The engine sounds nice, gear shifts also seem nice, I feel the cockpit area to be very tiny. After looking at the standstill start, I feel the CBR is definitely quicker than this, maybe the fairing of the CBR and higher torque might help it.

the reason why it is unable to reach 140kmph in the video from overdrive is
1:windblast
2:engine is new brand new [takes time to open up as all know]
3:bajaj straight seems very short to get the bike to 150kmph which will easily achieve [4 valves give power after peak power rpm as seen on p135 and r15]
4:rest all journo's have clearly seen 141 on the speedo

i think bajaj forgot one thing which i think much more arguable then

"TOURING FACTS"

is the ENGINE BELLY FAIRING like the DUKE which would have helped in looks factor as well in the aerodynamic factor!

3 spark plug "thing" can argued on various factors like cost for customer/company,emissons,performance and fuel injection not being included coz bajaj poor history of FI which was implemented on 220 4years ago which will shared later by bajaj from KTM for the sake reliability

and because they want make Pulsar and Duke on entirely new platforms

and HATS OFF TO BAJAJ FOR MAKING A EXCELLENT VFM PRODUCT

read about the #"3" has became a fashion in autoworld

Here:

Well, I don't think there is anything wrong in asking a question?

My query was based on my Friend's response, who fitted this tri-spark system in his classic twin. He says all that can be done with three sparks could be achieved through a better/sensitive single spark.

Tri-Spark is not emission focused I suppose, there must be other advantages behind this and am just curious to know about them. (like a 55+Kmpl mileage claimed on a 200CC motor)

Coz the new Unicorn complies BS4. I myself made an R15 & an RTR180 stay off the catcon, still they meet emission norms just like they did before. (Still have those papers with me)

Video was nice..! Sounds good. Smooth acceleration to 0 - 100...!

+1 , loved the 100-120Kays part.

And, OldFox bro, what's about the colors? other than Red, Blue, Yellow?

Got any info on that?

Waiting for the reply

The low top speed numbers attained on the 200NS are due to:

1. Wind drag which increases as the square of forward velocity. meaning the drag force at 120 kph would be 4 times what it was at 60 kph. This effect is accentuated on the 200NS because the rider sits more upright on it than on any other previous Pulsar. And wind drag is directly proportional to the frontal area of the object moving through it.

2. On the test day, the main straight at the Chakan track, the only place where a top speed run could be done had wind blowing strongly directly against the direction the bikers were riding in. Which appreciably slowed them down.

3. The bikes were new and the engines yet to open up. A couple of thousand miles and things would be a lot better.

I have a pretty home-grown method of assessing the stability of a bike - by replicating a sudden disturbance in its path through a deviant rider input and seeing how it reacts to it and how quickly it recovers from it. Please do not try these antics on public roads and with unfamiliar bikes. The ability to judge how much to push a bike comes through riding experience and familiarity with the bike.

The Chakan track has a near kilometer long straight and at somewhere around a 100 kph, I let go of the handlebars and rapped a side of the tank briefly and sharply with my knee. The bike deviated just a wee bit and was back on the straight path within half an oscillation. (Of course my hands were just hovering over the bars to catch a bad oscillation before it built up). A little slower and giving a sharp and short tap to one side of the clip-ons also did not adversely affect the bike's composure. Even wiggling the bars side to side makes the bike wiggle only while you're at at. Stop the input and the bike stops responding immediately. Doing a quick evasive counter-steer when leaned over at speed to avoid an sudden imaginary obstruction says a lot about how the bike would respond in the real world to sharp emergency evasive inputs.

We couldn't really replicate how the suspension would respond to ripples and bumps on the road when cranked over in a turn because the track was pretty smooth all over. but seeing the way the suspension works and responds, this shouldn't be an avenue of surprises for the rider in the real world. The 200NS is a pretty stable steed in all practical respects.

The increased lateral rigidity is also supplemented by better longitudinal rigidity resulting from a shorter and stiffer cantilever arm that reaches back to the pillion seat. So there's less tendency to pogo under repeated road undulations with a heavy pillion or loaded saddlebags.

Nothing wrong with asking a question except when that single sentence query from the questioner needs a couple of thousand words of involved to completely answer that.

The reasons are many and each factor, even if apparently minor in itself adds significantly to the sum total and helps towards a desired result. The primary element in making a good and reliable engine is in controlling 3 factors - airflow through it, maximizing energy release during combustion and converting as much energy released by combustion into mechanical energy - the power YOU feel in the throttle. The 3 plugs ensure rapid and yet near complete combustion of the fuel fed to the engine across its rpm range. Doing it quicker and YET better is no mean feat. The 3 plug set-up shall remain even with the advent of FI. Better burning and better utilization of the produced combustion energy by itself results in better thermal control, improved mileage and reduced emissions.

