The bike certainly helps in navigating off-roads better, however, the weight is daunting.

BHPian bhansali_hardik recently shared this with other enthusiasts.

Just back from a 600 km road trip again!

This time it was the interiors of Chickmagaluru and a few off-road trails. Also, for the highway/normal journey, I was 2 up and we did an average of 280 kms on each side in 5 hours including an hour's break!

My GoPro's J hook went bad when I was mounting it and there are no POV videos this time around!

However, there are just a few photos from the whole trip at the end of the off-road trail that I did!

I realised I'm a below-average off-road guy when it comes to this bike and its handling. Almost slipped out downhill but was able to salvage the position the suspension gave good feedback to pumping it back and was able to not fall!

The bike certainly helps in navigating off-roads better, however, the weight is daunting and I don't have any guards installed yet living on the edge eh?

The takeaway from this trip is:

1. Mile muncher
2. The pillion on this is much happier than the other bikes and this is running on stock seats as of now, on the return journey both of us felt a little discomfort towards the end and this might mean touring seats are on the card. (Pricing is ridiculous and a waste of resources! What do I do with my current seats? )
3. Suspension - A reason alone to buy this bike.
4. Highway my bike sat on 4.5k ~ 5.5k rpm and for 90 km/h and this was the sweet spot for me to minimise the vibes! (have 2100kms on the odo - the engine might still open up)
5. The wind blast is deafening on this and there are no good enough solutions for this yet!

Also, just a refresher for all the Bangaloreans to see something like this during this time of the year.

Check out BHPian comments for more insights and information.

Royal Enfield Himalayan 450 has all adventure motorcyclists excited. But here are some real world ownership experiences which will help you understand this bike better.

BHPian sinharishi recently shared this with other enthusiasts.

Did my first ever 300 kms trip on a 2-wheeler. Odometer has crossed 500 KMs, listing down some observations.

• The bike is top-heavy.

• 100 KMPH comes up at exact 5K rpm on the 6th gear.

• Bike is heavy. I took a short spin on a Duke Adv250, made me realise how heavy the himalayan is!

• Bad roads? Undulations? Love it how it rides, now wonder it is the USP of the bike.

• Headlights are pathetic.

• Brakes are good.

• The seat could have been more comfortable but it could be just me since this is my first 2-wheeler and I am still getting used to riding.

Today's ride: G.Noida-Ashram-Ballabgarh-Vrimdavan-YEW-G.Noida

Somewhere near Ballabgarh

Prem Mandir, Vrindavan

Just after toll @ Yammuna Expressway

Click here to read more BHPian insights and comments.

A Super Meteor 650 and Triumph Tiger 900 gave me company during the 8-day road trip.

BHPian rookieraj recently shared this with other enthusiasts.

Last weekend I completed a 3,000 km trip on my Himalayan 450 with two other friends who were riding a Super Meteor and a Tiger 900, respectively.

The itinerary I followed was:

Day 1: Nagpur - Akola - Jalgaon - Nashik - Trimbak

Day 2: Trimbak - Saptashrungi - Ahmednagar

Day 3: Ahmednagar - Pandharpur - Solapur

Day 4: Solapur - Tuljapur - Kolhapur

Day 5: Kolhapur - Panhala - Ganpatipule

Day 6: Ganpatipule - Murud (Dapoli) along the coastal road

Day 7: Murud - Dapoli - Mahad - Mahabaleshwar - Pune

Day 8: Pune - Ahmednagar - Aurangabad - Jalna - Akola - Nagpur

Here are my observations about the characteristics of the H450:

