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
2013 was our year of rides. I did many short rides through the year, most of them with my group Enfield Explorers, and two long rides with my wife and brother in law, also a keen motorcyclist. Our ride to Coorg, around Easter Weekend, turned out brilliant. The weather was good and our place of stay, beautiful- but on this particular trip, it was the motorcycle friendly, smooth roads with lots of twisties that were particularly awesome. Add some really intense, flavoursome coffee to the experience, and one comes back completely ‘Coorged’. 🙂
The motorcycles could not have been more different- one carried the burden of decades of nostalgic tradition on its shoulders (besides my wife, me and luggage) and was out to prove its touring friendly nature with a new UCE engine. The other was a quarter litre sibling of cutting edge, modern machines that promised performance and hassle free touring for years to come. One was all metal, a remnant from the realm of ancients, with retro dials and spoked wheels, flaunting an incomplete electronic fuel injection circuit in the name of high tech gadgetry. The other was a fully faired, shiny red crotch rocket loaded up with fancy instrumentation, EFI, dual disk brakes, ABS and a whole lot of fibre. Once out on the road however, both machines stuck a chord with their respective riders. My wife was happier on the Classic, thanks to the comfy seat and some back support she got from the tail bag. My brother in law enjoyed the smooth mill and great handling- he had just finished the running in period on the bike-so the trip was an opportunity to open up the engine a little. I really enjoyed the torque from that half litre single-riding two up with luggage was a breeze. Holding a straight line without vibrations numbing my hands at 120kms per hour, wasn’t.
I must say this at the outset- this was 4 years ago, lest you go check up on me- the road conditi0n is no longer the same. Having said that, the roads, circa 2013, freshly laid or resurfaced, took the cake. The stretch from Mysore to Coorg especially, was heavenly. Gorgeous two lane blacktop flanked by rolling coffee plantations and tall Silveroak, Sapota, Eucalyptus pine and other beautiful trees. There was little or no traffic, and the twisties were wide enough to power through without the need to lose speed. Motorcycle Nirvana. All hail the State Roadways Division.
The ride to Coorg was my first long ride on a motorcycle in South India. I had driven to Coorg twice before, but for both my wife and me, riding down was a whole new experience. The ride in was particularly good, we started early morning and reached Coorg by noon- with the weather playing its part. The next few days were spent pottering around Madikeri and Bylakupe and visiting the Elephant Camp at Dubare. The motorcycles proved indispensable, and helped us explore some areas off the tourist trail as well. Apart from the ride itself, the fun part was also planning the ride as a family- sorting out stuff to pack in saddle bags, gearing up, talking my wife out of carrying too many items of personal use (the hardest part), and establishing road rules with regard to loo breaks, hand signals and points of re-group in case we lose each other en-route. All in all it was a fantastic ride and a great memory- one I hope to revisit this year, on the Himalayan.
Thought I’d take the opportunity to talk about life with my two machines, while the joy of owning two motorcycles is still something I can call my own. That heart tugging decision to let the C5 go, has been taken, and I may have found a right nice guy who will take good care of it.
Perspective plays the strangest tricks. Couple of months ago, my entire riding interest and experience was focussed on the C5. Whether it was the daily commute to work or a weekend jaunt into the nearest woodland, the C5 was the centre of my appreciation, jeers, joys and disappointments. There were times when we were in absolute communion- man and machine in well timed harmony, that grunting British single on song. And then there were times, when you wondered just how you’d been tolerating this beast for 4 years- a broken clutch cable, a misfiring exhaust, lights not working, dead battery, pushing deadweight on a puncture, blown fuse, chain’s loose… you get the drift. And to top it all off- vibes. But then that’s the charm of this half litre royal singleton. And you get used to this dichotomy. Nothing is ever perfect for too long. And nothing bad lasts forever. I was once told -its not an ‘ownership’ with Royal Enfield, its a ‘relationship’. You get the good with the bad. And I got used to it.
