April 2010

www.motoroids.com
VOLUME 1 ISSUE 009

ELECTRA
TWINSPARK

MISSION
AN EXCLUSIVE FIRST RIDE OF
ROYAL ENFIELD’S LATEST OFFERING

BONNEVILLE
A BULLET FOR A LAND SPEED
California
Superbike
School
RECORD? YOU BET! World’s best
known bike racing
school comes to
India

Across the Two friends embark upon a legendary 18,000km road trip
country and spanning across India, China, Nepal and Bhutan
beyond
MotoGP 2010 Preview Motoroids First Aid And Trauma Workshop for Bikers Throttle Wide Open - Racing School

“ There are no excuses
on the racetrack,
as there are no
obstructions and
T
he first time I went to the racetrack (MMRT),
perils – an honest the experience transformed me into not just a
more technically correct rider, but also a more
rider would see responsible and humbler biker. Putting a few
his naked self in laps around a good racetrack helps you learn more about
the mirror after riding on the limit than an entire lifetime of riding on the
spending as little as streets can. There are no excuses on the racetrack, as there
half a day around the are no obstructions and perils – an honest
”
circuit rider would see his naked self in the mirror after spending as
little as half a day around the circuit. Ninety percent of the
times the bravado of boastful riders is replied to mercilessly
by more seasoned riders who go past them around corners
as if the former were stationary. This helps bring a lot of
people back to terra firma from their narcissistic sky. The
whole experience opens the eyes of a thinking biker to the
futility of trying to go fast on the streets. No matter how
hard you try, on public roads, you won’t be able to extract
more than 60 percent of your bike’s potential without
putting your, or other road users’ life in peril.
It’s unfortunate to know that our country has only
one proper racetrack and that too is located at one of the
father ends of the country, making it extremely difficult
for riders from distant locations to visit the place on their
steeds and hone their skills. However, it’s heartening to
know that even with all the adversities, more and more
riders are showing interest in paying a visit to the racetrack
to learn the finer nuances of riding and help themselves
become a more accomplished, more responsible rider. In
that context, the initiative taken by a few individuals and
organizations to conduct track days and racing schools is
appreciable in every sense of the word. Such events not
only educate riders about technically correct riding but
also help spot the untapped talent to improve the quality
of the country’s motorsport pool. Throttle Wide Open
and California Superbike School were two such rare events
organized recently at the Chennai race track. Committed
to the development and promotion of motorsport in
the country, we bring to you a detailed log of both these
events through the experiences of two participants. We
are sure the features will not only help hundreds of riders
in improving their riding techniques, but will also inspire
April 2010
many bikers to make it to the racetrack and learn the finer
nuances of racing.
Apart from the race schools, this month we have
Kunal’s ‘Monster Dog’ Bonneville Bullet as our lead story.
The man has been preparing his bike for a speed run at
the Mecca of speed – the Bonneville Salt Flats. Although
it may sounds as a thorough exaggeration to some, but
this bike can do a top whack which no other Indian
performance bike can dream of. Kunal has put about two
years in preparing this bike, and his hard work reflects in
the way this bike goes. It’s a crazy, crazy experiment.
This month we also bring to you an exclusive first
ride review of the RE Bullet Electra with twin spark unit
construction engine. The new engine has brought about a
sea change to the character of the bike. Read the detailed
review penned by our Chennai based man Joy Sharma. It
gives us immense pride to let you know that we organized
a one of its kind first aid and trauma workshop for bikers
in Mumbai. Many a times accident victims cannot make
it to the hospital, not because their injuries are lethal,
but because of being manhandled during transport to
the hospital. This workshop is a great step forward in
equipping the biker fraternity with a better knowledge of
administering first aid and handling road accident victims.
Read a log of the workshop to become a more useful man
in the event of a crisis. All this apart, this month we have
a crazy travelogue from a biker duo that travelled across
India, Nepal and Bhutan on a humble pair of a Hero
Honda Splendor and Unicorn. Their experiences were so
rich that they had more than a thousand pictures to make
us choose from for this feature – much to the displeasure
of Ramakant, our resident design expert. Read all about
their crazy exploits in an elaborate travel feature that is
also the winner of our Super Trip contest for the month
of April.
Happy revving,
Amit Chhangani
amit@motoroids.com
02
 April 2010

Contents Regulars
BRAKING NEWS 04
News with a pinch of salt
Features LETTERS 07
What our readers have to say
RE Bullet Electra 350 11
Exclusive review of the UCE Electra BIKERS 08
Because you are important
Mission Bonneville 19
This one’s gonna thump down Bonnev-
ille Speedway
MOTO CLUBZ 62
Renegade Devils from Pune

Biker Trauma Workshop 26 MEN AT WORK 63

We help organize a first aid and
trauma workshop for bikers
Claifornia Superbike School
We Go back to school to learn
racing from the best teachers in
the world
India-Nepal-Bhutan ride
Two motorcyclists ride across the
Indian sub continent
Motoroids behind the scenes...
Bullet
19 FYaoustmaasy achoose to not benlieevvee,rbim
u t th is
a g in e !
CRAZY, CRAZY, WORLD!! 64 b a b y ’s fa st e
r th a n y o u ca
For the light hearted
30
30 California Superbike School
The world renowned superbike racing
school comes to India
39 11 RE Bullet Electra 350
The unit construction mill makes an
appearance on the Bullet Electra

Throttle Wide Open 48

A one of its kind racing school
organized at Kari Speedway

Columns
MINDREVVIN’ 09
Amit Chhangani

THE FAT BIKER 10

Rohit Paradkar

MOTOMUSINGS - N e p a l- B hutane rsuidbecontinent

10 ia
39 IAndcrazy trip aronusonrdedthtrip! 26 Biker Trauma Workshop
Mihir Gadre We organize a one of its kind
te - s p o
o n a s ta first aid workshop for bikers 03
 April 2010

BRAKING NEWS- Stoppie

News that makes our heart skip a beat
TVS 250cc bike inches TVS Jive and Wego
MotoGP is back! closer to production launched
While we were in There are a lot of rumors floating around regarding the new Last month we were worried as to what happened to the Jive
the final stages of 200+cc motorcycle from TVS. Well, here’s some more dough on and Wego from TVS since we did not see a single one of these
closing this month’s the upcoming bike. As per our sources (who have proved reliable brilliant vehicles anywhere in Pune expect the Motoroids parking.
issue of Motoroids2, in the past), the new bike from TVS is almost ready for a launch! We also agreed to the fact that we were a tad too lazy to go to the
we knew we had to The bike has finished most of its ARAI procedures and as our showrooms and see if the vehicles had come in. However, when
stay up late for a few sources tell us, the ‘new’ bike has been passed by the ARAI as an we finally went to the TVS Service Centre to get our long-term
nights as usual. But ‘upgrade’ of an existing model and not classified as a ‘new vehicle’ Wego and Jive serviced, we learnt that the showrooms in Pune
on the 11th of April, altogether. have received the stocks and the official launch would happen by
the reason for staying Expect the new bike to boast a cylinder volume of 220-250 the time this issue reaches your computer screen. We are happy
up till late, late night, cubic centimeters with enough grunt to put out 20-24 horses. The to hear that! Since we have loved both the vehicles so much, we
was something else – engine is an evolution of the current mill that powers the Apache would like you readers to go take a test drive if not book one right
the opening round RTRs. We are speculating the engine to be peaky – meaning the away!
of the MotoGP 2010 new bike may give you a one of the fastest top speeds as compared
season! to other bikes in its segment. Considering that the RTR 180 is For our reviews on the Jive and the Wego, click on the respective
We simply love one of the quickest bikes in the country, we expect the new TVS image (active internet connection required).
the way Rossi and Lorenzo battled at Catalunya last year and to be quicker and faster even than the new Pulsar 220!
we were waiting for more. But wish was granted earlier than we We are expecting the bike to launch in the next couple of
thought with not just Rossi and Lorenzo, but Dovizioso, Hayden, months at a price point that will be under the 1-lakh rupee mark.
Spies and Pedrosa too joining in, for what we think was one of the The initial bikes are said to launch with a carburetor but a fuel
best opening races ever! Like the last three years, Stoner, with his injection variant could take birth at a later stage.
pole position was the favorite yet again to win the Qatar Grand
Prix. But within few laps of the race the Australian crashed out,
making Rossi’s win eminent. But that wasn’t enough. What his
crash opened up, was a battle for the next two podium places.
What followed was an intense battle between Dovizioso and
Hayden for the second and third spot of the podium. But while
that was happening, a certain rookie called Ben Spies was blistering
his way up the opposition and was looking set to take on Lorenzo
for the four spot. However the Spaniard upped his pace in the
final laps and zoomed past Hayden and Dovizioso out of nowhere
to take P2. Hayden used his skill to overtake Dovizioso but the
sheer might of the 2010 RC212V saw the Frenchman take back
his 3rd place from Hayden on the start finish straight. But hats off
to Hayden for the way he raced. We had written in the first issue
of Motoroids2 that Hayden should concentrate on bettering his
performance at the GPs than signing special edition Ducatis. Well
seems like we were not the only ones criticizing him, since he’s
working towards silencing most of his critics, us included.

04
BRAKING NEWS- Slide
April 2010

News that’s neither here nor there

Harley Davidson
dealerships now open

Bullet Electra
Twinspark launched
We told you a couple of months back that the Royal Enfield
Bullet Electra was going to undergo an upgrade. Well, here it is!
Last month, Royal Enfield gave the Electra a new powerplant in
the form of a twin-spark unit construction engine (UCE) from
the new Thunderbird. This launch is a part of Royal Enfield’s
strategy to modernise its range of motorcycles fitted with unit-
constructed engines. The bike retains the same cycle parts as
the earlier Electra with the only change being the engine. The
Electra Twin-Spark is priced between Rs. 89,846 to Rs 93,846
(ex-showroom Chennai) and will be available in both the kick
start and electric option. Browse through these pages to read our
review of the Royal Enfield Electra Twin-Spark.
After receiving over 100 applications from various parts of the
country, Harley Davidson India has finalized five dealers for its
selected range of motorcycles.
Hero Honda to enter
South India
Market leader Hero Honda is all set to start work on their fourth
manufacturing plant – this time in South India. As per reports,
the Karnataka government is in the process of allotting 500 acres
of land in Dharwad to Hero Honda for their manufacturing
plant. As per initial plans, the new plant will boast of an annual
capacity of 1 lakh units. A technical team was recently deployed
to Karnataka for evaluation of the government-suggested region.
The two-wheeler maker had earlier hinted at their intentions of
investing upto Rs. 2,000 crore in South India. With this plant,
Hero Honda will try to eat into TVS market share which lies
mainly in South India. Our dear friends in the South, please get
ready to run into more boring 100cc commuter every time you
set out to ride in the city.

The dealer listing is as follows:

• Capital Harley-Davidson in New Delhi

• Himalayan Harley-Davidson in Chandigarh
• Seven Islands Harley-Davidson in Mumbai
• Tusker Harley-Davidson in Bengaluru
• Banjara Harley-Davidson in Hyderabad

The problem however is, you still can’t buy your dream Harley
Davidson motorcycle. It seems that the prospective customers
will have to wait till June 2010 since the stocks have still not
arrived in India. Lets hope its worth the wait.

05
BRAKING NEWS- Crash
News that shouldn’t have been news
Honda goes
the Hero Honda way!
During the launch of the Ninja 250R, Rajiv Bajaj said that Bajaj
tried to be someone else (Hero Honda) by making hoards of
commuter bikes, when the fact of the matter was that the market
used to look upon them as a performance bike maker. Hence they
shifted focus from making entry level mileage mongers to making
more performance oriented bikes. Honda on the other hand, just
wants to sell as many units as possible and be the number one
overall, no matter what. And in the bid to do so, it seems they are
even ready to adopt the market leader (and their sister concern)
Hero Honda’s strategies!
And look what we have here! Two ‘brand new’ vehicles, the
2010 Unicorn and the 2010 Shine, which are now called CB
Unicorn and CB shine respectively. What HMSI have done here
is, adopt the Hero Honda strategy of adding pluses, stars, slashes
and minuses to the existing model names and instead replace these
mathematical characters with more popular Honda tags like ‘CB’,
‘CBF’ etc. and expect the customers to be fooled into believing
that its an upgrade! Along with the new name, the Unicorn and
the Shine also get a viscous air filtering element which is now
becoming standard on all HMSI vehicles. Do these companies
think that their customers are nothing wiser than a bunch of
blondes?
Yamaha launches YBR
No, YBR does not stand Yamaha Bike Rally (or whatever that
so called reality show cum rally was called) – what it actually stands
for is Yamaha’s dwindling focus from the brand image they tried
to create for the last couple of years. Even after enjoying success
with the R15 and FZ16 line of bikes – which cements the fact that
the Indian market can only look up to Yamaha as a premium bike
maker, Yamaha still wishes to taste the waters of the commuter
segment – where it has failed times without number in the last two
decades.
What they have launched now is a YBR 110, which is essentially
a re-badged version of the Alba 106 – a bike that failed miserably in
the market. Yamaha for some reason insists that this bike follows the
same performance, style and innovation laden DNA that is at the
heart of the other Yamaha products. Sure! Failures are the stepping
stones to success, only if you learn what your failures taught you.
Grow up Yamaha.
April 2010
Scoop! TVS Max-R 4S
As per our sources, TVS has finished with the ARAI procedures
for one more vehicle apart from the new 200+cc motorcycle we
talked about two pages back. This bike is a supposedly a hardcore
commuter unlike the performance bike which ARAI has just
finished testing. The new vehicle is most likely to be called ‘Max-R
4S’ as per our sources.
The bike’s engine is an evolution of the mill that powers the
‘Star’ range of TVS motorcycles. But that is not what will set this
bike apart. The novel idea behind this bike is the new suspension
layout. As per our sources, the bike will have an innovative
4-spring suspension system. How cool is that? While some sources
are pointing towards a spring-in-spring mechanism like Bajaj’s
motorcycle, others are hinting towards a spring-type suspension
upfront instead of the conventional forms. Since TVS has already
been a legal ruffle with Bajaj over the twin-spark technology, we
doubt if they would get into any more controversial technologies
like the ‘spring-in-spring’ mechanism.
We would have to wait for another month or two before we can
actually comment on what is the 4-spring technology that provides
damping to the new TVS product. Knowing TVS we know its
something innovative. But the reason why this news has still made it
to the ‘crash’ section is because we believe TVS is spending too much
time and money on these hardcore commuters. Gives a hardcore,
homegrown 400cc bike instead! You know you can TVS…
06