1. The suspension of the H450 is the standout feature of the bike. It takes every road imperfection with aplomb be it potholes, surface undulations or loose gravel. I have realised that over a long ride, you invariably have to negotiate stretches which are under construction or in a state of disrepair. It is over these stretches that you pat yourself for having chosen the H450. On good surfaces, the bike feels extremely planted and encourages you to go as fast as you can dare. Cornering on twisties is so much fun!
2. The perceived lack of torque in the lower revs is relative to what the rev-happy motor delivers in the medium and higher revs. I did not encounter any problems in this regard. The Super Meteor and the Tiger 900 would accelerate quicker after crossing an obstacle but I was always able to catch up and match their speeds. Negotiating slopes in the 1st or 2nd gear did not pose any problems at all. I did have to play with the clutch though. Gear changes in stop-and-go traffic are more frequent than some other bikes but it is not a major problem as the clutch is pretty light.
3. Vibrations are felt at the foot pegs (more on the left side) and the handle, more so when the motor is struggling to churn out power in the 4k - 5k zone. It was barely noticeable the second day onwards so I guess I had got used to it by then. I have installed grip puppies so that mitigate the handlebar vibrations to an extent.
4. Thank god for high-ankle/mid-shin riding boots. The engine heat does make its presence felt. The cooling fans, however, came on only when the bike was static for a couple of minutes.
5. The rear brakes bite hard. On a couple of occasions, the bike fishtailed when I applied the front and rear brakes simultaneously. Thereafter, I mostly used the front brakes which are progressive and get the job done even if they leave you with your heart in your mouth.
6. The stock seat is comfortable for long rides. I carry a petite pillion rider's weight over my ideal body weight and yet I could easily ride for two hours at a stretch.
7. The stock headlight only serves the purpose of being a DRL. Auxiliary lights are a must for riding during the dark hours.
8. During the fag-end of the trip I felt that down-shifting gears had become a tad hard. I need to double-check on this though.
9. The bike is top-heavy. I stand 6'3" tall so mounting, dismounting or manoeuvering it did not pose any major problem but I had to be careful. I did, however, manage to spill once at crawling speeds. I would rather get into shape to handle the bike rather than complain about its weight distribution.

Overall, the bike is a pleasure to ride over long distances while being forgiving of riders' errors. In my opinion, it fits the bill of being an ADV tourer better than any other bike in the 3-4 lakhs budget range.

I have barely finished one ride and I am already planning the next one.

Check out BHPian comments for more insights and information.

Increased width and length offer better wind protection.

BHPian khan_sultan recently shared this with other enthusiasts.

One of the big issues, for me, has been the wind blast on long rides. The windscreen on Himalayan 450 does not protect from windblasts in any manner even after a windscreen extender is installed and the wind-blast & wind-drone noise comes directly at the eyes & forehead level of the helmet.

Saw the "adventure windscreen" from RE but found that also to be a bit sub-optimal for my needs. Carbon racing windscreen claims to have better width & length for their windscreen and hence better wind protection.

Have got this installed and will be checking in the coming days on how it performs. Here are some pictures.

This is how the windscreen comes -- I opted for the smoked version (thought being that it would look good with the Hanle Black colour)

This is how it looks after installation. Simple enough job!

Carbon racing windscreen with the prospect extender.

Hopefully, this should cut out the wind-drone issue I have with the stock + extender setup

Check out BHPian comments for more insights and information.

I already own a BMW G 310 GS, RE Interceptor 650 and a Hero Xpulse 200.

BHPian nasirkaka recently shared this with other enthusiasts.

Just browsed through this thread and interesting to read various opinions and thoughts on the NX500.

It's been a while since I bought a new bike and the itch is growing. I had pinned my hopes on the Himalayan 450 but am not yet fully convinced about that bike. It is still very much under consideration but here comes the NX500 to make decisions messier.

BACKGROUND:

I have been riding a 310 GS (2018, 55k kms), an Interceptor 650 (2019, 30k kms) and an Xpulse 200.

1. 310GS is my daily workhorse and does fairly well on weekend rides as well which is a mix of highways, trails, some off-roading, etc. It served well and is still in very good shape, except for the typical single-cylinder issues or vibes, under-powered feeling, exhaust notes, etc. It does not sell in numbers, so the feeling of exclusivity is there. Also, the bike looks good in my eyes.
2. Interceptor 650 is my love rebound for a 650 twin post parting with my Versys 650 due to health reasons. It's a bike which I have modified a fair bit to make it versatile for relaxed long hours on the saddle, and some off-roading as well. But in the end, we can only achieve so much with mods.
3. Xpulse 200 was bought for weekend trails around town where one could try things off the road which one would not dare on heavier and expensive bikes. Xpulse has its limitations in single pot and unrefined engines, highway capabilities, etc.

