#apache 160 old model

[sngl-led-auto-lights]

Why do all BS-4 bikes have a headlight? What is the logic of a daytime running light?

BS-4 (Bharat Stage 4) motorcycles are required to be equipped with headlights that are always on (cannot be turned off). This design is mainly based on the upgrade of safety regulations and the logic of traffic accident prevention. The following is a specific analysis:

1. Reasons for the mandatory turning on of BS-4 motorcycle headlights

1. India's AIS-065 safety regulations

BS-4 was implemented in 2017 and took effect simultaneously: it requires motorcycle headlights to be designed to be ​​automatically turned on (Always On) and the manual off function is cancelled.

Purpose: Improve the visibility of motorcycles during the day through all-weather lighting (motorcycles are small in size and the accident mortality rate is 26 times that of cars).

2. Reduce daytime collision accidents

Data support: According to statistics from the Indian Ministry of Roads, turning on headlights during the day can reduce motorcycle accidents by ​​27% (pilot data from 2015-2020).

International precedent: The European Union has required motorcycle headlights to be always on since 2003, and Thailand, Brazil and other countries have followed suit.

​​3. Synergy with BS-4 emission upgrades

BS-4 standards not only limit emissions (CO≤1.0g/km), but also integrate safety performance upgrades (such as OBD-II, ABS and lighting specifications).

​​II. The logic of daytime running lights (DRL)

1. Core functions

Enhanced visibility: DRL uses a low-energy, high-brightness light source (usually LED) to outline the vehicle during the day, reducing the risk of oncoming vehicles misjudging the distance.

Non-lighting use: Unlike nighttime headlights, DRLs do not need to illuminate the road, but only need to indicate their existence.

2. The particularity of motorcycle DRLs

Integrated design: The BS-4 motorcycle headlights are essentially reused low-beam lights as DRLs, with the brightness reduced to 30% (such as Hero Splendor iSmart) to reduce energy consumption.

​​Regulatory requirements​​: AIS-065 stipulates that the power of the headlight in daytime mode must be ≤10W (LED) or ≤15W (halogen).

​​III. Examples of BS-4 motorcycle lighting systems

Vehicle type​​ ​​Headlight type​​ ​​Daytime mode brightness​​ ​​Regulatory adaptation solution​​

​​Bajaj Pulsar 150​​ Halogen headlight (55W) Power reduction to 15W Resistor current limiting + normally open circuit

​​TVS Apache RTR 160​​ LED headlight (10W) Full light (10W) Dedicated DRL module + light sensor automatic switching

​​IV. Disputes and user responses

​​1. Common complaints

Battery consumption: Old halogen lamp models (such as Honda CB Shine) may reduce battery life by 20% due to constant light.

​​Maintenance cost​​: The replacement cost of a damaged LED module is high (about ₹800–1500 vs ₹100–300 for halogen lamps).

​​2. Solution​​

​​Upgrade LEDs: Use low-power LED headlights (such as Osram Night Breaker LED).

​​Install DRLs: Add independent LED light strips to the bumper (must comply with AIS-049 standards).

​​V. Global Trend Comparison​​

​​Country​​ ​​Motorcycle Lighting Regulations​​ ​​Accident Reduction Effect​​

​​India​​ BS-4 + AIS-065 (headlights always on) 27%

​​EU​​ ECE R53 (DRL mandatory) 31%

​​Thailand​​ Daytime Headlights (mandatory in 2014) 22%

​​Summary​​

The mandatory headlights for motorcycles under BS-4 are a policy choice that prioritizes safety over convenience, aiming to reduce the daytime accident rate through simple, crude but effective means. Although it sacrifices the freedom of manual control by users, data proves that its social benefits are significant. In the future, with the popularization of LEDs and the development of intelligent lighting systems (such as adaptive DRLs), the contradiction between energy consumption and safety will be further alleviated.

[automotivess]

5 Basic Skills You Need to Learn for Riding a Motorcycle

A motorcyclist must be well-equipped with the knowledge of riding an old or new model of the TVS Apache RTR 160 along with any other bike. This way, they can enjoy the thrill of riding as well as staying safe on the road. For this, it is extremely important for them to scan the road ahead constantly and have situational awareness at all times.

[aman1chowdhary]

TVS Apache - Check out the Best Two Wheeler Brand in India providing 160cc, 180cc, 200cc and 310cc bikes. Explore the Designs, Variants, Performance and Features. Know more!

[perksofwifi]

Honda Celebrates its Heritage by Restoring…a Chevy Pickup?

