ART OF MOTORCYCLING

On the weekend of March 13th/14th, W+K Exp will host a two-day exhibition that celebrates The Art of Motorcycling. Motorcycle exhibits will range from the brand new Classic 500 to an exotic variety of customized Enfields from all over India...
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ROYAL ENFIELD TOUR OF TIBET KICKED OFF

The 1st edition of the Royal Enfield Tour of Tibet shall be flagged off from Lucknow on the 12th of October 2013. There are numerous thoughts that come into one's mind when one thinks of Tibet, "The Roof of the World", "Where Eagles Dare" and many others. This September the first Royal Enfield ride to this mystical land will have 25 riders from across India will set off on this epic journey to Lhasa and back.
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Royal Enfield Classic Desert Storm 500

The Classic Desert Storm comes to you with a “sand” paint scheme reminiscent of the war era, a time when Royal Enfield motorcycles proved their capabilities and battle worthiness by impeccable service to soldiers in harsh conditions of the desert
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ROYAL ENFIELD BULLET CLASSIC REVIEW

It is a blend of post world war II motorcycle and gen next bike. Several things remained the same as a vintage motorcycle such as 'Roar of engine', deep and wide design of front and rear fender, covered headlamp, seating, fuel tank, silencer, spoke wheels, tail lamp and air filer box. , ...
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Royal Enfield Classic Chrome 500 launched

The Royal Enfield Classic Chrome is based on the Classic 500 with a rather generous dose of chrome on it. Like the Classic 500, the new Classic Chrome retains the quintessential classic British styling of the 1950s: simple, harmonious, well proportioned."
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Bullet C5 Military

The iconic Bullet has seen extended duty on several fronts and is now a prize for military enthusiasts and collectors the world over.
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Royal Enfield Rider Mania 2010

The biggest biker bash in the country is courtesy Royal Enfield, and hundreds of zany Enfielders. Here's what the 2010 edition of the Royal Enfield Rider Mania was all about....
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ROYAL ENFIELD LAUNCHES 'CONTINENTAL GT

Royal Enfield has finally launched the highly anticipated Continental GT in India with an on-road price of Rs 2.05 lakh on-road Delhi and Rs 2.14 lakh on-road Mumbai. The Continental GT is the same bike that Royal Enfield had displayed at the Auto Expo 2012 by the name of Café Racer.
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'Handcrafted in Chennai'

Royal Enfield announces the release of a new ad film created and produced by Wieden+Kennedy, Delhi...
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Royal Enfield Thunderbird 500

The all new Royal Enfield Thunderbird now with a powerful 500 cc engine, a 20 litre tank, digital meter console, LED tail lamps and in three striking shades of black gives a new definition to Highway cruising. ...
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EnfieldMotorcycles.in is the blog for all Royal Enfield enthusiast where we live, breathe, and eat Royal Enfield Bullet . We not only keep you informed of the news about Royal Enfield originals, but also give custom bikes and historical bikes a lot of attention. You can also find with us the best Enfield related movies and crazy stunts etc. We are testing and reviewing new models of which a complete relief will be shown on our site. Finally, we have technical tips, for example, how to properly get engine through the winter.
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    A comprehensive Road test done by Zigwheels

    Cleaning your Royal Enfield

    article about cleaning and maintaining your royal enfield

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    Everything you need to know to take care of the new EFI system

    Royal Enfield Bullet-The Indian Cult ?

    Royal Enfield Bullet-The Indian Cult ? Find out !!

    Royal enfield choppers / modified royal enfield motorcycles by Mumbai Motorcycle Company





    (The Mumbai Motorcycle Company is making some of the best Indian Choppers we've seen)


    I’ve been intimidated by the Teutuls. Whenever I spy one of their bikes burning across the picture tube, I sink into this mental mire trying to imagine how you could ride a machine that looks so obviously off kilter. To me, choppers are disproportionate, unwieldy and while their visual presence is undeniable, I believe they digress from the functional honesty that makes motorcycles so evocative.


    So when Akshai Varde of the Mumbai Motorcycle Company offered me a ride on Big Red, I was in two minds. One part obviously wanted to slide right in, get past the shattering kick start process (it is a well-kept 350cc Bullet motor, after all), clunk into first and roll off. The other part instantly wanted the comfort of clip-ons, a tipped onto the head riding position and razor-sharp steering... my spiritual home,
    so to speak.