I was looking at the Himalayan 450 as a possible replacement for the 310GS. With the NX500 in offering now, there is a line of thought which says sell the interceptor and the 310GS both and get the NX500. I guess the NX500 would be able to do what both these bikes offer.

USE CASE:

Most of my weekends are spent riding to places which offer trails, and off-roading opportunities. My riding involves biting more than I can chew and frequently results in dropping the bike or subjecting it to an environment where scratches, dents, bends, and damages are likely. This works with 'not so expensive' to maintain bikes like the GS, interceptor and Xpulse, but I may hesitate to go to such places on the expensive NX500.

But I also know that if I do get the NX500, I would be going to such places, dropping the bike on trails and slush, and am not sure how that will turn out to be.

DILEMMA:

• The 310GS will have a poor resale value (mine is the first batch, where it was much more expensive to begin with).
• Even with combined sales of these two bikes, I may still have to additionally put in more than half the amount of what the NX500 could cost on-road in Bangalore.
• Some basic assessors would be additional and those are again unreasonably expensive.
• At present, I have other financial commitments as well which means I am looking at a part loan in case I go with NX500. So it's the fight inside the head for a 'no brainier' Himalayan 450 vs the 'double the cost' of NX500.
• I have never owned a Honda before so not aware of their after-sales service, spare availability, costs etc.
• I like how the NX500 looks.

Looking forward to other members' thoughts on this tussle.

Here's what BHPian b16h22 had to say on the matter:

The H450 is the better pick for your use case. You have to consider the availability of spare parts along with the costs involved if you plan on taking the NX500 off-road regularly. If you manage to bend something like a handlebar or damage the bodywork on the trail, the CBU factor might be a drawback.

Check out BHPian comments for more insights and information.

Vibrations are aplenty. From the foot pegs to the handlebar to the seat. The vibrations especially kick in at 4.7k rpm and settle down at 5.7k rpm.

BHPian Nikhiloscage recently shared this with other enthusiasts.

1,000 Km Ownership Review

I completed 1000 Kms this week with a small trip to Chikamagalur after getting the first service done. I must have done around 60-70 kms in the city and the rest on the highway. Here are some of my thoughts about the bike till now.

Some Pics

The good

• Excellent on the highway. The H450 keeps going, munching miles like candy and before you know it you've reached your destination. It is well planted, can do high speeds consistently and is fairly comfortable while doing so. Someone aptly put the H450 as being built 80% for highways and 20% for the off-road bits
• Suspension is just Brilliant. You can ride much faster over bumps. Just need to make sure that you don't do that with a pillion!
• Pillion comfort is good. My wife has rarely felt comfortable as a pillion on a motorcycle. She finds the H450 acceptable enough to ditch the car. That is a win for me!
• Maneuverability even with the large 21 incher at the front is great. I could lean effortlessly at corners and did not feel overwhelmed by the weight. Responsiveness is a tad bit late and this is where the weight is felt
• Brakes are great. They work really well and the ABS didn't feel intrusive. No complaints here

The not-so-good

• Can need a little readjustment with riding style while in the city due to the lack of low-end torque. Can't take full advantage of being a motorcycle in slow-moving traffic due to the length and weight.
• Vibrations are aplenty. From the foot pegs to the handlebar to the seat. The vibrations especially kick in at 4.7k rpm and settle down at 5.7k rpm. I tended to avoid this rev range by riding at a lower gear or riding at lower/higher speeds. Again this requires a readjustment in riding style because now to cruise at 95-110 kmph, you need to drop a gear to stay in the higher revs. I do have the Route95 Air Comfort grips installed.
• The seat is decent. I did face two challenges with it. First, I kept sliding forward while braking moderately hard at the 825mm seat height, will try the 845 mm seat height to see if this feels better. Second, the vibrations get through the seat and make it a little uncomfortable for longer distances. I was saddling every few 10s of kms to get some blood back to the butt and that helped a lot.
• Mirrors are useless at high speeds. It is just a shaky mess and makes you feel like watching a 144p video on a 4k screen. That's why RE has the touring mirrors option at the high price of ~Rs 6,850. They know the standard ones are useless and anyone who wants to tour will have to replace them!
• I still have not been able to connect to my Google Pixel. This is a major problem for me as I am stuck between getting a phone holder and waiting for the update to fix this issue.

