The Honda NX500 was launched in January at Rs 5.90 lakh (ex-showroom, Delhi).

Earlier this year, Honda launched the NX500 adventure bike in India. We have now learnt that customer deliveries have been significantly delayed. The keys to the first bikes are now expected to be handed over in October.

The exact reason for the delay is unclear though. Some reports suggest that deliveries have been pushed back due to logistics issues, while others claim that the delay is due to restrictions imposed by the government on imports from Thailand. Whatever the reason behind the delay, it seems those who booked the NX500 will have to wait at least till the end of this year.

The NX500 is the replacement for the CB500X. The bike is powered by a 471cc parallel-twin engine that makes 47 BHP @ 8,600 rpm and 43 Nm @ 6,500 rpm. The engine is paired with a 6-speed gearbox via a slipper clutch.

In India, the Honda NX500 is priced at Rs 5.90 lakh (ex-showroom, Delhi). It competes with the Benelli TRK 502 and Moto Morini X-Cape 650.

Thanks to BHPian madbullram for sharing this information with other enthusiasts!

Honda has also filed design patents for the CB500 Hornet and CBR500R.

Honda has filed design patents for three middleweight bikes and a litre-class model in India. These include the CB500 Hornet, CBR500R, CBR650R and CB1000 Hornet.

The CB500 Hornet is a naked roadster, while the CBR500R is a fully-faired sports bike. Both models share the same 471cc parallel-twin engine that powers the NX500 touring bike, which is already on sale.

The Honda CBR650R is also a fully-faired middleweight sports bike. It has been updated for the 2024 model year. It uses Honda’s E-clutch technology, which is also available on the Africa Twin.

The litre-class bike in question is the CB1000 Hornet. It is the biggest naked superbike in the brand’s line-up. It is powered by the same engine as the CBR1000RR Fireblade.

Source: Autocar India

The scrambler could use the same 348cc single-cylinder engine as the CB350 and CB350RS.

Honda has filed design patents for a new scrambler-style motorcycle. It is likely to be based on the CB350 platform.

The patent images reveal a bike that looks similar to the H’ness CB350. However, it has a different fuel tank design, akin to an ADV and even features a metal bracket on the side.

The seat has also been redesigned. It is a 2-piece seat with the front seat designed to overlap the fuel tank in true ADV style. The bike has a circular headlamp, swept-up exhaust and a long rear fender.

The new Honda scrambler is expected to use the same 348cc single-cylinder engine as the CB350 and CB350RS. This unit produces 21 BHP and 30 Nm and is paired with a 5-speed gearbox.

The Scrambler could be equipped with a telescopic front fork featuring rubber gaiters and conventional shock absorbers at the rear. The brake setup might consist of disc brakes at the front and rear.

Source: Bikewale

After this ride, I realised that while the Suzuki V-Strom 650 and Kawasaki Versys 650 are good motorcycles, I wanted something like this Honda.

BHPian Redline6800 recently shared this with other enthusiasts.

The Honda Africa Twin has been a dream bike of mine for a long time.

A friend was kind enough to let me ride his 2016 Africa Twin DCT for approx 200 km and this was a key transformation in my decision-making process.

He has 2 Africa Twins (1 in Dubai and 1 in Blr). He had very high words of praise for the reliability, performance and quality of the bike. He had a GS 1250 in Dubai previous to the Africa Twin.

Big Wing Topline service also received special praise from him. This was important to me. I'm okay with being looted once while purchasing the bike. But repeating that experience on a yearly or 6 monthly basis for service is an experience I would like to avoid.

I had never ridden a bike this large or heavy before and was blown away by the bike. Despite hard use, the pics attest to the quality of a premium Honda motorcycle. The bike was great on the highway, with fantastic road presence, powerful, stable and comfortable.

The DCT was great in sport mode and the bike DOES NOT feel like a Honda Activa!

It was after this ride that I realised while the V-Strom 650, and Versys 650 were good bikes, I wanted something like the Africa Twin. The thing is it is near impossible to get a used Africa Twin (there is one now on TBHP Classifieds!)

After the ride I couldn't get the Africa Twin out of my head, how it sounded past 110 was brilliant. Even a pauper can feel like an emperor while riding that bike.

Another change for me was the sudden, incomprehensible death of a very dear friend and colleague (just a couple of years older than me) in 2023, who was a gem of a human being. This also resulted in me reevaluating my life.

If not now, then when? If not me, then who?

Motorcycling has made a huge difference to me and the good thing is even an average and inexperienced rider (such as myself) can still get that same great feeling when riding early in the morning and seeing the sunrise! Being on a bike really does move the soul.

But I also realised that the Africa Twin with its off-road orientation was a bit too much for me. It has loads of kit I wouldn't use and there was of course the simple matter that at approx 22-24L OTR for the 2024 version it was simply too expensive for me.

I'm hearing the 2024 Africa Twin will be in showrooms from April.

The TransAlp to me was more affordable (relatively) and as a CBU from Japan will offer great quality (but maybe more expensive to maintain over the long run?)

I believe 90 bhp should be sufficient to keep me happy till all my hair turns grey (though this could happen sooner than I think!)

