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!

Roaring Forties!

IMG_8408
At Bannerghatta Nature Reserve

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.
IMG_8366
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.

IMG_8378
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.

IMG_8392
Dirt trail leading off to quaint little villages, lovely fields all round
IMG_8395.jpg
Sadarahalli stone posts with barbed wire demarcate farmlands through most of Southern Karnataka
IMG_8400.jpg
Happy trails.
IMG_8410
Only so much of natural to beauty to take in, not too far from home. 
IMG_8414.jpg
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

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.

IMG_6257
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. 😊

Himalayan 10000km update

If sources are to believed, my Royal Enfield Himalayan has had a production run of less than a year. Production started in April 2016 and ended in Feb 2017. The second production cycle started after June 2017, with the machines hitting showrooms in September. But these machines had an EFI unit, with minor cosmetic updates. They also sported better components and are reported to have none of the issues which plagued carburreted machines like mine, produced before Feb 2017.

Shadowfax, circa Nov 2017
Himalayan, Circa 2018

So, as I hit 10000 Kms in the running, and the EFI machines started showing up on the streets, I had a realisation. I was now part of a rare breed of Royal Enfield motorcyclists. We owned an adventure tourer which had been a market probing experiment for the vehicle manufacturer. Our numbers are in a few thousands, at the most, and we are scattered across the nation.

Looking back over one and a half years of ownership, here’s an executive summary of service updates, hates and likes.

Service Updates

  • The magneto coil- conked off after about a year and 5 months of ownership- replaced last month.
  • Oil cooler unit-upgraded with mesh at the 2nd Free Service
  • Carburettor changed after a year of use
  • Engine head assembly changed at the 2nd Free Service
  • Rocker arm replaced at first free service
  • Handlebar bent- replaced (at cost) at the 2nd Free Service
  • Carrier broken- replaced at the 2nd Free Service
  • Clutch assembly- I’m not quite sure what happened here but after the 2nd Service, it was butter smooth- I reckon it was replaced with the modified clutch assembly

I must add here that with the exception of the handlebar, all other updates were done free of cost. Would laud the mechs at  my friendly neighbourhood RE service centre, for their prompt response on every occasion.

Hate

  • The first giveaway are the tyres. They are a brilliant fit for the bike and can take a whole lot of punishment. But, with almost all of my riding being tarmac focused, the rear tyre’s tread has worn out at 10500km. And that’s just half the life of an average motorcycle tyre.
  • I hate RE’s promises. The promos for the motorcycle feature the bike being ridden with many accessories- which the company claims, have been tested in harshest terrain. There are saddle bags and panniers, a handlebar cross bar, better integrated rear mount, fuel and water tanks and a completely different exhaust. Now none of these are easily available in any showroom in the city. I can live with foregoing most of the list, but the free-flow exhaust is a must have item. Anyone who has ridden the bike with the featured exhaust will tell you that the bike was designed with this exhaust in mind. My search continues…
  • Don’t know how many Himalayan owners will agree with me here, but it seems the cushioning on the seat also has a lifespan of about 10k. A couple of hours of spirited riding makes it impossible to continue sitting on the bike.
  • Lack of Power, no ABS. There’s no two ways about this- The bike just needs more power. I have replaced the stock filter with a BMC lifetime filter, and the performance is smoother, but there’s only so much you can do. ABS is sorely missed as well.
  • Tubeless Tyres. I understand that spoke rims take punishment better. And they prove to do so, on my Himalayan. But I’m also, almost always carrying a spare tube for that      21” front and 17” rear tyre- both uncommon sizes, not available readily.

Love

It’s easy to love a lot of features on this bike, and in many ways it’s incredible value for money.