    But then, I did slide right in – after Akshai started the bike. He explained how the gearshift had been cleverly swapped to the left side. The shift linkages drove a shaft that crossed the downtube, concealed in a decorative chrome tube, to the actual heel-toe shifter on the left side. So I promptly made an ass of myself, riding off in second gear and complaining about poor performance. To Akshai’s credit, he kept a straight face and then proceeded to demonstrate that Red was anything but slow. In fact, the process of chopping actually did a return to the root sort of thing. Red is lighter than a stock Bullet by more than a few kilos and its straight line performance is further liberated by its arcing, ear-splitting straight-through one-off exhaust.

    I was quickly aware that I was well out of my depth when it came to handling this beast. That fat rubber at the back, and the reclining chair sort of rake at the front (the trail is probably more the wheelbase of the average entry-level motorcycle!) give Red phenomenal straight line stability. Once you get used to spanning the grips (some four feet apart) and the duality of the steering’s feel – great leverage from HUGE bars as well as a humongous amount of weight thanks to the excessive trail – riding is a doddle. 

    I gave up the ghost of shattering fast straight line speed and settled in to a sedate, and still quite loud, pace that I realise now is more or less the right speed to ride a chopper. When you are riding something as spectacular as this, you should not be in a hurry. Give all the camera phones time to focus and click away. You are the celebrity, at least as long as you are in the saddle at any rate. No reason to hurry off it, then.
    Perhaps my impression of the difficulties of controlling choppers is slightly comical. For moments later, Sachin Pitale, the impish graphic designer who works with MMC, rolled off on Red, struggling only to reach the odd control lever, but otherwise doing a marvellous job of handling a machine three times larger than him.And Yellow is even bigger.

    Red is one of Mumbai Motorcycle Company’s (MMC) first customer machines. Yellow belongs to MMC’s part owner Ash Chandler and easily spans eight feet between axles, and apart from the fully chromed Bullet engine, is completely un-stock. The gorgeous chassis hosts a superb paisley one-off swingarm and a purpose-built rim for the 210-section tyre, which forms the central point of the design. Once you get over that, you will notice the flush fitted tail lamp, the little winglets at the swingarm’s end that mount the disc’s calliper and tiny turn indicators. Allow
    the eyes to continue to sweep forward, and you will come to the eighteen-inch high seat, the gargantuan tank, paisley themed footpegs and the raked out front end. To achieve that kind of rake, triple clamps were fashioned for both machines.

    As the fourth member of MMC, Ratan Satara, ran around tucking away bits of wiring from the machines for the photos, the full story of Red, Yellow and the MMC came out. Chandler and Varde started out seriously intending to do their own chopper thing, without the tantrums, antics and muscular overload, of course.  

    Chandler, for instance, is quick to clarify that ‘We’re not the average mod-shop. You can’t dump a Bullet on us and say ‘make shiny.’ We take our clients through the design process. They tell us what they want and once we agree on their custom, then we go to build.’ Askhai adds, ‘A build can take up to two months, although we are trying to cut the lead times down.’

    By this point, I’m still not at the stage where I’m considering joining the MMC’s rapidly aggregating customer list. But that is just me. I know cruiser enthusiasts are already wondering the wherefores. So I ask Chandler what a bike would cost. He says, ‘I won’t take Yellow and Red as examples, because they’re both personal statements for their owners. To give you a cost idea, let me say that a bare bones job should work out to around a lakh and a bit, including the Bullet it is based on. From there, the sky is the limit... the more custom bits you add, the more the time and cost grows.’

    Now consider this; Yellow and Red are both running prototypes. There is wiring to be concealed, brake lines to be re-routed and sheathed and the odd detail to be polished, finished or touched-up. And yet, they’re already like raw, supermodels (minus makeup). Wherever we went, people slowed for a longer look, passers-by forgot where they were headed and kids on errands forgot shopping lists.

    Which is brilliant. I can’t even begin to imagine the riot Yellow and Red would cause if they turned up at a posh nightclub, with suitably clad riders and better halves on board (Yellow has a detachable pillion seat).

    And guess what, you could have one of your very own in the club’s premium, velvet roped-off, parking lot. Just dial +91-98212-19299 and ask Ash and Akshai at MMC to help you dream up your very own custom chopper.
    BSM emphatically recommends wearing helmets on motorcycles. The baseball cap in the lead shot will not protect you in the event of a crash. Helmets also happen to be waay cooler.

    By:Shubhabrata Marmar

    Choppers’ stop - Angelz Customs RE Electra / modified royal enfield electra



    Black paint and lots of chrome parts. They’re just destined to be together. Just like fried food and beer. It’s God’s word. For fat guys in Milwaukee, it’s a religion. One look at this 350cc Royal Enfield Electra custom in that same classic black-and-chrome outfit and you can already imagine yourself on this gnarly chopper, tearing across an empty highway, with Highway to Hell playing in your mind and stomach full of large burgers and er, milk shake. Shaking yourself loose riding this chopper makes you feel like a hefty, big bearded man - a fat, rude outlaw with little wit and brittle ego, kitted out in an old leather jacket, torn denims and black Ray-Bans. And the only thing louder than him in town is this eardrum...no, cranium-blowing exhaust note of this single. 

