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Mods and Rockers

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The House of Machines, Los Angeles, CA | 11.18.2018 (Pt. 2)
Check it out! We chat blogs and websites and stuff with @rtw.egle and @advpulse đČđđ€đ» Dreaming of riding the world and creating your own ADV Travel Blog to share your experiences, attract sponsors or earn an income? Check out these insider tips to help you do it successfully. Click the âĄïž LINK in our bio or go to bit.ly/motoblog @joseph.savant @therollinghobo #motorcycletrip #motorcycletour #motorcyclecamping #advrider #overland #AdventureTravel #AdventureBike #AdventureMotorcycle #AdventureTouring #DualSport #adventuremoto #adventurelife #dualsportlife #motorcycle #advlife #MotorcycleAdventure #MotorcycleTravel #advpulse #Wanderlust #advmoto #explore #motoblog #rtwtrip đ·
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...Fuck the Rest đ
DEMO RIDE: 2019 Royal Enfield Himalayan
The tach needle bounced off the red line. The motor screeched. My hands clenched the grips. An 18-wheeler barreled by with a gust of displaced air, pushing the bike - and me - to the side of the highway.
In my quest to find the perfect second motorcycle, Iâve rented an FZ-07. Iâve test ridden Zeroâs naked bike, the SR/F, and demoed their dual-sport, the FX. While all of those bikes were great in their own respects, none of them met my criteria: light, dirt-capable, and cheap. So when I heard that Royal Enfield was launching a nationwide tour featuring some of their newest models, I knew there was strong potential to find my scrambling side piece.Â
Titled Pick Your Play, Royal Enfieldâs demo ride event brought me to the highly revered Southern California Motorcycles in Orange County, CA. If you should know anything about Royal Enfield, itâs that the Indian company relies on classic styling with no-frills engineering. You wonât find traction control or TFT displays on their motorcycles. Liquid-cooling and heated grips arenât featured on any Royals. Shoot, most of the models donât even have gear indicators.
Itâs this unabashed appeal to the âpuristâ that differentiates the brand from its competitors while keeping their prices low and their âcoolâ factor high. However, harkening back to yesteryear not only attracts hipsters it also attracts the riders that were around for the original Cafe-styled bikes: old dudes! And if youâre looking to attract aging gentlemen, youâd be smart to host your demo rides in the bastion of affluent retirees - The OC.Â
 Aside from the 3-4 participants that were in my age group, Iâd estimate that the majority of the attendees were collecting Social Security. Letâs just say that there was an abundance of high-viz gear and modular helmets. One of my favorite guys was even sporting a shirt with the term âAir-cooledâ emblazoned across the chest. Now, please donât read any of the previous statements as ageism. I LOVE old dude shit (I mean, I ride a Harley). I only point out the age discrepancy because Royal Enfield specifically cast the spotlight on the INT 650 and GT 650 for the Pick Your Play event, two models aimed at a younger rider.Â
Though attendance was strong, Iâm not sure if Royal Enfield expected this turn out when they pushed off on their 8-city tour. To the company, these retro-cool, city-dwelling models cater to a younger demographic. If I canât convince you of that fact, maybe the event flyer can...
With all of that in mind, when I approached the sign-in desk to reserve my first demo ride, I did the most âold dudeâ thing possible, I asked to test out Royal Enfieldâs adventure bike: the Himalayan.
The Himalayan was dirt-capable. Check! The Himalayan was light (well, lighter than my Harley). Check! The Himalayan was cheap. Check! So when I threw my leg over the 31.5 inch-high seat, I couldnât help but have high hopes for Royalâs compact off-roader.
As the instructor hollered liability terms and the obligatory sales pitch, I looked over the bike. The simplistic, classic lines spoke to my minimalist preferences. The lack of gadgets and rider aids made the model feel immediately approachable.Â
With its metal tank, bare-bones instrument cluster, and halogen headlight, the vintage-styled dual-sport looks like it could have been a contestant in the original Dakar Rally of â79. Based on looks alone, it would be understandable if you confused the Himalayan for BMWâs iconic R80G/S. But Royal Enfield isnât sharing market space with Beemerâs first GS, itâs up against a much more advanced generation.
Unlike the leader of the adventure class, BMWâs R 1250 GS, the Himalayan doesnât boast a navigation system with Bluetooth connectivity, you wonât find a quick-shifter on it, there isnât an Electronic Suspension Adjustment system, it doesnât need Hill Start Control (does anybody?). But also unlike the GS, Royalâs ADV isnât ugly as sin, and that may be the bikes biggest appeal, its aesthetics.
