Himalayan update- 23000kms and counting…

A few weeks ago, I finally managed to lay hands on the last item required for build ideas I had for the Himalayan. 23500 kms and 3 years, 8 months in the making, I’m very happy with the way it has turned out. Almost everything added to the bike is a genuine Royal Enfield accessory. No cheap aftermarket bits and bobs here.

Himalayan, circa 2020
Himalayan, circa 2020
Retro-tourer, circa 2020.

In my last post Essential Upgrades, I had talked about replacing the worn out stock seat with a Touring Seat. The Touring Seat took me more than 6 months to locate and buy. For some weird reason, Royal Enfield does not have online sales for bike accessories. And this one is a best seller that almost every dealership runs quickly out of.

For more than a year, I ran the bike without any kind of wind protection. I was glad to get rid of the fiddly stock visor which had a serious buffeting issue at high speeds. However, I still felt the need for a smaller cowl or fly screen to complete the look of the bike.

Made a quick sketch to see how a flyscreen would look.

A quick sketch on my iPad convinced me that a flyscreen might just do it. Got myself an Interceptor 650 flyscreen the next day. Had to convince my mates at Highlander, my friendly neighbourhood Moto workshop, to file and shape the mounting bracket. But other than that, it was an easy fit.

Short Flyscreen from the Interceptor 650. A high intensity LED bulb from NightEye replaces the stock bulb in the headlight.

Here’s a summary of additions to the bike at 20000kms.

  • Upgraded the handle-bar to the Braced Handlebar Kit (Part no. 1990206). The handlebar weighs 20% less than the stock bar, is beautifully finished, and Made in Taiwan. From Royal Enfield Brand Showroom, BTM Layout, Bangalore.
  • Installed Bar-End Finisher Kits (Part No.1990220) for the same handlebar. From Royal Enfield Brand Showroom, BTM Layout, Bangalore.
  • BMC Lifetime Filter for the Himalayan- Sourced from Big Bear Customs, St. Marks Road, Bangalore.
  • Brake Reservoir protector from the Continental GT (535). (Available at most Service Centres)
  • Metzeler Tourance Next tyres- 90/90-21 to the front, 150/70- 17 to the rear. (Orion Motors, Koramangala)
  • Short Flyscreen from the Royal Enfield Interceptor 650, (Royal Enfield Brand Showroom, BTM Layout)
  • Royal Enfield Aluminium Panniers with mounts (Royal Enfield Brand Showroom, BTM Layout)
  • Royal Enfield Touring Seat for the Himalayan (Royal Enfield Brand Showroom, BTM Layout)
  • NightEye headlight replacement bulb (Sourced online)

To know about other bits of DIY which shaped the bike, and my overall ownership experience, you can catch up here. If you are a Himalayan owner and have done some fiddling yourself, do drop me a line. 😊

The bike setup feels perfect for lazy ganders through backroads like this. 😊

Hinterland beautiful…

“When in Bangalore”, I heard a wise man say, “pick a direction and ride. You’ll get somewhere nice!”.

The year gone by has been hectic for me, to say the least. Work was demanding, and so were some family commitments. I also did many road trips to Pondicherry, Coonoor, Coorg, Madurai and Kodaikanal, on four wheels. The upside was that I spent a lot of time with family and enjoyed driving my 5 year old Renault Duster, to these beautiful destinations. The downside was that I could not really go for a long ride on my Himalayan. What I did do, however, was discover more of the hinterland outside Bangalore and found some neat little spots.

Ganalu Waterfalls, Mandya

The sheer beauty and accessibility of these falls (you can get quite close to the water) is an awesome experience. Still off the mainstream tourist map, this place is a hidden gem. The falls are just 100kms from South Bangalore and great for a day’s ride.

IMG_3991
Landscape enroute to the falls.

IMG_4129
The last 5 kms is through lovely scubland.

IMG_4027
Ganalu Falls viewed on approach.

