The Bajaj Sunny was launched in 1990; the Kawasaki Bajaj 4S Champion followed a year later. About this time, the Indian government was initiating a program of market liberalization, doing away with the old 'license raj' system, which limited the amount of investment any one company could make in a particular industry.A possible joint venture with Piaggio was discussed in 1993 but aborted. Rahul Bajaj told the Financial Times that his company was too large to be considered a potential collaborator by Japanese firms. It was hoping to increase its exports, which then amounted to just five percent of sales. The company began by shipping a few thousand vehicles a year to neighboring Sri Lanka and Bangladesh, but soon was reaching markets in Europe, Latin America, Africa, and West Asia. Its domestic market share, barely less than 50 percent, was slowly slipping.By 1994, Bajaj also was contemplating high-volume, low-cost car manufacture. Several of Bajaj's rivals were looking at this market as well, which was being rapidly liberalized by the Indian government.Bajaj Auto produced one million vehicles in the 1994-95 fiscal year. The company was the world's fourth largest manufacturer of two-wheelers, behind Japan's Honda, Suzuki, and Kawasaki. New models included the Bajaj Classic and the Bajaj Super Excel. Bajaj also signed development agreements with two Japanese engineering firms, Kubota and Tokyo R & D. Bajaj's most popular models cost about Rs 20,000. 'You just can't beat a Bajaj,' stated the company's marketing slogan.The Kawasaki Bajaj Boxer and the RE diesel Autorickshaw were introduced in 1997. The next year saw the debut of the Kawasaki Bajaj Caliber, the Spirit, and the Legend, India's first four-stroke scooter. The Caliber sold 100,000 units in its first 12 months. Bajaj was planning to build its third plant at a cost of Rs 4 billion ($111.6 million) to produce two new models, one to be developed in collaboration with Cagiva of Italy.New Tools in the 1990sStill, intense competition was beginning to hurt sales at home and abroad during the calendar year 1997. Bajaj's low-tech, low-cost cycles were not faring as well as its rivals' higher-end offerings, particularly in high-powered motorcycles, since poorer consumers were withstanding the worst of the recession. The company invested in its new Pune plant in order to introduce new models more quickly. The company spent Rs 7.5 billion ($185 million) on advanced, computer-controlled machine tools. It would need new models to comply with the more stringent emissions standards slated for 2000. Bajaj began installing Rs 800 catalytic converters to its two-stroke scooter models beginning in 1999.Although its domestic market share continued to slip, falling to 40.5 percent, Bajaj Auto's profits increased slightly at the end of the 1997-98 fiscal year. In fact, Rahul Bajaj was able to boast, 'My competitors are doing well, but my net profit is still more than the next four biggest companies combined.' Hero Honda was perhaps Bajaj's most serious local threat; in fact, in the fall of 1998, Honda Motor of Japan announced that it was withdrawing from this joint venture.Bajaj Auto had quadrupled its product design staff to 500. It also acquired technology from its foreign partners, such as Kawasaki (motorcycles), Kubota (diesel engines), and Cagiva (scooters). 'Honda's annual spend on R & D is more than my turnover,' noted Ruhal Bajaj. His son, Sangiv Bajaj, was working to improve the company's supply chain management. A marketing executive was lured from TVS Suzuki to help push the new cycles.Several new designs and a dozen upgrades of existing scooters came out in 1998 and 1999. These, and a surge in consumer confidence, propelled Bajaj to sales records, and it began to regain market share in the fast-growing motorcycle segment. Sales of three-wheelers fell as some states, citing traffic and pollution concerns, limited the number of permits issued for them.

