I took a test ride of the KTM 390ADV and in less than half a km, I returned the bike to the dealership disappointed. The engine was rough, had a lot of clatter and sounded very rugged.

BHPian n_aditya recently shared this with other enthusiasts.

Hello all, hope the year is revving with a positive vibe for you.

This is going to be a series of long posts, so kindly bear with me. I will document my Himalayan 450 ownership in as much detail as I can on this thread. Please feel free to ask any questions or share your suggestions which can help me and other H450 owners as well.

A little context:

Motorcycling is not new to me. I used to ride my dad's Kinetic Honda back in college and then moved up to a Hero Honda CD 100.

Later, I picked up a Suzuki Fiero and that started my passion in motorbiking. Although the bike was restricted to intra-city commuting, I did enjoy the revv happy nature of the Fiero. It was fast and a lot of fun.

Somewhere in late 2009, Kawasaki launched the Ninja 250R in India and it was love at first sight for me. I was so smitten that I spent all my free time obsessing over the bike, reading and learning about the history and popularity it had gained over the years. This was a new launch though, with fuel injection, liquid cooling and a first for me as well. I had only owned and ridden small capacity air cooled bikes prior to the Kawasaki Ninja 250R.

Here is my Ninja 250R ownership thread - link (2010 Kawasaki Ninja 250R - My First Sportsbike. 52,000 kms on the clock. UPDATE: Sold!).

I had the Ninja for 6 years and clocked 52,000 kms before I sold it. Made a lot of friends, went on a lot of rides (tons of places in KA, TN and KL) and also participated in IndiMotard's TWO Track School twice (Level-1 & Level-2). This significantly improved my riding skills and helped me unlearn some habits.

Some pics with the Ninja:

This pic was clicked by our dear Rudra, the God of photography:

Better than any pic from a marketing brochure or sales catalog, don't you agree?

The upgrade bug used to bite me in the backside every now and then but every time I took the Ninja for a spin, that thought would disappear.

Continue reading BHPian n_aditya report for more insights and information.

Background setting Auto works well, with a very slight delay which I think is intentional so that it doesn't keep switching to dark and light mode.

BHPian shyamg28 recently shared this with other enthusiasts.

Background setting Auto works well, with a very slight delay which I think is intentional so that it doesn't keep switching to dark and light mode.

Brightness setting.

This is with Eco Mode + Rear ABS Off.

Notice the small icon on the left of the ABS icon.

Eco Mode + Rear ABS On.

Performance Mode + Rear ABS Off.

Performance Mode + Rear ABS On.

Engine temperature.

From what I noticed riding it in traffic for about 2 hours total - the moment the bar reaches 3/4, the radiator fan kicks in, bringing down the temp to about 2.5 bars.

This is the mode in which the Maps layout shows up in its full glory.

Screen types.

Neat Service due reminder. Looks like it's 5k kms intervals or 6 months.

Firmware version.

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We were never huge fans of Royal Enfield but I decided to give the J series powered Classic 350 Reborn a test ride.

BHPian MVM recently shared this with other enthusiasts.

This message might be surprising to some.

We have decided to sell off the HF100. I've had the bike for 15 months and the need for a slightly better bike is felt.

Before sharing the details of the bike (for those who may be interested in purchasing it) I will dive into the reasons why I feel the need for a better motorcycle.

The bike isn't built for the comfort of tall riders: I am 6'2 and due to the low handlebars and the position of the foot pegs the bike puts quite a bit of strain on my shoulders. I carry a backpack as well most of the time and that makes the fatigue worse.

This is perfectly understandable as the bike is built according to the height of an average Indian male which is around 5'7/5'8.

I did purchase some handlebar risers and despite them not being the easiest to fit I managed to install them, it was only after installing them that I realised that the accelerator cable was too short and turning the bike to the left would cause it to accelerate.

The lack of safety features: The bike is not equipped with discs or ABS which is perfectly understandable considering the cost of the bike, unfortunately, these have become very important of late.

The extremely light front end and overall weight of the bike: It is one of the lightest bikes currently sold in the country and that allows the bike to be very easy to manoeuvre. As long as I am the only one on the bike it's perfectly fine. The issue arises when my dad (who is also 6'2) and I both try to go on the bike. Due to most of the weight being concentrated towards the rear steering the bike becomes a task. Neither of us can sit very close to the tank as we can't operate the gear lever and rear brake easily if we do so. This leads to an unpleasant and unstable ride.