Your bouquets and brickbats for the March issue
of Motoroids2
Distinct Identity
I am not an avid automobile enthusiast. As
a matter of fact I don’t even follow automotive
magazines. But being a mass media student, I do
a keep myself updated about the various existing
magazines. I got to know about your magazine from
a friend and I have been continually keeping track
of it. I really like the layout and overall styling of
your magazine which is way better than even the
print magazines. Even the photography in terms of
angles and locations, have a set a new benchmark
for other magazines. I also did read a few of the
articles published in the last month’s issue and a
few earlier ones. Well I didn’t understand most of it
as I am not technically into bikes and like them at a
general level. Nonetheless the writing style followed
by your writers appealed to me. Motoroids happens
to offer a jovial and lucid reading experience. I hope
Motoroids retains its distinct identity and qualities in
the future too. Last but not the least, I am following
Motoroids!! Cheers!!!
- Shreya Banda
STAR LETTER Aspiring Tourer April 2010
I have read every single issue of your magazine
since the time you guys came out with the first
one! I simply love the fact that every single issue of Brilliant issue
Motoroids e-magazine turns out to be better than the
previous one. I have also observed that in every issue Thanks guys for coming out with and uploading
you guys cater to a theme with respect to content another brilliant issue. It was a great read. At the start
and layout. The March issue was filled with a lot of I was quite unsure as to how an e-magazine pertaining
motorcycle touring stories. I read all of them and to automobiles would fare in our country. But with
have updated my world map regarding the places to every issue you guys are only endearing yourself to thy
ride before dying. Owing to finance issues (read in readers. I really wish you guys come out with a pint
version of Motoroids magazine simply because of the
sufficient pocket money) I am unable to realize my
touring dreams at this point in life. Thankfully, I at eye pleasing layout and photography. I am in favor of the
least have the March issue of Motoroids to keep the writing style adopted by you guys which doesn’t dwell
tourer in me motivated in these tough times. One day much on unnecessary technical jargons. I also agree
I will surely tour the world on a motorcycle. Till that with the earlier readers who have mailed you stating
fortunate day comes by, I shall read every touring that this e-magazine only gets better with each issue.
story published by Motoroids while imagining myself I even find it difficult to digest the fact that one of the
to be the lucky biker!! Please keep on featuring best automotive magazines in our country is available
national as well as international motorcycle touring free of cost to its readers each month. Each month I
stories. patiently wait for the next issue for Motoroids instead
of spending 100 bucks on other auto magazines.
- Arav Jalali Thanks guys for giving motorcycle enthusiasts like me
a reason to cheer about! Ride Safe!!
- Nagesh Gulkotwar
Mileage Matters
Since childhood I was eagerly waiting for the
day when I would own a motorcycle and ride it to
my heart’s content. Growing up I always dreamt of
owning and riding big capacity motorcycles. At the
time of signing the cheque, reality began sinking in.
With a daily commute of around 55km, the mileage
given by a motorcycle became a big deciding factor
for me. I realized that a low cost of maintenance
would not drain me financially. Earlier I used to laugh
at my friends who would buy a smaller capacity
motorcycle in the interests of mileage when they
could easily afford bigger beasts without giving a
damn about fuel efficiency.
Buying my first motorcycle made me realize Send us your letters at
that even motorcycling needs to be affordable for letters@motoroids.com
those on a budget. That is the reason why one auto
magazines should not ignore the entry-level or If you wish to contribute to
commuter bikes. There should be stories revolving the magazine, in any way by
around them too. I immensely liked your comparison
between the Hero Honda Splendor and Honda’s CB providing content, have a look
Twister. It was a fantastic read and like always at the last page for the exact
photography and layout was simply awesome. email addresses to send the
mail to.
- Sanjay Kadam
07
 April 2010

BIKERS
Share with the world your great adventures on your bike.
Send us your pictures along with a small description at
bikers@motoroids.com

08
 April 2010

Columns
Mindrevvin’ was completely smeared in engine oil. Thankfully no one died, surd doctor (the only one available near my friend’s place at that
AMIT CHHANGANI but I traded some skin, flesh and denim for coal tar. In a minute, hour), examined my finger by listening to it. You read it right; he
The Fall Chronicles... there were about 50 people around us – witnessing us in agony, listened to it and told me it would be alright in the next three days.
and enjoying from a distance. I somehow managed to get the bike An X-ray the day after revealed that the lower bone of the finger had

“ My Fiero was still new, and I

was returning from Gorakhpur,
a land where 13 year old kids
running, and rode all the way back with an injured knee.

Lessons learnt :
split in three pieces.

Lessons learnt :
brandish country pistols and
A. Make sure that the vehicle following you isn’t faster than you if A. It’s always fun to run away from home, even if there’s a road
actually rob grown-ups all by you decide to slide over a puddle of oil in the middle of a highway accident involved.

”
themselves – saves you from being run over. B. Cows are dumb, and so are you, if you don’t stay far enough from
B. Knee pads are preposterous if you have enough skin and flesh the median.

Y
ou’d be lying if you tell me that you’ve never had a fall from
a bike. We have all lost some skin as an offering to the holy
tar. If you have been riding for long, and are yet to land
down on your elbow, knee, face or hip, I would very strongly
recommend you buy a lottery ticket, the most expensive one in town
with the biggest prize money. You have to be really lucky to not fall in
our country. I’ve had a tumble many times, and like most of us, even
I have experienced ‘fall’ in every season. Here’s a log of some of my
violent touchdowns, and the respective light-hearted learnings.
Fall # 1 Sensational Slide
This was one of my longest trips yet,
at the age of 20. My Fiero was still
new, and I was returning from
Gorakhpur, a land where 13
year old kids brandish country
pistols and actually rob
grown-ups all by themselves.
I had gone there for a friend’s
wedding, a trip that I extended
into a ride to Nepal. I was on
my way back from Lucknow to
Jaipur, had just crossed Kanpur and was doing a
steady 90-100 with a pillion who had decided to give me company for
the ride back. The road surface was great, absolutely no undulations,
and an arrow straight. The next thing I knew was that I was sliding
along with the bike over the tar. I slid for a good 20-30 odd metres and
managed to lose the entire skin and flesh on my right knee and elbow.
As I looked back, I realised that there was this guy on a Bajaj scooter
who was re-enacting what I just did. The gentleman was followed by
a Maruti Omni whose driver had slammed the brakes and was just
about to run this guy over with locked wheels. A patch of the road
over your bones.
C. Bhaiyyas love live sadistic shows, and won’t ever disrupt one.
Fall # 2 Bovine Intervention
1 2 midnight, I decided I was running away from home. Again.
Hopped on my ride and started off for my friend’s
place. Dad had just told me to never come back
again, so I didn’t need to, at least for the next
three days – bliss! It was a summer evening
– cool wind, and hardly any traffic. I
loved the ride, when the cow which
was hitherto hiding in the dense
bush on the median decided to spoil
the fun for me. She just sprang
out and
decided to freeze in
the middle. I tried my best to swerve around
from the front, as she had decided to not leave any space between
her hind legs and the median. I almost managed to dodge her, but
the rightmost edge of the handlebar flicked her jaw. I lost balance
and landed straight on terra firma. The joy of having run away from
home overpowered the pain in my little finger that looked swollen,
so I hopped back on the bike and sped away. Later in the night a
C. Listening to a finger doesn’t usually reveal whether it has a
fracture. X-rays are better
Fall # 3 In pursuit of sound
I had just finished my saddlesore attempt, and in the process had
realised that my Pulsar 180 emanated a beautiful note once I took it
past the 8000rpm mark. It was late in the night, and there wasn’t a
soul in view on this long, wide straight I had ahead of me. I wanted
to hear that crazy wail, so I whacked open the throttle to take the
red baby past the 8000 mark. The speedo showed 115 and I could
hear the lovely sound track, loud and clear. Suddenly, by virtue of
this manic Wagon R driver, I realised that there was a very small
lane cutting across the highway. He was coming at a blind pace
and seemed to be in no mood to look to his left or right and check
for any traffic on the highway. My calculation suggested that I
was going to run into the car if I didn’t slow down.
I was overwhelmed by the shock development,
and applied pressure on the brake lever more
than I should have. Unfortunately there was a
patch of dust right the point where I squeezed
the lever in, and the inevitable happened. At
100+ kmph, I slid with the bike on the tar
like a projectile and lost skin from various
joints. For the next 15 days, I was walking
like a robot.
Lessons learnt
A. Junctions are invisible entities in this part of the world. They get
visible only with traffic. Especially in the night
B. It’s better to have a fracture than bruises on your joints
C. Sliding with a bike at 100+ km/h is a short-cut to learn break
dance

Columns
ROHIT PARADKAR
THE FAT BIKER
Yamaha should concentrate on
premium offerings, not commuters
I
was introduced to the world of motorcycling
by a certain video game called ‘Road Rash’
(probably that is where I picked up my
nickname ‘Rash’ from). But that aside, the first
motorcycle I ever sat on was my cousin’s sparkling
new Hero Honda Splendor. I instantly developed a
liking for its sporty two-pod instrumentation cluster.
Within a ten minute ride, I knew this was the bike I
wanted to buy (yes, our country wasn’t introduced to
the likes of the CBZ yet). As time passed and school
got over, I decided to retire my bicycle and pick up
a motorcycle. But like most middle-class household
stories, my father preferred to give me my mom’s old
(yet functional) Bajaj M80 and promised to get me
a proper motorcycle when I sign-up for a graduation
degree. But since I was already stung by the love for
motorcycles, I wanted one desperately. One of my
cousin’s friends came in handy as he agreed to let me
take his Yamaha RX-100 to college everyday, while he
would commute on my fuel efficient Bajaj. I jumped
on the offer and that is when true motorcycling
started for me. But since our friend shifted out of
Pune within a couple of months my stint with the
RX-100 ended rather early.
The years passed and finally it was time to buy a
bike. My initial love for the Splendor had died down.
Apart from the fact that there were too many of them
on the road, I knew that the Splendor wouldn’t give
me the same flamboyant feedback that the RX-100
did. Probably it was the loud, rev-happy nature on the
RX-100 that forced it out of the public streets back
then, but it was too early for me to understand the BS
norms and stuff. I went to the Yamaha showroom, but
they would not sell it any more. And while there was a
RX-Z still available, my father wouldn’t buy me a two-
stroke machine since it was high on maintenance. We
finally settled for a Hero Honda Passion. But my heart
still wanted a Yamaha.
The crux of the matter is, I’m not the only person
who settled for a Hero Honda because there wasn’t a
worthy Yamaha available – there are many more like
me. While there were a lot of fan-boys out there who
went and bought the final remains of the two-strokes
when the rest of the country was rapidly shifting to
four-strokes, there were many more who were longing
for a true 4-stroke successor to the legendary RX-
100. But unfortunately Yamaha did not respond. In
the desperation of competing with the growing giant
called Hero Honda, Yamaha churned out worthless
commuters that no one was interested in. The ‘aam-
janata’ would prefer a Hero Honda (or even a Bajaj for
that matter) as their ‘fill-it, shut-it, forget-it’ kinda bike
than a Yamaha. The ‘Yamaha’ brand always was and
will remain associated with performance bikes.
When the R15 and the FZ-series came along a
couple of years back, we finally thought that Yamaha
was back. All those boys who longed for a RX100
successor, had something to cheer about. It felt as if the
company had finally understood what people look up
to them for. But alas, I can see it all slipping away now.
With launches like the YBR110 (and more commuters
lined up), Yamaha seem to be getting back into its
commuter-competing mode – something which it has
never succeeded at. What I would have liked more (and
what would have cemented their brand image further)
would have been a worthy YZF-R15 upgrade or
probably another premium offering. Yamaha was and
always be looked upon as a performance marquee. Let’s
hope the company’s Indian arm realizes that before
their fate runs out, yet again.
T
oday there isn’t a single 100cc motorcycle in our
country that has been styled with the same verve
and flourish, as its bigger engined siblings. Why
should good looks be reserved only for bikes with
bigger cubic capacities? Elsewhere in the world even 50cc
scooters and 125cc learner legal bikes look no less stunning
than their 1000cc stable mates. Take the stunning little
Derbis or the Aprilia scoots for example.
Why not take a leaf out of the lessons learned by the car
industry. If a restyled Fiat Panda can be so successful in its
‘Cinquecento’ (Fiat 500) avatar then why not apply the same
logic to something like our own humble 100 commuter
bikes. It seems that some of the biggest brands in the world
have realized the sheer potential of this idea. The bread-
and-butter VW Golf has morphed into the Scirocco. Soon
we will see an Audi A1 based on the Polo/Fabia platform.
Heck, there’s even going to be an Aston Martin (no less)
Cygnet based on the Toyota iQ.
All three of the popular 100cc bikes, Hero Honda’s CD/
Splendor/Passion, TVS’s Star Sport and Bajaj’s Discover
100 are mechanically well sorted machines. They have been
honed over the decades, they have learnt their lessons along
the way and they have become pretty darn fuel efficient
and reasonably reliabile along the way. In fact, it is almost
impossible to find more fuel efficient bikes anywhere else in
the world.
Hero Honda has drawn a lot of flak over the years for
having 15 different models on sale, based on essentially
the same powertrain and mechanicals with only the plastic
moldings and stickers differentiating them from one
another. But with almost 5 million bikes sold last fiscal,
guess who is having the last laugh. Why not expand the
same platform even further? They can easily make a stylish
naked like the FZ, a quarter faired one like the Stunner/
Twister, a pseudo-tourer like the Fazer, a make-believe
cruiser like the Avenger, a retro café racer, a semi off-roader
like the EICMA KTMs, and even go all out and come up
with full faired version. The people who get their Splendor’s
‘converted’ to Hayabusas will be ecstatic. The possibilities
are virtually endless. There are tons of people who rarely
cross 60kph, ever, but would be willing to splurge on the
stylish looks.
Just look at what the 100cc mill did to the Discover
brand. Surely, a Stunner or a Gladiator with smaller 100cc
mill would sell like hot cakes.
April 2010
MIHIR GADRE
MOTOMUSINGS
Bargain Beauties
And that is just about the styling part.
If Mazda can make a sportscar as good as
the Miata with just a 114 bhp, 1.6 litre
engine then why can’t our very own Star
Sport borrow some lessons. Currently
there isn’t a single option for the buyer
who wants all the ‘style’ of a ZMR with the
‘average’ of a Splendor and has absolutely
no street racing ambitions. Believe me,
there are a lot of such folks around us. You
won’t find them here reading Motoroids,
but they outnumber us enthusiasts by a
huge margin.
The enthusiast inside us would certainly
steer well clear of any such offerings. People
like us are fine with 1980s bare bones
styling if the performance and handling
are there, but people like us are few and
far between. And we can take solace in the
fact that once the manufacturers earn a
lot of cash selling their fashionable steeds,
they will spend some for catering to us
enthusiasts.
The CB-Twister is certainly a step in the
right direction but we don’t ly see anything
following in its footsteps anytime soon.
It is baffling that inspite of Hero Honda’s
dazzling success in the last decade nobody
else has tried their hand at the cunningly
effective ‘Platform Engineering’.
 This
one’s for
the masses
After its appearnce on the sexy (and
expensive) Classic, the twin-spark UC
engine trickles down to the Bullet Electra.
A bike you an I can buy. And ride, without
having to unlearn anything

Words and Photography : Joy Sharma

1 Lovely sheen
The quality of paint on the Bullets seems to have
improved of late. The Electra is no exception

2 A familiar view
Nothing much has changed in the instrument console
of the Electra - it’s still the classic, bare-basic setup

3 Out of place?
With all due respect to Bullet’s old-school styling,
we thing that the tail-lamp could have been better
integrated in the rear fender
I
came to Chennai around two years back. The
only thing that appeared hot was the climate
here. Back then I didn’t know that this place
was home of some of coolest looking bikes. Be
it your grandpa’s Bullet or your sparkling new TBTS,
all the legendary REs are manufactured here, in
Chennai. The brand enjoys a status that other bike
makers can only dream of. Be it the machine’s much
revered thump or its mile munching capabilities,
nothing can beat a Royal Enfield, for some at least.
There might be better bikes in the market, better
handlers, more efficient and cheaper but as they say,
nothing can replace a Bullet. Isn’t that cool? I really
think nothing else can look better than a group of RE
riders passing by, with that deep, intimidating sound
of their exhaust notes thumping in unison.
I found myself getting increasingly attracted
towards the Bullets as I saw those Buleteers riding in
a formation and attracting attention of one and all.
Even I wanted to be one of them but was afraid of
riding one owing to the negative traits of the bikes that
I had heard about. Eventually when I started riding
the Bullets, I liked the whole macho feel, but deep
down my heart I wanted a hassle free bike and not

