Honda Shine
Honda Shine brings together the best of all that is sought in a motorcycle into one awe inspiring piece of automotive technology. Equipped with a host of advanced technologies like Multi Mapping CDI, Tumble Flow Combustion Chamber, Long Intake Pipe and Connecting Tube, CV Carburetor, 2 Way Air Jacket and Pulse Exhaust System, the newly developed 125 cc ‘Optimax’ engine delivers class leading 10.3 BHP which enables Honda Shine to deliver the best balance of pickup and mileage. Honda obviously feels this is what a majority of the Indian buyers want. The new Honda comes in twin-color codes with a tidy front fairing that harks of bigger bro Unicorn’s beak.
Compared to the Unicorn, the Shine has instruments that are boring, though the bike does well for itself with neat switches. A hefty and cleverly chiseled fuel tank comes with well-designed knee recesses and a familiar filler-cap in chrome. Accommodating 11litres of juice, this tank blends into boomerang-shaped side panels that lead backwards into a smooth brake-warning lamp. The Shine’s grab rail is straightforward and non-alloy. Lending relief lower down is a shiny chrome silencer heat shield. While the Shine will not immediately offer an electric start option, HMSI has announced this will form part of its package in July.
The bike’s four-stroke, air-cooled and single-cylinder engine has been termed ‘Optimax’ by the marketing brains, and is broadly a scaled down version of the Unicorn power plant. Power output is 10.3bhp at 7500rpm, a full bhp lower than its direct competitor—Bajaj’s Discover. One can expect the near vertically mounted 124.6cc Shine engine to offer refinement typical of Honda, although we must reserve any further comment till we actually test it. A CV type carburetor performs mixing duties on this bike, and breathes into the cylinder via a purposely long and thin induction manifold—that’s for faster air-fuel intake velocity and subsequently better volumetric efficiency.
The Shine’s rubber-damped alloy-cylinder is built to permit beneficial tumble-flow character, which allows burning of a leaner mix. As on the Unicorn, there’s an offset crankshaft to minimize piston and cylinder friction, while the cylinder head is cast with twin-air channels that aid prompt cooling. The Honda Shine comes equipped with a 125 cc Opimax engine, delivering an acceleration of 0-60 kmph in 5.3 seconds. The engine is four-stroke, single-cylinder air-cooled. Honda Shine will not, initially, have a disc brake or a self-start. These models of Shine are expected to roll out by July.
Honda Shine offers 10.3 bhp of power @ 7500 rpm. The company claims that the Shine will run for 56 kilometers on a liter of petrol on Indian riding conditions, and that looks decent for a mid-size bike.
According to Honda, the Shine is equipped with puncture-resistant Tuff-up tube and a ‘Primary Kick’ for easy city riding. Honda Shine will be available in Wild Purple Metallic, Champion Blue Metallic, Black, Alpha Red Metallic and Geny Grey Metallic. After Honda Unicorn, this is the second bike offering by HMSI. Other two-wheelers manufactured by Honda in India include the Honda Activa, Honda Dio and Honda Eterno. The Shine has ample seating space for the rider and the pillion, making the ride a breeze. The seating position is engineered to minimize fatigue over long stretches. Honda says that the Shine is equipped with a host of advanced technologies like Multi-Mapping CDI, Long Intake Pipe, Tumble Flow Combustion Chamber, and Connecting Tube, CV Carburetor, 2 Way Air Jacket and Pulse Exhaust System.
Features
The bike features multi mapping CDI, tumble flow combustion chamber, long intake pipe and connecting tube, CV carburetor, two-way Air Jacket and pulse exhaust system, the 125 cc engine is termed as an `Optimax’ engine and will deliver 10.3 bhp. According to Honda the bike will deliver a mileage figure of 65kpl in city conditions. The `Optimax’ engine is essentially a scaled down version of the Unicorn’s 150cc motor. Our experience with Honda engines says that this engine should be as smooth and refined as the others are.
The heel and toe shift operated gearbox is four-speed and shifts all up. Honda claims that the bike should deliver more than adequate power in the lower end of the power band. Honda engineers have been smart and given the bike slightly taller gearing ensuring that the bike manages to get higher speeds at lower engine revolutions. This should also assist the bike to manage the claimed fuel efficiency figure.
At the front the Shine gets telescopic forks, while the rear has conventional twin shocks. We were however disappointed to see the rear suspension as Honda could have offered the technologically advanced mono-shock that the Unicorn has. The bike also comes equipped with host of innovative features like puncture resistant Tuff-up tyre front and back. The self-start versions (drum brake as well as disc brake options) will be launched by July. It will be available in five distinct colors - purple, blue, black, red and grey.
Engine and Gearbox
The Shine has the better engine overall. The Shine’s engine feels more refined, no, more engineered, more fresh and due to its early torque peak, gutsier than the Yamaha. The Shine vibrates more than Yamaha, and it’s a noticeable difference. Purely because, the Yamaha does not vibrate AT ALL. Yes, no matter what the revs, the Yamaha is more or less silent and vibe free. It is an achievement, but as you will see, not without its pitfalls.
But, the Yamaha has the classier gearbox. The Shine’s four-speed box shifts all up, which is a bloody irritant. If Honda were to pay me a dollar (why bother with a Rupee in conjecture, eh?) for every time I’ve found myself in neutral when I should have been in first, I’d be buying Bill Gates hi-tech house… about now. The shift quality is good, but the pattern sucks. The lever was scuffing my boots as well, so I had it hacked right off. Also, my bike seems to make a ‘zero’ shift now and then. The lever moves, but gets no work done. No false neutral… you’re just still in the same gear. The one-down, four-up Yamaha box is just butter smooth, always sure, ever positive. Perfect.
Handling
The Shine’s handling, expectedly, is as you would expect it to be. It goes around corner. That means no drama, no excitement, total compliance, you cannot complain. But that isn’t how it should be, right? On the other hand, the Gladiator is quite possibly the best handler in the country. With most of the Frazer’s chassis carried over intact, its eye-opening good. It’s friendly enough for novices but you can seriously play with it. As a colleague put it, ‘this is the bike to get your knee down on. I’m sure of it. No matter how much tomfoolery I do with it in a corner, it won’t bite.’ And that’s exactly how it is. I’d wager that falling off a Gladiator would require some serious stupidity.
Technical Specifications
| Engine Type | 4 Stroke, OHC Single Cylinder, Air Cooled |
| Displacement | 124.6 cc |
| Net Power | 10.3 bhp @ 7500 rpm |
| Torque | 10.9 Nm @ 5500 rpm |
| Rear Suspension | 3 Step spring loaded hydraulic |
| Transmission | Constant Mesh, 4 Speed Gear |
| Ignition | Digital CDI (Multi-Mapping) |
| Starting | Kick |
| Front Brake Type | 130 mm Drum, 240 mm Disc |
| Acceleration (0-60 kmph) | 5.3 seconds |
| Rear Tyre | 2.75 – 18 48P (6PR) |
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