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Aug 7, 2007

2 What's ailing the Japanese in India..?? [Part I: Yamaha India]

A look at what's wrong with the Japanese Companies in India.. Part I: Yamaha India

A picture is worth a thousand words..

The above graphic shows how Honda, Yamaha and Suzuki don't even together account for 10% of the Indian two wheeler market.

So what's wrong for these Japanese companies who once taught Bajaj and TVS the trade of making two wheelers. What's ailing these Japanese Two wheeler maker..??


Part I: What's ailing Yamaha India

The mere mention of the brand name "Yamaha" evokes a feeling among bike lovers which is diffcult to describe. The legend of its yesteryear superstars namely the RD350 and the RX100 still manages to overshadow the fact that Yamaha India has made straight losses since 2001.

There are many bikers around in the country who still venerate the Yamaha brand. It wouldn’t be surprising if many of them have never owned a Yamaha Before. Such is the equity of brand Yamaha in India.

Yamaha happens to be the World number two in terms of two wheeler sales after Honda. But in spite of having its presence in India since the mid eighties, Yamaha at present has a market share of just around 3 %.

Needless to say that so far Yamaha has performed below expectations in India.


Lets try to find what has gone wrong for Yamaha India..??


Product Lineup

Lets first look at the Yamaha Products in India.. We have the

    100 C.C (economizers)

  • Crux
  • Libero G5
  • Alba (recently launched)

    125 C.C

  • Gladiator (with its “Type J.A” variant)

And….??
Nothing else.. at least till now..!!

Ask any Tom Dick and Harry on any Indian street to associate the first word that comes across his mind with "Yamaha". I can safely bet my money that the answer will invariably be “Speed, Power, Performace”.

After the RX100 and the RD350, by no means can Yamaha make us believe that its 100 cc and 125 cc bikes are the best that it can do in India.



Administrative Problems.

In 2001, Yamaha India bought majority stake in Escorts, its erstwhile JV partner and started on its own as fully owned Japanese subsidiary. But it did not mean that Yamaha India got a fresh start in 2001. Yamaha India had to carry along the Escorts legacy in the form of its workers who previously used to work under Escorts. This is a problem that Yamaha India hasn’t been able to sort out even today.

If you don’t understand how that can be a problem, just try to teach computers to your grandpa and you will understand what I mean. Times had changed since Escorts-Yamaha used to churn out the RX100. Changing times means a different approach to work which requires a change in the mindset of the workers at Yamaha’s plant. And this is one aspect which the new Japanese Bosses at Yamaha India haven’t been able to address so far.



Inefficient and Archaic Dealerships:

Compared to the new and swanky showrooms of its competitors, majority of the dealers and showrooms of Yamaha India looks like it still belongs to the “Licence Raj” days. These dealerships have been in operational since Escorts-Yamaha days. With concepts like “Pro-Biking” showrooms of Bajaj which have been designed to provide a rich experience to the biker, Yamaha India still has a lot to pick up.



Marketing Disaster:

Similar to the how (according to me) the Honda Unicron, has been a marketing failure in India, virtually every product from Yamaha can be a case study for failed Marketing effort.

After marketing research the next steps of marketing can be summed up as

  • Segmentation
  • Targeting and
  • Positioning

First of all Marketing Dept. of Yamaha picked up the wrong Segment (100 cc segment) to play in, targeted the wrong customers (actually it beats me to decipher who is Yamaha’s 100 cc target customer) and doesn’t have a strong and clear Positing statement for its products.

Lets try to figure out “What is the positioning statement of Yamaha India’s motorcycles..” From the wheelie popping Gladiator 125 cc ads featuring , John Abraham and the latest ad of the 100 cc Alba here a Girl gets the tattoo of the 100 cc Yamaha Alba on her back, we can say that Yamaha India’s bike are positioned as fast and with sexy designs.

Sexy looks for a 100 cc commuter..?? Wheelies from a 125 cc executive commuter..?? Yeah, that's what we need. Probably you have the answer now.







