also helps prevent fatigue and even on longer routes one feels comfortable and calm. On the other hand, Apache is also one of the most nimble bikes in the city which makes its way through the smallest of places with ease because of its compact size and lovely seating posture. A ground clearance of 180 mm of Apache also makes the monstrous speed breakers and earthen potholes craving for kissing the bikes bottom.

Despite being totally performance oriented the TVS Apache doesn’t let you down on the fuel efficiency figures. The bike returns very respectable mileage figures of around 45 kmpl in city riding and even more on the highways. These figures go along with a 16 liter tank capacity which means even longer tours in a tank full of gas. Yamahas have never been frugal and FZ just proves the same with fuel efficiency figures close to 40 kmpl in cities and upwards of 45 kmpl in highways. No doubt that the mileage figures are low considering the segment it is put in and the power output the bike churns out, but the overall designing of the bike is the primary culprit of the same. Fuel tank capacity is also just 12 liters which further make the matters worse on long and spirited tours.

Yamaha FZ 16 – 7.5/10 ; TVS Apache RTR 160 – 9/10

Verdict: Now comes the all important pricing of the bikes which is so very important deciding criteria for most of our fellow Indians. With all the loaded features the Yamaha FZ 16 costs a tad over Rs 73,000 on the road in Pune and the FZ S costs a high Rs. 75,000 whereas the Apache RTR 160 normal edition costs over Rs. 66,000 and the Refresh version costs Rs 2000 upwards. Both the bikes have been a revolution in their respective departments. While the Apache has set new trends in the performance biking in India with some superb features, the FZ has been a revolution in the looks department with its super stupendous dazzling naked looks. Hence, it boils down to one’s own priorities and what one expects from the machine he wants to own. For the sake of giving away the glory, we would rate the Apache RTR 160 a tad over the FZ just because of the practicality aspect it commands. Apache has a gruntier engine feel, better braking, faster performance, zippy nature along with better mileage figures which go along with a price difference of over five grand. Summing it up, FZ is the bike for those who want to stand out of the crowd with the super sexy looks and who doesn’t mind paying those extra pennies for the sake of competing practicality and definitely for those who are Yamaha lovers. Apache RTR 160 is the bike for those who have speed and performance as the primary criteria for choosing a bike and then who minds those extra goodies offered!

Yamaha FZ 16 – 8/10 ; TVS Apache RTR 160 – 8.5/10

Karizma Vs. Pulsar 220 Fi Vs. Apache RTR

New bike buyers who are ready to invest money in the premium segment, need to have a careful consideration of the existing models and their performance. The Pulsar and the Karizma closely compete with each other in terms of price and engine capacity and the Apache RTR falls a little behind being a 160cc engine.

If you are in a mood to shell out close to 1 lakh for your bike, my recommendation is to go for Karizma. Some of the reasons would be, 1. Hero Honda is the largest bike manufacturer in India and definitely takes great care in the consistency of quality in its units. 2. The technology is borrowed from Honda, and no one needs to tell you how famous the Hondas are around the globe. 3. The Overdrive show from the CNBC recommends it. Here is a video taken from YouTube which compares the three bikes. The video is pretty old and does not include the Yamaha R15, but still it is a great piece of information for those of you who are confused between Pulsar 220 and Karizma.

And to know more about Karizma, the following stories may be of your interest.

§  Amit’s Karizma and Passion for Bikes

§  Sudarshan’s Love for Karizma

And if you are interested in knowing how Yamaha R15 competes with Karizma, visit Karizma Vs. R15.

These bikes are definitely not enough for bike enthusiasts in India. Since the major profits for the companies lie in 100 – 150cc segment, all the energy is focussed on mass selling of middle segment bikes. And the superbikes such as Yamaha R1 are way beyond the reach of a common indian youth and does not make sense to buy one because even if you have the money, you don’t have the kind of roads in India which these bikes demand.

I think that the real deal is going to be with the launch of rumored Karizma Fi, which is expected to have a displacement of 250 – 300cc and Hero Honda will position itself as the creator of a new segment of biking in India as it did with the launch of Karizma in 2003. And we also expect Kawasaki Ninja to be rolled out in the second half of 2009. Anyway, great days ahead for the Indian bike community.