Considering all these reasons we decided to look for a better and safer bike. We were never huge fans of Royal Enfield but I decided to give the J series-powered Classic 350 Reborn a test ride. Due to the test ride being very brief and me being quite jittery as I was riding a bike that wasn't mine, I decided to rent one from Royal Brothers for a day to thoroughly explore all aspects of owning a Classic 350. After 150 kilometres of primarily city riding (including riding through Chickpet) the Classic 350 made me a very happy camper. We are planning on getting one very soon and considering how long we are planning on keeping it an ownership review is a must.

Thanks for reading.

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The investment will be used for the development of new products, including EVs, and capacity expansion.

Royal Enfield has signed a Memorandum of Understanding (MoU) with the government of Tamil Nadu to set up new projects in the state. The company plans to invest Rs 3,000 crore over the next 8 years.

According to Eicher Motors Limited - the parent company of Royal Enfield, the investment will be used for the development of new products, including EVs, and capacity expansion. It is expected to generate over 2,000 new job opportunities, both direct and indirect.

As per the MoU, the state government will provide infrastructural support, including uninterrupted power supply and regulatory facilitation in accordance with applicable laws. 

The Himalayan 450 Raid might be unveiled at EICMA 2026.

Royal Enfield is reportedly working on a more off-road-focused version of the Himalayan 450. Internally known as ‘Project K1X’, the new variant could be launched by 2027 as the ‘Himalayan 450 Raid’.

According to media reports, the Himalayan 450 Raid will come with several upgrades aimed at making it more suitable for the rough stuff. It is said that the bike could get fully adjustable suspension with improved ground clearance, engine guards and a rally sump.

The Himalayan 450 Raid could get a new exhaust that could boost the power output ever so slightly. Wirespoke wheels with tubeless tyres are likely to be offered as standard. The bike is also rumoured to be slightly lighter than the touring version.

The report also states that Royal Enfield had initially planned to launch the Raid version around the end of 2026, but may have been delayed. It has been speculated that the bike might be introduced at EICMA 2026, with an India launch in early 2027.

Source: Bikewale

I couldn't believe that with an 845 mm seat height, I could touch both my feet on the ground with some amount of tip-toe on both sides.

BHPian rishi.roger recently shared this with other enthusiasts.

Recevied a call on 28th Nov, from the KayTee Automobiles RE Dealership in Mahipalpur, Delhi asking to visit the dealership as they unveiled the Himalayan 450 for display.

They had Hanle Black on display. In person, it looked massive mostly because of the huge tank that almost reminded me of the Africa Twin. That tank is definitely one of the most noticeable features of this bike.

The other thing that caught my immediate attention was when I took the bike off the center stand and sat on it. I am 5ft 7in tall with a very average inseam. For reference, I currently have a Dominar with a saddle height of 800mm and I can't completely flat foot with regular shoes. On Dominar, I find it a struggle to manoeuvre the bike backwards when stuck in traffic or even forward when the motor isn't switched on, paddling isn't easy for me.

Due to Himalayan's weight and size in person, I was under the impression that it wouldn't be any easier and I should perhaps not consider it.

Also, the lower seat option wasn't available plus the dealership had the saddle height set to the higher option, which is ~845mm. This was very intimidating for me, however, a gentleman at the dealership asked me to try it nevertheless. He even helped move the bike from center stand so that I could try it.

I couldn't believe that with an 845mm seat height, I could touch both my feet on the ground with some amount of tip-toe on both sides but it wasn't too much. In addition, I felt the handlebars were also comparatively lighter than the Dominar (Dominar is a front-heavy bike).

Himalayan felt way lighter than Dominar when it came to paddling back and forth as well as even when steady.

On paper, the Dominar is just a bit heavier/lighter than the Himalayan so I wasn't expecting a lot of difference but in the real world, I felt the Himalayan was a lot less intimidating than the Dominar (the way you feel the weight of the bike at standstill/physically moving around). I'd love to see how this translates to stability b/w both the bikes out on highways.

The stock seats for both rider and pillion were good, on par with Dominar. The rider seat felt very close to being firm, IMO. This should help with covering long distances easily. At 5,7" - I also found the posture to be almost perfect for both bad roads as well as long distances. I'd however definitely not want to corner on this bike (might change later when I get a chance to actually try and see if it feels confident).

