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2021 Yamaha YZF-R15 V4

The popular Yamaha R15 gets a comprehensive upgrade, with better equipment and fresh styling. Does it still have the magic? We swung a leg over it to see

2021 Yamaha YZF-R15 V4 Review

2021 Yamaha YZF-R15 V4 Review

The popular Yamaha R15 gets a comprehensive upgrade, with better equipment and fresh styling. Does it still have the magic? We swung a leg over it to see.

2021 Yamaha YZF-R15 V4 Review


  • The Yamaha R15 V4 arrives with plenty of upgrades
  • The 4th gen R15 is up to Rs. 18,000 more expensive than its predecessor
  • The new R15 V4 is priced on par with 250 cc offerings

The Yamaha R15 needs no introduction! When it was first launched in 2008, the R15 captured the imagination of a whole new generation of bikers in India. Racy, sporty looks, with a committed riding position and excellent dynamics, made the R15 a favourite of young Indian riders over the years. It’s probably one of the most iconic models in Indian motorcycling history, and now in its fourth generation model, the Yamaha YZF-R15 gets significantly updated, with fresh looks and better equipment. Does it still have the magic to appeal to the masses? We spent some time with the new R15 V4 to see what exactly it offers.


Inspired by the Yamaha YZF-R7. the face is sharp and aggressive with new LED DRLs flanking the bi-functional LED headlight sitting at the centre

Design & Features

In the flesh, the new Yamaha YZF-R15 V4 looks even better and looks like a proper mid-size sportbike. And that’s because its design takes inspiration from the bigger Yamaha YZF-R7. The face is sharp and aggressive, with new LED running lights flanking the bi-functional LED headlight sitting at the centre. The new windscreen above the lights is also new and offers better airflow and aids in better aerodynamics. The other visual change is the gold-finished upside-down forks, which gives the R15 V4 premium appeal and is said to offer a better front end feel as well.


The LCD digital console comes with two modes – Track and Street – with the former offering a lap timer too

In the cockpit, the LCD instrument console is new as well, and offers a long list of features, including read-outs for battery voltage, trip meter, fuel efficiency, and a clock, apart from the regular tachometer, speedometer and fuel gauge. And now, the R15 gets a traction control system also, which is switchable. There’s also a Track mode, in addition to Street mode, which offers a lap timer. The clip-on handlebars are new as well and are wider for better leverage, but still offer a committed and sporty riding position.


There’s no doubt, the R15 V4 looks like a proper sportbike, despite its rather small-ish engine

Towards the rear, the panels are of a floating design, seating above the reinforced rear sub-frame, although the main delta box frame is the same as the outgoing model’s. The taillight is LED too, although the indicators are not. Overall, there’s little to find fault in the way this entry-level sportbike looks, but better clutch and brake levers (with span adjustability), and LED turns indicators would have definitely made it even better!  But take a second glance, and the R15 V4 does look like a proper sportbike, despite its rather small-ish engine.

Engine & Performance

Speaking of which, the 155 cc, liquid-cooled, the four-valve engine is retained, but in meeting new emission regulations, it marginally loses power, but not so much to notice really. Maximum power is now 18.1 bhp at 10,000 rpm while peak torque is 0.1 Nm down to 14.2 Nm at 7,500 rpm. But the single-cylinder engine still offers very likeable performance; it’s free-revving and a joy to experience, as soon as you fire it up and begin accelerating through the gears. 

The variable valve actuation (VVA) offers a wide powerband, and even with the limited displacement, there’s ample shove across the rev range. The six-speed gearbox is slick-shifting, and the slip and assist clutch makes light work of any lever effort. Slicing through traffic is what the R15 is best for; it will not blow you away with its performance, but at the same time it’s an entertaining and involving unit. And when the corners come up, it remains planted and makes the ride feel always in control.


Ride & Handling

The R15 is set up on the firm side, going with its sporty personality. The new upside-down fork is set up to offer more stability under braking while improving comfort and cornering performance, and it delivers, on all counts! The ride quality is plush enough to soak all kinds of bumps without any jarring shocks felt up your spine, and the deltabox frame and suspension actually work together to offer a stable and balanced feel when tackling corners or quick direction changes.