    That sea of chrome is blinding oncoming people into submission and soon after, into the wall as well. With the bright morning sunlight lighting it up, it just looks incredible. Every bit and piece has a layer of the shiny stuff contrasting with a deep black gas tank and fenders. The lines are classic, a throwback to the 70s and appreciating that bit is very easy.

    Angelz Customs makes real world choppers, making sure you get plenty of bang for your recession-hit buck. The twin-port head blowing into twin pipes on either end add to the cool ratings, the extended swing-arm with that fat hoop at the back gives it a burly stance and the gas-charged suspension at the back and ergos make it acceptably comfy. 

    When you hit the road, you capture everybody’s interest. The look, feel and the sound make it quite a sight. Every stroke on this Enfield along with the looks pleads and begs for the long empty highway. And as I see the guy behind Angelz Customs, Abhishek Shelke, thump LOUDLY across the scenery on this very thing, I’m staggered - such a fun thing totaled about 35g for the customization... neat value, I say. Walking back, I can still hear the mo’cycle miles away and each thump is resonating with thoughts in my mind about getting a custom of my own. Hope my angels heard the last bit.


    Abhishek Shelke, the man behind Angelz Customs, can be reached at - 9923794137.

    Update : His number got changed to 8421007770 and his email address is 1.abhishekshelke@gmail.com


    By: Aneesh Shivanekar
    credit : bsmotoring.com




    How to buy a used Royal Enfield

    Buying a used Royal Enfield is a bit different. For one thing, you probably don't have a dealership close by and, if you did, it may not have a used motorcycle in stock. If you buy used, you are almost certainly going to have to buy from a private owner and that means "as is," and "where is." No warranty.

    Furthermore, just about everything on a Royal Enfield can be fixed or replaced. There is no such thing as plastic side covers they don't make anymore. That is one advantage of a design that has changed so little over the decades.

    Even items that are rare (some switchgear from some years) can be replaced by aftermarket goods. So, finding a Royal Enfield with a few counts against it may not rule it out if the asking price leaves room in the budget for some parts and repairs.

    Obviously, you will want to avoid major engine or transmission work, out-of -round wheels and damaged wiring looms. If the motorcycle runs well, rides well and makes no disturbing noises, you may have done all you can to protect yourself from these sorts of unseen problems.

    For the rest, a bit of detective work may be necessary. My Bullet has many miles on it. If I had been a potential buyer looking at it over the years, here are few things that might have bothered me:

    1. Noise. My main bearing went bad at 40,000 miles. The noise it made was not loud, but it was distinctive and the key was this: the knocking came when I let OFF the throttle.

    2. Sprockets. Look carefully for wear. My rear sprocket wore out at 30,000 miles. You can't see the front sprocket but take my word for it, it will need changing at the same time and it is a far more difficult and, thus, more expensive a job. If you see wear, ask for a reduction in the selling price.

    3. Cables. They are not terribly expensive to replace but they do have the potential to strand you immediately. If you detect a weak clutch cable (I could when I bought mine), gently ask the owner if he has a new spare cable to throw in.

    Finally, consider why someone sells a Royal Enfield. In many cases it will be because they thought they were buying a motorcycle that could cruise with their faster friends. Ask if they tried keeping up with their buddies, perhaps before the Bullet was correctly broken in. If they did, you will have to decide for yourself whether this motorcycle was abused.

    A Royal Enfield that has been cared for and well sorted out by a previous owner could in fact be a better machine than it was when it left the factory. Items like better after-market mirrors, conversion to right-side shift, sprung seats, 18-tooth front sprockets and retro-fitted exhaust systems are often made by the first owner. They improve the Bullet greatly. By buying used, you may pick these things up at a fraction of their cost and the none of the trouble to install them.

    from : wikihow


    1957 Royal Enfield Bullet 350 vs 2002 Bullet Electra 350


    Leathers flapping in the wind. Gloved hands clenched firmly on the handlebar grips. Riding goggles cover a pair of eyes that are eagerly scanning the road ahead. The deep thump resonates through the chromed pea-shooter silencer. The white lines on the road move by, slow enough to be distinguishable from the next but fast enough to keep things from getting boring.