Did not consider the BMW GSA 850 beyond requesting a brochure. To me it has too many features that may be problematic for the decade-plus of ownership I envisage. A friend has it and he loves it by the way!

There is absolutely no scope sir for any extra budget as I have already mortgaged the happiness of future generations for this bike.

The Africa Twin tubeless conversion for TransAlp is approx 1.45 L at the showroom, so not sure about this at least in the near term.

The TransAlp has a fantastic gearbox and clutch combo and Quick Shifter will be an indulgence, maybe later in the ownership cycle.

Check out BHPian comments for more insights and information.

Overall, the scooter works like a charm, returning 45-50Kmpl FE every time.

BHPian NPV recently shared this with other enthusiasts.

Long time since I updated this thread.

• In May 2023, a regular "mini service" with engine + transmission oil replacement, greasing, and adjustment of the brakes

• HSRP - In Dec 2023, I ordered the new plates online and got them fixed at the same dealership where I bought the scooter back in 2015. They ended up swapping the front and back plates and when I pointed it out, they swapped them back and the plates have 4 rivets each now!

• Horn - In Jan 2024, the horn went limp. Took it to the mechanic at Splash Kaggadasapura and he found that connectivity and continuity were fine, and the switch was good too. He then adjusted the tuning screw at the back of the horn and it came back to life!

A friend who has owned an Aviator for many years and whose recommendation led to my evaluation and eventual purchase says that the horn issues are recurring in his scooter as well but are usually related to the connectivity

• Choke Cable - sometime in Feb 2024, the choke lever stopped working - it wouldn't budge!

The mechanic at Splash Kaggadasapura (now my regular go-to mechanic for the scooter) told me the cable needed to be replaced and he was unable to source it.

• April 2024 - After almost a month and a half, found the time to get the Choke cable replacement done. I bought the part from City Honda in Ramamurthy Nagar and had it replaced by the mechanic at Splash.

Part Details:

• Part Name: CABLE COMP, CHOKE
• Part Number: 17950-KWP-F00
• Price: Rs.115
• Labour charge for removing old cable and fixing new cable: Rs.150

The Choke Cable

Seat assembly removed to access and replace the Choke cable

• April 2024 - Along with the choke cable replacement, I also had the engine + transmission oil replaced. Motul 10W30, JASO MB this time
• Odo is nearing the 20k Km mark now and nearing the 10-year mark

Overall, the scooter works like a charm, returning 45-50Kmpl FE every time. I usually get the scooter refuelled at the same HP COCO petrol pump.

Check out BHPian comments for more insights and information.

Over the years, I owned many motorcycles such as Kawasaki Ninja 300, Yamaha R3 and TVS Apache RR 310. I even had the Yamaha MT-15 and Aerox 155 for a while.

BHPian vinbex recently shared this with other enthusiasts.

Hi all,

I am an architect with my own practice and I also teach at a private college full time based in Kerala. Slowly reaching the middle age category, happily married! Have been riding some form of two wheels since I was six starting from the Bajaj Sunny. I am not a hyper tourer, but have been using my bikes almost daily for my work.

Coming to my journey on two wheels, just like most other boys of our generation, I was waiting to get my license to get hold of a bike and start riding, though I used to ride scooters regularly before that. I have been lucky that my parents were more than supportive and got me a Pulsar 200 (black) in 2009. It was the DTSI version with the aluminium end can and drum brake at the rear. Absolutely loved it and learnt the nitty-gritty of bike riding from this bike. A year later, I plonked the Pulsar 220 front fairing and projector setup on it and enjoyed it for another year before selling it.

One of the few images I have. Those days were without smartphones.

The big bike buck had bitten. The Ninja 250R was launched in 2009, though I hardly knew anything about it in 2009. But come, 2010, 11 I was smitten by it and I had read almost all the posts on online forums.

I wanted the Ninja in lime green. It was also the time the CBR250R was launched, but something in me wanted the Ninja badly. Got the Ninja in November 2011 and enjoyed a good 6 years with it. Got riding longer distances and enjoying it. However, my profession did not entirely allow me to use it to its full potential. At a time when Kawasaki started jacking up their spares and service prices, I started to think it was time to change, but did not know what to get.

From our ride to Mahabalipuram from Chennai

I parted with him in 2018 and had almost decided to get the R3, but went with the RR310 which was newly launched in 2018. A decision I regret to this date. Going from a parallel twin to a single will never be appealing how much you try. Though both had almost the same power figures, the refinement and drivability were totally different. I never test rode the RR310 and went with the online reviews. The first batch of bikes had terrible vibrations and I could hardly feel my palms after a brief 20-minute ride.

From our ride to Mudaliyarkuppam, Chennai. My riding buddy since Ninja days.

Also, my short experience of riding the R3 was always at the back of my mind. The butter-smooth engine, vibe-free nature and comfortable stance were something I loved when I took the R3 for a short spin. It came back to bite me and I sold the RR310 in four months and got a pre-owned 2015 R3 as the new one was discontinued due to the BS4 norms back then and the new ones weren’t launched yet. Yes, selling a brand new vehicle and getting a three-year-old one… the cycle will repeat!