1 Heart transplant
The new engine is better than the older cast iron unit
in almost all the areas
2 We are one, finally
UCE, or the unit construction engine, means that the
clutch and the gearbox are now placed within the
crankcase - as a Unit, unlike the earlier version of the
bike
one for which I needed to be a mechanic. April 2010
God listened to my prayers and a miracle
called UCE happened. U.C.E in RE lingo
stands for Unit Construction Engine.
The new engine is a huge aberration from
the older RE engine features a single
unit construction for the engine and the
crankcase – hence the name. The engine
has made an appearance in most new RE
bikes and now the Chennai based company
has launched the unit in their new Electra
too.
The new Electra about which you
might have read earlier on the Motoroids
website is called Royal Enfield Bullet
Electra Twinspark (like its 500 TBTS
sibling). The new twin spark engine is
what every Bullet is getting and unlike its
forbears, it’s doesn’t spill much oil. UCE
is a relatively modern engine that replaces
the old cast iron unit which was heavy,
less efficient, more space consuming and
wasn’t very efficient either.
The new engine produces close to
20bhp of power at 5250 rpm and 28Nm
of torque at just 4000rpm. The lazy nature
and the lowly rpm at which the peak rpm
is delivered makes for a very commuter
friendly experience through slow moving
traffic, with the bike pulling with aplomb
in low revs and high gears. The powerplant
is mated to a 5 speed ‘box, and the gearshifts
are surprisingly smooth and trouble free
for an RE. Though one could take some
time getting used to the power delivery
of the bike and the gearshifts but once
familiarized, the bike won’t let you down.
The engine feels substantially refined when
compared with its ancestors and doesn’t
transmit too may vibes at the handles
anymore. The pulsations at the handlebar
are well within control now and all you the new Electra. The simple reason be though, and doesn’t announce its the RE claims are to be believed. We
need to reach a three-digit speedo figure is behind the fact is that in its new arrival from a mile anymore. Fret not didn’t get the bike for long enough to
just a gentle twist of the throttle. The bike avatar, the exhaust bereaves this Bullet though, there are a few after market test it for its fuel efficiency, but the
is as good a tourer as the old bikes, with from its most prominent characteristic exhaust options available which can company claims a figure of 51kmpl,
even better load lugging capabilities. – the thump! The new bike gets a new be used instead of the stock silencer which is great by any standards.
However, even with so many exhaust unit which makes the exhaust if one loves the original RE exhaust The idea of making long trips is
appreciable qualities at its heart, many note sound subtler. The thump is there note. But the U.C.E has made the the first thing that comes to mind
die-hard Bullet fans are not going to like for sure, it isn’t as loud as it used to bike a lot more economical to run, if when a genuine biker thinks of buying
 More cushion
The Electra
also features
Into the light the newly
incorporated
In its new avatar, gas charged
the Electra now shock absorbers.
features a multi- The ride is a lot
focal headlamp smoother now,
that ensures better although the
illumnation in handling hasn’t
the dark. 280mm improved much
front disc brakes
enhance stopping
power, but the soft
suspension lets you
down under harsh
braking
an RE. And who understands this better
than Royal Enfield guys. The seating
position is spot on both for long hauls
as well as for the short commutes to a
trip to the nearby grocery store. Yeah you
read that right. The new Bullets are more
practical and friendlier than ever. That
makes them even more eligible for being
your everyday bike. Also, unlike the
people’s perception of the Bullet being a
very heavy bike to manage, it’s as easy as
1 Push me, don’t kick
No more looking perennially at that ampere
metere to kick you Bull to life. A dab of that button
is all you need
2 Old is gold
The emblem you see there represents the oldest
bike manufacturing company is the world - that’s
the legent of RE.
your 150 to ride now unless you manage
to drop it. It was
time to take the baby out for a spin. I
pressed the starter button and the engine
came to life in a couple of tries. I quite
liked the sound note of the new bike,
though I can understand if the old timers
still don’t appreciate it too much. The
exhaust note is still deep enough to entice
a new rider. The bike surges forward with
a newfound confidence and urgency, in
its newest avatar, the Electra is more rider
friendly than ever – managing to bring
a smile on the face of a sceptic like me.
The more time I spent riding the better
I felt. The city traffic made me worry at
the outset but the bike felt perfectly at
home in the stop-start conditions with
its low-end grunt and smooth operation
of gears. The new Electra won’t make its
180kg load evident as long as you keep it
erect. Quick direction changes, however
isn’t the machine’s forte even today. It
doesn’t like being dipped and lifted back,
or getting flicked at the handle too much
– you’d be happier keeping it straight
than trying to cut through the traffic. RE
may have introduced a pair of brand new
gas charged shock observers, which really
do improve the ride a lot, but don’t add
to the nimbleness in any way. The areas
where REs lag behind the smaller bikes
are still shaded in grey.
Braking isn’t taut and the jelly-like
feeling during hard braking is still very
clearly perceptible. The Electra may have
improved a little over the earlier version
as regards handling, but it’s still a far cry
from the quick 150’s and the 200s. Not
that the newly incorporated 280mm
disc up front and the drum brake at the
rear isn’t enough to stop the bike but the
bike’s weight and the soft suspension
setup doesn’t make for a very dynamically
15
enticing braking experience.
RE have done the right thing by not tempering
with the design of the bike. The classic look has been
maintained, while incorporating a few subtle functional
changes like the multi focal headlamp, the front disc,
the gas charged shock absorbers and a paint quality
which is much, much superior to the earlier versions
of the bike. The welds are still visible though, making
sure that the old-world essence of the bike has not been
entirely taken away.
The new RE Bullet Electra bike is on sale now
and you can get yours in a period of just 2 months. April 2010
The kick start version is available for 88k while you
will have to pay 93k for the electric start version – that
should bring a smile on the faces of those who found the
recently launched RE Classics too expensive to afford.
The modernised Electra will set the new standard for
Bullets. It doesn’t have any competition as of now, and
we are sure in its new avatar it will do a lot of good to
the Bullet’s brand image for reliability as well.
There might be better bikes in the market, better handlers, more efficient and
cheaper but as they say, nothing can replace a Bullet
16
Promotional Feature
Continued from the previous issue:
Revolutionising
automotive B
orn on the 21st of
September 1968 as
the only child of his
parents, Venkat had
servicing
his share of largely good, and
very few bad things in life.
Venkat grew up in the most
notorious of neighbourhoods
in Bangalore. Even today, the
notoriety of the area is so high
that Autorickshaws hesitate to
enter the area after 9.00pm.
Venkat made many friends,
and from every stratum of the
society around him. From the
most notorious anti social
element in the area to the a
current day Circle Inspector,
from a senior management
professional to the security
guard – Venkat made friends
with everyone.
Nursery onwards, Venkat’s
schooling was done at Nivedita
School at Gavipuram. He was
a famous kid for two reasons,
his family background, and
his hopelessness as a student.
His hall mark of school days
was his awful handwriting.
Venkat lost marks due to
the problem, and wasn’t very
popular amongst his teachers
for the reason. His parents were
summoned on many occasions
for him being dreamy and
not attentive in the class, for
his bad handwriting, for him
not being active in the class,
for scoring poor marks in
Venkat as a kid, alongside his family’s Renault truck
exams and for various other
reasons. But somehow Venkat
managed to scrape through
without flunking even once.
Once, Venkat’s PT/
Drill teacher Mr.Sridhar hit
him on the back with a bass
drumstick, causing a blood
clot. The pain was unbearable
and the shock from this hit
was so severe that he couldn’t
even cry. When he reached
home and showed it to his
mother and grandfather, the
latter sprung into action and
drove Venkat back to school.
He fired the headmistress for
the wrong doing of the PT/
Drill teacher. He went to
the extent of threatening the
school authorities of legal
consequences. The PT master
always pretended to be overly
friendly with Venkat thereon.
Child’s play
Venkat loved playing with his
childhood pals on the streets.
On one occasion, some of his
pals were put behind lock-up
as the neighbours complained
to the police about these kids
creating a nuisance. They were
not entirely wrong and Venkat
and his friends had broken
innumerable glass window
panes while playing cricket in
the streets.
Venkat’s home had a small
shop (which still Exists). This
April 2010
used to be the Sunday garage
of his father. I usually used
to be there when he worked
either on our car or friend/
Relative’s vehicle. Venkat still
recalls his father working on
BSA Motorcycles, Bullets,
Jawas, and a wide array of
other cars. At times, Venkat
too would be allowed to work
along with him as his part
time unreliable helper. Venkat
still cherishes those moments.
Venkat’s grandfather
loved imported cars, and
since finding spares were a
problem, there was a sizeable
stock of spares on his roof top.
Whenever he was restricted
from playing on the streets,
Venkat would steal a few
tools from under grandfather’s
cot and experiment on these
recyclable parts on the roof
top. At times he managed to
render the parts he played
with completely useless too.
He once used a screw
driver to punch a hole into the
crank case of a spare Renault
engine. The engine oil gushed
out of the crankcase and not
understanding what he had
done, Venkat panicked. His
grandfather took the whole
incident lightly though and
laughed it off.
Not only did Venkat spoil
some of the spares, he also
used hurt himself often with
17
Promotional Feature April 2010
Continued from the previous issue:

the tools. Once he managed to drill a hole in his

left toe nail. His toe nail is still partiallt deformed
due to the same. Cuts and bruises became a
regular feature on Venkat’s body. He kept doing
experiments, and would take his father’s help in
finding solutions whenever he got stuck.

Old habits die hard

Venkat was also famous for carrying tools like
screw driver, cutting pliers and nose pliers. This
provided him the freedom to dismantle anything
that he found interesting. Dismantling was the
easy part, Venkat then had to wait till his father
came back to guide him to put things back into
their normal state. Radios, table fans, LP record
players, bicycles and at times even Scooters or
were Venkat’s favourite objects to experiment Horrble handwriting Venkat was notorious for
on.
Old habits die hard. And it holds true
in Venkat’s case. He still keeps a forty eight
function Swiss army knife handy. Relatives and Notes on the pages of the dictionary Venkat tore
friends who take notice of this knife set, go back
in time, recollecting the nostalgic incidents they
were involved in ending up bursting into a loud
laughter.

The most unforgettable Incident of

childhood:
The Most important incident of Venkat’s
younger days is tearing up of the Chamber’s
Twentieth Century Dictionary. Venkat asked
for an ice cream at MTR, which he was not
given for health reasons, (which he did not
understand). He came home and threw a fit.
When this didn’t evoke any response, he pulled
his grandfathers dictionary and tore a few pages.
His father and grandfather just pulled him aside
and wrote a note.
Venkat thinks that he’s got everything he
wanted from his childhood. He says he’s been
blessed with a very good childhood and he
thanks his stars and god for the same. Venkat as a toddler with his mother
To be continued in the next issue: Venkat with his cousin Shankar on his father’s Sherpa
18
 The
Special
Words Pradeb Biswas Pics Eshan Shetty

one
Since the past year and a
half, Kunal Bhaskaran has
been secretly modifying
his Bullet 500 Standard
while aiming for a quick
run at the Bonneville
Speedway! Here’s a
sneak preview of his
progress so far

