This made me conclude that biking is not for me. I’ll stick to driving my car. I get why bikers like it — it’s really fun when the roads and weather are impeccable.

BHPian SerArthurDayne recently shared this with other enthusiasts:

I had recently been pondering getting a big bike in the 400cc+ bracket, but I wasn’t sure if I would actually enjoy it. I’ve used smaller bikes for shorter distances and wanted to upgrade. After seeing many bikers talk highly about their serial riding experiences, I decided to try it out.

Instead of directly buying a bike, I thought of renting one for a day to experience it and see if I was cut out for it. I got the new Royal Enfield Himalayan. Great bike — I loved how it surges ahead whenever I want. I did a Mumbai to Lonavala and back trip. Rode through some very scenic routes and twisties, but mostly along the highway.

I had a lot of fun in the first half of the journey when the weather was very pleasant. But during the second half of the day, on the return journey, things started going south.

I mostly commute by car and have done the Mumbai–Lonavala route countless times in all sorts of weather and traffic conditions. But never has the journey felt as unbearable as it did today. The comfort of a car is simply unmatched. You can cover miles very efficiently in a car.

Being exposed to dust, smoke, and scorching heat made the ride extremely uncomfortable. I’ve done 800 km in a day in my car, but I’ve never felt as tired as I did after just 200 km on this bike.

This made me conclude that biking is not for me. I’ll stick to driving my car. I get why bikers like it — it’s really fun when the roads and weather are impeccable. But that’s just 10% of the use case. For the remaining 90%, I think I’ll suffer on a bike.

Maybe I’ll do short trips on rented bikes in good weather, but that’s it for now.

Check out BHPian comments for more insights and information.

I have had handlebar risers on all my previous motorcycles but not on the Royal Enfield Himalayan 450.

BHPian sreejithsin recently shared this with other enthusiasts:

My Himalayan Story - 6 months of user experience, 5000+ KM Covered

I always fancied having an adventure motorcycle, ever since I saw the very first version of the Himalayan. I waited too long for that 'perfect' ADV, perfect in quality, price and comfort. This is not to say that the H450 is the perfect ADV. It was about the time during which I owned other motorcycles - a Bullet Electra, an Interceptor, a CB350 (still have) and an XPulse. This is just to let you know my background since my ownership experience will be biased by the characteristics of my previous motorcycles - the vibrations of a UCE bullet, the smoothness of the 650 twin albeit its uncomfortable riding posture, the easiness of doing off roads on an XPulse and the gentleman motorcycle - the CB350 - gentle in engine, clutch, handling, fuel and everything else.

Why did I choose the new Himalayan?

I was using the CB350 for long rides and XPulse for short rides and trails. I mainly wanted a bigger (in size and performance) motorcycle for touring. Like many, I too waited for Honda to relaunch their 500X. When NX500 launched I paid the booking amount without thinking much. Then, a friend convinced me to book the new Himalayan too. I made the booking on Dec 31, 2023, just in time to get price protection (RE increased H450 pricing by around 10-15k for all models starting Jan 2024).

Test Ride Experience

I test rode the motorcycle from 2 different showrooms. Both bikes had different characters. The first one was reasonably good, but the second one had more pronounced vibrations and engine roughness which led me to believe that it is not for me. Reviews from initial batches were also mixed. This was the time after the initial media hype, when first batch owners painted the real picture. What I gathered from these reviews and test rides were that:

• The engine was not so smooth, it had clatter, the note was not music
• There were vibrations in the seat and pegs
• Engine had heating

What made the difference for me, is when I decided to rent the motorcycle for a day. The motorcycle which I got was well maintained, having done only around 3000 kms. It was a different experience from the showroom test rides. I would like to state here that the experience of riding my own Himalayan is two levels above even the rented motorcycle. Has RE changed anything in between, or maybe it is due to how the bike is maintained and run in.

-The rented Hanle Black from Royal Brothers-

Regarding NX

I decided to cancel my booking on NX, I am not sure if this was the right decision, but I had my reasons, which were

• Price, almost 8L on road with basic accessories
• It was not E20 compliant - though the dealer and others have vouched that Honda has over-engineered it for 20% ethanol, I decided to believe the owner's manual of the test ride bike at the showroom. If I was buying NX, it would be to keep it for a very long time and I didn't feel comfortable regarding this aspect.
• The value proposition which Himalayan offered.
• Legs felt a bit cramped due to more rear-set pegs compared to H450.

Delivery

I had booked for Hanle Black, but decided to change it to Kaza Brown to save some money - which I could use on accessories. The only thing the bike lacked for me at that point in time was tubeless tires. So I took delivery of my 3rd RE motorcycle in June 2024.

-Running in around coastal Kochi-

Mods

• Installed the crash bar, radiator guard and saddle stays from the showroom before taking delivery
• The new Himalayan really leans on the side stand. So fixed a side stand extender by Zana, which also reduces the lean by a small bit.
• There was quite an amount of wind blast, so instead of going for a touring windscreen, bought and installed the pro-spec windshield extender for Himalayan. Easy installation and does a good job for me (and my speeds). Importantly, it does not make things worse.

• The tank of the Kaza Brown model is a blank canvas. Installed grip-on tank pads which look good and also work well for knee grip on the tank.

• There were vibrations on the handlebar and installing the grip puppies made a world of difference. I do not feel them anymore. Definitely recommended if you face numb fingers after hours of ride. The only negative is that it increases the diameter of the handlebar grip (which in stock condition itself is bigger than normal I guess). So, if you have small palms, this may not be comfortable to grip. For the same reason, you won't be able to install a throttle assist / hand rest after installing grip puppies.