    You stop for a breather and sit a few steps away from the motorcycle. But yes, your gaze is still on it. You wonder if your motorcycling predecessors felt the same way you feel right now. Running your hands across the smooth rounded lines brings a smile on your face. You feel a connection to the riders of yore. Yes, a very strong connection indeed.Welcome to the hallowed world of the Royal Enfield Bullet. The world that hasn’t changed much for this big thumper – right from the days of tweed jackets and sola hats to the present, an era when Elvis seems to have made his music millennia ago and where character is lost to efficiency. Change is inevitable, they say. But sometimes, legends just refuse to evolve. They soldier on, oblivious to the progression of times.


    It was a rainy morning, dark and gloomy – almost like in the English moors. This was getting as good as it gets. Ryan comes over, undeterred by the drizzle. It’s a black and maroon ‘57 Bullet he’s on. He rides over and comes to a standstill beside me. Droplets of water roll down the tank and get caught up in the polished brass monograms. I walk around the motorcycle, savouring the details.Kartik and Aman look on too. Nobody’s talking even though it’s a joyous moment. Joyous because the 2002 Electra has met it’s forebear for the first time. There is nearly half a century of lineage between them, and here they are, standing handlebar to handlebar.I decide to ride the older Bullet first and put on my old leather bomber jacket. The supple hide gloves are slipped on and like just with any other Brit classic, I retard the timing, decompress and kick away. The bike starts up and settles into a slow, steady idle. I pull in the clutch, and coax the Albion gearbox into engaging the first toothed wheel. I am ready to ride a part of motorcycling history.  

    Kartik gets on to the Electra. Enfields are in his blood too. The long hair and the beard compliment his enthusiasm towards the old school push-rod engines. He puts on his aerodynamic helmet and snaps in the clasps. His riding jacket is zipped up and the straps of his Kevlar composite gloves are velcroed in place. He’s ready.It’s early and we have the road almost to ourselves. I gun the throttle and the ‘57 picks up speed steadily. And then it begins to misfire. Seems like the magneto timing is retarded. Wait! I had forgotten that I had to advance the ignition timing. I push the handlebar-mounted chrome plated steel lever. Voila! The misfire disappears and the engine gets back in tune once again.Up ahead, the signal turns red. I drop gears and brake. The brake lever has two cables leading out to the drum ahead. Each cable pulls in its individual arm that pushes the brake shoes onto the drum, bringing the bike to a gentle rolling stop. The brakes do their job with extreme leisure – which is pretty disturbing to think about, especially if the occasion arose where I would need to stop quickly. Thankfully, that never happened.


    Mumbai’s roads weren’t easy on the old plodder. The ancient suspension didn’t cope too well with the potholes and transferred nearly all the vibrations to my groany rear end. Maybe a sprung seat would help matters.The Smiths meter, turned grey with age, tells me the speed. Its needle moves like a ticking seconds hand of an old pocket watch and the trip meter (with its reset stalk accessible from below the headlight nacelle) rolls on like it has done for more years than I have lived.


    It’s now time to swap bikes. We stop beside the road. I look at the buffed aluminium timing cover. It has nearly the same shape as the Electra. But it is more rounded and shows off its origins with an unabashed ‘Royal Enfield’ embossed into it. The dynamo and the magneto are in place, providing juice to the battery and the life-giving spark to the engine. The clutch cover looks different as compared to the Electra. It’s smaller and egg-shaped. That’s because, unlike the Electra and other ‘new’ Bullets, there isn’t any coil in there – just the crank sprocket and the clutch bell sprocket, united with the primary chain. The mudguards have a ridge in the centre, something the larger chromed ones on the Electra don’t have.

    Kartik taps my back and jerks me out of my stupor. He’s impatient and wants to ride the ‘57. I get onto the Electra. I wonder whether the bike is lighter or is it just me. I swivel the little plastic decompress tab and instinctively, my finger searches for the advance-retard lever. It’s not there. This kid doesn’t have the CB points of the grand daddy but ticks with a new-age CDI instead and the magneto has made way for the alternator. I smile at myself, and kick the cast iron motor alive. No sir, there isn’t any electric start. No self-respecting old-timer would want his bike to start at the touch of a button. He’s more at home with the anachronous kick lever.

    The Electra does have the distinctive thump, although it isn’t as deep as its predecessor’s. The bike I am riding has just been back from a long tour and needs to be serviced and tuned. But that not withstanding, it picks up pace quicker than Ryan’s relic.Before I know it, the speedo shows a healthy 80 kph. The Pricol unit doesn’t have the charisma of the Smiths but seems to sense the speed better. Unlike the Smiths, there isn’t any tripmeter which is quite disappointing.The brakes come on with more urgency than the old half width drums. This is one upgrade I am immensely happy with. In today’s traffic, good braking is a requisite to keep you in one piece.Does the Electra feel as period as the 1957 Bullet? Well, it truly does, except that it’s easier on you. Better brakes and improved reliability make the Electra more forgiving and help it cope with today’s traffic better.