IMG_4120
This quaint canal is about 5 minutes away from the falls…

IMG_4119
…with a spectacular little bridge to park your moto.

IMG_4121
Loved this spot!

While the falls were breathtaking, I found this lovely canal enroute even more enticing. It was the perfect spot to just park the bike and revel in the gentle flow of water, watch reeds waving in the wind and listen to birdsong.

Ganalu
Route options from the Mysore and Kanakpura higways.

Muninagara Dam

This place is a little tricky to get to but extremely rewarding, once you have found it. Its barely 50kms from Bangalore and less than an hour away on a good day.  You can access this one off Kanakpura Road. Google Maps tends to mislead on the final approach, as there’s a couple of waterbodies close by-and we were led to believe that these were the dam. So we asked the locals and they pointed us in the right direction.

Waterbody en-route to Muningara dam

IMG_2594
Muningara dam- pumping station bridge

The reservoir forms one edge of the Bannerghatta Wildlife Reserve and on a good day, you are likely to sight wildlife. An electric fence separates the village fields and runs along the bank highline to keep predators at bay. A great spot to spend moments in idyll and admire nature at its finest. The good thing about this place is that its not accessible by car. If you aren’t on a Himalayan, you probably cant access it by bike either. 🙂 So its very heartening to see the place only frequented by village folks who have kept it clean and beautiful.

IMG_2574
The hills on the far side belong to the Bannerghatta Wildlife Reserve

IMG_2601
Great spot to to soak in views and observe wildlife

IMG_2576
The electric fence behind the bikes is a deterrent for wildlife entering the village area

Muninagara Dam
Route options to Muninagara Dam

Dandiganahalli Dam, Chikabalapura

If you own a Himalayan (or any other similar bike for that matter) and want to a ride to a place where you can generally thrash about, then this one is for you. While the Dandiganahalli Dam is a lovely destination by itself, its this dry lakebed enroute that caught our fancy. We had a ball scrambling and drifting on this lakebed, which was part slush, part grass, part gravel. Check footage here- Scramble by the lake!

The dam is best visited early morning, when the sun is just lighting up the waters and you have the whole place to yourself. There’s a fair bit of ‘beach’ area by the water where one can set up a small tent or have a picnic.

One can get to far end of the lakebed, on the bike, between these shallow bodies of water

Lakebed enroute to the dam

img_0614
Dandiganahalli Dam

 

Nandi Hills Circuit, Nandi Hills

If you live in Bangalore and are into motorcycles, its a no brainer, you would have ridden to Nandi Hills. I used to do that quite often, about 5 years ago. Lately though, with the place receiving a whole lot more attention, with a whole lot more people living in Bangalore, going up and coming down can become an annoying affair- traffic snarls are common at the start of the climb and towards the narrow entry gates. On weekends and public holidays, this place is best avoided. A few months ago, we decided to chance it and see how the hills were faring. Once we turned off the airport highway, it was evident, we had not picked a good day. On a whim we continued past the turnoff to the climb and ended up doing a 20km loop around the base of Nandi Hills. This turned out to be a very nice road indeed. So next time you are in these neck of the woods and dont want to battle the sunrise crowd, head on round the hills- you might like it more.

Morning ride, hot tea, Indian Paratha Company

Nandi Hills circuit

Lovely back road to ride around the hill

 

Himalayan- Essential Upgrades

In my Himalayan, 15000km Update. I had talked about upgrading to a good set of tyres as the stock tyres had worn out completely. After shortlisting various on/off road tyres, including the Pirelli MT60, which does duty on Himalayans sold outside India, I decided to run with Metzeler Tourance Next. The photos below, show how the bike looks with new shoes.

IMG_1389
Metzeler Tourance Next- 90/90 x 21″ Front Tyre- easy fit on the Himalayan.

IMG_1392.jpg
Metzeler Tourance Next- 150/70 x 17″ rear tyre. This fitting requires a skilled mechanic as the rim width is designed to hold a 120/90 x 17″ tyre. Nevertheless, once installed correctly, the tyre is a seamless fit. I am using a Ralco 140/17 tube in the tyre. 