In walks that horse of a motorcycle. From the Royal Enfield stable no less. Two days on the new machine and I realised that the level of sophistication on this brute was way past anything Royal Enfield has ever churned out before. First thing I notice- gone is that majestic thump. Second thing I notice- no vibes. None. This, clearly, is no ‘Bullet’. Nope, not even close. Now don’t get me wrong. I am no ‘Bullet’ worshipper. And I am no fan of that legendary ‘thump’. Nor do I believe that louder is better. In-fact I cannot understand folks who buy a Royal Enfield Bullet- Classic, Standard, T-bird, GT… whatever, and then fix that mega-phone exhaust to announce to the world that they have ‘arrived’. The roads would be much quieter without them, in my opinion, and the world, probably a better place. Besides, they kill their engines with those aftermarket boom boxes. I digress… Back to the Himalayan, then. On every commute, I am hard pressed to believe that I’m actually riding a thoroughly modern, bare bones moto that has been well engineered, and is capable of taking on almost anything you throw at it. There is an assurance of rock solid dependability on every ride, and from every department- the engine, the electronics, the suspension, the ergonomics, it all works! Surely, there’s been a mistake- how can this be a true Royal Enfield? Where is that endearing character? That promise of uncertainty? That lure of the unknown? It fails to show up. Repeatedly. I wouldn’t say that the machine is without niggles and issues- but most of them have been sorted out for me after the first service. And there’s character too- past the 600km mark on the odo, the exhaust now does some lovely pops and cackles when de-accelerating. There’s enough grunt to the throttle and once you are used to it, you realise, this is a refined traffic carver.
I remember my first extended ride on the Himalayan. On the second night of ownership, I have a CBR250R for company and we are headed to the Airport for a cuppa. The Himalayan is a breeze to ride at 70kph. Its easy riding with the CBR- two cool runners- I think, this is nearly up there with the super smooth Honda. There’s dazzling instrumentation in front of me- ‘all systems are a go’. Speed, heading, RPM, temperature, fuel, time, trip distance- there’s a host of details. I’m cruising. The engine, after a few days of running in, is slightly more rev happy, and I’m having a ball. And standing on pegs is so damn easy..!
Some days on, I feel a pang. Something’s calling me… a quiet pull at my shirtsleeves, while I’m looking away, all in awe of this newbie. I finally notice it one day- that hulk of old, shiny black metal. Standing solemn next to the white horse. Counting its days with me. Waiting…
Two weeks of riding the Himalayan, and that pang has gotten intense. I’m used to the Himalayan now, I tell myself. I know how that corner feels. I know what speed to tackle that speed breaker at. But I’m asking myself, how was it on the C5? Do I still remember? My hands are aching for the feel of those handlebars. That vibey assault on the senses. Those days of hard cornering. That instant feedback…that guttural thump!
That’s it. I’m riding the C5 out today..!
Here’s what you do for an awesome Sunday-
1. Round up your mates
2. Start your engines
3. Head for the nearest patch of woods
4. Grab some idly-vada and great coffee on the way
5. Banter with mates on whose bike is better
6. Watch out for elephants en-route
8. Consult Google Mausi for directions in the woods
9. Ride home in time for ‘Real’ Breakfast. 🙂
About another 40 minutes of riding and Google Mausi decides to give up the ghost. I had been standing on pegs in that stretch, and as I sat down, I noticed Mausi is silent. I beckon others to stop and we do a quick look around.
Nothing much around- a quaint little temple, where the Pujari probably visits on a fortnight, some make believe grass and a beautiful Jacaranda tree. Photo op not to be missed? You bet!
There wasn’t much to do beyond that in this place. So we decided to move on. Now did I tell you that Google Mausi moonlights as a Goddess? (To understand this phenomenon better, I suggest you read American Gods, by Neil Gaiman). Well Goddesses, often find favour with the cool candidate. Deepak has a cool bike- therefore Goddess lights up his phone. We discover a way out of there- turns out we just need to keep on moving down the same trail.