    Before we know it, it is already time to hand over the bikes back to their respective loving owners. As they say, all good things come to an end. But seemingly, the Bullet is an exception. The Electra retains all the soul and charisma of the old Bullet. Its engine might meet the current day emission norms and start in a jiffy but at heart, it is still the same as the ‘57.

    After all, which other motorcycle can boast of being termed a classic the day it is ridden out of the showroom?

    By:Kyle Pereira

    A Basic Guide to Great Travel Photography for Royal Enfield Discoverers on the Himalayan Odyssey



    There is no better way to explore the magnificence and beauty of the Himalayas than riding through them on a Royal Enfield. Combining your love for riding with a love for getting excellent photographs is a great way to keep your memories alive, years down the line. Indeed, the Royal Enfield Himalayan Odyssey is an experience of a lifetime.

    I was a part of the Odyssey in 2006, shooting a short documentary for Royal Enfield. It was my first time to Ladakh and many of the experiences were firsts for me. The sights and landscapes were incredibly breathtaking. As we moved above the tree line, the greens changed to shades of browns speckled with flowering, ground-hugging grasses and shrubs, and occasional patches of white snow. The dripping water from melting streams had formed icicles and washed away the roads in some segments. Many of the mountain slopes showed intricate rock formations and remnants of massive glaciers and old rivers. When we camped beside a salt water lake, it reminded me that that the Himalayas, despite being the tallest and most extensive range of mountains in the world, was once a part of a deep, ancient sea bed.

    At night, outside the tent, I saw the Milky Way with my naked eyes, running like a river across the sky. I missed seeing a moonrise over the mountains, but the sunrises and sunsets over the sentinel-like mountains were spectacular. The sight of the distant, meandering rivulets reflecting silver in afternoon light moved me in a strange way. It was like veins of silver lifeblood.

    The scale is vast. For the first time in my life, I fully realized how insignificant we all are in front of the raw power of nature – benevolent enough to let us thunder through and, at the same time, unforgiving to errors in judgment.

    Be it nature, landscapes, colours, fellow bikers and their bikes, or the beautiful, gentle and hardy people of Ladakh, the photographic opportunities are endless. Photography while biking in the mountains needs to be done responsibly and safely.

    1. Safety Is The Only Ironclad Rule

    While you get your shots, remember that you are in an extremely hostile environment. The weather can affect you more adversely than it can affect your photographic gear. You can always replace your gear if it gets damaged. But the loss of health or life is too much of a price to pay for getting a photograph. Especially at night, the temperatures can drop to sub-zero levels. Protect yourself from exposure from the cold and wind while you shoot.


    Though it may not seem like it, photography is rather strenuous. At no point must you run or physically strain yourself when you take pictures. There is a possibility that you may black-out as your body begins to consume energy and oxygen which are not immediately replenished in the cold, rare air of the higher altitudes. Drink plenty of water, and carry a few cereal bars with you for energy.

    You may get so engrossed in capturing a certain kind of shot that you may not look where you are stepping. Be keenly aware of your surroundings and your footing.

    Never endanger another biker because you wish to get a shot. Be clearly out of their path. Likewise, be aware when a fellow photographer is trying to get a shot. Don’t try to give a little extra for the photographer to shoot while you are riding your bike. It could be disastrous.

    Never break any of the rules of riding or break schedules in a bid to get your shots. You are endangering and inconveniencing others.
    Inform your group leaders and fellow riders of your whereabouts if you plan to leave the camp for a shoot during your halts, or at any point of time. Inform them about when you can be expected back. It is also advisable to have a few like-minded bikers along with you, in the event of a mishap.

    You are allowed to shoot anything that is visible from a public space. However, avoid capturing pictures of bridge, government buildings and military installations or camps If you are inside any of these places, seek permission before you shoot. Likewise, you need permission to shoot in heritage monuments that are being repaired or restored. .

    2. Travel Light, Pack Right

    a. Carry just one camera 
    A basic digital compact with a minimum of 6 megapixels and a 3x zoom will do nicely. Don’t forget your battery charger, wrist strap and pouch. This is great for biking because you can carry everything in an inner pocket within your biking jacket, protecting it against the cold and rain.