There’s dual-channel ABS on offer, and it works well, under hard braking. But a little more bite from the front brakes could have been better. The ABS also intervenes a little too much, so it’s felt, a little too early. Still, it’s a very good package, and possibly the best dynamically sorted motorcycle in the 150-160 cc segment


The new Yamaha YZF-R15 V4 definitely is an impressive package. Even with the price hike, it gets better equipment and features, so it covers almost all bases as a well-rounded product. Even though it gets Bluetooth connectivity, turn-by-turn navigation would have added more value. And with that committed and crouched down riding position, the R15 V4 may not be a comfortable bike for long hours in the saddle, especially if a long ride is put into the picture. The pillion seat is still tall, and that could be a cause for concern for those looking to have a pillion rider on board frequently.

Still, the Yamaha YZF-R15 V4 has a lot going for it, and there’s no doubt it’s still a high-quality package, offering a level of performance and dynamics that seems well worth the relatively high sticker price. Overall, it’s a great bike, but something similar with a slightly bigger engine, perhaps a new Yamaha YZF-R25 would be something worth wishing for. Now, that would be something!

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Samsung Galaxy S22 Ultra review: A powerful phone on all fronts, except for a few minor hiccups

Samsung’s latest flagship, the Galaxy S22 Ultra, seems to eat into the space of the iPhone 13 Pro. If you are someone who has decided to buy the Galaxy S22 Ultra, it means that you have already eliminated most of your choices in the now-crowded android market. After all, it is not a phone everybody can afford (the phone is priced at ₹ 109,999 in India). Unless you are someone who is specifically looking at the S22 Ultra, you are not missing out much, considering that Samsung has enabled some of these flagship features in the previous phones in the S series.

That, however, is not to suggest that S22 Ultra is a bad choice by any stretch. It is a pretty-looking phone and powerful too. If I were to get a high-end Samsung phone today, I would focus on three areas that help me decide if I should or not: display, camera and battery. These areas are where the Galaxy S22 Ultra flexes its muscles, making it a well-rounded phone. I have been testing the S22 Ultra on and off for two weeks and here is what I found:

Samsung phones have the best displays. You cannot contest that. The Galaxy S22 Ultra has an eight-inch AMOLED display and comes with a Vision Booster technology. This, as the name suggests, boosts colours and brightness in low-light conditions or when you are using the phone on an extremely sunny day. At the peak of brightness, the S22 Ultra can go upto 1,750 nits, bigger than iPhone 13 Pro — on paper. Simply put, this phone is the brightest in this segment. So much so that, if you are looking for your glasses at night, you don’t even need the phone’s torchlight…just unlock the device.

The S22 Ultra has a 6.8-inch screen curved around the edges, giving it a classy touch and finish. Furthermore, it comes with a 120Hz refresh rate, which has become the standard these days. There is something that needs to be said about S22 Ultra’s display: is it the best that we have? Hard to say, but it does contribute remarkably to the overall experience of this phone, especially when you are watching videos or scrolling through Twitter.

Build, design and software

The Galaxy S22 Ultra comes in three colours: Phantom Black, Burgundy and White. I was sent the phantom black review unit, which looks stylish and sturdy. Both the front and rear of the phone are supported by Gorilla Glass Victus Plus for scratch protection, and have an aluminium frame. At 229 grams, the phone is heavy and it looks huge in hand, thanks to the massive 6.8-inch display. The phone runs on Android 12 with Samsung’s One UI 4.1. I almost had no issues on the software front in my regular usage. There was no lag and the everyday performance was smooth and snappy. According to reports, Samsung has reportedly promised four years of android updates and five years of security updates.

My favourite part about the Galaxy S22 Ultra is the speakers; it has stereo speakers armed with Dolby Atmos. It does not matter if you are watching videos on YouTube or listening to music on speaker, the sound quality is superb. 


The S22 Ultra has a quad camera setup: 108MP primary camera with f/1.8 aperture, 12MP ultra-wide camera with f/2.2 aperture, and two 10MP telephoto cameras with 3X and 10X optical zoom. To compare the Galaxy S22 Ultra’s camera performance with my Google Pixel 4a 5G would seem far-fetched. It is true that the S22 Ultra produces images that are superior in terms of quality. The results did make me wonder about Google’s post-processing software, which is easily miles ahead of the Samsungs and iPhones. The images on S22 Ultra were sharper, brighter and cleaner. I was particularly taken by surprise by the rich colour reproduction my Pixel phone was able to achieve in the post (notice the colour of the sky in images attached below). 