Honda is celebrating its 60th anniversary in the United States with a blast from the past with classic motorcycles and a replica of the delivery truck it used during its early years. When it first arrived into the U.S. market back in 1959, Honda bought a fleet of Chevrolet Apache 10 pickups to use as delivery vehicles for the products it was importing over from Japan. Back then, Honda only sold motorcycles and would use its trucks to ship its two-wheeled goods across its dealership network in Southern California. Last week, Honda celebrated its 60th anniversary in the U.S.

In an attempt to recreate a photo of one of the delivery trucks parked in front of its old headquarters on 4077 Pico Boulevard in Los Angeles, CA, Honda bought a 1961 Chevrolet Apache pickup and restored it to like-new condition, painting it in the same livery as the original delivery trucks by referencing archival images and getting insight from employees of that era. The truck was powered by a 160-hp V-8 engine mated to a three-speed manual transmission. Additionally, two restored classic motorcycles, a Honda 50 and CB160, are placed on the truck bed, and the recreation is now on display at Honda’s headquarters in Torrance, CA.

It took a few years before Honda expanded into the automobile sector. From 1959 to 1968, the company only sold motorcycles. The first Honda vehicle imported to the U.S. was an N600, a modified version of the N360 kei car that went on sale as a 1970 model.

The Chevrolet Apache delivery truck with the two vintage Honda motorcycles in its bed will also be displayed at the 2019 SEMA Show. Additionally, Honda is planning to showcase its retro creation at classic car gatherings around Southern California before it moves to the American Honda Collection Hall, which is located in Torrance. There, a replica of the front of the automaker’s Pico boulevard office will be built to serve as a backdrop for the truck.

Source: Honda

The post Honda Celebrates its Heritage by Restoring…a Chevy Pickup? appeared first on MotorTrend.

https://www.motortrend.com/news/honda-restores-chevrolet-pickup-truck/ visto antes em https://www.motortrend.com

[itsworn]

Gas ‘Em & Pass ‘Em! Gain 100+ HP With A Sniper Nitrous Kit!

Despite the fact that the LS guys get all the praise, the modern Hemi is arguably every bit as good, maybe even better. The one thing the two engine families share is that both were blessed with impressive cylinder head flow right off the assembly line. In fact, the modern Hemi, especially the later 6.1L and 6.4L versions, have what would have been considered full-race heads not long ago. Even the early 5.7L Hemi, like our test motor, offered stock heads that flowed over 260 cfm. Putting that number into perspective, the 5.7L heads will support over 525 hp on the right (normally aspirated) application. Things start to get serious when you jump up to the 6.1L and 6.4L “Apache” heads, as you are looking at factory heads capable of nearly 700 hp. What this means to the average owner is that the modern Hemi will respond very well to aftermarket modifications, including our old standby, nitrous oxide.

While nitrous oxide is pretty universal, meaning almost any combination will respond favorably to it, the Hemi is particularly responsive. One of the reasons for this is the impressive cylinder head flow. You see, despite the impressive power gains offered by nitrous oxide, the injection actually displaces some of the airflow into the motor. That’s right folks, despite a sizable increase in power, a nitrous-injected motor actually flows less air than the same motor run in normally aspirated trim. Keep adding nitrous and the airflow continues to drop. How does the motor make more power with less airflow? The answer is in the chemical compound of the nitrous itself, as it carries its own power-producing oxygen molecules. The introduction of these oxygen molecules more than offsets the drop in airflow. The generous port volumes and massive head flow offered by the Hemi heads make them ideal for nitrous use. In essence, the heads have excess flow potential and are less affected than others with reduced flow.

To illustrate just how well the amazing Hemi responds to nitrous oxide, we naturally had to set up a test. The test motor started out life as a 5.7L crate motor from Mopar Performance, but we made a few changes to the as-delivered package. First we swapped out the cam for something a little more sporty. The new hydraulic roller cam profile offers .547-/.550 inches of valve lift, 224/228 degrees of duration, and a 114-degree lobe separation angle. The cam was teamed with a set of new beehive valve springs to allow us to take full advantage of the lift and rpm offered by the new cam profile. The cam was teamed with a set of ported 5.7L heads, making them even better for our nitrous application. As delivered by Mopar Performance, the 5.7L was supplied with a single-plane intake and 4150 sized, four-hole throttle body. Run with 1 7/8-inch Hooker long-tube headers (for a late-model Magnum R/T application) using a Holley HP management system, the fuel-injected 5.7L crate motor produced 479 hp at 6,800 rpm and 402 lb-ft of torque at 5,300 rpm. Now it was time for some sniping.

