Royal Enfield is now among the biggest news maker in the Indian biking scene. Thunderbird defined what Cruiser is for many Indians. And now, Royal Enfield has launched Meteor 350.
The newest offering will be replacing T-bird, primarily because the name Thunderbird cannot be used in many markets. That is the reason you don’t see the beloved T-bird being sold in other countries like the Classic, 650 Twins, and the Himalayan.
What’s new on the Meteor?
Well, the Meteor is not just a rebadge but a thoroughly ground up development with new chassis and engine. Powering the Meteor is a newly developed single-cylinder engine that produces 20.2hp at 6,100rpm and 27Nm at 4,000rpm.
The new Meteor is built on a brand-new twin downtube spine chassis that is said to be stiffer than outgoing TB models. RE continues to use an engine that is air-cooled, they have incorporated an oil circuit in the 2-valve head to aid cooling.
Typically, Royal Enfield bikes are known for vibrations, the new 349 CC engine has a balancer shaft with an SOHC, two-valve head which helps in containing vibrations. The bike is available in three variants – Fireball, Stellar and Supernova priced at Rs. 1.76 lakh, Rs. 1.81 lakh and Rs. 1.90 lakh (ex-showroom) respectively.
Colors and Variants
The Royal Enfield Meteor picks up where Thunderbird X left off, with bright Yellow and Red making it to the list of colors offered as standard. Offered in multiple trims with features and pain schemes differentiation, Meteor 350 is available with a wide variety of combinations.
Royal Enfield Meteor 350 Color Choices – Fireball Yellow
Royal Enfield Meteor 350 Color Choices – Supernova Brown
Royal Enfield Meteor 350 Color Choices – Supernova Blue
Royal Enfield Meteor 350 Color Choices – Stellar Red
Royal Enfield Meteor 350 Color Choices – Stellar Blue
Royal Enfield Meteor 350 Color Choices – Stellar Black
Royal Enfield Meteor 350 Color Choices – Fireball Red
Plus, Meteor will the first bike from the RE stable to offer such an option to customize the bike before it is being delivered to the showrooms. I personally prefer the Fireball Red color.
Royal Enfield Meteor 350 – the bike, the tourer
Thunderbird was designed as a cruiser with primary purpose of touring. Meteor follows the footsteps of Thunderbird very closely. The engine is powerful enough, like previous generations, for touring rider in India.
Royal Enfield Meteor 350 – Ride though the hills
RE’s are among the most affordable and reliable machines with a super wide service network. This bodes well for a rider and RE seems to have hit the sweet spot with Meteor.
The competition
What remains to be seen is how a potential new customer is considering the latest machine from Royal Enfield against options like Honda’s H’ness CB350, Benelli Imperiale 400 and Java Forty-Two.
Of the three, it’s the Honda looks most promising and does have what it takes to challenge the RE’s bastion in the segment. However, Honda’s decision to sell the CB350 with the cheeky H’ness tag exclusively via Big Wings show rooms instead of using its wide Honda 2 Wheelers network could be its Achilles heel.
Tata Motor’s Tigor has been championing the legacy left by Indigo CS, the pioneer of sub-compact sedans. Tata launched the all new Tigor BS6 2020 edition in January earlier this year. It is a comprehensive update under the hood, and hence the price has also seen an increase.
Ever since the launch, I have been drooling over the updates and have been getting weird thoughts. One of the biggest factors for me has been the new safety features and the BS6 engine. So let me quickly skip through the usual mumbo-jumbo, and help you answer the question: Should you buy the new Tata Tigor BS6?
What could be single biggest reason to consider Tigor BS6?
Safety. The new Tigor BS6 edition has now been tested by Global NCAP and both Tigao and Tigor have scored 4 Star safety rating. Tigor is the only car tested and has a star rating for safety in its class.
This in itself is a huge leap in already existing faith that Tata Motors’ make safer cars. Getting the 5 Star rating would have been perfect, and I wish Tata focuses on getting all cars, like Altroz, will get the best in safety.
Tata Tigor BS6 has ABS with EBD as standard
Apart from the crash rating, Tigor comes with ESB and ABS as standard, along with twin Airbag for Driver and passenger.
Competition to Tigor are Maruti Suzuki Dzire and Hyundai Aura. Now both Maruti and Hyundai are well established, and manage to sell good numbers with goodwill themselves. Maruti has clearly said they wont send their cars for NCAP testing. The UK based Swift on which the Indian version of Swift and Dzire are based scored 2 star rating and Hyundai is an unknown.
The Styleback experience
Tigor was always a looker, however the heavy facelift, including new colors, have made it even better. The design now is more mature and yet has its hints of fun. Design is subjective, however. You are your best judge. I can tell you for sure, Tigor does get the attention on the road.
TATA TIGOR 2020 XZA+ Analysis and Review
What other areas does Tigor BS6 excels in as compared to competition?
Best-in-class Infotainment system
There are quite a few areas where Tigor trumps the competition. It is already well established across all of Tata Motor’s models is the Infotainment system. The Harman sourced music system set up is absolutely amazing. With Android Auto and Apple car play, this has now made the entire package so much better.
Best-in-class Ride quality and control
It is one of the areas where Tata’s has got really better than competition. As compared to light yet fun to drive Dzire, Tigor BS6 neck on neck on ride control, and a much better ride comfort.
Best-in-class Boot Space
Given its compact nature, Tigor does surprise us with its amazing 419 liter bootspace. In comparison, Dzire gets 378 liters and Aura gets 407 liters worth of bootspace. Tigor uses hydraulic struts that helps make more usable room as compared to both Aura and Dzire which use C shape hooks.
Hyundai Aura Bootspace – using C Hooks reduces usable storage space
Tata Tigor BS6 Bootspace uses Hydraulic Struts lets you use the entire storage area
Sure not all products are 100% perfect. I will update this post with more shortcomings soon. In the meanwhile, here is a link to whole set of Tata Tigor accessories that you can plan to buy for your car.
It is the first time I am writing anything remotely suggesting that I own a TATA Tigor. I did the Tata Tigor media event way back in February 2017 before the eventual launch of Tigor in the market, and that is when I fell in love with the car. When I went into the market to buy a car for myself, the decision was already made – if there is no other car that excites me then it will be the Tigor.
The all new Tigor 2020
New Tata Tigor 2020 edition
Tata launched the all new Tigor 2020 edition in January earlier this year. It is a comprehensive update under the hood, and hence the price has also seen an increase. Ever since the launch, I have been drooling over the updates and have been getting weird thoughts. One of the biggest factors for me has been the new safety features and the BS6 engine.
Tata Tigor 2020 BS6 Safety Features over Tigor 2018 BS4
The new 2020 Tata Tigor BS6 has significant upgrades over 2018 one. One of the most prominent is the safety area, where they have improved body structure and have changed the design to comply with the pedestrian safety norms that will be live in India from April 2020. A bonus is a confirmation from the Global NCAP, where the car scored 4* rating (I wish it had 5* like the Nexon and Altroz) – which is much better than its direct competition – the Maruti Suzuki Desire and Hyundai Accent.
New front look, with pedestrian safe design
Driver & Co-driver seat belt reminder (Tigor XZA 2018 has only driver seat belt reminder)
Improved crash structure (4* NCAP rating)
Rear parking sensors with Camera (I had camera and LCD unit installed after market, Tigor XZA 2018 only got sensors)
New front facia – sharp end, complying with new pedestrian safety laws in Indiai
Dual frontal airbags for safety
Dual Path Advanced Suspension system
Tata Tigor BS6 has ABS with EBD as standard
Digital & Infotainment
In the Indian market today, if there is an infotainment system to beat – it is the ones that comes along with all Tata cars. The Harman + JBL speaker system with the infotainment produces the best sound among all other cars in this sub-20 lakh price range. With the 2020 Tigor BS6, you get an upgraded 7″ infotainment system. Agreed, the touch screen may not be the best, however, is as functional as many other cars in the market.
