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Last few years have been great for the Indian motoring enthusiast, with affordable and lovely looking pocket rockets available that don't break the bank!
It all started with Bajaj teaming up with KTM and we all know how it turned out. The market accepted the (initially) odd looking alien like Dukes with open arms and slowly the other companies realised they've to follow suit!
Millennials today worry less about mileage and looks do matter, because motorbikes nowadays aren't just a mode of transport to reach from point A to point B, they're tools to arrive at the destination in style! In come the Gixxers and Hornets. Dukes and RCs if you're short on time. But then, there were none to very few bikes which gave you the ultimate feeling of an attention grabbing magnet, bikes which were fast as well as attractive. Bikes that make people stop in amazement with their jaws dropped on the floor!
Ducatis, for example have that aura; but then how many people can afford buying and maintaining one?
Enter TVS-BMW. BMW showcased their GS310R and people lost their minds. Online publications heaped praises and the Indian enthusiast lay waiting. Meanwhile, TVS showcased a sharp looking bike at the 2016 auto expo, nicknamed The Shark (Akula). Pic taken off the internet.
But then we see so many concept bikes from desi manufacturers that look awesome, only for none of them to see actual production. Only CS400/Dominar comes to mind that made to the road, with few fancy bits cut off to keep costs in check. Add to that TVS' perception of being lazy (RTR 200 for example) meant people had already assumed that Akula may not see the road anytime soon.
A little over a year later, TVS dropped a bomb!
Yes, ladies and gentlemen, this is a desi bike that looks like an Italian and has sufficient kit to keep one engaged and happy at the same time. It's priced very well for its segment and manages to perform decently in Indian conditions as well.
Specs wise, here is the breakdown (pic sourced from the internet):
With the above stats, it's supposed to be decent on the track as well as the open road. How well does it actually fare? Let's find out!
First of all, I'd like to thank TWIC motorcycle rentals, Mekhri Circle (Bangalore) for letting me know that the bike has arrived and I wasted no time in booking it for a day.
P.S - I'm not related to them in any manner nor is this post an advertisement for their business channel. For more details, kindly get in touch with them over their Facebook page or the website.
Now, let's break down the review categorically.
Looks:
10/10. TVS has managed to carve out a beauty. Just look at it!
Engine and gearbox:
The engine is developed by BMW and tuned by TVS to offer the best of both worlds on this bike. It has the 313 cc liquid-cooled single-cylinder engine known from the G 310 R with four valves and two overhead camshafts together with electronic fuel injection. The capacity of 313 cc results from a bore of 80 millimeters and a stroke of 62.1 millimeters. A salient feature of the single-cylinder engine in the G 310 GS is the fact that its cylinder is tilted to the rear and its cylinder head is rotated by 180 degrees: intake at the front, outlet at the rear. This configuration follows the logic of a straight, power-enhancing supply of fresh air-fuel mixture and also has positive consequences in terms of the bike’s architecture.
With enough grunt to propel the bike to 100 in about 7 seconds, this bike is deceptively quick. Before one realizes and looks down at the speedo only because the surroundings start to get blurred, does s/he see that they're well above the three digit mark! TVS claims a true top end of 160 kmph, while there are a few YouTube videos of the bike doing roughly 165 on the speedo.
The engine does roughly 17 kmph per 1000 revs and 102kmph comes at a meaty 6k revs in top gear.
The 6 speed gearbox is co-developed with BMW and the gates are well specced out. Gear ratios are neither too short nor too tall and deliver a linear pickup.
There is slight clunkiness and the fact that I managed hitting 2 false neutrals in 430 odd kilometers means that these aren't Honda smooth. It could however also be due to the fact that the bike was new with only 900 km on the ODO when I rented it.
Suspension and chassis:
At the front, we have 39mm golden USD telescopic forks and at the rear, a meaty 7 step adjustable monoshock. Even with the rear set at comfort, I was able to enjoy twisty bits well. There's no abnormal dive on hard braking and road bumps are absorbed really well.
Chassis is a steel tubular trellis frame shared with BMW 310R, but tuned for this bike with a different subframe. The following pic sourced from Autocar shows the chassis in all its glory.
Below is the full (and maybe boring to some) video of my ascent and descent from Nandi hills outside Bangalore.
Tyres and Brakes:
The bike comes shod with Michelins, 110 section at the front and 150 at the rear. While these aren't as good as the Metzelers, they're no slouch. They offer acceptable to good performance on ghats and highways alike and people should have no complaints in this regard.
Finally, we get a bike with dual channel ABS that doesn't act wooden under hard braking. The system isn't intrusive, yet delivers when needed.
300 mm front rotors do a PHENOMENAL job of dropping anchor and I'd buy this bike just for the brake set up alone. The way it sheds speed reminds me of 2017 Duke 390. Well done TVS!
Want to see some braking action? Here you go!