  •  Touring friendliness: if you want a budget adventure tourer, love distance and don’t miss tarmac scorching performance, then this is the bike for you. It’s great for days spent in the saddle, and has room enough for all manner of luggage arrangements.
  • User friendliness: Pretty durned easy to ride, commute and tour on. Good for everyday riding.
  • Off-road: Arguably the bike’s best behaviour is when it’s ridden off road. It’s a hoot to ride on dirt trails. And standing on pegs on this bike for miles on end is my idea of Sunday fun.
  • No thump does not mean lack of grunt. The engine note, has character, and combined with a free revving motor, has a distinct sound, which I have come to love.
  • And finally, I feel, this is a bike to keep. It’s built to last, is technologically simple and will guarantee miles if you take care of it. Sometime in the near future, when a larger machine has taken pride of place, I will roll out my customised Himalayan for an afternoon ramble up the hill, and then finish off in the evening with some tinkering, some TLC and a well earned lager. 🙂

 

Trails in my backyard

A couple of months ago, my cousin and I discovered a great little trail off Shoolagiri, no more than 40 Kms from my doorstep. A small stretch of forest (Samanav Forest) before Shoolagiri, offers an unmarked trail leading to a little rivulet. Keep a lookout for this on the left when returning to Bangalore, a few klicks after the MacDonalds at Shoolagiri. If you are on a Himalayan, you are bound to have a good time!

This great little spot by the river is after 3kms of a dirt trail off the Salem highway. 

Old Faithful

You know, how sometimes, a certain tool or machine or even a personal item, feels so much a part of your life, because its been around forever? Tried, tested and weathered over time, this object of affection has an enduring significance that’s part and parcel of your being? Well oddly enough, for me, one of these objects is a pair of utilitarian motorcycle luggage boxes.

The Studds Vault, is an unchanged design dating possibly back to 2002. I first used these on my Kawasaki Caliber Croma motorbike, way back in 2004.  In those days, all I had was a helmet, a pair of gloves and a backpack, in the name of riding gear. So these proved ideal for short weekend getaways. They were great for regular office days as well- I could stow away a fair sized water bottle and lunch box. Capable of taking on rigours of daily use- the simple construction and robust detailing made them road worthy for many years.

road block.JPG
At Hatu peak, beyond Narkanda, 3500m above sea level. Circa 2004.

I got hooked onto motorcycling and long rides on my Kawasaki Croma- tripping around North India in the first few years of my professional life. The boxes were the perfect setup for hauling my meagre belongings. The photo above was of a day outing from Shimla to Hatu Peak beyond Narkanda, where on a shepherd’s trail, we got stuck because of melting snow.

DSC_0054.JPG
Studds Vault boxes on the Avenger 220, with a Givi top box. Bangalore, circa 2010.

My first machine after my return to India in 2010, was an Avenger 220. Intending to make this little cruiser little more functional, I stalked stores on JC road in Bangalore, until I was able to set up the bike like this. These were a good fit on the bike, along with the Givi top box. The machine got its fair share of attention, and I could pack enough for a two to three day tour.

DSC_0051.JPG
The Avenger 220, seemed custom made for flaunting this little piece of storage equipment.

So when the time came to consider some serious hard luggage for the Himalayan, I did not immediately think of the Studds Vault, as an option. After all, this is 2017. The Indian motorcycling scene has exploded. Almost every major manufacturer has the top of its product line selling here- from adventure tourers to sport tourers to cruisers. There’s no dearth of premium luggage options as well. The RE branded panniers for the Himalayan are expensive, German made, sturdy aluminium hard case ‘swallow it all’.

But I needed something smaller to cope with the monsoons. The Via Terra tail bag gets wet in a downpour. The Givi Top Box had been given away. I wanted luggage that could stay on the bike permanently, whether I’m touring or commuting. It should hold everything I carry on my regular commute, and supplement saddle bags and carrier tailbags when I’m on tour. Scrolling through my biking archives I came across the above photos. And remembered a pair of old friends.

DSC_0006.JPG
The bike comes home shod with boxes…
DSC_0005.JPG
…they integrate well with the side profile of the bike…
DSC_0003.JPG
…some road presence added to that slim front…
IMG_3329
…don’t look too bad at night either.