I
t was just another
routine ‘first Friday
post magazine
issue launch party’
that was unfolding
at the Motoroids
Headquarters.
Everyone was chilling
out and sipping away
to glory on the free
flowing Fuel flavored
rose water (wink) and
Bacardi Lassi (wink)
sponsored by the
Editor. Like usual, the
lassi along with the
rose water worked
their magic on us and
immersed us under
the illusion of the
party having started
just a few minutes
back at 9pm. A couple
of looks at the clock
made us realize that
the actual time was
3am. Unable to bear Our boss, that was setting the alarm and
the harsh reality we Amit casually being modified waking me up at 5.20am.
decide to quench our happened to recall that by a guy with the goal of Amit looked at me and
pain by slurping on a motorcycle photo shoot achieving a speed record spoke in a brotherly
some more Bacardi was scheduled at 6am. at the Bonneville Salt fashion that he is setting
Lassi. Well, adversity He also revealed that Flats. Rohit immediately an alarm at 5.30am
also kind of enhances the shoot was about a told me not to worry for and would take the
a man’s memory. Royal Enfield motorcycle he would be voluntarily responsibility of waking
me up incase Rohit failed to do so!
They then wished me good night and
went off to their respective rooms to
retire for the time being.. I didn’t know
whether my bosses were serious about
what they had just said or the lassi and
rose water had got the better of them!
I was in a dilemma for the chances of
a 6am shoot were credible enough but
the possibility of a Bullet attempting to
set a speed record at Bonneville was a
bit too much too digest. I decided that
they were pulling my leg and decided
to sleep off instead of contemplating
about what they said for it would be a
waste of time.
I had barely closed my eyes when
Amit and Rohit told me to get ready
and reach the Symbiosis College in
Viman Nagar where Eshan would be
waiting for me. After reaching the
above spot, Eshan informed me that
some guy named Kunal Bhaskaran
would be meeting us shortly with his
specially souped up Royal Enfield Bullet
motorcycle. We yawned collectively and
decided to use our free time effectively
by checking out the PYT’s strolling
around.
Like all performance prepped
motorcycles, we first heard this one
heading our way before we could
see it. The exhaust note of this
Bullet is orgasmic enough to make
any testosterone charged biker feel
weak in the knees. It still emits the
characteristic thump but at thrice the
rate of frequency within a given frame
compared to that of a stock exhaust.
Inspite of not being Bulleteers, Eshan
and I went ballistic over the appeal of
this motorcycle and requested Kunal
to provide us all with all the details ‘Monster Dog’
pertaining to his special Royal Enfield Kunal intends to thump down the Bonneville Speedway by
Bullet. the end of 2011. He is currently seeking sponsoprship to
One by one Kunal stared revealing remove the financial hurdle which is preventing him from
the parts and upgrades that motorcycle creating history and giving Indian bikers a solid reason to
has received since the day he started cheer about.
working on it. Christened ‘Monster Dog’
it is powered by a standard Bullet’s
500cc engine and he will be attempting
to set a speed record with it under
the MVBF category at the historic Christened
Bonneville Salt Flats. The abbreviation
denotes that motorcycles competing ‘Monster Dog’
under this category comprise of a this motorcycle
Modified frame, Vintage class engine is powered by a
which is Blown or supercharged and the standard Bullet’s
Fuel used is petrol. This motorcycle 500cc engine
has been subjected to a lot of weight and he will be
saving measures apart from the visible
mechanical modifications. attempting to set a The Man &
The stock cast iron block of speed record with his motorrcycle
the engine has been replaced by an it under the MVBF Kunal
aluminum one which not only weighs category at the Bhaskartan
3 kilos lighter but also dissipates historic Bonneville strikes a pose
heat much faster. . The engine also Salt Flats
with his ‘Monster
features a dry clutch, twin spark Dog’ that he has
ignition and specially designed valves. been working on
for the past year
and a half
Success at the mecca for top speed record runs would mean earning
the respect of every bike enthusiast apart from giving Buleteers a
good reason to cheer about the greatness of their motorcycle!
It even breathes much better owing
to a bigger after market 32mm
carburetor. The compression ratio
too has been increased to 10:1 from
the 7:1 on the stock engine. It has
also received a high lift camshaft
and an ultra low weight piston along
with a re-worked head. Transferring
the power produced by the engine to
the rear wheel is 5-speed gearbox
sourced from a Thunderbird.
Kunal says that he decided
to borrow the gearbox from a
Thunderbird for it offers a better
shaft design, an extra fifth cog are safe till speeds of 240kmph.
which will allow him to reach higher The motorcycle also sports rear
speeds and shift quality is much sets along with an altered rake and
better in comparison to that of steering geometry. The wheelbase
other Royal Enfield motorcycles. The has also been lengthened.
gear ratios have been made taller As of now the ‘Monster Dog’
in order to achieve higher speeds in comfortably reaches a max speed
each gear. The tyre and rim sizes of 82kmph in 1st gear and 117kmph
have not been changed. The in 2nd gear. It comfortably breaks
tyres have been through the 100 mile barrier in
upgraded to V fourth gear! Kunal has not been
rated able to open up the throttle in 3rd,
ones 4th and 5th gears for he has not
which been able to find a secure, open and
long road where it would safe to do
so. He reckons that a two kilometer
stretch would be required to go flat
out on this motorcycle and see its
potential. The numbers will further
improve once the engine gets the
much awaited supercharger and wet
NOS kit fitted to it.
Kunal recently purchased an
Eaton M62 supercharger off e-bay
after researching about them for
some time. The order for a wet
NOS kit has also been placed and
its delivery is awaited. Kunal has
1 Gearbox
It is a 5-speed one and has been sourced from
a Royal Enfield Thunderbird
2 Aerdynamic Shape
For attaining higher speeds, the right
aerodynamics are of a bigger help than
outright power
earlier dragged this bike with a
dry NOS kit when he participated
in the 2006, 07 and 08 Speed Run
which he also won in the bullet
class. So he has experienced
the benefits of releasing some
laughing gas into the combustion
chamber of the motorcycle.
According to his calculations,
the engine currently revs upto
a maximum of 6300rpm. He is
confident that with the help of
NOS it should rev up till around
7500rpm!
Once the above two parts
arrive, Kunal plans to fit them
individually first to gauge their
contribution towards the engine’s
performance. They will then be
used together to see if they both
the supercharger and NOS kit can
work in sync towards delivering a
much higher top speed. Extracting
the best performance from an
engine definitely won’t happen
overnight. It is continuous trial
and error process with a steep
learning curve. Also, these
pictures show how the motorcycle
looks currently. Once it gets
Bonneville ready, its look will
further change owing to a smaller
tank and paint job.
Don’t be fooled into thinking
that the mechanical work carried
out on this motorcycle merely
involves the most popular means
undertaken to increase the
performance of an engine. Kunal
has been running a workshop
for servicing Royal Enfield
motorcycles since the past 6
years and understandably knows
a thing or two about the best
ways to extract performance
from them! Ever since he
started working on the ‘Monster
Dog’ Kunal has spent a hell
lot of hours on Research and
Development. He too suffered
from initial setbacks like melted
pistons and blown off spark
plugs.
After getting all the
theoretical explanations
pertaining to the ‘Monster Dog’
we requested for a practical
demonstration. Kunal still doesn’t
disappoint us. He waited the
traffic flow on the road to thin
out, brought the beast to life
and whacked open the throttle
in first gear. It was sight to
be witnessed. Even with a tall
1 Carburettor
The engine breathes through a bigger after market
32mm carburettor for a richer air/fuel mixture in the
interests of improved performance
2 Veypor Digital Instrumentation
As the picture shows, this unit includes a tachometer,
speedometer, gear and g-force indicator.
gearing the motorcycle shot off
towards the horizon and within
seconds was out of our sight!
Rubbing my eyes in disbelief,
I murmured to myself that a
supercharger and NOS kit are yet
to unleash their magic!
Once Kunal revealed every
single detail pertaining to his
bike, we quizzed him about his
motive behind spending copious
amounts of time on making a
Royal Enfield bike Bonneville
worthy. Kunal humbly replied that
ever since he started servicing
these bikes the urge was there
to something different with them.
He started modifying this bike
for taking part in the Mumbai
Speed Run events. After three
consecutive wins his hunger
increased. He got sucked into
the addiction of extracting more
performance from his motorcycle
to clock faster speeds.
He soon realized that there
is no scope or safe environment
for top speed enthusiast to
attempt a record run in India. It
would be totally pointless if not
impossible to attempt something
of that sort here. The only
place where one can attempt to
set a credible top speed record
is at the Bonneville salt flats.
Also, at Bonneville the basic
idea is to have fun and people
appreciate the effort undertaken
by a wannabe land speed record
setter. Kunal has been working on
his Mission Bonneville dream for
the past one and a half ears.
He intends to be Bonneville
ready and present at the salt
flats to attempt a record run by
the end of 2011. Inspite of having
overcome many mechanical hurdles
in inching towards his goal, the
financial one still remains. Kunal
is currently seeking sponsorship
to remove the main hurdle
between him and his goal. No
Indian has never ever attempted
to set a speed record run on
any motorcycle at the Bonneville
salt flats. Success at the mecca
for top speed record runs would
mean earning the respect of
every bike enthusiast apart from
giving Buleteers a good reason
to cheer about the greatness of
their motorcycle!
1 Wheelbase Increased
The Supercharger and the NOS cylinder will be
fitted inside this void under the seat which exists
owing to the lengthened wheelbase
2 Engine
The ‘Monster Dog’ is powered by a 500cc engine
borrowed from a Bullet Standard
 Even with a
tall gearing the
motorcycle shot
off towards the
horizon and
within seconds
was out of our
sight!
 To the rescue!
Motoroids, along with Dr. Sanket Kawli and Dr. Arnob Gupta organized a one of its kind
workshop on first-aid and trauma for bikers. Read on to know how you can help your biker
buddies in case of an emergency
Words Shrey Sunil Photography Eshan Shetty

I
remember when I was in school; we used
to have these interactive sessions with
professional doctors telling us about basic first
aid. But frankly speaking during those times
I used to literally yawn. No offence meant to the
doctors though. It was just the lack of interest and
understanding of such things. However, a similar
session with a bunch of jovial bikers turned ouy to be
so interesting, I happily spent my Sunday holiday,
learning first aid lessons from two accomplished
medical practitioners. Now, a first aid session to
most is like a slice of bread, indispensable, but not
very interesting and tasty. Now let’s add a generous
dollop of butter and mix fruit jam to it. And here
we have yummy propostion. Yes! You got it right,
if the first aid session was the bread, and we bikers
were the additive for fun.
Let’s travel back in time a bit. No! Not too
much to the black and white times, just a little
more than a month ago when we had our first
ever Mumbai-Pune MotoMeet at Lonavala. With
around 50 bikers sweating it out in the sweltering
heat for a productive discussion, organizing a first-
aid workshop for bikers was one of the top points
in the agenda. Quite a few participants brought up
the topic and Dr. Arnob Gupta emphasized upon a
training sessions to make us bikers know what to do
in case a biker buddy turns into an accident victim.
Arnob, as always kept his word and introduced the
Motoroids Community to Dr. Sanket Kawli who
is a very experienced doctor practicing at Hinduja
Hospital. Dr. Sanket himself is an avid biker and
has seen various emergency cases where damage
has been caused due to improper administration of
first aid. Hence, he was looking at an opportunity
to be able to train avid bikers in administering
effective first aid. Thus, a one-day basic first aid
and trauma workshop for bikers was organized on
the 4th of April, 2010. The venue decided was on
NH 17 just a few minutes after the Karnala Bird
Sanctuary. The venue itself wasn’t any hotel or a
hall. It was a rather spooky abandoned house just
across the road sheltered by a cluster of huge trees.
The participants were provided course material,
which they had to stufy and come. The workshop
would include also include a written test and
a theory session in the first half and a practical
session in the second half where Dr. Sanket would

It took some time before all the participants gathered and the workshop started. Thanks to a
leakage in one of the participants’ Bullet, we were two hours behind schedule
Trees all around and some wind made sure that no was
uncomfortable even in the middle of the afternoon
The place may look like a haunted house in the pics, but the
participants thoroughly enjoyed the rustic setting
Dr. Arnob shows and explains the use of various Dr. Sanket asking participants to mark the
components of a model first-aid kit for bikers answers after exchaning papers
demonstrate how to handle accident and
trauma victims and later on, members
would also get to practice the same with
their partners.
Preparation:
On the 4th of April, Amit and I reached
the location along with Dr. Sanket
and his cousin Salil. First of all, we
were very much disappointed with the
news of a few cancellations since the
seats were limited and many interested
members were denied participation as
we wanted to limit the participants’
number to 20. Then came another call.
It was Dr. Arnob. Arnob informing us
that he and other riders from Mumbai
would be a little late due to a broken
down Bullet. However, it proved to be
a boon for Amit and me as we got a
little extra time to prepare for the quiz
(Yes! we did not study. Ahem! Well, he
did, I didn’t). Soon we were joined by
Chaitanya and our very own shutterbug
Eshan from Pune. Not much time later,
arrived the entire team of Mumbai riders
with Arnob. We had a member all the
way from Mangalore too (Mangalore
Motorep Meghan Naik) who was still
on his way trying to ride the TVS Jive
like a Yamaha R1 Rossi Edition and
make it in time.
The test:
The session started with a written test.
It was a combination of objective-type
and essay-type questions. I tried my
luck for all the questions (Yes, luck! Not
brains!). “Time’s up!” said Dr. Arnob in
fifteen minutes. We were made to swap
our test papers and mark participants
based on the answers announced by
Dr Kawli. We did have a good laugh at
the variety of answers we got. The most
remarkable one was the last question.
The question was “You are alone on a
small isolated (non highway) road, and
see what seems to be an accident ahead.
Bike down in the middle of the road,
one person lying down and covered in
 With bikers around, there wasn’t a moment without laughters
Dr. Sanket Kawli has years of experience in handling
trauma and emergency cases
Don’t try to remove the victim’s helmet. You can unstrap it and lift it a bit for
access to mouth though. Helmet also helps support the neck
In case of intense bleeding, a sterile, non-stick gauze should be
applied to the wound and be tightly wrapped
blood, other flagging you down. How do you administer first aid
with your limited resources?” There were many answers to this
question. Some of the members wrote as much as an English essay.
But the answer was quite simple. It did not have any connection
with first aid. It was just common sense. The answer was “ First go
ahead of the scene (at least 50 feet) then call the person flagging
you down towards yourself after keeping the bike parked with its
engine still running.” The simple reason behind this was to avoid
ourselves from being in the similar situation in which the victim
was. Who knows, it could be a case of murder too, and YOU don’t
want to end up being a victim.
The theory session:
After this, Dr. Sanket carried on with explaining the course material
which was supplied through the Motoroids website. The course
material had some important Do’s and Don’ts for such situations.
It also included information regarding some general symptoms
and indications of trauma. The golden rule in attending a victim
was described here. It wasn’t something that tough to remember,
however, in case you forget, you may ask your kindergarten kids to
remind you, since the short forms are the starting four letters of the
alphabet A,B,C and D. A stands for Airway and Cervical Spine,
B stands for Breathing, C stands for Circulation and Bleeding
control while D stands for Disability. A victim is supposed to be
assessed in this order, always. And if the victim is diagnosed for
any problems in the above order, the problem should be rectified
and the patient should be checked again from the beginning (A)
in the same order. Dr. Sanket also explained various symptoms of
head injuries and chest injuries. Followed by this was the session
where Dr. Arnob and Dr. Sanket explained the use of the various
items listed in the standard first aid kit for riders. Soon the theory
session was over and we left for the nearby Karnala Hotel for a well
deserved lunch. Lunch was fabulous, and refreshed the participants
to get ready to act like patients all over again.
The practical session:
We got back to our location after lunch. Now it was time for the
practical session. At first, all of us were a bit hesitant to be the
victim for the practical session, but then we ended up fighting
to be the victim (Of course all of us wanted to sleep in the mid
afternoon time). The practical session included how to move a
victim to the lateral position without harming him (the right way
to handle the neck), how to attend a fracture, how to transfer
a victim to a stretcher and how to perform a CPR (cardio-
pulmonary resuscitation) using nothing but a pair of gloves and
some tools from your tool kit. After Dr. Arnob and Dr. Sanket
demonstrated a few examples, we were made to practice the same
with our partners.
After the practical session, we all headed back to the Karnala
 Hotel where we drank till we
wanted no more (of course not
liquor). Soon we exchanged words
of thanks especially with Dr.
Sanket for giving us his precious
time for educating us and Dr.
Arnob for arranging everythng so
meticulously. The course was not
at all like what it used to be during
school times. It was a perfect event
with proper amount of seriousness,
dedication and a little additive of
the Bikers’ humorous attitude.
There isn’t much point in
depicting the procedures taught at
the workshop in text, as it won’t
do anyone any good. However,
if the subject sounds interesting
and productive to you, stay tuned
to Motoroids, and you’ll soon get
your chance to attend a similar
In case of a leg-fracture using a stick for support, and wrapping it with Same applies to bone injuries for arms
bandage helps provide support which can be critical in some cases workshop!

There is a proper technique to hold the shoulders and support the Chin lift and Jaw thrust are actions performed to If the victim is gurgling, or seems to have liquid in his mouth
neck while tilting the patient to let the liquid in his mouth out bring a lumpy tongue blocking airway back in place that’s blocking airway, you have to tilt him
H School Chale Hum
ow would you feel if
sitting at your home, No, we are not talking about our Government’s
you stumble across an literacy campaign, but the state of the art California
opportunity to learn Superbike School brought to India by Preethi’s T. T.
high performance motorcycling Varadarajan with technical support from Red Rooster
Racing.
from people who taught Eric
Bostrom, Doug Chandler, Tommy Words: Rohan Albal Pics: Aditya Bedre
Hayden and James Toseland?
I don’t think you would have
much to complain. And if you are
a motorcycling junkie like I am
then you would be pulling your hair
out in ecstasy and begin fantasizing
yourself at the pole position of the
grid.
I shot out of my home and
indulged myself into some shopping.
Now I’ve got to tell you here, I just
can’t get enough of motorcycling
safety gear. I am always looking out
for a reason and an opportunity
to buy new gear and California
Superbike School coming to India
was as good an excuse as any
other. Money was splurged onto a
Marushin crash helmet, Alpinestars
MX-1 one-piece full leather suit
and full length Alpinestars SMX
boots. With almost no money left
to even buy myself breakfast I spent
whatever last dimes and nickels that
I could find in my pocket on DSG
Riding Gloves.
Yes! California Superbike School
was coming to India. For the first
time EVER! And I was going to be

Photograph: Gary Bailey

a part of it, for the first time EVER!
My Ninja 250R was set to serve me
at the track, and you guessed it right,
for the first time EVER!
With so many ‘first time ever(s)
‘, nervousness and curiosity was very
high. Firstly to be able to attend the
California Superbike School sessions
I had to get myself teleported to the 16th of February on time and in good when there you will get to hit the track...’ think leathers at temperatures wonted of a endeavouring to undertake - you have no
Chennai, a city more than 1,300 health. With an extra load of enthusiasm Little did I realise, that my decision of typical American barbeque you do feel like long distance experience and have never
kms away from the place where I was and adrenaline already pumping into my riding down to Chennai was nowhere an dead meat. Having to wear leather gear in toured more than 250kms at one go.’
hatching my pole position dreams - veins an esoteric decision of riding down experience anywhere close to the icing on sun, rain and snow (well it will never snow The sound advice made sense, except that
namely Pune. I had to show up at to Chennai was considered. the cake. It was like rubbing my buttocks in this part of the world) is one of those it made no sense at all. When you ride a
the Madras Motor Sports Club race ‘That would be the icing on the cake and my back against a huge-arse Texan downsides of riding a motorcycle. motorcycle you assume and accept the
track at Irrungattukottai, Chennai on - you would get to tour to Chennai and Cactus plant. When you are wearing 1.4mm ‘It’s a very risky thing that you are associated risks that come along with it. If
you wish to tip toe through life only to arrive at death
safely, then STAY HOME!
Soon I was in the saddle and the Ninja 250R was
on the road (NH4) and within no time was munching
miles and drinking fuel at a rate comparable to that of
a Space Shuttle…
California Superbike School has one day classes
and a two day camp. I was blessed with two, two day
camps! That meant four days at the track with coaches
who did nothing but ride bikes all over the world all
throughout the year. It turned out that four English
blokes from the UK staff of California Superbike
School (will be addressed as CSS henceforth) were to
be our Gurus for both the two day camps. Amongst
those four blokes was Andy Ibbott - the guy who
coached Thomas Luethi at MotoGP 250cc class and
saw him through as the winner.
“Discover the art of cornering” that is the motto
for CSS. Hell yeah! Many of you readers would agree
that the true essence of motorcycling lies in cornering.
Your right wrist bravado will not save your bacon for April 2010
long; neither on the streets nor on the track. The way
I see it the roads are full of corners; sure there are a
few straights but they only lead you to the next corner.
All braced then at 7am on the 16th of February I was
excited to discover the art of cornering from none
other than
1.Andy Ibbott
2. Gary Bailey
3. Jet