From our ride to Yelagiri

That began a journey knowing the bike inside out completely. I could completely strip down the bike fairings and put them back in less than half an hour. This was also the time I could afford to spend a lot of time with the bike on the weekends. I learnt a lot of things hands-on. Previously with the Ninja, I was scared because if anything went wrong, it would burn a hole in my pocket. But with the R3, I knew what I was doing and parts were relatively much cheaper. My profession allowed me longer and more frequent rides and I enjoyed every mile.

Then COVID hit and like many others, finances took a beating. The bike was lying around unused for months. I would start him up and ride around my apartment, keep him covered. I missed riding. But as things opened up, life brightened up and I started teaching as well and he started running again. A car purchase put an end to my daily use of the bike. I started loving car drives a lot more and occasionally took my bike for work.

Then the next lockdown hit us and that was when I had to really sell the bike to manage my finances and priorities. The decision was difficult but practical. I was hardly using the bike, it was nearly 6 years old and 45000kms and I was hardly getting time on the weekends to tour. Sold him for a very good price and was without a bike for nearly 9 months. The longest I have been after getting the license! I thought my bike life was done, I would never get another bike in my life. I sold all my bike-related stuff like the paddock, helmets, gloves etc. I even told my wife-to-be, I was no longer a biker. Innocent soul believed me only to be dismayed later!

From our ride to Munnar.

I got married in between by the way and my wife has been one of my biggest pillars of strength for such decisions. The ever-increasing fuel prices led me to the next purchase.

The Aerox 155. My travel of around 45kms daily through decent roads required something which was easy to handle and without gear, but rode and felt like a bike. The Aerox ticked all the boxes. I test rode it with a pillion and felt comfortable on normal roads as well as highways. It was set. But a week after I started taking it for work, I started developing pain from my head to toe. Every bump on the road was felt. Every little imperfection. I am 6 ft tall, probably the height also played a bit. I kept quiet for a while thinking I would adjust to it. But three months down the line, I was in complete pain because of the poor suspension setup on the Aerox. It’s a beautiful scooter and I absolutely love it and would purchase it again if I could. But I realized whatever engine you put in, a scooter is a scooter and it will never do what a bike does and commuting 45kms daily on a scooter is going to ruin my health.

Decided to part ways with it in three months and get an MT15 as it had a similar engine and economy figures. Once you become a family man, economy is something you consider on a priority basis! Got a new one and rode without any fuss. Great bike, but hard suspension again, but much better than the Aerox. But then it’s a single-cylinder engine with 19 PS power and I wondered whenever I rode it, why it felt different. I hadn’t ridden a single-cylinder engine bike daily for nearly 11 years. I pacified myself saying, it's serving its purpose. It's taking me safely and back and giving incredible mileage compared to the R3.

Fresh after taking delivery

But one day, just as I was scrolling through YouTube, I came across a video of some random 300cc bike and kept watching as I was jobless. Then, all of a sudden, there was this scene wherein the R3 emerges from behind traffic with both headlights on and he says, there’s nothing that beats this King in this segment. I still have that screenshot with me. The moment I realized what I was missing. That made me skip a beat. It made me think deeply. I missed the R3. I missed that parallel twin feel, the grunt, the comfort. I wanted it so badly.

The screenshot which changed my life.

Back then I also thought if I should get the R3 or get a used Ninja 650 instead. It would have more power and the absolute screamer of an engine was tempting. But the upkeep costs and budget constraints led me to the R3.

From Malampuzha ride with my wife

This was no easy job to convince my family. It was the third bike in less than 9 months and I am sure a lot of people would call me crazy. I told my wife; it was going to be my last bike as it’s the best in the segment and it’s a keeper. I picked up a pre-owned 2018-end R3 and sold the MT15. Yes, it repeats again! I followed my heart. A matte black monster. I removed all the red decals and made it absolutely stealthy. Replaced all the fiber parts as they had become aged. I did all that I could to keep him in the best shape possible. Made him as good as new, well almost as I was without any thoughts of an upgrade. He was doing all well and I started doing trips with my wife as well and she enjoyed them too. It was a lifestyle change for us. I had test-ridden the Triumph Trident and the Tiger 660 sometime back and realized their power is hardly usable in the city, but they were definitely addictive!

From Valparai ride

Completely black!

This was when I started thinking of planning an upgrade, well not immediately, but after a year. Initially, the plan was to get the USD forks on the R3. That was all I needed to make him perfect. But once the new R3 was launched and I started getting the spares prices, things started taking a turn. It would cost almost 70k for the system. My mind went like, “Should you spend that amount on a six-year-old bike? Rather get a used 650cc bike by putting in a bit more.” This thought struck and I started looking at options like Ninja 650, Trident 660, Tiger 660 etc. They all cost around 5-6 lakhs on the used markets. That’s when I got into the CBR650R category. It was going to be an upgrade. Why not go full monty?