Lights:
Another highlight of the bike are the Bi-lux LED projectors! They illuminate the road really well. Low beam and pilots are lit as soon the the bike is started.
Low beam output:
High beam output:
Seating comfort:
Seat height for the rider is 810 mm and anyone above 5'9 can firmly place both feet on the ground. The tank has proper recesses for tucking in the knees while riding and holding the same under braking. However, the rear seat is placed on the 13th floor and only a Mila Kunis can be seated there comfortably. Placing saddlebags while touring can also be a little tricky. I wished the foam padding to be a bit more because anything over 150 km at a stretch and the gluteus maximus started complaining.
Console readout and switch gear:
The bike has a radically placed console one isn't used to in general. But all readouts are well spaced out and can be read easily. Gear position indicator is a welcome add on.
Switch gear is of good quality and looks like it is built to last. Switchgear is sealed and is of non contact type. Usage of WD40 in rains would certainly be limited here.
Riding stance:
Anyone coming from a CBR 250R would find this bike comfortable to begin with. It is slightly more aggressive but way more comfortable than an R15 for example.
Vibrations and FE:
TVS and vibrations have as much of a horror story as Skoda and it's Indian service facility! But I'm glad to report that they're well contained.
There are vibrations at the tank under 3000 revs and they smoothen out as you ride. Also, a dry chain dramatically increases the vibrations at the foot rests as well as the bar ends, so please keep the chain slack in check and lubed.
Gone are the days of old where Apaches competed with burly cruisers in vibes.
I managed an FE of 34ish over 400 km with speeds ranging largely from 80 to 140 at times. On the highway, the 11 liter tank should keep one happy for 350 to 370 km.
Exhaust note:
Better than the Dukes, but not as musical as RTRs of yore.
Ease of maintenance:
Since this is a faired bike, maintenance won't be as easy as a naked bike, but still TVS has paid attention to details and kept most things accessible.
Oil and coolant changes can be done easily, the swingarm has all necessary details should one pay attention. Yes, reaching the spark plugs can be a little cumbersome.
Nifty location for oil.
Easy to read instructions on the swingarm.
All in all the bike is good. But how good? Is it comparable to CBR 250R on the highway?
Frankly, nope! The bike has great headlamps, suspension and brakes but things that matter on a highway - tank range, riding comfort, ease of placement of luggage etc, the Akula falls short on. But then this is not a dedicated sports tourer. If one makes subtle adjustments in his riding style, planning of breaks and creative packing, most of these issues can be sorted out.
And boy, does it not look gorgeous?
Also, size wise, it competes well with the big tourers.
Until next time...
It all started with Bajaj teaming up with KTM and we all know how it turned out. The market accepted the (initially) odd looking alien like Dukes with open arms and slowly the other companies realised they've to follow suit!
Millennials today worry less about mileage and looks do matter, because motorbikes nowadays aren't just a mode of transport to reach from point A to point B, they're tools to arrive at the destination in style! In come the Gixxers and Hornets. Dukes and RCs if you're short on time. But then, there were none to very few bikes which gave you the ultimate feeling of an attention grabbing magnet, bikes which were fast as well as attractive. Bikes that make people stop in amazement with their jaws dropped on the floor!
Ducatis, for example have that aura; but then how many people can afford buying and maintaining one?
Enter TVS-BMW. BMW showcased their GS310R and people lost their minds. Online publications heaped praises and the Indian enthusiast lay waiting. Meanwhile, TVS showcased a sharp looking bike at the 2016 auto expo, nicknamed The Shark (Akula). Pic taken off the internet.
But then we see so many concept bikes from desi manufacturers that look awesome, only for none of them to see actual production. Only CS400/Dominar comes to mind that made to the road, with few fancy bits cut off to keep costs in check. Add to that TVS' perception of being lazy (RTR 200 for example) meant people had already assumed that Akula may not see the road anytime soon.
A little over a year later, TVS dropped a bomb!
Yes, ladies and gentlemen, this is a desi bike that looks like an Italian and has sufficient kit to keep one engaged and happy at the same time. It's priced very well for its segment and manages to perform decently in Indian conditions as well.
Specs wise, here is the breakdown (pic sourced from the internet):
With the above stats, it's supposed to be decent on the track as well as the open road. How well does it actually fare? Let's find out!
First of all, I'd like to thank TWIC motorcycle rentals, Mekhri Circle (Bangalore) for letting me know that the bike has arrived and I wasted no time in booking it for a day.
P.S - I'm not related to them in any manner nor is this post an advertisement for their business channel. For more details, kindly get in touch with them over their Facebook page or the website.
Now, let's break down the review categorically.
Looks:
10/10. TVS has managed to carve out a beauty. Just look at it!