The new Tigor also comes with:
Digital Instrument Cluster (my XZA has analogue with MID)
7” Infotainment system (my XZA 2018 did not have 7″ LCD infotainment system, it had the normal 2 din)
Voice Command Recognition (via Infotainment)
Image & video playback (via Infotainment)
Android AutoTM & Apple CarPlayTM connectivity (via Infotainment)
Call rejection with SMS feature (via Infotainment)
8 Speaker surround sound (earlier models had 6 speakers)
JBL 8 Speaker and Tweeter surround sound system – 2 more than old version
Touch Screen infotainment system – chose Android Auto or Apple Carplay
Fully digital instrument cluster
Apple CarPlay
Android Auto
Other Tigor 2020 Features
Few other noteworthy features that are added to the Tigor are the Auto fold mirrors and push start/stop button. DRLs or Daytime Running Lamps is also a welcome addition. To add a big of the zing and sportiness, Tata Motors has given Altroz’s flat-bottom, full horn spread steering wheel to Tigor as well.
In the earlier XZA version that I own, Tata Motors had ignored adding the Climate Controlled A/C system – which now has been given to the XZA+ variant. The only let down I had was when Tata Motors decided to change the interior seat fabric from Black to Grey. They could have gone with Beige color though – it would have made the car look even more premium.
Auto Fold mirrors
Push Star/Stop button
Day time running Lamps or DRLs
Flat bottom steering wheel (with improved honk press spread, same is available in Altroz)
Shark fin antenna
Climate Control A/C
Dual tone interiors (2018 Tigor XZA had black, which I prefer better than the grey in 2020 Tigor)
Drive side height adjustable seat
Push Start / Stop button – new addition over outgoing Tata Tigor model
luxurious rear seat with armrest and cupholder
Flat bottom premium steering wheel – just like in the Tata Altroz
Tigor Auto fold mirrors
New Tata Tigor 2020 Colours
I personally liked the new colours offered on the Tata Tigao 2020 model more than on the new Tigor 2020 model. Though the new Deep Red and Daytona Grey are among the best options in my view from what Tata Motors is offering though. I would have loved if Tata Motors offered the Flame Red and Victory Yellow from Tiago on Tigor as well – image how much fun it would look on the Tigor as well! Of course, looks and colour choices are subjective.
Tata Tigor 2020 Colors – Daytona Grey
Tata Tigor 2020 Colors – Pure Silver
Tata Tigor 2020 Colors – Pearlescent White
Tata Tigor 2020 Colors – Arizona Blue
Tata Tigor 2020 Colors – Deep Red
The new Bharat Stage (BS6 or BSVI) compliant Engine
One of the biggest reasons for the slew of new car launches or upgrades is due to the Bharat Stage regulations. The Ministry of Transport, Roadways and Infrastructure decided to skip BS5/BSV regulations altogether and decided to jump from BS4/BSIV to BS6/BSVI. This marks a significant step in terms of helping the environment become cleaner and government accelerated its implementation in spite of voices from the industry crying foul.
1.2 Litre Revotron Petrol Engine is a three-pot motor, which is BS6 compliant
Diesel Engine
Tata’s have decided not to upgrade the sweet 1.0L 3-cylinder Revotroq diesel engine that used to come with Tigor. It is one of the most fuel-efficient motor in its class (nearly competing with Maruti’s 1.3 based on Fiat’s MultiJet engine). So, the all new Tata Tigor 2020 variant is only available with the upgraded 1.2L Revotron Petrol engine.
Upgrading to new Tigor
I was wondering what the cost will be to upgrade my existing 2018 Tigor XZA with the new 2020 Tigor XZA+ so did a quick calculation to find out feasibility. Here it goes I bought Tigor XZA 2018 in June 2018 costed me ₹7.36L (included accessories worth ₹24K). The new Tigor XZA+ 2020 will cost me ₹8.92L. The cost difference between old OTR and new OTR is ₹1.56L
The exchange value (max) that I have (est. valuation, not physical) is ₹6.20L (June 2018, XZA, 30,000 KMs 1st owner, owner single driver, excellent condition). Exchange value for my Tigor suggested by the Showroom evaluator is only ₹3.2L – which is a far cry for a car that costed me ₹7.36L with 30K Kms on board and 18 months of ownership.
If I get to sell my existing Tigor for anywhere around ₹6.20L, I would pay ₹2,72,000 more (plus interest that I paid on loan over last 18 months).
I have already completed 30K+ kms on the Odo in last 18 months, car has P2P subscribed for 2.5 more years, insurance renewed till June 2020. I will only have 45K KMS more warranty left, approximate part replacement + service costs pegged at ₹30,000 for next 18 months (on the conservative side). Tyres will have to be changed in next 10K Kms, so that is additional ₹20K. Net expense increase then will be around ₹2L if I take about 70K off in future expenses for next 18 months including warranty costs. Interest cost was at ₹80,000 till next month’s EMI.
In summary…
If I must look at the value for ₹280,000, there is a lot to get so it still makes sense, but not overwhelmingly so. It now all depends on how good a valuation I can get for my car in exchange. Since it is a facelift but new launch, the new car will not come with any exchange bonuses or discounts – however if you wait for long to exchange Tigor with Tigor, then your old car’s valuation is only going to be less.
Since it is a Tata, valuation will always be an issue, won’t get similar valuation like the tin-cars Maruti makes till the market improves. It suffers from Tata’s image of the rickety Indica’s and cheapest car Nano. It is the rigidity with which people refuse to accept the change at Tata Motors the reason I am very vocal about them. I own a Tigor, have had issues with it and have it resolved. I am incredibly happy with the ASA now from when I had bought my car. For a company to show that much of an improvement over 18 months is huge.
It’s been a while since I did a long ride on my RE Himalayan, whom I named Yeti. After my longest ride ever from Mumbai to Kerala, I have only done two short rides. I joined for work again, life in general has been fighting for time. Or rather, let me say other things have taken priority. However, there always comes a time when you look back and say – what did I miss?
Rides on my Yeti, of course, is one of them. A pop notification
from Quora
about a question I had answered long ago helped in a bit more reminiscing. The
story of how and why I opted to go for my first Royal Enfield bike.
Yeti, my Royal Enfield Himalayan
Royal Enfield Himalayan
Breakfast at Pune with Nikhil, Tyjo, two Himalayans and a Dominar
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
Is Royal Enfield still a legend?
I own a Royal Enfield Himalayan, never rode a Royal Enfield
before buying it. For me, the brand connect to RE is via a relatively new bike
which cannot be added to this “legend” tag yet. It will take the Himalayan
years to match up to the Legend tag if at all it can. However, the brand’s rise
to prominence is a story to tell. Even with the imminent launch of Jawa
motorcycles by Mahindra, Royal Enfield is here to stay and compete head on.
Over the years, I have felt and heard the amount of
improvements RE has made to their quality of products and the twins
(Interceptor and Continental GT) add to the Royal Enfield legacy. Especially
the twins, have pushed the bar and shows the direction for all other products
to follow. I hope to get the Interceptor to be part of my garage someday, soon.
Royal Enfield as a Brand and it’s legacy
RE is a brand that stands for pure pride, biking, comfort
and retro appeal, and now technological expertise after the launch of the twins.
Royal Enfield’s legacy is unparalleled to any other manufacturer. These
attributes are hard to match in comparison to any other motorcycle brand’s
lineup.
The bike is intended for street, not the racetrack. It is a street naked and begs to ride respectfully. The motorcycle commands you to ride safe!
It is designed in a way that you can maintain it on your own. Most of the new generation owners who bought an RE want near zero maintenance which takes away the fun of owning and maintaining their own bike.
Speaking of Retro, the bike is not a replica of the 60’s bikes Enfield of UK used to make. The UCE that now powers the Bullet, Classic and Thunderbird, the 410 that powers Himalayan and 650 Twin are modern motors but tuned to give the retro feel. The manufacturing techniques have also improved, and only a few parts are handmade. Bullet still is painted by hand, though.