1 “4th Gear .....No brakes...” - Andy Ibbott

2 “Your practice session is done when you

see this flag” - Gary Bailey

Keep the 3 ‘Hope these guys can take it...’ - Glenn

bike stable!
Andy Ibbott
breaking
it in to us
what we had
really signed
ourselves in
for 4 days!
31
 4. Adam into two colour coded groups: the white
5. Glenn group and the green group. Flags and
The customary Kit check was their significance were explained to us
conducted by Glenn. The leathers, and with these basic things out of the
boots, helmets and just about the entire way we were ready to actually start
riding gear was checked for to make sure discovering the art of cornering. True
that the gear as a whole was fit to be used motorcycling discussion began with
at the track. Andy asking us what we thought was
I’ve heard you can learn a lot about our job for the day.
traction management by training in rain ‘To keep the bike stable’ your job is to
with the CSS, but I had no desire to do keep the bike stable at all costs and with
so! The Ninja 250R was my ride back all means. Your job for all the 4 days is
home to Pune and at no cost did I want to keep the bike stable. Mind you many
to total it. Fortunately for me, it doesn’t of the attendees were hardcore racers
rain in Chennai in February. In fact, to themselves, so by ‘keeping it stable’ he
be honest it didn’t look like Chennai had didn’t mean learning how to balance.
Gary any changes in weather anytime during Keeping the bike stable in a corner at
making sure the year. It looked as if the only thing lean angles and at high speeds is what
everybody that happened in Chennai was that the we are talking of here. There are four
knew what
they had to Sun shone every single day and turned levels of training and everyone starts at
do on the the entire city into a big ass Sauna Bath, level one. Through a series of interactive
track one
final time for free. discussions with the class the foundation
before they Breakfast was consumed, indemnity was laid and we were prepared for our
started their
practice forms were signed and we head towards very first lesson: throttle control.
session the classroom. 24 riders were divided That was our first lesson, our very
first drill. And I can safely
Hows conclude today that it was the
your most important drill. The thing
lot of about the lessons at CSS is that
students
faring each lesson builds on the one
up ? before. So if you haven’t got
the very first lesson right your
chances of even understanding
the second lesson are meek.
Nevertheless the coaches hound
you on the track and make sure
you get this drill right.
Throttle control started
us off in a single file using 4th
gear only, with no brakes to
get a feel for the amount of
engine braking and control
available and develop our sense
of speed. Prior to the class I was
Glenn concerned about having riders
getting passing and riding next to me.
ready for The Coaches await
the day’s untill Gary the course But the coaches and the course
onslaught conductor made sure
we all knew what conductor Mr Gary Bailey
was to be done made sure every that everybody

Time To
execute on
the track
what you
learnt in the
classroom.
Not exactly
an easy task
1 Black flagged! time to pull
out and get an earful
2 We have a problem mate!
If Gary had a word with
you during the practice
session you could be sure
you were doing something
fundamentally wrong.
3 other drills dealing with turning quickly,
On Track corrections and
feedback from the coaches.
Do it right Mate!
had understood that the track was a learning
environment for the 4 days to come and that if
anyone were found close passing or racing they
would have to forfeit their place at CSS. It was
a threat, and it worked wonderfully well.
I learnt an important aspect about speed
that day. Speed is relative. You may think
you’re riding fast until someone smokes past
you. It was common to have a coach pull in
front of you and motion for you to follow his/
her lead. (You’re doing your best while the
coach is glancing back over his/her shoulder at
you while cornering. Rather humbling!)
The coach also communicated with you on
the track with live hand signals when on the
motorcycle. These hand signals were discussed
at length in the classroom sessions before so
all knew what it meant when the coach was
pantomiming with his hands. Occasionally
the coaches even pull you back into the pits or
onto the side of the track to discuss something
which they see you doing wrong. The track
session lasts for about 20-30 mins and once
done with the session every student had to get
back to his Coach for a detailed discussion
of what you thought you were doing wrong
and what the coach observed you to be doing
wrong. This was the best part of CSS. It was
like having personalized coaching. This is also
perhaps the most interactive part of CSS with
a lot of questions being shot at you and a lot of
feedback flowing to the coach. If your feedback
to the drills and lessons and its execution on
the track is good, the coach can really help you
analyse your riding.
After the session with your coach it was
back into the classroom to talk about “Turn
Points”. This time, when we went onto the
track the coaches had placed a large X where
they wanted us to turn in for a given turn.
They were “spoon feeding” us, but the idea
was to experience turn points which might
be placed at a spot differently than you would
normally use. We were allowed to use 3rd &
4th gears, but still no brakes.
The first day was Level 1 and included
minimizing negative rider input and their
“two-step turn” process, an introduction to
 April 2010
Level 2. As the exercises progressed,
we were allowed to use more gears and
braking. Generally by the end of the day
there were no restrictions. It was as fast
or slow as you dared to go, but under
control. If observed riding unsafely,
you could be “black-flagged” and pulled Coach
signalling
from the track. to a rider
With second day we were all at level following
him to open
2. The drills got harder and the sun got the throttle
merciless. I have never drunk so much constantly
and smoothly
water in my life without having to piss for the
even once! I was sweating profoundly remainder of
the turn.
and was trying to make sense of whatever
was being taught to me. I was keeping up
with riders at the track and it demanded
sheer focus and concentration. Executing
everything that you have learnt in the
classrooms while not forgetting the
lessons of day 1 was quite a considerable Look
task, I tell you. By the end of the day I through the
turns. The Body
already had a fever. They called it ‘track two step Positioning
fever’. It was normal and it’s mainly due method was on a static
perhaps bike. Show
to exhaustion. At the end of the day I the most me what
had fever for all the 4 days. Mornings instrumental you do
drills of CSS when out
were fresh and I was always raring to there in a
learn more. Riding at the track is really corner.
a lot about endurance. It simply isn’t an
easy thing to do to be doing from 0700
hrs to 1800 hrs. I think the only reason
I survived it was the euphoria and the
adrenaline in me.
How to describe a lap? Accelerate
out of the pits, slow, down shift, listen
and look for other bikes approaching.
Snap it to the right for turn two - the
one which is a 90 degree right hander
and has no space, hanging off to the left
(a good place to drag a knee) and roll on
the throttle to take the next left hander.
Shift body left and right quickly for The coach
the follow through, engine beginning to firing away
snarl. Gas it up on the straight, brake, this cylinder to
catch up with
snap it over for a quick left hook, and a student he
quickly shift the body to the right for thinks needs
correction. You
the immediately following long never had to marvel
ending right turn. Tuck in the knees, at them if you
caught them
start pouring in the gasoline, onto a doing that
short straight where you pin the throttle, Impeccable
cornering.
34
 April 2010

(R-L) Our associates, Ten10 Racing, sharpen their Even in the sweltering heat of Chennai, Gary
Red Rooster Racing’s skills with the CSS training affords to flaunt a smile
Mr. Amit Sandill, Mr. Navroze Contractor,
Krishnan Rajni (RRR’s lead racer) and Joe (the
tuner) with some of their associates

Rohit Giri (Right) who won the ‘Star Student of the CSS’
award, with Siddarth, Mr. T. T. Varadarajan’s son
Andy shares a brief chat with K. Rajni

35
engine starting to scream, for just a few moments to Classroom Sessions got the basics out of our way. Without them we April 2010
get past that rider in your way. couldn’t be doing what we did on the track
Shift body left, knee out for turn 6, scrub off some
speed, turn right quickly, tracks second never ending
right hander...keep rolling on the gas here, keep tight
on the apex here as you need to get a good drive out
of this onto a long straight. Approach the dreaded
corner C8, body way right, knee out, brake, snap it
tight for the right, relax arms and body for bumps in
the pavement, quickly shift body to the left for the
soon to come left hander. Straight again, pin that
throttle, approach the slowest part of the track the c10
and c11 ‘S’ which ends in an uphill gradient, don’t Feedback time. The coach discuses your
miss your apex at C10 or you are done for! Take the weakneses with you after a practice session.
This saw the most improvement in all riders.
C11 and downhill towards a ling fast right hander.
The last corner of the track - accelerating, sweeping
right hander. The straight at start finish line in sight,
gun the throttle, approach C1 at speeds in excess of
200 kmph, suspension being compressed, stay relaxed,
ripples in pavement, don’t want to upset bike. All this
in just over 2 minutes! Ok I could never do it in 2
minutes but there were racers doing all the above 3.17
kms in 1.46 minutes. Amazing, if u ask me.
Was it worth the cost? You bet! It was several Andy starts off
weeks before the perpetual smile started to wear off. with the final
Any time I reflect on the class a big grin spreads across theory sessions
my face.
Did I learn anything that I can use on the street?
Most definitely and the classes revealed weaknesses I
need to work on.
I also noticed on the way home a reduced need to
twist the throttle up. It seemed the “Need for Speed”
had been quenched, at least for the time being.
California Superbike School is a first class
operation with top notch personnel. Everyone was
great and it was obvious they really enjoy what they
do, but at the same time are serious about it. They run
a tight operation, yet in an un-stressful way. I can’t say
enough good things about them. You will come away
an improved rider.
At the end of it all I was ‘Level 4’ certified from
CSS and there was a small but splendid certificate
distribution ceremony kinda thing in the late evening
of 4th day.
With the certificate safely tucked in my tank-bag
I got up the next day and started riding towards Pune.
To this date the ‘Level 4’ certificate from CSS is the
most prized possession for the humble biker in me!
Our friend Rohan Albal who was one of the lucky The CSS team often had discussion as to how the progress was being made
few to have made it to the CSS throughtout the course of the day. Utter professionalism and dedication
36
Mr. Dinesh reddy
In conversation with

Managing Director, Red Rooster Racing

Photos: Aditya Bedre & Red Rooster Racing

In recent times, Red Rooster Racing has been one team that shows the promise of taking Indian
Motorsports to a global level and making a long lasting mark in the times to come. From nurturing
upcoming talent to being a part of noteworthy initiatives like the Indian leg of the California
Superbike School, RRR is all set to make a difference in the true sense of the word. We recently got
in conversation with Mr. Dinesh Reddy, the person who is at the helm of the Red Rooster outfit. A
gem of a person and a humble, down-to-earth biker at heart, Mr. Reddy is one personality that ever
aficionado of Indian Motorsports needs to meet and interact with. But till that happens for you, here
are a few words of wisdom from the man himself:

1. When did biking happen in your life?

To say the least, a long, long time ago ! To be a little more precise, when i was 7 years old. I remember that summer vacation when my
dad’s friend took me along to see a couple of riders (cant remember their names now) who had come down from Germany. I don’t recall
the exact occasion, but the venue was an old, unused T-shaped air-strip on the outskirts of Kolar town, around 70 kms from Bangalore.
The very moment I saw these guys ride their 250cc, two-stroke TZs, it was love at first sight !

2. We journalists keep on saying that this decade has been the rebirth of motorcycling in India with better machinery coming in and the
biking brotherhood spreading. What was the biking scene in India like when u began?
When we began riding, everything was an issue. Right from non-availability of bikes, to poor infrastructure, to lack of exposure. We didnt
have as much as a clue of a ‘ true ‘ motorcycling experience, that is very possible today, due to availability of the above mentioned and
the television, thanks to which, the knowledge and exposure of the latest developments World over are no more privy to the elite.

3. When and what urged you to start Red Rooster the biking group and why the name ‘Red Rooster’?
When a bunch of us BABs (Born Again Bikers) started riding long distances (between 200 & 400 kms) every Sunday, we soon got noticed
and aroused people’s curiosity of what our hobby was all about. As papers and magazines started writing articles about our group of
riders, it soon became eminent we had to call ourselves something that readers would clearly relate to. It was then that I coined the
name “Red Rooster” for our group. I came up with the name “Red Rooster” simply because i believed it was a very unique name that
offered numerous exciting options to promote it as a brand.

4. How did the group transform into Red Rooster Racing?

After about two years of many exciting and wonderful rides together, the core group slowly began to dissipate due to personal
commitments. It was around this time that some of us decided to go and test our riding skills at the track in Sriperambatur. And when
we did get there, to my utter dismay and surprise, I was exposed first hand to just how many young, enthusiastic, talented riders and
drivers were lamenting due to the lack of proper support and encouragement. It didn’t take much longer from that moment to decide
that i should try and extend the much needed support these youngsters deserved. And quite simply, what better name for such an
initiative than “Red Rooster Racing” !!

5. What is the ideology behind RRR?

It’s no rocket science !! To try and find that elusive Indian Alonso or Stoner !! Of course we know it’s a lot easier said than done. But we’re
a lot happier trying than just saying !!