Deepak

Apache RTR 160 EFi Ownership Review by Ajith

Hi Bikers, I am Ajith and I will be sharing my biking story with you over the next couple of minutes. Well, the story goes like this; it was early stages when Apache was released (150 cc variant). I was in love with the bike since the day it was released but my parents wouldn’t get me one as I was not 18 yrs old then. When RTR variant was released and I made my mind that if I ever buy a bike it would this beast (RTR).

All in all, I wanted a powerful bike that was very successful in the market, one that was sporty and that would fit in my budget but my Parents wanted me to buy a Splendor or a Star city. My mom had a big “No” for Yamaha bikes and I seriously didn’t know the actual reason behind her ‘No’ to Yamaha.

Somehow managing my way through, I settled for the Apache RTR 160 EFI (electronic fuel injection) and there was nothing in this universe that could have changed my mind. I was literally in love with the bike when I saw it in the show room. I took the titanium grey (matt finish) color with black disintegrated racing stripes running on it; really it is a super cool bike.

Engine and Performance

The bike compliments its caption viz. ‘Its Now Or Never’, it unleashes the racer in you. Apache’s exhausts are truly one of the best in class because they sound like a sports bike while exhausts of other bike in similar segment aren’t that good.

The engine is soft and smooth but the bike happens to vibrate between 65 to 70 Kmph. The engine churns out 15.2Ps of power at 8500rpm. With a weight of 139 kgs, the bike is a pleasure to ride around and in the city.

The bike is resistant and does not show any signs of breaking down even at 12000 rpm.

At such a good rpm one can cover up to 120Kms in an hour on a highway. The engine is capable of producing some very high speeds. I personally had an experience of hitting 127 Kmph and ran out of road.

Styling

The bike looks very stylish. It sports clip-ons, Rear set foot pegs, Tank scoops, Racing stripes, large head lamps, Split-Grab rails, Forged brake levers and alloy wheels with red radium stickers oozes style.

Handling

Handling is probably one of the strongest aspects of Apache RTR 160 EFi. Among the other bikes in the market the RTR stands out in the handling department. The bike gushes in any gap you want flawlessly. This bike is born for cornering.

The bike’s tyres are bit of a concern because they have this initial tendency of losing their grip on wet surfaces. Once the water gets sucked in by the tyres, wet surfaces and rainy roads are a piece of cake. Its aerodynamic tank scoops and chassis provide better control and makes you feel comfortable.

Breaking

Apache RTR 160 EFi has front and rear disc brakes. The brakes are as good as you would like it to be, the 270mm front roto petal discs and 200mm rear discs provide razor sharp breaking.

Mileage

The bike is sure to offer a mileage of 58 to 60 kmpl in the city, with good run and right gear shifts.

On the highways it will offer 68 -75 kmpl. But who cares about mileage when you can reach 0-60 under 4.2 secs.

Riding Position

There are complaints about the riding position of TVS Apache RTR like backache, wrist pain etc but that happens only in that start but after you get adjusted to the position all the pains seem to go away. Moreover, it feels like you are on a rocket.

Believe me all sports bike have the same seating position as that of the RTR.

Pros

§  Styling

§  Pick-up

§  Well equipped digital speedometer

§  Clock

§  High beam spread from headlights

§  Suspension

§  Handling

Cons

§  Gear box is notchy

§  Tyre does not grip the wet surfaces well

§  Rom meter is a headache sometimes

Verdict

If you are conservative, one who thinks about mileage and want a breezy engine like a 100cc bike, then do not even have a look at its advertisement.

On the other hand if you are young; need lots of adrenaline rush; need a bike that feels and sounds like a higher capacity bike and want to know how a racer feels like while riding his bike then, just close your eyes and go for this fire breather i.e. Apache RTR 160 EFi and you will not regret it.

Feel free to leave your comments and queries.

Regards,
Ajith.P

TVS Apache RTR 160 Ownership Review by Vijay

This review that I made contains my opinion only and the specifications are from the official Apache website. A bike is first of all going to be in your possession for years and years together and its not cheap so making a decision with both your mind and heart is very important. I am a Second year BE mechanical engineering student studying in a reputed institution in Coimbatore.