Overall, I have enjoyed these 1000kms with the H450. I love riding it even with all the shortcomings. Luckily, I have not faced any mechanical issues. I am looking forward to lot more rides on this beast!

Read BHPian comments for more insights and information.

I can afford to run a machine that gives above 20kmpl, is priced under 4.5L (don't want to finance the purchase) and should be serviced under 10k per year on an average.

BHPian kedar3223 recently shared this with other enthusiasts.

A short background - I've been riding 2 wheelers for around a decade now. I currently ride a 150cc commuter that does the duty as my ride to office (about 50kms to and fro, on narrow countryside roads) and doubles up as my weekend warrior. Apart from the daily commute, my bike sees monsoon rides to waterfalls (with some last mile trails), weekend hangouts on the outskirts and a few (3-4 per year) 1000-1500km tours spread over 4 5 days.

Need for upgrade - my current bike is close to a decade old. It has been a great companion but I have outgrown it in terms of my capabilities with what's on offer. The bike continues to be fuss free for my commutes but is found lacking during the tours and joy rides. It's time for an upgrade/2nd bike.

About me - I'm 170cm tall, around 65kg. I would term myself as a enthusiastic but defensive rider. I value a bike that has good suspension, braking and something that can do 7/10 8/10 of its performance limit all day long. I find myself doing highway cruise at around 100-120kmph and sparsely populated village roads at 70 kmph. Off roading for me takes a lot of concentration and I'm usually borderline scared.

Limitations - Tall motorcycles are a bit difficult for me to handle in parking/tricky off-road/bumper to bumper traffic scenarios. Never really got an opportunity to ride a tall bike for extended amount of time and scenarios to see if I'm able to adjust myself. This has resulted in me not wanting to get a tall bike for daily commutes.

Financial situation - I can afford to run a machine that gives above 20kmpl, is priced under 4.5L (don't want to finance the purchase) and should be serviced under 10k per year on an average. Time wise, I would prefer annual or bi annual service schedules (I would be doing around 1300-1500kms a month)

What I would love to do motorcycling wise in the near future:

• Tour in relatively more comfort and with better safety.
• Learn a bit of off-road riding techniques.
• Tour/commute with a significant other in a year or so.

Bikes I've test ridden/are being considered:

Naked/roadsters

1. Ktm Duke 250.
2. Ktm Duke 390.
3. Triumph Speed 400.
4. Upcoming RE roadster 450

Scrambler / ADV

1. Ktm adventure x/std.
2. 2025 adventure 390.
3. Triumph scrambler 400x
4. RE Himalayan 450
5. Xpulse 200 4v.

I have a few permutations that I can go for:

1. Keep my 150cc as my commuter and get a tall ADV/scrambler bike to learn/tour. If it works awesome, else I would have to take a hit and sell off the bike.
2. Keep my 150cc as commuter and hone my skills on a xpulse 200 4v. Upgrade to a single bike after 2 years as per the outcome. Though this seems logical, it also means that I'm stuck with low powered machines for a long time.
3. Sell my bike, buy a naked/roadster (Duke 390) and be done with it. Keep the thinking to another day.
4. Sell my bike, buy a naked/roadster (Duke 250/speed 400) under 3L and get a used xpulse/411 to learn off road riding.
5. Sell my bike, buy a naked/roadster (Duke 250/390/speed) and get 2nd ADV / scrambler a few years later if need be. Not sure if the off road 'keeda' will survive till then.

My impressions of the bikes:

• KTM Duke 250- lovely machine, constant and minute buzz but no harshness. Chassis, brakes and tires were excellent. Suspension was firm but pliant, crashing only on sharpest of bumps. Loved the size and where my head is placed relative to the front of the bike. Excellent quick shifter. A little lacking while climbing slopes when in a gear too high. Cruises well at 100-110, 120 too is nice and smooth but the engine note makes it presence felt.
• KTM Duke 390- very buzzy at lower rpms. Did not like the asthmatic sort of sensation around 3-4k rpm before it wakes up. Mad, ballistic and superlative beyond that. Goes like a sting, cruises effortlessly till 130(max i dared check). Suspension adjustability had a good range. Not a fan of the color scheme mostly the orange wheels(can live with it though). Quickshifter didn't work smoothly the first time and had failed completely on the latest test ride. Is this a know issue?
• Triumph Speed 400- felt similar to d250 only faster and way more torquey. The d250 had constant mild buzz but the speed is buttery smooth at low/mid revs but felt harsh at higher revs. Loved the heft and build finish. Looks classy but a little meh, but I guess it would age the best. Missed the quickshifter.
• Upcoming RE roadster 450- unknown