(Left) Pixel 4a; (right) Samsung Galaxy S22 Ultra
(Left) Pixel 4a; (right) Samsung Galaxy S22 Ultra

Even when it came to the night mode, on some occasions, I could not put a finger on the images shot on these two phones, though, broadly speaking, the photos on S22 Ultra look sharper. I preferred the ultra-wide images and portrait mode on S22 Ultra rather than what I got from Pixel; the former has a better dynamic range too. The S22 Ultra packed a lot more detail in portrait mode; the 10X zoom feature is not a gimmick since you actually get clearer processed images, even if you find a lot of noise in the viewfinder before you hit the shutter button. I got better results on S22 Ultra in low-lighting conditions, though it can be argued that Pixel was not far behind either.

(Left) Pixel 4a; (right) Samsung Galaxy S22 Ultra

(Left) Pixel 4a; (right) Samsung Galaxy S22 Ultra

(Left) Pixel 4a; (right) Samsung Galaxy S22 Ultra

The Galaxy S22 Ultra has a 40MP front-facing camera with f/2.2 aperture. This is the area where S22 Ultra tops; selfies were crisper with lots of detail, while colours looked more natural on Pixel. You can shoot videos upto 8K videos on S22 Ultra. Though my Pixel could match S22 Ultra’s video output in daylight settings, the sound quality you get in Ultra is truly remarkable. In addition to this, Samsung has given tons of camera features, ensuring that it is not inferior to iPhone 13 Pro and Pixel 6 Pro. 

S Pen

As most of them have pointed out already, Samsung’s latest offering is a cross between the Note and Galaxy S phones. Unusual for the Galaxy S series, the S22 Ultra houses a S Pen stylus, which comes with an IP68 dust and water resistance. Some people might scoff at Samsung for the (needless) add on — S Pen. Nevertheless, it proves to be useful on a number of occasions and let us admit, it is cool.

Unlike the previous Note series, Samsung has reduced the latency rate on the S Pen from 9ms to 2.8ms, thereby making you feel as if you are taking down notes on a piece of paper. Yes, the S Pen is that smooth and has almost no hiccups. With Air Command, it supports a range of operations such as music control and gestures. S Pen can be a very useful addition to the Galaxy S family especially for cameras — if you are someone who is into vlogging or takes selfies frequently. 


The Galaxy S22 Ultra comes with a massive 5,000 mAh battery and supports fast-charging upto 45W and upto 15W of wireless charging. A bigger phone does not necessarily mean a bigger battery performance. However, the battery life you get in Galaxy S22 Ultra is fairly good — but, a word of caution: the phone seems to have heating issues and gets warmer, despite the Snapdragon 8 Gen 1 processor, made with Samsung’s 4nm process. I was testing the camera app and shot a few photos and videos for not more than a couple of minutes. The phone ended up getting warm. 

It does get warmer when you are using mobile data. The heating issues may signal a red flag for some users, since how is it any different from the experience you get dealing with Samsung’s own Exynos processor? Furthermore, the S22 Ultra, which is powered by fast-charging with a 45W USB type-C charger, heats up even while on charge. Having said that, the heating issues were mildly resolved after I updated the phone with its latest March update, which included a “performance management feature based on device temperature”, “not limit CPU/GPU performance during early stages of gameplay” among other improvements.

If you are an average user — like this writer — who primarily uses phones for browsing and videos, then you will easily get a battery for a day; sometimes even more. The phone’s battery does drop rapidly when you are on mobile data or shooting videos; this was not the case in Pixel 4a’s powerful Snapdragon 765. It is not something to be alarmed of; you will still get a decent battery by the end of the day. The challenge is for heavy users who use the phone to shoot videos and editing. Even for those who crunch those battery numbers with heavy usage, you will get at least six hours of screen-on-time. All of these, of course, are relative numbers.

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Mumbai Metro Recruitment 2022

ఇంజనీరింగ్ అర్హతతో మెట్రో రైల్ లో ఉద్యోగాలు..

Mumbai Metro Recruitment 2022: MMRC ఇంజనీరింగ్ మరియు ఇతర పోస్టుల కోసం దరఖాస్తులను ఆహ్వానించింది. అభ్యర్థులు http://www.mmrc.comని సందర్శించడం ద్వారా పోస్టులకు దరఖాస్తు చేసుకోవచ్చు.

Mumbai Metro Recruitment 2022: అర్హత, ఆసక్తి ఉన్న అభ్యర్థులు MMRCL – యొక్క అధికారిక పేజీని సందర్శించడం ద్వారా పోస్ట్‌ల కోసం దరఖాస్తు చేసుకోవచ్చు . దరఖాస్తు చేయడానికి ఏప్రిల్ 15 చివరి తేదీ. అధికారిక నోటిఫికేషన్ ప్రకారం, ఈ రిక్రూట్‌మెంట్ ప్రక్రియ ద్వారా, సంస్థలో మొత్తం 27 పోస్టులు భర్తీ చేయబడతాయి. పర్సనల్ ఇంటర్వ్యూలో వారి పనితీరు ఆధారంగా అభ్యర్థుల ఎంపిక జరుగుతుంది.