What can we expect from the future..??

No matter how miserably Yamaha’s offerings’ have performed in India so far, Indians still have and probably will always have respect for any products from any Japanese Bike maker.

The day Yamaha India launches a proper performance bike, “desi” bike enthusiasts will sit up and take notice. There is no reason to believe that the World’s Second largest Two Wheeler maker can’t pull it off in India. According to me its just the matter of application and letting go of the past.

What is required is to think and start afresh. Let’s see for how long can Yamaha India keep us waiting.






Inputs from: Business World






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Disclaimer:

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




Aug 6, 2007

7 Digitally Altered/Created Bikes pics send in by Visitors of "Bike Chronicles of India"

Visitors of "The Bike Chronicles of India" mail their digital creations

Following are the pics send in by visitors of "The Bike Chronicles of India"..

Thanks to Kishor Sonawane, Praveen Kumar and Puneet Sehgal for sending in these Digitally Altered/Created bike pics

Kishor Sonawane's Digitally Altered Karizma



Digitally Altered Pic of Bajaj 220 send in by Praveen Kumar (found on an Indonesian blog)



Puneet Sehgal's (from Jalandhar Punjab) digital creation of his "Concept" of a Bajaj Pulsar 300








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Disclaimer:

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




Aug 3, 2007

35 Apache RTR 160 Vs. Pulsar DTSi 150 Vs. CBZ Xtreme [Part II - Test Ride/Review]

TVS Apache RTR 160 head to head with Bajaj Pulsar DTSi 150 and Hero Honda CBZ Xtreme.. PART II

I take my friend Siva out to test ride the New TVS Apache RTR 160 and pit it against the likes of the best selling Bajaj Pulsar DTSi 150 and the strong contender Hero Honda CBZ Xtreme.

That's me checking out the CBZ Xtreme

After our test rides we try to answer the following question to ourselves, "If given a choice among the Bajaj Pulsar DTSi 150, Hero Honda CBZ Xtreme, TVS Apache RTR 160, which one would I go ahead and buy..??"

In part II of this review let’s try to find out which bike excels in which category.. and then try to get the answer to the above question.

Lets first start with the Looks...




Looks:

  • Best Looks: Bajaj Pulsar DTSi 150 and TVS Apache RTR 160


      • I must admit that looks is an entirely subjective opinion. What might be a object of beauty for one might turn out to be an eyesore for another. Let us now jot down the positive and negative aspects of the looks of each bike.


      The Apache RTR 160 happens to be the smallest among the lot and looks almost like the old Apache 150...

      this is one aspect which will definitely put off many prospective buyers. As far as I understand, majority of Indians prefer a bike which looks and feels big.

      The CBZ Xtreme loses out due to its awkward styling, lack of features like Digital Speedometers and also in fit and finish which we found was a bit lacking in comparison to both the Pulsar DTSi 150 as well as the Apache RTR 160. The only thing going for its looks was its big dimensions.

      In contrast to the CBZ Xtreme, the Apache RTR 160 is sharp and muscular looking. But it also happens to be the smallest among the lot and this is one aspect which will definitely put off many prospective buyers. Although the wheelbase of the RTR has been lengthened by 40 mm, the bike still looks almost like the old Apache 150. As far as I understand, majority of Indians prefer a bike which looks and feels big. The RTR has been designed with compact dimensions in mind; which might be great for cutting corners but might not find favor among some bikers. Also on the move it’s not that easy to differentiate the new Apache RTR 160 from the older Apache 150. The racing stripes can only been seen by the rider sitting on top of the bike and a keen eye is needed to look out for the front Petal Shaped Discs and the alloy levers. Only when you seen the bright LED tail lamps at the rear or when you see the stunning “Yellow” colored (exclusive to the RTR) Apache, you will realize that it was the RTR which whizzed past you.