• Barkbusters knuckle guard.
• For permanent storage on the bike, I have installed Carbonado modpack 5L tail bag (looks nice, but not sure about long-term quality - no issues till now) and frame bags from RiderZone.

Likes

1. The posture. I am 6ft tall and for me the posture which the h450 offers is outstanding. The legs are relaxed (not too much committed). The handlebar is also positioned nicely. I have had handlebar risers on all previous motorcycles - but not on the Himalayan 450. I have tilted the handlebar for my liking and that is it.
2. There is no issue of heating especially when you are wearing riding gear. I do not use this for commuting, I would not rate it high for commuting either - though it is definitely doable without much hassle
3. The clutch. I was spoiled by the light clutch on the Honda. I used to get pain in my palms while riding long time on my Interceptor. I have also heard that the 411 had a heavy clutch. But the 450 clutch is comfortable for me. I would rate it medium-soft.
4. Ride by wire throttle.
5. Seat height adjustment - It's easy to change the setting as per your liking, I am happy with the lower seat setting, but this option is nice to have.
6. Display. When the initial images and videos came out, I was not a big fan of the cockpit view. The circular display did not appeal to me. I wanted it rectangular. But after 4 months, I love how the console looks. The pod display has some problems associated with the joystick, especially during rains, but definitely this is one of the highlights of this motorcycle. The map which can be cast on this display is very good, but unfortunately not usable since the phone display has to be ON all the time.
7. Suspension, Brakes, Gearbox
8. Mileage - the console shows average mileage of around 34-35 kmpl.
9. I do like how the engine sounds, it's a bit noisy, but no clatter as of now, I hope it stays the same. And it is reasonably refined for my usage.
10. Tubeless spokes. Booked on day 1 of launch. Great value addition to the bike for the stellar price at which it is offered.

Dislikes

1. I wish the handlebar grip was smaller
2. I wish the console google-map was usable without the phone display being ON all the time
3. I wish the lean angle of side stand was not that much
4. The joystick is not very responsive. I might have to get it replaced down the line. And sometimes the console sort of receives ghost inputs - all this happened during monsoon time. Even now, a simple task like resetting the trip meter is a hassle, with multiple fiddling of the joystick to make the correct selection.

Problems faced

Fuel sensor issue - wrote about this in detail in this thread.

Check out BHPian comments for more insights and information.

I am glad I took this route as I was able to reach my destination riding my Royal Enfield, without drama in under 11 hours.

BHPian anurag344 recently shared this with other enthusiasts:

I did Bangalore to Anjuna yesterday on my Himalayan 450. Started at 4:30 AM and reached at 3:15 PM. This is the route I took

• Tumkur road - Benefit of an early morning start is that there was sparse traffic and I could get out of the city soon
• Hiriyur - Stopped at Spoorthi Veg delicacy for breakfast around 6:50AM. Opens early (unlike others on the route) and has clean bathrooms, polite staff and decent food.
• Hubli Dharwad - Weather turned warm and I could feel the hot winds. This stretch needs frequent overtaking but that is easier on a motorcycle.
• Belagavi - I entered the city since this would have been the last option for a hygienic meal and reached McDonald's Nehru Nagar at around 11:20 AM. Good parking and perhaps the nicest McDonald's I have been to.
• Chorla ghat - Roads leading out of Belagavi have a lot of signals and speed breakers but the ghat roads had fresh tarmac. One has to be mindful of speeding buses and cars from the opposite side on corners and I rode at slower speeds here. Best part, not much truck traffic so it's fairly smooth-flowing traffic.
• Mapusa Bicholim road - The end stretch took around 1.5 hours through narrow dusty roads and the bike indicated a temperature of around 39 Celsius. I had to take frequent stops to hydrate.

I am glad I took this route as I could reach my destination without drama in under 11 hours.

In the past, I have been stuck on both the Anmod and Yellapur routes because of truck breakdowns so I vehemently avoid taking these routes.

It isn't nice to be fully geared up with the sun beating down upon you in the middle of nowhere. Big thanks to @AshKamath for his route updates.

Check out BHPian comments for more insights and information.

The bike does look good with these wheels. In my opinion, the most VFM accessory by RE for the H450!

BHPian khan_sultan recently shared this with other enthusiasts:

Finally got these installed. The dealer systems & the online ordering and tracking info are of level 0 and one can just hope and pray that dealers inform you once these arrive. It seems that these had arrived a week ago, but dealer staff took its own sweet time to inform customers.

The big carton box of the wheels

The front wheel

The rear one

One by one they were taken to a nearby tyre shop and the tyres replaced from old one to new one using a proper machine.

Fitting being done

And finally glad that these are done with now! The bike does look good with these wheels. In my opinion, the most VFM accessory by RE for the H450!

Check out BHPian comments for more insights and information.

My StormTrooper 450, in the flesh. It was surreal, seeing the bike I configured on an iPad barely a couple of weeks ago standing before my eyes.

BHPian Turbojc recently shared this with other enthusiasts:

17 Oct ‘24 was an evening to remember. I ended my year-long hiatus from motorcycling by bringing home one of my dream motorcycles – a Royal Enfield Himalayan 450 with tubeless spoke wheels. Here’s a brief account about my history on two wheels, what prompted me to buy a new motorcycle, and why I ended up buying the Himalayan over all the other options in the burgeoning 400 - 500cc class.

Kinetic Kick-off:

I started my journey on two wheels in 2008 on a hand me down Kinetic Honda DX. It belonged to my sister, and it was a rattle trap. But it was a hoot to scoot around the city on, and I experienced some of my most memorable moments aboard it. As troublesome as it was, it holds a special place in my heart.