After a lot of research and understanding the bikes and their maintenance, I figured out the Honda was the best choice as it offered an inline four, fairing, decent maintenance etc. The Ninja 650 was a parallel twin and I was worried that I would outgrow it very quickly. Had ridden the Trident, and though it felt great, I missed the fairing and inline-four feel. Then there was the Z900, but Kawasaki’s expensive maintenance kept me away from it. But here was a catch, the CBR was a very rare bike, hardly found on the used market, and those that were there were extremely priced. But I was in no hurry as I had a year to make this plan work. Also, the CBR was the most practical choice in terms of useability, maintenance, touring etc. It could go like a missile, but also potter around town. The pillion was comfortable, spares were cheap and an average of nearly 25 kmpl was perfect.

I spoke to my wife about the plan, though apprehensive in the beginning, she realized how much it meant to me and supported me with conditions…We fixed a budget and split it into three. A part would be achieved by selling the R3, the next would be a loan and the third was something I had to make additionally by doing something other than my work. When we reached that amount, we would get the CBR. As I said earlier, I am an Architect and an Assistant Professor. I started working in the evenings in another firm to get that additional income as well as learn new stuff which I thought was the best I could do rather than starting a YouTube channel or something as it's completely not my field. (No offense to YouTube channel owners, I enjoy your content)

I added a lot of CBR owners on Instagram just to get connected and see their lives with the bikes. Spoke to a few of them. This was in December 2023. And then I also test rode the CB 650R, to get the feel and it just felt amazing. The pillion was also happy and that was a positive. I checked Olx and kept finding high-priced less used ones way out of my budget. I had only seen one in my town, never ridden one. Saw one for sale and thought maybe I should at least try and sit on it, but it got sold before I could even see. There was another one on Olx which was within my budget, but after multiple attempts, I could not go and check the bike. Fate, I believe!

First taste of the 650 engine from Honda

The CBR I couldn't meet and missed - part 1

The CBR I couldn't meet and missed - part 2

By this time, I had realized that it was not going to take a year and my other family matters would not allow me this luxury at that point. Something my wife also agreed to. A CBR owner texted me on Insta stating his friend’s vehicle is up for sale, but it's priced high. I just asked him to send the details and I contacted the owner. We spoke and exchanged a number of texts, but I wasn’t sure if I would be able to get it. I also got the number of the CBR owner in my place and told him I was looking for one. He incidentally told me there’s this bike which a dealer has and he will settle the deal without the Akra exhaust for an amount which was close to my budget. I immediately asked him for details and Tada! It’s the same bike. Felt like things were falling into place. I was traveling to Bangalore the next week for work and the bike was also in Bangalore. The dealer also told me to confirm quickly as the CBR in the used market sells like hotcakes. But I did not hurry. I wanted to see the bike and ride it in person and then decide. If not this one, something else would come!

First glimpse of my bike to-be through pics

I traveled to Bangalore and the first impression was not great. The bike is a 2022 model but it was covered with dust and mud and had bug splatter all over. It did not look like a 2-year-old bike. I rode the bike to see if that side was clean. And boy it was wonderful. The inline-four pull and symphony. I quickly got adjusted to the riding posture. The weight was felt at turns and slow speeds, but otherwise, it felt absolutely smooth. I discussed it with my friends who had accompanied me and they suggested we don't go by looks alone. If the engine is good, we can always get the bike cleaned and polished. I too felt it was right and it was hard to ignore the other goodies as well. The quickshifter, MRA visor, frame sliders, spools, fork sliders, extended warranty, engine warranty, RSA etc all come within my budget. I thought really hard about it and after a good night’s sleep, paid the token and confirmed the deal. The CBR650R was going to be mine. I asked him for a couple of weeks to arrange for funds and sell my R3 which he was more than happy to accept.

The big day. Saw him in person and it was decided.

The next two weeks were crazy! The R3 was not getting sold as I was already the third owner and it had done around 43000 kms. People wanted it for the price of an R15. That was creating pressure as I thought the R3 had great demand and it would get sold pretty quickly. Finally, someone came with a decent offer and I felt it was good enough and we agreed to close the deal within two weeks as he also had to get the funds ready. The second week, I asked the owner to change the Akra to the stock exhaust and that was when another bullet hit me. The ignition sensor failure light pops up on the CBR. I had booked tickets for Thursday night and Thursday evening, and this news hit me. The owner tells me, the service centre needs time till next Wednesday to sort it out. Not sure what to do, I had no option but to wait for further info from the service centre. Meanwhile, I got my funds ready and set for transfer without hiccups.

On Friday afternoon he called and confirmed it was just some wiring issue and it has been rectified. Now the exhaust swap is only pending which would be done by Saturday morning. So, I booked tickets for Saturday night after confirming with him thrice. I did not want anything to go wrong again. The exhaust swap is done, the bike is back and rolling. I got a call only late evening confirming this… absolutely tensed up until then. Settle the deal with the dealer for the akra and sort the balance funds. Board the bus with butterflies in my stomach. I was going to ride a superbike for such a long distance for the first time in my life; around 450kms with no one for company. It was the first ride on the CBR for so long.

