sunilg

Text: Old Fox/Sandeep Goswami
Photos: Sunil Gupta

Pulsars are celestial bodies; literally, rotating neutron stars that emit a periodic, strong and tight beam of light much akin to the sweep of a lighthouse beacon. Our home-grown Pulsar series of motorcycles from Bajaj have also been beacons, marking the beginning of an era of motorcycles in India that stands unparalleled by any other two-wheeler manufacturer. The Pulsars brought performance, street-fighter looks and the concept of evolving series production to 4-stroke engine motorcycles. They proved that form was as important as function for the Indian biker and thereon, no bike manufacturer could ignore the visual statement its product displayed.



Change can as much be a quiet revolution as a tumultuous upheaval. The Pulsars have been an uncanny mix of both. The performance motorcycles were ruled by the 2-strokes, with the Yamaha RX-100 and the TVS-Suzuki Shogun ruling the roost ever since the RD350 had died a slow death. The 4-strokes were about mileage and staid performance, about wringing every mile from every drop of petrol the engine consumed. Eventually, the efforts to meet with the revised and tighter emission norms strangled 2-stroke performance. Understandably, the frugal 4-strokes thrived. They were already within the acceptable emission boundaries and would remain so unless they started chasing performance. Moreover, high fuel efficiency in alliance with stability and reliability had been the major factor responsible for a drastic shift in the typical Indian 2-wheeler buyer’s preference for a motorcycle over the traditionally favoured geared scooter. And this reversed skewing of the market all within a couple of years, allied with the non-viability of sticking to 2-strokes vis a vis the KB125, spurred Bajaj hard towards a re-think.
It was not that Bajaj entirely lacked experience with 4-strokes. The engine development for the Legend geared scooter and that for the 4S Champion had been on for quite some time and the R &D people had the basics in place. Though they had shaken Hero-Honda’s monopoly on high-mileage 4 strokes with the Caliber, HH still hogged the fuel-efficiency slot in market share and sales. Rajiv Bajaj was new on the scene, aware of the situation and also willing to think out of the box. He presented his design team, headed by Abraham Joseph, with a radically different design brief. They were to design for production a ‘performance’ 4-stroke engined motorcycle. Something to beat the Hero Honda CBZ, both in performance and mileage. And they were to do it indigenously.



Bajaj turned to Tokyo R&D for the design concept of the Pulsar. From some 40
odd designs submitted over a few months, the team extensively reworked on and developed to perfection a design that eventually gave the Pulsar its characteristic street-fighter looks. The forward thrust of the design allied with a massive 18 ltr fuel tank dominated the visual signature of the bike as would the ‘tight’ fullness of the engine-fuel tank combination. Attention to detail was exemplary by Indian standards right from the aerodynamic ‘chine’ on the instrument cluster and the ‘vertical’ needles at zero, the purposeful engine architecture, the stubby exhaust, aircraft type fuel-tank cap and the flowing lines. All of which gave a fluid dynamic feel to the bike. What was commendable was that the Pulsar was not a scaled-down version of some larger-capacity bike. It was a fresh and new concept designed from the ground up, executed pretty well and built entirely to fit the typical Indian motorcyclist. That the Pulsars were developed and launched simultaneously in two different engine capacities was to be the master-stroke from Bajaj. With the twins in 150cc and 180cc capacities, they straddled both the mileage and performance segments and would gradually expand from within, squeezing their competition out into the sidelines.

Development and evolution are terms interchangeable within one context. The real test of a path-breaking product, as were the Pulsar twins, lies in their acceptance in the market. And the real test of an organization’s commitment towards its product lies in its promptness of response to feedback from its consumers. The initial Pulsars were ‘tight’ designs, short wheel-base, rake and trail biased towards flickability and quick turn-ins, in short a bike for the dedicated and skillful rider. Things needed to be a trifle less sharp for the average Joe who also aspired for and actually could buy the Pulsar, they being so affordable. Moreover, Bajaj had been working towards stretching the engine performance parameters, towards deriving more power from the same cc’s allied with higher mileage. They had developed the DTSi (Digital Twin Spark Ignition) technology based engine that gave a substantial boost to power output, was more fuel efficient and technologically a generation ahead of its predecessor. So the first evolution/iteration of the Pulsar came up as Pulsar DTSi. The twin spark set-up resulted in some very positive changes for the bike and handed Bajaj a winner. Power and torque were up, the engine was free-revving enough to need a rev-limiter, it had a fairing up front housing a more powerful headlamp, the wheelbase was longer and there was a revised clutch. Much needed changes that improved performance, handling, fuel-efficiency and functionality.