ఖాళీ వివరాలు

అసిస్టెంట్ జనరల్ మేనేజర్ (S&T): 01 పోస్ట్

అసిస్టెంట్ జనరల్ మేనేజర్ (PST): 01 పోస్ట్

అసిస్టెంట్ జనరల్ మేనేజర్ (TVS/ ECS): 01 పోస్ట్

అసిస్టెంట్ జనరల్ మేనేజర్ (ఆపరేషన్స్): 01 పోస్ట్

అసిస్టెంట్ జనరల్ మేనేజర్ (RS): 01 పోస్ట్

అసిస్టెంట్ మేనేజర్ (ఆపరేషన్స్): 01 పోస్ట్

అసిస్టెంట్ మేనేజర్ (IT): 01 పోస్ట్

డిప్యూటీ ఇంజనీర్ (RS): 01 పోస్ట్

డిప్యూటీ ఇంజనీర్ (డిపో, M&P): 01 పోస్ట్

జూనియర్ సూపర్‌వైజర్ (ఆపరేషన్స్): 01 పోస్ట్

జూనియర్ ఇంజనీర్- II (S&T): 06 పోస్ట్

జూనియర్ ఇంజనీర్- II (E&M): 10 పోస్ట్

అసిస్టెంట్ (IT): 01 పోస్ట్

అర్హత ప్రమాణాలు

Asst కోసం దరఖాస్తు చేయడానికి. జనరల్ మేనేజర్ (S&T) అభ్యర్థులు తప్పనిసరిగా గుర్తింపు పొందిన విశ్వవిద్యాలయం నుండి ఎలక్ట్రానిక్స్ & కమ్యూనికేషన్ ఇంజనీరింగ్‌లో డిగ్రీని కలిగి ఉండాలి.

Asst కోసం దరఖాస్తు చేయడానికి. జనరల్ మేనేజర్ (PST) అభ్యర్థులు తప్పనిసరిగా గుర్తింపు పొందిన విశ్వవిద్యాలయం నుండి ఎలక్ట్రికల్ ఇంజనీరింగ్‌లో డిగ్రీని కలిగి ఉండాలి.

జీతం : ఎంపికైన వారికి నెలకు రూ.70,000-2,00,000 వరకు వేతనం ఉంటుంది.

ఆఫ్‌లైన్‌లో దరఖాస్తు చేసే విధానం

అభ్యర్థులు పూర్తి చేసిన దరఖాస్తు ఫారమ్‌తో పాటు ఇతర అవసరమైన పత్రాలను

డిప్యూటీ జనరల్ మేనేజర్ (HR),

ముంబై మెట్రో రైల్ కార్పొరేషన్ లిమిటెడ్,

MMRCL-లైన్ 3 ట్రాన్సిట్ ఆఫీస్, E బ్లాక్,

బాంద్రా కుర్లా కాంప్లెక్స్‌,

బాంద్రా (తూర్పు),


ఆన్‌లైన్ మోడ్ ద్వారా దరఖాస్తు చేసే విధానం..

దశ 1: ఆన్‌లైన్‌లో దరఖాస్తు చేయడానికి, MMRCL అధికారిక వెబ్‌సైట్ – ని సందర్శించండి

దశ 2: తర్వాత, హోమ్‌పేజీలో, కెరీర్ ట్యాబ్‌పై క్లిక్ చేసి, రిక్రూట్‌మెంట్ ఎంపికపై క్లిక్ చేయండి

దశ 3: వ్యక్తిగత వివరాలను అందించడం ద్వారా MMRCL రిజిస్ట్రేషన్ ఫారమ్‌ను పూరించండి

దశ 4: పోర్టల్‌లో నమోదు చేసుకున్న తర్వాత, లాగిన్ చేసి, MMRCL రిక్రూట్‌మెంట్ 2022 దరఖాస్తును పూరించండి

దశ 5: MMRCL రిక్రూట్‌మెంట్ 2022 దరఖాస్తును సమర్పించండి. భవిష్యత్తు అవసరాల కోసం డాక్యుమెంట్ ప్రింటవుట్ తీసుకోండి

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2022 Yezdi Roadster First Ride Review

The Yezdi Roadster is the entry-level model in the new Yezdi motorcycle range. It also is closest in design to the Jawa Forty-Two and the original Yezdi bikes of the 1970s.