Catch some sleep on the bus to ensure I am not tired for the long ride the next day. Reach on time in Bangalore. Freshen up at my friend’s place, have breakfast and leave. My mind is in one place, body is in another. The excitement, the joy, the fear, the tension everything just kept convoluting inside. Finally, reach the owner’s place and check the bike and ask my wife to transfer the funds confirming that the bike is perfect. It was dusty again and stuff, but I did not care. The fund transfer had one minor hiccup again, but my wife sorted it out and we were ready for the key handover. One of the biggest joys in my life had come true. I was the owner of an inline four beauty from Honda. Bid goodbye to the owner’s friend. The owner had gone to Mumbai to get his next superbike…

The official handover - I am the owner now.

Filled up the tank and headed to my friend’s place with him in his car as pilot. The roads were terrible, which gave me enough time to adjust to the slow speed capabilities of the CBR. Reached his home safely, packed up and got ready for the long haul. Bangalore to Thrissur. Glad his house is located in Electronic City, I could hit the highway within ten minutes. The first experience of opening the throttle made me smile ear to ear. It was pure joy. Took it easy for the first few kilometers before gaining speed. Soon, I was doing good speeds and covering good distances without any issues both to the bike as well as myself. The temperature was pretty high, but I was completely covered and the sun was not in my face. Stopped every hour to let my wife and friends know I was okay and the current location and hydrated myself with water and fruits.

Starting from Bangalore

Somewhere en route

Closer to the destination -Thrissur, Kerala

Kept going and at some point started feeling the rear tyre was losing grip. Stopped and checked but it had enough air. Thought it was my feeling. Finally, I reached home after a 7 hour ride including breaks. The only time it felt difficult was when the Sun was on my face from 4pm to 6pm between Erode - Coimbatore - Palakkad. Otherwise, it was perfectly smooth. I wasn't even tired, to be honest nor had any sort of body ache. Took my wife for a short spin before showing my parents my prized possession.

For a few days, I had the best of the Japs - The CBR 650R, the R3 and the Baleno.

The next week was spent getting to know him better. Getting the Puja done at the temple after a good wash, swapping the tyres and then finally handing him over for a good detailing session. Done! He looked as good as new and my OCD was satisfied. He was ready to go. The following week, I took him for a short 110km ride along with my wife to Athirappilly Falls near Thrissur, Kerala and back. Could not open him up much as the roads were all twisty and patchy, but the short stretch of highway was excellent. The next ride was with my close riding buddy to Travelounge, Walayar which is around a 150 kms ride. The roads were excellent but peppered with speed cameras. My plan is to take him for rides whenever possible on the weekends or holidays. I believe there’s no point in having a superbike in your garage and bragging about it. Looking forward to continuing this thread with updates about my bike and rides in the future. Hope you all like it.

From the detailing session

From the Athirappilly ride

From the Walayar ride

The same ride buddy - back again with his Gen 1 CBR 250R

Check out BHPian comments for more insights and information.

Honda entered the Indian market with the launch of the Activa in June 2001.

Honda Motorcycle & Scooter India (HMSI) has achieved a new milestone of 6 crore domestic sales.

Honda entered the Indian market with the launch of the Activa in June 2001. The company took 11 years to achieve the first 1 crore sales. In the next 3 years, sales crossed the 2 crore mark. In April 2017, Honda celebrated the 3 crore sales milestone and it gained the next 3 crore customers in under 7 years.

The Activa is Honda’s best-selling model in India. The company also offers the Activa 125, Dio and Dio 125 scooters.

Honda’s bike line-up includes the CB200X, Hornet, SP160, Unicorn, SP125, Shine 125, Livo, CD110 Deluxe and Shine 100.

The Jupiter is lighter and more agile whereas the Activa can reach 80 km/h easily.

BHPian Bhuvan recently shared this with other enthusiasts.

I own a 2016 TVS Jupiter ZX done 25K km, bought against the general opinion of my family (esp. father) for my sister who hardly used it for 6 months during her last semester in college. Although a lot has changed in newer generations, deep down the company DNA will reflect in the product.

My brother-in-law has an Activa 6G with a remote key, after using it for a couple of weeks and my prior experience of older generations.

I list my observations below.

Jupiter Pros over Activa

• Jupiter is lighter and more agile to use than the Activa (bought it because the primary user at that time was my younger sister).
• Activa and Jupiter both offer telescopic suspension at the front but on loose surfaces as you turn, the front tyre starts to lose grip due to the heavier back in Activa, from my personal experience.
• Petrol refill lid in Jupiter is single action and easier to use, unlike Activa where it's 2-stage in 6G (the lid is opened by a three-way button and then unscrewing the petrol filler cap which results in the rider or pillion getting down to refuel).
• Underseat storage area has always been better in Jupiter.
• Jupiter ZX was bought at approx. Rs 62k and Activa was approx Rs 64.5k, remember this was 2016 and the base Jupiter model was 59k on road.
• TVS offered a 5-year default warranty at no extra charge and delivered the vehicle immediately.
• I have always found the brakes in Activa inadequate for the weight of the vehicle whereas in Jupiter the brakes are slightly better and progressive in action.

