Motorcycling – Page 3 – yonder blue mountain…

Himalayan, 15000km Review.

March 16, 2019September 26, 2019atullakra1 Comment

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 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.

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

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.

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.

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.

Strip it down? Took me all of 20 minutes!

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.

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

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!

Lead me not into temptation…

November 15, 2018November 15, 2018atullakraLeave a comment

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? 🙄

Interceptor. Pic courtesy: Royal Enfield

Bonnie days in home country

November 5, 2018November 5, 2018atullakraLeave a comment

Where do we go from here ‘cos all of the roads ahead are great!

Last year, I drove on a very scenic route between my hometowns of Ranchi and Jamshedpur. I marvelled at newly laid roads and natural beauty en-route -see blog post motorcyling country

I vowed to return and explore the region on a motorcycle. This Diwali break, I teamed up with my cousin and uncle, both proud owners of the Triumph Bonneville Street Twin, and went off on a fantastic spree through beautiful heartland. My uncle, who owns a veritable stable of motorcycles and cars, had a spare bike at hand- one lovingly maintained, 6 year old, Honda CBR 250R. I happily agreed to use this ride, though I had my eyes set on the Twins. 🙂 We planned to head for Patratu Valley, supposed to be a motorcyclist’s dream, with the best set of twisties this side of the country. Our circuit for the day covered about 150kms- beyond the Valley, there were some nice reservoirs and forests to be explored.

Patratu Valley, Drone Shot (Source Tripadvsior.in)

Route Map.png — Great loop of about 150 kms through woodlands, *Sal* forests and reservoirs

Our choice of rides, some slower options parked in the back. 🙂

We set off at about 7:30am from my uncle’s place, with the day dawning bright and sunny. Heading out of the city we encountered light traffic and were near the start of the valley in less than an hour. The first few kilometres into the valley are all about wide sweeping curves with very gentle gradient.

IMG_4119 2.jpg — A short stop to regroup, before we begin our descent into the valley

IMG_4121 2.jpg — First sight of the hills, always lifts my heart. 🙂

IMG_4122 2.jpg — The approach into the valley, is all about wide sweeping curves on well laid roads.

IMG_4124 2.jpg — Sunlit morning, two roaring British twins, winding roads and no traffic. Motorcyling Nirvana? You bet!

At the start of the famous twisties, we stopped for a breather to take in panoramic views of woodlands and Patratu Reservoir. With this becoming the new hotspot in the state, the area gets its fair share of tourists. Luckily most of them were still waking up at this hour, and we found the generally crowded spot devoid of shutter-mongers. We did however, find a romancing couple, cat-walking on the highway, posing for cameras of a professional crew. Apparently this latest trend in pre-wedding shoots, is big business in the state.

One incredible road, leading all the way down the mountain!

Panoramic views of the reservoir from the top

Later, we made a slow descent, stopping now and then to take in incredible vistas, that unfolded, with each bend of the road.

IMG_4157 2.jpg — Stopping to take in the view, along the descent.

IMG_4140 2.jpg — Gabion walls retain hillsides as we begin the steeper part of the descent. The roads are an engineering marvel.

IMG_4176 2.jpg — Conquered the loops-now a photo session. First the men…

IMG_4185 2.jpg — Hills and rivers are plentiful in *‘Jharkand’* , which loosely translated means ‘land of forests’

We had a long, leisurely breakfast at a roadside dhaba, near Patratu town. Egg bhurji, Plain rotis and aloo bhujia. A welcome change from the traditional fare of idli vada/ dosa down South. After breakfast, my cousin very generously traded his Street Twin for the CBR. I am seriously impressed with the motorcycle- but will go into detailed review in another post. We skipped the dam visit, as there was some construction activity near the entrance and a pile of tourist buses. From here the roads to and beyond Ramgarh, were a combination of two and four lanes with very good surface.

Well surfaced roads…

sans traffic…

are a delight to ride on…

and a joy to capture.

