Presenting the Bajaj Pulsar 200NS: Let the mania begin again!

The Pulsar is back and it is faster. Meaner. Has killer naked street fighter looks. Introducing the Pulsar 200NS. 6-speed. 23.5 Bhp. Coming soon – to conquer your street.

The new Pulsar 200NS (Naked Sport) takes the Pulsar brand of motorcycles to a new plane. It isn’t revolutionary like the first generation bike but it certainly is a motorcycle that has evolved, considerably. Let me leave the cosmetic bits aside for a few minutes and get down to the more significant improvements. Theres a new engine, transmission and chassis. All significantly different from the previous generation motorcycle. By there are a few deep holes that need to be filled.

The Pulsar’s 200cc liquid cooled engine is according to Bajaj all-new, but we know that this is the same unit as the KTM Duke 200, at least the block and the transmission. On being questioned Rajiv Bajaj insisted that there has been no technology and component sharing between the two but we beg to differ. Apart from the engine head everything below is the same as the KTM, including the block, bottom end and transmission. Even the over-square bore stroke ratio is the same as that on the KTM.

What’s different is that the Pulsar NS power output at 23.5PS is slightly lower than what the Duke 200 makes. The max power also comes in at 9500rpm, whereas the Duke does it at 10000rpm. Torque too is slightly lower in the Pulsar 200NS, 18.3Nm at 8000rpm compared to the KTM’s 19Nm at the same 8000rpm. The hole appears when you realise that the Pulsar makes these power and torque ratings with a three spark plug configuration when the KTM uses just one.

The Pulsar NS engine has a 4-valve valve-train, the KTM uses the same, but it’s a DOHC unlike the Pulsars SOHC. Why? The Duke is fuel injected the Pulsar is not. Now we know the reason behind that is purely dominated by pricing, the fuel injection system is a much more expensive addition.

Where the transmission is concerned, the covers look different but peel it aside and the innards should be the same. Except for the ratios, but that can also be achieved by fiddling around with the final or primary drive ratio.

What I do expect is that the Pulsar will be on par if not very very close to the Duke in terms of outright performance. Because of the power and torque ratings I also expect it will have sharper and stronger driveability and in gear acceleration than the Duke. Bajaj claims that the Pulsar will do a 100kmph in 9.8 seconds which is pretty damn quick.

Yet the big story is the fuel efficiency which Bajaj claims will be around 58kmpl overall when the bike is ridden at speeds under 60kmph. Raise the speeds by a significant bit and you will still get figures above 50kmpl though anything above a 100kmph drops it to under 30kmpl. Yet that’s good efficiency.

The most significant change is the chassis, a perimeter frame made of pressed steel along with a gas charged mono-shock at the rear and a box section swing-arm, a wheelbase that is now longer than that on the P220 and petal disc brakes at both ends. The handlebar rake and trail also looks like it has increased. All in all I do expect this bike to be an absolute revelation at the racetrack or on the roads. It may not be very flick-able but the new chassis will definitely give it a new character. How good or bad compared to before will depend on when we get to ride the bike, which is soon, very soon.


The Pulsar is exciting on paper that much I will give it. In the real world what will that translate to is still a mystery because the Pulsar is roughly 9kg heavier than the Duke 200. So in power to weight terms the Duke is a bit meatier. At a 145kg kerb, and displacing just 200cc the Pulsar might have a disadvantage to its intended competition (R15 and even the Duke 200). Yet its transmission and the quick ratios might also prove to be its ace in the pack.

On every other front despite Bajaj not being forthright about sharing the engine and transmission ( we honestly don’t think it’s a bad thing) the Pulsar 200NS is going to be a scorcher at the box office. Especially given that Rajiv Bajaj did mention that it would be priced under a lakh of rupees when it hits the market early April 2012. I’d like to read that as a on-road price not ex-showroom.


Engine Type Type SOHC – 4V – Liquid Cooled
Combustion system Triple Spark
Ignition system Independent spark control through ECU
Crankshaft Type Integral
Max Power 23.52 PS @ 9500
Max Torque 18.3 Nm @ 8000
Bore 72 mm
Stroke 49 mm
Displacement 199.5 cc
Fuel system Carburettor, UCD 33
Air filter Paper element
Exhaust system Exhaust TEC enhanced centrally mounted
Frame Type Pressed steel Perimeter Frame
Wheel Base 1363 mm
Length x height x width 2017 mm x 1195 mm x 804 mm
Seat ht-Rider 805 mm
Ground Clearance 167 mm
Vehicle Kerb weight 145 kg
FAW/RAW 72/73 kg
Fuel Tank capacity 12 Litre
Front suspension Telescopic Front Fork with Antifriction Bush Dia 37
Rear Suspension Nitrox Mono Shock Absorber with piggy back gas canister
Front Petal Disc with floating caliper
Rear Petal Disc with floating caliper
Front Dia 280 mm Disc
Rear Dia 230 mm Disc
Front 100/80 – 17, 52 P, Tubeless
Rear 130/70 – 17, 61 P, Tubeless
Front 10 spoke 2.5 x 17, Alloy
Rear 10 spoke 3.5 x 17, Alloy
0-60 kmph 3.61 sec
0-100 kmph 9.83 sec
Max Speed 136 Kmph
Braking Distance – Both brakes (60 – 0 Kmph) 16.33 meter
System DC Ignition
Battery 12V 8AH VRLA
Head Lamp HS1 35/35W
Tail/Stop Lamp 0.3/3 W, LED

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