Activa Pros over Jupiter

• Jupiter has vibrations which is tiring on long rides whereas a 15-year-old 70k run Activa will run butter smooth if maintained well, that's Honda.
• Jupiter's seat is very odd in design, rider and pillion will keep on sliding forward when brakes are applied and this results in back pain in the shoulder blade area. Activa seat design is simply great for both rider and pillion.
• Jupiter's seat cushion is soft which results in sore behind on longer rides, no such issue in Activa.
• Activa 6G has MRF tyres vs Jupiter has TVS tyres, TVS tyres are extremely poor in quality from experience.
• Except horn switch, all switches have been replaced in Jupiter because they failed, even the horn button has some rust issue which was incorrectly diagnosed as a faulty battery when not used for an extended period resulting in irregular irregular-sounding horn, I have used abused Activas where switch gear worked perfectly.
• Activa 6G and previous generations can reach 80 kmph easily with slight strain on the engine but in Jupiter, the vibrations will let you experience roadways bus.
• Handle lock assembly mounting screws of Jupiter tends to get loose with time and the whole front has to be removed to tighten it up, never faced such an issue in Activa.
• Jupiter's exhaust pipe tends to rust.
• Jupiter's original spark plug went kaput out of nowhere within the first month, changed to Champion brand, this went out within a few weeks, TVS service technician suggested an engine head gasket leak causing this, I took a chance and went with the Bosch spark plug this time as I could not muster the courage to get engine opened on a new vehicle and get an earful from father, never faced this issue again.

Activa 6G which I used recently had a remote key, which basically works as a keyless system. The vehicle detects the key and you rotate a gas burner-type knob for unlocking, seat/petrol lid open mode, and ignition. I can't remember any more options, but I am skeptical about the low battery in the remote key (there was no option of a physical key in that remote) and the vehicle's unable to detect it.

In short, Activa will age better and that's the only reason it sells approx. 3 times more than the Jupiter. Today, If I have to buy a scooter, then Activa it is.

Check out BHPian comments for more insights and information.

The test ride series included Suzuki VStrom 650 (11L OTR new), Kawasaki Versys 650 (10L OTR new) and Triumph Tiger 660.

BHPian Redline6800 recently shared this with other enthusiasts.

Got to test ride both the Transalp 750 (which I have booked) and the NX500 at Big Wing Topline Bengaluru today. Images are of bikes due for delivery, the test ride bike was different.

I must say the TransAlp really surprised me with how easy it is to ride! Feels like a proper big bike but lighter in feel compared to 650 cc bikes.

The test ride was approx 30 minutes in the CBD in very heavy traffic from 11:30 pm to 12:00 pm and it was pretty hot (approx 30 degrees plus).

Quite a tall bike and at 6.1" was able to flat foot while on the bike.

The bike sounds great, has a top-notch premium feel, gearbox is brilliant and just snicks into gear, the clutch really needs to be experienced and felt as light as my CB 350!

Brakes, and suspension were both top notch and I was dicing with the infamous autos in namma ooru within minutes of the test ride. In short, very confidence-inspiring once on the bike.

Super smooth engine was also a big plus for me, it really is a very nice motor, with a lot of character which I am hoping a longer test drive will confirm.

Heat management is brilliant for a 750 cc bike and it certainly runs cooler than the other 650 cc bikes I have ridden (including VStrom 650).

Unlike the Africa Twin, the TransAlp won't grab eyeballs but looks great in both paint schemes. Quality levels are great and the bikes come with two tyre options - Dunlops and Metzeller Karoo Street. Am hoping for the latter.

This was followed by a short NX500 test ride, on a similar route taken on a CB500X 2.5 years ago. I feel the NX500 is much nicer than the CB500X and a great bike. It sounded really nice, accelerated well, the brakes were great as was the suspension, and overall super comfortable. The new instrument cluster is much nicer too.

I felt I could have lived happily with the NX500 as well!

I've been a CB350 owner for over 2 years and am a hardcore Honda fan (at home we have a 2000 Honda City 1.5 Exi, 2012 Brio S(O) MT, 2001 Activa, and 2021 CB 350). I value reliability over all else, and the fact that Honda makes great cars (maybe not anymore !) and bikes is a plus.

Once the decision for a CB350 upgrade was finalised late last year, the test ride series included Suzuki VStrom 650 (11L OTR new), Kawasaki Versys 650 (10L OTR new), and Triumph Tiger 660.

Used examples of the former 2 were also considered. The VStrom 650 is no longer on sale with the 800 DE due to arrive as its replacement. However, in foreign markets, the 800 DE is approximately 1.3 L more expensive than Transalp.

I have a strong aversion to self-inflicted trauma so the Tiger 660 test ride was just a formality, but at approx 12L on-road BLR, used examples may make more sense. The TBHP Triumph service posts are self-explanatory.

Used prices for some exceptional VStrom 650s and Versys 650s were hovering in the 8L mark in Bengaluru.

What the heart demands and the wallet can bear are often diametrically opposite but the thought that the TransAlp will serve me faithfully for a decade or more, as the other Honda's with my family have done was a key decision point.

Hoping to take delivery this month or the next.

Check out BHPian comments for more insights and information.

He always preferred motorcycles with a good amount of torque. We also test-rode the Royal Enfield Hunter 350, Triumph Speed 400 and Scrambler 400 X.