2022 Yezdi Roadster First Ride Review

The Yezdi Roadster is the most-affordable model in the Yezdi range with prices beginning at Rs. 1.98 lakh


  • Yezdi Roadster is the most-affordable model in new Yezdi range
  • The 334 cc engine makes 29.3 bhp @ 7,300 rpm, 29 Nm @ 6,500 rpm
  • Prices range from Rs. 1.98 – Rs. 2.06 lakh (Ex-showroom)

The Yezdi Roadster is the modern-classic roadster in the new Yezdi motorcycle range and has design somewhat reminiscent of the original Yezdi bikes from the 1970s. It’s designed for everyday use, for the daily commute and short dashes in and around the city. In a way, the Roadster is the true modern “classic” of the new Yezdi family, yet with all the modern trappings and features, such as an LCD instrument console, LED lighting, liquid-cooled, double overhead cam (DOHC) engine and anti-lock braking system (ABS). But is it any good? We spent a couple of hours with the Yezdi Roadster to get to know it better.

Also Read: Everything You Need To Know About Yezdi Roadster


The Yezdi Roadster has a stance reminiscent of the old Yezdi bikes of the ’70s. It still is a modern motorcycle, a mixture of a modern classic roadster and a cruiser.

Design & Features

The silhouette and stance of the Yezdi Roadster is definitely closest to the original Yezdis, but closer to the modern Jawas than any of the other Yezdi bikes. It comes with a single, round, LCD display, along with round LED headlight, taillight and LED indicators. ABS is standard and not switchable, and unlike the more purpose-built Yezdi Scrambler and Yezdi Adventure models, it gets just one level ABS.

With a long wheelbase (1,440 mm) and raked out steering, the Roadster looks somewhat of a mix between a retro roadster and a cruiser. To me, it works from some angles, and from other angles, it just looks a little out of place.

Also Read: Yezdi Scrambler First Ride Review


There are conemporary and modern elements and features, like LED lighting, ABS, and a LCD screen with all the necessary read-outs.


The design of the Yezdi Roadster looks attractive from some angles, and from others, it looks a little out of proportion.

But the subject of aesthetics is subjective, and while its styling may not work for some, it may prove to be attractive to others. But the more practical problem with the Roadster’s design is in the company it keeps to its prospective customers. With a design that is closer to the Jawa Forty-Two, than the older Yezdis of the ’70s, the Roadster’s biggest weakness is that it will share showroom space with not just the more attractive Yezdi Scrambler and the rather purposeful-looking Yezdi Adventure siblings, but also with its good-looking Jawa cousins. But where it makes up over the Jawa models is in the spec sheet, at least over the Jawa Classic and the Jawa Forty-Two.

Engine & Performance

The Yezdi Roadster’s engine has been tuned with everyday use in mind and has the narrowest powerband amongst the three new Yezdi bikes. The 334 cc engine has been tuned to make 29.3 bhp at 7,300 rpm with 29 Nm of peak torque at 6,500 rpm. The engine sounds a lot like the Jawa Perak it’s derived from, and performance is also somewhat similar.


The Yezdi Roadster will effortlessly cruise at over 100 kmph, and top speed will be around 125 kmph.

It will happily rev all the way to the redline and is up for a handful of throttle as you accelerate through the gears. The gears slick into position with precision and triple digit speeds are achieved quite effortlessly. In a straight line, the Roadster does remind you somewhat of the old Yezdis; with a somewhat similar riding position, and with dynamics you would expect from a long wheelbase roadster.


The Yezdi Roadster gets telescopic front suspension and gas-charged twin shocks at the rear. Ground clearance is the least amongst the three Yezdi models. The suspension is firm, but not too harsh to complain. But it still isn’t the plushest in its segment, and with a firm set-up, expectations of its dynamics are high.

Ride & Handling

The Scrambler’s suspension is set up on the firmer side. It’s got more travel than the Roadster, but less than the Adventure, with 150 mm front wheel travel, and gas-charged twin rear shocks with 7-step preload adjustability and 130 mm travel. The preload on our test bike was set up somewhere in the middle. The suspension though still feels firm and stiff. When going over broken patches, and potholes, you can feel the edges of the road imperfections, including speed breakers. On our short test ride on tarmac, it didn’t prove to be too much of a bother, but for someone looking to venture out on longer journeys, the firm suspension may certainly need some getting used to.