Ever since the first Pulsar twins had been launched in Oct 2001, they started making inroads purposefully into the CBZ’s market share, its predecessor by some 2 ½ years. From a mere 20% share in 2002 in the ‘sports’ category (that included the HH CBZ and the TVS Fiero) to 71% by early 2003 was full-throttle growth. The advent of the DTSi version saw the ‘sports’ category getting dominated by Bajaj and the company hasn’t really had to look back since. But more importantly, the affordability factor of the Pulsars was gradually winning bikers into venturing into the performance motorcycling segment. They were bringing about a quiet revolution in the way bikers in India would choose their steeds. Young buyers dependent on paternal approval for buying a motorcycle found their ally in the Pulsar 150 DTSi. So did those mileage conscious office commuters who wanted to add some zing to their daily ride. And those wanting power didn’t have to sacrifice mileage, looks and money with the 180cc version.


Even though India had for long been the biggest consumer/user of motorcycles, both the consumer and the industry had been creatures of habit. There had been a strong herding instinct amongst the buyers of two-wheelers which had allowed the manufacturers to afford to be complacent. A fresh and better iteration of a model that’s already selling well was unheard of in the industry. If it ain’t broke…why fix it? Releasing the DTSi so soon after the Classic sent some very strong and unconventional signals to the motorcycle buyer. The fact that he could expect changes for good and soon even while the present model was not outdated was a sea change from the decade long unaltered production runs for vehicles earlier. And more than that, it was the turn of the industry to sit up and take notice of the imminent death of complacency. They could foresee that either they shaped up or would get shipped out.

Keeping pace with expectations is one thing, surpassing them is another. Bajaj was on the roll by now with the Pulsars slowly morphing from a mere product to a brand. Nov 2004, almost exactly 3 years from the launch of the first Pulsar saw the release of the third variant of the Pulsar duo. The UG-2 version had 17 inch alloys, ExhausTEC technology that bumped up power and efficiency a little further, Nitrox shocks and a smaller capacity tank that didn’t ‘look’ smaller at all. All the additional features gave the Indian consumer a bike that was evolving ever closer to international standards, both in expectation and engineering. Things had never looked so positive for the biker here and he responded with a very healthy rise in sales for Bajaj over the next couple of years.

Having initiated a new trend of rising expectations amongst the motorcycle buyers and fueling it with regular development and changes, Bajaj had its finger on the pulse of the market and wasn’t going to let this hard-earned experience go waste. Two years since the release of the UG-2 saw Bajaj coming out with the yet another model in the Pulsar series namely the UG-3 version. The long-standing instrument console was changed to a fresh-looking digital-analog combo unit, switches became back-lit adding a dash of glamour to the looks which was furthered by the new head-lamp faring mask and pilot lamps responsible for the wolf-eyed’ look, turn-indicators became self-cancelling and power was upped yet again. The new version added far more perceived value to the bike than the physical changes warranted and that was statement enough of the changed psyche of the target buyer now. Patronized far more by the aayouth than any other age group, they felt respected and valued by a company that was bringing them not just a bike that performed well but also one that looked good and kept changing those looks and features almost like changing fashions. This was exciting and other manufacturers were trying hard to play catch with this new endgame. Shape up or ship out.