The retro looks also add to the vintage appeal to the motorcycle. Triumph tries to do that with Bonnie, though it never looks retro vintage in comparison to RE Bullet for example. Those looks are something that a vast majority of buyers crave.
It is easily the most customizable bike today in the market. You look at custom bike market in Asia, and RE leads the way.
It is cheaper than Triumph, Harley Davidson and any other retro bike in the market.
Royal Enfiled Himalayan Sleet Panniers – close up
Royal Enfiled Himalayan Sleet Panniers
Royal Enfiled Himalayan brand new engine guards
Royal Enfiled Himalayan brand new Bar Ends that look more premium!
Royal Enfiled Himalayan aluminium handle bar with cross brace
The Limited edition Royal Enfield Himalayan looks classy in its natural surroundings.
RE Himalayan – Ownership experience
The Thump!
If one thing Bullets are famous in India, it is the thumping
sound of its exhaust that is audible from a long, long distance and it is a
Royal Enfield legacy. It is so imbibed into the culture here and one of the
most critical aspects of its identity, that it cannot be just a bullet point
(pun unintended).
That thumping sound has a potential to get a brain orgasm of
a die-heart fan of RE. Those born after the 70’s have often heard the tone of
it, usually rode by bullies and strong muscular men in the upper social
circles. Of course, it was a luxury brand of bike in the age of Chetak and
Priya geared scooters that could never match the sound.
So why are RE bikes called the legend?
It can be called a ‘legend’ because;
They are an oldest motorcycle manufacturer today alive and kicking. Have almost cornered the market and owns a huge market share.
The thump is alive in the newer generation bullet! Nothing comes close to it.
Pride of the rider, the feel of riding a Bullet isn’t something you can explain!
Easy to maintain at home, and service centers are often reliable and spread across India.
Most importantly, passion for the brand! There are many biker groups in India that are solely dedicated to RE Brand of vehicles. Other manufactures are not close to that kind of fan following.
People make the brand a legend, because they feel so connected and attached to the brand.
My answer to Quora needs to be updated, I guess. Because,
with the launch of the twins, Royal Enfield has really lifted
the technology quotient. And I need to head out for a ride. Sooner, the better.
Head over to indianomics.tv
for videos that I have made with my Yeti, the Himalayan.
The Trailer for the Great Indian Food Trip – Edition 2 is out! Take a look!
This interesting and mouthwatering road trip is being led by avid biker and travel expert Tanmay Pangam (The Angry Saint). Tanmay is riding to Indore on his Royal Enfield Himalayan bike. In Indore, he will be joined by popular travel and lifestyle blogger Neha Ramneek Kapoor (The LifeStyle Stew). Neha is curating the ‘Indore Food Escapade’. Neha and Tanmay together would set out to find out what’s best about Indore’ food and pitting it against cities hugely popular for food like Lucknow, Delhi, Kolkata and Hyderabad.
What is The Great Indian Food Trip?
Great Indian Food Trip is an initiative by ScoutMyTrip to help find the best food in India. Last year with their hugely successful ‘South Indian Biryani Trail’ which covered Hyderabad, Bangalore, Chennai, Coimbatore and Calicut. The second edition now kicks off with the ScoutMyTrip team knocking on the doors of Indore to explore and experience the culinary delights of the city.
Tata Motor’s love affair with Geneva Motor show made it to 20 years. And they celebrated it in Style with stunning concept, the Tata Motors eVision! The all-electric sedan and is based on Tata’s new Omega Arch platform. The car absolutely looks stunning thanks to its sharp design, and consistent with the IMPACT design language that started off with Bolt and Hexa.
eVision looks stunning for a Tata product!
Per the press release, the design of new Tata Motors eVision is based on the IMPACT 2.0 design language. Using brushed aluminium to beautifully craft the a three dimensional ‘humanity line’, it runs the entire width of the car. The grille and lamps appear to be pieces of high tech jewelry. Another aluminium blade runs from ‘A’ pillar to ‘C’ piller, creating a diamond shaped DLO. It visually lowers the profile of the car.
At the rear, animated tail lights creates a ‘Slingshot’ line, which swings around the body from logo up front, defines the character of the car. Visually, it pushes the car forward in the precise yet balanced dynamism.
It is the best designed sedan Tata Motors have showcased in many years. After H5X unveil, Tata Motors have kept the car enthusiast in India hoping that they bring this bad boy or (sleek beauty, call it what you may) out there. Look at that design!
Tata Motors eVision Concept Sedan Car Exterior
Tata Motors eVision Concept Sedan Car Exterior
Tata Motors eVision Concept Sedan Car Exterior
Tata Motors eVision Concept Sedan Car Exterior
Tata Motors eVision Concept Sedan Car Exterior
Tata Motors eVision Concept Sedan Car – Exterior
Tata Motors connected technologies
First of all, it is no secret for last three years that Tata Motors have been focusing on bringing more human interaction technologies into the car than ever. They have not shied away from talking of the importance and their relentless focus on this one aspect.
Tata Motors eVision Concept Sedan Car – Interiors
Tata Motors eVision Concept Sedan Car – Interiors (dash screen displayed)
Tata Motors eVision Concept Sedan Car – Interiors (dash screen retracted)
Tata Motors eVision Concept Sedan Car – Interiors
Tata Motors eVision will connect to cloud and will be able to provide lot of information; and hence can provide analytics, geo-spatial mapping, service reminders and predictive energy management system. The later helps to save battery by avoiding traffic routes whenever possible.
There is not much known about the sound system, and I expect the Harman systems to continue with JBL speakers which has worked really well the car.
The Tata Motors eVision Concept
Being electric car, I can expect it to be really fast. From whatever limited information that was shared, it is clear that the car is geared towards performance than usability. There may be synergies that Tata Motors is able to draw from Jaguar, which unveiled the i-Pace electric crossover globally yesterday.
As a result, Zero to 100 kmph acceleration figure is achievable at less than seven seconds. That is fast. Really fast, with (possibly electronically controlled) top speed of 200 kmph! The car can be charged over with slow charging AC connection or fast charging DC connectivity.
Here is the video Tata Motors made to introduce the car!
Electric revolution by 2030
If you have not read my post about electricity and pollution, please do read. The ruling BJP government has clearly stated an ambitious target of making it mandatory to only sell electric cars by the year 2030. And a lot of manufacturers are now gearing up for that eventual challenge. Going by the recent turn of events especially, the government also can bring forward the implementation date any day.
In the anniversary post, I had listed down the issues with my RE Himalayan over a period, including problems I had faced later up to November. I am glad to say; I no longer have concerns for Yeti as of now.
It has been six months since my one-year review of Yeti, the Royal Enfield Himalayan. The arrival of Himalayan Sleet edition rekindled my emotions a bit, and I want to share what I did not share earlier.
The new parts are already working well, and have turned up to last much longer than my previous experience. In fact, I also managed to ride Yeti to Kerala from Mumbai and back without much of a problem.
My anniversary review is massively overshadowed by issues and misses out other features that I love about Himalayan.
All new Himalayan Sleet
Everything under the body of Sleet is a normal BSIV Himalayan. The striking new design for tank and mudguards makes a case by itself. What Sleet also offers is accessories bundled along with it.
You get an aluminum handlebar with a cross brace, handlebar end weights that look neat and different from what you get in the other color variants. You also get two panniers with their mounts. The aluminum panniers made by RE are on my wish list and a must for any explorer.
Royal Enfiled Himalayan aluminum handle bar with cross brace
Royal Enfiled Himalayan brand new Bar Ends that look more premium!
