2016 royal Enfield Himalayan First Ride Impression by BikeReviewsadaa

Royal Enfield Himalayan: BUILT FOR NO ROADS

It takes a certain amount of courage to break convention. So, what does a company over 100 years old do when it realizes that it has an opportunity to give the world something completely new and yet unattempted ? Adventure bikes have to be big, heavy and have a massive ground clearance with the provision to pack days of luggage. And that's what Royal Enfield has demonstrated with its all-new motorcycle.

                                                
Why Himalayan?

Royal Enfields are still the choice in India when it comes to touring. The 'Bullets' did a great job, but with other motorcycles having advanced technology making their way into the Indian market, the Bullets suddenly saw a hindrance. Also, many who own Royal Enfields, always want to visit the Mecca of the motorcycling world, the Himalayas. The Bullets suffer up in the mountains, mainly due to lack of ground clearance and their weight, to overcome these problems Royal Enfield
 built, go anywhere Motorcycle for Indian Market. The perfect Adventure touring for which suits to anywhere like Himalayas, Off Road, Western Ghats and Off course High ways.

  Look:

                                                    

We must make you aware that the Royal Enfield Himalayan is not designed to win any beauty pageant, but to make you sure that you have bought this motorcycle for a purpose – a fact which it successfully manages to instill in your mind the moment you see it. The bare bones philosophy which Royal Enfield has adopted for this motorcycle goes well for the Himalayan.

The Royal Enfield Himalayan features a traditional adventure motorcycle design. It has an upright, relaxed riding posture, with long travel suspension. The Tank is well sculpted to accommodate the rider's legs. One good look and you will immediately understand the purpose of the Himalayan, which is to be ridden off-road and feel comfortable on and off the road.

Instrument Console:

                                                      

The instrument console of the Himalayan is easily the most comprehensive among all the Royal Enfield motorcycles put together, with the complete panel having analog dials for speedometer, tachometer and fuel gauge, with the unit of speedometer encasing an LCD screen for digital readouts of odometer, trip meters, gear indicator, clock and engine temperature. The console also consists of a digital compass besides the fuel gauge, something which is missing in all the motorcycles at or around its price point.

Engine:

The Enfield Himalayan is powered by a LS400 oil-cooled, 4-stroke single-cylinder engine. The engine produces 24bhp, which is adequate power, taking into consideration that Enfields produce a good amount of torque. The Himalayan produces good low-end torque, which is what off roaders and tourers need.
The engine is very different in feel as compared to the rest of the engines of Royal Enfield, something which you can feel the moment you push the self-starter button. The engine has a different snarl, unlike the ‘dug dug’ exhaust note the Royal Enfields are reminiscent of. Mated to a five speed transmission, the engine is tuned for a strong low end torque, which Royal Enfield says that it will be more than sufficient always to clear obstacles while riding at lower revs.

Ride and Handling:

Enfield have always been good handling motorcycles, if one gets the hang of it since they have a great Centre of gravity. The Himalayan may not handle like the good-old Standard 350, since the motorcycle is high. But that is what happens when you design a motorcycle to be ridden off-road. You do lose a bit of that foot peg scraping cornering ability, but one can't expect everything in a motorcycle.
The 21-inch front wheel and 17-inch rear wheel are basically spoke wheels here, which are quite more beneficiary while tackling rough sections of tarmac. The overall ride setup is stiff for the city riding, but once you hit the off-road terrains, the Himalayan comes in an altogether different element, and surprises you with its generous abilities.

Brakes and Suspension:

The Himalayan is equipped with 300mm front disc brake and a 240mm rear disc brake, which sadly, don’t get ABS.

The suspension setup includes 41mm telescopic front forks and a linked hydraulic monoshock, with much longer suspension travels of 200mm and 180mm.

What you will like:

•      Long Telescopic Suspension
•      Higher ground clearance – 180m which is a very good feature when you are             riding on water streams, off road and rocky terrain.
•     17 inch rear tyre & 21 inch front tyre with Ceat grip XL dual sports, give better       traction with highways & gravel roads
•     Seating position and Handle bars are perfectly made for Long rides
•     New digital meter with Fuel indicator, Compass, Trip Meters,Clock and                   Temperature display
•      Long service Intervals (For about 10000km)

What you won't:

•     A bigger fuel tank would have helped for Touring purpose
•     A little low of power
•     Adjustable seats would have added advantageFuel injection system would have     helped

 Verdict:

                                                     

So, is the Royal Enfield Himalayan worth it? Well, the motorcycle does not have
the thump as the old ones, looks nothing like the old ones, has an oil service interval of 10,000km, spark plug change interval at every 25,000km, and is light. Having ridden extensively in the Himalayas on every Enfield that is sold in India, I would say Royal Enfield Himalayan is the right machine for adventure now.