From the exposed sub-frame to the fork gaiters, from the skid plate to the âHIMALAYANâ branded side panels, from the cafe-esque gas tank to the aluminum panniers, Royal Enfieldâs thumper is easy on the eyes (as far as adventure bikes go...). The single-cylinder engine, tank guard, and high front fender complete a very tasteful package. But once I finished ogling the thing, I wondered to myself, âwould function live up to form?â
I settled into the ultra-comfortable seat, grasped the handlebars, and retracted the kickstand. With my right boot resting on the peg, I jammed the shifter into first gear, revved the engine, and slowly released the clutch. To my surprise, the friction zone didnât engage until I was about 3 quarters of the way out. Iâm sure this was a result of tens of thousands of miles racked up on a nationwide demo tour, but it certainly brought back a long lost feeling, as memories of stalling out flashed before my eyes. I thought of the time I bogged the engined and dropped the bike in an intersection. I cringed as the sound of honking horns came rushing back. Thankfully the power kicked in just in time, relieving me of that dreaded ânoviceâ embarrassment (especially in front of these seasoned riders).Â
Once I got up to speed, I repositioned my feet, a necessary adjustment on the Himalayan. With the pegs residing directly under the rider and the pedals at a level angle, I couldnât decide whether I wanted to scoot fore or aft on the saddle. I eventually sided with a forward-leaning posture, but that left me feeling as if I was mounting a rocking horse.Â
Luckily, I was able to work myself into a passable position as we approached our first light. At a slow roll and with the relatively low seat height (for an ADV), I could duck walk the bike, a comforting attribute when youâre new to adventure riding, even if it makes you feel like a toddler on a pushbike. But itâs when you twist the throttle on the Himalayan that it makes you feel like youâre actually on training wheels.
Touting 25 HP and 20 ft-lb of torque, Royal Enfields little 400 felt like it was running through mud, despite the fact that we were rolling over fresh pavement. Though I didnât record the time any of my 0-60 mph pulls on the single-cylinder scoot, the combination of the stocky frame and the anemic motor allows me to comfortably hypothesize that it was well into the double digits (in seconds).Â
The inherent sluggishness of the Himalayan was most evident in one of the worst places possible: the freeway onramp. As the group merged into the congested lanes of Highway 57, I cranked on the throttle. The tach needle bounced off the red line. The motor screeched. My hands clenched the grips. An 18-wheeler barreled by with a gust of displaced air, pushing the bike - and me - to the side of the highway.Â
Luckily our freeway run only lasted a quarter-mile, as the fleet of Royals exited at the very next turnoff. Re-entering the comfortable confines of surface streets allowed me to re-gather my wits and put the Himalayan back where it belonged, on roads with speed limits below 65 mph. At this point in the demo, I saw REâs little adventurer as a glorified moped with taller suspension and better ergos. It didnât help that in addition to the unenthused acceleration, the bike didnât receive any help from the clumsy gearbox.Â
At only 5-gears, the transmission felt like an accurate reflection of the Himalayanâs $4,499 MSRP. I found myself unintentionally shifting into neutral several times throughout the ride. It was quite amazing that I could find neutral not only during my upshifts but also during downshifts. The problem is, I was trying to find 1st and 2nd, not neutral. On the other hand, Iâm grateful that Royal Enfield outfitted the dash with a gear indicator so I could quickly identify any hiccups with the shifting. That feature was certainly handy when I rolled to a stoplight in 3rd gear, but thatâs where the bike really performed - while braking.
Though the engine was more worthy of a golf cart, the brakes felt like they came off a Mack Truck. Sporting a 2-piston caliper up front and a single-pot caliper out back, the braking system of the Himalayan may have been the most impressive aspect of the mini-ADV. While the braking components donât sound powerful on paper, in concert, they performed with a high level of efficiency and effectiveness, bringing the bike to a halt with immediacy. At times, it felt like the braking power was almost too effective, especially given the bikeâs suspension.
Fork dive never results in a good feeling, but with such powerful brakes and flimsy 41mm fork legs, the sensation was inevitable on the Himalayan. Coupling two incongruent systems usually highlights the deficiencies of the pairing rather than the benefits of the exceptional component. Yes, the brakes of Royalâs ADV stood out, but the collapsable front suspension only turned that positive into a negative.Â
At the rear, the monoshock exhibited stiffer, more responsive reactions to braking/acceleration and road irregularities, but the inconsistency of the unit also plagued the ride. For a model thatâs supposed to spend a good portion of its life in the dirt, I doubt the combination of the underpowered motor, 420lb+ curb weight, and remedial suspension would be helpful off the pavement. I wouldnât feel comfortable tackling anything more challenging than a fire road on the Royal. Thatâs especially sad for a bike named the Himalayan.Â
On that note, I was relieved that we never rode the bike in the brown. Although you donât need all the power in the world when youâre riding off-road (in some cases it can be a detriment), you do need to be able to get yourself out of tight spots and over obstacles, two things that seemed daunting to me while riding atop the overweight/underpowered ADV.
The sub-500cc dual-sport market is dominated by motocross-inspired machines originally designed in the â90s (& unchanged since) and the Himalayan is a breath of fresh air - even if its design plays on a past era. With retro styling and fuel injection, itâs ironic to say that the Royal Enfield is enlivening the segment. But with most of the models in the category approaching 3 decades of continuous production, itâs nice to see someone trying something different. Even if the dual-sport consumer focuses more on specs than looks, the Himalayan may attract an audience due to the simple fact that it is different.