Scrambler/ADV

• Ktm adventure x/std- tall, I'm on my tippy toes. Engine woke up only after 5k rpm. Quickshifter was not working well. Loved the riding stance and space. I guess it's a no brainer for 2 up touring. Plus point is the light weight. But then given that the Duke's have just 1.5cm less gc and 2cm less suspension travel, this didn't feel like a sensible choice.
• 2025 Adventure 390- expecting great things from this after tasting the d390.
• Triumph Scrambler 400x- I'm on the balls of my feet. A speed that felt little cumbersome but more rugged. Great riding stance and presence. This felt like the most well rounded single bike to own. But then again, given that the GC and suspension travel is similar to the Duke's, not sure if the compromise is worth the supposed gain in off road ability.
• RE Himalayan 450- leaning tower of Pisa. Was a shocker when I tried to nonchalantly lift the bike off the side stand. Didn't get a good enough test ride to form an opinion. Engine felt very KTMish but would get above the 4th gear during the test ride.
• Xpulse 200 4v- felt like I could learn a thing or 2 on this. Great suspension, if not for the tube tire would have been my choice of commuter as well.

Queries:

• For someone who likes to keep his bike/car for long, does it make sense to compromise on getting the best available naked/roadster(outright equipment and performance-duke390) to get a slightly compromised but equally capable bike (Duke 250/speed400) to accommodate a used xpulse within the budget?
• Considering touring, what kind of difference can I expect between a 400cc naked/street naked vs an ADV / scrambler? Can street bikes be accessories with windshield and luggage racks to make them equally capable?
• Most importantly, am I fantasising off road riding and advs? Is the 2cm extra gc on scrambler/current adv390 worth the hassle? Only the xpulse and Himalayan have 200+ gc with the xpulse being manageable. The Himalayan with the stock seat felt very top heavy. Not sure how much mud bashing I would do on a 4L 200kg machine.
• As per current test rides, I love the way the 250 duke and speed 400 felt over the Duke 390. It was mostly to do with the low end fueling. Is this due to my lack of experience? Going by popular mantra, will I outgrow these linearly performing bikes and yearn for a duke 390 a year or two down the line?
• Anyone who's ridden the Duke 250, Duke 390 and Speed 400 extensively, what's your take?

Here's what BHPian ajay0612 had to say on the matter:

As an all rounder bike, my suggestion would be Speed 400 or 400x (it should not feel too tall to you).

As they cost less than KTMs and are not as edgy, they will age well and you can spend the savings on quality accessories (tail rack, top box, fly screen, tank bag, rechargeable pump, paddock stand, etc.) and safety equipment.
It does most things what KTM 390 can do, but in a tad mellower and relaxed manner. Why spend more on a depreciating asset?

Personally I own Speed 400 and enjoying every moment with it.

Here's what BHPian shancz had to say on the matter:

The 250 Duke is an outlier, a Duke unlike the Duke. KTM should disown it and paint it black  On a serious note its an excellent motorcycle across.

With recent updates I would either go with the 400X or the 250 Duke as a single bike garage. Check MotorInc's YouTube channel for related videos.

Here's what BHPian Harikrishnan_13 had to say on the matter:

There is always a great bike being launched in the next quarter. So I would recommend not waiting for the purchase but going in with what is available in the market. The only exception to this is when we KNOW for a fact that something great is being launched at our price point within one or two months.

With your criteria I would recommend a test ride of the Himalayan 450. Duke 250 is a sweet bike but 390 as it stands is really aggressive and may not make a great commuter. Speed400 and scrambler 400 are both brilliant fit and finish wise and would also be good city bikes.