      The size of the Pulsar DTSi 150 will manage to please majority of Indians. It is neither too big nor too small but just right. The chiseled looks and the extra features available on the Pulsar also manage to give it a handsome and up market appeal. The only thing that might go against its looks is that Pulsar’s are ubiquitous in every city, on every street and virtually around every corner of India. Familiarity might breed contempt for some.

      Both Siva and I liked the big stance of the Hero Honda CBZ Xtreme but in the end we voted the Pulsar DTSi 150 and the Apache RTR 160 as joint winners as the Best looking 150-160 cc bike.


    Riding Position:

  • Most Comfortable Riding Position: CBZ Xtreme
  • Most Sporty Riding Position: TVS Apache RTR 160


      • Strange it might sound but on the RTR you will soon find that you have an alter ego called “Rossi"

      The CBZ Xtreme has the most comfortable riding position among the three bikes. The rider sits upright on the CBZ Xtreme without any strain on his wrists. Not that the CBZ Xtreme has a commuter oriented riding stance. The footrests are in fact nicely rearset to give that sporty feeling. The CBZ Xtreme manages to please both worlds.

      The Apache RTR 160 is the one with the most overt sporty riding position. TVS makes no attempt to please the commuters this time. The rider sits with the most rearset footrests among the three bikes and crouched on the low set clip on handlebars. Strange it might sound but on the RTR you will soon find that you have an alter ego called “Rossi”. But this very sporty riding position might translate into aching wrists on long drives.

      The riding position of the Pulsar DTSi 150 can be best described as neither as sporty as the Apache nor as upright as the CBZ Xtreme.


    Siva on the Xtreme

    Siva on the Xtreme


    Ride and Handling:

  • Best Ride: Bajaj Pulsar DTSi 150
  • Best Handling: TVS Apache RTR 160


      • The Pulsar DTSi has the most plush ride quality among the three bikes. The Gas filled rear shocks of the Pulsar should actually be the prescription for every biker in the country with a bad back. The Apache RTR also features gas filled rear shocks but since TVS had a racing bike in its mind while designing the Apache, the RTR has a stiffer setup for its shock absorbers to aid quick handling and turns. The CBZ Xtreme has the most stiff set up in terms of ride quality. The culprit here is definitely the lack of gas filled rear shock absorbers.

      The Best Handling bike among the three is definitely the RTR followed closely by the CBZ Xtreme. The stiff set ups has its own advantages when it comes to handling.


    Engine Power/Performance:

  • Most Powerful : TVS Apache RTR 160
  • Most Refined Engine: CBZ Xtreme


      • On paper the RTR has the most powerful of these three engines. After our test ride we can safely say that the RTR is not just a paper tiger but is definitely the most powerful 150-160 CC bike on Indian roads. It is followed by the CBZ Xtreme and then the Pulsar DTSi 150. The CBZ Xtreme has the most refined engine among these three followed by the Pulsar. Vibrations crept in the Apache RTR around 4500 RPM. The RTR 160 is more refined than the older Apache 150 but as we found out in our test ride, TVS still haven’t ironed the vibrations out completely.


    Gearbox

  • Best Gearbox: CBZ Xtreme


      • The CBZ Xtreme has the best gearbox followed by the Apache RTR 160 and then the Pulsar DTSi 150. The gearbox of the Pulsar has improved from its earlier versions but it still remains its Achilles Heel. We encountered no false neutrals on the Pulsar but the shifts are lifeless even though they are smooth.


    Fuel Efficiency:

  • Most Fuel Efficient: Bajaj Pulsar DTSi 150 (According to Aug 2007 issue of Autocar India)


      • If the RTR gives a mileage of anything above 50 Km/l, then I’ll accept that TVS engineers have learnt to find a way around the laws of Physics. After all, “Can we have the cake and eat it too..??”

      Fuel efficiency is one aspect which we definitely did not and could not have checked in our brief test ride at the showrooms. But the August 2007 issue of Autocar India carries a comparision between these three bikes. According to the magazine the Bajaj Pulsar is the most frugal with mileage of around 50 Km/l. The CBZ Xtreme comes in next with mileage a little bit below the Pulsar. According to the August 2007 issue of the Autocar India the Apache RTR delivers an overall mileage of around 42 Km/l. These figures are of course expected since the RTR is the most powerful among the trio.