Things that didn't feel nice:

• As someone pointed out gaps in the tank protection frame on both sides, they look ugly and give the horror of mud, dust and whatnot being stuck there. Unsure, about why RE did it - I'm sure we'll soon see aftermarket accessory plastic caps that cover those holes.
• There are some plastic caps protecting the same tank protector frame in front. They felt extremely flimsy.
• The build quality and finish on the bike felt like an absolute hit-and-miss across the unit. In some places, it felt that RE did an outstanding job while in some other parts, it felt very meh. This is obviously subjective (and shouldn't affect practicality) and I'm sure a lot of this had also to do with keeping the unit affordable as well as keeping overall weight in check.
• This must be me coming from a cable-operated throttle, felt that there was a teeny-tiny amount of delay in how the motor responds to the throttle input. I'm guessing, this is your typical ride-by-wire delay and one would probably get used to it.

The motor didn't feel like your typical RE thumper. Although there were vibrations present across the range those were more of a "slight buzz" that did not seem to increase as you rev harder. It's like a constant buzz that's present in the body - but the handlebar, seat and footrest seem isolated from it to a large extent (likely some really good dampening by RE). I certainly can't compare it to a Jap, but for a RE (and considering the fact that it's a large size single cylinder) - it's well done, IMO. I feel that with some amount of settling down after the first few services and engine oil changes - it could become smoother.

Regarding Delivery

The sales rep at the showroom said, they're likely going to receive 3-5 units in the first lot and there would be either one or two lots at best in Dec. The price will only apply at the time of delivery and not booking. Also, most pre-bookings are for Hanle Black and Kamet White. (Few are thinking this changed for bookings made after the price reveal, but I really doubt it if one looks at this beauty in Black - looks stunning!).

Check out BHPian comments for more insights and information.

Power band is very narrow on the Himalayan, also the vibrations are a big spoilsport, in comparison Interceptor feels very smooth

BHPian Rahulkool recently shared this with other enthusiasts.

Today early morning sales guy from a local RE dealership called me informing me that Himalayan TD is available. I was just leaving for Pondy, so thought of checking out the bike. Went to the showroom early and was the first one to TD the bike there with just 8kms on the odo. Rode around 15kms in the city, being a Sunday morning traffic was sparse.

Engine - Decent low-end toque, can potter around in 2nd gear. It has good mid-range and ok top end, revs very easily. Did 100-110 effortlessly, the engine feels adequate in terms of power, need a ride on the highway. There are vibrations around 4500-6000RPM, a good amount of vibes I could feel in the foot pegs and tank, and also some in the handlebar (I was wearing riding boots and gloves) post 6000rpm it reduces a bit. till 4000rpm engine is very smooth. Vibes are less in 5th gear, I didn't get the opportunity to test 6th gear. I didn't feel any major engine heat, the radiator fan was on a couple of times.

Seats - very comfy, initially I felt slight discomfort as I was sitting far ahead. After adjusting a bit and moving back it was very good. The handlebar felt slightly bent away from the rider, I feel a straight motocross-style handlebar would be better.

Suspension - The best bit on the bike, glides on the road, and travel is also good. But the front suspension did bottom out on on couple of bad potholes, most of the reviews say it does not bottom out easily.

The speedometer is good, all the info is clearly visible, and the joystick is usable with gloves. The bike didn't feel heavy or big once on the move, i rode in traffic and took a couple of U-turns, didn't feel heavy at all. I didn't feel any lag on the throttle input, the bike responded well. I had to squeeze the front brake level way too much than the interceptor, maybe because the bike was new? Brakes are very effective just that disk brakes usually don't take that much lever travel, rear brakes are better than my Interceptor. The accelerator/clutch is very smooth/effortless to operate, gear shifts are also very precise.

Although power figures on Interceptor and Himalayan seem not that different, the actual feel while riding is much apart. The power band is very narrow on the Himalayan, also the vibrations are a big spoilsport, in comparison Interceptor feels very smooth, I know its a single cylinder vs two cylinder. But as I own an Interceptor I have done the comparison.

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The second generation Himalayan is powered by a 452 cc single cylinder, 4 stroke, DOHC, liquid-cooled motor - christened the 'Sherpa'. This engine produces 39.5 BHP @ 8,000 rpm and 40 Nm torque @ 5,500 rpm

This new motor is also the first-ever liquid-cooled engine from Royal Enfield. Featuring a compression ratio of 11.5:1 and coupled to a 6-speed gearbox and slip & assist clutch - the powertrain is competitive on paper against modern competition from Triumph and KTM. Traditionally, Royal Enfields have been known for their long-stroke motors and even the LS411 had a lazy bore stroke measurement of 78 mm x 86 mm. Shockingly - the Sherpa motor is square, bordering on short stroke! Featuring an 84 mm bore and an 81.5 mm stroke - Royal Enfield claims that this motor produces more torque than the old Himalayan, all the way from ~2500 rpm to 8000 rpm.