    If you plan to buy a camera for the trip, the smallest and sleekest cameras are not necessarily the best options. When you are wearing gloves, your tactile senses are compromised. A larger camera will afford you a better grip and easier access to dials and buttons.
     
    b. Carry just one lens 
    If you are really serious about having creative control, plan on using a DSLR. Carry just a single lens with a decent wide-to-tele zoom range. While large aperture lenses with superior low-light shooting capability optics and better optics are preferable, you can get equally good shots with a standard zoom kit lens as well. How you use your equipment makes the difference.

    c. Two invaluable filters
    For those of you using DSLRs, the basic Untraviolet (UV) filter should be a permanent attachment onto your lens. It cuts down UV light and haze, which progressively increases at higher altitudes. While UV light is invisible to your eyes, it is seen by the image sensor. The UV filter is quite inexpensive and it also protects the front lens element against dust and scratches.

    The Circular Polarizing filter (CPL) generally cuts down glare and deepens basic colours. It helps in the flat, bright light of higher altitudes. Remember to remove the UV filter before using the CPL, as two filters one on top of the other can cause vignetting in the corners of your frame.

    d. Extra media or data storage cards 
    Carry at least 4GB of media cards. 8GB is preferable. If you are shooting in RAW, 16GB, or even 32GB, will be useful. These will hold hundreds of images. You may not have the time to review your pictures and delete unwanted ones. You will probably be too busy taking in the sights and experiences of the journey. You can always do this once you get back.

    e. Extra batteries
    Batteries discharge quickly at low temperatures. You really don’t want your camera dying on you just when you are about to get the shot of your life. Extra batteries is essential for travel photographers. If your camera uses a proprietary lithium-ion battery meant just for the specific model of camera you own, buy an extra battery at a specialized photographic shop you know well enough, or at authorized sales center. If your camera uses regular AA type batteries, you should purchase at least two extra sets of high-capacity (2000 mAh or more), rechargeable nickel metal hydride (NiMh) batteries. These batteries take a long time to charge with a regular charger. So don’t forget to pick up a good, compact, high-speed charger as well.

    Ensure that all your batteries are fully charged at your last hotel stay, before you start moving higher up into the Himalayas. You may not get an opportunity to recharge on the go, for a few days after that.
     
    f. A good camera bag and a few extras 
    Ensure that you fit a good camera strap onto your camera to avoid any mishaps. The whole kit, along with extra, charged batteries, battery charger, filters, a small piece of absorbent cloth, extra media cards and a small but powerful LED torch can be carried in a small, waterproof, shoulder-slung camera bag.

    g. A lightweight tripod
    A compact, but sturdy, lightweight tripod will come very handy for early morning and evening shots. If you come across other bikers who are very interested in photography, the tripod can be shared between three or four photographers.

    3. Equipment Care For Extreme Weather And Long Distances

    a. Keep your camera dry 
    Protect your equipment from dust and water. At times, this may be unavoidable. But at every pit stop, you can ensure that your camera is clean and dry. Water can form small particles of ice when temperatures drop below freezing point at night. This can cause permanent damage to your gear. Carry a small piece of lint-free, absorbent cloth to wipe your camera dry.

    b. A lens cleaning kit
    Purchase a lens cleaning blower brush and tissue from a specialized photographic store. Always use the blower brush to gently dust away any particulate mater that adheres onto your lens surface before wiping with the lens cleaning tissue. While you can share the blower brush with other careful photographers, the lens cleaning tissue cannot be shared. Never touch the bristles of the brush with your fingers, as they may accumulate oils and dirt from your hands and damage the lens. These can be stored safely in a small, dust-free plastic pouch along with your camera kit.

    c. Change lenses carefully
    For SLR users, it is best not to uncouple the lens from the camera if you are using just one lens. If you need to change lenses, do so in a shady, dust-free environment to prevent dust from entering into the camera. If you happen to get dust onto the image sensor, attempting any cleaning by yourself could have disastrous results. Wait till you get back to a city which has an authorized service center for your camera.

    d. Keep your camera and batteries warm
    In extremely cold temperatures, your batteries will run out very quickly. The best option is to carry your camera and batteries inside your jacket where your body heat keeps them warm. This is possible with a compact camera. With an SLR, remove the battery from the camera when you are riding, and keep it along with the spare inside your jacket.