      But what comes in as a surprise is the Test Ride of the Apache RTR 160 published in the August 2007 issue of Overdrive Magazine. Overdrive has quoted a mileage figure of 55 Km/l in the City..!! Hhmm… If the RTR gives a mileage of anything above 50 Km/l, then I’ll accept that TVS engineers have learnt to find a way around the laws of Physics. After all, “Can we have the cake and eat it too..??”


    Verdict:

    • Siva:

      • After the test ride I ask Siva as to given a choice which bike would he prefer among these three. Siva said he liked the way the RTR pulled ahead but he found the RTR too small and compact for his 5 ft 10 inch frame. He liked the way the CBZ handled and pulled effortlessly. He also felt most comfortable on the CBZ Xtreme compared to the other two. But in the end Siva said he would probably choose the Bajaj Pulsar DTSi 150 over the other two. Siva said that for him the CBZ Xtreme loses only by a small margin to the Pulsar. The reasons he gave for his decision against the CBZ Xtreme were its odd looks coupled by the lack of features and relatively poor fit and finish. Siva also confided in me that he has enamored by the “Pulsar” brand since a long time. And that actually has helped him favor the Pulsar 150 more than the CBZ Xtreme.



    • Me:

      • Me on the Apache RTR

      Had I been given a choice to choose among these three bikes I would have definitely gone ahead and plumped in for the TVS Apache RTR 160. I just liked the way I felt totally in control of the bike, its stable and predictable handling, it’s aggressive riding position and the pull from its powerful engine. There definitely are vibrations from the bike but so does the Yamaha RX100 which I ride. As for the uncertain fuel efficiency of the RTR… Well, I never really care much about that.


    Conclusion:

      Hero Honda has really messed up the styling of a brilliant bike. If only had it got the styling of the CBZ Xtreme somewhat close to the original Hero Honda CBZ, it definitely would have appealed to lot more bikers.

      Bajaj is definitely reaping the benefits of having taken the care to build a Brand around the “Pulsar” name. There are many who have grown up dreaming of owning a Pulsar. Bajaj just needs to take care to nurture the “Pulsar” brand; a job which I think Bajaj is doing extraordinarily well.

      TVS has had enough of its conservative approach to making bikes and trying to catch up with Bajaj. In one clean move it has decided to appeal to the other extreme by ceasing the production of the Apache 150 and pushing only the RTR 160. But purely for business concern, I fear that TVS might have gone a bit more than it should have had. The RTR might put off people looking for a comfortable 150 C.C bike to potter sedately around in town. But the enthusiast in me isn’t complaining.







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    Disclaimer:

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




    Jul 29, 2007

    7 Apache RTR 160 Vs. Pulsar DTSi 150 Vs. CBZ Xtreme [Part I - Test Ride/Review]

    TVS Apache RTR 160 head to head with Bajaj Pulsar DTSi 150 and Hero Honda CBZ Xtreme.. PART I

    Thats me checking out the RTR

    I take my friend Siva out to test ride the New TVS Apache RTR 160 and pit it against the likes of the best selling Bajaj Pulsar DTSi 150 and the strong contender Hero Honda CBZ Xtreme.

    After our test rides we try to answer the following question to ourselves, "If given a choice among the Bajaj Pulsar DTSi 150, Hero Honda CBZ Xtreme, TVS Apache RTR 160, which one would I go ahead and buy..??"

    In part I of this review let’s first look at the DNA of the bikes individually…

    Bajaj Pulsar DTSi 150 :

    The Pulsar has aged like mature wine since 2001, when it was first launched. The pleasingly rounded looks of the first generation Pulsar has given way to the present sharp looking youthful bike. The headlamp has an attractive and distinctive matt black “mask” like plastic casing around the glass area. Had Bajaj gone ahead with a redesigned and sharper looking tank to match the overall sharp theme of the new bike, the result could definitely have been more stunning.