Even though it is a beautiful city the traffic is like hell and also the college bus fares. So i decided to get a bike that will be fun and easy to drive in the city.My dad fixed a budjet of 70k rupees for the bike. So i decided to get a 150cc bike.

My Choice Were

§  Honda Unicorn

§  Honda Dazzler

§  Suzuki GS150R

§  Hero Honda Hunk

§  Hero Honda CBZ

§  Tvs Apache

§  Yamaha Fazer

Actually before even making a list of the bikes, I wanted a Fazer but it just crept past my budjet so left the Fazer out. I wanted to make sure the bikes could deliver what I expected so i started to climb all the show rooms in my city.

Unicorn was refined but lacked styling, GS I expected was missing, I saw a whole new GS which was two toned so had to leave it. Hunk, CBZ and the Apache offered the most enjoyable rides. But the Apache was a real stunner among the 3 be it pick up or styling the Apache just won my heart and my mind.

They say a bike is like a man’s first wife but my bike is too masculine to be my wife. Actually I consider it as my second brother (I have a younger brother).

Drive Train and Performance

The engine displacement of TVS Apache RTR 160 is 159.7cc and it is a 4-stroke air cooled engine. It can hammer 15.4 ps of power at 8500 rpm. The engine is not that smooth when compared to the GS or the Unicorn but makes efficient use of the extra 10cc provided to the bike. I have not yet relished the full power of the engine yet. It can carry the bike upto speeds between 110 to 118 kmph depending upon the weight of the rider.

I’ve made 106 kmph on a long straight road and the engine wanted it to be revved more. The clutch is light and feels spot on for repetitive use in the city. The gear shift are a bit notchy but not a problem to worry about. Vibrations start to creep up the handle bar at 58 kmph and reduces at 70 kmph and the engine becomes smoother after that. The bike has the highest power to weight ratio in its class which means no worries even with a heavy person behind you.

Ride and handling

First of all the riding is quite comfortable even at higher speeds thanks to the inverted gas filled shocks with spring aid. Even during corners the bike does not wobble around. The apache handles like a dream. I would not say that it handles like the R15 but handles better than all the other 150 cc bikes. It is just 136 kgs so driving at low speeds through traffic becomes so easy.

Styling

The bike is scorching hot and is aggressive. The bike looks as if it is always ready to race. The bike has been well designed by the TVS group. Each and every equipment has been added to increase the style quotient.

The clip on handle bars (first in its class), alloy brake and gear levers, Roto petal discs, alloy wheels, Split-grab rails, Twin triangular LED tail lamps, Racing stripes, Rear set foot pegs, the engine scoops and the tank scoops adds style to the beast. The bike is more masculine in my opinion.

Ergonomics

The tank has been carved to create more support for the knees and as well as add style. The foot pegs are rear set to provide a racing experience that does not mean it lacks comfort. The seating snd riding position may not be liked by everyone but when you get used to it you will really feel more comfortable with this bike.

Braking

The front wheels have discs, so it does provide healthy braking on the hand i am not satisfied with its drum brakes in the rear which are average but provide enough braking power at low speeds.

Instrument cluster

The instrument cluster is semi digital. The speedometer is digital whereas the tachometer is analog.

The instrument cluster consists:

§  Speedometer

§  Tachometer

§  2 tripmeters

§  Odometer

§  Clock

§  Fuel Indicator

§  Low fuel Indicator

§  Service indicator

§  Low battery indicator

§  The most innovative thing is adding a radium ring around the keyhole which helps you identify the keyhole even in the dark.

Tyres and Wheels

The sad part is the bike does not come with a zapper. But has decent tyres. The front wheels are 17” ind the rear wheels are 18”. The broader tyres helps in confident cornering.

Tank Capacity and Mileage

The tank capacity is 16 litres and the reserve is 2.5 litres. TVS Apache RTR 160 is mainly for performance so it offer decent mileage even though it is a 160cc bike. In city with careful driving I get around 48 and in the highways I get 55 to 57 kmpl which is not bad.