6. Apart from being the person responsible for Red Rooster Racing, what other roles do you play within the team? Who are the other
faces behind Red Rooster Racing?
Perhaps the question should be, ‘What are the roles that I don’t play?’ It would almost be a never-ending list, but to cut a long story
short, I try to involve in all aspects of the teams. Needless to say, this is I’ve always believed “culture” is an outcome or result of / coaching / mentoring etc. that have to be available and have is honing?
not and cannot be a one man operation. On the technical side and a numerous inputs. By this I mean, proper opportunities given to fall into place for the individual to be successful at a world
director on the board, we have Mr. N. Leelakrishnan, arguably one of the to appropriate talent at the appropriate time in an appropriate level. For now, fielding an Indian rider in Moto2 isn’t an option Very humble for sure. Besides being as excited as a kid with
top five most recognizable names in the Indian Motor-sport fraternity. manner is what will influence and dictate a sound culture. This for RRR. cotton candy every single time !!
On the management side, there is Mr. Kumar Nadig and Mr. Deepak in turn creates an atmosphere for champions to evolve, who in
Mathew, who in their own right are successful businessmen bringing turn influence the culture. 16. Is there any support (technical, mechanical, financial etc.) 19. Like most other sports in India, is Indian Motorsports
years of valuable management expertise, besides a burning passion whatsoever from any of the Indian bike manufacturers for plagued by politics too?
for Motor-sports. Then there is Mr. Amit Sandil who is spear-heading 13. What has been the biggest achievement for RRR till date? your team? If no, what do you the think are their reasons of
the two wheeler initiative, along with Mr. Andrew Morrice, based out shying away from such an opportunity, considering the fact Which part of society can ever escape this inherent quality ?
of Singapore. Besides these few names, there are a whole bunch of In my opinion, I think it is K Rajni’s podium finish at the Chennai that most of the litre class icons are either here already or Politics or not, we have “ miles to go and promises to keep “.
drivers, riders, mechanics and administrative staff that have enabled round of the FIM Asian Motor-cycle championship last year. coming here soon?
Red Rooster to come as far as it has. (Could it be because I’m a biker at heart ?!?!?!) 20. What according to you is the reason for Indian Motorsports
Unfortunately there has been no support what-so-ever from or Indian racers not finding sponsorships as easily as the
7. Apart from Motorcycle Racing, what other forms of racing does RRR 14. What are your plans for the future and where does RRR any of the Indian bike manufacturers towards Red Rooster motorsports abroad?
participate in? eventually want to be? Racing. I suppose they would be best equipped to justify their
stand in spite of the team’s strong commitment towards two Quite simply due to the exposure levels the sport currently
RRR is involved in Rallying, Circuit Racing and Karting as well. We are Where would an avid mountaineer want to end up ?!! At the wheeler racing. enjoys with the print and electronic media. And this is also
also trying to promote cycling. peak of Mt. Everest, right ?!! Similarly, God-willing, we would partly due to the fact that we do not have the kind of Motor-
like to scale the pinnacle of Motor-sport by reaching Formula 17. Do you think the exorbitant import duties on high capacity sport infrastructure like the countries where Motor-sports
8. RRR and Preethi recently brought the CSS to India. What was their 1 for cars, MotoGP for bikes and WRC for Rallying in the years bikes are one of the primary reasons for preventing youngsters has evolved. This automatically restricts the variation that is
take on Indian Motorsports? to come. from getting into super sport/ superbike racing? Is there any needed to make any Championship sufficiently exciting for
official way out to tackle this problem? sponsors to come forward, which in turn affects the exposure.
The team from California Superbike School were indeed pleasantly 15. Preetham came very close to racing in the 250cc category Indeed a Catch-22 !!
surprised at the entire package, consisting of the track facility in Chennai, at the MotoGP but as per our knowledge, the lack of finances For sure, exorbitant import duties will neither help man
the quality of talent and the level of interest amongst the participants, curbed those plans. Is the situation any better now? Is Moto2 nor machine nor what they can do together !! Numerous 21.If there was one thing that could change in Indian
and the standard of hardware (read bikes) used by the participants and an option? If not with Preetham, any other racer from your representations have been made to relevant authorities, but as motorsports, what would that be?
what was provided for the trainers. It was rather evident, even to them, team? evident, have fallen on deaf ears. I suppose the sales of these
the only area sadly lacking in our country is infrastructure related to bigger bikes is so tiny and therefore irrelevant, I reckon that it For both, Central and State governments to realize that Motor-
Motor-sport. As you know, there are a number of factors that have to come is going to take a couple more decades for these shackles to be sports is a very successful world wide phenomena, with an
together for a rider or a driver to be able to participate at world removed for us poor Supersport / Superbike bikers !! immense revenue generating potential and being inherently
9. Is it the ideology of your team that sets you apart from the rest of the level. Undoubtedly, while talent and finances are amongst the a very exciting sport, is close to the hearts of millions of
motorsports outfits in India or is it that other teams have a lack of focus most important elements needed to participate at world level, 18. After a break of almost two years from motorcycling people. This would certainly encourage them to look at their
or lack of funds? there are a whole bunch of other critical requirements such as (correct me if I’m wrong), how does Mr. Dinesh Reddy feel to contribution to promoting Motor-sports differently.
top-class equipment, proper technical back up, proper training share track time with the world-class racers that the RRR team
While I certainly cannot comment on the ideology or focus of other
teams in our country, I can categorically say, without appropriate
funding, there is sweet little any Motor-sports team in the world can
do or achieve. For any Motor-sport initiative to fulfill it’s true potential,
proper financial planning and support is elementary. Needless to say
our ideology is clearly thought through and our goals are practical.

10. RRR is one of the most desirable teams in Indian motorsports. So

what is it that an aspiring racer needs in order to qualify for wearing
the RR uniform?
Heaps of talent and a passion that will scorch the track !!!

11. How do you indentify talent?

As we are involved in most disciplines of Motor-sport in India, we are
constantly present at most of the events. The team certainly keeps it’s
eyes and ears wide open to scan for any new up coming talent. Once
such talent is identified, we put them through an evaluation program,
consisting of various parameters to determine whether the individual
has the required potential to be taken on board or not.

12. After participating in International events and doing a commendable

job, what are the key differences you have cited between the racing
culture in the other Asian countries and the racing culture here.
 Scaling
Feature Story-Winner of Motoroids2 Super Trip Contest

the
subcontinent
Words & Pics Niranjan B. B.

You don’t necessarily need a BMW 1150 GS to tour long distance.

Niranjan B. B. and Nagaraj T. S. from Bangalore taverse India, Nepal and Bangladesh on a
Hero Honda Splendor and a Honda Unicorn. Relish the captivating log of their crazy adventure

M
y buddy
Nagaraj and
I embarked
upon one of
the most exciting motorcycle
adventure of our lives,
which took us on a 64-day
trip across India, Nepal and
Bhutan covering ground of
almost 18,612 kms. Astride a
Honda Unicorn and a Hero
Honda Splendor, we started
this ride on 23rd of January,
which lasted till 27th of
March 2010.
We were short on funds
required for such a long trip,
but thanks to the Government
of Karnataka, we managed
to get sponsorship from
Gethnaa Sports Department
and few corporate companies
in Bangalore. We also had a
social motive for this ride,
which was to create awareness
about adventure sports and
global warming to school
children along our way across
India.
With the ride plan
chalked out, the Sports
Minister Gooli Hatti D
Shekar finally flagged us
off on 23rd January from
Bangalore and we were off on
this fabulous journey.
In the first two days
we covered about 550 kms
covering the Chitradurga
Fort and the Belgaum
Fort on the way. Then we
 entered the state of Maharashtra to make
our way through Pune - the biker’s capital
and visited few holy places such as the
Mahalaxmi Temple in Kolhapur and Sri Sia
Baba Temple near Nashik. Soon we were in
Gujarat - the land of chemical factories and
crossed Gandhinagar and Ahemdabad.
On the 8th day, we entered the majestic
and heritage state of Rajhasthan. Here we
visited the Udaipur Palace and experienced
living in a five star hotel located in the
middle of a lake. Next on the list was the
popular hill station of West India, Mount April 2010
Abu.
Making our way through Jodhpur we
reached Jaisalmer where we embarked on a
two day camel safari in sand dunes, which
was a superb experience. After the safari,

’ Visiting the Mahalaxmi Temple Watching the sunset at the beautiful lake in Udaipur
about ‘Global Warming at Kolhapur in Maharastra
Spreading awareness rna tak a
in Belga um , Ka

The Uda ipur pala ce provide s Mera number kab ayega? Wai From horsepower to camel-powe
an insi ght into the rich her itag ting for a ride on the ropeway r!
e of Indi a

40
 we were back on our bikes and rode towards
Bikaner and then to Jaipur. The next day was
spent in sight- seeing places of tourist interest
such as the Hawa Mahal and other architectural
structures
On the 14th day of our journey we got to
see one of the Seven Wonders of the World in
blood and flesh - The Taj Mahal! It was extremely
beautiful!
We entered the capital of the country, New
Delhi on the 16th day of our ride and visited
the world famous India Gate, Red Fort, Jantar
Mantar, Raj Bhawan, Qutub Minar and the
Lotus Temple.
From New Delhi we rode towards the land April 2010
of evergreen fields, Harayana and covering
Kurukshetra and Panipat, we rode towards
Punjab, the land of wheat fields. Next on our
itneary was the Golden Temple in Amritsar. It
was a magnificent sight! Once we were inside
the Temple, pure silence and serene ambience

We try trick photogra

phy to show that we getting ready for
Camping in the desert after the
camel ride wrong settings on the
cam don’t show the
are lifting the sun. Bu
t Shoe-makers in Rajasthan are
sun at all – making the Himalayan Yeti
look like tribal danc us
ers!

before the Red Fort

The two ride rs pos e in fron t and Niranjan poses
of the Taj Mah al

and the
two pose
again,
in front of
the
India Gate.
Are they
honey
mooners?
Nah…
kidding!

41
 engulfed us and we spent two good hours inside
the temple submerged in tranquility and peace.
After the temple and refueling of our tummies
we made our way to the Wagah Border.
After Amrtisar, we keep riding upwards to
reach Jammu and paid our respect to Vaishno
Devi after trekking for two days. Next day, we
reached Kashmir, the land of gorgeous valleys
and breathtaking snow - capped mountains.
Here valleys were as deep as 5000 to 7000
feet and we had to be extremely alert while
riding. On our way we crossed Patnitop and
reached Srinagar where we spent our evening
around the famous Dal Lake and the beautiful
gardens nearby. The next day, we made our way April 2010
towards Gulmarg where we were greeted by 4
feet snowfall. The view was extra ordinary no
matter where you looked. After Gulmarg, we
rode towards Pahalgam and crossed the Jawahar
tunnel which was a wonderful experience.
Soon, we entered the state of Himachal

A Tea ‘n’ a bite to es

Took blessings at the Golden temple cape cold bite near
The Qutub Minar did not fit in the frame Patnitop in Kashmir

Niranjan
quickly p
l oses for
arg , Himacha a snap a
lad en roa ds in Gu lm a t Dalhousie t the Bud
En joy ing the sn ow Buddhist m
o n k s dhist Monaste
ry

42
 Pradesh and made our way through Dalhousie, River Beas. the mighty Nanda Devi mountain range. Here April 2010
Dharamshala, Shimla, Kulu, Manali and also After the rafting adventure, we reached we visited the shrine of Lord Kashi Viswanathan,
engaged in white water rafting adventure in Uttarkhand, the land of Gods - Dev Bhumi and Yamunotri, Gangotri and immered ourselves in

If only our bi l high

kes could do
the same! Manali gives you a rea

in Konark
the Sun temple
On the steps of

in Uttarkhand
At Poorna Kumba Mela in Haridwar Camping beside the Yamunotri

43
 the holy waters in Haridwar at the world famous
Kumbh Mela.
After the holy dip and witnessing the largest
gathering of people at one place at the Kumbh
Mela we rode towards Pitoragargh and Tanakpur
to connect to Mahendra Nagar Rajmarg and
entered Nepal - the country which houses the
famous Mount Everest and Mount K2.
In Nepal, we spent almost seven days,
conquering the mighty K2 and visiting National
Parks, World Peace Centers, Pagodas, Swayambu
Temple and Lumbini. We also went to the China
border and entered the land of dragons to engage
in a round of shopping. Once back from China,
we made our way into India once again to reach April 2010
Siligui through the border town of Kakarvitta in
Nepal.
From Siliguri, we rode towards Darjeeling
where the climate was superb. We entered the
clean city of Gangtok in Sikkim and passed Lake
Chongu and Lake Gurdongmar at an altitude

into Nepal The sacred waters of Ganga in

arg – our entry Haridwar
Kali river bridge in Ne
pal
Mahendra Rajm

el in g Those are some of tallest trees we have ever seen!

as te ry, in Da rje
Ye t an ot he r M on World Peace Pagoda
in Phokara ,Nepal

44
 of 14,500- 17,200 feet. The landscpe here is
surreal and one had to see it to believe it.
Next we entered the state of Assam and
managed to enter Bhutan. We spent almost five
days in Bhutan crossing the capital, Thimpu
which is known for its beautiful architecture
and also crossed another city known as Paro
which again scores high on beauty and also has
an airport.
After five blissful days in Bhutan, we rode
back towards home country and entered Assam.
The next day was spent in visiting few places
of tourist interest such as the Mans National
Park, Kaziranga National Park, Assam Zoo and
Kamakya Temple. April 2010
Next on the cards was the land of lush
green valleys and cool climate- Meghalaya. We
headed towards the Cheerapunji, locally known
as Sohra, which is known to be the wettest
place in the world owing to heavy rainfall. We
reached here by noon when the sun was shining

There is a ‘M.G. marg’ everywhere; but few Tasty Nepali food in andu
Kathmandu mple in Kathm
are as beautiful as the one in Sikkim Swayambu te

Pi ne tre e ro ad World Heritage Toy train in Darjeeling World Peace Pagoda in Phokara
in Da rje el in ,Nepal

45
 bright but suddenly there was a change in the
mood of Weather Gods and we witnessed heavy
torrential rainfall.
Next we started riding towards West Bengal,
the land of dense population and known for
its extreme humid weather conditions. After
two days in West Bengal, we headed towards
Kolkatta and visited many temples and tourist
spots such as the Victoria Memorial, Jadughar,
Howrah Bridge and also engaged in blissful
rounds of tasting sweets and street grub.
The following day, we made our way into
Orissa, where once again humid weather April 2010
welcomed us. We visited the holy shrine of
Lord Jagganth Puri, Sun Temple at Konark and
also visited the Chilka Lagoon to spend time
with some friendly dolphins.
After Orissa, we entered the state of Andra

Darjeeling
r hill road near Camping at Tiger Hill was fun!
Misty foggy Tige Insects attack us in West Ben
gal

Slu rp! Wa i-wai no od

les an d a big gla ss
gre ets us in Bh uta n of ‘ch ai’
an
impu city, Bhut
Gate way to Th
The ‘Indian Oil’ fuel station in Bhutan makes us feel at home

46
 Pradesh, the land of Lord Vishnu and the rice
bowl of India. We made our way towards the
state capital, Hyderabad where we visited the
Ramoji Film City, Salar Jung Mueseum and
Char Minar. Also, on our way we crossed the
Vizag Port, Vijayawada Prakasam Barrage and
reached Tirupati to pay homage to Lord Balaji.
Nagaraj makes a Bh
utanese baby smile
Fortunately
Ram oji Film city in Hyd era bad
Next we rode towards Tamilnadu, the land
of Temples and Oscar winners. We reached the
state capital of Chennai and visited the famous
Marina Beach, Rajiv Gandhi Memorial and few
other architectural structures and made our way
towards Kachipuram Temple in Vellore.
Finally, after 64 longs days of hard riding,
ji
Cherrapun
ra in fa ll m assacre in
, no
Bungee jumping in Tatopani, Nepal
covering almost 18,612 kms on our superb April 2010
steeds- Honda Unicorn and Splendor, we
reached back in our hometown of Bangalore
on March 27th, 2010 bringing back with us
wonderful memories and a changed perspective
towards life, people and oneself.
Toy train railway station in Darjeeling
mala mountain
Riding on Tiru
47
Throttle
Wide
Open?
Hell
Yeah!
Being fed up of buying a new pair of shoes
every six months, Navendu Singh goes to
a race school to learn how prevent toe-
scraping, and return back a much more
accomplished rider …
 O
h shit, I’m still too
fast and the corner is
getting closer. Can’t
touch the brakes,
can’t use engine-braking and
I forgot to install a parachute.
Hands virtually go up praying to
the almighty and I lean the bike
into the corner. Prayer works and
I’m able to get out of the corner
without an issue. Lesson learned?
So far, I was going much slower
than what I could in that corner.
Welcome to the school, the
Throttle Wide Open (T.W.O.)
Motorcycle Track Riding School.
That was just one corner during
one of the laps during one of the
practical session of the school.
Having missed the very first
The instructors at classroom of T.W.O Motorcycle
T.W.O. used circuit
diagrams to teach Track Riding School by
us the basics as per IndiMotards, I had told myself,
the corners and their
layout
Be it a litre-class bike
like this one or a puny
Apache lke mine, the
basics of track riding
remain same for
everyone
Poncho talks to one
of the riders before
setting out for the
practical sessions
that come what may I had to
attend the next one. And here I
was, slogging it out 1,200+ kms
away from home, on a really hot
afternoon sweating like a pig but
with no complains whatsoever.
The school is about teaching
how to ride on a racetrack, in a
correct manner that is. Remember
your childhood? We were first
taught alphabet and then came
words and then full sentences.
On the same lines, this school
too aims at teaching one the
ABCD of riding on the race track
before we can learn how to form
words and in the end sentences (a
perfect lap around the track).
So, as I was to learn the
ABCD I was slotted into Level
1, with some guys undergoing
Level 2 training separately. The
first session was the longest
theory session in which Anand
(one of the trainers and one of
the masterminds behind this
initiative) talked about the
vision, counter steering, braking,
throttle, types of corners, etc.
While the theory session was
going on, Prashant (better known
as ‘Nomad’) was busy checking
the bikes and making sure they
all were fit to be taken out on the
track. Then came the moment
all of us were waiting for, theory
was over and we were asked to go
around the track for a few laps
and then come back in. Engines
were revved, brakes were put on
test and tyres were heated to such
an extent that they could roast a
few chicken strips and offer them
on a platter to the sticky tarmac.
After a few laps we came in
for the next theoretical lesson.
49
We were asked to go out again along with the
instructors, but were instructed to ride without
using any sort of brakes and riding in one single
gear (any gear of our choice). All of a sudden,
everyone who was gunning hard not so long back
was now approaching the corner and going at a
crawling pace. Well, the ABCD had started. To
go fast, first learn how to go slow.
By the time we all came back into the pit
lane we all had done a good amount of laps going
around the track without using the brakes. It was
time to get out of the riding gear and head out
to pick some refreshment (we had a counter full
of chilled water bottles, various energy drinks
and some chocolates, from where one could
buy anything at not much of a premium.) and
time for another short theory session. That was
the routine for the two days on track. In Level
A Honda CBR600RR
and a Yamaha YZF-R6
do their bit during
the practical sessions
1 we started with the ‘no brakes’ and ‘single April 2010
gear’ drill and then one by one we were asked to
work on the exit from a corner; followed by the
entry into a corner; combining the entry and exit
together; adding the apex into the entry and exit
maneuvers, etc. To help the newbies, entry and
exit points were marked on the track.
We were going out in groups of 5-6 riders
with one trainer leading each pack. He would be
50