The Holley NOS Sniper nitrous kit (part No: 07001NOS, $445.95 Summit pricing) was advertised as an affordable, universal, carbureted plate nitrous system designed for use with a 4150 Holley carburetor flange. Luckily, the MP intake used on the 5.7L crate motor featured a bolt pattern designed to accept a Holley carburetor. Though we ran the Hemi in fuel-injected form, we plumbed the Sniper nitrous kit with a low-pressure fuel system as though it were run on a carbureted motor. Such is the beauty of testing on the engine dyno. For this test, we employed a simple Sniper carbureted plate system on the fuel-injected Hemi. We made sure to plumb the low-pressure (5.5 psi) to the fuel solenoid and not the high-pressure (50 psi) used for the fuel injection.

Though designed as an entry-level system the Sniper kit featured everything you needed to add between 100-150 hp with the supplied jetting. According to Holley, the Sniper solenoids are maxed out at 175 hp, but the available jetting was more than sufficient for our needs. The kit includes the nitrous plate, solenoids, 10-pound nitrous bottle, all mounting hardware, and the arming and activation switches. It is important to point out that the bottles are shipped empty and must be filled prior to use.

After installation of the kit and jetting to provide 100 extra horsepower, we ran the Hemi again. It should be mentioned that the EFI fuel rails required use of a carb spacer to mount the nitrous plate. After heating the bottle, the nitrous injected Hemi thumped out 595 hp at 6,500 rpm and 562 lb-ft of torque. A momentary spike of 605 hp was realized, but the numbers settled in just a hair under 600 hp. Just imagine the surprise on the faces of Camaro and Mustang owners when you snipe them with your nitrous Hemi?!

No matter how many times we run nitrous, we can’t help but be amazed at the impressive power gains. No other modification this simple is capable of increasing the power output by 100-150 hp, or is as inexpensive as nitrous oxide. Running a 47/53 jet combo, we increased the power output of the modified 5.7L Hemi from 479 hp and 402 lb-ft of torque to 595 hp and 562 lb-ft of torque—that’s a gain of 116 hp and 160 lb-ft of torque!

The test motor we planned to test our NOS Sniper kit on started out life as a 5.7L crate motor from Mopar Performance. The fuel-injected, crate motor combo featured this 4150-style, four-hole throttle body.

The 4150 throttle body employed on the 5.7L Hemi crate motor feeds a Mopar Performance single-plane intake. Though the intake could be run in carbureted form, we chose to retain the EFI.

Fuel for the Hemi was supplied by a set of factory fuel rails and injectors. The beauty of the Sniper kit is that fuel enrichment happens at the nitrous plate.

Prior to testing the nitrous, the crate Hemi was modified with both ported 5.7L heads and a healthy performance cam.

Exhaust chores were handled by a set of Hooker 1 7/8-inch, long-tube Magnum headers.

The headers were run with 24-inch (3.0-inch OD) collector extensions. The extensions offered a dramatic increase in low-speed torque without sacrificing peak power.

All tuning for the naturally aspirated and nitrous dyno runs came from a Holley HP EFI management system.

When we ran the modified 5.7L Hemi crate motor on the dyno in normally aspirated trim, it produced 479 hp at 6,800 rpm and 402 lb-ft of torque at 5,300 rpm.

After establishing our baseline in normally aspirated trim, we removed the throttle body and installed the Sniper nitrous plate. Note the cross bars designed to feed nitrous and fuel to the motor and that installation requires a 2-inch carb spacer to clear the fuel rails.

The power output of the Sniper nitrous kit was adjustable via the supplied jetting. We installed jets to provide an additional 100 hp.

The fuel and nitrous were supplied to the plate through these solenoids. Activation of the solenoids allowed fuel and nitrous to flow through the plate and into the motor. Nothing like push-button power, baby!

To maximize power production, we made sure to heat the Sniper nitrous bottle using the dyno’s bottle heater. Optimum nitrous flow came with the bottle temp near 92 degrees.

Equipped with the Sniper nitrous system, the peak power numbers jumped to a hair over 600 horsepower and 562 lb-f of torque. In truth, the 604 hp was a spike, and the real number settled in closer to 595 hp, but either way, the 100-hp shot added more than 100 horsepower to our Hemi. Now sporting nitrous, this Hemi is locked, loaded, and ready to snipe the competition.

The before and after dyno results of our modified 5.7L Hemi crate motor show an added 116 hp (not including the peak spike) and 160 lb-ft. of torque using the 100hp jets. Not bad for a $450 investment!

The post Gas ‘Em & Pass ‘Em! Gain 100+ HP With A Sniper Nitrous Kit! appeared first on Hot Rod Network.

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