    4. Camera Settings For Optimum Results 

    a. Image resolution, compression and quality 
    Preset your camera to the highest available resolution. If you have quality settings, set it to the highest levels of quality or the fine jpeg setting. Image file sizes are larger. DSLR or advanced compact camera users should shoot in RAW. This is a completely lossless file format that allows you to manipulate and convert images later in an RAW editing software. Shooting in RAW mean that you can store a lower number of images on your media card. It is always better to invest in more media cards rather than compromise on the quality of your images, and then later wish you hadn’t.

    b. Certain settings are best set manually 

    ISO: As far as possible, set your camera sensitivity to the lowest ISO possible (usually 100 of 80 ISO). This ensures that your pictures show accurate colours and are noise-free. In case of handheld photography at lower light levels, you can set the sensitivity as high as 400 ISO for compact cameras and 800 ISO for DSLRs. After this point, the image gets too grainy, blurry and inaccurate.

    Contrast, Sharpness and Colour: Set your contrast, sharpness and colour settings to normal or middle levels. You can always tweak these later on in your computer.

    Metering Mode: Since you are most likely to shoot landscapes or people, set your metering mode to matrix or center-weighted evaluative metering. If your camera sports face detection, you can have it turned on too to get the faces exposed well.

    Colour Profile: If you have a colour profile setting on your camera, set it to sRGB. This is the most common profile available and it is commonly used by photo labs. Advanced users can use Adobe RGB. But for most practical purposes, sRGB works best.

    c. Use your camera’s automatic preset scene modes 
    It may sound surprising, but most photographers don’t use their cameras auto presets for shooting, They prefer to shoot on full automatic. Scene presets like portrait, landscape, night, night portrait, macro, etc… tells the camera that you are about to shoot a certain kind of subject. The camera then adjusts settings accordingly to give you the most pleasing results.

    For example, in the landscape mode, the camera automatically locks the lens to infinity. It maximizes the depth-of-field for the greatest sharpness by choosing the lowest ISO, smallest aperture at the slowest shutterspeed required for capturing blur-free, hand-held shots.

    Here are some of the more useful scene modes for your trip…

    i. Backlight - eliminates dark shadows when light is coming from behind a subject, or when the subject is in the shade. The built-in flash automatically fires to “fill in” the shadows.
    ii. Beach/Snow - photograph beach, snow and sunlit water scenes. Exposure and white balance are set to help prevent the scene from becoming washed out looking.
    iii. Landscape - take photos of wide scenes. Camera automatically focuses on a distant object.
    iv. Macro - take close-up shots of small objects, flowers and insects. Lens can be moved closer to the subject than in other modes. Hold the camera steady or use a tripod.
    v. Night Portrait - take photos of a subject against a night scene. The built-in flash and red-eye reduction are enabled; shutter-speeds are low. Use of tripod recommended.
    vi. Night Scene - photograph nightscapes. Preprogrammed to use slow shutter speeds. Great for twilight as well. Use of tripod recommended. 
    vii. Party - take photos in a dim lit room; exposure and shutter speed are automatically adjusted for room brightness. Captures indoor background lighting or candlelight. Great for shots within the tent or during dinner. Hold the camera very steady when using this mode or use a tripod. 
    viii. Portrait - main subject is clearly focused and the background is out of focus (has less depth of field). Best when taking shots outside, during the day. Shoot using a mid to long telephoto lens, stand close to your subject within the recommended camera range. When possible, select an uncomplicated background that is far from the subject. 
    ix. Sports (also called Kids & Pets)- take photos of a fast moving subject; fast shutter speeds “freeze” the action. This is great for biking action shots. Best when taking photos bright light; pre-focusing recommended.
    x. Sunset - take photos of sunsets and sunrises; helps keep the deep hues in the scene.
    xi. Foliage - photographs autumn, garden and similar scenes in vivid colors. Great for scenery with vivid colours.

    d. Exposure compensation
    Almost every camera, including basic compacts, has the exposure compensation function. In the higher altitudes of the Himalayas, the rich, verdant greens give way to patches of white snow and then shades of brown. Coupled with the bright sunlight and brilliant, light blue skies, your camera’s meter is often fooled into underexposing the shot, making everything look drab and dull. Here, exposure compensation comes particularly handy because it gives you some manual control over exposure.

    When you encounter this sort of problem, all you need to do is to set the camera’s compensation to +1 over what is automatically metered, to get the perfect shot. The ease of use of this control allows you to creatively experiment with different exposure values as well. For instance, using a compensation of -3 with the sun in your frame will make everything look like night and the sun look almost like the moon in the picture.