Legend NXT 2Technical Specification Photo Gallery

Brakes Front    Rear   Dimension

 Overall height  1150 mm Overall length  1825 mm Overall Width   Wheelbase  1275 mm Ground Clearance  140 mm Kerb weight  109 kgs Fuel Tank Capacity  5 litresEngine

 Type   Stroke (2/4)  2 - Stroke, air cooled No. of cylinders  1 Bore x stroke   Displacement  145.45 cc Electrical  12V 2.5AhPerformance

 Maximum Power  8.18 bhp@5500 rpm Max. Torque   Start  Kick startSuspension

 Front   Rear  Transmission

 No. of Gears  4-speed Clutch  Tyres

 Front   Rear

Company has stopped manufacturing thismodel.The Bajaj Chetak 150 MT is an old-time favourite from thehouse of Bajaj. This 150cc scooter will be on its way outby the year 2000. Newer variations are undergoing trials

in the R&D department, but for now, the Chetak is one ofthe best-selling two-wheelers in the semi-urban and ruralmarkets.A large fuel tank and an average fuel consumption figureof 42 kpl leads to a reasonable interval between fuel tanktoppings. The problem is the two-stroke engine, whichgenerates the seven-plus bhp that powers the bike. It

consumes more petrol as compared to the rest. The pluspoints are a tough body, low maintenance and initial costand good resale value. The minus points are pooraverages, unbalanced ride, stiff gear-shifting, lacklustrebraking and higher pollution levels. This model is not Y2Kproof.

TECHNICAL SPECIFICATIONS OF BAJAJ CHETAK

EngineEngine : Two stroke/petrolTransmission : Four-speedDisplacement : 145. 45ccTachometer : NoMax Power : 7.48 hp@5500 rpmMax torque: 1.1kgm@3500 rpmGroundClearance : 145mmIgnition : ElectronicDry Weight: 103kgFuel tankCapacity : 6.5 litresBattery: 12VF/R suspension : Spring-loadedAbsorberR/R suspension : Hydraulic absorberMax Speed : 85kphFront Tyre size : 3.50x10.4 PrRear Tyre size : 3.50x10.4 Pr

Wheelbase : 1230mm

Introduction/DescriptionA conventional induction ignition creates a spark by applying electric potential (12 volts) to the primary side of the coil. The coil steps the primary potential up to as much as 10,000 volts and delivers this high voltage to the spark plugs. However, this "step up" process is relatively slow, and as crank speed (rpm) increases, the secondary voltage declines dramatically.

This limitation was partially solved by the development of capacitive-discharge ignition (CDI) systems. Instead of applying 12 volts to the coil, a CD ignition increases the primary current by storing it in a kind of miniature battery called a capacitor. When this higher primary current is applied to the coil, the secondary voltage is dramatically increased.

The principal advantage of a CDI system is the ability to present a superior spark to the air/fuel mixture inside the combustion chamber, thus maximizing burn efficiency. The easiest way to get a bigger spark is to increase the spark plug gap size. However, increasing the gap distance also increases the voltage necessary to ionize the air/fuel mixture. And the resistance of the air/fuel mixture increases as the mixture is pressurized in the cylinder, requiring even higher voltage to spark across a plug. A CDI system provides the higher voltage required by the increased spark plug gap size, thus providing very intense spark.

A CDI ignition system can create spark potential as high as 37,000 volts. Most engines only need about 20,000 volts for reliable ignition. The stock system begins to 'droop' as the rpm goes up. At highway speeds, the spark voltage becomes more and more marginal, averaging about 18,000 volts. With a CDI system, the step up process is very fast compared to a conventional 12-volt induction. This assures a more consistent spark delivery across the plug gap, even at very high crank speeds (rpm)

Bajaj Sunny Bajaj Sunny Spice

 

  More Details More Details

Fuel Tank Capacity 3.5 Liters 3.5 Liters

Maximum Speed 50 Km/Hour 55 Km/Hour

Engine Type Two stroke/petrol 2 - stroke forced air cooled

Power 2.8b hp@6000 rpm 3.6bhp/6500rpm

Torque - 4.3Nm

No of Cylinders - Single Cylinder

Gear Box Automatic Single speed

Clutch Type - Centrifugal wet type

Front Suspension Leading link with Coil springsLeading link with coil spring &Antidive link (Hyd.Damper

