YAMAHA YZF R15 V3 PRICE BS6 , MILEAGE, IMAGES, COLOURS

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We rode the new Yamaha R15 V3.0 on the Madras Motor Race Trachồng và came back mighty impressed! But can it make a mark out in the real world too? We put Yamaha’s entry-màn chơi supersport through our comprehensive thử nghiệm cycle

Here since 2008, the Yamaha R15 has been one of the few 150cc motorcycles that could excite newbies & experts alike. While its 150cc motor is small on capacity, it makes up for it with sharp riding dynamics & supersport styling. Fast forward to lớn 2018 và two generations later, the YZF-R15 V3.0 is finally here. It has a slightly bigger, more powerful engine, even sharper handling và a kiến thiết that will get a unanimous thumbs up. But is that enough lớn help it stay afloat in a market where there are plenty of similar or better performers from Bajaj & TVS with a lower price to power ratio? We pottered around the city & carved through some ghats for answers.

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Design and FeaturesWhile all three generations took design cues from the R6 & the R1, the current R15 is the one with the most well-proportioned design. Viewed head-on, the R15 V3.0 is certainly a head-turner as it gets a gaping centrally located faux air duct flanked by slim LED headlamps. The side profile has lost the sharpness of the second generation and looks a little rounded in comparison. Dimensionally, it has grown in length by 20milimet, in width by 55mm và in height by 65milimet.

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The fuel tank receives shark gill-shaped vents which look really cool but come at the cost of storage capacity which, at 11 litres, has gone down by a litre. With the absence of a pillion grab rail, parking it in tight spots will be tough, especially when you factor in the slightly flimsy screw holes under the seat holding the tail panels. The rear over has a clean look & features a triangular LED tail light unit.

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There’s a huge jump up in the features’ count. It receives a fully digital instrument console that’s similar to lớn some premium motorcycles. Switch on the key & it greets you with a ‘Hi Buddy’ message which can be personalised with your name with the two buttons placed at the bottom of the screen. Other information that it relays includes fuel consumption (instantaneous và average), gear position indicator & a VVA (variable valve sầu actuation) indicator. Quality levels are typically Yamaha until you look closely to lớn find some unsightly weld points và plastic panels with gaps. But in spite of these niggles, the R15 shines in terms of overall finish and comes across as a bigger capacity motorcycle.

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Engine & PerformanceThis is where the magic lies. The Yamaha R15 V3.0 receives a slight bump in engine capathành phố displacing 155cc instead of 149cc. Another change lớn the liquid-cooled, 4-valve motor is the addition of VVA (variable valve actuation). This tech helps alter the engine to lớn run two different valve sầu timings - one for a stronger lower-kết thúc piông xã up & another lớn aid top-kết thúc grunt. Whenever the VVA is in action, at about 7400rpm, the console notifies the same, taking the engagement factor up a notch.

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The increased capathành phố và the inclusion of VVA has has resulted in more power - a total of 19.3PS at 10,000rpm, up from 17PS earlier. Torque, though, the same 15Nm as before, comes in at 8500rpm, which is 1000rpm higher than before. This engine has a higher rev limit of 12,000rpm & sounds gruntier as the tamang lại needle gets into the top of its range. But then, it also has mild vibes creeping through the footpegs at higher rpm. That said, this motor not only proved lớn be a gem on the race traông chồng, but also had us smiling at its tractability within the đô thị as well. The single-cylinder unit is happy ambling about at 20kmph in as high as fourth gear without showing any sign of strain. In our tests, it even managed khổng lồ pull from as low as 35kmph in sixth gear, a feat you’d expect from nothing short of a four-cylinder motorcycle.

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Outright acceleration is quite impressive sầu, with 60kmph coming up in just 3.40 seconds, which is quicker than almost all the 200s. The run lớn 100kmph is dispensed off in 11.42 seconds, which is right up there with larger capađô thị bikes too. In-gear acceleration was equally impressive sầu, either matching or surpassing the times mix by bigger 200cc motorcycles in our tests. The R15 V3.0 did 30-70kmph in third gear in 5.71 seconds, whereas it took 6.65 seconds for the 40-80kmph jaunt in fourth gear. The 6-speed transmission is precise with not a single instance of false neutral in our time with the xe đạp. Armed with a slipper clutch, engine braking has been properly controlled and not only does it aid spirited riding, but makes the job of frequent gear shifts in heavy traffic a breeze. In our test cycles, we extracted a very healthy 47.92kmpl on the highway but what left us awed was the 48.75kmpl of thành phố mileage, better than the Bajaj Pulsar NS200, TVS RTR 200 & also its stablemate, the Yamaha FZ25.