BHPian FueledbyFury recently shared this with other enthusiasts.

"A Man is not old until regret takes the place of dreams" -John Barrymore

Hondas, especially the classics, have been the best motorcycles of all time. The debate on whether these bikes make sense or not has been forever, even though you may find yourself on either side of the fence. But you cannot deny the fact that Honda has managed to create a legacy of not just selling bikes but selling dreams. This is the story of the Honda CB 350 in Mat Marshal Green Metallic - a long-term dream of my dad that came to fruition.

Honda CB 350 Pros:

• Definitely a looker with an iconic classic retro design with minimal chrome elements.
• Build quality, fit and finish are the best in the segment.
• Honda's refined 348.36cc engine has a sweet linear power delivery for its highway cruising capabilities.
• The mileage figures don't burn a hole in your wallet.
• Honda service rates are so affordable, it's as if they've declared war on expensive repairs and launched a full-scale invasion of savings.
• Large riders will appreciate the roomier ergonomics for long-distance touring.

Honda CB 350 Cons:

• Service interval of 6 months/5000km will make you well known at the SVC.
• Low-end torque is not adequate, which is reflected with a lag of 0.5 seconds.
• Headlights are not the best, throw is wide thus the intensity is a bit off track.
• The small digital infotainment cluster is cluttered with info as it's hard to read at a glance.

For about two decades my dad has been fond of Royal Enfields and has always wanted to own one. Ever since I had grown to understand things in life, I remember every time my dad saw a Royal Enfield on the streets he used to point at them and say to me "This is the bike". He owned a Suzuki Max 100 back then and I never understood his obsession with the Royal Enfield. But being the man of the house, there were a lot of important things to think and worry about (Medical expenses, school fees, monthly bills and all) than an expensive toy that gives you nothing but joy.

Years passed, and responsibilities came after others the long-lost extravagant dream was not even close to being a priority until when he reignited his dream when I turned 18. With a quick TR, the vibrations in RE were a concerning factor for my dad to bite the bullet. I turned down the dream of owning an RE as he was working in a distant region and only comes hometown on a weekly basis. Now that my dad will retire on March 24 at this point in life the long-awaited dream of my dad has come into reality. Below is how a Royal Enfield fan was hooked by the classic retro design with Honda reliability.

With the help of Bhpians, the bikes needed to be TR were shortlisted and below were the observations.

• Honda Highness CB 350: Agile, easy to manoeuvre in city traffic, good posture, good build quality, and a sweet-sounding exhaust.
• RE Hunter 350: Agile, compact bike, upright posture, hard clutch, small vibrations at lower rpms (drove it after riding Honda), and there was always room for improvement for RE.
• Triumph Speed 400: good torque and power figures, slightly leaned, street-friendly, good posture, and excellent build.
• Triumph 400X: Height issues(tip-toeing), a bit larger turning radius, and need to take a wide U-turn in roads which he finds a bit difficult for city rides.
• Honda CB 350: Torque engine, good seating comfort, adequate power, upright riding posture, exhaust not sweet as highness and offers good build quality.

Dad always preferred a bike with a good amount of torque and power figure for sedate driving, seating comfort, upright posture, and a big bike feel that must be reliable. As I have stated previously Honda CB 350 won the heart of my dad at the launch itself and it's still strong. Thank you to Bhpians for mentioning the weight of the motorcycle and the issues related to the aspect of age. He found the weight of the motorcycle to be quite balanced and was easy to manoeuvre in the city on our 2nd test ride just as with the highness.

Finally, it always comes down to the preference of the rider and he chose the Honda CB 350!

BigWing Muvatupuzha is the nearest one to my place and the SE was very hospitable and explained the specifications, and accessories of the bike. While entering the showroom the most eye catchy thing is the history of Honda Motorcycles from the 50's.

The Evolution of Honda!

They offered a test ride of the CB 350 multiple times and we were satisfied with their approach. After the test ride, the magic sauce hit my dad with the feeling of "This is the Bike!" Now, it was only a question of what color to pick. Honda's offering was with five color schemes and my dad focused only on matt colors as he was not much of a fan of glossy schemes.

The options were:

• Mat Marshal Green Metallic
• Mat Dune Brown
• Mat Crust Metallic

The advertisements were filled with the posters of CB 350 in Mat Dune Brown but the color scheme doesn't appeal in real life. This goes the same with the Mat Crust Metallic and we strike it off. There wasn't any display piece of CB 350 in Mat Marshal Green Metallic and with the experience with the Dune Brown, we were in a dilemma whether to book the bike. Finally, we went for it and the instincts were too good to be true. It was a looker when it arrived in the showroom the following week.

Honda CB 350 comes with 2.15 lakh (ex-showroom) for DLX and 2.18 lakh (ex-showroom) for DLX Pro Honda offers DLX and DLX Pro varients for CB 350 which only comes with a price difference of 3K. DLX Pro comes with Bluetooth connectivity (Honda Smartphone Voice Control system), a chrome element in the headlight cover, body-colored fenders, and a brown seat color. While DLX doesn't have any connectivity features, silver paint scheme in the headlight covers, and both blacked fenders and seat.