Rear Suspension Hydraulic damper with coaxialsprings

Swing arm hydraulic damper coaxialspring

Front Brakes - Drum

Rear Brakes - Drum

front Tyre 2.75x10 Pr 3 X 10

Rear Tyre 2.75x10 Pr 3 X 10

Wheel Base 1165 mm 1165 mm

Ground Clearance 100 mm 120 mm

Kerb Weight 63 kg -

Seat Height - 760

Max Payload - 120 Kg

Capacities

Fuel Tank Capacity 3.5 Liters 3.5 Liters

Performance

Maximum Speed 50 Km/Hour 55 Km/Hour

Engine

Engine Type Two stroke/petrol 2 - stroke forced air cooled

displacement 59.86 cc 59.86 cc

maxPower 2.8b hp@6000 rpm 3.6bhp/6500rpm

maxTorque - 4.3Nm

No of Cylinders - Single Cylinder

Electricals

Battery 12V 12V

Head Lamp - 35/35 W

System - 12V 5 Ah

Transmission

Gear Box Automatic Single speed

Clutch Type - Centrifugal wet type

Suspensions

Front Suspension Leading link with Coil springsLeading link with coil spring &Antidive link (Hyd.Damper

Rear Suspension Hydraulic damper with coaxial Swing arm hydraulic damper coaxial

springs spring

Brakes

Front Brakes - Drum

Rear Brakes - Drum

Wheels and Tyres

Front Tyre 2.75x10 Pr 3 X 10

Rear Tyre 2.75x10 Pr 3 X 10

Styling and Design

Sunny is very much simple in its styling. In fact, most of its components are made of fibres to give a lighter feel and

better mileage. The front consists of a single small, headlamp more like a bigger torch light. The handlebar lock is

placed at the front above the front wheel mudguard. The leg room is best for average built people only. The

instruments on either side include a kill switch and headlamp on off button on right and a horn and dim/bright switch

on the left. The choke is present above the legroom on the plastic area below the rider’s seat. There is a usable hook

like in scooters to hang grocery bags.

The leg room is wide comfortably accomodating big basket below the handlebar. The seat has average width and accomodates to adults perfectly. The grab rail is simple and also has some storage shelf at the rear. The seat can be lifted to fill petrol and it also has a luggage space in rectangle shape. The side skins are too much curved showing all of the suspension spring and the chain set completely. The rear lamp is box type with a small rectangle reflector in the middle. There are no turn indicators in this bike. The large rear view mirror is same as in other Bajaj Scooters. Surprisingly only one spring does the suspension for the rear. The three spoke wheels are very small allowing only a ground clearance of 100mm.

Engine

Bajaj Sunny is powered by a 59.88 cc two stroke engine, with maximum power of 2.8/6000 bhp/rpm. The scooterette

acheives a top speed of 50 kmph. A mileage around 45 kmpl is returned by Sunny.

Ride and Handling

Suiting more for teens, Sunny gives a sluggish pick up from stand still and achieved 30 kmph in a while. There is

nothing particular to mention about handling, as with that speed, one could easily manage halting Sunny with the

drum brakes. The front Leading link with coil springs and the rear hydraulic dampers with coaxial springs give very

much average suspension making you feel every pot hole and bad patch. But one could not blame it because,

considering its low price and chassis, nothing can be expected more than this. With a pillion it takes little more effort

to steer.

With lots of space for luggage, it will fit the teenagers bag, lunch bag too. Straight line stability is good up to 40 kmph speed and to steer it across a corner, you need to be careful. The 10 inch wheels are puny. As with any two stroke engine, the paper figures of 2.8 bhp torque is exactly delivered on road. Even after years of using it, the motor still

lives up to its character. The 63kg weight of the scooterette can provide you hardly any grip during rainy days. The centre stand cannot be easily put, due to the poor design. There is no side stand either. At night, the small headlamp is better than a cycle dynamo headlamp. The speedometer marked from 0-60 is hardly visible when lit.