Off-road shenanigans are where the Scrambler comes into its element. Its relatively light weight, short wheelbase, and punchy low-end performance combine to make for an entertaining experience.

With a weight of 182 kg (without fuel), the Scrambler is the lightest among the three Yezdis, and it also has the shortest wheelbase (1,403 mm). Dynamically, it feels the most planted and the most agile, and the tall and wide handlebar offers good leverage for quick direction changes, whether on tarmac, or out on the trail. The 19-inch front wheel and 17-inch rear wheel may not have actual ADV creds, as well as the slightly limited suspension travel, but it’s more than enough for light off-road work, and for some fun sliding around in the dirt and small jumps. In all, the Yezdi Scrambler offers a fun and accessible package, which can prove to be quite an entertaining companion, depending on what you seek from it, everyday practicality, or just pure, unadulterated fun.


The Yezdi Scrambler certainly makes for a positive first impression. As a motorcycle which makes you want to take it for one more spin, certainly deserves credit. It has its shortcomings, but if fun is what you’re looking for, the Scrambler has the capability to put a grin on your face.

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Bajaj Pulsar N250 and F250 Road test Review

I still remember being a college kid smitten by the Hero Honda CBZ. Its sporty silhouette, the upswept exhaust and the perceived performance of its 156cc engine was the stuff of dreams for kids like me. But in 2001 arrived the Bajaj Pulsar. It had a simple round headlight, yes, but that (now iconic) muscular tank, the pointy tail and the number on it – 180 – still gives me goosebumps. 20 years on, times have changed. “Definitely Male” sounds sexist today, and a 250cc badge probably doesn’t stir up the same kind of emotions anymore. And yet, the whole world sits up and takes notice when there is a new Pulsar in town.

Bajaj Pulsar F250 & N250 Design Details

Even this time there are two new Pulsars, but unlike 2001, these share a common engine and differ instead on the body styles. And the Pulsar’s tried and tested body styles at that – a street naked in the N250 and a quarter-faired F250. They won’t replace any of the existing Pulsars right away, but this design theme is likely to spawn smaller Pulsar models in the coming years.

You don’t have to see these motorcycles in the flesh to realise that the new Pulsars appear a lot leaner than their predecessors. They are still in the same weight class though, weighing 162kg and 164kg respectively. If you have been looking for a Bajaj motorcycle that is lighter than the Dominar 250, either of the Pulsars would be a good choice.

Like the Dominar, the new Pulsars create an interplay of matte black and gloss-finished colour panels for a sporty two-tone effect. Going a step further, the Pulsars also create a floating effect for some of the body panels like the mud flap, belly pan and tail section, and that looks give smart. The taillight has been adorned with three different texture styles which create a stardust pattern similar to the taillights of the Mercedes-Benz E-Class, for example, and that adds a premium touch.

The facia of the N250 is very much like the much-appreciated design of the Yamaha FZ 25/MT15, but I believe that Bajaj should have stuck to a two-pot vertical arrangement for the F250’s headlight to go with the theme set by the 220F. A single projector bi-beam LED was chosen as a common element on both bikes to keep costs low. The throw and spread of these headlights are pretty average and a slightly yellower colour temperature would have been better for our roads.

The graphics look a bit overdone to me, more so on the red option, and a minimalist design theme like the yesteryear Pulsars would have been more relevant in today’s times, methinks. Save for that, the new Pulsars look smart and up with the times and much-improved finishing levels make them appear and feel more premium than what their price would suggest.

Bajaj Pulsar F250 & N250 Ergonomics, Switchgear And Seating

The iconic shape of the Pulsar’s tank has made way for a sleeker design, much like the NS/RS200, with well-defined knee recesses that aid better grip for the rider while cornering or braking. The tank capacity is 14l, which is on par with the competition, and our tests show that a 500km range from either of the Pulsar 250s seems achievable. The tank interfaces with the new split seat arrangement far better than the previous Pulsars. The downside is that the new Pulsars, especially the F250, don’t have the big bike feel between the legs, but the ergonomic advantages are far more welcome. The narrow seat and its low placement of 795mm should also make it easy for most male and female riders. The relatively more low set pillion footpegs also make getting astride the error seat an easier affair and the geometry is quite comfortable too.

The F250 needs you to reach out for the handlebars a little bit more than the N250, making for a marginally more aggressive riding style. All controls fall easily at hand, but we found the switchgear on the right-hand side to be a loose fit on both the motorcycles we rode.