    Siva on the Pulsar DTSi 150 UG III

    Both of us felt comfortable with the dimensions of the Pulsar DTSi 150

    Nevertheless the Pulsar still manages to look hot. The latest UG III (Up Grade III) version of the Pulsar also comes with some innovative, useful and also some “eye-candy“ features, some of which were first for the Indian two wheeler industry. The Pulsar is kitted with LED tail lamps, Digital Speedometer, Self Cancelling Turn indicators (works perfectly), Backlit switches that glow in the dark (like car switches) which definitely is nothing but “eye candy” than being functional but nevertheless manages to give the bike an exclusive feel. Meanwhile the power output saw an increase from 13.5 bhp to 13.9 bhp (14.02 Ps).

    The Pulsar is a bit smaller in dimension than the CBZ Xtreme but looks and feels bigger than the Apache RTR 160. Both of us felt comfortable with the dimensions of the Pulsar DTSi 150.


    Hero Honda CBZ Xtreme:

    Way back in 1999 Hero Honda’s CBZ was the bike which was responsible of kick starting the 4 stroke 150 C.C segment in India. But the CBZ was soon left behind by the Bajaj Pulsar. The poor fuel efficiency of the CBZ and the lack of R&D capabilities (of Hero Honda) required for timely upgrades finally led to its demise. Meanwhile Hero Honda tried to re enter the 150 C.C segment with the Achiever which had borrowed the engine from the Honda Unicorn. The Achiever returned improved mileage but everything else about the Achiever was disappointing including its cheesy name. The styling was insipid and the power output wasn’t exceptional either.

    Siva on the CBZ Xtreme

    >> The CBZ Xtreme does manage to look like a “Tall, dark and Handsome” guy albeit with unkempt looks but still manages to carry it off with a swagger

    >> The execution of the styling of the CBZ Xtreme appears like a job done in haste

    >> I found the CBZ a bit big for me but for Siva (who is 5 ft 10 inches) the CBZ Xtreme was a perfect fit

    The situation called for “Xtreme” measures. Hero Honda responded by launching the CBZ Xtreme, which had the same Unicorn/Achiever engine block but tuned more towards performance. The CBZ Xtreme in fact shared nothing common to the original CBZ except its name. The CBZ Xtreme belts out 14.4 Ps which made it slightly more powerful than the 14.09 Ps Pulsar DTSi 150. It however lacked Digital Speedometers and Gas Filled Rear shocks which the Pulsar already possessed in its armour.

    To go along with the bumped up power of the engine, the CBZ Xtreme was given an entirely new look. The CBZ Xtreme has the biggest looks among the 3 bikes in comparison here and it shows. But the execution of the styling of the CBZ Xtreme that appears like a job done in haste. The design of the side panels and the tank are very plain and unimaginative with just a few amateurish cuts and slashes thrown in. The headlamp of the CBZ Xtreme is the worst offender here. It sticks out from the rest of the bike like a sore thumb. The LED tail light of the CBZ Xtreme is resembles the bright rear end of a firefly and looks attractive, but on second thoughts it appears to be bit overdone for a motorcycle. Lastly, the body colored rear view mirrors of the Xtreme appears to have been inspired from the “Girly” Hero Honda Pleasure Scooter.

    Despite this the CBZ Xtreme manages to stand out in the crowd mainly due to its “Big Boy” dimensions. The CBZ Xtreme does manage to look like a “Tall, dark and Handsome” guy albeit with unkempt looks but still manages to carry it off with a swagger.

    I found the CBZ a bit big for me but for Siva (who is 5 ft 10 inches) the CBZ Xtreme was a perfect fit.