Stickers

There is a huge racing stripe running over the body of the bike, TVS racing stickers on both the sides of the bike, RTR is engraved on the silencer guard, stuck near the grab rails on the engine scoop and the bikes name Apache is plastered on the tanks.

Pros

§  Power to weight ratio

§  Styling

§  Aerodynamics

§  Well equipped instrument cluster

§  Alloy levers

§  Pick-up

§  30 month warranty and 5 free services

§  Top Speed

Cons

§  Tyres

§  Mileage

§  Notchy gears

§  No mono suspension

Verdict

TVS Apache RTR 160 bike would be pleasure for you to drive around if you could forget about the mileage but if you are particular about mileage than performance than you would not enjoy riding this bike. But if you want a lively bike that is like a racing bike to ride around really buy this bike with your eyes closed.

Thanks for patiently reading this article. Hope it was informative. If i have mentioned anything wrong please correct me or bear with me. One final thing don’t forget wear your helmet. Driving pleasure comes with safety.

Comments are welcome.

Regards,
Vijay

TVS Apache RTR 180 Ownership Review by Hari

The time has at-last come! It is time for me to look for a new companion as my aging companion was getting really old. 11+ years to say it exactly! My companion on all my road-trips, chugging the uphill’s and cheerfully doing the downhill’s, was Bajaj Caliber. Yes! My Caliber did a wonderful job all these years. When it was a baby back in last quarter of1998, it used to be the king of the road. But now with cut throat competition and plenty of ‘kings’ trying to invade the roads, the time has come to change my workhorse.

One year back, in August 2009, I finally made up my mind to acquire a new kid on the block. Having ridden a no non-sense bike all these years (literally, I did not have to go to service center except for replacement of chain, tyre, clutch/brake cables etc), my mind had a soft corner to the Bajaj stable. So I started visiting the showrooms. It was the time when Bajaj was planning to put in the Pulsar 180 UG IV version. Luckily in my city, Thiruvananthapuram (capital of Kerala), Bajaj, Suzuki, Honda, TVS, Hero Honda and Enfield showrooms were within a circular radius of 1 km. Let me say, I am not a big fan of front fairings, bigger tanks and scoops and such extra showoffs. So, Hunk, Karizma, Pulsar 220, SuzukiGS150R etc was off from my list. And my budget was 65,000 – 75,000. Comfort and better seating was also to be taken into account for my better half.

Enfield Bullet 350, Bajaj Pulsar 180 UG IV, Honda Unicorn, TVS Apache RTR 180, Yamaha FZ 16. Phew! The list that I came up, after scouting the internet user reviews, comments, word of mouth etc. It is time to decide among the above contestants. First I went to the Bajaj showroom to test ride the P180 UG IV version. At a single look, most of its design was taken from the elder P200. It has split seats, good looks etc, but the saree guard is not having foot-rest rods. When I enquired whether it has one or not, the showroom guy said to weld it from a local welder! Also, they did not have a test drive machine. Next I went to Honda showroom. Unicorn has not changed much after their introduction into the market.

When I asked for a test ride the answer was in negative (even though I rode one of my friends Unicorn) and the waiting period is crossing one month time! Next I went to Yamaha and same results repeated as that of Honda. Even though it has everything that I am looking for, it is slightly overpriced for a 150cc bike. Next I went to TVS showroom. I rode one of my friends Apache 160 FI and so did have an idea as to how Apaches are. There was a test drive vehicle for Apache 180! But the showroom guy did not allow me to take it to highway for full testing. I took it to inter connected roads and was happy with the way of its handling. Showroom guy also said that it has a waiting period of more than 3 weeks.

When I asked him if I pay the full amount as ready cash, whether he can deliver it on a date specified by me, he told me that he will call back after consulting with the manager. Next I went to the Enfield showroom and there stand Bullet 350 with all its glory. Even after all these years, it had not lost the appeal. Personally I do have a soft corner to Bullet as my Dad owned one.

Now with all the data that I am having it is time for me to choose. With so many Pulsars seen on the road and need to do some aftermarket modifications, it was the first one to go from my list. Being overpriced for a 150cc (I accept the fact that we need to pay a premium for its style), FZ16 was the second one to go from my list. Taking into account the dry weight of the vehicle and the mileage factor (I was looking for at least a 40+ kmpl vehicle) Bullet 350 was the third one to go from the list. Now left with Unicorn and Apache 180.