Well, that broken forest road throws up another surprise- and we find a boulder outcrop with a great green vista. Needless to say, the bikes were lined up, on the rocks. Metal sided with plastics and looked onto the great greenfield beyond!
After this call of duty it was time to bid goodbye. We left our separate ways and joined that rush of weekend traffic and caged imbeciles on the road. It’s always fruitful to start a great Sunday by getting lost in the neighbourhood wilderness!
For professional reasons, I am not at liberty to reveal what TEMC stands for. Rest assured, it has something to do with my workplace. And yes the last two letters stand for Motorcycle Club. Now it so happened that parking lot discoveries revealed to me that there were quite a few ardent motorcyclists in office. It was only a matter of time before a Whatsapp group was created. Official emails were sent and the first day ride was organised to Yelagiri on August 28th, 2014.
We were a motley bunch with most of us riding Royal Enfield motos and a couple of lads on an Avenger 220 and a Yamaha FZ 150. The plan was to cover the 160 odd kms to Yelagiri in good time and start real early.
Now this ride was a first with folks from my office. My expectations from this ride were so so. There were some inexperienced riders in the group who would need some amount of shepherding. At the same time, four of the riders had done a lot of touring- A moto couple, Vaishali and her hubby Ashutosh, had also done the Leh/ Ladakh circuit. Sabith and Rajeev were experienced riders. I had had my share of rides.
We assembled in front of Total Mall, Koramangala at 5:00 am and most of us showed great discipline and turned up within minutes of each other. The last rider, Sabith, was to join us somewhere near Hosur. We made a cracking start and were at the second rendezvous in no time. Sabith turned up some 10 minutes later and it was surprising to see him sans his riding jacket. Instead he had a yoga mat strapped with a bungee cord on his seat! I still wonder what he had been thinking at that time…
On and off, the group would fall into a two by two ride formation, but it was mostly each man for himself. Ashutosh had the good sense to ride tail and make sure no one was falling behind. Breakfast halt was at Shoolagiri- and many a masala dosa, idlis and vadas were gulped and washed down with steaming filter coffee. We made good time after that and reached the foothills of Yelagiri by 7:30 am.
The real fun started after that, the ride uphill was exhilarating. At that hour, there was no traffic, so you had all the bends to yourself. I could see Sabith, just ahead, scraping his footpegs on every corner. On this ride I had a custom performance exhaust strapped on my bike and this was a good opportunity to test it (more details here- https://yonderbluemountain.wordpress.com/2016/06/26/c5-evolution/). I gunned the throttle and took pole position. I think that was the fastest climb I have ever done in my life. I had no time to count the bends, nor to admire beautiful mountain vistas flashing past me. All I could see was the corner ahead and Sabith in my mirrors, hugging bend after bend. The logic was simple, slow down just before the corner, accelerate through the bend, make sure you time yourself around the corner and keep your eyes glued to a spot at least 50m ahead. Before long, the entire fast bunch was at the top. This was good riding, I told myself.
Yelagiri is best described as a sleepy hill side town, I would go to the lengths of calling it a kasba-something between a town and village. The townsfolk were just rising- a tea stall owner was setting up his pots and pans, when we rolled in. It seemed like a scene from an old western. There you have it, a main street. Townsfolk just starting to go about their business. Shops starting to open, smells of breakfast wafting into the street from a few meagre cafes and schoolchildren being cajoled out of their houses by their frantic moms. Suddenly, there’s a thunderous sound, and a bunch of cowboys ride in on iron horses. We get stares. Some appreciative glances from a few youngsters. A few minutes of drama and we are the centre of it all. But this town is no stranger to visitors. We park and dismount, kill our engines, and the towns people just shrug and go about their business. This is clearly no event for them.