Activa Activities:

Next up came my Honda Activa 2G in 2009, which was officially my first new two-wheeler. I was in college then, and my parents were vehemently against getting me a motorcycle, so I had to settle for this instead. While it wasn’t the most exciting thing to ride, it was practical, it got me around town quickly, and it was so much more reliable than the Kinetic. The Activa saw me through my four years in college, and was along with me for some of the best times of my life.

Of course, being an automotive enthusiast, the itch to own a motorcycle only got stronger every passing year. I spent four years scratching it by riding my friends’ motorcycles and going out on test rides. Finally, just before my graduation, I was able to convince my parents to get me one. And what a motorcycle it was - the KTM Duke 200.

KTM Chaos:

Back then, KTM was a hallowed brand among enthusiasts, known for their mad designs and equally bonkers performance. And when I got wind that we’d get to experience a slice of that insanity at a relatively affordable price, I immediately grabbed that opportunity. A bright orange Austrian came home on June 7th, 2012.

The Duke 200 was a revelation. I got to experience exhilarating performance, telepathic handling, and top-notch build quality for the first time. It put into perspective all the adjectives penned by motoring journalists in all the auto magazines I had consumed till then.

I had a ball owning the Duke 200. I thoroughly enjoyed the addictive rush of acceleration, the even torque spread which meant you could cruise at 40 in 6th gear, and the brakes that helped you shed speed in a jiffy. The Duke helped me learn a lot about the basics of motorcycling, all while having a ton of fun. I went on numerous rides on it with my friends, making memories that will last a lifetime.

However, it wasn’t all smooth sailing. Being from among first batches of production, the Duke was constantly plagued by numerous electrical gremlins. Moreover, I found the suspension to be way too stiff for me for everyday use. So in 2016, after four years of ownership, I passed the Duke on to a friend.

Access granted with Gusto:

Two scooters came home in 2016 – a Suzuki Access 125, and a Mahindra Gusto. We bought the Access for use in Coimbatore when I moved there for my Master’s, and I won the Gusto (2nd place in the 2015 Mahindra AQ ).

Both were sweethearts – the Access was quite fast and fun for a scooter, whereas the Gusto was butter smooth to ride around in the city. However, that itch to ride a motorcycle remained. I kicked myself for selling the Duke while being in a city like Coimbatore, which boasts of some wonderful roads and destinations to ride to less than half a day away. But there wasn’t much I could do. I had to wait till I could get a job and save up for my next motorcycle.

Almost Intercepted:

Cut to Nov 2019. I was back in Chennai. I had settled into a job and saved up some cash. Among the choices back then, the Interceptor 650 stood out with its fantastic power-to-price ratio. Multiple test-rides later, the heady rush of torque and the glorious parallel-twin growl convinced me that it was my next motorcycle, so I booked one. However, the fact that a 47 bhp motorcycle capable of speeds in excess of 150 kmph had tube tyres lingered in the back of my head. While tube tyre punctures are a nightmare to deal with, my main concern was the rapid loss of air, and consequently control of the motorcycle. I already had one bad experience on my Kinetic Honda, where I almost dropped the scooter when the rear tyre deflated suddenly at speed. I didn’t want a redux of that on a much faster motorcycle. And so, I promptly cancelled my booking for the Interceptor 650, with the intention of getting one in case they offered tubeless alloy wheels. That of course never materialized until much later.

And then COVID-19 struck, putting all my motorcycle plans on hold.

The Royal H’ness:

In late 2020, as things were inching back into the new normal, Honda pulled a cat out of the bag in the form of the H’ness CB350. At that point, I just wanted a comfortable commuter motorcycle with enough power and torque to cruise at highway speeds effortlessly, and the CB350 seemed to fit the bill. So, in March 2021, I bought one.

I was back on a motorcycle after nearly five years, so I was revelling in its all its positive aspects. The CB350 was reasonably quick. It had a featherlight clutch which was a boon in city traffic. It offered a plush ride, yet it felt stable at highway speeds. It sounded great too. I used it for my daily commute to work, as well as the occasional early morning ride and late-night runs in and around the city to clear my mind. Thanks to its minimalist clean slate design, I also thoroughly enjoyed accessorizing the CB to my taste.

However, as I piled on the kilometres, a few things became very evident. The CB350 felt… boring. It looked appealing, but it never really excited me while riding. Of course, it wasn’t meant to set speed records, but it didn’t feel special, like how my Duke 200 did. The motor had a narrow powerband, and the terribly spaced gears only made matters worse. It was neither conducive to calm low-speed cruising or for spirited riding. At that point, I had shifted homes, which lengthened my daily commute. I was more comfortable covering that distance by car, so the CB was hardly being ridden. I then decided to part with it, and I sold it to a gentleman in November 2023. I had no plan to replace it. In fact, I was under the intention that I was pretty much done with motorcycles.

Or so I thought. Oh, how wrong I was.

FOMO Strikes, Hard:

Motorcycling isn’t all as glamourous as it is usually portrayed. In fact, it is a sweaty and arduous ordeal, especially in a hot and dusty climate like ours. However, as cliched as it may sound, once you get a taste of that fun, freedom, and fraternity that motorcycling enables, you’ll always keep longing for more. Gearing up and setting out for a ride at the crack of dawn. Being enveloped by the cold wind while riding on winter morning. Cruising along a twisty back road lined by greenery. That hot shower followed by a sumptuous dinner after a long, gruelling ride. I started to miss these addictive experiences. I still regret not riding as much as I could have in my 20s. I didn't want to hold the same regret in my 40s as well.

My craving to be back on two wheels began to resurface, and it kept getting stronger every passing day. My wife bore the brunt of my constant chatter about getting a new motorcycle. Finally, she caved in one day and gave me the green light to buy one. And so, the hunt began !