Slower revving engines with lower specific output can do with single plugs even. But contrarily, the KTM Duke too does it with a single plug and 4-valves while carrying identical engine dimensions and similar rpm range. Depends upon the path a designer chooses to attain higher engine efficiency. In the KTM, the higher compression ratio, the presence of FI and possibly better flow dynamics make a single plug almost as good as 3 in the 200NS.

J K: We were just told that it would be these three colors for the moment. I do believe there still is a lot of work to be done before the bike gets to the user. And that work shall only make it better. lets hope for a wider colour range.

Certainly nothing wrong in asking a question, but you already got the answer in earlier posts. Instead of going through those posts you simply posted a single line question. I'm not a know-all guy on automobiles, but whatever you did on R15 & RTR180, did you try to patent that? I'm just curious what was your innovation that made catcon unnecessary for a bike. I mean production bikes with FI still come with catcon, so why don't you give a shot at it.

PS: Honestly, there is no sarcasm in this post.

Thank you Sir

Right, but, couldn't the ignition timing be altered to it; my thought goes that, if this design were efficient, why a single plug per cylinder is more standard world wide

If the plugs fires in sequence, wouldn't the AF burn out before the other fire?
If they fire specific time, then, is there a real necessity for all 3 of them?

Kindly help understand this term. Tks

I got the meaning of your explanation, but not the abbreviation

Wow; is this also first of a kind like triple spark?

Wow! Nice review. But i still don't get it why bajaj has produced a 200cc pulsar that's bit similar to duke (motor and power). I mean wouldn't that effect the sales of duke.?

@w4rrior: No, P200NS should not effect Duke 200's sales. First of all, I am sure Bajaj and KTM would be aware of how to avoid their own product cannibalization. Secondly, this is one of the areas I wanted to highlight through one of my earlier posts, that an informed biker would always be aware that KTM will offer a different and currently unmatched riding experience. Moreover, those of us who are aware of the brand KTM will like to own one no matter what the pulsar is capable of.

Also, developing a 200cc new pulsar would have been relatively easier for Bajaj as they already had Duke 200's engine as a base. I believe to keep the development costs in control for the their first all-new pulsar, it's good to go with something that would involve considerably lesser risks. Developing an all new higher capacity motorcycle would have increased development risks as well. But I am sure, this can also be answered best by Sandeep sir

@Old Fox:
Thanks for clearing those doubts and that detailed explanation really appreciate it.
I guess i'll have to wait till the launch for the sprocket size...

@w4rrior
when ZMR doesn't afftect the sales of ZMA, when FZ doesn't affect the sales of R15 and when splendor doesn't affect the sales of passion... why will a 23bhp 136kmph top speed carb machine affect the sales of a 25bhp 150 kmph top speed FI bike which looks way too sexy and has a better build quality...

And more over i think those extra stuff life powerparts(LED light kit for ~7k,sticker set for ~6k and a tank cap for 2.5k) will sell easily under a foreign brand more easily when compared to a desi brand...

Sorry for OOT, I will remove this post once you read it.

How would I apply for patents for just removing catcon from an oem stock exhaust?

Me too, don't have primary knowledge on Automobiles. Last year, I just tuned an R15 for better performance thro professional tuners and had to overcome many hassles with the tuned setup myself, and this catcon removal was the best medicine for a bunch of probs.

+ves
1) Better cooling
2) Increased Air intake
3) Mileage 50Kpl
4) Vibe free, revs smoothly
5) No change in Exhaust note
6) better topend
7) Emission test pass for BS3

-ves
1) Need accurate Fuel supply, else backfire.
2) Risk of local Welding.
3) Not sure about Engine life factor (But I have done 20K)
4) If its custom bore/comp ratio then loss of engine backpressure,I have a small extension at the end pipe for 0.5CM to adjust this loss on an approximation.

As days go by, you forget that you removed it.

@ Old Fox

Thanks for your time and the explanation. It was really useful.

^^ you won't get patent for that stuff.

what i am think now (actually for a couple of months) is that can the duke's performance parts like the akrapovic exhaust mainly be also used in the p 200 ns also (and on the fairing versions as i am more interested in that on coming iteration of p200 NS)to bump up power n torque figures and spice up overall package a little bit more as both bikes share the same underlying platform and also of the same cubic capacity and also more or less the same when it comes to overall components with an exception only in certain parts like the cylinder head design.etc...what do you say guys...? is there any possibility...?this question might sound silly as it was based just on a sudden (and may be silly imagination of mine)...please forgive if i have asked any thing stupid due to my ignorance...thank you...