Yamaha R15 V3 Indian Edition is a sports bike by Yamaha India. The bike is the last model of the R15 series of Bangladesh. Yamaha R15 V3 Indian Edition has an extra feature of smart braking that is Dual channel Abs. To know about Yamaha R15 V3 Indian version price in Bangladesh just see the table below.
Yamaha R15 V3 Indian Version Price In Bangladesh
|Model||R15 v3 Indian Edition|
|Engine Displacement||155 cc|
|Status||Available In Bangladesh|
Yamaha R15 V3 Indian Edition Dual ABS Specification
|Engine Description||Liquid-cooled, 4-stroke, SOHC, 4-valve, Fi, Single Cylinder|
|Fuel Supply System||Fuel Injection|
|Power||19.04 Bhp @ 10000 rpm|
|Torque||14.7 NM @ 8500 rpm|
|Bore x Stroke||58 mm x 58.7 mm|
|Compression Ratio||11.6 : 1|
|Gearbox & Clutch|
|Gear Number||Constant mesh, 6-speed|
|Clutch||Wet Type Multi-Plate Clutch|
|Wheel, Tyre, Brake & Suspension|
|Front Tyre||100/80-17M/C 52P|
|Rear Tyre||140/70-17M/C 66H|
|Front Brake||282mm Single Disc|
|Rear Brake||240mm Single Disc|
|Front Suspension||Telescopic Forks (No USD Forks for India)|
|Dimension & Weight|
|Chassis Type||Delta box frame|
|Wheel Base||1325 mm|
|Seat Height||815 mm|
|Seat Height||137 kg|
|Passenger Grab Rail||No|
|Engine Kill Switch||Yes|
|Battery Type||Maintenance Free|
|Head Light||LED Head Light|
|Tail Light||LED Tail Light|
Design and style
This is the third generation of the R15, with the first-ever model having launched manner returned in 2008. And, a decade later, what can we have within the name of evolution (oh, that phrase again!)? Lots, luckily.
Firstly, it absolutely has been at the receiving stop of R1/R6-inspired bodywork and it really works gorgeously in this pint-sized package deal, too.
I regularly discover myself pronouncing appears are subjective however I suppose the R15 V3.0 warrants time-honored settlement on its styling.
It’s splendid and, extra importantly (and ultimately), a balanced overall design. Previous R15s had been underwhelming in some component, but this one is a job finished perfectly.
The new design has introduced twin-eye LED headlights which appearance sinister, in particular with that air duct housed between them. The bubble visor is well included and feels great.
The ‘gills’ at the gas tank (now eleven liters, rather than 12) scream ‘R1’ and the tail-cease does exactly the same as nicely (Source).
Another great contact is the two-tone paint activity (black on blue is my choice of the lot, the other one being a gloss purple on matte gray), which adds to its lithe, aggressive layout. The new all-digital tool cluster is horizontally laid out (with a white backlight as well as a shift-mild within the same color) and is informative but no longer complicated.
Overall, the R15 V3. 0 appears surprising – in case you hadn’t figured that out already – and right here’s a layout so as to have a magnetic impact on prospective customers.
Engine and overall performance
Now, the R15 is sacred to Yamaha so when it says ‘new’, it needs to be intended in an acutely literal experience. So then, is it an all-new motor? Not quite.
Alright, so the 155cc, liquid-cooled, SOHC, four-valve motor can be familiar in its basic construction however has fantastically unique implications in its contemporary form.
To intricate, the motor now has a 1mm larger bore, a brand new consumption, and exhaust system and it additionally sports Variable Valve Actuation (VVA) (Source).
The VVA system basically employs a solenoid coil-primarily based valve operation mechanism that utilizes low-cam and excessive-cam consumption rocker palms and this has an appreciable effect on its overall performance at both quit of its rev variety.