Royal Enfiled Himalayan Sleet Panniers
Royal Enfiled Himalayan Sleet Panniers – close up
Sleet also comes with engine guards, though I would recommend Donowyn’s instead. Donowyn makes guards with stainless steel (SS), which last longer and are much better at taking impact as compared to mild steel (MS) ones offered by Fixwell, Zana or HDT Customs. It appears though Sleet carries guards that were made/designed by Fixwell Motors from Bangalore. You can connect with Donowyn on his facebook page: Donowyn Custom or visit his website at donowyn.com
Royal Enfiled Himalayan brand new engine guards
I like the Sleet and wish I could plonk my junk of cash for it. Only if, I had my dumpster full of it. Should you buy the Himalayan? Let me help you!
My experience with Yeti, the RE Himalayan
Since the day Yeti came home, I have taken it to places. Apart from many weekend getaways and short breakfast rides, I rode it all the way from Mumbai to Kerala and back while everyone one else went up north towards the Himalayas. Talk about going opposite to the flow, shall we?
I am an off-road enthusiast. Because I often joke that riding on roads in India itself is akin to off-roading. I have not taken my Himalayan up on an off-road ride and may not do so shortly as well.
I take Yeti to the office every day, in the urban jungle that we call it. Riddled with Potholes, Himalayan makes my daily commute a pleasant experience. In fact, it is this very nightmarish experience we know riding on the roads of Mumbai – Thane suburban belt that helped me zero-in on Himalayan as the ride of my pride.
How does this thing ride and handle?
After all the upgrades, engine and clutch relationship has improved manifold, and they work in perfect synergy. The result is a smooth ride when you are cruising around 80-90kmph. Increase the speed and vibrations creep in, though I never felt it bad enough to hate it.
Ride quality is the best feature on Himalayan. The mono-shock rear suspension (a first for Royal Enfield) and the long travel one at the front, is bliss in the bumpy terrain called Indian Roads. No prizes for guessing if it is a pothole muncher! Of course, it is a big one at that. Add to it; you get a great set of soft cushions to place your bum on, it never disappoints.
Here is a short clip of me cornering my Himalayan during my Kerala ride. I am sure this is good enough to convince you that handling is above par.
Seating and position of Handlebar is often a personal choice. Once you get a feel for the bike, you should get it adjusted to your liking. I found the handlebar a bit lower for my taste, however, I have not fiddled with the factory setting and it is still comfortable. I would recommend everyone, get your RE Service Center to set the position of the handlebar to your liking.
It is this very nightmarish experience we know riding on the roads of Mumbai – Thane suburban belt that helped me zero-in on Himalayan as the ride of my pride
The Long Stroke Engine Story
One grouse I have with Himalayan is the amount of Power it generates. During touring, I did miss the top range when the roads wide open were empty, and I could just gun it down. I clocked a high speed of 145 on the odometer during my Kerala trip.
However, I do understand that speeding also brings a huge risk and the bike is not built to be cursing at that pace. The bike was stable at all speeds, including when I ride below 10kmph while my three-year-old daughter is riding with me to her preschool every day.
The engine though has enough grunt, and it helps in both city and tour travel. When I had got the Yeti, the first few months I had the tremendous issue with the engine heat. For the unintended, this was my first high cubic-capacity bike. A while later, I realized this is not uncommon for more top capacity bikes.
I wish RE had continued to make the performance exhaust! You can get a used one aftermarket, and you will have to pay through your nose to get it today.
The story of missing abs… err. A.B.S!
Breaking on my Yeti is satisfying, and that is about it. As you can see in my test ride review video, BSIV version gets better at it, especially at the front where you can feel the improvement. When Dominar came with dual channel ABS, everyone expected RE to bring in ABS for Himalayan BSIV as well. However, that did not happen, and yes, I am disappointed.
ABS do help in breaking, especially during wet conditions even though Himalayan offers good grip thanks to the stock Ceat tires. So why is ABS missing from Himalayan?
According to the company, bike of Himalayan’s capacity does not require ABS to break with both front and rear disk brakes. And since it is an all-rounder, off-roading is better with predictable breaking.
Fuel Injection or carburetor?
Well, let us forget the carburettor because you are not going to get a chance to buy a new BSIII Himalayan. However, it makes sense to understand what you would be buying. To know the technical difference between the two, let me recommend this answer on Quora.
BSIII and BSIV are the emissions standardsadopted by Govt. of India to curb pollution. These measures are like standards in Europe. To ensure compliance to BSIV standards, RE had to add Fuel Injection to the engine.
In a nutshell, FI system helps systematically stream fuel; which aids in better combustion and efficiency. Higher altitudes do not leave your bike out of breath, which often happens on carburettor-equipped bikes.
Royal Enfield bikes are not known for their fuel efficiency. And they make no bones about it either. However, with FI, your chances of having a frugal run are higher! The best mileage I have got is 33 KMPL till date. I have known people who have managed to extract 40kmpl! It depends on your riding style, timely maintenance, and terrain.
Why should I consider buying the RE Himalayan?
I know a lot of people are unwilling to buy the Himalayan because of the issues many of us had faced. Of course, I do not think it was right for any new bike to have quality niggles to the level we have seen. However, RE has done a great job turning around and paying heed to the customer feedback.
It took them some time, though, since the change was massive, and for the better. So much better, that while I reviewed BSIV Himalayan in November last year during the test ride, surprisingly I came back impressed. I was impressed with my Yeti. I was impressed that my BSIII Himalayan felt a tad bit better than the new one!
Of course, speaks volumes regarding efforts put in by Royal Enfield to ensure even the BSIII bikes on par with latest parts. So much so that Service Centers were voluntarily replacing pieces even when it was not needed or not broken.
Should I buy the new BSIV Himalayan?
BS4 or BSIV Himalayan is better, thanks to the learnings from BSIII edition experience. Yes, you read that right. Yes, there is an improvement in BS4 on many levels, and quality is right up there as you would expect for a new bike. Plus, it comes with Fuel Injection, which helps the bike get even smoother overall.
I have been posting videos on Indianomics TV since October last year. Starting with Tata Hexa review (very armature), I have now added 34 videos on various topics, predominantly Cars & Bikes.
Here is a playlist I have created with all of the best performing videos. Do not forget to like, share and subscribe to my YouTube channel.
Here is an overview of videos!
1. Tata Hexa Sound and Music System Review
Tata Hexa’s much touted audio system is awesome and among the best in a class even higher than where Hexa is positioned. The 10 JBL speakers produce clean sound that makes your ride enjoyable.
Song played in the video is Dada Dasse Re from movie Udta Punjab.
2. Tata Hexa Off Roading capabilities
Tata Hexa is an upcoming car from Tata Motors. The video here captures its off-roading capabilities using various drive mode and hill assist.
At invitation of Tata Motors, ~60 bloggers met in Delhi to review the all new Tata Tigor, the styleback car. Based on Tiago, Tigor is a compact sedan that looks absolutely great. The car looks stunning and had a lot of passerby interested in it! We even had a review on the fly from one of them!
‘This is not your normal review but an experience of Tigor Styleback event!
In this video, we drive from Aerocity in Delhi to Gurgaon in Tata Tigor Petrol and Diesel engined cars – en route visiting the Heritage Museum. My co-partners at the media drive were the gorgeous Dimpi Sanghvi and Venkatramana Manoharan
4. TATA TIGOR Acceleration – Indianomics
Tata Motor’s new Tigor will be launched on 29th of March. This video captures the acceleration of the Tigor petrol engine car that I drove from Delhi to Haryana.
5. A Day In Park with my die cast car models
I took out my small collection of die cast models of marquee cars and here is the result. Few nice pictures and videos that is fun. Though the video has not clocked as much views, I personally get a great satisfaction watching my die cast cars jumping and getting crazy at a children’s park near my place.
6. Why you should wear a helmet! Bhandardhara Accident live recording
PS: The date was not set on the cam, hence 2016. Incident happened on 24 June 2017.
Video taken by Shiv Vishwakarma, my friend who rode with us to Bhandardhara. We had stopped at a location where I had shot video previously, exactly when we saw this accident happen on the curve ahead.
A Hero Honda CD 100 was hit by Red Maruti WagonR who took a long turn. Both were to blame, primary though was the Wagon R who took the wrong side. The biker was not wearing a helmet (common across in the rural side, like this one) and had his headphone on.