That said, the laws of physics can't be so easily overcome and the new Himalayan falls seriously short of the low-end torque pull of the earlier generation. Releasing the clutch off idle, the bike crawls forward at 10 km/h, but it feels strained and prepared to stall at the hint of an obstacle. You may need a slight throttle and clutch play when moving from idle in 1st. Similarly in 2nd and 3rd gears as well, the bike will pull forward at 17 km/h and 20 km/h respectively without any accelerator inputs, although making its disapproval known quite audibly. This motorcycle is just not happy below 2,000 rpm and if you are used to the older Enfields, relearn your habits. Period.

Above 2,000 rpm, the violent disapproval turns to one of submission and from 2,000 to 3,000 rpm it feels like the bike has accepted the reality that it needs to get a move on. The first hint of real life comes at 3,000 rpm which is a sweet spot for sedate city use, but the real performance of this motor resides between 4,000 to 7,000 rpm where the torque curve feels linear and unwavering. Keep the bike in this rpm range and the progress is deceptively fast. Even capable of giving the men in orange a run for their money. Even though the peak power is delivered at the redline of 8,000 rpm, it feels the most exciting when kept at 7,000. The rpm needle starts flashing red post 8,000 and a smooth fuel cut-off happens at ~8,500 rpm.

Speaking of the Orange machine - that guy would most likely have a wider grin on his face despite the Himalayan being neck to neck in performance with him. The linear power delivery of the Himalayan masks the feel of the actual performance on offer. Coupled with the long wheelbase, many a time you are taken by surprise with the speeds shown on the console. Secondly, the Himalayan motor, although free-revving, lacks the mad top-end rush that the rival is known for! On the plus side, the Sherpa 452 with its ride-by-wire throttle calibration seems to have a dual character that can do a bit of both - relaxed highway touring (whereas the KTMs are always eager to run away) and spirited runs.

The bike now has new-found expressway cruising abilities, and both 80 km/h and 100 km/h come up in the meat of the torque band, i.e. at 4,000 rpm and 5,000 rpm respectively in 6th gear. Coupled with the excellent suspension and long wheelbase - this one is a brilliant mile muncher on the expressways, but an absolute blast on two-lane state highways and B-roads:

The gear lever needs some getting used to - downshifts are especially messy to get right till you get used to the bike. All riders did complain of missing downshifts, an issue which I faced as well initially. But once used to the bike, I could get away with even aggressive downshifts when tested with both my touring and sporty riding shoes as well. Upshifts work well and click into place with a very positive feel.

Riding Modes

Four riding modes are available:

• Performance + ABS ON
• Performance + Rear ABS OFF
• ECO + ABS ON
• ECO + Rear ABS OFF

The ride mode can be viewed and changed by pressing the "M" button on the RHS switchgear. ECO mode is interesting as it reduces the power output of the first 4 gears. Royal Enfield claims that the power delivery in ECO mode is reminiscent of the original Himalayan. I found the ECO mode to be useful in city usage and it also helps deliver better fuel efficiency.

While the 4-gears thought process is a bit interesting on paper, I found the logic to be slightly flawed in the highway scenario. For example, you accelerate your way progressively through the first 4 gears and slot into 5th and 6th, the motor feels like the restraints have been removed and it starts performing with the full vigour of a 40 BHP motorcycle in these two gears. However, suppose you have to brake and downshift into 4th or 3rd and then try to pull off with the same eagerness - you suddenly are dealing with a ~ 25 BHP motorcycle once again! That somehow felt more of a buzzkill to me than having all 6 gears in a low-power map for ECO mode.

Refinement & NVH

Once again, the laws of physics raise their ugly head. With a large single-cylinder motor, vibrations are present throughout the revv-range. Unlike the modern J-series 350cc motors from RE, this one even has visible vibration on the handlebars at idle. I could not even identify a particular rpm in which vibrations came on or went off. They were a constant companion. Most of the time, a buzz can be felt on the tank, seat and footpegs. Thankfully, no resonance was experienced at any rpm range and it doesn't get harsh enough to restrict revvs, which means the vibrations are not a deal-breaker for me, but certainly not dismissible either. This is a definite area of improvement for Royal Enfield!