To translate it into relatable context, preceding R15s, as a maximum o f you will understand, suffered from unimpressive low-cease performance and VVA looks after that remarkably properly. The VVA also facilitates the engine feel meaty even properly past 8,000rpm and that, on an enormously fast bike which includes this one, is lots of a laugh.
Not to say, the motor now produces 19.3hp at 10,000rpm and 15Nm of torque at 6,500rpm, which has contributed considerably to its performance.
Also new is a slip-and-help grasp, making the R15 V3.0 the primary 150cc motorcycle in India to provide this feature. As an end result, you get a clutch lever that’s light in operation and a rear wheel that’s no longer interested by hopping underneath tough downshifting. On the R15 V3.0, however, this unit works so properly which you try to locate excuses to downshift tough!
The transition from better to lower gears is lovely and it irons out your imperfections (or mine, in this instance) and quests to push the motorcycle’s limits within the maximum impressive way.
This is, undoubtedly, the excellent engine-gearbox mixture Yamaha has supplied on the R15 but and, just for this reason, some of its engineers deserve an extreme hike in their annual agreement.
Also Read: YAMAHA FZS V3
Ride and managing
Okay, enough communicate. Let’s get out of the pit lane! Out on the MMSC racetrack in Sriperumbudur, Chennai, the R15 first of all got here across as borderline edgy.
The aggressive flip-in (thanks to the sharper rake) is at once important and given the even more dedicated driving position, I concept Yamaha had critically narrowed down its audience to freshly-certified, skinny lads with a dim view on social etiquette.
This, luckily, evaporated inside 4 laps of the circuit. Then, it changed into returned to the normally convenient and intuitive sample of responses.
Alright, the V3.0 isn’t as ‘herbal’ because the V1 changed into, but again in 2008, most people had only begun to toy with the concept of kneel-downs (elbow-downs weren’t even a component then!), so it’s also right down to our personal evolution as riders. Mine hasn’t been the maximum resplendent, frankly speaking.
Unlike the R15 V3.0 on sale internationally, the Indian (and also the Australian) model makes do without an upside-down fork and trades it in for a fatter (than earlier than), 41mm telescopic fork.
Is this a horrific issue? Not genuinely, for the reason that traditional fork is modern and feels appropriate underneath very tough braking and short modifications in the path.
Given my racetrack-handiest time out on the R15, I may want to simplest examine those elements of the fork’s overall performance and an avenue stint should as ever, provide vital insights.
The linkage-type monoshock does experience stiffer than on older R15s, but; this becomes simply an asset around the MMRT, that’s fast, but the technical circuit that takes no prisoners.
Ground clearance, in the meantime, has been upped by way of 10mm (to 170mm) which ought to help it clear speed breakers readily – not that it changed into a problem as such. The brakes, alternatively, aren’t the nice inside the enterprise.
The front brake feel become inconsistent throughout the bikes Yamaha had coated up for us to experience and even with the best of the lot, the front disc (larger than the V2’s, at 282mm) simply didn’t have the kind of bite you’d expect from a motorcycle that’s firm in its remedy to make the most of each corner.
This isn’t a hazard but it’s not evolution either. Here’s a place that desires improvement and Yamaha will do properly to investigate it.
Having said that, it sincerely didn’t pass over ABS at the track, however, the equal can’t be said for the road. Nevertheless, ABS is probable to arrive simplest by means of the authorities-mandated cut-off date of April 2019 (for products launched earlier than April 2018), no matter how properly you and I ask.
In a pass, a good way to improve eyebrows, the motorcycles coated up for us have been shod with the non-obligatory extra Metzeler. Yes, I didn’t say Metzeler within the plural due to the fact, oddly sufficient, this feature is relevant simplest to the rear give up!
A tire mismatch isn’t a great idea first of all, however, for each conceivable reason, it’s the front-stop that needs to offer maximum grip, not the alternative manner round! Backing up this line of thought became the overall performance of the inventory 100 phase MRF Nylogrip rubber on the front-give up; observe that the MRFs aren’t radials both).