It did not appear that his outer injuries were life-threatening, with no way we could identify inner impact. We stopped a few vehicles but no one was interested in helping. After about 4-5 mins, a small pick up truck came by and agreed to help take him to the nearest hospital. We ensured the driver of WagonR, an old man, accompany him to the hospital as well.
The video was shot last year by Tata Hexa team! All credits to Tata Motors to get out all the blogger videos out on their YouTube Channel. I do not know WHY I NEVER SAW THIS! They uploaded them two months after the event, may be that is why? Haha… here is uploading it on my channel for all my subscribers to see.
They got my blog name wrong! The URL shown in the video is pre-2009 domain blog and I wonder from where they got it.
8. Mumbai to Kerala on Himalayan and Dominar – Road trip to God’s Own Country
So my fellow TGW wolf, Tyjo Thomas got 7 days off on a short notice. He decided to go on a solo ride to Kerala and back. When he shared it with us, I was quick to decide that I should go along. Thus, with 3 days to go, I started my prep for the ride.
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Write up of this part of the video, Mumbai to Kerala, is now available at my blog. It has in very detail, the entire route plan and our experiences. Music Credits: https://www.bensound.com
9. Mumbai – Kerala – Mumbai: A Photo Journey
Pictures from our recent road trip to Kerala by Hemal and Tyjo on Himalayan and Dominar. Route map and other details are in the follow up video, including the epic Wayanad Choram
I always wanted to go to Kerala on a bike and never thought I will ever do it, though I still wished I could. I had created many plans for a ride but was always quick enough to drop it. It always seemed like a distant dream that I felt I lacked enough guts to achieve. The last year has been challenging one for me in many ways, and my current situation only accentuates the impossibility of me undertaking such a ride.
My friend and a fellow wolf from Throttle Gun Wolves, Tyjo decided to go on a solo trip to Kerala on his Dominar. It was a quick decision on his part, and he was leaving on the third day, from the day he informed me. I decided to join him in his plan and make a lemonade of the lemons life threw at me. More the merrier!
Is there a video of this ride?
Yes, there is one you can watch. Head over to Indianomics TV channel on YouTube. Also, do not forget to subscribe to the channel so that YouTube can inform you of my next video.
There is another video of our pictures from the ride, which I had compiled and posted on the Indianomics YouTube channel if you would like to see some of these photos.
Preparing for the ride to Kerala
The next day both Himalayan and Dominar visited the service center and the day after I pimped up my Yeti. The typical, aux lights, a rear strobe light, and a phone holder with UBS charging port. I also got an SMK Twister helmet, replacing my aging LS2, and included a Bluetooth headset so that I can be in touch with my 3-year-old daughter and listen to the maps aunty barking directions.
Route from Mumbai to Kerala
Both Tyjo Thomas and I had different destinations – I wanted to go to Alleppey, my hometown and Tyjo wanted to go up to Kanyakumari. However, we always doubted if his family in Chalakudy will let him go there. Tyjo ended up touring places around Chalakudy, including the famous Athirapally waterfalls.
Our rides – motor bikes
Tyjo Thomas owns a Bajaj Dominar 400 that he got some months ago. Dominar 400, based on the KTM390, heavily modified for cursing comfort and mild on-road manners by Bajaj. It is a bike that has potential to challenge Royal Enfield’s rule in this 350+ CC segment.
I own a Royal Enfield Himalayan. If you are regular here, then I am sure you will know about it. I call the Himalayan as Yeti, and there are tons of things I have already spoken about my bike.
Riding rules
We were clear on a few things before the ride started.
We will not be riding in the night, though start as early as possible in the mornings.
Do approximately 600 to 650 kilometers a day at the max, which ensured we are not too tired and have enough flexibility to take longer breaks.
Ride consistent speeds averaging around 80-90 KMPH
Spend money on only absolute necessity.
PS: We did break one law though, by riding on the Mumbai Pune expressway.
Capturing the beauty
We met another wolf Nikhil Deshmukh who helped arrange for two SJCAMs on loan, for us to record our trip, which was a huge favor that he did for us – for you can see in the video, we managed to capture a few clips that left us in awe. After the ride, my daughter has seen these videos again and again, and I love it every time it throws a smile on her face.
Two SJCAMs – thanks to Nikhil
One Sunco Cam – thanks to Shiv, though I could not use it as a backup camera throughout my trip due to a faulty memory card
My beloved iPhone 6s, Lumia 950XL
Prepping our bikes
Given that this is the longest ride I have done, it was imperative that I take Yeti to the service center for a thorough check-up. I was close to my 4th service anyways, so decided to go ahead and do it as well. Royal Enfield’s Pooja Motors service center immediately prioritized my servicing request, since the ride was just two days away.
Likewise, Tyjo also got his Dominar serviced the previous day. Given his tight work schedule, he did not have the liberty to get things done as I did.
After the servicing was done, armed with a new magneto coil replaced voluntarily by the SC, I took the bike to pimp it up a bit the next day. I needed fog lamps installed on Yeti, just in case we need to ride in the dark. My focus was to ensure that I am not distracting the drivers/riders from the opposite side, but make sure I am visible enough.
Thankfully, I got a fog lamp and led white light combination (which I had secretly wished) because the store did not have two fog lamp units readily available. I also upgraded my helmet to an SMK Twister (with a Bluetooth headset) from my existing LS2 (I lost my brand new SOL Infiniti a few months ago in an impossible way) and got a knee guard, something I never had before. I will shortly write up a review of my brand new helmet and how much it helped me during this ride.
Bluetooth headset served two purposes; one, since we relied on maps massively, it was easy to ignore looking into the screen all the time to check if we need to change direction. And two, it helped me be in touch with my daughter without removing my helmet.
What we packed?
Tyjo had got a tail bag, and I got my Wildcraft trekking bag, and a backpack. Both of us carried sleeping bags as we had anticipated sleeping in places that would cost us almost nothing. Even though, we never used them as we managed to find places to stay within our affordable reach.
We carried underwears for seven days and enough tee-shirts, jeans, and shorts to last us three days. We knew we had the opportunity to wash them once we reach our respective destinations.
Both bikes did not have saddle stays, and hence no saddle bags. I packed my backpack with essentials I would need, including my laptop and a backup phone. Based on Tyjo’s experience, we also picked up two dozen of Snikkers for quick bite if required (ended up sharing and eating it with families)
And for the bikes?
For the bikes, I had carried an entire set of Allen key, screwdrivers, and spanners. Tyjo did likewise, though he got his set of Allen keys from Nikhil. We also got a breakdown rope in bright orange from Nikhil, just in case we face some difficulty.
Tyjo also carried a chain spray, and both of us used it. I inadvertently forgot to take RE Chain spray can I had at home. They say at every 500 kms, we should spray the chain and clean it, which we did. I did face issues with the Himalayan, but that will be an individual article, the link you will find here in future.
Day one – Mumbai to Hubbali (Hubli)
We set to ride early in the morning from our respective places at 5.30 am. The bad patches towards Panvel, and the traffic + chaos it caused delayed us a lot. We also did something spectacular though, something we should not have done. We took the Mumbai Pune Expressway after Lonavala. I know, we should not have. Primarily due to map directions (forgot to switch off tolls) and then neither of us ever rode to Pune on a bike before.
Breakfast
We stopped at Pune for a healthy Puneri meal. TGW Wolf Nikhil Deshmukh rode down to meet us and hand over two SJCAMs. Very crucial for our trip, we guessed. As the video shows, it sure was a brilliant idea.
I did carry cam from my friend Shiv, a Sunoco. However, it was my backup in case the SJCAM lost steam or if Nikhil could not manage it for me. After having our breakfast and a quick camera set on Yeti, we were ready to ride. Tyjo forgot to get 3M tape for his helmet mount (again, something that Nikhil got for him), and hence we decided to proceed hoping to buy one at Hubbali.