Technical Specifications:

                                                     

Article written and edited by  : Vinay ck

Source                                    :  Google.com, royalenfield.com

Image Credits                        :  Google image search, royalenfield.com,

                                                   technwheelz.com, overdrive.in

Contact                                   : 8892440115, 9731743423
E-mail                                     : vinayck.vinay@gmail.com

Note: Images belongs to the respective owner, only content belongs to this article owner.

2014 KTM RC 390 First Ride Review by BikeReviewsadaa

KTM RC390 First ride review:

One of the most awaited bike launches, not just in India but the world over, the KTM RC 390 has finally been launched in Bajaj Auto style, that is, at a very mouth watering price. Being awaited for a long time now, the smaller capacity RCs have been the talk of the town ever since the Austrian firm unveiled the full faired machines at the 2013 EICMA motorcycle show. Being manufactured in India, the RC 390 is priced the most aggressively in our country which is testimony to the fact that “what goes around, comes back around”. You see, in India, we have always been starved off well priced performance bikes but the RC 390 is proof that affordable performance biking doesn’t get better than this.

One of the main reasons why the KTM RC 390 has become the hot topic of every bike lover is the styling. It’s no secret that in India we love full faired bikes more than naked street-fighters and the RC quenches the thirst of those who want a fast looking sports bike. Extensive styling changes make the RC 390 look the part, the front is very devilish with those twin-projector headlights. The daytime running lights act as parking lights which you can turn on in the day and also at night to mark your presence. The fairing is well integrated but doesn’t cover the complete motorcycle and you can see a lot of wires. The upside to the semi-faired look is that there are still many exposed things like the orange frame and white monoshock which end up adding uniqueness to the package.

Looks:

 We love how the indicators have been mounted on the rear view mirrors but aren’t big fans of the big mirrors as they aren’t well placed to show you what’s behind. The tail section has been very neatly done, right from the cowl like pillion seat to the sharp tail light. The tyre hugger looks plain ugly and just like the Duke, this should be the first thing to go when you buy this bike. The rear mudguard is reinforced with steel below (plastic remains at the top) which results in zero flexing, making it sturdier especially for our road conditions. The RC 390 still isn’t big and is a compact bike when viewed in person; it does look substantial thanks to the meatier body panels.

Instrument Console:

KTM has made absolutely no changes to the instrument cluster, it’s the same unit which is found on the Dukes and is loaded with a plethora of features. What has changed is the riding position. The RC 390 uses clip-on handlebars and the riding position is more aggressive. While you sit upright on the Duke 390, you sit in a forward lean position on this full faired KTM. The seat is smaller than before and the foot pegs aren’t as rear-set as the Duke. The pegs are now forged instead of cast so won’t break easily. The overall result is a sporty riding position but does it tire you out? That will depend on your height. For a small heighted rider, the RC 390 will be too aggressive while tall riders won’t find it as aggressive due to their longer arms. 

Engine:

What hasn’t changed is the engine. The RC 390 employs the same 373.2cc, single-cylinder motor which we at BikeReviewadda internally refer to as a Nuke. With no changes to the gearing, the RC 390 is almost identical to the Duke 390 in performance. The RC does sound noticeably more throaty and hollow than before and the jerkiness at low revs is reduced to quite an extent, it isn’t as bad as the early Dukes. The bike does weigh 12 kgs more but that doesn’t make a significant difference in acceleration, taking 5.68 seconds to do the 0-100 km/hr sprint. The idle feels a bit smoother than the Duke which could be down to better insulation the fairing gives. The motorcycle still has vibes, although not intrusive, you can feel them on the pegs and handlebars if you concentrate hard. Reaching 150 km/hr is done in a jiffy, twist your right wrist and the RC 390 is there, doing high speeds in no time. One need not duck down immediately as the improved aerodynamics keeps the RC going to 160 km/hr without much fuss. In the Duke 390, one has to duck down or the bike simply doesn’t cross 150 km/hr. The RC 390’s fairing helps it accelerate better but only post 140 km/hr.

Gears:

The tall gearing of the RC 390 enables one to cruise at high speeds effortlessly but one must not forget, this is no touring machine. While the windshield and fairing reduce windblast to a great extent, the RC 390 has a 1-litre smaller fuel tank. You already know about the small tank range of the Duke 390 and considering the RC will be marginally less frugal (the real world difference could be negligible and the mileage hovers between 25-30 km/l), the tank range is even worse than the already bad range found on the Duke 390. KTM had no option but to shift the battery near the fuel tank, thereby eating into that space as the under-seat location became too cramped with the new raised pillion seat.

