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.
Since the lockdown, it has been rather difficult to stay put. For a biker at heart, it is against my character. I take my Himalayan for grocery shopping or to buy milk when I can just walk to the nearest shop. It is a small window of opportunity to unwind, an adventure of a different kind.
While threat from COVID has still not diminished, I request all readers to stay safe, wear a mask and always maintain social distance while out there on a ride.
While being in the lockdown is not enjoyable, one of my favorite past-time has been to watch videos on YouTube, movies or series on Netflix/Amazon Prime/Hot Star etc. In doing so, I saw a series of the new Himalayan commercials that Royal Enfield has launched for Himalayan and it caught my eye and well, inspired me to write this article.
Here is the playlist, do enjoy the micro-stories!
With the advent of BS6 emission norms, I have been longing for a Himalayan with Interceptor engine. That is a long dream yet, and unconfirmed if that will happen at all. Meanwhile, we have the new BS6 Himalayan.
What’s new on the BS6 Himalayan?
Colors ahoy!
When launched, the mighty Himalayan was launched in two colors – Snow White and Granite Black. While the motorcycle looked nice, with limited panel spaces it was no surprise that there were not many colors on the offer. Then, with the BS4 launch, Royal Enfield brought out the Sleet Grey.
With BS6, Royal Enfield has given us two more colors to chose from, and named them rather interestingly. Apart from the Snow White, Granite Black and Sleet Grey, the new colors are Rock Red (Black and Red), Lake Blue (White and Blue), and Gravel Grey. Both Rock Red and Lake Blue are also the only two glossy colors.
RE Himalayan BS6 New colors Parked
RE Himalayan Lake Blue Off Road
RE Himalayan Gravel Grey Off Road
RE Himalayan Gravel Grey On Road
RE Himalayan Gravel Grey Parked
RE Himalayan Rock Red Parked Side Stand
Himalayan BS6 Compliant Engine
As expected, this is perhaps a bit of a bummer but environmentally very important. With BS6, Himalayan has lost 0.2 horse power, and gained 5 Kgs. With the motorcycle already heavier from BS3 (183 KGs) to BS4 (195 KGs), and now further with BS6 weighing about 200 KGs (all Kerb weight).
Hazard lamp switch is back baby!
Royal Enfield Himalayan BS6 now comes (again) with Hazard lights switch
Something that I personally felt was a terrible miss from the BS4 edition, Hazard lamp switch is back in the BS6 edition. It is however not part of the instrument cluster as was in BS3 model. Instead, it is now in the place of the conventional headlight on-off switch which used to exist before AHO was mandated. Though it may be a very small addition, it has a greater emphasis when you consider safety.
I will reiterate to people, you should not switch them on while riding and only use it when one is in a unfortunate situation. It’s purpose, globally across motorcycles and cars, is to alert people around you that your motorcycle or car has a problem.
Other tit-bits
While the earlier three are bigger improvements, Royal Enfield has managed to improve a lot of small things as well.
Side panels don’t have Himalayan embossing anymore, and screams out Himalayan in stickers (just like many who modified it to that look since BS3 era)
New side-stand design that is shorter, but better to use than previous models. Improved graphics with White back lit dials on the instrument cluster. Side panels don’t have Himalayan embossing anymore, and screams out Himalayan in stickers (just like many who modified it to that look since BS3 era).
Newly designed CEAT Grip XL tires with improved block patterns that aid in better grip for both on-road, and off-road. Overall quality improvement – RE has listened to customer feedback, time and again in case of Himalayan.
Switchable ABS on Himalayan BS6!
One of the biggest improvements that you will notice between BS3, BS4 and the BS6 Himalayan is in the breaking department. Although RE has not publicly revealed what changed but looks like a huge tweaking around of ABS is in the offing.
Royal Enfield Himalayan BS6 comes with a Switchable ABS, that makes ride both on and off road safer
While we all know how much Anti-lock Breaking System (or ABS) is important for safety, even on two wheels. However, any off-roading enthusiast worth his or her salt will know the value of switchable ABS. Switching the ABS off allows the rear wheel to lock, and lets the you drift when riding off-road. Now that has to get you exciting, in ‘it?
With switchable ABS, Himalayan can now truly be much safer motorcycle both on-road and off-road. Still, longing for my next adventure ride, while I wish you all safety in this unprecedented crisis that we have to face, defeat and emerge victorious.
Where will you take your Himalayan for the first ride after COVID? Let me know in the comments below.
When I wanted to buy a bike, the family told me to go for a Scooter instead. It was practical, given that few members of my family can use it if I did not. Though, at that time, I wanted to buy the Pulsar, just like every other guy in the market.
So I went in for the TVS Wego, and it held me in good stead in the last 4 years. However, long daily rides of 80+ kms were becoming a pain for me even on my Wego. I hear you say of course, do I?