Zeroing in on my next steed:

I started the hunt for my next motorcycle in March 2024. I considered practically every option in the sub ₹6 lakhs price bracket. However, only a few bikes appealed to me. This included the Royal Enfield Himalayan 450, the Triumph Scrambler 400X, the BMW G310 GS, the Aprilia RS457, and the Royal Enfield Continental GT 650. As much as I wanted to pick a sport bike, I needed to choose something with more dimension, given that it would be the only motorcycle in the garage. A Swiss knife of sorts. So, the RS457 and the Continental GT were out of contention faster than their respective 0-100 times. As for the 310 GS, the price tag simply didn't make sense for the performance on offer, so it was dropped as well. This left me with the Himalayan 450 and the Scrambler 400X.

The Triumph Scrambler 400X:

I test rode both bikes back-to-back. The exceptional level of fit-and-finish on the Scrambler 400X was quite the draw. And it looked handsome to boot! The tall seat height made it feel like a bigger bike than the Speed 400. The 400X felt light and sprightly on the go. While the gearbox felt a tad notchy, the engine made up for it with its punchy performance. The ride quality felt plush, and the suspension soaked up bad patches admirably. The brakes were disappointing though, with insufficient feel and bite to stop the bike on a dime. I didn’t like the instrument cluster either – an analogue speedo with a digital tacho made it difficult to gauge both the speed and the revs at a glance. It would have been much better the other way around. Overall, the Scrambler 400X came across as a pretty capable machine, but somehow it didn't tug at my heartstrings.

The Royal Enfield Himalayan 450:

I’ve always harboured a soft spot for motorcycles with a purposeful, mechanical design, such as the erstwhile Himalayan 411, so I was really looking forward to ride the all-new 450. The first things that stood out as I straddled the bike were its tall seat height and spacious ergonomics. The Himalayan 450 looked and felt like a proper big bike! It comfortably accommodated my hefty 5’11” frame. I also loved how the ergos seated the rider in a commanding stance that towered over the traffic.

While the weight made its presence felt at standstill, the Himalayan masked it well on the go. The bike felt lithe and agile, and was easy to manoeuvre through city traffic. The liquid-cooled Sherpa 452cc single effortlessly picked up speed as I wound the throttle open, while letting out a gruff, throaty roar. There was abundant performance in reserve right from 3000rpm. The gear ratios were well-matched to suit the engine’s character. I could cruise at as low as 40kmph in 4th gear yet have access to energetic acceleration should I choose to overtake.

The next thing that impressed me was the brilliant suspension. The Showa shocks simply devoured every pothole, bump, and undulation thrown its way with finesse and aplomb. I hardly had to slow down for bad patches or speed breakers. Yet, it maintained its composure at speed and under braking, never feeling soft or bouncy. The brakes were a delight too, offering more than sufficient stopping power without feeling grabby.

Now, on to the negatives. While fit and finish levels were good, the Himalayan 450 lacked refinement. The bike exuded a raw, mechanical feel when ridden. Vibrations were evident, especially under acceleration. The tubeless tyres that RE announced at launch were also nowhere in sight. Nevertheless, I was thoroughly impressed with what the overall package had to offer.

The tube vs tubeless conundrum:

One big bugbear I had with advs and enduros is that most of them came with tube tyres, which I detest. I’m a strong believer that, in this day and age, all motorcycles should come equipped with tubeless wheels, be it alloys or wire-spokes. So, when Royal Enfield announced the all-new Himalayan 450 with tubeless spoke wheels, I was over the moon. Here was a capable adventure motorcycle that I can ride minus the worry of being stranded due to a flat tyre. However, the wheels would take time to arrive pending certification for local use. Nobody knew exactly how long that would be, and so, I put the Himalayan 450 on the backburner.

The left-field option – Royal Enfield Bear 650:

It was around this time that images of the Bear 650 being tested surfaced. I was enamoured by the idea of an Interceptor with suspension components tweaked for rough road riding. In fact, I even saw one being ridden by a factory test rider in person, and it was quite appealing. However, I noticed that all test bikes were shod with tube-type wire spoke wheels, which was a downside for me. Still, I decided to wait and see if RE would launch the Bear with optional alloys or tubeless wire spoked wheels.

The Decision:

As the months rolled on, I became increasingly impatient. Both the Bear 650 and the tubeless rims for the Himalayan 450 were nowhere in sight. By August, I started to seriously consider getting the Scrambler 400X for the time being. However, news that some interesting announcements would be made at Royal Enfield’s Motoverse in November quelled my restlessness. At that point, I made the decision – it would be either the Himalayan 450 with tubeless spoke rims, or the Bear 650, whichever came first.

27 September 2024:

I was casually browsing Team-BHP when I stumbled across the news – the tubeless spoke rims for the Himalayan 450 were finally launched ! In fact, I had to do a double take when I saw the price – they were being offered for just a ₹11,000 hike over the standard bike! This was an absolute win. I immediately enquired the Brand Showroom close to my house, and they confirmed that they were taking orders.

I wished to wait no longer, for a wise man once said, it would be better to spend time wisely rather than money. The very next day, I went to the showroom along with my wife. I took her out on a short test ride on the 450 to see if she felt comfortable on the pillion saddle, and then made my booking through their ‘Make It Yours’ programme at the showroom. I was told delivery would take between 30 – 45 days, but I could get it earlier. Finally, I was just one step closer to getting an amazing motorcycle home!

The Himalayan 450, as I specced it on the MiY configurator:

Apart from the tubeless spoke wheels, I also opted for the touring mirrors and the beautifully-designed rally engine guard.

I named my bike StormTrooper, after the Empire's fiercely loyal soldiers clad in white armour (I fell in love with Star Wars recently !)

Continue reading BHPian Turbojc's post for more insights and information.

