Bajaj Platina 110 H Gear
We take a ride on the new Bajaj Platina 110 H Gear to see how much it has improved and, of course, to check out the H gear
We check out Bajaj’s popular commuter, now with an extra cog
Commuter motorcycles rarely turn heads and it is highly unlikely that any of these motorcycles has made it to the hallowed poster-space on an enthusiast’s wall. these machines’ claim to fame comes from their almost bulletproof reliability, ride comfort, and low maintenance cost. their most sought-after feature is, of course, fuel efficiency. their ability to squeeze maximum mileage from every drop of petrol makes other classes of motorcycles look like augustus gloop let loose in charlie’s chocolate Factory. makes sense then that it is quite popular in a developing economy like india.
We got a chance to test-ride Bajaj’s latest contender in this segment, the Platina 110 h gear. since i ride a similar motorcycle to work every day, i had my own list of demands that i expected the Platina to comply with. one of the things on the list was styling and it is evident that Bajaj have not invested a lot in giving the Platina a cosmetic makeover. instead, this motorcycle receives a few simple but contemporary additions that strike a good balance between looking up-to-date without sacrificing too much of its already popular design. the new features include a drl, 3d logo on the fuel tank, all-black treatment for the engine, and a quilt pattern for the seat.
a turn of the key brings an analogue speedometer and a digital display to life. the information on the console includes fuel level, trip meter and odometer, battery level, and a rather useful clock as well. dominating the display is the gear shift guide — a gear indicator that prompts you to upshift or downshift to achieve maximum fuel efficiency from the 115-cc, air-cooled single. it makes 8.6 hp at 7,000 rpm while torque maxes out at 9.81 nm at 5,000 rpm.
now we address the conspicuous “h gear”. unlike its rivals, this motorcycle gets a five-speed gearbox; the fifth ratio being the h gear. Without making any changes to overall dimensions of the crankcase, Bajaj have added the extra gear to the existing four-speed box. a welcome addition that certainly helps the motorcycle handle highway speeds easily. someone who rides a commuter motorcycle regularly is certainly going to be pleased to know that s/he can upshift once more after reaching fourth gear.
another thing that caught my interest was the cBs (combined braking system) set-up that aims to assist the 240-mm disc and the 110-mm drum. in what may be a cost-optimization move, Bajaj have opted for a mechanical linkage over the more reliable remote master cylinder set-up. While this arrangement worked fairly decently during our test-ride, it does rob some feedback from the front brake that needs getting used to.
In the city, the motorcycle’s frugal weight, ability to make quick changes in direction, and light feel at the clutch lever all contribute to making it a breeze to manoeuvre
Furthermore, in order to perform optimally, this system will require regular adjustment.
after making a mental note of the Platina’s all-down gear pattern, i thumbed the starter. the engine came to life without fuss and i was on my way. the riding position is upright, neutral, and comfortable. Bajaj have lowered the gear lever mount using a linkage and the foot-pegs are set a smidge lower than usual; a move that does seem rather unnecessary considering that, with time, free play in the linkage will increase, leading to sloppy gear-shifts. the seat is well-padded and plush but could have been better if it were slightly wider. there is no cause for complaint so far as pillion comfort is concerned but the length of the seat is a tad too long. What may be seen as ample space for two can be misinterpreted as a bench on wheels by the average irresponsible motorist.
having found a clear stretch of road, i began shifting gears when the console prompted an upshift and, by 40 km/h, i was already in top gear. the Platina has ample low-end grunt to support short-shifting, which should translate into good fuel efficiency. if we are talking numbers, that would be an admirable 84 km/l (test figure from arai). however, unlike the competition, there are neither markings on the speedometer nor an “economy” light to indicate at what speed one should cruise to extract maximum mileage per litre of petrol.
in the city, the motorcycle’s frugal weight (118.5 kg, kerb), ability to make quick changes in direction, and light feel at the clutch lever all contribute to making it a breeze to manoeuvre even in the dreaded stop-and-go traffic. From my time on the highway, the Platina felt sublime at 70-80 km/h. there were no vibrations and the engine did not seem stressed either. With the throttle wide open, i had to cover a fair bit of ground before hitting a top speed of 90 km/h (indicated). While there is noticeable vibration at that speed, it is not a deal-breaker and neither does the motorcycle seem unstable. this is an aspect where the Platina scores over its rivals that feel rather out of place when ridden at the highway speed limit.
What about the ride quality, you ask? i have been saving this one for last because it is advertised as the Platina’s greatest strength in all their television commercials. does it live up to the hype? Well, while we cannot attest to the validity of safely transporting a stack of pots or ostrich eggs, we can say that Bajaj have found the right balance to keep the rider (and pillion) comfortable. the motorcycle is pliant on highways, composed in corners, and unflustered over bumpy roads.
Priced at rs 55,373, the Platina 110 h gear is the most accessible option when compared to its rivals in the segment (the ones with front disc brakes). Furthermore, it also returns the highest fuel efficiency among them. With that combination, it appears Bajaj have derived a winning formula for its popular commuter motorcycle.