The tyres are significantly higher grade (being Metzelers) and therefore, significantly more expensive. But they are comparable to or cheaper than, the other options I looked at. I chose these tyres after a fair bit of research, for the following reasons:

  1. In three years of use, I have not done any serious off-roading on the Himalayan. And I realise, that while any offroad trail which comes my way, when I’m on a ride is more than welcome, I’m not much into off-roading as a sport. Which meant that I required a good set of dual sport tyres that would be ideal for commuting and touring.
  2. I wanted road focussed tyres that could handle dirt trails. Now the stock tyres are good on dirt and okay on road. Folks who are on their second set of stock tyres are bound to disagree with me, and a month or two ago, I would have sworn by the Ceats. However, since I’ve put on the Metzelers, two things have become crystal clear- a. The road grip is amazing- I feel much more confident entering and exiting corners now, and b. braking has improved tremendously.
  3. Off road adventure tyres with knobbly treads have very poor mileage on road. Here the Metzelers stood out, with a lot of online reviews claiming a mileage of 15000 plus miles. This was one big deciding factor.

My second investment was the all aluminium box panniers from Royal Enfield. The panniers are sturdy, lockable and waterproof, with two years warranty. Mounting and removing them is a straightforward affair, and build quality is pretty decent. They add quite a lot of character to the bike. The bike looks purposeful and adventure ready. Here again, I researched luggage systems from Shad and Hepco and Becker, both of which offered hard plastic cases, but were on the expensive side. I went in for the Royal Enfield product as it was very good value for money, robust and simple to use.

Royal Enfield Aluminium panniers on the Himalayan.

Some DIY was required to mount the number plate, but it turned out fine, I think. 

Mounting and removing the panniers is a 5 minutes affair. 

I’ll pop in a review soon, about these upgrades, once I’ve headed out on a long ride. In the meantime, I’ve been commuting. And the panniers are an absolute blessing. Earlier, I’d spend at least 10 to15 minutes daily, strapping my laptop bag on and taking it off the bike; now, its a 30 second affair. The panniers swallow everything. And keep stuff snug and dry. ‘Fill it, shut it, forget it’, is what I say. 🙂

IMG_2180
Commuting, before the panniers. My laptop bag is mounted on the rear seat with the help of bungee cords. Everyday, prepping the bike took at least 10 minutes. 

 

 

Scramble by the lake!

A short scramble on a lake bed enroute to Dandinagahalli Dam.

Four wheels only…

DSC_0282
Every once in a while, I get out on four wheels. This one from Harangi Reservoir, Coorg, March 2018

Himalayan, 15000km Review.

Snapseed
15000 kms and ticking!

This post might interest potential Royal Enfield Himalayan buyers. My Himalayan is now more than two and a half years old. The bike crossed 15000 kms last November. Here’s a summary of what you can expect, long term, should you decide to buy this motorcycle. Some of the points below have been touched upon in the Himalayan 10000km update

IMG_0599
Himalayan, circa 2019.

THE ENGINE

The carburetted, long stroke engine, with a counter balancer, is easily one of Royal Enfield’s most sorted singles till date (Power 24.5 bhp, Torque 32NM). Whether on an everyday commute or on a longer ride, the motor performs flawlessly. I changed to a lifetime BMC filter more than a year ago, which has lent some smoothness to the mill, and a deeper grunt to the exhaust. Sweet spot for my bike remains in the 80-110 kph zone, when I’m in  4th gear, taking on a curve and revving up to slot to 5th. Its rev happy, provides oodles of  torque and a great rumbling note, making this bike a delight on winding back roads.

Snapseed
Road, no road… the Himalayan is great fun if the pace is unhurried.