We all helped each other and managed to get back to civilisation. Big shout-out to all the riders who encouraged each other to keep going.

BHPian nasirkaka recently shared this with other enthusiasts:

SHORT SUNDAY TRAIL RIDE

Last Sunday, we decided to go for a short breakfast ride mixed with some intent to off-road. The destination chosen was Achalu betta, about 80 kms from Bangalore. Betta in Kannada loosely translated to a hillock.

Achalu betta is a small hill climb, popular amongst Bangalore riders, but known to transform drastically over different season. There is a temple at the top where some local festivals are celebrated. During these festivals, as the large crowd moves up to the hill top, the route is temporaly fixed but during the rest of the time, the terrain varies from dusty and sandy to slush and mud, affected by sun and rain. I have ridden to the top on various bikes on 3 ocassions and its a fairly simple trail with a few tricky sections and turns.

This time, there were 5 of us riders: 2 Himalayan 450, a BMW310R, myself on the 400X and a mighly BMW1250GS. We reached the base of the betta in good time, thanks to the newly done Kanakpura road.

Recent cyclonic rains in and around Bangalore meant the trail leading to the hill top was totally washed away exposing deep ruts and rocks. We were expecting the trail to be a bit challenging given the heavy rains during the last 2 weeks, but not to this level.

We made a brave face and tried to attempt the climb. The going was getting tough. We were helping each other and inching ahead. But as there were a mix of bikes and couple of riders were new to such trails, we decided to abort the climb post 20% into it.

Some views around the area.

As off-roading was on our mind, we decided to explore some wild trails around the foothills of Achalu and found an interesting one.

We entered the green cover with a winding single line trail which at some sections transformed into a two line trail. We were riding through dense foliage, with mesmerising greenery all around.

There was no moble network and we had not mapped this section, so navigation was challenge. We were not sure where the trail was leading to or how long or short it was. Satellite view was inconclusive without any visual trail reference.

We kept going even though some of these sections were tricky having steep climb with loose gravel where controling the bike was a task. Some sections were so dense, there was no trails visible at all. The area was also littered with elephant dung creating some anxiety.

After what seemed like an eternity, we finally exited the green cover to come to a small village. The last section was climbing down the hilly slope with loose rocks and negitoating that section was very tiring. We all helped each other and managed to get back to civilisation. Big shout-out to all the riders who encouraged each other to keep going. And a special mention to the 1250GS rider as it is not everyday we see these big bikes attmepting such unknows and uncertain trails.

We were all so tired from physical and mental exhaustion that everyone had a big smile on their face post seeing the black tarred road ahead.

Check out BHPian comments for more insights and information.

I noticed that the DTE is still at 100 kms! I then pushed the bike 750m (thankfully downslope) to the nearest fuel station

BHPian TheTourer23 recently shared this with other enthusiasts:

Lessons Learnt : Never rely on the fuel gauge /DTE reading of H450

I was out of town for ~ 10 days and DTE reading was ~ 120kms. Once back, I commuted to office without any fuel refills. After reaching office (~ 22kms), the DTE was 100kms.
Evening while going back home, I noticed some jerks in the throttle - which was my first sign to fuel up. I ignored since it was raining and I wanted to reach home asap. The bike gave up with 4 kms remaining and wasn't starting at all. I noticed that the DTE is still at 100kms!! I then pushed the bike 750m (thankfully down slope!) to the nearest fuel station and after fill up the bike started in the first go.

After the fuel fill up DTE was 220kms and today when I reached office the reading is 175kms (distance covered ! 25kms). Highly erratic and unreliable!

Here's what BHPian CrAzY dRiVeR replied:

You can say that again!

I had a scare on the Guerrilla 450 earlier this week, with the fuel guage going from 1/4th tank a complete zero with the DTE reading just dropping from 80kms to 66kms.

Didn't know whether to trust the gauge or the DTE. I was wondering if they haven't calibrated the DTE for the smaller tank size of the Guerilla, but then I read your post. Looks like issues with the instrumentation itself, rather than a specific bike.

Check out BHPian comments for more insights and information.

A friend joined me on his Honda CB350, which performed admirably throughout the entire journey.

BHPian tech_rider recently shared this with other enthusiasts:

Just completed an awesome long ride from Chennai to Hyderabad and back! It was roughly 700km each way, and I thought I'd share some details of the trip.

The onward journey was split into two days. The first day covered around 450km, and the remaining 250km were tackled the following day. The return journey, however, was done in a single stretch. After this experience, I'm pretty confident that my bike could easily handle 1000km in a single day, provided the rider takes adequate breaks, of course.

One thing I definitely learned is the importance of proper riding gear. Not having a riding jacket meant I was battling wind resistance the entire time, which definitely added to the fatigue. Also, the weight of my helmet (RE SpeedX) started to cause some neck pain after a while. On a positive note, my recently purchased ViaTerra Grid 3 gloves performed wonderfully. They effectively dampened the handlebar vibrations I had previously mentioned in another post, which made a huge difference in comfort.

I found that a cruising speed of 80-90kmph was the sweet spot for me on the highways. I managed to get close to 34kmpl, although the bike's display showed a slightly higher figure, around 36kmpl. Pushing beyond 95kmph introduced a noticeable change in the engine note and some extra buzzing from the handlebars. To avoid getting too tired, I made sure to take breaks every 100-150km. The return journey was completed in about 13 hours, including breakfast and lunch stops. Couple of days in between gave me time to regenerate strength and start back toward journey.

I wasn't riding solo on this trip. A friend joined me on his CB350, which performed admirably throughout the entire journey. This was the longest ride either of us had ever undertaken. This trip was a big step up from my solo Chennai-Bangalore ride (325km) a month ago, which gave me the confidence to attempt this longer journey. It was a fantastic experience, and I'm already looking forward to planning the next one!