I went to both these showrooms again to make up my mind. Honda people were saying that it would take at least a week to get the bike. This time though, they gave me a bike to test ride. TVS people were saying that they will try to get the bike on the date that I specified. After weighing in all the factors in my mind for a couple of days (I was sleepless sometimes, literally), I decided to go for Apache 180. I went to TVS showroom on the second week of August 2009 and booked my RTR 180. I want the bike to be delivered on 17th August 2009, as it was starting of a new year according to calendar followed by Keralites (Any keralite reading this, it was Chingam 1).

And finally the day has come. I woke up pretty early and was eager to get by baby. When the time struck 11AM, I set out to get my RTR 180. By afternoon, I got my bike! WOW! I am a proud owner of Apache RTR 180. I went to nearby petrol bunk, filled the whole tank and set out to my home.

Warm welcome was waiting for the new baby. My dad did his preliminary inspection on it and was satisfied, my mom & wife did an aarathi pooja, and my sis took a drive! Everybody was happy even though my mom & dad had a concern that I may speed out on this pint sized power-house!

I settled for a matte grey color, as black color is too noticeable and so many black pulsars around. White color? I had to wait for another week! Yellow? A definite no-no choice for me.

Below is the very first shot of RTR, being ridden below 10kms. (Showroom to home – 7.8 kms only)

I first thought of writing up a review after a month, but I hold back, due to the fact that, the review may not be complete if I did not complete all four seasons in my RTR. So now after an year a month, I think it is a good time to write a review.

Style and Build Quality

When I stop at traffic lights all the people who are in their bikes surrounding me stared at me. A couple of times RTR 160 owners spoke with me regarding the performance, mileage and other stuff. Once during the night, a pulsar guy came over and said “wow, you are having blue backlight on your dash board. Cool!”
The styling is not much different from the old Apaches. It could have been given more style other than copying the old ones. The differentiator between the old and the new ones are the racing stripes on the tank and the scoops. I liked this because I can go unnoticed in the crowd. The matte grey finish is also helping me to go unnoticed.

The tank has air scoops, which helps to cool down the engine and increase the aesthetics of the bike. The forward stance also gives an impression of it being a racing-kind of bike. The grab rail/bars on the rear are not just for a show off but a pretty solid grab rail. I was able to move the bike, by picking up from the rear using these bars/rail. The brake levers are forged so that it is lighter in construction but give a point to styling.

The detachable rear fender flap is a good option. During rainy season, the flap can be attached to it, so that the vehicle/person coming behind me are not ‘bathed’ in mud and water, and on other seasons it can be removed so that RTR looks racier. If you plan to, not to attach the flap on rainy season, then be prepared to wash the pillion rider’s shirt/top after a ride!

Also, I found a pretty good problem during rains! Your shoe will be loaded with water even in a slight rain. I think it is due to the foot rest being near to the rear wheel mud guard coupled along with the fact that there is a small opening on the rear-foot rest designer plate!

The other problem which I noticed is rusting of open parts. I noticed it on the front shock absorbers, then weight-end/clips-ons on both sides of the handle bar, then on the saree guard, on the underside clamp of the headlights. For a good bike like this, these must be taken care by TVS.

These rusting happened in a life span of 1 year. I must say that, in my old Bajaj Caliber, the rusting came up only after a couple of years.

The matte black kind of finish on the engine is pretty good, the same goes for the side/rear panels. The exhaust is covered with a silver kind of plate, which helps the beauty of the bike. The six spoke alloy wheels with factory fitted TVS tyres are good, but it could be better if other brands may be used. I did have a slippery grip during the rainy season.

Indicators are good, so do the rear brake lights. Number plates are set in a visible area, just below the headlight on the front and at the rear; it is placed in such a way that, it is easy to add the detachable rear fender easily. The rear shock absorber is painted in light golden colors and having the spring/coils in black, adds to the beauty.