180cc had for long been the proverbial barrier for motorcycles here with the exception of the Enfield Bullet (which catered to its own niche and was in no way given or could take from the market share that the Pulsars and its contemporaries existed in). Hero Honda had launched the 223cc Karizma a few months before Bajaj had released the first version DTSi. A winning piece of hardware, the Karizma’s high price and low fuel efficiency proved to be its Achilles’ heel. The Pulsar DTSi could perform almost as well, was a lot more fuel efficient and cost a lot less. Even the running costs of the Bajaj were lower owing to majority indigenization. Still, spurred by the Karizma’s presence, they came up with another upgrade of the Pulsar brand, the Pulsar 200 DTSi. The 180cc barrier had been breached and with it came a number of ‘firsts’ for any motorcycle in regular production in India. These were an oil-cooler, only self start with no back-up kick starter, tubeless tyres, 120 section rear tyre, O-ring sealed chain and the power was upped to 18 bhp (past Karizma territory).

But still, the Karizma had stood unchallenged in performance and stature since for four years, till Bajaj came up with the 220cc fuel-injected Pulsar 220 DTS-Fi. This was the big one Bajaj had been working on since for long and it burst upon the Indian motorcycling scene with explosive suddenness. Here was almost a state-of-the-art motorcycle equipped with all the goodies the native motorcyclist was used to seeing and expecting only to come with prohibitively expensive CBU imports. Fuel injection, 20+ bhp, projector lamps, both front and rear discs and clip-on handlebars apart from all that had been there on the P200. All this came with a pricing that was unbelievable for the specifications. Even though the P220 DTS-Fi did not sell in very large numbers, it did prompt Hero Honda to slash Karizma’s prices by a big chunk, a sign that the giant was finally on the verge of being tamed. Low numbers in sales for the FI however were compensated with a tremendously increased fan following for Bajaj and Pulsar was indisputably established as a brand in itself thereon.

A few niggling issues with the FI system and the compulsion to pass on the high costs of the system directly to the customer without the indigenization cushion was quite contrary to Bajaj ‘s marketing philosophy. Their winnings had been raked in due to ‘affordable performance’ and this went contrary to the theme. So up they came with the Pulsar P220 DTSi. On the face of it, this was a retro-grade step. But it made lots of business and thematic sense. Moreover, the Pulsar brand was about performance and affordability and the DTSi version of the P220 was just right with that. More power (up by 1 bhp over the FI version), similar farkles (for the projector lamp equipped version), improved looks and way lower costs (especially in the case of the ‘bikini fairing’ model) made for a winner on Bajaj’s hands. Nothing portrayed the supremacy of the P220 DTSi’s dominance in performance than the advertisement punch-line that shouts loud and clear –, ‘the fastest Indian’

Technological development is not just about more power and increased performance. It is as much about better efficiency as about more punch. The Pulsar brand would add one more member to its ever growing and evolving family. The Pulsar 135. The econo-commuter segment had for long compromised on power and pep to keep fuel efficiency high. Fertile ground for companies like Bajaj to up the ante and then build upon it. The Pulsar 135, launched in Dec 2009, is about empowering the mileage and cost conscious motorcyclist. About giving him a taste of performance and the goodies that come with an up-market performance-oriented bike for the price of a commuter. The 135 is path-breaking in having a 4-valve head that allows for a very free- breathing engine that steps into the 100bhp/litre specific power output territory. Coming with this highly developed and optimized power-plant is a great handling chassis/suspension package and additionals like a front disc, O-ring sealed chain, auto-choke, rear-tyre hugger and a split grab-rail.

In fact, the Pulsar 135 is almost a re-run of an era that began with the Pulsar Classic, taking things full circle both for Bajaj and the rest of the two-wheeler industry. The Pulsar as a brand is spreading its reach and range across the spectrum, stretching limits, breaking barriers and has begun setting benchmarks for others to measure themselves against. And the most positive outcome of this has been for the motorcycle fraternity in India. For the young biking enthusiast, the Pulsars are a form of expression. Loved by stunters, respected by tourers, cared for by the commuters and appreciated by the competitors, the Pulsars both as a brand and a product have an assured and unassailable place in the history of India’s motorcycling scene.