We stand together, sipping coffee when one of us glances at his watch. Its 8:30 am. We applaud each other- wow! We made good time. We are happy. And then it strikes us! This was meant to be a whole day affair! We have made it to our destination too early! What are we supposed to do now? This was surely a first in my history of rides.
Grand plans are charted immediately, some of which promise to be a mini tour around half of South India. We soon remind each other that we have wives, children, uncles, aunts and mouths to feed. Indeed the nation’s economy hangs in balance until our return- not to mention the rest of the office eagerly waiting for us to return to work! We finally decide to survey and explore local flavour. Directions are asked of village folk and we take one of the smaller roads leading out of town.
An old gent tells us of a spot on a hill and we head off in that general direction. A spot of off-roading and a steep climb leads to a hill top parking lot- with views to behold.
Some of us head off for a trek after that. I lose and find my phone on the trail. A lonely goat herd doubles up as a guide/ sneaky murderer in our collective, fertile imagination. A couple of hours later, we decide to head back home. Some photo sessions on the way down and we conclude that this has been a good day out. A short detour to Krishnagiri dam turned out disappointing, but I did manage to take a couple of photos.
With that first ride ending on a happy note, I have one more reason to love my workplace (yeah right!).
In the years 2013-2014, I had great fun with a bunch of like minded, ragtag motorcyclists, most of whom were based in south Bangalore. We wanted to spend our weekends exploring our very own back of the woods in the format of short breakfast rides, with the intention of going in for longer weekend rides in the future. After two great Sunday rides, I sat down one balmy afternoon and penned this introductory write-up for the group, now called Ministry of Torque, on Facebook. A few edits from Pankaj, one of the founding members, and the intro summed up like this-
“We are an enthusiastic motorcycle club started by a bunch of passionate South Bangalorean motorcyclists. We think of ourselves as a bit old school, ‘weekend enthu cutlets’, who thrive on the old adage ‘they dont build ’em like this anymore’, which means we love our Royal Enfields, Harley Davidsons, Triumphs and the glorious old RD 350s and Yezdi 250s. With us its all about pure, quintessential motorcycles that ooze character, scream nuts and bolts and wear steel and proclaim business.
We do weekend rides, long and short, to destinations around Bangalore. We feel there’s enough living culture to explore in our own backyard- right here in the heart of South India…from the lush greenery of Coorg to the verdant, chilly peaks of Ooty and all of the lakes, rivers, valleys, monuments, wildlife and villages in between.
If you are passionate about motorcycling, are based in Bangalore and have the right bike (Bullet, Harley, Triumph (we love Bonnevilles!), Yezdi, RD 350…) or the right attitude (all plastics above 250cc), please feel free to drop us a line and join us on our next ride.
Until then its Cheerio from the Enfield Explorers! Happy Trails Everyone!
* Please note- We promote safe riding with appropriate safety gear – good lids, gloves and shoes are a minimum must, and exercise strict group riding formation at all times.”
How it all began…
Our very first ride, using an alternate route to the ever popular Nandi Hills turned out great. We had Nikhil (on a Harley Davidson Iron 883) join the group that day. He just happened to be looking for riding companions, and we just happened to pass that way. Considering that most of us had only been introduced to each other an hour or so before,there was an easy camaraderie in the group that said- come on in mate, so long as you love to ride.
The Nandi Hills sojourn was also good because we actually avoided the regular route to Nandi Hills (Airport Road), and took an inner route through Nelamangla, off the Hassan highway. Pankaj was the route master, and Shalin got the bunch together. You can read more detailed reviews of the rides here- https://bulletmerijaan.wordpress.com, Pankaj’s very own blog. We got on well on that ride and promised to meet up again soon.
Some rides to remember…
The next ride was not to happen before early June, however, and we rode to Manchanbele, a lovely reservoir off Mysore road. A giant monolith, Savandurga, frames the reservoir, and its a fantastic getaway, if you have couple of hours to spare on a weekend. We were able to take the bikes right down to the water at that time- I’m told now the authorities have fenced off the area and you can only see the water from the approach road.