The two Pulsars also have better cornering clearance than before thanks to the revised footpeg and exhaust geometry. While the pegs did scrape often on the tight yet fast corners at the Bajaj test track in Chakan, they offer plenty of cornering clearance while sport riding around the mountain roads.

Bajaj Pulsar F250 & N250 Suspension, Brakes, Ride And Handling
The ground clearance and wheelbase are comparable to the 220F and Bajaj has stuck to slimmer tyre profiles than the competition to safeguard the easily flickable nature of the Pulsars. The N250 in particular is very sharp on the turn-ins and can even give the 200NS a run for its money, despite using a tubular cradle frame instead of a perimeter frame that does duty on the NS or RS. Its slightly rear-biased weight distribution allows you to put more weight on the front and still enter corners very confidently. The F250 on the other hand, with its quarter fairing, achieves an almost 50:50 weight bias, making fast corner entries feel relatively more stable than its naked sibling.

The suspension employs standard 37mm forks up front and a pre-load adjustable mono-shock at the rear and out of the box the suspension and the MRF tyres work in excellent harmony from a sport riding perspective. Out on the track, extreme leans show the limitations of the setup as the tyres start squirming and the suspension feels squishy at the front. But around mountain roads, the Pulsars manage excellent dynamics and corner speeds and will be great teachers for newbies wanting to take up sport/track riding. The suspension impresses on poor road conditions too and feels pliant on most kinds of surfaces that the Indian roads will throw at it.

To further optimise costs, Bajaj has gone with a braking system – Grimeca – which replaces the Bybre system from Brembo. (Grimeca is an Italian brand that is now owned by Endurance Systems, which is Bajaj’s long-time supplier of wheels and suspension components). The new brakes leave no room for complaint. Because there is only a single-channel ABS, the rear brake has a softer bite, while the front is predictable and sharp enough to do duty on sportier machines.

Simple two-finger braking is usually enough to get a good tip in for fast corner entry and a smooth fuelling and well-tuned gearing ensures that maintaining steady throttle through the corner and powering out quickly is easily achievable.

Bajaj Pulsar F250 & N250 Engine, Specifications, Performance And Fuel Economy
The new 249cc engine is 10-degrees more upright than the outgoing 220cc mill from the 220F. The revised form left very little room for Bajaj to plonk in a third spark plug. Furthermore, Bajaj has managed to achieve the ideal air-fuel mixture and emissions required to stay within the stringent BSVI norms with the twin-spark setup and therefore the third spark wasn’t necessary. The air filter has been repositioned to sit below and in parallel to the rider’s seat. There is no airbox anymore and, therefore, getting a conical performance filter (a common mod on many Pulsars) won’t be easy. The battery, in turn, has been repositioned to go below the pillion seat and the terminals are easily accessible too in case you need to use a battery tender.

The new engine doesn’t set any new benchmarks in terms of power or torque outputs, but it is easily the most refined engine to be used in a Pulsar so far. To that effect, it features an offset crank and a spring-loaded final drive for the balancer shaft. Even the fuel injection system hardly makes a sound on the boot-up. Though the engine isn’t as quick as its rivals on outright acceleration, it is tuned for a flat torque curve which ensures that you can power out of corners or pull overtakes at city and highway speeds in a quick, predictable manner.

On the highway, the engine is geared to cruise comfortably at 110kmph at 8,000rpm and the pull from 100-120kmph is excellent too. Like its rivals, riding past 130kmph takes some effort as the engine loses steam beyond 125kmph, but with the wind in your favour seeing 140kmph on the clock is possible. In terms of true speed – the N250 achieves a top whack of 130kmph, while the F250 with the aid of its fairing manages 133kmph, which is about 12kmph more than the true top speed of the 220F. The fairing and the windscreen are only marginally better at wind deflection though and should you go touring, one will need a screen that is more upright to cut the wind blast after 110kmph. Long distances in the saddle of these Pulsars don’t feel cumbersome either, and the suspension complements that comfort further.

So be it sport riding around winding roads, doing the occasional track days, or simply enjoying these machines on the road – the new Pulsars have all the bases covered that made their predecessors such a hit.

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First ride on the ‘first’ motorcycle

A replica of the Reitwagen at the Mercedes Benz museum in Stuttgart.

look at how the first test drive on a motorcycle ever came to be…

You might still be too young to ride your own motorcycle, but that surely wouldn’t have stopped you from riding along with elders in your family, older cousins and friends. The feeling of the wind gushing against your face (do wear your helmet!) could well have you fantasising the days when you would be allowed to ride these vehicles yourself. While that might not be too far away in the future, we will have to be content now with learning about how the first such ride panned out.

