Himalayan update- 23000kms and counting…

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

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

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

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

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

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

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

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

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

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

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

C5 Evolution

trip
Fresh off the press, April 2012

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.

IMG_0199
Tour ready, March 2013

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 :).

IMG_0197
Handlebar, Bucket Seats and Givi Mount, March 2013

IMG_0201
Heat wrap on the exhaust, March 2013

Some more touring modifications, circa November 2013

IMG_1617
Touring in the Nilgiris, 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

DSC_0002
An attempt at a crown. Cree Fog lamp, 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.

DSC_0003.JPG
New front mudguard. The seeds of  a scrambler are sown, February 2014

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

DSC_0013
Scrambler, 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.

IMG_5561
Inspiration. Scrambler, June 2014.

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.

IMG_1927
On home turf. The scrambler impressed, August 2014

IMG_1998
Note the stubby cap to exhaust, Yelagiri, August 2014

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. 🙂

IMG_1403.jpg
Long seat…what need for a mudguard? June 2015

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!

IMG_1405.jpg
Bare essentials, June 2015

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.

IMG_2892
Loved the rear end, September 2015

IMG_2911
Lean and mean, upfront, September 2015

IMG_2902
GT Continental numberplate and indicators, UK tail lamp, September 2015

IMG_2909
Storage box tossed out, protective mesh thrown in, September 2015

IMG_2900
Blacked out headlight rim, September 2015

IMG_2893
Reduce, Reduce, Reduce- C5, September 2015

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

IMG_3328
The everyday, do it all moto, 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.

IMG_3325
The C5. Current Avatar, June 2016

IMG_3326
Splendor mirrors work well, look good. June 2016

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!