Our next ride, to what Dev fondly remembers as a ‘Forest’ did not turn out as planned. We wanted to visit Anchetty, a forest stretch in Tamil Nadu, but a couple of wrong turns off Kanakapura Road and we ended up in the middle of nowhere. We found a government school, abandoned in 2002 and whiled a bit there. There were photo sessions and bike talk, with the guys completely ignoring the fact that this was not the ride destination. What I was beginning to like was that the riders in the group were a happy go lucky bunch- every ride equalled discovery + fun, even the ones that did not turn out quite as expected.
We were determined to do Anchetty, and that happened in a sort of refreshing way actually. The group had been fairly quiet through autumn/ winter of 2013, and 2014 brought in the promise of a good ride. I managed to rope in Sabith, an experienced rider and a colleague from work, and Abhijit, my neighbour, and a core member of the Rolling Thunder Motorcycle Club, on this ride. Now Abhijit is an ardent motorcyclist- in life you are sometimes fortunate to meet people who live by a motto. I guess his motto is “Two Wheels Only”. More about him, here- http://www.motorcycl.in
We also had Som join on his Desert Storm- he had come ‘geared up’ for the ride- as a paratrooper! The rest of the group were the usual suspects and the core members- Pankaj, Shalin, Dev and Anand. We missed Bipin and Nikhil on this ride though- and what a ride this turned out to be!
Every once in a while, ride plans are made with gusto and talked about on the FB group page. People promise to join the ride, but when the alarm shouts 4:00 am, only the determined few make it to the start point. On one such occasion, there was only Pankaj and me who turned up. En-route, we were rewarded with a dazzling sunrise over a lake on Kanakapura Road. A hearty breakfast and a short detour on our way home and it was a Sunday morning well spent.
It was awesome being part of a group of like minded motorcyclists. We learnt important group riding skills and co-ordination. Before long, learning from each other, most of us acquired proper motorcycling gear- Jackets, Gloves, good Helmets, boots, knee guards etc. We discovered wonderful places, a stone’s throw away from the city and some fabulous breakfast joints along the way.
Ministry of Torque
The tribe of Harleys kept increasing gradually, ride after ride. Amit and Nikhil were already on a Superlow and Iron 883, respectively. Dev, who had a RE Thunderbird 500 and was obviously not happy about its performance, progressed from a Superlow to a Fat Boy. Shalin and Pankaj were to follow suit. More members were added to FB group, many of whom also rode with Riders Republic, the largest independent super bike group in the country. And so the name of the group- Enfield Explorers, was called to question. A more inclusive name, Ministry of Torque found favour with many and was adopted. Here’s an FB link to the group’s activities-
First Day at work, circa April 2012.
This is the bike in its stock version. Factory fresh. Only change requested at the showroom- give me a single stay instead of that awful saree guard, any day.
First Tour with Pillion, circa March 2013
Front tyres changed to Ceat Secura Sport. Seats changed to Perfect seats (Mumbai)- for both rider and pillion. These are extremely comfortable. Yamaha RD350 handlebar with cross bar, made by Art of Motorcycles, Bangalore. Custom performance exhaust and heat wrap to exhaust pipe by Art of Motorcycles. Note the GIVI box mount and carrier. Removed that funny beak over the headlamp. My wife and me Coorg’ed for the first time in this avatar :).
Some more touring modifications, circa November 2013
For an extended ride to Ooty and beyond (with pillion) the C5 got a Ladakh carrier with the Givi mount and a large windshield for those friendly green bugs that come your way as dusk falls. The big change was to the rear tyre. Went in for a MRF on-off road button tyre with a huge sidewall. This increased ride comfort and ground clearance.
Scrambler- beginnings, circa February 2014
On the insistence of Junaid from Art of Motorcycles, the C5 went in for Cree Fog lamps and a wider, straight handlebar. The large screen, was replaced with a visor, which was fixed using an elaborate set of cast iron clamps. To date, I think that was the worst thing I ever did to the looks of the moto. Glad it was on for a short while.