Gottlieb Daimler, a German mechanical engineer, is a huge figure in the early history of the automotive industry. After studying engineering and learning about engines while working with various firms, he started to work for Nikolaus Otto, a German engineer who had invented the four-stroke internal combustion engine, in 1872.

Experimental workshop

A decade later, Daimler left this company along with his co-worker – another German engineer – Wilhelm Maybach, to start their own experimental engine building workshop. They were successful in developing a compact, high-speed single-cylinder engine that they called grandfather clock engine and patented it in 1885.

First test drive motorcycle

Once they had their engine, it was important for Daimler and Maybach to offer proof on wheels and show that an engine was capable of powering a vehicle. Even though their objective was not to build a motorcycle, they ended up designing one as the engine prototypes at their disposal wasn’t powerful enough for a full-size carriage. The result was the Daimler Reitwagen or “Riding Car”, which was patented in August 1885

Paul rides it

The design included a wooden bicycle frame with the pedals removed and a single-cylinder Otto cycle four-stroke engine mounted on rubber blocks. Apart from the two iron tread wooden wheels, there were two outrigger wheels to help its stability. With an engine output of 0.5 horsepower at 600 rpm, the Reitwagen could attain a top speed of about 11 kmph.

It was in November (some accounts say November 10, while others say November 18) 1885 that the Reitwagen made its first journey of real length in public. It was Daimler’s son Paul who rode the vehicle and he covered the distance of around 5 km between Cannstatt to Unterturkheim in Stuttgart, Germany, achieving speeds of 5-12 kmph during the process. The ride not only showed that such an engine could power such a vehicle, but also that a human being could completely control it.

Is it the first motorcycle?

Not everyone agrees with the notion of Reitwagen being the first motorcycle as there were other steam-powered vehicles that also lay a claim. The fact that the Reitwagen sports auxiliary wheels for stabilisation further dents its case. What the Reitwagen has going for itself, however, is that it is the first gasoline internal combustion engine motorcycle and a forerunner of all vehicles that came after it and used this common engine type.

Daimler and Maybach went on to use their engines on a four-wheeled carriage and a boat, before eventually building a four-wheeled vehicle that was designed from scratch as an automobile. Even though building the Reitwagen was never his ultimate goal, inventing it meant that Daimler is often called “the father of the motorcycle.”

The Daimler Reitwagen is widely considered as the world’s first true motorcycle. Gottlieb Daimler is often referred to as “the father of the motorcycle” because of this invention and it was his son, Paul, who rode it for the first time in November 1885.

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The 7 Series, the flagship of the BMW brand, is getting ready to appear in its newest incarnation. The current generation of the model is getting older, but with this car, which is always a bit ahead of its time, that has not really been a drawback for it.

Nevertheless, it’s time for a makeover for the big sedan. In anticipation of its grand unveiling this coming April, the company has released a series of images that confirm a few things we already knew, starting with the fact its exterior design will be a lot more exciting than before.

No car with such an imposing grille can be called dull, for starters. Not everyone loves it or even likes it, but BMW shows no sign of giving up that new signature. We’ll see how the public reacts.

Aesthetically, in addition to that grille, the next 7 Series borrows a few elements from the iX and XM concepts unveiled last year. Meaning that as the nose gets bigger, the headlights get thinner. BMW talks about a modern and distinctive evolution of the visual elements featured on the old 7 Series.

It will be interesting to see the design of the coming electric version that will be sold simultaneously. The i7 could have some unique styling elements to set the pace.

On board, everything is of course modern as heck, starting with state-of-the-art multimedia system. BMW’s iDrive approach has made incredible progress since its inception, and we expect something pretty similar to  what we’ve seen with the i4 and iX electric models. In the back row, it’s all about luxury, with the star attraction an optional 31-inch screen that will allow occupants to view content at 8K resolution.

As for the powertrains, we’ll have to wait and see. The electric variant will likely benefit from the most powerful electric combo in the range, while delivering a range of around 500 km. As for gasoline engines, it’s hard to see BMW coming up with new ones, considering that they’re working mainly on electrification. We expect some familiar engines to move from one model to another across the lineup, perhaps with some improvements (touching on efficiency and power).

And we can forget the V12 engine. BMW has already confirmed that it’s done with that.

BMW’s new 7 Series sedan🏎