Autocar magazine Review

User Rating:  / 3

Autocar – 0tt0kaar India magazine. December 2011 issue. Rs.125/-. 326 pages. 

If you really want to evaluate some megazene, best is to start backwards from last page. Page 324 is creative and humorous – very guud. Then analyze bike information on pages 321, 322 & 323==0nly three pages for maybe 200 models but 27 pages for caars. In any kace, the name is 0tt0kaar not 0tt0bike. At least this megazine is honest to its name. 

Starting at the top of page 321, begins with Bajaj 0tt0. It begins with Platina 100 and under “Start (Kick/Electric)” mentions start as ‘K’, which probably means Kick ONLY – no self start. All udder bikes are mentioned as ‘E’. Does that mean “E” start ONLY? Which means no Kicker, like in Honda Dazzler and some other bikes? 

But how many people know that Honda Dazzler does NOT have kicker, only self-start. 

So does this Rs.125/- megazene make things kleer? Not to a stupid idiot like me who spent Rs.125/- for it. Why can’t they write “E+K” to make things kleer to 3-idi0ts like me who spended Rs.125/-? 

Going further, look under TVS. Incomplete information and some WRONG information! 

Eh? Wrong? What’s wrong? 

The third entry from top, that’s what’s wrong. 

The “Scooty Teenz” entry to be precise. In the fifth column [my god! Are they are fifth columnists?] under “Stroke 2/4)” they write ‘4’. Does 0ttokaar megazene believe in “Different strokes for different folks”? 

Gentlemen of 0ttokaar megazene, plizz note: Skooty Teenz is 2stroke NOT 4stroke. 

Pay attention to detail. 

Like the detail I found that the heaviest bike in this hole cunt ree is Harley Davidson Ultra Classic Electra Glide 1803 cc V-twin which weighs 430 kg and costs 43 lakh. That is Rs.10,000/- per kg for this bike. This bike shure knows how to throw its weight around! By the way, it is also the COSTLiEST bike in the hole of Hindusstaan! 

Looking at the car section=Pages 294 – 320, the print / font is TOO small! I am 66. I need thicker glasses! 

Map of Buddh circuit is very informative. I remember the TWiN RiNG MOTEGY circuit in Japan where I raced a 1000 cc Honda FiRESTORM in 1997 in which I touched almost 200 kph. That’s the fastest I can remember I have been. 

The Road Test of Hyosung GT650N (page 212 – 217) lacks technical punch==Low End Torque. 

GT650N test was also done by the three-member TEAM bikeguru – Devjeet Saha: age 26, height 5.8 feet, weight 68 kg., bikeguru age 66, height 5.8 feet, weight 50 kg, and Rahul Bam, son of bikeguru, age 34, height 5.9 feet, weight 73 kg. You can read their independent reports on www.dilipbam.com 

On page 215, last paragraph on LH of page, it says “Low and mid range grunt is impressive”. 

I beg to differ. Low End grunt is definitely not impressive in fact there is hardly any grunt at low end. Unless of course, they mean to say 7500 rpm is the low end because max torque is produced at 7500 rpm. For an engine that peaks at 9000 rpm, considering 7500 rpm as low end is pushing the Low Too High! 

My own ‘feel’ about the TORQUE CURVE of this GT650 engine is that it is too steep. When I had tested the 2stroke Kawasaki-Bajaj KB100 for Car&Bike magazine in June 1987 (almost 25 years ago) and the 2stroke Yamaha RX100 a couple of months later, manufacturers (Bajaj & Yamaha)used to send us hard copy of their TORQUE CURVE. I distinctly remember the slope of the TORQUE CURVE of the KB100 was a steep 72 degrees while RX100 was a flat 36 degrees. This means even though peek TorK of 10 Nm may happen at 6000 rpm, but even at say 3000 rpm the TorK would be @ 8 Nm in the RX100 whereas in KB100 at 3000 rpm it would be 4 Nm. I wish I could get torque curves of all current bikes. I googled also, but could not find TorK curve of any bike on the net. 

Road Tests in megazenes are more a statements of rider feel & data as given by manufacturer and / or measured by the tester. There is no analysis or explanation of the WHY the bike & engine performs & behaves the way it does. 

The main reason for poor Low End TorK in the GT650N is the stroke to bore ratio. 0tt0kaar megazene mentions that GT650 is a “short-stroke” engine where bore is 81.5 mm and stroke is 62 mm. Thus stroke to bore rati0 is 62 divided by 81.5==0.76. An engine having such a poor rati0 CANNOT produce strong Low End grunt, because as per Archimedes Law: Mechanical Advantage X Velocity Ratio==1. Always. 

I 0ne durr if Autocratic Autocar mega zzine has heard of Archimedes. 

In the 0tt0kaar test report of the GT650N I find no mention of headlight beam quality. This is an inexcusable lapse bkoz half of our life on the planet is darkness and we need to kleerly see where we are going if we want to stay alive! 

Fact is, this bike has 55/60 watt headlight power while most other bikes have only 35 watts. This makes the bike comparatively safer at night. 

Also, there are just 11 pages for bikes: page 207 to page 217. BAHooT Na iNSAAFi Hai ! 

Finally: I must compliment Joy Chaudhuri for his excellent article and beautiful photos. The article really gives everything about Canacona and Palolem (South Goa). The choice of photos and the historical research is fantastic, except for one error: The Portuguese 0ccupied Goa in 1506. While the first Mughal, Babur, came to India in 1526, which is 20 years later. So the Portuguese could not have taken it from the Mughals, as mentioned in column 3 on page 182. 

Fact is, it was not the Mughals from whom the Portuguese took Goa, but from the Adil Shahi Sultan. 

And 0tt0kaar, can you please number ALL your pages? The pages between 177 & 185 are not numbered. 



You are here: Reviews Autocar magazine Review


Follow me on Twitter

We have 13 guests and no members online