Check out BHPian comments for more insights and information.

Though the main journey was to be undertaken alongwith few friends from our riding group, the journey from Tezpur to Delhi and back was solo.

BHPian aviator1101 recently shared this with other enthusiasts:

Spitified with Bagheera

Part 1

Introduction

This trip was conceived way back in February 2024, albeit with my daughter Priyanka as a sequel to the Father-Daughter duo saga.
Read about the previous ride here.
https://www.team-bhp.com/forum/trave...himalayan.html

However, daughter's semester exams taking priority and September being the ideal (read only available) month for the trip before the onset of winters at Spiti, I finally had to set course alone.

Though the main journey was to be undertaken alongwith few friends from our riding group, the journey from Tezpur to Delhi and back was solo.

The Itinerary

Day1 (15 September) : Tezpur - Siliguri
Day 2 (16 September) : Siliguri - Gorakhpur
Day 3 (17 September) : Gorakhpur - Delhi
Day 4 (18 September) : Rest and maintenance
Day 5 (19 September) : Delhi - Shimla
Day 6 (20 September) : Shimla - Narkanda
Day 7 (21 September) : Narkanda - Karcham
Day 8 (22 September) : Karcham - Kalpa
Day 9 (23 September) : Kalpa - Pooh
Day 10 (24 September) : Pooh - Sumdo
Day 11 (25 September) : Sumdo - Kaza
Day 12 (26 September) : Kaza - Pangmo Dar
Day 13 (27 September) : Pangmo Dar - Palchan
Day 14 (28 September) : Palchan - Delhi
Day 15 (29 September) : Rest and maintenance
Day 16 (30 September) : Delhi - Gorakhpur
Day 17 (01 October) : Gorakhpur - Binaguri
Day 18 (02 October) : Binnaguri - Tezpur

The Preparations

Preparations for the ride had begun as early as March/April with itineraries being fine tuned, to do/to see things finalized and most importantly Bagheera being equipped/geared up for the same.
One of the main ideas was to travel as light as possible.

A month prior to the ride, I took out my trusted Viaterra Claw and found that the stitches and pipings at some places were showing signs of fatigue.

So the search began for a new set of luggage system and after some research, I decided to go ahead with the rackless luggage system from RAHGEAR.

The total capacity of 15+15+25= 55 litres was sufficient for me. Plus the advantage of no saddlestays and thus cutting down on additional iron/weight worked for me.

Spares and tools carried

• Allen Key Set
• Multi Head Screw Driver
• Set of Open Spanners
• Cutting Pliers
• Locking Wire
• Zip Ties
• Rear Brake Pad Set
• Chain Cleaner & Lube Set
• Clutch Cable

The journey

The journey, for better understanding, may be categorised into three chapters :

• Chapter 1 : Tezpur to Delhi
• Chapter 2 : Delhi - Spiti - Delhi
• Chapter 3 : Delhi to Tezpur

However, to break the monotony and make the read more interesting, I will let the pics do more of the narration.

Chapter 1 : Tezpur to Delhi

Day1 (15 September) : Tezpur - Siliguri

The route taken was Tezpur - Baihata Chariali - Bongaigaon - Hashimara - Binaguri - Gajoldoba - Gangaram Tea Estate. Halted for the night at a friend's place next to the Tea Estate. It bore twin benefits of avoiding Siliguri traffic and inching forward by at least an hour for the next day's journey.

Packing was completed early the previous night and I got the wheels rolling by 5:30 am.

Bagheera loaded, all ready to hit the road

Spiti, here we come....

Somewhere before entering Bengal

Being a Sunday, the truck traffic at Barobisha (Assam-Bengal border) was lesser than usual

Seeking blessings at the Balaji Temple at Hashimara

Stopped to say Hello to the rhinos at Jaldapara

Short visit to a RE service centre at Birpara for some chain lubrication

The day's ride was uneventful. However, just before reaching destination, the weather packed up and we encountered torrential rains.
It was a real water proofing test for my new luggage system. Thankfully it passed with flying colours.
https://youtu.be/8JslK2gMr4o?si=fCmHh-bl_KUkkP14
Day 2 (16 September) : Siliguri - Gorakhpur

The route taken was Gangaram Tea Estate - Thakurganj - Bahadurganj - Jokihat - Araria - Forbesganj - Phulparas - Jhanjharpur - Muzaffarpur Bypass - Piprakothi - Muhammadpur - Gopalganj - Kushinagar - Gorakhpur.

Started early in the morning to beat the city traffic

Stopped enroute to say Hello to Kaleen Bhaiya

Nothing can be more peaceful for a biker than to have your bike parked under a shed for the night

Covered almost 600 kms on the second day, the longest yet to come

Day 3 (17 September) : Gorakhpur - Delhi

Route taken was Gorakhpur - Basti - Ayodhya - Haliyapur - Purvanchal Expressway till Lucknow - Agra Lucknow Expressway - Yamuna Expressway - Noida - New Delhi.

Started very early, at around 5 am, anticipating it to be a marathon ride


Entering the longest Expressway in the country

Being welcomed to the Agra Lucknow Expressway

Between the Agra Lucknow Expressway and the Yamuna Expressway, an interesting incident happened wherein I almost ran out of fuel. Read this post for details.
https://www.team-bhp.com/forum/motor...ml#post5844535

Covered 815 kms and rode for almost 14 hours, encountering the maddening Delhi office hours traffic to finally reach destination for the day.