    TVS Apache RTR 160:

    Not very long ago Indian biking enthusiasts were exasperated with the conservative attitude with which TVS used to churn out its bikes. From styling, performance, features.. everything about TVS bikes used to be conservative. Classic examples were the Fiero/Fiero F2 150 C.C bikes. Meanwhile Bajaj took the Indian 150 C.C market by storm with its aggressive Pulsar which was designed anything but conservative. Finally it was time for TVS to wake up and smell the coffee.

    Siva on the Apache RTR 160

    >> The advent of the RTR and demise of the Apache 150 probably is a signal that TVS has finally shed its conservative nature for good

    >> Siva who is 5 ft 10 found the bike very compact and wasn’t comfortable on the RTR and found it too small to his liking

    “If you can’t beat the, just join them”, accordingly TVS has tried to follow the path shown by the Pulsar and the first result was the TVS Apache 150. TVS tried to recreate the Pulsar magic with its Apache 150. The styling, power output, features all were fashioned after the Pulsar. The Apache 150 enjoyed more success than the Fiero/Fiero F2 but its sales were still far away from its arch rival the Pulsar. Meanwhile the Apache 150 C.C engine had lost the smoothness of the Fiero/Fiero F2 engines. The riding position was neither sporty nor commuter friendly and lastly the bike looked and felt small to ride. And to make matters worse Bajaj had launched its Pulsar DTSi 150 UG III which had previously unseen features like Digital Speedometers, LED tail lamps, Self cancelling turn indicators and not to mention a bump in its power output.

    TVS probably realized that it needed to iron out the flaws of the TVS Apache. So in came TVS Apache RTR 160 with apower output of 15.2 Ps, making it the most powerful 150-160 C.C bike in India. The advent of the RTR and demise of the Apache 150 probably is a signal that TVS has finally shed its conservative nature for good. With the Apache RTR 160 TVS has transformed an already good looker (The Apache 150) into a stunning one. The racing stripe running across its front mudguard and fuel tanks; the body colored engine guard nestled below in front of the engine; the Digital Speedometer; bright LED tail lights; the attractive “Petal shaped” front disc; the clip-on handlebars.. etc. all of it makes the Apache virtually a work of art. The RTR stands for “Racing Throttle Response” and as the acronym suggests, TVS has designed the RTR keeping in mind the race track. This is reflected by the front footrests which are the most rear set and most sporty among the trio. TVS has to be applauded for using alloys for the hand and foot brake levers.

    The RTR fit me like a glove. Everything about the RTR felt like it has been designed for me. Let me remind that I am on the shorter side at 5 ft 5 inches. Siva who is 5 ft 10, found the bike very compact and wasn’t comfortable on the RTR and found it too small to his liking.




    In Part II of this review, we'll compare the..
    • Ride

    • Handling

    • Performance

    • Fuel Efficiency and

    • Our individual choices among these 3 bikes






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    Disclaimer:

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




    Jul 25, 2007

    2 From Indonesia with Love. Digitally Altered Pulsar DTS-Fi 220 by Aziz

    Blog regular Aziz from Indonesia mails me his latest creation based on the Pulsar 220 DTS-Fi

    I had previously posted pics of the Pulsar 220 DTS-Fi which was modified by a friend of mine from Indonesia who is a regular visitor to "The Bike Chronicles of India". His name is Aziz.

    "Special thanks to Aziz for mailing me this beautiful pic of the Pulsar 220 DTS-Fi Digitally Modified by him.

    Aziz has Digitally altered the base photo of a Pulsar 220 DTS-Fi and put in a trellis frame. The side scoops are from the Yamaha V-ixion. Upside down forks have been added along with golden colored gas filled rear shocks. The original headlamp of the Pulsar 220 has been retained but Aziz has slashed the excess bulk away. The final result is mind blowing to say the least and definitely looks much better than the present shape of the current Pulsar 220 DTS-Fi. The body colored engine guard along with the chromed "megaphonic" rear exhausts completes the pretty picture.

    The exhausts are actualy on the wrong side for an Indian single cylinder bike but I would to digg the idea of a similar exhaust on the other side and probably the hint of a twin cylinder..!!








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    Disclaimer:

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




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