Coming to the exhaust note, gone is the bassy, lazy, long-stroke exhaust note of the old Himalayan. IMHO, the new Himalayan is perhaps the most generic-sounding motorcycle from RE. While riding the motorcycle, you could confuse it for a Hero or KTM depending on the throttle inputs. The only saving grace is a generous dollop of pops and rumbles from the exhaust when closing the throttle off.

Suspension and Handling

Quite interesting to see technology trickling down into lower segments. The first time I heard the magic of Showa was back in 2016 when the Versys 650 was launched with Showa SFF. 7 years down the line, my current motorcycle, the Triumph Tiger Sport 660 also rides on non-adjustable 41 mm forks from Showa. Hence my curiosity levels peaked upon seeing the Himalayan getting launched with Showa 43 mm USD forks (non-adjustable) with 200 mm suspension travel up front, coupled to a mono-shock at the rear, also with 200 mm travel. Happy to report that the performance doesn't disappoint. The suspension is one of the biggest highlights of this motorcycle.

Starting from idle, you notice a slight inherent stiffness in the suspension, but not cumbersome in the city by any means. Where larger potholes are still dealt with plushness. The real magic starts as the speeds climb and the suspension starts to flatten most of the road irregularities. With the 21" wheel upfront, even the smaller speed breakers are dismissed without a second thought. As expected on a bike with longer suspension travel, there is a certain amount of nose dive experienced when grabbing the brakes, but nothing alarming here. The base tune of this suspension setup is excellent and most owners will not miss any adjustability whatsoever.

The rear suspension feels even more plush than the front - however, do note that the 6-step preload adjuster is kept at its softest setting from the factory. Although the ride quality was brilliant even with a pillion, I would have preferred to tighten the preload to avoid the sagging rear with pillion weight. Preload can be increased by rotating the adjuster clockwise using a C-spanner provided in the tool kit. A remote preload adjuster could have been a welcome addition, but then not a negative point considering the price and segment.

As mentioned earlier, the Himalayan is a heavy motorcycle, but the weight is very well masked once on the move. Through corners, the suspension feels reassuring and the bike maintains the line through corners despite slight mid-corner undulations.

Braking

Braking duties are handled by ByBRE, Brembo's budget brand, which has now become the mainstay of most bikes in the segment. The setup consists of a 320 mm ventilated disc up front with double-piston calipers and a 270 mm ventilated disc at the rear with a single-piston caliper. Dual-channel ABS comes standard, and in the interest of offroad abilities, the rear channel can be switched off when required.

Overall the setup is excellent and performs the job efficiently. Front brakes have a soft initial bite, perhaps to aid off-road riding. However, upon pulling the lever harder the bike decelerates rapidly and does not leave you wanting for more bite. There is a certain amount of nose dive experienced when grabbing the brakes but not alarming in this case.

The rear bite is powerful, perhaps too much for a ~200 kg machine. With ABS off, it is very well possible to lock the rear wheels on the road or off-road. Unlike in many rival motorcycles, the rear bite is powerful enough to bring the vehicle to a halt by itself, but it is far more effective to use the front brakes instead.

Closing Thoughts

The Himalayan was not a full-on love at first ride, and it took me some time to get used to the characteristics of the vehicle. Once you become familiar with a couple of factors like the rpm sweet spot and the gearshifts to keep you in that zone, the Himalayan is a fun motorcycle to ride and own. Deceptively fast on the expressways and extremely enjoyable on good 2-lane roads. The engine isn't even the main highlight here, it is the mechanical package that is well complemented with a good chassis, excellent suspension, good tyres and brakes setup. As a BHPian commented, things can only get better from here on, and if the engine can be made a little bit more refined and the engine tune tweaked, this package will be flawless! But even now, it is certainly an excellent contender for a one-motorcycle garage.

Continue reading the discussion on the Royal Enfield Himalayan 450 on our forum.

Designed for the Himalayas, the modern Indian expressways and the foreign A2 markets - the Himalayan now jumped a segment higher and has gone significantly upmarket.