Ramgarh town is an urban horror. Riding in straight and fast from these immaculate roads, we were soon in a quagmire of honking buses, bullock carts, bicycle rickshaws, wayward pedestrians, stray cattle and everything else a busy small town in India can throw at you. The roads in town are nothing to write home about it either. The upside though, was piloting the Street Twin through this mess. The bike is so easy to ride and handle, its hard to believe its a 900cc parallel twin. Of all the larger bikes I have ridden, this felt the friendliest and most accessible. The Royal Enfield Interceptor, may hold a lot of promise on the question of accessibility, but I will ride it to believe it. Until then I’m sold on the Bonnie. 🙂

Few miles after Ramgarh, near a settlement called Gola, we stopped for a cuppa at a dhaba aspiring to be a resort. Over tea we decided to check out Getalsud Dam and Reservoir nearby. Now the dam is an okay visit at best. However the road leading to the reservoir is a gem. Cutting straight through a large swathe of Sal trees, this road is spectacular- check out the photos.

IMG_4206 2.jpg — …and everyone wanted a piece of the action, for their Instagram and WhatsApp feeds…

IMG_4221 2.jpg — …including yours truly. 🙂

IMG_4224 2.jpg — Photo opportunities weren’t scarce on a road like this, on the move…

IMG_4225 2.jpg — Heading out of the sal forest, towards the reservoir.

IMG_8880 2.jpg — At *Getalsud* Reservoir

IMG_8912 2.jpg — A moment of calm in the Sal forest. All we needed was a tent, a fire and some beers. 🙂

Towards late noon- after a brief wander into the sal forest, we started for home. Lunch was a longer affair, complicated by the need to chase, capture, dress, cook and serve a free roaming country chicken (Or so the dhaba staff claimed). We called it a day at my uncle’s moto stable, piping hot tea in our hands, exchanging motorcycle tales, and making plans for the next ride.

Roaring Forties!

October 13, 2018October 14, 2018atullakraLeave a comment

I had not done much riding since my last trip to Horseley Hills. In fact, for most of June through to August, 2018, I hardly used the bike. So come September, on the day I welcomed the roaring forties, I planned to gift myself a short breakfast ride. My cousin decided to join me on his Himalayan.

We chose Kanakpura Road without debate, especially because it offers one beautiful back road after another, all the way until Mysore. The route map promised a fun circuit- rounding off to just under 100kms.

Screen Shot 2018-10-07 at 8.06.54 PM.png — Turnoff at Harohalli to head into Bannerghatta Forest Reserve.

A recent review by an American motorcyclist, compared the Himalayan to a tractor, after its ability to take on any sort of terrain, at its slow steady pace. 🙂

The ride was uneventful until the turnoff from NICE Corridor. Here we found a group of riders astride Royal Enfield Himalayans and Bullets. Decided to stick with them till our usual breakfast haunt at Harohalli. The day favoured us with cool weather- with hints of sunshine behind departing clouds. It felt good to be on the bike, after my three month hiatus. The riders were a civil lot, maintaining speed and line, and I soon relaxed into the pace of the ride.

*Und vada, und masala dosa,* washed down with filter kaapi- essentials of a breakfast ride.

After breakfast, we bid farewell to the pack and head towards Jigani through a back road that circles Bannerghatta National Park. Enroute, the country opens up with plenty of enticing dirt trails to wander off into. We spend a good part of the morning in this area, exploring a couple of trails. Not much luck sighting wildlife in the nature reserve, but enough spots to chill and revel in the scenery.

Dirt trail leading off to quaint little villages, lovely fields all round

*Sadarahalli* stone posts with barbed wire demarcate farmlands through most of Southern Karnataka

Only so much of natural to beauty to take in, not too far from home.

This field was meant for a drifting’ aka Captain America style 🙂

Around mid day, the promise of a birthday lunch and meeting up with family lured us back home. But it was a great start to my 40th, is what I say. 🙂

Reduce to evolve

May 21, 2018March 17, 2019atullakraLeave a comment

In spite of a ‘swearing in’ ceremony, where I resolved to keep the Himalayan as stock as possible, I’ve let customisation instincts get better of me. So like the C5, I’ve gone ahead and pushed the Himalayan down the weight reduction path. Allow me to explain. 😊

Stripped Moto. Sans everything. Well, almost everything. 🙂

Last month, my bro-in-law and me rode up to Horseley Hills. On this ride, I loaded the bike with a top box, Studds side cases, a back pack, a trail bag, my camera bag and saddle bag stays. Halfway into the ride, three things happened.