The bike’s limits are more evident when you travel on an intercity six laner. As soon as you rev past 100kph, you feel the torque tapering off. Hit 120 kph, and you know you really don’t want to keep this up for too long. The engine isn’t exactly on song. There’s good amount of vibrations creeping in on footpegs and near the tank. Under favourable conditions (sunny day, smooth road), I have touched 130-135kph. It wasn’t a very enjoyable experience.

Throttle happy thrill seekers? No sir, not your cuppa.

Lazy tourers who believe in all day riding? Aye! Grab an easy chair, this is for you!

Earlier in the ownership experience posts, I had raved about how smooth the engine is, and in one report, compared the motor to the CBR 250R. Two years on, I can confirm that the RE engine has a few rough edges, fares poorly against the butter smooth Honda, and can’t sustain a top end whack. All moving parts have since settled in, and roughness is at bare minimum, but its there. The upside is that the UCE Engine, doing duty on all other RE single cylinder motorcycles, feels primitive compared to the Himalayan’s mill.

Current lot of Himalayans being sold worldwide (post 2018), feature fuel injection and have better response. Maintaining speeds in the range of 100-120kph is decidedly smoother as well. They also feature dual channel ABS, which should give riders more confidence at these speeds.

RIDE AND ERGONOMICS

Ergonomics on the Himalayan are well sorted, as is the long travel suspension. All day rides on all manner of surfaces, is a breeze. This is one Royal Enfield, where the bar and the seat positions, need no tinkering with at all. While they did get the ergonomic triangle right, the bar and seat, can do with better quality. I have opted for a braced handlebar which is a lot better finished and feels sturdy. The stock seat starts hurting the insides of your thigh after 3-4 hours of continuous use. The cushioning on the seat is beginning to deteriorate. Time to look for a replacement.

CHANGE IS THE ONLY CONSTANT

Fiddling around with the look of the bike, I felt this bike is better off as a scrambler. It meant stripping it down as much as I could, without investing in any real customisation. Most of it was DIY on weekends. Now when I’ve stripped this bike clean, it’s so much more accessible. It’s easier to see where the front wheel is going. There’s less stuff on the bike to worry about. And there’s decent amount of weight reduction as well. Read more about these changes at Reduce to evolve

At present, I’m riding with these accessories, which I will strongly recommend:

  • Upgraded the handle-bar to the Braced Handlebar Kit (Part no. 1990206). The handlebar weighs 20% less than the stock bar, is beautifully finished, and Made in Taiwan. From Royal Enfield Brand Showroom, BTM Layout, Bangalore. 
  • Installed Bar-End Finisher Kits (Part No.1990220) for the same handlebar. From Royal Enfield Brand Showroom, BTM Layout, Bangalore. 
  • BMC Lifetime Filter for the Himalayan- Sourced from Big Bear Customs, St. Marks Road, Bangalore. 
  • Brake Reservoir protector from the Continental GT (535). (Available at most Service Centres)
  • Continental GT (535) Rear View Mirrors. (Available at a few RE Service Centres)

The following upgrades are in the pipeline. I hope to get these on before crossing 20000 kms on the Odo.

  • Touring Seat (Part No. 1990208) (From Royal Enfield Accessories)
  • 90×90/21 (Front) and 150×70/17 (Rear) Tyre setup. Brand Options- Metzeler Tourance, Pirelli Scorpion Rally, Pirelli Scorpion Trail. (Researching online Sources, Dealers)

New Bar 02
Braced handlebar kit offers precise fit, better strength and quality

 

IMG_0529
Touring Seat upgrade…soon!