Royal Enfield Himalayan 450 Pros

• All-new, thoroughly improved, contemporary motorcycle that competes a segment higher than before - but still very much a Himalayan!
• Well-rounded package that delivers on most wishlist items from prospective customers - adjustable seat height options and riding modes widen the customer base
• Good looking motorcycle with big-bike dimensions and feel. Substantial stance similar to 500-650 cc ADVs
• 39.5 BHP engine allows new-found expressway cruising abilities. Performance is deceptively fast in the midrange, and the 6-speed gearbox with the slip and assist clutch helps to stay there all day long. Best experienced between 3,000 to 7,000 rpm
• Instrument cluster is a class act! Circular TFT with connectivity and Google Maps navigation is segment-best even two segments above
• Well-tuned Showa suspension dismisses bad roads and potholes with ease. Ride quality is excellent at speeds
• Longer wheelbase offers excellent highway stability. Handling is neutral and the tyres feel adequate for the performance on offer
• 21” front wheel, 224 mm ground clearance, 200 mm suspension travel at both ends - make for a very capable machine off-road
• Good pricing. Undercuts most rivals on price and justifies the price jump over the earlier generation. A comprehensive accessory and merchandise catalogue launched too
• Has grabbed the nation's attention! Never had to answer so many queries while out on a motorcycle - superbikes included

Royal Enfield Himalayan 450 Cons

• 452 cc engine's linear power delivery masks the performance on offer. The motor delivers neither the low-end torque pull of the old Himalayan nor the high rpm rush of some rivals
• Single-cylinder vibrations are present throughout the revv-range. Not a deal breaker and no resonance experienced at any rpm range, but certainly not dismissible either
• At 196 kg - the Himalayan is heavy compared to single-cylinder rivals. The motorcycle feels very well-balanced on the move, but top-heavy during parking manoeuvres and when taking the bike off the side and centre stand
• Poor lamps all around. Headlamp is woefully inadequate and the quirky new indicator stalk + tail lamp vibrate on bad roads, making it blurry for traffic behind
• Saddling ergonomics are slightly amiss for taller people. The handlebar feels a bit low and the tank fails to support the knees
• Fit and finish could be improved. Good overall build is marred by poor execution of touchpoint items like the joystick switch, indicator switch, etc. Also, the stock mirror is useless at highway speeds
• Missing features for rider control like traction control, IMU / cornering ABS, quick shifter, adjustable clutch and brake levers, backlit switchgear, etc.
• The much-awaited tubeless spoke wheels have been delayed for the Indian market due to supplier homologation issues
• Concerns about freshly brewed technology. The Sherpa engine is the first-ever liquid-cooled motor from Royal Enfield

The Royal Enfield was forgiving and mighty relaxed. When I got back home to my Ducati, it felt tight and in extreme urgency.

BHPian Nilesh5417 recently shared this with other enthusiasts.

Did a decent 25-minute test ride in traffic and open stretches. Rode it like I would for the first 20 minutes and checked the low end etc on purpose in the last 5 minutes. Most of the comments are already out there so will keep it short:

• Lag - perceptible but insignificant. Shouldn't have been there so it's unexpected but not unsafe or irritating to take away anything from the bike. I noticed it's not present when you change gears and accelerate. It's present when you are trying to catch on speed in a gear e.g. from 20kmph in 2nd or 40kmph in 4th onwards without dropping a gear. I hope others can check this out as well and share what they think.
• Vibrations - didn't notice. Revs till 5.5k easy - couldn't hold speeds for too long in traffic but seriously, smooth engine. If not more, as good as Triumph.
• Free revving - the engine is a delight. It's free revving and you don't feel it's under any strain if you are in a hurry. Didn't expect this from an RE.
• No issues in traffic - I could do 10kmph in 1st, 20 in 2nd and 40 in 4th. As long as you keep the bike rolling, it will catch on speed and pretty fast. I did not feel any heat - so didn't bother about checking the fan.
• Clutch - I would have liked it to be lighter. It feels heavy when everything esp when else is so spot on.
• Gearshifts - is this really an RE? Slots neatly without effort and you can actually find the neutral! Hurrah!
• Brakes - the front discs had a really sharp bite, the rear not so much. In fact, the rear is a little weaker than I would like. But both together seemed to work well. Tried this 4-5 times and the bike can take care of most emergency braking situations.
• Everything else - suspension and seats = sofa, screen absolutely crisp even in bright sunlight, feels heavy when you want to move it e.g. say backwards in a parking but no, foot pegs don't foul with my legs (5'10). You won't feel the weight once you move even on tight U-turns.

Getting back home on my Monster was a really different experience. The RE was forgiving and mighty relaxed, the Ducati felt tight and in extreme urgency. Had to take it easy for the first few hundred meters.

Going to go ahead and get myself one.

Check out BHPian comments for more insights and information.