Lastly, I would always recommend single bike ownership instead of multiple bikes unless you are having a litre class or atleast a 650+ cc bike since they make rather poor commuters. Simple reason is the cost of ownership (insurance, service cost, parts cost all double) and the fact that most of us don't put too many miles on our odo even with a single bike, so splitting them between two machines doesn't really make much sense.

Here's what BHPian pv5 had to say on the matter:

As for the vibrations in speed 400, may be others can vouch for it as well, it melts away beyond 120, may be it is the wind etc. YMMV. It makes for a great 80-100 bike, with enough juice in 6th gear to make a spritely overtakes at 120/130.

Its a great package for daily commute and weekend breakfast rides or for doing a night ride on bypass roads & outer ring roads.

Since you are looking for some oomph factor & also there is enough bandwidth w.r.t. pricing, why not look at a few exotic twin cylinders(Kawasaki, Yamaha & Aprilia) and then take a call? You can go for used if you are very keen on the number or save up in the next few months and buy the bike you really enjoy.

As many will attest, the anticipation & delayed gratification is one of the best feeling you can get & will make you enjoy the bike even more.

Read BHPian comments for more insights and information.

Royal Enfield has done a great job with the weight distribution. I really couldn’t tell this was a 196 kg motorcycle at any point.

BHPian rahulcmoulee recently shared this with other enthusiasts.

Finally got a test ride of the new Himalayan 450 albeit a very short one on city roads. Here are some observations from a Meteor 350 owner's perspective:

Seat and Ergos

Being used to the 765mm seat height of the Meteor, I expected to face some difficulty getting my feet down. But surprisingly even with the seat set to the tallest height, I could easily get both my feet flat on the ground. The seat itself is very comfortable and I could see it remaining that way for long durations. The Ergos were also very comfortable. Spacious seat with room to move around, legs didn't feel cramped, Body was nice and upright, bar was nice and wide with good leverage. The standing ergos were pretty good too. The only thing I would change would be to get some handlebar raisers as I felt the bars were just a tad bit too low for my personal preference.

Engine

This was the aspect where the bike felt most un-RE-like. The bottom end is quite dull and I even ended up stalling the first time I tried setting off. Being used to the tractor-like torque from the J series engine, this was the area that needed me to retune the way I ride. But once I got used to it, it was a pleasant engine to ride at city speeds under the 4000rpm mark. Go past the 4k mark and the bike comes alive and pulls in one clean sweep till the redline. Performance is super strong and this will be more than adequate for touring in India. I managed to get upto 90kmph in 5th gear and there was only a mild buzz in the pegs and bar. Nothing that would be cause for concern.

Suspension

The absolute highlight of the bike for me. This suspension is just set up to perfection for Indian conditions. Small-medium size bumps are barely felt and the bike just glides over them effortlessly without any need to even think of slowing down. The larger potholes are also dealt with utmost composure and confidence. Barely felt the need to stand up over Bangalore’s potholed roads.

Weight

On paper, the Himalayan seems like a heavy bike compared to its chief rivals but apart from when I had to put it on the center stand, I really couldn’t tell this was a 196kg bike at any point. The weight is distributed well and the bike is very well-balanced. Once on the move, the weight is excellently masked and I could thread through traffic surprisingly easily.

So to sum up, in my opinion, the Himalayan makes for a very very good one-bike garage option. Priced well for what it offers, I think this is the perfect bike for Indian conditions. As per Teknik Motors Bellandur, some colours (I think Slate Poppy Blue and Slate Himalayan Salt) are readily available. Other colours will take up to 4 months to deliver. I can definitely see one of these in Slate Himalayan Salt making its way into my garage in the future. For now, I still have some memories to make with my Meteor.

Check out BHPian comments for more insights and information.

The Himalayan 450 might not exclude the same mountain-taming agility as the OG Himalayan, but it is the king of the highway.

BHPian Sebring recently shared this with other enthusiasts.

After immersing myself in a few days of riding with the HIMALAYAN, my satisfaction is met. The disconcerting buzz, vibrations, and heat that were perceptible on the test drive bike with over 5000 kilometres on the odometer are conspicuously absent on my unit.