Day 4 was earmarked for much needed rest and servicing. Bagheera had almost completed 10000 kms and was due for 3rd free service.
Read details of ownership update and servicing here
https://www.team-bhp.com/forum/motor...ml#post5854363

Chapter 2 : Delhi - Spiti - Delhi

Day 5 (19 September) : Delhi - Shimla

From Delhi, I was joined by another rider friend Mr Praveen who was riding his Tiger 800 XR. This much needed company plus the excitement of hitting the hill section soon made the ride even more interesting.

Route taken was Delhi - Panipat - Karnal - Ambala - Zirakpur - Dharampur - Barog - Solan - Shimla.

Breakfast halt ahead of Murthal

The main attraction : the parathas

Bagheera graduated to 5 digit ODO readings, and what better timing could it be, than on a Spiti ride.

The riders enjoying some pure non alcoholic beverage to beat the heat

Being welcomed to Himachal Pradesh

First pic in the hills of Himachal

Enjoying a newly opened bypass

Seeking blessings for a memorable ride

The duo parked safely for the night

Our residence at Shimla

Morning view from the bedroom window. Refreshing to say the least

Day 6 (20 September) : Shimla - Narkanda

Route taken was Shimla - Kufri - Theog - Matiana - Narkanda.

From Shimla we started early so as to reach destination early. We dumped luggage at the home stay and then set out for Hatu Peak and other local attractions.

Stopped enroute at a friend's place called Camp Nomad. View from the rooftop

Awaiting breakfast at the neatly laid out and colourful dining hall

Our destination : Applecroft Homestay was located amidst orchards laden with apples awaiting harvesting.

At the parking area, amidst apple orchards

To be continued in Part 2

Continue reading BHPian aviator1101's post for more insights and information.

I befriended a nice gentleman from Ludhiana on his Jawa and a dude from Hyderabad on his rented Royal Enfield Scram 411. We three decided to ride together from Kaza to Manali.

BHPian Skunal96 recently shared this with other enthusiasts:

Hello Bhpians!

I took delivery of my Himalayan 450 in June of 2024, and had a vague plan of riding it back to my hometown Ranchi, from Hyderabad. The initial plan was to utilise the leaves during Dussehra and complete the ride in about 3 days. Somehow I decided on a detour to add some sightseeing to the ride. That detour happened to be a visit to the Spiti Valley.

PS: I had never ridden more than 350 km in a day and never been higher than 10,000 feet above sea level, other than on an aircraft.

Here’s how it went!

Day 1 (28th Sep, 2024): Hyderabad to Sagar

I departed at 1 am from Hyderabad and had a goal of reaching Sagar. I had however kept my plan flexible enough to take a night halt wherever I felt like. Covered distances quickly as the roads had sparse traffic at night, witnessed a beautiful sunrise and I found myself around Nagpur by 9 am. The roads were decent and the Himalayan was gracefully munching miles, and the excellent suspension was a boon on the potholed NH44 in MP. I reached Sagar at 4pm, covering 870 km on day one. Stayed for the night at Midway Treat, Sagar- right on the highway. Here I met a few other gentlemen traveling back from Ladakh and got some valuable insights on what to expect as I move northwards.

About 100km out of Hyderabad

A beautiful sunrise just as dawn broke on day one

Stats for day one

Day 2: Sagar to New Delhi

The goal for today was to cover roughly 620 km and reach Delhi before dark. Started around 7 am from Sagar and was immediately glad I didn’t cover this stretch in the dark. The road was pathetic with potholes eager to bend rims coming at me on all lanes. The road continued to be bad for roughly 100 km, after which it smoothed out. This part was not very interesting with overtaking trucks being the only fun activity. Had to face some irritating traffic in Agra while connecting to the Inner Ring Road, after which it was smooth sailing on the Yamuna expressway all the way. Reached Delhi around 7 pm. Stayed day 2 and day 3 at The Hosteller, New Delhi.

First time riding on the Yamuna Expressway

Stats: Hyderabad - Delhi

Day 3: Delhi

Day 3 was spent resting, cleaning and lubing the bike, and sorting some pending tasks from the workplace.

Day 4: Delhi to Narkanda

Left the hostel around 5:30 in the morning. Rode to India Gate for a quick picture before leaving the city. Traffic was light, and I was easily able to get out on the NH44 again. Stopped for some parathas with a generous serving of butter at Murthal. Paid a quick visit to my alma mater and carried on, on the smooth and wide highways. Plenty of juice and fruit stalls on the way had me refreshed, and I was soon at the foothills of the Himalayas. Traffic around Shimla had me in sweats again. It was here I got information that there had been a landslide in Nigulsari, and the road was blocked. I was almost thinking of a backup plan to ride to Manali via Jibhi if the road remained blocked. However, I carried on and reached The Hosteller, Narkanda by 5pm. The temperature finally felt Himalayan here.

At India Gate

Entering Himachal

Day 5: Narkanda to Chitkul

Today was the day I had to cross the landslide zone at Nigulsari. Enquired at the property and got information that the landslide had been cleared and the road was open. Went for a quick ride to Hatu Peak before setting off for Chitkul. The scenery quickly changed as I rode on into Kinnaur. Reached Nigulsari where there was a long line of vehicles waiting to cross the landslide zone as vehicles from one direction were allowed to cross at a time. I was glad to be on a two-wheeler as I rode past all the waiting vehicles to the block point where again I had to wait for roughly 2 hours before being allowed to go past.

Roads were brilliant till Karcham where one needs to take a right for Sangla and Chitkul. Roads turned narrow and uneven post this, but were manageable overall. Had a hearty lunch at Sangla and finally reached Chitkul at 5 pm, welcomed by the golden hour.