Electrical and Instrumentation

RTR has a pretty neat no non-sense dashboard which houses digital speedometer and an analogue tachometer. The digital speedometer console itself houses the digital clock, the fuel gauge, the speedometer, the odometer, the trip meter A & B, the high speed indicator and the shortest time indicator! Phew, so much in a single console. Having two trip meters has many advantages, like set meter A to get the mileage and meter B to count the distance covered.

Fuel gauge/indicator is faulty or not showing the exact amount of fuel left in the tank. The tachometer console houses the tachometer/rpm counter, the fuel warning indicator, the service reminder indicator and the battery charge indicator. It also has the TVS racing logo imprinted on it. Below the digital speedometer lies the high beam indicator, the neutral indicator and the turn signal indicator.

On the left handle bar, it has the horn, turn signal switch, pass by switch, head lamps dim/bright switch and the choke lever. On the right handle bar, it has the electric start switch, head lamp switch and the engine cut off switch. The ignition type is dual mode digital ignition with a bosch twin electrode spark plug. The headlamp is halogen 35/35W and the park/position lamp is 4W. The signal lamp is 10W and number plate lamp (rear) is 4W. Tail/brake lamp is 0.5/3.5W. The quality of switch gears is very good and none of them is having a pointed edge, so it will be smooth on your fingers.

Having a self start option, the battery must be maintained to its optimum. In all these days, I did not have any glitches in starting up the machine in a single press. Be it in the morning, when the engine is cold or be it at the time when the engine is warm after a ride. I usually use the kick start option in the morning and for the rest of the day use the self start option. In that way you can maintain the self starting motor & battery to its optimum and will not forget to kick start the bike, in case battery goes down!

Comfort and Handling

RTR seating position is slightly forward, meaning you cannot ride it in a spine-straight/upward postion (unless your are nearly or more than six feet tall). Having an average height I am comfortable with the forward slanting riding position. It gives you a feeling that you are going to race. The length and width of the seat provide ample space for both the driver and pillion rider. The cushion is not of top notch quality but average. The showroom people put up a seat cover, which adds nothing more to the cushion feeling.

When I removed and inspected the seat cover the showroom guys provided, it was just a leather cover with no cushioning underneat it. So I discarded it althogether.
RTR has telescopic oil damped shocks at the front and gas filled shocks at the rear. The rear shock is of 5 step adjuster, so you can set it to your liking. Riding through the poth ridden road, it absorbs most of the shocks, but if you ever fall into a heavy poth hole or just cut through the point where the new tarring meets the old tarring of the road, the front portion give a loud thud sound! The ground clearance is only 165mm, so be careful while riding with the pillion. The cowl/engine-fairing may kiss the road, on some humps and poth holes.

Having a wheel base of 1326mm, the bike is quite steady at lower as well as higher speeds. Nobody other can match the cornering ability of this one. If you a ride a Pulsar 180 and then a RTR 180, you can definitely feel the difference. The factory fitted TVS Srichackra is not so comfortable when riding in rainy days. On dry surface the grip is really very good, but that feeling goes off, when you ride in the rain/ wet surfaces.

The front tyre is having a size of 90/90 and rear tyre is having a size of 110/80, which translates to great grip and confidence. The wheels are light weight alloys, so it helps in reducing the overall weight of the vehicle (around 140kgs with full tank) without compromising on the safety aspect. TVS did a good job on that front.

Engine and Transmission

RTR 180 is built around the same platform as other Apaches and hence share the same 4 stroke, air cooled, single cylinder OHC with 62.5mm bore and 57.8mm stroke. The piston displacement is 177.4 cc having 2 valves. The compression ratio is 9.5:1. The maximum power is 17.3 bhp @ 8500rpm and the maximum torque is 15.5Nm @ 6500rpm, all enclosed in a Mikuni BS-29 carburetor. Being a carburetor version, we can tune it to our liking unlike the FI machines. Utmost care is to be taken while tuning the carburetor, if something goes wrong, the bike is dead or sluggish in performance.

I rode the RTR very carefully during the run-in period. I did not go more than 50 kmph nor did any sudden acceleration/braking and other such stuff. I rode it normally through the traffic engaging gear changes on long stretches so that engine can set in. Home to Office distance is around 22km and it is pretty near to 50-50 city-highway road. RTR is a rev happy machine, you can open the throttle and overtake or attain speed without any hiccups.