For me, I donât think the concessions made in function are worth the nominal boost in form. Weight to power ratios reign supreme in the dual-sport world and REâs thumper resides at the losing end of both spectrums. Weighing in with the 600s and generating the power of a 250, the only saving grace for the Himalayan is its aesthetics and price.Â
Iâm not a rider that needs (or wants) Bluetooth connectivity. Iâm happy to go without traction control. However, opting for the âpuristâ route shouldnât mean sacrificing the performance of the machine. There should be a mean between maximal and minimal, a median between overpriced and underperforming, a middle ground of handsome and hideous. If BMWâs R 1200 GS is the thesis of the Adventure market, the Himalayan is the antithesis, and what Iâm looking for is the synthesis of those two ideas.
With that, my search for a perfect second bike will continue. What I thought was an easy feat, seems to be more elusive than I anticipated. Along with light, dirt-capable, and cheap, Iâll need to add a few other attributes to my criteria, and of course, that means Iâll have to test out more motorcycles...Â
Poor me ;)
Harley-Davidsonâs Baby Bike
Sometimes less does mean more... customers.
Yesterday, Harley announced their partnership with Chinese Manufacturer, Qianjiang Motorcycle Company Limited, to produce the smallest bike in their current lineup.Â
At 338cc, HD will only offer the entry-level moto in China, catering to the needs of its large and ever-growing urban population. Whether you agree with the move or not, the announcement aligns with the companyâs current direction, appealing to a younger, metropolitan demographic.Â
With a goal to reach 50% revenue in international sales by 2027, this news marks a pivotal moment in Harleyâs future plans. While the rest of the motorcycle industry turns their attention to India, gaining access to the highly restrictive Chinese market helps the Motor Company plant a flag where others are unwilling to go. This move will also help Harley explore where itâs been historically reluctant to go, design updates.
Sporting a trellis frame and an inline twin, the new bike feels miles away from your classic Harley. Where are the forward controls? How am I supposed to attach a sissy bar? Why isnât the motor v-shaped?
Despite all the departures from HDâs vintage aesthetic, the twin thumper still retains the iconic silhouette of one of the Motor Companyâs most decorated models, the XR750. Leveraging the peanut tank, the tail section, and the livery of the XR, the brand plans to draw upon its legacy to attract a new group of riders. By leaning on the racing heritage, Harley preserves the design continuity of their past and acts as a stabilizing force in the face of a rapidly changing customer base. If the technology changes, if the feeling changes, at least the design is familiar.Â
Harley seems to be following the approach Ford took with the Mustang and VW chose for the Beetle: theyâre making whatâs old new again. You could say thatâs what Harleyâs always done, but this time, theyâre not afraid to change whatâs under the hood/tank. However new, however earth-shattering the design may be to the Harley faithful, Iâd be remiss to not mention how HDâs newest model eerily resembles another bike that Qianjiang manufactures, the Benelli TNT 300.Â
Even if theyâre essentially rebranding another bike, even if the production of the bike is restricted to China, I certainly hope the model makes its way to the states (along with production [of North American units]) because the small displacement market is the fastest growing segment in the industry. New and younger riders tend to opt for smaller, lighter bikes, and the Motor Company lacks a sub-500cc offering as it stands.Â
You could say that the Street and Sportster acts as Harleyâs beginner bikes already, but at 450 and 550 lbs respectively, many new riders (female and male) donât consider those models manageable rigs for their first two-wheeled vehicle.Â
With a 338cc motor, the MoCoâs baby brawler could deliver a lower entry point for riders (in age and weight), increasing the likelihood of developing brand loyalty with younger riders.Â
While I think this is a great move for HOG, I canât help but ask:Â
Why arenât they going even further/smaller?Â
It makes me wonder why Harley doesnât have a line of 125cc and 250cc dirt bikes. It makes me question where their 50cc and 75cc pit bikes are. If they really want to develop riders from a young age, why arenât they making models that grow with them? Why are the majority of dirt bikes produced by Japanese and Austrian-based companies when itâs a predominantly American sport? If thereâs such a big demand for dirt bikes in America, why doesnât Harley have a dog in that fight?
In March of this year, HD purchased StayCyc, a brand that makes e-bikes for young children. At the time of the news, I saw this move as a forward-thinking. I felt that this would help the Motor Company appeal to future generations much earlier than their mid-life crisis.
But once those kids outgrow those mini electric bikes, are they supposed to wait another 10 years before they jump on an 883? Are they expected to stay loyal to Harley when competing brands offer the next immediate step up?
While this announcement is an encouraging move for Harleyâs evolution, they need to address the gap between their product lineup if theyâre going to retain the youngest of customers. I can only hope that their promise to introduce 100 new models in the next 10 years will fill in that gaping hole. I mean, who wouldnât want a Harley-Davidson dirt bike?Â
Though I feel the introduction of a 338cc motorcycle is a good step for HD, I look forward to seeing the next foot drop. The story will only continue to develop and Iâll be rooting for them the whole way.
What do you think of the new model? What do you think of Harley producing it exclusively for China? Would you want to see more small displacement options from the Motor Company?Â
Let me know your thoughts in the comments.