Saffire vs active vs kineticFirst the Kinetic. The 98.8cc two-stroke engine of the Kinetic is coupled to a CVT transmission (commonly known as a variator). Unlike an automatic, there is no gearchange lag in a variator, simply because there aren't any gears! That's the theory at least. In practice though, there is a distinct half-a-second lag after turning the throttle when pulling away from a standstill. Strange! This takes a toll on its Performance, specially on its 0-60kph time where it is the slowest of the pack at 19.79 seconds. Mid-range Performance is tolerable, with a 20-40kph time of 4.87sec, while the 40-60kph jog takes 11.76sec. Yet, Performance was rarely the criterion for a Kinetic buyer over the years. Being the first two-wheelerin the country to have an electric start, the Kinetic was in favour right from its inception and much hasn't changed since. This was further enhanced by not having to fiddle with awkwardly placed leaky fuel taps, no manual choke to deploy on cold mornings, and no gearshifts to grapple with.   Armed with an electric start as standard, the Saffire was aiming right for the Kinetic when it was launched. And a four-stroke 92.2cc engine promising better fuel-efficiency was the icing on the cake. Firing up the Saffire is never an issue, since the bypass supply valve with itstemperature   sensor  detects a cold engine and enriches the mixture automatically. The engine is astonishingly smooth and barely audible at idle.   Throttle action is light, and just a hint of a twist is enough to get the wheels rolling. However, once you twist the throttle and keep it there, the noise from the engine is enough to drown out a hive of bees, never mind the engine vibration giving your feet a steady massage. For all its racket, the Saffire is a mediocre performer - the 0-60kph dash is covered in just over 16sec which, though faster than the Kinetic, is no match compared to the hot Honda. In the 40-60kph run, it posts a respectable 9.13sec, thanks to its top gear kicking in.   The Activa's 102cc four-stroke engine - the largest of the three - is an absolute gem. It whirs into life with just a gentle depression of the starterand quickly settles down to an unwrinkled purr of an idle. The initial throttle response is quick, but once on the move, the experienced rider will notice a slight drop in engine rpm as the variator changes the ratio, before it starts to build up again and stays so to the very end. Noise and vibration are nearly non-existent, even at full throttle. Performance, to say the least, is shattering for its class and the 0-60kph sprint takes a mere 13.27sec, over 6sec faster than 'king' Kinetic. Overtaking is a joy, with 20-40kph dispatched in just 3.56sec and 40-60kph in 7.87 seconds. Simply exhilarating!The Kinetic doesn't inspire a lot of confidence in a straight line, let alone corners. The feeling that comes through from the handlebars is one of apprehension that the scooter might do a nasty twist if you swerve hard to avoid a pothole. Hard cornering can be indulged in with a do-or-die approach and you come out of the corner shaken but not spilled. The Kinetic's brakes lack the progressive feel of the Activa and the front tends to lock up under hard braking.

   The Saffire takes all in its stride pretty well with its extremely rigid frame and centrally mounted engine. Significantly, it feels better planted than the Activa when turning at slow speeds and its straight-line stability will amaze many. The brakes on the Saffire get the job done but lack the sheer stopping power of the Honda. The souring of the ride on the Saffire is due to the single-sided front suspension's inability to iron out the bumps or the slightest of uneven road surfaces.   Going into a corner at slow speed, the Activa comes through as a bit over-eager which may have you leaning at angles fractionally more than what you intended to. Straightline handling or high-speed banking throws no nasty surprises. One enjoys a comfortable ride at a cruising speed of 50kph. The Activa has the largest ground clearance of the three at 145mm, which just might let you jump that kerb without a nasty jolt to the underbody. The Activa does bottom but it has to be dumped harshly into something resembling a minor moon crater. Devoid of any obvious and disturbing vibrations, the ride remains supple and invites larger throttle openings because of the effortless way that it tackles road irregularities. Then there is the longish wheelbase-derived stability that greatly adds to the comfort. And finally the awesome brakes, providing pin-sharp stopping power with a good progressive feel throughout. The front leading link suspension does not completely inhibit weight transfer, which aids braking Performance during panic stops. The rear end, though, tends to break out a wee bit when the brakes are jammed at top-end speeds, but that would be fault-finding.

While the Kinetic returned 34.2kpl in the city and 39.1kpl on the highway, the Saffire delivered 45.6kpl and 46.2kpl, with the Activa coming out tops with 45.9kpl and 47.1kpl.