1. At speeds above 100 kph there was a jarring vibration from the front visor.

2. On rough tarmac, broken surfaces, the rear mount and top box, although packed to the brim, rattled a lot.

3. We pulled into a restaurant parking lot, where while navigating a speed bump, I forgot to downshift. The bike stalled, halfway over the bump. Within seconds, the bike tilted over, the weight was too much, and I had to let go. It took some effort, from both of us, to pull it up again.

Horseley Hills-Givi top box, Studds side cases, saddlebags (missing from photo), screen.

I also wanted to understand how the bike fares, loaded up in this fashion, on a ride. My learning was, a top box is a no no. Side mounted saddle bags or panniers are much better. A loaded top box on a loaded bike, affects handling only ever so slightly, but never eases up the feeling that you are dragging more weight.

Sometime around last year, another nagging thought had got me questioning a statement made by Royal Enfield CEO- Siddharth Lal. “The Himalayan is designed to be your only bike”. If this were my only bike, what would qualify to make the quintessential ‘do it all machine’, without looking like a large kitted to the brim caravan on two wheels.

I wanted a no frills work horse. A pack mule that does the job. Convenient for commuting and adequate for short tours. I should always be confident about handling it’s fully loaded weight on any terrain. The bike should retain its core character, and its puppy dog friendliness. What was absolutely essential for this purpose had to stay. The rest had to go. So, on a DIY weekend after the Horseley Hills ride, I got down to removing bits and bobs, which I figured, had no real functional purpose whatsoever. Here’s a summary of what I did.

The visor– After two years of use, I’m still not entirely convinced that the screen/ visor on the Himalayan, has any real use. The screen is not adjustable on the fly. It affects road edge visibility when dirty, and in my case, is worse because it’s completely blacked out. At speeds where it’s supposed to deflect wind from the rider, it shakes like a leaf. As for the looking good part, I have a concept sketch from Pierre Terblanche, for the Ducati inspired fairing for the Himalayan. The current visor looks nothing like it. Hence, in my opinion does not do justice there either. Time to get rid of it permanently.

Concept sketch for the Himalayan- note how the fairing integrates the tank with headlamps

Rear luggage mount (carrier)- This might be harder to justify, as this is a very handy accessory on the bike, which comes factory fitted. I removed it for two reasons. Reason no 1, is an instance, where the rear mount broke under very nominal weight of the top box. (RE_issues ). It put a big question mark on the quality of this part.

Reason no 2 revolved around the need for putting in a replacement carrier. It so happened that in the interim that I replaced the broken carrier, I started liking the clean, unhindered look of the tail light assembly. I decided to keep with the look. Mounting something like a backpack on the rear seat was taken care of by saddle stays.

Front fender- with the screen gone and the rear carrier gone, the bike started looking more scrambler, less adventure tourer. Now the Himalayan has a beak like front fender, fixed below the number plate mount. Ride the bike for a couple of days and you realise that this fender is a purely aesthetic device, sans function. The front mudguard on the tyre does its job perfectly. So the fender had to go. A couple of instagram posts convinced me that the bike would still look good.

Rear mount gone, saddle bag stays retained.

Here’s how the bike looks now without the front fender!

Need to get a pair of knobbly tyres now!

In the near future, the plan is to get rid of the entire headlight frame and assembly, which is independent of the handlebar and front suspension, and make it a true scrambler. Until then, I’ll be happy with its current avatar. 😊

New lid on the block

April 1, 2018May 20, 2018atullakraLeave a comment

Got myself a brand new Bell Qualifyer helmet. Wifey and me just fell in love with the retro themed stripes. Already appreciating some of the finer detailing compared to the outgoing MT Axis, I have used for more than 2 years. Will poke in a review soon!