Handling:

The Duke 390 has been a terrific handler but did not have the ergos to completely support knee down riding. However, the RC 390 with its ‘perfect for the track’ ergonomics and sharper steering is more suited to extreme handling. The bike turns in quickly into corners and the fantastic Metzeler tyres give it leech like grip even on the wettest of roads. The straight handlebar in the Duke 390 is still preferred in the city as it lends it agility at low speeds but out on the highway and with twisty roads in sight, the RC 390 comes in its own and is quite a hoot to ride fast. It doesn’t feel light or heavy, it just feels right and the chassis is very communicative too.

Brakes and suspension:

The brakes do lack initial, but the ABS works well to keep matters safe in case you want to brake fast and hard. Ride quality is on the stiffer side and this isn’t a bike you would go gliding over bumps. The bike feels even stiffer than the Duke due to reduced suspension travel but the enhanced feedback from the steering makes the compromise in ride quality worth it. KTM has also channeled heat much better than the Duke, there is absolutely no heat on the rider’s legs, the Duke 390 doesn’t heat as much but whatever heat is generated; the rider feels it on his legs, not in the RC.

What you will like:

• Striking design
• Sharp handling
• Crazy fast motorcycle

What you won’t:

• Smaller fuel tank
• Pillion seat is not comfortable for long rides

Verdict:

·         The KTM RC 390 has been worth the wait as the motorcycle delights you with its sharp handling, crisp performance and attractive looks. The styling of the RC 390 is reason enough for many people to consider this bike as this motorcycle attracts a lot of attention on the road. Performance is scintillating and there is so much thrust on offer that you can continue to grin under your visor every time you take this bike on the highway. While it still isn’t the city slicker or touring friendly machine many expected, the RC 390 is a value for money sports bike which appeals massively to the heart.

Value for Money:

The KTM RC 390 is easily the best sports bike for the masses as the pricing is very attractive and performance is more than ample. If you are the kind who likes to ride on valley roads every weekend and highways on a daily basis, then this is the bike for you.

Thanks to Annop KT,chennai,India for sharing his experience of his new RC390, which lead us to make this whole review in perfect manner. We wish him more happy miles in his new ride.

TECHNICAL SPECIFICATIONS:

Regards,

Vinay ck

TVS APACHE RTR 180 - USER REVIEW

133kmph TVS Apache RTR 180 User Review by Vinay CK: My Racing DNA

Hi, I am Vinay from Bangalore. A pure automobile enthusiast by heart and Software engineer by profession. This review is very special for me since it is my first review about my first bike. I will try to keep it as simple as possible. The entire review is purely based on my own experience with my TVS Apache RTR 180.

My requirements:

·         Aggressive look

·         Good Handling

·         Light weight

·         Descent mileage – My College was about 13 km from my home. Total roundtrip = 30km. so my mileage criteria was 40-50 km per liter.

·         Budget was around 8Ok

Choice:

Frankly saying, there were no other bikes in the list other than Apache, the RTR series always stirred me up like none other. The perfect proportions, the unique color options, that wonderful instrument cluster, Beast Look - everything about it feels perfect and any other bike will leave me wanting for something that was present in the RTR. It was just me who was so used to the perfect RTR (personal opinion) that the other bikes felt pale in comparison.

Engine:

Heart of the matter and it is very strong. Very torquey for the city and high revving for the highways. Good balance of low, mid and high end torque. Never feels short of power. Yes, the vibrations are present but they are much much less compared to the RTR160. And again yes, the vibrations are present in the 4k-5.5k rpm when accelerating and from 6k-4.5k during deceleration. RTR which stand for “Racing Throttle Response” can be described as having a “Restless engine”. By “Restless” I mean to say always ready to race. TVS Apache RTR 180 is powered by a single-cylinder, 2-valve, 177cc engine producing 17.03 PS of power at 8500 RPM and 15.5 Nm of torque at 6500 RPM. Don’t expect a smooth or vibe free power delivery. It’s aggressive once you are above 6k rpm. You can hear its roaring.

Gearbox:

Rather than gearbox, I would like to call it gearshifts. Highly notchy in the first 1000kms with false neutrals, slight improvement in the next 1500kms, and by around 3500kms on the odo, either you are used to the amount of pressure required to shift or the gearbox would have bed in nicely.