Our breakfast runs with the group Ministry of Torque, were increasingly ending up in areas where we used to lose tarmac for a while. My constant conversations with the folks with AOM were also headed in the direction of weight reduction. The front lightweight mudguard was the first step towards a scrambler and to this day, I marvel at how sturdily its been built, and how well it defines the bike. I always felt that the stock mudguard was a bit to large for those skinny 90x90x19″ wheels.
Scramble tamble, ready to ramble, circa June 2014
My craving for a scrambler started getting better of me. Added to that was the need to reduce weight and start pushing the capabilities of the machine. So one fine weekend, out went the pillion seat, in came the GIVI mount, sans carrier. Also, at the insistence of friendly folks at AOM, the rear shock absorbers were replaced with those from the Hero Honda Karizma. The ride quality and feedback shot up a gazillion times. Took it out for a run on a dry lake bed off Mysore highway. Managed some drifting. Was all smiles.
Around this time, I discovered Bike Exif (http://www.bikeexif.com) and other custom motorcycle websites/ publications like Iron and Air (http://ironandair.com/throttle). Found the Tendance Roadster in one of those. And drooled. The C5 needed to lose more weight (and perhaps me too!). Family priorities took hold however, and the C5 ran in the above avatar for almost a year. I fell in love with the new rear shock absorbers. They could take on anything, really.
A ride with TEMC to Yelagiri let me test a small mod to the custom exhaust by AOM. Note the stubby cap at the end. This version of the exhaust is insane. The speeds uphill were scary and the tappets after, scarred. Will always remember Yelagiri for that Pikes Hill Climb like affair. I have since removed the exhaust and given it its rightful place of honour- on the mantlepiece. To be used on special occasions only!
Reduce Reduce Reduce! circa June 2015
On a rainy Sunday, one of the welded mounts on the bucket seat gave way and a tacky job at the local weld shop forced me to start looking for other options. I had been on the lookout for a good mechanic closer to my house, and found two at Iblur junction. The gents, Nizam and Javed, persuaded me to try the Thunderbird Twin Spark (TBTS) seat on the C5. I took their advice and rode with it for two days. The bucket seat kicked the bucket the very next day. 🙂
I also questioned the need for a rear mudguard. With the overhang of the new seat, which fits on the stock frame, surely one doesn’t need that weighty rear mudguard? I dreamed of generating 30 bhp at the crank, up from the stock 27 bhp, with that heavy, cumbersome rear end removed. One ride without the mudguard, however, told me all I needed to know about tyre tread patterns and their intimate relationship with slime and mud (slung in all directions). With a dirty backpack and a mud plastered helmet, I realised, I needed professionals on this job!
Short lived fantasy custom, September 2015
Enter Greasehouse Customs (http://indimotard.com/greasehouse-customs/) and this is what they created. Or rather, this is what they reduced the bike to. Out went the rear mudguard assembly and in came a beautifully crafted (and uncannily expensive) tail job with an imported parking light to complete the rear. I had bought Continental GT indicators as a replacement for my stock ones and they went on too. Some sticker-ing and a bit of re-painting and this one was good to go.
The big positive with this iteration, was the ride. Braking improved considerably- with so much less weight to handle, the bike displayed no signs of that legendary fishtailing on hard braking. Pushing the bike into corners and powering down straights was a delight. Acceleration was startling and every twist of the wrist promised a wheelie.
Unfortunately, good times only last so long. One balmy evening, as I was battling bumper to bumper traffic on the ORR, a lorry driver rear ended me. The beautiful ‘tail job’ almost snapped in two. I was heartbroken. The rear mudguard survived a few more weeks before developing a crack at the bend induced on impact. I also realised that the beautiful ‘tail job’ had not been structurally sound and had lacked requisite stiffeners essential to its function. So much for my dreams of featuring on Bike Exif. What next? I asked myself.