R3

January 28, 2018January 28, 2018atullakraLeave a comment

A colleague at work let me take his friend’s Yamaha R3 for a short spin after our site visit, last week. Really loved the feel of the bike. Good throttle response and great ergonomics. Shame that it doesn’t have ABS, for this is a bike you would love to rip and roar to the redline, with abandon. Twin cylinder magic!

Compact, black and menacing, looks are a hit.

A back road near the airport- good tarmac for first impressions

Twins…

November 7, 2017November 9, 2017atullakraLeave a comment

They are drop dead gorgeous. Just watched the launch at EICMA. The Interceptor (California Cool, in the words of CEO Siddharth Lal) and the Continental GT 650 promise to herald a new age of ‘easy and accessible, pure motorcycling fun’. Let’s see what the future holds… for now, I’m rubbing my hands in glee and me eyes are jest feastin’ on them beauties… har har!

More info to be found here

https://royalenfield.com/motorcycles/twins/

Of heathlands and monoliths…

October 22, 2017October 27, 2017atullakra2 Comments

This little overflowing creek made for a nice splash

This Diwali, the long weekend came about promising at least one day of riding fun. I headed out with my cousin (who also owns a Himalayan), towards Manchanbele dam, for a lunch ride. To make the regular route a little more interesting, we chose a detour featuring a beautiful back road between Kanakpura and Mysore highways.

Post monsoon greenery adorns the connector linking Kanakpura and Mysore highways

Lunch was a quick affair on Mysore highway, this thali was delicious

Heathland, retreating rain clouds and sunshine. Riding season is here!

The day forecast glorious weather with long sunny spells. This time of the year heralds the start of the riding season in South India, with late October through to February generally packed with organised tours and riding events. So it felt good to be back in the saddle, even if it was for a short spin.

The short route to Manchanbele from Mysore highway passes through open country that features a lot of heathland like un-farmed land. This year the monsoon strayed well into October, so everywhere we looked, we saw green. At Manchanbele, there was a fair crowd. Entry to the dam is restricted, taking vehicles down to the water is prohibited, so all you could do was stare at the water from higher vantage points. On an earlier occasion, I had been able to park by the water. So there wasn’t much to do but carry on. Savandurga, one of Asia’s largest monoliths, loomed high above the water. I had always wanted to see it up close and we decided to head there.

The road to Savandurga monolith cuts through the lovely Savandurga State Forest, and both in the forest, and on its fringes, we found great spots to stop, shoot and chill :).

The wild grass was inviting, the late afternoon sun, relaxing

Spots for posing with the monolith abound enroute

Bikes are dwarfed by the lofty Savandurga

Savandurga, is majestic and towering. I had never come close to a monolith before. All I had was childhood memories of leafing through my geography text book and marvelling at the splendid isolation of Ayers Rock. I had always imagined giant monoliths to be far off the grid, in places that existed at the very edge of the map. Savandurga, is no such thing. There were tourist stalls at the parking lot and a temple at the top. We were lucky that there wasn’t much of a throng, so we found ourselves a green spot close to the base and lingered for a while.

Beautiful rock this, if ever a rock can be called beautiful. Worth the visit, I say

The highlight of the ride home, was this shot at dusk, which I feel captures so well, the essence of motorcycling. This is a good start to the riding season. 🙂

Mellow evening light frames the motos next to some beautiful srubland.

Date with Versys

September 12, 2017September 29, 2017atullakraLeave a comment

A few days ago, I got a cool birthday surprise from my dearest wife. She sent me a Wicked Ride reservation for a Kawasaki Versys 650. It was to be mine for a day!! Read on for some first impressions.

The model I got was from 2016, all black and missing the green livery and newer bits and bobs from the current model. The bike is tall and gangly, no matter how you look at it, with that rear overhang tad longer than it should be. Seat height at 840mm will be a struggle for short riders, and the screen on centre stand was higher than my Himalayan’s. The good thing though, is the incredibly rider friendly nature of the bike. It felt familiar within the first 20 minutes. Ergonomics are great, the seat has enough room for movement and tall ride height, a boon in traffic. I would have preferred a wider, taller handlebar, which would have helped maneuverability and standing on pegs while negotiating potholes.