It speaks volumes about the refinement and engineering prowess of this machine. However, it's imperative to acknowledge that this motorcycle isn't tailored for urban commutes. Maneuvering through the cityscape proves to be a challenging task, given its limited agility and a certain hesitance in navigating through narrow gaps. Unlike its predecessor, the original Himalayan, a stalwart 'mountain goat' renowned for its off-road prowess, the bike takes a different stance. It doesn't exude the same mountain-taming agility that the OG Himalayan effortlessly offered during my previous ownership.

In essence, while the new Himalayan triumphs in mitigating the unwarranted discomforts encountered in the test ride, its urban utility remains somewhat compromised. Its true essence, it seems, lies beyond the confines of city streets, beckoning towards terrains where its capabilities can truly shine. In conclusion, this is no 'mountain goat' unlike the OG Himalayan.

The New Himalayan is KING of the HIGHWAY!

Check out BHPian comments for more insights and information.

The best and worst tank-to-tank fuel efficiency in 5 refills is 33.4 km/l to 28.1 km/l.

BHPian techfreak recently shared this with other enthusiasts.

A small recap of my sudden ride from Jaipur to Bhubaneswar. Due to some exigency, I had to ride home and of course, chose the Himalayan 450 as my ride. Just out of first service she was all set. I had already installed the rally protection kit, radiator guard & all-important aux light (more on it later). Also installed my Givi top box in a hurry.

Started from Jaipur at 5.30 am with the temperature hovering at about 7-8 degrees. My RE waterproof gloves tried their best to fight the cold but my fingers were still freezing (missed the Barkbusters for the wind protection - the same gloves in Spiti and leg rides were fine). The Rynox Storm Evo jacket and trousers along with thermal inners were kind of OK, but a wind cheater would have been welcome. All through the day till Katni, the temperature remained below 10 degrees.

Now coming to the bike - it performed flawlessly. As already brought out by everyone, there is nothing below 3-3,500 rpm in lower gears (read all gears other than 1st), but cross 4-4,500 and voila, she changes character! Absolute fun - overtaking is a breeze.

Another observation - don't bother to use 6th gear below 4,500 rpm or below 80 km/h. The bike becomes almost dead.

The best part undeniably & without question is the suspension. Bad broken patches of roads are like non-existent. When every other vehicle slows down, this thing simply flies without a care in the world. Simply awesome! Buy this bike just for the suspension if nothing else.

Now coming to the light. The stock light is crap unless you are alone on a dark road, which is not possible in the real world.

I have installed a Baja Squadron Pro light with 4 levels of intensity control set at 20%, 40%, 70% & 100% respectively. 10% is the default & comes on every time the bike is started. The rest can be selected as required. In the thick early morning fog, they were my saviours (not using any yellow filter or else they would be more effective). Unlike other aux lights, there was a focused beam from the top two LEDs and a wide swathe of light from the lower two LEDS illuminating from close to the bike to about 150-250 m ahead where I could see even a dog moving at the farthest. I would say paisa vasool.

Now my other bike and Thar both have Maddog Alpha installed. While Alphas are equally bright where they lose out is beam focus, while Baja simply excels. Another factor is the light's colour temperature. At 5600-5700 Kelvin, Maddog is more vibrant, while Baja at 5000 Kelvin is more soothing to the eyes as well as better in smoke/dust/light fog.

The stock horn was very feeble. So I installed Denali Soundbomb Mini horns and they were excellent at dissipating traffic when used - some perverse pleasure. One must use them responsibly. They are insanely loud & confusing.

The stock windscreen, while good till about 80-90 km/h, is almost of no use at higher speeds. It also allows a lot of insects to hit on the visor. I feel a taller windscreen will be better.

For luggage, I am using my Rynox stormproof duffle bag (5-year-old) with 2 Decathlon bungee cords in a tied criss-cross pattern and it is holding great. The top box is empty less my spare gloves, water bottle and cleaning cloth. I need to install a pannier rack so that I get the Dirtsack Core 30 panniers.

Yes, the tank range is consistently 400-430 km however you ride. The best and worst tank-to-tank mileage in 5 refills is 33.4 km/l to 28.1 km/l.

Overall, I am super happy with the purchase. Serves my purpose of a touring bike to a tee.

Finally, a snap with the best makeup one can give the Himalayan:

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