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
Kerala Ride to the god’s own country
We rode towards Hubli via Kolhapur. After the initial hiccup in the traffic at Pune, we were soon riding the empty roads. The best section this side of our route was the Satara Ghats. The three-lane ghat roads were super comfortable with traffic, and I could almost corner my Yeti with my knees almost touching the tarmac.
Unfortunately, for a reason unknown, the SJCAM stopped working after I took the first corner – and hence, could not see how I took the rest of them.
Lunch at Jai Hind
We were on time as per our route plan and reached Kolhapur around 1.30 pm and stopped for lunch. And here is where we encountered one of our exceptional hospitality experience in this whole trip at the hotel named Jai Hind, which is off the highway.
Honestly, we were tired. And, yes I forgot to do a lot of things – like asking the guy his name or taking a picture. We were too focused on riding and getting to our destination for the day in time.
As soon as we entered the hotel, this guy (must be around 45, sports an orange beard) escorts us to a place where we can keep all our unmounted luggage. He directs us to the washroom, then to the handwashing area and then asks us to take a breath and think of what we want to eat.
This guy goes about suggesting what is the best that he can offer considering we are riders. He hints on little rice and more of vegetables and egg. We stick to the later, as rice tends to make us sleepy in our routine lives.
Food was nothing to write home about and was average at best. However, the best was yet to come. Tyjo candidly asked if we can rest on our backs on the chairs – and immediately the answer; sleep till evening if you so wish.
The masala tea story
With our backs on the chair and looking up at the ceiling, Tyjo wonders if we should drink tea. I inquire about it. This guy (I seriously am feeling sad not to have asked his name) is quick to say that you will not get the tea as we get in Mumbai.
I prod him for masala tea, instead. Or ginger tea. Of course, they do not serve it there. Not one of the regular requests in this part of the country. After a while of resting when we were about to make our move (oh yes, we forgot about the tea) is when the tea comes in.
And yes, it is masala tea with ginger! We could not believe it, and that brew was fantastic. From expecting a plain tea to forgetting all about it, and then to have this guy deliver what we hoped for – that never was available at first place. The bill was a total of Rs. 260/- for a service that was close to a 7-star treatment for us in pure Hindi!
Do not have words to explain. I will leave it at that.
Stay at Hubbali
We moved ahead towards Hubli. The roads were pretty neat, and we could make it to Hubli in time as per our schedule. 6.30 pm, touch the city. Looking for the place turned out to be tricky, as Maps kept redirecting us. And finally, we made it to Kutchi Bhavan.
Thanks to my friend Jiggu whom I met after 13 long years, we had room to put our heads down. Jignesh also helped us get 3M tapes from Hubli market, and played host to an excellent dinner along with his wife, Darshana. It was my first time meeting her, perhaps not the best impression I could cast!
Day two – Hubbali to Wayanad
Next day, we left early in the morning at 6.00 am, instead of planned 4.30 am! Here on, unfortunately, we did stick to this routine and made it worse. More about that in the text about coming days. The exit was easy from Hubli, and soon we were doing 120 kmph on the empty stretches of highway. Around 8.30 am, we stopped to fill our bellies.
The breakfast cheat
On this ride to Kerala, we forgot we were in Karnataka till we asked for the bill for our meal. Breakfast at a roadside shop next to the second toll booth on our way ended up paying Rs. 280. A meal that should not have cost us more than 100 rupees at a premium. We paid less for an excellent service plus lunch at Kolhapur the previous day. The shopkeeper realized that we weren’t from here, and may have thought that we were riding expensive bikes (well, in a way) so why not ask for the money he wished?
Our mistake? Yes, a big one at that. We did not ask for the price of what we were ordering – so the shopkeeper was free to quote whatever he felt (80 rupees for two liters of bottled water). This place is not a proper hotel, and I am talking about just a roadside shanty shop.
When in Karnataka, always ask for the price first. We decided not to engage in a war of words in a place we did not know the local language to speak. It was not that much worth a risk, given that the area was mostly empty.
Lunch at a Sisidi!
We stopped for lunch at Cafe Coffee Day outlet near a petrol bunk, and that is when I checked my WhatsApp which left a jolt. We need to make it to the entrance of Bandipur National Park before 6 pm. The entry time was not part of our plan – and something that we should not have missed! Darn, if we knew, we would have been a bit less relaxed.
Again, thanks to Nikhil who was informed by Rahil, as he had passed through the area couple of days ago – else we will not be let through the forest area. Suddenly, there was a panic, and we were drifting through plans of what to do in case we don’t make it.
The best option to consider, was to divert to Ooty, though this will mean we will be riding through the mountain in pitch dark. Also, an expensive proposition.
However, soon I realized that we can still make the entrance and we were calculating the estimated time to reach Wayanad as beyond 7 pm, and hence confusing it with entry time at Bandipur which we can approach one and half hour prior.
Bandipur National Park
We gunned the bikes given that the roads and highways were smooth in Karnataka, and were relatively empty. Hardly we faced any traffic on N.H. 48 or other diversions we undertook. We made it to the entry gate to Bandipur National Park by 5.30 pm!!! Hallelujah.
A sigh of relief, both of us stopped to switch on our cameras so we can capture the ride through the jungle. It is in the evenings that elephant herds move across the roads. In the night, the numbers shoot up like crazy, and it is practically impossible to drive or ride through. Let alone; you encounter their wilder side.
It is fascinating to ride through the jungle, with smooth roads. Speed breakers help you slow down. No, not for animals to make you their easy dinner (or play toy if its an elephant), but to stop you from killing them.
As we progressed through, I was lucky enough to miss an elephant crossing by a whisker. I mean like if there was a 2-3 seconds delay and I would have hit an elephant or vice versa. You can see in the video, how close I was! That was perhaps my first encounter with wild animals in the jungle. Of course, I have seen and touched and ridden atop an elephant, all of them were domesticated. So this did send chills down my spine for a few minutes.
Entering the lustfully green Wayanad
In a little while, we knew we were in Kerala – as it started raining heavily (pun intended). From then on, it is a drenched ride! While in the middle of the forest, it started raining. We stopped at the end of the woods, completely drenched, to get our hands on a hot glass of Kerala tea and wait for the storm to pass. It also played its part in delaying us further, as we could not speed up in the twitchy roads (ghats) of Wayand. With no luck on our hopes, we started riding towards my friend Dijosh’s house in Wayanad.
By the time we reached our destination, it was already 7.30 in the evening. It took us another 30-40 mins to unload the bags and remove our safety jackets and knee guards. A hot bath helped refresh us a lot, and the steamy dinner just added to our delight.
Day three – ride to our final destinations in Kerala
I cannot thank Dijosh and his family enough for taking care of us like we are kids. Dijosh and I have been good friends since 2005, and our families know each other well. Tyjo and I ate to our heart’s content the homemade delicacies that both of us always yearned!
The dinner and the early morning breakfast were a feast. The morning meal reveals a ritual unknown to both of us (I am brought up in Kerala, Tyjo is a born Malayali) of eating Puttum Kadalayum with the fabulous Kerala Papadom. I never imagined it before and will ensure I do it every time I am eating Puttum Kadalayum. Loved it that much!
Dijosh and his father escorted us through Wayanad in his brand new Skoda Rapid and visited the Pookode lake. Since we left at 7.30 am, the access gate to the lake was not open yet. We roamed around the roads on the lake bank and turned around to move from Wayanad. Got our luggage from the car, and off we went, saying our goodbyes to our wonderful hosts!
Thamarasherry Churam, Wayanad Dist., Kerala
The moment of madness was to ride via the Thamarasherry Choram – the nine hairpin scenic beauty. During the plan for this ride, Tyjo made it clear that we travel through Wayanad to enter Kerala. Unaware of the extravaganza, our experience at the Churam was wholly impressive. Tyjo had his fill of the beauty of Wayanad, and it is pretty evident from his expression captured with the camera. Hear it in the video posted above. It was perhaps our best ride experience in Kerala.