One of the instructors
shows us the hand
signals during the
practice session
keeping an eye on everyone to
later share his views and answer
the queries of various students.
Anand, Bhaskar, Joshua and
Poncho who brought in a lot
of track riding experience with
them, did a wonderful job in
helping each student solve their
queries.
With each drill, we were
learning things one at a time.
That’s the right way to learn I
say, as this way you have just one
new thing being introduced,
on which you can concentrate
better. By the end of the first
day we were able to ride on the
track without worrying about
braking and gear shifting and
hence, concentrating only on
getting in and out of corners
correctly.
Later on Day 2 it was time
to get introduced to braking
(which we had totally forgotten
by now since we did one and a
half days of riding around the
track without using them!).
Most of us had slowly but surely
picked up pace. Poncho guided
us in the brake drill where we
were to accelerate hard and
then use only front brake (yes,
no touching the rear brake
pedal). A few rounds with him
on the braking drill and my
rock bottom confidence grew
close to sky level on using only
the front brakes. With the drill
over, we were allowed to use
small amount of brakes but still
no gear changes. Out went all of
April 2010
The ‘no brakes’ drill
made some riders go
real slow, only to help
them go way faster
as the schooling
progressed
us, again in groups headed out
by our instructors. Suddenly
the long straight was witnessing
some good speeds being clocked
by the motorcycles as people
were not worried of how to stop
at the end of it.
With each lap passing by,
I knew I was improving slowly
but surely. By the end of Day
2, I wasn’t going faster than
before but I was able to clock
consistent times, lap after lap.
My body position on the bike
had improved tremendously.
By the end of the school,
I was not scraping my toes on
the tar, which used to be a big
bother to me at the outset. I
came back a much better rider After a dose of
refreshments,
from the scool - thanks, TWO! the bikers line
up to resume the
practical sessions 51
 MOTO GP 2010 PREVIEW
An overview of all the teams and the riders for the MotoGp 2010 season. Compiled by : Shrey Sunil
Fiat Yamaha
Valentino Rossi
The Italian National is supposedly the most successful motorcycle racer ever. With
9 Grand Prix World Championships in his name, he started his racing career in
Grand Prix in the year 1996 by racing for Aprillia in the 125cc category. Popularly
known as The Doctor, he initially raced with Repsol Honda. After his venture into
Yamaha, people did not believe he could keep up his championship titles with the
Yamaha YZR-M1. However, the believers were proved wrong. Rossi was in the 1st
place with a total score of 306 points.
Jorge Lorenzo
Born in Spain, Jorge Lorenzo raced first for the Yamaha team in 2008. Since the
2008 season, till today, he has been the team mate of present World Champion
Valentino Rossi. He has been facing a tough competition with his team mate for
the World Championship title. Lorenzo was with Yamaha in the 2009 season as
well, however there have been speculations about the possibility of Jorge joining
Honda or Ducati. Lorenzo will remain in the Fiat Yamaha for the 2010 season
though, to try and claim the World Championship title.
Yamaha Racing team, the official factory racing team of Yamaha in MotoGP presently runs under the name Fiat
Yamaha. The team was founded in the year 1999 when it was based in Netherlands. Presently, the team is based in
Italy (since 2002). From the year 1999 to 2002, Max Biaggi and Carlos Checa raced for the team. Max was replaced
by Marco Melandri in the year 2003 who was again replaced by present World Champion Valentino Rossi in the
year 2004. The team was set on fire in the year 2008 with the entry of Jorge Lorenzo after which the fight for the title
started to ignite within the team itself. The team mates of this team will ride a Yamaha YZR-M1 each.
Ducati Marlboro
Casey Stoner
Since his childhood times, he had a unique passion and talent towards motorcycle rid-
ing. This was proved since the time he was just 3 years old when he used to move his
elder sister’s 50cc Peewee around the yard. Born and brought up in Southport, Queen-
sland, he made his debut in the international racing scenario in the year 2002. Stoner
won the title of 2007 MotoGP World Champion after beating Nicky Hayden. Casey
Stoner found himself on the 4th position with a total score of 220 points in the 2009
MotoGP season.
Nicky Hayden
Nicholas ‘Nicky’ Patrick Hayden popularly known as The Kentucky Kid made his de-
but in International Grand Prix Motorcycle racing from the 2003 season where he
initially was the team mate of present World Champion Valentino Rossi, with the then
Repsol Honda team. Hayden left the Repsol Honda team to join Ducati Marlboro and
race alongside Casey Stoner from the 2009 MotoGP season. Hayden was in the 13th
place with a total score of 104 in the 2009 MotoGP season.
Ducati entered into the MotoGP racing frenzy after the changes in the MotoGP technical rules which gave priority
to four-stroke machinery. Taking part in their first season in 2003, the team won its first championship within five
years in the 2007 season. Marlboro has been the sponsor of the Ducati team since early 2003. The 2003 season had
Ducati Marlboro team including Loris Capirossi and Troy Bayliss. However, the 2010 season will have the same rid-
ers as in the 2009 season i.e. Casey Stoner and Nicky Hayden. The riders will be riding a Desmosedici GP10 each.
MOTO GP
Repsol Honda
Dani Pedrosa
Dani Pedrosa is a Spanish racer presently racing for the Repsol Honda team. He
is the youngest world champion in the 250cc class Grand Prix. He made his entry
into MotoGP in the year 2006. Critics appealed that the short heighted Dani
wouldn’t be able to handle the heavy MotoGP bikes for the World Championship.
However, Dani proved to them that “size doesn’t matter”. In the 2009 season,
Pedrosa ended up in the 3rd place with a total score of 234 points.
Andrea Dovizioso
The Italian racer won the 125cc World Championship in the year 2004. He made
his debut in the MotoGP World Championship in the 2008 season racing for the
Team Scot Honda. Being one of Honda’s most consistent and talented racers, he
replaced Nicky Hayden and became an official racer of the Repsol Honda team for
the 2009 season. Andrea was in the 6th position in the 2009 season with a total
score of 160 points.
Repsol Honda is the official factory team of the Honda Racing Corporation and Repsol YPF. The team had a 3
rider line up in the year 1995 including Mick Doohan, Àlex Crivillé and Shinichi Itoh who raced on a Honda
NSR500. In the 2002 MotoGP season which was the debut of the new MotoGP class, Velintino Rossi who is the
present World Champion joined the team with Tohru Ukawa as team mate, with the new Honda RC211V. The
new 800cc Honda RC212V was introduced to the team in the year 2007 due to changes in the technical rules.
At that time, the team included Nicky Hayden and Dani Pedrosa. However, in the 2009 season, Nicky Hayden
was replaced by Andrea Dovizioso. The team will feature the same line up for the 2010 season.
Pramac Racing
Mika Kallio
Mika Kallio is a Finnish GP motorcycle racer who was awarded the “Rookie of the
Year” in 2002. In 2001, he made his debut in the 125cc World Championship,
racing with the Finnish rookie team by the name Ajo Motorsport. Mika made his
debut in MotoGP World Championship in the 2009 season with the Pramac rac-
ing team. The Finnish racer will be racing with the same team in the 2010 season
as well. Mika will race on the latest spec Ducati Desmosedici GP9. He finished in
the 15th place with a total score of 71 points in the 2009 MotoGP World Cham-
pionship season.
Aleix Espargaro
The Pramac team racer Aleix Espargaro is a Spanish racer competing in the Mo-
toGP World Championship. The 2010 MotoGP season will be his debut in the
MotoGP class. Prior to this, Aleix has also competed in the 125cc and 250cc class
of the Grand Prix Motorcycle racing World Championship. He is the replacement
for Niccolò Canepa in the Pramac racing team. Aleix has also replaced Canepa
owing to his injuries during the last two races of the 2009 season in Sepang and
Valencia.
The Pramac Racing team which competes in the MotoGP World Championship was created early in the year
2000 by an Italian company by the name Pramac. The team entered the MotoGP World Championship from
the 2002 season with Tetsuya Harada as a racer racing on a Honda NSR500. In the 2003 season, the team used
a Honda RC211V with Makoto Tamada as the racer. In the 2009 season, the team used a Ducati Desmosedici
GP9 with Mika Kallio and Niccolò Canepa as their riders. However, in the 2010 season, Canepa will be replaced
by Aleix Espargaro.
MOTO GP
Rizla Suzuki
Loris Capirossi
The Italian motorcycle racer currently races for the factory backed Suzuki team
called Rizla Suzuki. He is the most experienced rider in the 250cc World Cham-
pionship class and has been a former World Champion for Aprilia too. The 2010
season opening at Qatar, will mark Capirossi’s 300th start. Loris had finished 3rd
in the 2006 MotoGP season. With 110 points in hand, he finished 9th in the
2009 season.
Alvaro Bautista
The Spanish racer is racing for the Suzuki team in the MotoGP World Champi-
onship. He made his debut in International Grand Prix Motorcycle racing in the
2002 season of the 125cc World Championship. Alvaro will be making his debut
in the MotoGP World Championship in the 2010 season starting this April. The
racer has claimed the 2006 season World Champion title in the 125cc class while
racing for Aprilia and also was ranked 2nd in the 250cc class in the 2008 season.
The Rizla Suzuki MotoGP team is the official factory backed team competing in the MotoGP World Cham-
pionship. Kenny Roberts Jr. and Sete Gibernau were the racers of the team in the 2002 season which was the
debutant season of the new MotoGP class. At that time, the team racers raced on the Suzuki GSV-R four-stroke
motorcycle. The team which included Chris Vermeulen and John Hopkins for the 2007 season raced on the new
800cc Suzuki GSV-R. For the next season, John Hopkins was replaced by Loris Capirossi. The 2010 line up for
the team includes Loris Capirossi and Alvaro Bautista.
San Carlo Honda Gresini
Marco Melandri
Melandri is an Italian racer who is a former 250cc World Champion of the 2002
season. As a matter of fact, he resides just about 2 miles away from the Donington
Park race track in England. He made his debut in the MotoGP World Champion-
ship in the 2003 season, racing for Yamaha’s factory backed team with team mate
Carlos Checa. He joined the Gresini racing team in the 2006 season alongside
Toni Elías. Melandri shifted to the factory team for the 2009 season where he was
ranked 10th with a total score of 108 points. The 2010 season will however see
Melandri back in the Gresini racing team.
Marco Simoncelli
Marco Simoncelli is an Italian Grand Prix motorcycle road racer. The Italian racer
competes in the 125cc and 250cc World Championship. He has won the 2008
season World Championship for the 250cc class and finished in the 3rd position
during the next season. Semoncelli will make his debut in the 2010 season Mo-
toGP World Championship.
Gresini racing is the motorcycle racing team competing in the MotoGP World Championship under the name
San Carlo Honda Gresini. The team was founded in 1997 by Fausto Gresini, a 125cc class racer who has two
World Championship titles. At the end of the 2002 season, the team was given the new Honda RC211Vwith
Daijiro Kato as the team racer (joined in 2000). The team’s logo bears Kato’s number 74 as a memory and a sym-
bol of respect after his death in the start of the 2003 season. The 2010 season lineup includes Marco Melandri
and Marco Simoncelli.
MOTO GP
Monster Yamaha Tech 3 Paginas Amarillas Aspar

Ben Spies
Popularly known as “Elbowz” owing to his riding style with protruding elbows,
Ben Spies started as a wild card entry into the MotoGP World Championship after
Loris Capirossi’s injuries at the British GP on 22 June 2008. After this, Spies again
made a wild card entry for Yamaha Tech 3 in the 2009 season in Valencia where he
managed to finish in the 7th place. He signed a contract to race for the Monster
Yamaha Tech 3 team for the 2010 MotoGP World Championship season. Ben
Hector Barbera
Spies was in the 20th position with 9 points in the 2009 MotoGP season. Hector Barbera is the Spanish racer racing for the Aspar team in
the MotoGP World Championship. He started his World Cham-
pionship career early in 2002 when he was 15 years old under the
Colin Edwards supervision of the Aspar team founder, Jorge Martínez. Barbera
will make his MotoGP debut this year in the 2010 season which
Born in Texas, Colin Edwards was nick named as Texas Tornado. The two time is bound to begin in April, as per the announcement made on the
World Superbike Champion started his MotoGP career in the year 2003 riding for 20th of August, 2009.
the Aprillia team on the RS3 Cube. In the year 2005 Colin raced as a team mate
of World Champion Valentino Rossi with the Gauloises Yamaha factory team.
Edwards joined the Yamaha Tech 3 team in the 2008 season, then racing as team
mate with James Toseland who was a fellow Superbike World Champion. Edward
signed a 1 year extension contract with the team and will now race with Ben Spies
as team mate in the 2010 MotoGP season. In the 2009 season, he completed in
the 5th place with a total score of 161 points.

