which means money saved in manufacturing the Exhaust Can.

Here is xBhp's video review of the Pulsar 200NS by OF from the track..

Don't miss the lap on the Chakan on the Pulsar 200NS with the GoPro on board at the end of the video...

Pulsar 200NS - xBhp's first impression and ride report - YouTube

ok so in effect theoretically does this mean the new 200NS's exhaust unit will cost only less compared current pulsar 220's exhaust...now here i am defenitely able to see rajiv bajaj's vision of practicality - POWER TO THE PEOPLE-MORE FOR LESS...

And btw speaking of exhaust units, does any one know how much a brand new 2008 pulsar 180 DTS-i UG 3 complete exhaust unit costs...its urgent guys please help...thank you

Why do you think many people pay more for Ducatis and MV Agustas for similar capacity motorcycles when the japanese are cheaper and provide similar performance?

As it has been said before, with certain motorcycles it's also about being part of a brand that levitates the whole ownership experience and not about just owning a motorcycle. Pulsar has always been marketed as a performance motorcycle meant to churn out good sales figures for the company (read meant for masses), and the new P200NS will be like this as well. Here KTM Duke will provide brand exclusivity in the similar engine capacity and no doubt a unique riding experience. That's why Bajaj is going to price the new pulsar very competitively. Even when performance of 200NS and Duke will not be very different, still the target buyers of KTM are different. KTM will bring along plethora of quality and image makeover for Bajaj. Do I make sense?!

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.

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?

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

Got any info on that?

Waiting for the reply

Even when performance of 200NS and Duke will not be very different, still the target buyers of KTM are different.

Ok.. this is dumb question.. but can someone tell me the small exhaust pipe which ends just beside footrest doesn't pollute the pillion ? or the rider when we stop at traffic signals ??

welcome to xbhp first.......

no it will not affect rider or pillion..... exhaust are meant to be minimize the noise and gas pollutants.....

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.