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 1990s
Still, 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 2
Technical 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 litres
Engine
 Type  
 Stroke (2/4)  2 - Stroke, air cooled
 No. of cylinders  1
 Bore x stroke  
 Displacement  145.45 cc
 Electrical  12V 2.5Ah
Performance
 Maximum Power  8.18 bhp@5500 rpm
 Max. Torque  
 Start  Kick start
Suspension
 Front  
 Rear  
Transmission
 No. of Gears  4-speed
 Clutch  
Tyres
 Front  
 Rear

Company has stopped manufacturing this

model.
The Bajaj Chetak 150 MT is an old-time favourite from the
house of Bajaj. This 150cc scooter will be on its way out
by the year 2000. Newer variations are undergoing trials
in the R&D department, but for now, the Chetak is one of
the best-selling two-wheelers in the semi-urban and rural
markets.
A large fuel tank and an average fuel consumption figure
of 42 kpl leads to a reasonable interval between fuel tank
toppings. The problem is the two-stroke engine, which
generates the seven-plus bhp that powers the bike. It

consumes more petrol as compared to the rest. The plus

points are a tough body, low maintenance and initial cost
and good resale value. The minus points are poor
averages, unbalanced ride, stiff gear-shifting, lacklustre
braking and higher pollution levels. This model is not Y2K
proof.
TECHNICAL SPECIFICATIONS OF BAJAJ CHETAK
Engine
Engine : Two stroke/petrol
Transmission : Four-speed
Displacement : 145. 45cc
Tachometer : No
Max Power : 7.48 hp@5500 rpm
Max torque: 1.1kgm@3500 rpm
Ground
Clearance : 145mm
Ignition : Electronic
Dry Weight: 103kg
Fuel tank
Capacity : 6.5 litres
Battery: 12V
F/R suspension : Spring-loaded
Absorber
R/R suspension : Hydraulic absorber
Max Speed : 85kph
Front Tyre size : 3.50x10.4 Pr
Rear Tyre size : 3.50x10.4 Pr
Wheelbase : 1230mm
 Introduction/Description
A 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

Leading link with coil spring &

Front Suspension Leading link with Coil springs
Antidive link (Hyd.Damper

Swing arm hydraulic damper

Hydraulic damper with coaxial
Rear Suspension coaxial
springs
spring

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

Leading link with coil spring &

Front Suspension Leading link with Coil springs
Antidive link (Hyd.Damper

Hydraulic damper with coaxial Swing arm hydraulic damper coaxial

Rear Suspension
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 kinetic

First 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.