Long line of trucks at Nigulsari

Mandatory click at this board

Day 6: Chitkul to Nako

The plan for today was to ride leisurely and explore Chitkul, Kalpa, and stay for the night at Nako. Got up early around 6 to find some frost on the bike, and rode down to the ITBP check post. Although the border is around 75km from here, civilians are not allowed past this point. Clicked a few pictures, had breakfast on the way and after some offroading on the river banks, it was time to say goodbye to this quaint little border village.

Rode on to Kalpa to the suicide point, but turned back seeing the crowd there. Clicked a few pictures and was back on the highway to Nako. Reached Nako around 3PM, had lunch and decided to rest for the day.

Somewhere on the road to Chitkul

At the ITBP check post

The tank graphics seemed to match the mountains in the background- Kalpa

View from the homestay at Nako

Day 7: Nako to Kaza

Started with a visit to Nako monastery, and proceeded on towards Gue monastery. Gue lies very close to the Chinese border and my phone started showing Chinese time here. After checking on Google Maps later, I found the border was roughly 3KM away. Gue monastery lies at a scenic location and I spent about an hour and a half taking in the views here. The monastery also has a 500-year-old mummy of a monk. Next was the Tabo monastery, which is around a thousand years old and contains ancient scrolls and sculptures inside, which are not allowed to be photographed.

Moving on towards Kaza, I took a detour towards Dhankhar monastery, which lies about 9km uphill from the main highway. The road was paved and decent throughout. The peace one experiences at such places is difficult to put into words.

All the monastery visits of the day were done, and I arrived in the evening at Kaza, where I had planned an extra day for sightseeing and getting the motorcycle serviced.

View from the parking at Nako monastery

Somewhere between Tabo and Kaza

Mummy at Gue monastery

Gue Monastery

With the Dhankhar monastery in the background

Day 8 : Kaza

The odometer had reached 5000 km by now, and it was time for the 2nd service of the Himalayan. Booked a 9am service slot at Grease Moto Club Kaza, an RE-authorised service center. After arriving at the service center, I found out they opened at 10am, so I went out to explore the nearby villages of Langza, and Komic. Clicked a few pictures at Langza, where I was keen to find some marine fossils and moved on to Komic, the world's highest motorable village. It was around noon when I finally got the motorcycle to get the service done. It was essentially a one-man garage and their workshop was under construction, so the service was done in the most scenic garage ever, under the open sky at Kaza. Service was done by evening and that was all for the day.

At Komic, the world's highest motorable village

Ammonite fossil at Langza

Kaza brown getting serviced at Kaza

Day 9: Kaza to Manali

Today was the day I was most excited for, and was dreading at the same time. I had asked multiple riders about the road from Kaza to Manali, and their responses could be summed up as "adventurous". I had befriended a nice gentleman from Ludhiana, on his Jawa, and a dude from Hyderabad on his rented Scram 411. We three decided to ride together for this stretch of the journey. We started around 9am from Zostel, Kaza and went to the Key monastery first, Chicham bridge was next and finally, we arrived in Losar.

We entered our information at the check post and proceeded on towards the Kunzum pass. We stopped for brunch at the famous "Chacha-Chachi" dhaba at Batal, and I was surprised to see the number of people at such a remote food joint. The roads were "bad". We were either riding over gravel, potholes, rocks, or sand. The dust blown by other vehicles had changed the color of my bike, my riding gear, and even damaged the pinlock lens of my helmet.

here were numerous water crossings but there wasn't much water in them to cause trouble. This continued till we arrived at Koksar, post which the road is paved all the way. Went on a slight detour to see the autumn colors and the waterfall at Sissu. Finally clicked some photographs with my riding buddies at the Atal Tunnel, and rested for the night in Manali.

Somehere after Batal

Sissu waterfall in the distance

At the Atal Tunnel

Day 10: Manali to Gurugram

The scenic part of the trip was essentially over now. Only thing left was the ride home, Ranchi. Started from Manali around 7am, roads were blocked due to farmer protests after Chandigarh. Being on a bike, I was able to sneak past the tractor blocking the road and continue my journey. Reached Gurugram around 6pm, after 11 hours on the saddle. Roads were good throughout and I faced traffic only after entering Delhi.

Day 11 & 12: Gurugram

Took a couple of days to rest and sort the backlog of work, before moving on to Ranchi.

Day 13: Gurugram to Sherghati (Bihar)

Started at 5am from Gurugram, took the road to Sohna, then Palwal and on to Yamuna Expressway at Jewar. The roads from Palwal to the expressway were full of huge potholes and they definitely shook me awake. Had breakfast in the expressway rest area and moved on to Agra-Lucknow expressway by 8:45am, exiting the same by 11:45. Crossing Lucknow took some time as I got lost and entered Purvanchal expressway by 1pm. I was getting hungry by now but there are no good food joints on the Purvanchal expressway, so all I got was a couple of samosas.

Got down from the expressway at Ghazipur around 4:30pm and had my lunch. Roads were decent till Ghazipur after which they turned into the generic chaotic rural roads. I reached the GT road/NH19 at Durgauti by 7pm. My aux lights stopped working as soon as I went on NH19, and it definitely hit my spirits. Headlights on the Himalayan are not the best and I was definitely feeling it.

I managed to get to Sherghati around 9:45pm, after which I decided to stop since home was still 194 Km away and I was not confident with the OEM headlight to ride anymore through the night. Took a room at Sher-e-Bihar hotel, decent hotel for a night halt, and went off to bed.

Stats for the day

Day 14: Sherghati to Ranchi:

Left the hotel by 10am after a good night of sleep. Was excited about going home and it was already navmi! Maintained a good pace and reached Barhi by 11:10, an hour and a half later I was finally home at 12:30. The trip had finally come to an end!

The milestone meant I was close to home

Stats for the trip: Hyderabad-Spiti-Ranchi

Thanks for reading, everyone!

Check out BHPian comments for more insights and information.