Engine and gearbox:
The engine is developed by BMW and tuned by TVS to offer the best of both worlds on this bike. It has the 313 cc liquid-cooled single-cylinder engine known from the G 310 R with four valves and two overhead camshafts together with electronic fuel injection. The capacity of 313 cc results from a bore of 80 millimeters and a stroke of 62.1 millimeters. A salient feature of the single-cylinder engine in the G 310 GS is the fact that its cylinder is tilted to the rear and its cylinder head is rotated by 180 degrees: intake at the front, outlet at the rear. This configuration follows the logic of a straight, power-enhancing supply of fresh air-fuel mixture and also has positive consequences in terms of the bike’s architecture.
With enough grunt to propel the bike to 100 in about 7 seconds, this bike is deceptively quick. Before one realizes and looks down at the speedo only because the surroundings start to get blurred, does s/he see that they're well above the three digit mark! TVS claims a true top end of 160 kmph, while there are a few YouTube videos of the bike doing roughly 165 on the speedo.
The engine does roughly 17 kmph per 1000 revs and 102kmph comes at a meaty 6k revs in top gear.
The 6 speed gearbox is co-developed with BMW and the gates are well specced out. Gear ratios are neither too short nor too tall and deliver a linear pickup.
There is slight clunkiness and the fact that I managed hitting 2 false neutrals in 430 odd kilometers means that these aren't Honda smooth. It could however also be due to the fact that the bike was new with only 900 km on the ODO when I rented it.
Suspension and chassis:
At the front, we have 39mm golden USD telescopic forks and at the rear, a meaty 7 step adjustable monoshock. Even with the rear set at comfort, I was able to enjoy twisty bits well. There's no abnormal dive on hard braking and road bumps are absorbed really well.
Chassis is a steel tubular trellis frame shared with BMW 310R, but tuned for this bike with a different subframe. The following pic sourced from Autocar shows the chassis in all its glory.
Below is the full (and maybe boring to some) video of my ascent and descent from Nandi hills outside Bangalore.
Tyres and Brakes:
The bike comes shod with Michelins, 110 section at the front and 150 at the rear. While these aren't as good as the Metzelers, they're no slouch. They offer acceptable to good performance on ghats and highways alike and people should have no complaints in this regard.
Finally, we get a bike with dual channel ABS that doesn't act wooden under hard braking. The system isn't intrusive, yet delivers when needed.
300 mm front rotors do a PHENOMENAL job of dropping anchor and I'd buy this bike just for the brake set up alone. The way it sheds speed reminds me of 2017 Duke 390. Well done TVS!
Want to see some braking action? Here you go!
Lights:
Another highlight of the bike are the Bi-lux LED projectors! They illuminate the road really well. Low beam and pilots are lit as soon the the bike is started.
Low beam output:
High beam output:
Seating comfort:
Seat height for the rider is 810 mm and anyone above 5'9 can firmly place both feet on the ground. The tank has proper recesses for tucking in the knees while riding and holding the same under braking. However, the rear seat is placed on the 13th floor and only a Mila Kunis can be seated there comfortably. Placing saddlebags while touring can also be a little tricky. I wished the foam padding to be a bit more because anything over 150 km at a stretch and the gluteus maximus started complaining.
Console readout and switch gear:
The bike has a radically placed console one isn't used to in general. But all readouts are well spaced out and can be read easily. Gear position indicator is a welcome add on.
Switch gear is of good quality and looks like it is built to last. Switchgear is sealed and is of non contact type. Usage of WD40 in rains would certainly be limited here.
Riding stance:
Anyone coming from a CBR 250R would find this bike comfortable to begin with. It is slightly more aggressive but way more comfortable than an R15 for example.
Vibrations and FE:
TVS and vibrations have as much of a horror story as Skoda and it's Indian service facility! But I'm glad to report that they're well contained.
There are vibrations at the tank under 3000 revs and they smoothen out as you ride. Also, a dry chain dramatically increases the vibrations at the foot rests as well as the bar ends, so please keep the chain slack in check and lubed.
Gone are the days of old where Apaches competed with burly cruisers in vibes.
I managed an FE of 34ish over 400 km with speeds ranging largely from 80 to 140 at times. On the highway, the 11 liter tank should keep one happy for 350 to 370 km.
Exhaust note:
Better than the Dukes, but not as musical as RTRs of yore.
Ease of maintenance:
Since this is a faired bike, maintenance won't be as easy as a naked bike, but still TVS has paid attention to details and kept most things accessible.
Oil and coolant changes can be done easily, the swingarm has all necessary details should one pay attention. Yes, reaching the spark plugs can be a little cumbersome.
Nifty location for oil.
Easy to read instructions on the swingarm.
All in all the bike is good. But how good? Is it comparable to CBR 250R on the highway?
Frankly, nope! The bike has great headlamps, suspension and brakes but things that matter on a highway - tank range, riding comfort, ease of placement of luggage etc, the Akula falls short on. But then this is not a dedicated sports tourer. If one makes subtle adjustments in his riding style, planning of breaks and creative packing, most of these issues can be sorted out.
And boy, does it not look gorgeous?
Also, size wise, it competes well with the big tourers.
Until next time...
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