Suspension and Tires:

The RTR 180 comes with telescopic forks in the front and inverted gas charged shock absorbers at the rear. Although the rear suspension is adjustable, it is more towards the hard side leading to slight discomfort when going over speed breakers or potholes.
Also, the stock tires aren’t exactly traction friendly and go a little off track under hard braking or insane cornering. So be careful while leaning as you might lose control and start fishtailing.

Ride quality and Comfort:

Now TVS advertises this bike as a racing bike which was evident from the front leaning aggressive riding position – the clip on handlebars give a good sense of control over the bike but when I started riding the bike for the first time, I did face some pain in the back. Now that I’m used to the seating position, I have no issues with the comfort at all. The seat is one of the best among all Indian bikes because every other person who has ridden pillion with me has always told me how comfortable and cushioned the stock seat is.

Handling:

The Apache owing to its weight and aerodynamic design is very stable & cross winds on highways don’t seem to affect it! The seating position provides a great control over the bike. The bike is well-balanced while cornering and enables you to carry a great amount of speed into & out of the corner, the pick-up of the bike is definitely an advantage!

Instrument Console:

The best I have come across so far, barring probably the Duke which has almost MFD like cars. But still I am not a fan of digital RPM meter. I like the way the digital Speedo and analog tacho are integrated on the RTR. The console shows digital Speedo, time, Odo, 2 Trip Meters, Top Speed, 0-60 timings. The cool blue back light of the console is soothing and looks good at night.

Fuel Efficiency:

This is thing that I love in my RTR, after performance and roaring ability. A 18o CC performance motor is not meant for returning high mileage. But I was amazed by its fuel efficiency. It is returning me about 45+ km/l always. Believe me, 45+ km per liter.

In a highway ride I almost got 51 km/l. In city 42-48. Average 45km/l. Don’t know if it is because, am shifting gears at right RPM. But if there is a pillion, mileage drop down to 38-42km/l. Anyway anything above 45 km/l for this performance is superb.

WHAT YOU WILL LIKE:

• Dc lightning system- In DC lighting, the lights are connected to the battery which gets the benefit of a constant intensity beam of light from the headlamps regardless of whether engine is at idle, at full throttle or off. This comes in handy while visiting rural area
• Large fuel tank -16 LITER FUEL TANK 
• Aggressive  and  sporty  looks  that  doesn't go overboard and look in-your-face
• Immaculate paint-job and eye-catching colors on offer throughout the Apache range
• Deep and sporty exhaust note that's sheer music to an enthusiast's ears (relatively)
•  Nimble racing-inspired handling and superb braking that tempts us to lean into corners
• A practical daily-commute that can easily combat a race-track over a weekend.

      WHAT YOU WON'T:

•          TVS Tires – Though they are reliable, they lack grip.
•          Notchy gearshift that takes some time getting used to.
•           Average fit and finish in some areas (like rear-view mirrors and seats)
  

      Modification:

      There are no modifications done by me. But planning to change the stock park lamps to white L.E.D.  Thinking of installing a K&N filter after few thousand kilometers.

       Verdict:

      A perfect VFM bike in the country. You are getting a lot of things under an 85k, which other bikes in that price range is not giving. Revs free engine. Accelerates faster (Racing Throttle Response). Smokes others out with just a twist in the Throttle! Only threats to this one are duke 200, pulsar 200ns and other higher bhp rides.

     OTHER SMALL BUT SIGNIFICANT THINGS:

      Though every other manufacturer uses LED tail lamps now, I still think TVS has done it the best. These lamps look terrific, especially when lit.

      The gold coating used in a few places (like this rear gas shocks) adds to the overall appeal of the bike.

     The petal discs, both at the front and the rear, look great.

      The switchgear feels robust and built to last.

     Though the engine fairing improves the looks of the bike, its a pain to maintain.

     Tank cowl on RTR series are one of the best designed on indian bikes.

 

 Stickiring on bike is well designed and Indian flag on the bike looks awesome.                                

l      

      Some Useful Tips:

•      Follow proper run-in period. It determines the life of bike.
•      Always wear helmet. Please remember being stylish is not so important than being Safe.
•      Maintain correct tire pressure. This plays major role in reducing vibration, mileage, tire life,acceleration and comfort.
•      Take good care of your bike. Spend some time in cleaning your bike.
•      Always warm-up your bike in the morning before taking rides. It’s simple and effective but most of us don’t follow or aware of it.
•      Check the engine oil quality and quantity periodically. It plays major role in keeping Engine and other mechanical systems healthier.

      Am concluding my review here guys, the only thing I can say about the bike is that" if you show true love and care it does give the same back to you". Photo credits- ME, My friend Abuzar and some random pictures by my other friends. RIDE SAFE, RIDE LONG!!

     

      Regards,

      Vinay Ck