Oct ’01 - Classic


Oct ’03 - UG 1
• DTS-I engine • Increase in power
• Bikini headlamp with twin pilot lamps
• increased wheelbase


Nov ‘04 - UG 2
• ExhausTEC, Increase in power
• Nitrox shock absorbers, 17 inch alloys as standard
• 15 lts fuel tank,P150 gets 100 section rear tyre


Aug ‘05 - UG 2 (all black)
• P180 gets "Fear the Black"
(styling in Aug 05)


Nov ‘06 - UG 3
• Digital speedometer • LED tail light • back light switches
• Self cancelling turn indicators • Increase in power
• wolf eyed headlamp


Feb ‘07 - Pulsar 200
• Engine capacity 200cc • Power upped to 18 bhp
• Oil cooler • Only self start • Tubeless tyres
• 120 section rear tyre • O-ring sealed chain
• Half chain case • Split seat • Split grab rail


Jun ‘07 - 220 DTS - Fi
• Engine capacity 220cc • Power upped to 20 bhp • Fuel injection
• Half fairing • Only self start • Projector headlamp • DC lighting
• Tubeless tyres • O-ring sealed chain • Split seat • Rear disc brake
• Clip on handlebars


may ‘09 - UG 4
• DC lighting • Increase in power • Only self start
• New chassis with clip on handlebars • 37mm dia
front forks • Tubeless tyres • 120mm rear tyre
• O-ring sealed chain • Split seat & split grab rail


Jun ‘09 - 200 F
• DTS-I engine • Increase in power to 21 bhp • UCD 32 carburetor
• Auto choke • all black engine • Soft compound tubeless tyres
• Steel braided front brake hoseP220 F with half fairing
• P220 with bikini fairing (January 2010)


Dec ‘09 - Pulsar 135
• New development 135cc Pulsar engine • 4 Valve
• DTS-I • Engine auto choke • Lightweight chassis
• Split seat • Split grab rail (Jul 2010: Split rear tyre
hugger & O-ring sealed chain)

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cursedcrusader

The Pulsar Dominant Era still continues ...

and Im proud to be a part of it and owning one

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arhiman

there seems to be a mistake...its the 220 S and not the 200 F! couldn't help pointing out! with that said,brilliantly written! very informative!

pads

very well written..... good snaps..... but what is the point behind the article .....
of course Bajaj has always promptly reacted to customers demand and modified their product..... they always brought something new..... but the point of the article is not clear..... is it that Bajaj is in process of making Pulsar as brand and this is one of the way of doing it..... or is it that some fan wants to have something better from Bajaj(or Pulsar brand) and this is another way of pointing something .....

after using two different Pulsars for years, I am also a great fan of it and surely want something bigger, but not 250cc..... bigger means bigger and better if its a tourer..... also wants interchangeable 4valve head & better rear brakes for my current 220..... rest I'm too happy with my Rampyari.....

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Alibaba

It should be 220 DTSi(also know as 220F and 220S now). The pic along with it is of a P220 S though.

And the P220F was launched in June 2009. The 220S came way later in 2010, IIRC.

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| '91 Yamaha RX100 | '08 Suzuki Swift | '08 Honda Dio | '09 Bajaj Pulsar 220F |

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IlangoForBiking

Wow thats one article to talk about!! Brilliantly written!! It perfectly brings out the characteristic of the bike that changed the Indian Motorcycle Market. Proud to be part of it owning a Pulsar 150 Dtsi. Long live Pulsar - The Legend!!

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More CC or Torque or Bhp doesn't decide who wins. Its the soul of the biker. Splendour and Pulsar are the same as long as the bikers share the same passion.

strider

Wonderful write up Sandeep Sir, I still own a 2005 Pulsar 180 UG2 with which I have had some wonderful memories...

The R1 is special to me, but Pulsar shall always remain as my first bike

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gautambagchi

very true, i am now on my 3rd pulsar and doing my bit to encourage the company

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pulsar 180 classic - 2001-2004
pulsar 180 dtsi v1 - 2004-2009
pulsar 220 dtsi - 2009-

Lightsportz

Great story, I have read it before. but it inspires me every time I read it.

anmol_1990

Fantastic article.....coupled with equally well snaps.

Bookmarked.

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