We have gone for CB 350 DLX Pro in Mat Marshal Green Metallic for 2.70 Lakh OTR price with special discounts of 12.8k.

Miles to go before I sleep.

Design and styling

Simply delicious!

The Honda classic design is clear in every aspect even though you see a huge chunk of inspiration from the competitor. When you walk around the bike you should appreciate the level of detail put into making it. The bike is extremely proportioned and well-built stands offer a big bike feel as compared with its siblings. Honda CB 350 weighs 187Kg which sits on par with the competition in the market with a reasonable seat height of 800 mm. It comes with a ground clearance of 165 mm which is good for usual broken roads and the 15.2L fuel tank capacity helps to reduce fueling stops during long-distance touring.

The body dimensions are here as below:

It is difficult to differentiate CB 350 from its sibling (Highness) at a glance as the major update is given to the rear fender and it catches the eye. The front indicator lamp also functions as a DRL which helps to convey it's a bike at night. The stock guardrails don't give much protection to the rear portion of the bike. Highness is much peppier and has an identity to the sound of the exhaust while CB 350 is primarily for sedate driving, with mile-munching capabilities with room for ergonomics. The exhaust note of CB 350 is mild in comparison with the siblings.

Build Quality, Fit & Finish

Best in the segment with the build quality. Every component is built up to the cost and has a finer level of detailing in all areas. The manoeuvrability of the switch gears comes with the competitors. Wiring is organized standardly and no other visual elements of wiring are in plain sight. There is a little bit of crowded dressing of wire in the handlebar region which is not a deal breaker.

Features and Instrumentations

The bike comes with all the basic features, Dual channel ABS, Assist slipper clutch, Emergency stop signal (ESS), and traction control. It does not come with any riding modes but has a switchable traction control (Either being in ON or OFF). The switch gear comes with immaculate quality as with the typical Honda. The only throw-off is the integrated kill switch and start, which I am personally not a fan of. The instrument cluster shows the important data which can be toggled through two trip meters, real-time FE, average FE, distance to empty (DTE), and battery voltage.

There is always a miss of a tachometer in the cluster and it would be much more appealing if they had gone with the twin dial setup. With the analogue semi-digital setup honda has incorporated Bluetooth connectivity (Honda Smartphone Voice Control system) which works seamlessly with the help of toggle switches.

The fuel tank capacity is 15.2 litres and assuming fuel efficiency is in the spectrum of 36 – 38km/l, this should be good for about 480 – 520 km before the bike requires a refill. Slightly frugal highway riding might help it nudge closer to the 42 km/l mark.

Wheels & Tyres

The bike comes with a 7-spoke black alloy which tremendously enhances the aesthetic. The front wheel is equipped with 100/90-19M/C 57H and disc brakes of 310 mm. The rear comes with 30/70-18M/C 63H with disc brakes of 240 mm. With the initial miles of 1500km, I am satisfied with the performance of the tires, and have adequate braking in all road conditions.

Front tire section

Rear tire section

Tire pressure information

Ergonimics and Comfort

The bike comes with a seat height of 800 mm with a roomier seat for the rider that helps in mile munching and touring capabilities. The riding posture is upright and doesn't give strain to any shoulder muscles or lower back. The kerb weight is 187 Kg which feels balanced throughout the bike, once it starts moving it's quite agile in city traffic. There are no stock wind protection visors available but they do come with good after-market options.

Rider and pillion seats

Riding the Honda CB 350

Country roads!

The engine remains the same as its siblings with slight tuning to meet the dynamics of the bike. It comes with a 4-stroke, 348.36cc, SI engine which produces a max engine output of 15.5kW @5500 rpm and max torque of 29.4 Nm @ 3000 rpm. The bore stroke ratio is 70 mm X 90.519 mm producing a linear torque curve with a compression ratio of 9.5:1 from the engine. There is a small lag in the lower rpm, it can be removed by replacing the stock air filter (experts say so).

With the specs on the sheet, it is truly a highway mile muncher, by delivering adequate torque, and the engine is not stressed out in higher RPMs. The bike comes with a transmission having the clutch type of Multiplate Wet Clutch with a 5-gear system. Most of the city riding is with 3rd and 4th gears whereas the 5th gear is strictly for cruising. It has a Half Duplex Cradle frame front Honda with telescopic front suspension and Twin hydraulic rear suspension. The suspension comfort is rightly in the middle of not being too tight and soft, offering moderate comfort in usual unpaved roads.

Looks good in chrome!

Front with DRL headlights and Indicators

The motorcycle is equipped with dual-channel ABS. The brakes are from Nissin and offer good adequate braking.

It's pretty Big!

It comes with an integrated Ignition and start switch which I'm not a fan of. It comes with pretty good quality switches.

The up-down arrows help fiddle through the instrument cluster. ENT and backward switches are used when one is paired with Bluetooth connectivity. And then comes a typical Honda indicator and horn switches!

I hope this ownership review assists at least one forum member or reader in making an informed decision and shortlisting or possibly eliminating, the Honda CB 350 from his/her shopping list. I have planned to do a long-term ownership with the steed.

So why wait, let's start the journey.

Check out BHPian comments for more insights and information.