I was long due an upgrade to a bike, and I often wondered which one to go for given my daily commute. So I naturally thought, why not try the Avenger from the Bajaj stable? It was powerful enough, comfortable and a good bike overall, given it had proven itself in the market. Impulse, was another bike I had eyed but Hero stopped selling it. Another bike I had considered was the all new Pulsar NS200. I also took a test ride (the Showroom sent in a mechanic as pillion which really robbed the experience). And came back, impressed.
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
The Limited edition Royal Enfield Himalayan looks classy in its natural surroundings.
But then, the news was floating around of the all new Royal Enfield Himalayan. You see, it would be, at launch, the only affordable adventure bike in the country. With the roads pothole ridden, I felt this was the bike I want to ride to work. A quick back to back TD with Pulsar NS200 and Himalayan was enough for me to decide.
I never rode a Royal Enfield bike before in my life, like ever. Himalayan was the first one! A quick back to back TD with Pulsar NS200 and Himalayan was enough for me to decide my future bike.
Enter Yeti, the Himalayan
I went ahead and booked the new Himalayan for Rs. 5000, with a waiting period of three months. Three efng months!
It was too long a wait, and I had to really count days. It was not easy, but I had this longing of buying myself a Himalayan that really kept me pumping. As the days passed by, I got a call that my Himalayan had arrived 15 days earlier than anticipated, and that I should be ready to receive it.
The day of the delivery was also the day when Raksha Bandhan was celebrated. Using the day off to the fullest, I called in my friend Vishnu Tantri to join me for the delivery.
It was a non-ceremonial delivery, but heck did I care about those things. I had the beast waiting for me, and I was more immersed in deciding to go for my first ride on it.
Long rides on Himalayan, the best sub two lakh tourer!
I did many long rides on my Yeti, with the longest yet at 3300+ kms in 8 days. My Mumbai to Kerala and back trip was really an eye opener. My friend and fellow Wolf at TGW accompanied me astride the Dominar. Between us, I bet I had a more comfortable tour
When we faced pothole ridden roads, it was the Himalayan that came on top. On the highway, Dominar was regularly breaching the 140kmph mark which my Himalayan did not. However, it was never my intent to be riding at those speeds.
Doing 120kmph constant is easily done on Himalayan, even with loads of luggage and a heavy rider. After the initial niggles, it has proved to be a no-nonsense bike for me.
Other bikes from the RE stable are famously used for long tours, and of course people have claimed it to be comfortable likewise. For me, it has been the Himalayan which beats the odds.
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 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.
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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.
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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.
THT has been my man-Friday for anything related to my Yeti, the Himalayan. Two weeks ago, THT and Royal Enfield met up at Borivali Service Center for a training camp. Unfortunately I missed that. During the question answer session, the discussion turned to issues everyone faces.
Yeti about to be stripped down
Taking a stone from the rock solid guys who were there, RE worked out details and collaborated with THT for a service camp. The date was 5th of Feb, 2017. And I had my clock (more…)
I am happy to share with you the launch of our Trip Trailer, which will be followed by a short movie. Of course this sounds like we are into serious business, but trust me we are not! It is just a fun trip trailer and a fun trip movie created just to feel different.
Okay, so I was writing a post about lack of an opportunity to do a weekend or a breakfast trip. It is in the drafts. Thankfully, I do not have to post it now! 🙂
So it all happened in a jiffy and a ride on Saturday morning was planned to Igatpuri. While we were sure we could make that trip, what we hoped is if we could extend the trip to Bhandardhara. It is a very scenic place near the village of Shendi and also home to the highest peak in Maharashtra (more…)
I have been enjoying my rides to work these days, as I ride astride this beast in Yeti. The bike has been to SC twice in this period. First for the mandatory 500 kms service, where Oil was changed. There were few initial niggles (more…)
Yeti is what I named him. Many preferred to call it a goat, a Himalayan Goat. But for me, it never looked like one. It always looked like the beast. Untamed, but well mannered and imposing. It has been an agonizing three and half months of a wait, to be honest. Waiting time for my beast was killing me. My friends who knew about this decision kept on asking me on the status, adding salt to the burn. On 16th of Aug., 2016 he arrived. I got to see first glimpse of Royal Enfield Himalayan, reserved in my name at the show room. (more…)
Bajaj Boxer is a name that you casually associate with something that is rugged, but not to Indian taste while it is powerful but never a success. But I was intrigued when I first saw the pictures of Bajaj Boxer 150 Café Racer.
Remember we saw the Hero Splendor Pro Classic Café Racer in the 2014 Auto Expo, which was also launched in the market to a lukewarm response. This was not where it all started though. The beautiful Continental GT from Royal Enfield was where it all started and suddenly everyone in India started to Bing! (siuya, scroogle) about Café Racers.
Then today I was looking around the net for the new Pulsar RS200, I came across this surprise. A Boxer 150 Café Racer! The first look at it and I said “wow” I didn’t know that. (more…)