Wayanad is beautiful, and if you ever get a chance, do visit. Ride from Wayanad to Alleppey was about 300 kms; however, the dangerous condition of roads and the disobedient traffic made it difficult for us to travel. We struggled through Mallapuram and the outskirts of Calicut (Kozhikode) to ride through.
60KMPH Limits
Kerala has the stricter speed limit implementation with speed cameras installed across many of the highway spots. They take a picture of you speeding and courier you a ticket at home. I would not know it anytime soon if the authorities decided to send me one as well, as this takes typically anywhere between one to four months.
We did exceed limits, however not by much. With 5th gear engaged at 60kmph on my RE Himalayan, I could not continuously ride at that speed. It caused unwanted (because I was exhausted) vibrations, which are standard.
Especially after Tyjo and I parted ways, I tried to keep it between 65 and 70 kmph. And at times when I overtake vehicles (many cars too are driven at 60-70 most of the times), I touch 80 kmph. I saw a couple of manned speed guns while doing those speeds but no one stopped me (well, through our entire ride no one stopped us!).
Here is hoping that the guys behind the screens have ignored my peevishly exceeded speed limits.
The traditional Kerala Sadhya for lunch
By noon, we stopped for lunch somewhere in the Thrissur district. It is hard to spot a restaurant that was operating in this area – which did surprise us. The rare one’s we was too crowded for us. Also, the fact that we had to decide whether or not to unload our bags from the bikes mattered in the decision. So hungry as hell, we decided to chance upon the next available place that sold food.
Thus we reached a small, roadside hotel. Eating excellent food, both I and Tyjo were having a blast enjoying the traditional recipes. Tyjo preferred to gorge on the beef dishes, which he missed since the beef ban in Maharashtra. I stuck to my vegetarian stuff – the famous Kerala Sadhya.
The food was delicious, and cheap, as we only spent Rs. 120 for a fulfilling lunch.
The ruined surprise!
My parents and family back in Kerala did not know I was coming! Yes, I did successfully hide that fact. Up until Thrissur, that is. I called up my aunt (dad’s younger sister) to let her know that I was coming and asked her to reach home as well. While I did tell her that it was a surprise, but I guess she didn’t get the right memo. My short-tempered father received me with his anger later!!!
Riding ahead and parting ways
Tyjo and I parted our ways at Thrissur bypass for our respective destinations. We stopped, bid adieu to each other with the promise that we will be in touch soon. Tyjo had already gulped the fact that his family in Chalakuddy is not going to let him ride further south to Varkala and Kanyakumari given the limited time he will be spending with them.
Solo ride to Alleppey
There on, I was riding solo, perhaps the longest solo ride I ever did. Riding through Ernakulam and Aluva was a nightmare due to traffic. The metro seems to have made the traffic situation worse, though I saw little traffic aggression at the lights. Almost everyone was halting before the white line. No cramming of cars and bikes into any space available – it is a departure from what we see in Mumbai-Thane belt. Roads in this part of Kerala are clean and pothole free and enjoyable otherwise.
Soon, I was in familiar territory. I was riding through Aroor and Chertala, the roads that I have seen growing up. I did not need a map through this route, but the continued rain had drained me a lot. Exhausted, I took a break after Pathirapally to tank up and make a few calls.
Reaching my hometown!
As I approach my home, which is just five kms away, I face one of the worst traffic on this route. Cars and trucks hardly moved, and this when I decided to use my Himalayan’s off-road abilities. Riding through knee-deep, filled-with-mud potholes on the side of the road to get rid of the traffic and rush home.
Finally, I reached the place where I grew up, the place that is still living in the 20th century. I passed by my alma mater, Leo XIII H.S.S. and suddenly the fond memories of childhood flashed through, occasionally interrupted by the speed bumps and potholes.
Sure enough, my father was waiting for me – wondering where I was and why I decided to ride a bike all the way to Alleppey. Of course, for family, safety and security of their kids are paramount. Of course, the most substantial portion of the older generation will never understand this stupidity (for them, at least).
Finally, I was home!
Further reading
The write up to the return leg is in the works, so is the ride experience on Himalayan and Dominar. Be sure to visit again in a week’s time to see more of our adventurous ride to Kerala.
Royal Enfield Himalayan BS IV is now available to buy at your nearest show room. I am here to help you ascertain, is it worth the buy and all the hype? Welcome to Indianomics!
Many of the regular readers here do know that I own an RE Himalayan, named Yeti and also the list of issues I have had with it. So it is natural for me to be skeptical about the new Himalayan avatar.
Is there a quick way I can get through this article?
Of course yes, head over to Indianomics TV YouTube channel and subscribe, like, comment and share it with your friends. You can view the video here as well if that helps!
Along with my friend Shiv, I paid a visit to the Royal Enfield Showroom recently to test the new BS IV Version of Himalayan. BS IV or Bharat Stage IV (4 in roman numbers) is the latest emission norm adopted by India to keep a check on the pollution levels. The next stage is BS VI (BS 6) because India has decided to accelerate the emission norms to curb the ever increasing pollution levels in India. It sure is a welcome step.
So what is new with Himalayan BS IV Avatar?
For starters, the BS3 version that launched last year came with the carburetor; the BS IV version comes with Fuel Injection. FI, as it is often abbreviated, helps channel the fuel flow into engine much better thus producing better performance.
Royal Enfield already uses FI system on its Classic and Thunderbird bikes, Himalayan gets it for the first time. Using FI system was the best possible approach for a motorcycle that was launched last year since this would mean the manufacturer does not have to redo the entire engine, while still conforming to the BS IV norms.
So apart from the FI system, there are many changes under the hood but hardly noticeable (for me at least). Almost all of the components have seen an upgrade. Most of them are on my BSIII bike due to various issues that I faced, and Service Center has replaced (updated) them. Of course not the Fuel Injection.
The company claims to have sorted the quality niggles that the first lot of Himalayans saw. One of the reasons the company delayed the launch of this BS IV avatar. Apart from these, the choke moves to handlebar on the left-hand side and the head lamp switches no longer exist thanks to the AHO norms. Read more about AHO (Always Head Lamp On).
On the snow white (color) Himalayan that I test rode, few panels saw a color change to Black. This shift has made them more visible. However, the subtle gray that we saw earlier looked better. Visible appearance is subjective, and I am sure many will love the new black accent tones.
Anything I wish my Yeti had from Himalayan BS IV Model?
Of all things, I will love to have the breaks from BS IV model. The breaks are not the best but are an improvement over the previous model. So, yes I would like to upgrade to the new breaks.
Apart from that, the FI system helps the bike in perform better overall. I am not sure if I wish for the FI system, except for the top end range – you can freely rev upwards of 6k rpm. I am also not sure if it is only the FI system that helps or is there a change in the engine as well? Well, I will wait to figure out.
If the parts on the BS IV are of much better quality, I will hope that Royal Enfield gets them to my bike as well. For the owners of BS3 version, they felt like guinea pigs, who paid to own a product only to find out about the issues it possessed. No better way to pay forward for those suffering than to help upgrade the parts.
This review was primarily comparing the Himalayan BS III v/s Himalayan BS IV model. Hence it omits a few prominent areas like the ride quality and suspension. The shocks on Himalayan are purpose built, and they work to perfection. They do their job brilliantly that the pathetic roads of Indian subcontinent can be a piece of cake, as you can see in the video above.
Another noticeable change is the exhaust note and saree guard. Saree guard has been a joke with Himalayan – pathetic quality. Hope the new design provides a better finish and works well with existing BS3 Himalayans. The exhaust note, on the other hand, sounds much better. Personal choice though this one, but I like it.
As I visited the show room, saw that Himalayan BS IV is the busiest test bike. I happened to meet Vikram, who returned from his test of the BS IV to discuss his experience and out of the blue, asked him if he could get me a review byte, and that he did.