The Tech team is competing in the MotoGP World Championship under the name Monster Yamaha Tech 3.
Like the Fiat Yamaha team, the Monster Yamaha too uses the YZR M1. Herve Poncharal, engineer Guy Coulon
and Bernard Martignac were the founders of the team which started racing in the year 1990, competing in the
250cc class. Initially the team used Honda and Suzuki motorcycles which are now replaced by Yamaha M1s
(from the end of 2002 season) after the team joined hands with Yamaha in 1999. Ben Spies and Colin Edwards
will be the Monster Yamaha racers for the 2010 MotoGP season.
The Aspar racing team traces its origin from Spain. Along with MotoGP, the team also competes in the Moto2
and 125cc World Championship. The former world champion Jorge Martínez is the founder of this team. The
team is all set to make its debut in the MotoGP World Championship in the 2010 season starting this April.
The team will compete in the MotoGP class as a self-contained entity for the first time. The team features the
Spanish rider Hector Barbera who will be riding the Ducati Desmosedici GP10.
MOTO GP
Interwetten Honda
Hiroshi Aoyama
Hiroshi Aoyama is the elder brother of former 250cc and World Super-
bike rider, Shuhei Aoyama. The Japanese racer will race for the Interwetten
Honda team. The 2010 season marks his debut in MotoGP. Prior to this, he
has raced in the 250cc class as well. Riding in the 250cc class with Honda,
Hiroshi finished 2nd in the 2003 Japanese Grand Prix at Suzuka. In the
2009 season, Aoyama finished 1st in the 250cc class with a total score of
261 points.
The Interwetten Honda is a racing team which is originally based in Switzerland. The 2010 MotoGP season will
be the first season where the team will race as a self-contained entity or a complete team. The team also competes
in the Moto2 and the 125cc class. The team has only one rider by the name Hiroshi Aoyama. In this season, the
team will feature the Honda RC212V.
LCR Honda
Randy de Puniet
Randy de Puniet is a French racer who first raced for the MotoGP
championship in the year 2006 for the Kawasaki Factory team.
The French 125cc champion raced for the LCR Honda team in
the year 2003 for the 250cc World Championship and then again
joined the team in the year 2008 for the MotoGP World Cham-
pionship. Riding the Honda RC212V, he was in the 9th position
with 88 points in the 2009 MotoGP season.
The LCR Honda is a team founded by former Italian rider Lucio Cecchinello. The team was set up in the year
1996 initially competing in the 125cc World Championship. During the championship, the team won several
top ten positions which continued in the year 1997 too. The team moved on to MotoGP in the year 2006 with
Casey Stoner as their racer. Randy de Puniet initially raced for the team in the year 2003 for the 250cc World
Championship. In the 2008 session, Randy joined the team again to compete in the MotoGP World Champi-
onship and the team has remained unchanged since then.
MOTOMEETs A log of Motoroids’ get togethers across the country!

AHMEDABAD T
he first ever Ahmedabad MotoMeet
took place on the 28th of March,
2010. The location which was decided
for the first MotoMeet was Ahmedad
Words & Pics Nishant Desai

Motorep Nishant Desai’s farm house which is

about a 16 km ride in the out skirts of the city.
The MotoMeet was more of a ‘Bulleteers’ Meet.
Even though there were only four Royal Enfields,
their royal thump with the Motoroids passion did
make heads turn. Parthsarthi Medh, a lawyer cum
hardcore motor-head and Vivek Shah, a CA and
an avid biker joined the Ahmedabad Motoreps
Nishant, Swaroop and Nikhil for the MotoMeet.
At the MotoMeet, the concept of Motoroids
was discussed and the necessity and important
duties of a Motorep too was emphasized. The
members discussed how the concept of Motoroids
could be spread across not only Ahmedabad, but
the entire state of Gujarat via the means of various
forums and Bikers and Car enthusiast meets. The
point of distributing Motoroids Merchandise too
was given stress on the meet. At the MotoMeet,
the Motoroids made it a point to share knowledge
about Auto Enthusiasts in and around the city of
Ahmedabad.
GOA
Words Nikhil a.k.a. Nik2kil
Pics Aga, Nikhil and Akshay Prabhu Tendulkar
I
was stuck in a big dilemma about
whether to or not to go for the first ever
Goa MotoMeet. It was an Easter eve the
previous night and I went to bed at 4
a.m. after coming home from mid-night mass,
so making it for the meet in the morning at
10 a.m. was a worry for me. But I had the
responsibility of being a Motorep of my state
and I wasn’t going to miss it for anything.
Akshay Tendulkar, Goa’s other Motorep
called me and had informed me through chat
as well about Sunday’s meet. There were many
who had exams coming up. I salute these guys
who still made it to the Motomeet – it was
really inspiring (Now by that I don’t want all
of you to put your studies on the backburner).
Akshay told me that the participants were not
keen on leaving soon for studies either. Nice!
At first I was apprehensive about whether
people would turn up, as from a group of
35 the best ever G2G that we had was of 22
members. In contrast here we had the “First-
Ever” Motoroid meet and we had around 15
bikers attending it. Definitely the number will
increase.
The introductions proved to be a lovely
ice-breaker. Old time pal and biker buddy
Utkarsh Aldonkar and Ashish Bhopal were
a pleasant surprise at the meet. After that
we took some time explaining the rules of
Motomeets to the members. Some members
shared their experiences on how at times a
lid and a simple (even rain) jacket saved
them from grave injuries. We explained
that eventually we should all go in for kits.
The most heartening sight was when all
of them raised their hands to the question,
“How many of you want official Motoroids
stickers?”
Remember I mentioned elsewhere that
more members will join such meets? Well,
a blue R-15 blazed out of the main gates
of the Raj Bhavan when our shutter bug
was taking pictures. He stared at all the
rides lined up as he went past. Two minutes
later he was back, our mystery man took
off his lid and started inquiring about the
congregation, and the rest is history. We
heartily welcomed Vikas to the Motoroids
family.
There were 6 R-15’s, a Pulsar 220 FI, 200,
180 & 150 each. From the Honda Satbles,
we had a Unicorn and a Stunner
and the Mama of ‘em all and one
of the easiest to ride Superbikes the Honda
CBR-1000RR. Akshay still can’t get over
his dream of taking the 1000 for a short
spin. “He’d sleep well tonight” we all said.
We have tried to make one thing very
clear in the inaugural Meet itself. We are
not out to look for quantity of bikers but
quality. We’d rather prefer 10 pukka bikers
than 30 posers; I hope we are on the right
lines of thinking here, Amit.
All in all we had a chilled out relaxed
outing and enjoyed meeting up with total
strangers and old pals alike. A special
mention for a couple of more things, Ravi
came on what was one of the only complete,
officially kitted Yamaha R-15. Although the
silencer note wasn’t that intoxicating the
performance sure was amazing.
As we were winding up a Toyota came
and stopped near us, the driver asked us what
we were doing, and immediately on hearing
our motive, threw his hat in with us and
told us that he would love to join us on our
next meet. Phone numbers we exchanged
immediately. Turned out, our friend was a
super biker. So that brought to an end our
first meet as Motoroids. Motoroids Goa
is born and sure is alive with excitement.
Until the next meet, Ride Safe!
KERALA
Words & Pics Sheik Rehan
O
ne MotoMeet after
another was happening in
the upper part of India. It
was time for the riders of
South India to organize a MotoMeet
and create awareness about the concept
and philosophy of Motoroids. So, after
a long planning session, we finally
met up at our usual location, the
District Municipal Stadium’s parking
lot. This was a neat chance to attract
more outsiders towards the concept of
Motoroids and spread the message of
the fast growing community.
On the scheduled day I set off for
the 30 km ride to the Meet on my
Honda. The fact that the meet was in
the afternoon (especially in a part of
the country which is so close to the
equator) wasn’t very good for comfort.
I left earlier than others, rode through
the sweltering heat and managed to
reach the location before everyone
else. I waited a while till I was joined
by Ghost Ryder performer ABU on
his Honda Unicorn. Later on, the
list grew longer with two more riders
Safaf and Jamshi on their RX135
5-Speeders showed up.
We waited for some time,
discussing possible upgrades for our
bikes. Gururaj was the next to show
up in his space ship, the humble
Alto, which has undergone a hell lot
of modifications with cool halogens.
Along with Gururaj were Rittaz and
Thabiz. These guys are modification
maniacs whose minds are constantly
cluttered with thousands of visions
and thoughts like “free flow on
Ford Ikon, alloys for Innova etc.”
The meet got underway
finally and we started to discuss
local motorsports and future
opportunities to promote the same
through Motoroids. While I was busy
explaining the concept of Motoroids
and how to utilize most out of it for
the benefit of Motor-heads like us,
Mujib showed up in his Gypsy, the
current local motorsport star, after
whom arrived some more enthusiasts
in an Indica and another Ford Ikon
and some more guys with a modified
TVS Scooty Pep and Splendor. Then
it was time for a brief photo session.
After the photo session, we moved
to a new location near an under
construction bridge where ABU along
with his fellow riders usually practices.
After spending some time
at the spot, we decided to
have one more MotoMeet
very soon and resolved that
the next meet will be bigger
and even better, after which
RX’s with their blue smoke and Fords
with their free-flows disappeared into
the highway.
 New gear, more often than not will work perfectly. We tell you what state it’ll be in after it undergoes some hammering ACID TEST

T
wider in the front. This just recently happened
he last time I wrote
a long term report
Shrey’s ensures that I don’t travel
back to the front of the
when I decided to get my
timing chain replaced at

Hero Honda
for the Hunk, I saddle in case I lean the same time I replaced
hadn’t taken the back comfortably and my clutch plates (as the
bike up the winding ghats commute. chain is a bit too noisy).

Hunk
of the Sahyadris. But now I The locally The service people
had got a few opportunities manufactured rear brake opened the crank case
to take the beast up the shoes are still doing and it was then that
winding tarmac. For those wonders unlike any pair they discovered that
who haven’t read my previous of original Hero Honda they didn’t have a tool
long term report (November brake shoes I have ever with them to remove
2009), let me mention that used. The story in case the magnet out. The
my bike runs on a Pulsar of the front disc pads is tool is called a puller.
200 chain and rear sprocket even more interesting. They promised to get the
along with a Karizma front The disc seems to cry for tool in a month’s time.
sprocket. The modification new disc pads after every However, a month later,
did kill a little bit of the 4-5k kilometers. Is this when they again opened
initial pickup but gave a the deteriorating quality the crank case realized the
boost after 4k rpm. However, of Hero Honda spares or same even though I had
this was in the case of normal is it just the deteriorating informed them well in
city conditions. Climbing up quality of my good luck advance. It was then that
winding ghats now forces me which just seems to be they stated that the puller
to kick the gear pedal down very bad in these cases? was unavailable in almost
till it goes no further. Yes, To add to the misery, I all Hero Honda service
you heard right! I have to had to replace my clutch centers they could contact
climb on the first gear. plates too when the clock and the company had
As far as the looks go, read about 14,500 km. not provided them with
the bike is spic and span After the replacement, the particular tool. It has
thanks to my habit of putting the engine suffered been more than two years
the bike regularly under the from a faulty gasket and and six months since
shower and polishing it later thus, oil leaks from the the bike was launched
on. Just that being a bit too engine head which has and surprisingly, the
busy with the college these now stopped after gasket company hasn’t provided
days, now I pay for getting replacement. There also appropriate tools for the
the bike washed. Amongst seems to be some kind of particular model. I intend
a few other changes made issue with the rear wheel to bring this issue to the
by me are the restructured which has eaten up my company’s concern. If
seat and seat cover (God second MRF Zapper there is anyone else who
punish who ever tore the from one side. has suffered the same
old one). The seat has been Another striking fate, do drop me a mail
treated with a tad more of issue with regard to Hero at shrey.almighty@gmail.
foam to make it flatter and Honda after sales service com.
New gear, more often than not will work perfectly. We tell you what state it’ll be in after it undergoes some hammering ACID TEST

eshan’s T
he last long term report of the Pulsar 200
didn’t have anything great to be written about
the bike. But after the whole incident where

Pulsar 200
the engine conked off, the bike is running
really well. With 23000 km on the odo with just the
change of jaded parts like brake pads and chain and
sprocket during the previous few servicings, the bike is
running phenomenally well! Putting 1000km on the
clock in the last week alone while running to and fro
from Mumbai a couple of times for office work has
induced a few vibrations in the front fairing but there
is no noise. The bike has been running just the way I
always wanted it to. There’s nothing to complain apart
from a small glitch in the fuel gauge, which now cannot
be trusted to decide the quantity of fuel left in the tank.
The fact that the bike has done 23K kilomters without
requiring a tyre change has begun bothering me now.
The hardened compound is a worrisome proposition
on wet patches of road. Hope MRF is back with the
Zapper Q’s soon enough. The last time I inquired,
there was a shortage due to a strike at the company!
Riding the bike in the city at 4000rpm rewards you
with great mileage. Staying on the suburbs I hardly have
to face the stop and go Pune traffic and hence I get an
astonishing mileage of 42-46 to the litre consistently.
Fuel efficiency drops a bit during fast stints on the
highway though. While anything close to 4500 rpm
is good for zooming in the city, on the higway you are
at a constant 7000-8000rpm to keep an average speed
of 100-120kays. The bike feels at home at the speed
though, and doesn’t make me feel like things will fall
off.
Right now I have my eyes on the clip on handles
bars of the newer range of the pulsars. I might get one
of those on my 200.They give a better stance compared
to the retro handle bars the bike already sports.
Pillions as always hate the bike, thanks to the rear
grab rail which vibrates a lot, numbing the hands if you
are doing speed over 80kmph for longer durations. So
the next time we hit the highway, just the thought of
riding as a pillion scares the living poop out of Rohit
and Pradeb.
This month Motoroids caught up with ‘Renegade Devilz’ - a motorcycle group from Pune. Here’s all the important information about
this club.

1. When and where was the club formed?

A. The club was formed on 4th July 2007 in Pune, with 5 members.

2. How often do members meet up?

A. The members have a compulsory grand meet atleast once a month,
but there are various practice sessions which members attend as and
when possible.

3. Which aspect of riding is the group more into?

A. Initially the club was only into stunting, but now Renegade Devilz has
a mix of progressive stunters and tourers.

4. What distinguishes this biking group from others?

A. The main aspect that distinguishes Renegade Devilz is that it is open
for anyone and everyone who wants to become a part of the biking world,
regardless of what they ride or whether they know how to stunt, race,
knee-scraping etc or no. Renegade Devilz has accepted members that
had no knowledge about biking and has turned them into stunters/tour-
ers with a respect for the sport.

5. How many riders are currently associated with the

group?
A. Currently Renegade Devilz has 11 members.

6. Where is one most likely to see the group in action?

A. Our usual practice sessions take place in and around Pune.

7. Is there any biking hierarchy within the group?

A. No, the club has no hierarchy. Everyone is treated the same and as a
brother, but there is a moderator to look after important things.

8. Are there any requisites to joining the group?

A. A bike is a must. Any make or model will do. A valid drivers’ license and
a helmet is a must. We also stress on investing in proper safety gear as a
member starts progressing. Dedication towards the sport and the club
is also a must.

If you are interested in joining this group, drop in an email

to sahil.t14@gmail.com

If you want your biking group to be featured on

this page, drop in a mail to clubs@motoroids.com with your
group’s pictures and answers to all the questions above
Just in case you thought we ever work....

Dude, are you OK? ‘Not

with your
smelly armpits all arou
nd me!’

Rash got drenched in a moment Pradeb discusses the te

- such was the inten-
sity of the sudden hailstorm that chnical aspects of the
hit Pune a month back Kunal, as Eshan tries to bike with
show off his anorexic
ass

Now that’s definite

ly not the way to
first-aid to a vict administer Ramakant went down to buy some detergent and came Pradeb found the boot of the Figo comfy enough
im, Shrey!
back thoroughly washed to catch a nap
 April 2010

For all those who have booked a property on the moon, here Shit, not again! Waiter, get me another large one,
a car too, with specially engineered clearance for craters On the rocks!
...and he wonders why they call him gay

With space management, we didn’t I’m not going to leave you till the end of
Ahem! The owner of this bicycle sure has a
mean ‘outer space’ this world, sexy! 64
tough behind
 Think you can get crazier than
this? Send us your crazy pictures at April 2010
Crazyworld@motoroids.com and we’ll
feature them here along with your
name.
Disclaimer : The pictures in this feature have been procured from the
Internet and are not owned by Motoroids

Erm, first tell me why rhyme so dirty?

Come, my precious. Let me show you what I told you not to hire an American car for the wedding!
heavens look like

Now that’s what you call a Yipee! I finally managed to wash my a**!
The world sure is not a fair place 65
high-contrast picture
 Write to us
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