The cockpit gets a rev counter and digital speedo. Tell tale lights for ABS, indicators, high beam and engine warning light. Miss the nifty bits from the Himalayan like the service reminder and gear indicator.

Rolling around in the city, on a public holiday, proved to be effortless. I was worried that the engine would start cooking my legs in stop and go traffic situations. When that failed to happen, I realised that the large tank, tall seat and rear set footpegs keep your legs away from the heat. The only thing to be careful with then, was the throttle. A slight rev on the throttle would pummel the motorcycle towards triple digit speeds, instantly. Ten odd kilometres later, with the art of throttle control mastered, I was flicking through traffic, having a ball. Later, trundling along at 60kph on a traffic free flyover, I decide to gun the throttle. The bike darts like a hooligan! Over the crest, in the next instant, I see the speedo flash 120kph, and know that I have crossed the speed limit set by the hiring agency. This transpired in a few seconds, without the need to down-shift. Ample torque figures of 64NM and 68/69 PS, from a refined twin cylinder, crafted out of the Ninja lineage, take credit for this performance. The bike measures the same as my Himalayan, length and breadth wise, so carving up traffic was all about getting used to the extra power on tap. The brakes, with ABS, were excellent.

Felt like a king, for a day, with two able stallions in the stable

As a commuter then, the bike is pretty desirable. But an entry level tourer is best tried outside the city. Next stop, the highway!

Too many sharp edges, if you ask me. (I’m still a sucker for curves)

Out on the freeway towards Krishnagiri, I’m constantly aware of one nagging reminder- stick to the 120kph speed limit. It seems impossible to do this, especially on straights. And on wide sweeping curves, I had some trouble understanding how to keep to the centreline. The front felt heavy and there was quite a lot of understeer. Now this may have been an issue with the rental bike- I don’t recall reading anything of the sort while going through reviews on the bike. Well, that was a downer, as a lot of the stretch from here till Krishnagiri has these long winding curves.

Everything else, was just dandy. The bike excels as a mile muncher. Covering large distances, at speeds around 120kph, all day long, with an unstressed engine, is this bike’s forte. The seat is gloriously comfortable. Hepco and Becker, in addition to Kawasaki, have a full range of luggage accessories for this bike in India, and mounted up, its a formidable tourer. I did not get much sense of the mileage, but I was told its in the range of 23-25kpl, which I thought was pretty decent.

One feature I really loved, was the hazard light switch (red) on the handlebar. I use this quite a lot on my Himalayan, both in the city and when on a ride. Its a pain to let go of the bars and reach towards the centre console. On the Versys, the switch is within easy reach of my thumb.

Rear and three quarters views of the bike are best, the front and side views are a bit awkward, IMHO.

So is this something, I’d like to lay my hands on in the near future? I won’t deny its a tempting proposition. The pros outweigh the cons- its got a super smooth, terrific engine, good torque and power figures, great brakes and ergonomics. Most importantly, its not ridiculously expensive, like say a Triumph or a Ducati. I’m not a hard corner hugging rider, nor have any experience on the race track, to comment on the bike’s track abilities. But I wouldn’t bat an eyelid about it’s excellent touring capability.

At the end of the day, however, I think I would look further for two reasons. For starters, I’m not entirely sure, how well this entire package handles off road. The bike’s weight tops 200+ kgs, which will be higher still when loaded with luggage. The tyres are not really dual purpose, and from the reviews I read, not very inspiring, even on flat dirt tracks. Suspension travel or the handlebars aren’t great for off road manoeuvres either. And I reckon, in real off the grid conditions, the bike will feel top heavy. I’d strike out the ‘adventure’ prefix from the bike’s ‘tourer’ moniker.

Reason number two, has simply to do with how ungainly the bike looks. I’ll get to the point- it does look like a pelican on two wheels. And I’d rather not be seen riding a pelican, don’t you think?