Bike setup for the long haul. Dry run on a 200kms circuit.
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.
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:
- 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.
- 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.
- 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.
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. 🙂
A short scramble on a lake bed enroute to Dandinagahalli Dam.
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
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.
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)
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.
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.
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.
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.
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!
The Royal Enfield Twins are here at a killer price. They have everything going for them- looks, good manners and grace. I’m sorely tempted! Makes me look at the Himalayan in a new light…will it stay or will it go? Now how do I lay me hands on some extra bit of cash, so I can have the best of both worlds? 🙄
On Nice Road, did a dry run with the bikes ahead of our ride to Coorg. Testing the Go Pro Hero 3. Circa2013. Soundtrack: Asleep at the Wheel/ The Cinematics