The engine is mated with a 5 speed gearbox which is smooth, the only problem being the shifter having only the toe option. So be careful while wearing a shoe which is light especially made of leather. As the bike is designed from Racing Throttle Response (RTR), no matter which gear you are in, you can turn the accelerator and fly. Once on a level road, I was able to come down to as low as 24 kmph in top gear and was able to climb back to 70kmph in a matter of seconds! The engine note said that it was not complaining but demanding more! The top speed that I was able to achieve is 121 kmph and the manual/spec says it is 124 kmph! So I was just short of 3kmph in touching what the manual said.

At night time, the headlights are powerful enough both in the dim and bright modes. One interesting factor that I noticed when I use bright light is, whenever I am passing through smoke/fog like conditions, two rays which seems to originate from the parking light bulb position, goes straight up into the open sky! The light falling area is also pretty good; you can avoid the potholes and humps.

Performance and Braking

17.3 bhp of raw power is more than enough for our city road conditions. To use the full power you have to ride in the highways or ride at mid-night (I am not mentioning cities like Mumbai or Delhi, but my own city which starts sleeping by the time clock stuck 11PM). When you are starting from a standstill and raring to go, the bike keeps up to your expectation. If your open up the throttle, it responds without a glitch and before you think that you have reached the maximum, the bike still gives a feeling like it can be pushed more.

But if you have a pillion rider, be warned, it will not perform like it used to be. That is because of high power to weight ratio. Now coming to the most often discussed part – vibrations. Yes, there is indeed vibrations creeping in, when speed hit above 50 and dies out when it reaches 70 kmph. But think about the bhp it packs, think about the performance it packs, think about the brakes it packs, then these vibration will not come to your mind. If TVS is able to tackle this issue, then I must say RTR 180 will become more desirable.

. But that is the way in which brakes are designed. If the tyres are Zapper ones, the braking may be improved and be of more precision. I am not sure about that aspect, but I am still using the stock tyres. But all these accuracy and full stops go away once you are in the rain or on wet conditions. But I think that is expected of disc brakes, in general.JRTR 180 employs roto petal disc brakes for both front and the rear. Having 270mm at the front and 200mm at therear, the pint-sized work-horse is put to a full stop without any slippage. Be warned that if you apply brakes so hard, the bike may stop at the place, but the driver may be thrown off! Just kidding

Mileage and This & That

As I ride the bike through the city and through the highway, on my daily commute to office, I must say the fuel consumption figures are justified. If you ride the bike in a careful manner, like keeping the speed below 60 kmph and not changing the gears too often, not having a sudden acceleration/braking etc, it returned an average of 44-46 kmpl.

If ridden like a racing maniac (yes, I did so, to test the full capability of the bike), it returned an average of 38-40 kmpl. But I am riding somewhere between being sane and insane. The last time I check for an average, it returned me 43 kmpl. Phew! That is a good average figure for this racing horse. The tank capacity is 16 liters with 2.5 liters marked for reserve.

Some other minor things that I would like to point out are:

§  RTR 180 has open chain, means, you have to maintain the chain in good condition. Clean it every two weeks and adjust it once in a month, to give a better performance.

§  Make sure you are using the rear fender flap on a rainy season.

§  Park the bike under the shades, if possible, on sunny days, as it may leave an after effect on your digital dashboard console.

§  Service it once in two months, after you run out of service periods mentioned in the user manual.

Verdict

I must say, TVS put in all the effort to bring out a good performance bike which an average user can depend, be it buying it or maintaining it. Despite having some shortfalls, my baby did not disappoint me even once. It is a cool bike to have a city commuting and weekend get aways. If you are a tall guy, look for other options, but if you are an average guy go for it.

§  Style and Build Quality – 8/10

§  Electrical and Instrumentation – 8/10

§  Comfort and Handling – 8.5/10

§  Engine and Transmission – 8/10

§  Performance and Braking – 8.5 /10

§  Mileage – 8/10

§  Overall – 8/10

- Hari