For me, it was important to get another perspective from a non-Himalayan rider. It is easy to get to love the bike if you own it. I felt it will be right to share with you, my dear readers and viewers, a perspective that is unbiased just because I own a Himalayan myself.
Vikram felt the bike was much smoother than the earlier version of the motorcycle he tested. I also offered him to ride the Yeti, and he came back impressed. He wondered if BS IV was better than BS3 model I own! Of course, it is, but the margin is small. Is it worth? Of course yes.
How much for the Himalayan BS IV Version then?
BS IV version costs Rs. 1,98,000 on-road, Kalyan. Now the cost varies across the country, but in the city as well. That is because the dealers sometimes offer three years insurance as part of the deal instead of the standard one. So Rs. 1,91,000 as on-road is correct as well – because it includes only one-year insurance.
Verdict: How good is Himalayan BS IV version?
It is as good as the BSIII version, but better in many departments. Breaks, Fuel Injection, and overall better quality help a great deal in narrowing down the choices. Honestly, there are no choices to be made. If you are looking for an adventure tourer in the sub-two lacs market, look no further. Himalayan is the best option.
Alternatively, if you are looking for more of a tourer and a faster bike, then Dominar may just fit the bill. It is not as sure footed and has the same appeal as the Himalayan, but it will do the job pretty well.
A year has gone by, 365 days around the sun for my Royal Enfield Himalayan. Yeti, as I had named him, has been full of life in this one year. Though, it has seen more downs than ups than I would have liked, I am fond of this machine. It is piece de resistance for me.
My last update on Himalayan was when we had crossed 3000kms. And I really did not have the right frame of mind to send another update from then till now. Today we crossed 14,000 kms and felt it was the right time to do this. The anniversary update – Royal Enfield Himalayan and me having spent a year.
Is there a quick way for me to go through your post?
Oh you lazy bum, go to Indianomics TV and subscribe! Let me make it easier for you, see the video for yourself here then! However, you will miss the details you can read about on the post!
So how is Yeti doing?
Yeti is doing fine now, but the road up till now was not an easy task. There were tons of issues, including the biggest scare I could not have imagined! Losing rear suspension when you are guzzing past vehicles on a busy highway.
It was not only the quality of parts, but also the time he spent in the service center. Yeti also made friends with the mechanic and fellow bikes in the service center – so well you can imagine! I stopped the mighty Himalayan from creating his own facebook account. Indiaomics‘s own facebook page sufficed.
And what were the Himalayan issues?
I know, you are in a hurry. We all are, but hear this first. I love the bike. Period.
The list is long, and it will make you wonder why I made the above statement. So lets get to it.
Engine Head replaced (three times because second change only made things worse)
Rear Mudguard broken all three units changed (at Ishna during the camp in February)
Rear mudguard broken again, changed it two weeks ago
Lock set changed due to faulty lock (change Tank lid as well, coz of it)
Now, tank lid was changed coz of fuel leak (changed lock set coz of it as well, again) after I insisted that be checked
Changed to new Oil Cooler suggested by SC for heating issues
Rear tires replaced under warranty (at Ishna during the camp)
Broken Center stand replaced (this was perhaps really weird, and I do not trust the new center stand yet fully to last longer)
T Stem changed due to rusting (after I pestered SC to take a look into it)
Clutch Center changed due to hard (I mean really hard) gear shift changes (at Ishna during the camp)
Changed to Avenger mirrors coz of poor quality RE ones at my own expense
Saree Guard broke got it changed
Saree Guard broke again after 4 months, pending to be changed
Clutch Cable started melting, got that one changed (rode with a melting clutch cable for 2000kms because SC did not have one in stock to replace)
Headlight went dim, got a new one and now is showing signs of going dim again!
New Headlight started to rust now in the rains
Exhaust nut came loose (and lost), rattled all the way to SC to get that fixed
Rear Break pad changed twice in 9000 kms
Oil changes every 3000-4000 kms in spite of RE claim of 10K Kms (got oil changed at Ishna during camp under warranty because it had turned too bad in only 1200~ kms since last oil change)
Exhaust started rusting, changed to a whole new unit
Oil leakage from Engine – fixed 4 times, finally worked after servicing at 9.4k
Heavy vibrations from the vehicle at 3rd, 4th and 5th above 70-80 (was fixed in the last SC visit but persisted after last service done at 9500~ kms, and finally fixed after 11k kms)
Rear suspension broke, got a new one installed after the bike was transported from Sakinaka service center – took the bike 10 days in service center to come out with new suspension
Wind shield replaced as old one had started being rickety. The problem has not gone with the new one either!
Switch gear changed, voluntarily from the service center
Tank pannier stands changed, as they were misaligned from the day I took delivery
Magneto changed, even though existing one was working fine – as precaution
Gear shift indicator sensor changed twice, now living with whatever it still shows and manages to get it wrong all the time
Rims and hubs on both front and rear wheel changed as paint peeled off them in a month’s ownership
False neutrals are still a reality, even after the best efforts from service center
And you say you love it still?
See, I now understand why the brand is able to lure people towards itself even though the quality that one should get and expect is not there. I rode the KTMs and Dominars of the world and trust me, I never felt as good riding as I did on the Himalayan.
Sure it lacks power, sure it is not the fastest or burns rubber like others do. Sure, it aint a mean machine made to have fun on a race track. It does its job beautifully, only whenever it does not have issues. Even then, you have a smile on your face plastered from left to right or right to left, depending on how you read it.
Having said that, this does not mean that Royal Enfield should continue to make products that do not meet the quality expected from a bike that costs upwards of Rs. 1 lac! They have to come around.
So, what do you think? Let me know about your thoughts in the comments section below.
ThrottleGun Wolves (TGW), the biker group that I have co-founded, had a fun breakfast ride to South Mumbai to celebrate Indian Independence day. Well, there has been many a debate if it is India’s 70th or 71st Independence day, we could care less as long as we are passionate about this country.
Independence Day Ride
A bunch of bikers started off from different parts of the city, and some from outside as well. The ride was planned to start at 6 am and it went according to plan. Rain did play a bit of spoil sport that day, however.
Initially, the meeting point was decided to be at Bharatmata Cinema, however it wasn’t on the way for the lot from western line. Hence, we changed the meeting point on the fly to Heera Panna market. Once there, I saw the RX135 of Pooja Sahni Pangam, one of TGW’s co-founders and could not resist the urge to ask her for a swap.
And swap I did – with her riding the Yeti.
The old world charm of RX135
I was always fascinated with how people drool over RX100 and RX135, both from Yamaha’s yesteryear stable. The 2-strokes are fun to ride, at least that is what I had heard people craving about them. They used to exist around me when I was too young to ride but no one would teach me to ride one either.
So when Pooja’s RX135 came around, I had to ask her. And from the word go, I kept thinking how powerful the RX felt, even compared to my Yeti. It took a few minutes for me to get used to it. Once I got the grip, it took me a few seconds to gun it to 80kmph. What a delight!!
The breakfast
Not withstanding the initial plan of having breakfast at Kayani Restaurant, we changed it again. This time in favor of the famous kheema pav at Stadium Restaurant, a stone’s throw away from Church gate station. To find vegetarian breakfast there did seemed difficult, but the classic bun maska and chai is an all time favorite.
So there you have it, a summary of our ride captured in this beautiful video, exclusive on Indianomics TV.
I have been writing about some bits here and there on the subject for road safety and road ethics. I have argued with many and some of these are obvious and basic but still do not get followed. Forget about getting a best4 quality jacket and helmet, a bare bones basic ones are rarely found. Road ethics are a matter of life and death.
Here I will be talking about road manners and abiding by the law as Road Ethics and many points are true for car drivers as well. Well, this is a long, long post. Sit back, read, enjoy and be responsible for yourself! Do not forget to subscribe to my YouTube Channel!
1. Road Ethics: Indicators are given to be used, but not always!
Your bike and car have turn indicators. They are to be used when you want to make a turn. But it is not limited to turns only – and that is a fact easily forgotten by many. Y (more…)