OWNERSHIP

On this bike, highs last and lows don’t. I was lucky that most technical issues, were quickly sorted out by my friendly neighbourhood service centre. There’s some things to be conscious of, which I have highlighted below:

Tyres– The stock tyres (Ceat Gripp XL 90×90/21 F & 120×90/17 R) are capable of taking on quite a beating. I’ve run them through all kinds of roads and trails and not suffered a single puncture to date. But they also wear out quick, compared to other tyres serving this category of motorcycles. My rear tyre, almost featureless at 15000km, had to be replaced. The front tyre, seems like it’ll live for another 5000 kms, tops. These tyres are not an easy find either. If you’ve loved the stock tyres on the Himalayan, chances are, you’ll not want to deviate from this spec. Unless you have moolah enough to invest in 21″ and 17″ Pirelli Scorpion Rally doing duty on Tigers, BMW 850 GS and Africa Twins. I’ve also shortlisted Metzeler Tourance and Pirelli MT 60 as possible upgrades. They are expensive upgrades which will need some forethought. Won’t offer a lot of mileage in Indian conditions, either. Roadholding and cornering ability  is said to improve tremendously though.

img_0309
Keep running the stock tyre past 15000km and you’ll be slippin’ an slidin’ everywhere!

Wear and Tear– Face it, if you’ve owned a Royal Enfield, chances are, you’ve made your peace with fading paint, rust issues and low life rubber parts. The Himalayan can be said to be a notch better. Engineering that qualifies it to be an adventure tourer, is mostly spot on- the suspension, brakes, wheel hubs, chain drive, general body balance and tightness, have fared well. There’s a beautiful acquired patina to the cast Aluminium fittings on the bike, revealed after each wash. What could be better, is the quality of rubber parts, especially fork boots, wire housings, bolt washers and connector caps. These have frayed visibly. The right fork seal was the latest to give in. Rusting is one of those subjects that’s talked about vigorously on the Internet, but has not been a major issue on my bike so far. The paint’s holding up.

img_0311
Rubber parts, high on wear & tear.

DIY Friendly- This aspect of the bike is hard to beat. A simple bike, that a novice like me can take apart with basic tools. I can strip it down to chassis (with some bits like the battery and electricals still on the bike) in about 20 minutes flat. Here’s a list of things I’ve done, which I have never ever dared to do before on any other motorcycle.

– Stripping the bike of tank, seats, fender and number plate and tail light assembly.

– replacing the air filter

– removing the carburettor/ cleaning it

Furthermore, I have observed the following activities being done- and am confident of doing it myself because of how easy the Himalayan is when it comes to maintenance.

– Removing/ fitting the rear tyre

– Engine Oil change

Now if you look at the list above, there’s a good bit of DIY maintenance covered. I’m excluding instances of pannier mounting, chain lubing, carb tuning and other bits of easy maintenance which, for me were not new ground. But attempting the above list on the Classic 500 was a straight no, no, only to be trusted to my mechanic. Engaging with the bike, on a lazy Sunday afternoon, has taken on new meaning.

img_9402
Strip it down? Took me all of 20 minutes!

 

IMG_0348
Oil change? Three bolts on the right, two on the left. Drain oil, Replace oil filter, clean the oil mesh, refill oil and pop the bolts back on. No bottom of engine, faulty washer oil leakage issues here.

IMG_0352
What you see in this picture, is everything that keeps the tyre in place. Tyre removal? Easy peasy.

img_0366
Air filter access? 6 easy bolts to loosen and its out!

Touring and commuting– Having heard enough stories of how far folks are travelling with the Himalayan, I realise I’ve not used the bike to a quarter of its potential. I will vouch for it as a fantastic commuter. And most days of the year, for my 40km chaotic commute, the Himalayan has been my weapon of choice. On a few tours that I have done, the machine has been a comfortable mile muncher. The longest ride, was a 1200km plus two day sojourn round Wayanad, (Rolling Through Wayanad). The bike fared admirably, taking on offroad sections, twisties and high speed straights with equal aplomb.

Bike_Anoop
The Himalayan is meant for roads like these.

So I think I’ve covered most of the aspects about the bike that I wanted to talk about. In the year gone by (2018), I’ve seen a lot of serious motorcyclists appreciating the Himalayan for what it really is- a no nonsense, do it all, everyday and everywhere motorcycle.

I have compiled below, a list of youtube feeds, from across the world. These happy owners are on a roll with the new 2018 Himalayan. Their stories are inspiring, and in some cases eye-opening. Enjoy!