Quintessential motorcycle, circa December 2015
Four years on, as I post this, the bike is running like a dream, courtesy Javed, my friendly neighbourhood mechanic. I have managed to keep the bike as light as possible. The stock mudguard went in for a small customisation job. The beautiful tail lamp and the indicators were re-mounted, along with the GT number plate, and I installed a pair of stock mirrors from the Hero Honda Splendor. The stock tail lamp assembly along with the number plate and those bulky indicators, I realised, were a major weight adding element to the stock mudguard- weighing no less than 4 kgs by themselves. The Hero Honda mirrors, are just amazing. Not a stir in them, no vibes, no shaking- rock steady at all speeds. I found that they also complement the low, wide handlebar.
I am happy to keep running the bike in this avatar. Every morning, as I get ride ready for my work day, arguably the best part of my work day, I can’t help admire the simplicity and purposeful nature of the looks of the bike. It says ‘I’m your true moto, an extension of your own self. I am, the quintessential motorcycle. Nothing more shall you need’.
Amen to that. Happy riding all!
A few years ago, on my way back from a meeting in Whitefield to my house near IIM Bangalore, I discovered this road at the suggestion of a colleague. I couldn’t believe my eyes when I first rode on it. One minute you are negotiating gaps between heavy trucks on a major state highway leading out of the city, and a minute later, you turn right on an almost invisible lane and you are instantly in the midst of a motorcyclist’s dream. This back road, which is off Varthur road, touches a pretty village after a series of twisties and then has little bits of straights before dissolving into twisties again. It finally hits Sarjapur Road after a run of 5 km. And hear this- there was little or no traffic. The road condition was impeccable, and although you wont find rolling mountains here, there was ample greenery and smiling village folk on the way.
In the early days, when I moved to South India, these little discoveries added to the list of everyday delights which made me slowly fall in love with this place. These quaint roads, lined with greenery, on the outskirts of the city, that lead nowhere seemingly significant, but which always leave you feeling refreshed and give you a notion of being away from it all.
Long before the Varthur-Devanahalli-Airport road became a regular favourite with Airport Taxi operators, my wife and me had happened to venture out on it, one fine Sunday on our Avenger 220. We joined the Old Madras Road from Whitefield and continued on till we reached Hoskote. From here we took a left turn and after a kilometre or so started getting into real country. One starts to notice innumerable vegetable farms in a short while- the lifeline to the fresh produce, the city gets every morning. And then come the bends, and my heart whoops with joy. Apart from the absence of monstrous trucks invading your sense of well being and those nice surprises round every bend, what’s really great about these city limit back roads is that it is here, free from city noise and pollution, that you feel that whiff in the air, and are able to truly enjoy that fantastic weather you get all year round at 917m of elevation.
Over the years my motorcycle buddies and me, have explored these back of the woods as part of a rag tag moto group that thrives on the idea of ‘Sunday Breakfast Runs’. The format here is simple- wake up real early, start your engines at the crack of dawn, congregate at a designated street corner somewhere in the city, ride towards a pre-ordained breakfast joint on the highway (where the proprietor is as enthusiastic about rising early as you are), gobble down standard fare- idly vada, khara bhaat, maybe some masala dose… and wash it all down with steaming hot, strong filter coffee.
Over breakfast, talk bikes and plan the next big ride, and update your dream motorcycle wishlist, based on inputs from your moto-mates. When you are finished with breakfast, you need to take the long way home- which generally involves heading into the nearest patch of woods and perhaps a little loss of tarmac.
On all these rides we have figured routes which venture off the main highways leading out of town. We take them small unknown roads which connect one major route out of the city to the next. You can also read about some more back road discoveries here-
You don’t need to head far from the city before you are on one of these roads- so take your moto and head out this weekend- you may have a pleasant surprise, waiting at the very next bend.