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Ride And HandlingStill based on the Deltabox frame, the new R15 gets a slightly retuned subframe. With a rake smaller than both the earlier R15s, it also has a wheelbase that’s shorter than the two earlier versions - 1325milimet. As for the ground clearance, at 170mm, it has increased by 10milimet. The suspension thiết đặt comprises of fatter 42mm telescopic forks up front, compared khổng lồ the previous gen’s 33milimet, while the rear retains the linked monoshoông chồng that has been doing duty since the first generation. It gets 10milimet wider tyres up front (100/80R17) and rear (140/70 R17), but the racer in you should opt for the optional Metzeler Sportec M5 for rear.

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What do all these updates transpire into? Well, the V3.0 is a savage around the corners. Show it a mix of twisties and it just comes inlớn its element - ever eager lớn lean inkhổng lồ turns, but it is sharp enough to catch you out. Thanks to lớn its raised seat height, rear-phối footpegs và a more committed riding position, it doesn’t have the same forgiving nature of the previous two generations. The low set clip ons put quite a bit of strain on the wrists và lower baông xã. This makes sustained riding for long distances a tiresome affair. In the đô thị too, Its low-set clip-on handlebars makes executing U-turns a bit tough as the handlebars come really cthất bại lớn the fuel tank, locking up your wrist which finds it difficult to lớn modulate the throttle, especially on right hand turns. Even the KTM RC, with its more aggressive sầu ergonomics, feels easier while making these turns.

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The rider seat height has been increased by 15milimet khổng lồ 815mm now, but since it is narrow, placing both feet on the ground won’t pose an issue lớn riders who are 5’6” và above. Also, those bothered by the high-set pillion seat can rejoice. The height difference between the two seats has reduced slightly, so the pillion won’t tower over the rider as before. But it’s still high enough to make getting on và off a bit of a task. And the laông xã of grab rails is a downer, just as it was on the V2. One thing that the rider will appreciate is the more pliant front suspension that handles bad roads much better now và doesn’t allow most of the judders to reach the rider’s arms. The rear can gobble up smaller potholes, though jolts from the bigger ones still reach the tailbone if you aren’t careful.

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Stopping power is provided by a 282milimet front disc with two-piston calipers and a 220milimet disc at rear from ByBre which offer brilliant bite. During our braking tests, the Yamaha R15 v3.0 braked from 100-0kmph in 51.67 metres và from 80-0kmph in 34.15 metres. The braking distance could have sầu been better with ABS as we had to lớn modulate the front brake khổng lồ prsự kiện the rear wheel from lifting. The front brake has a sharp initial bite & requires careful modulation when riding over slippery or gravelly roads. During our chạy thử cycles, which were on wet roads thanks khổng lồ the monsoons, the absence of ABS was felt quite a bit - a feature that’s certainly more useful than the slipper clutch when riding on public roads, for most people at least. What adds insult lớn injury is that ABS is available on the international-spec model.

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VerdictSo how good of a case does the R15 V3.0 make for itself? Well, it definitely has evolved in all the aspects. But that evolution has taken away some of the accessibility that the first-gen R15 offered and made it a cult aao ước relatively inexperienced riders. In its current thiết đặt, it"s a great beginner’s traông chồng tool & a nice thành phố runabout for the GenY. It can even dispatch everyday duties & satisfy your occasional wanderlust, albeit with slight discomfort. There are other options rivalling the R15 such as the hardcore KTM RC200 or the relatively less physically taxing Bajaj RS200, but then, the KTM is a bit too focused, while the Bajaj simply doesn’t have sầu the sharpness of the R15. If you are looking for something that is exciting to lớn look at & bridges the gap between these two faired motorcycles, the R15 V3.0 should make sense for you.