More information on the product can be found here:

http://www.studds.com/Home/accessoriesDetail/64

 

 

 

 

 

 

 

 

 

Himalayan, Version 1.01

Some days after the incident with the rear carrier, a new issue reared its head. I first noticed it, a month ago, as a sudden drop in power, especially if I had to overtake someone/ something in a hurry. Revving the throttle with the clutch half pressed, generally sorted the issue- but there was a slight lag in the throttle response. In the days to follow, this lag became more pronounced. Initially I thought this was to do with a particular gear or speed that the bike was at, I later realised this occurred just when I had to cross 3000 Rpm on the tacho. I dilly dallied on getting the bike checked, as work and weekends were quite hectic. One morning, while climbing a flyover on Ring Road, I was also trying to overtake a cab. Revving the bike, to clear the 3000 rpm hurdle quickly, I darted past the 60kph mark as the throttle found its response. I carved in between two more cabs and a bus and came out of a thin zone to see brake lights shining brightly, 10 metres ahead of me. Now all this possibly happened in a few seconds, with traffic all round me barreling down the flyover at about 50kph. I braked hard, stopped short of the car’s fender and as the car moved, gunned the throttle to stop someone rear ending me. It was then that I realised that the engine had died..!

The bike had not stalled. I braked and the engine died.  This happened two more times in the following week. I decided then that I did not want any more life-affirming moments. An hour’s commute was turning into a dance with death! The time had come, for the machine to meet its…um, makers.

They kept the bike for a week. The guywhoknowsme, told me it will take time, that they will do a thorough check and resolve the issue. I went back after a week. And the bike was ready with three significant alterations.

  • The engine head assembly had been replaced
  • The oil cooler unit had been replaced
  • The carburettor had been replaced (culprit behind the power drop/ throttle lag).
  • The bike had been given some TLC otherwise and looked neat and clean.

Turns out that Royal Enfield is doing a silent REcall. I was told that certain chassis numbers had been identified for these critical parts updates within the warranty period. I was also told that post December 2016, all Himalayan’s are up to date and without issues. Good news then for prospective owners.

As for Shadowfax, well he is leaner, meaner, smoother and seems happier. I did not get a replacement for the carrier, but traded my GIVI box for a Viaterra Seaty tail-bag, which quite suits the bike. Don’t quite care for putting the carrier back on now, as the photos below will justify. 🙂

DSC_0688.JPG
Tailless Stallion
DSC_0694
The tail bag is quite a fit, integrates neatly with the bike. And packs a full size DSLR.
DSC_0693
Tails I win, heads you lose
IMG_2891
Love the fact that all you see now is that LED cluster at the back

I have also installed a mobile charger (ChargePLUS from Resonate)- which I felt, was a big miss from the manufacturers on a bike like this. Lloyd from Bike Nation, HSR Layout was a big help here- he is one of the few who stock this great product and he replaced a faulty charger immediately and without any fuss. I have used the charger off and on while commuting- on my i-phone, the current seems to come in after a time lag of about 3-4 seconds but sure enough it charges continuously after that. The only thing I’m not a big fan of, is the lightning cable itself, which could have been slightly longer and better armoured. Otherwise, the rest of the product is very well engineered. More details here-

http://myresonate.com/ChargePLUS.html

I rode the bike to-and-fro the workplace for a couple of days, after it came back from its makers. I had a hard time. You see, when you change half the engine, you are trying to run an engine with a multiple personality disorder. My understanding is that you have worn in, settled in parts and new parts which need to settle in. The initial few rides are best used to let the new parts settle in. Not so in crazy Bengaluru traffic! The bike heated up like an oven every 5 km, so I took one too many breaks watching traffic, breathing fumes and generally scrolling through the 5 apps on my phone like a zombie!

DSC_0690.JPG
Rest easy my friend, for at dawn we ride!

Which brings me to tomorrow. Sunday. I want to ride out. Out there in pure country, let the stallion run. Let it pace itself and find its rhythm. Let it come back refreshed and ready…to take me through next week’s grind!