My confidence struggled to locate inspiration within the inventory front tire and it was handiest once we dropped air pressures to 27psi at the front (that’s 2 less than stock) that I could begin to push it. The belief, but, come in lots later.
When it did, the R15 become short to get into its element. Here’s a motorcycle that likes to be cornered difficult, and it likes to stay leaned over even at triple digit speeds. The aforementioned underwhelming front tire apart, the R15 is indulgent in a natural, unfiltered manner.
Aggressive cornering sets the context for the R15’s packaging as an entire when you consider that the whole thing from the slipper snatch to the eager motor and, of course, the Deltabox frame, come together to offer stopwatch-derived performance.
The V3.0 has been prepped for aggressive using, thanks to a sharper rake and a new swingarm; and in case you’re similarly athletic in your driving style, you’ll love the brand new R15. Despite a higher Kerb weight (139 kg; 3kg heavier than the V2), the R15 feels like an R15 have to – compact and immediately.
This is likewise right down to the shorter wheelbase (1,325mm, 20mm lesser) and decreased trail (88mm in place of 98mm). The R15 V3.0 is, generally, greater scientific than it has ever been and this makes for a fun experience since it’s far, in the end, a small-displacement motorcycle with an ingrained schedule to punch above its weight.
Before you ask, yes, it’s a better performer. An R15 is not anything without its dynamics, which need to provide an explanation for why the subject got priority over engine performance on this evaluation – but that’s out of the way now. The busy unmarried-cylinder thrum is vocal right from idle and it takes a refined tone down to its 11,500 rpm redline.
The older R15s were, perhaps, a tiny bit smoother, but then the V3.0 is jogging a better compression and makes extra energy as nicely, which should account for some stress. As I have implied above, this engine and gearbox are a suit made in heaven, and in impact, it translates to a satisfied performer.
The R15 V3. 0 is forever excited about being ridden rapid and hard and all of its miles conveyed in a linear, modern manner. However, with this being a small displacement performance motorbike, there’s best a lot tractability you may ask for.
In other phrases, pick out your gears wisely in case you need the exceptional out of the motor, particularly in the direction of the pinnacle. Having said that, the R15 V3.0 absolutely has an enjoyable top-end (if not a good deal of a top-velocity – about 130kph or so on the speedo) which feels very usable even near its redline.
Not everything’s ideal about it, though. For one, it’s the driving function itself. Riders above 5ft 10in will discover it cramped, but it’s now not a deal breaker and it does seem roomier than the V2.
The using geometry is now even extra committed than earlier than, for the reason that the clip-on is set lower than before and the seat top being 15mm taller (at 815mm).
While I didn’t mind this on the racetrack, one city trip is all it will take to supply the verdict in this element – if you may wager it already, that is.
Another place wherein Yamaha wishes to log within the hours is quality. The switchgear, too, appears to have come off the Yamaha FZ25 and at the same time as that’s no longer a burdening sadness, it wouldn’t harm to peer extra top class and extraordinary switches from Yamaha.
Lastly, whilst LED lighting fixtures are really the future, I desire those at the R15 don’t turn out to be something like the susceptible and jittery FZ25’s.
Finally, coming again to the query we commenced out with. Is this surely a heartfelt evolution then? Or is it a case of Yamaha, in the end, determining to seize up? An unfair comparison this can be, on account that 2009 was a special technology for us as motorbike enthusiasts.
However, there has been sincerity to the unique R15 undertaking (as an instance, plenty better tires in only the right size that become required for the power) that the V3.0 possesses to a lesser degree.
The first-ever R15 set the tone proper, however, the V3.0 – with merits in abundance – isn’t a modern bounce beforehand of the unique idea, however nevertheless takes it a good deal ahead.
But as a first-rate learner motorbike for the mountain avenue or racetrack, it nevertheless cannot be beaten. If that’s what you are searching out, the timing is simply proper to buy those new knee sliders and a set of fluorescent yellow ‘46’ stickers!