    Do not forget to change your compensation settings back to normal or 0 after you take your shot, or your next shot will also be affected. Before you leave for the trip, pick up your camera and familiarize yourself with the exposure compensation function and how to easily access it on the go.

    e. When in doubt, bracket your exposure 
    The term bracketing simply means that you shoot three or more exposures of the same scene at different exposure values (-1, 0, +1) from the automatically metered value, so that you know at least one of them turns out right. All DSLRs have an auto-bracketing option. Learn about it and use it for scenes with difficult lighting conditions. For really critical shots, you should bracket across a 5 stop range (-2, -1, 0, +1, +2). While some compact cameras do not have an automatic bracketing function, you can do this manually by using the exposure compensating function.

    f. When nothing seems to go right, simply shoot on full auto
    When you have an automatic mode, use it! It is better to use the auto modes and make a few mistakes rather than not getting any pictures at all. You can always set the white balance and exposure to automatic. You can then tweak it for better results using the exposure compensation function.

    5. A Few Tips For Capturing Stunning Photographs

    a. Keep it clean 
    When you shoot, take a quick look around your frame for distracting elements before you release the shutter. In most case, distractions can be avoided by changing your viewpoint by simply moving a few paces to the left or right. Alternatively, you can position your subject so that he or she hides the distracting element.

    Foregrounds and backgrounds should be clear of unnecessary clutter. Even a small piece of scrap paper can ruin what would have otherwise made a fabulous shot. Of course, you can always clean it up later in an image editing software, but all this is spending time and effort for something which could have been easily avoided in the first place.

    b. Keep it simple and economise on the colours
    The best pictures are simple pictures. When an image has too much to look at in the frame, the main subject often gets lost. On the rare occasion, complicated pictures can look very good too. But again, do this consciously. Similarly, it is always better to have fewer and more harmonic colours in your frame. In the Himalayas, this is actually quite easy. Too many vivid colours will drown out the natural beauty in a scene.

    c. Subject placement and the horizon line
    Usually, having the horizon or the subject at the dead center of your frame does not make for a great composition. Place the horizon at the one-third position so that you either include more sky or more of the foreground in your picture, for a more dynamic effect. Similarly, it is better to have your subject off-center, both on the vertical or the horizontal axis of your frame.

    In a photographer’s parlance, this is called the rule-of-thirds. If your divide your frame both horizontally and vertically into three equal parts, you get four intersecting, imaginary lines. The point of intersection of these lines are where the main subject is best placed. The horizontal lines are where your horizon lines are best placed.

    d. Sense of scale
    In the Himalayas, you are thrown into insignificance by the sheer size, grandeur, form, patterns and colours of the mountains and skies. The scenery is absolutely breathtaking. To have the viewers of your pictures experience this, you need to give them some reference point for getting a sense of the scale. The best way to do this is to include a person, a biker or a collection of tents or any subject with a commonly known size in the frame, set against the scene. This works especially well when the subject is also positioned at a distance away from you.

    e. The best kind of light
    Any light is good light, as long as you use it to your advantage. For instance, most would consider afternoon light as extremely harsh and unflattering. But it brings out the texture of mountains rather well. Backlight turns everything into a silhouette. But it also brings out the silver of Himalayan rivers and rivulets. Or consider the night skies. As you go higher, you will see an astounding number of stars. In fact, if you have a DSLR, a tripod and a cable release, you can capture star trails along with the mountains in the backdrop. Or the moonlit landscape.

    The best time to take good pictures starts at dawn till about 10:30am, while you are on the move. Early evening, from about 3:00pm to dusk also provides excellent light. At these times, the light is beautifully warm and oblique. Catching the first rays or the last rays of the sun on mountain peaks is extremely exciting.
    Oblique light or sidelighting, which is often very dramatic, brings out textures and form, and is fantastic for landscapes and people alike. By shifting your vantage point, you can make the sidelighting into frontal lighting, with the sun behind you throwing its light directly onto the subject. This is usually most flattering for people shots and is less tricky as the subject and the background both are evenly lit.

    f. In daylight, don’t underestimate the use of your flash
    If you are shooting portraits of people at noon, use your flash in the manual mode to fill-in the harsh shadows that form under the eyes, nose and chin for a more flattering portrait. Similarly, in the evenings or at twilight, you can fire your flash along with a long exposure to light up your subjects and expose for the ambient light as well. The night portrait mode of your camera does just this, but blurs the background out of focus.

    g. Avoid This!
    Here are few common mistakes made by photographers which you should consciously look out for and avoid

    i. Tilted horizons (turn on the compositional LCD grid, if you have the option)
    ii. Complicated, out-of-context backgrounds or foregrounds
    iii. Distracting elements like a branch, or scraps of paper, or an unwanted person staring into the camera at the corner of your frame
    iv. Chopped off hands, feet, fingers, etc… at the edge of the frame
    v. A twig that seems to grow out of the ear, a lamp post growing out of the head, an elbow or knee that looks amputated because of the angle, etc…

    h. Try This! 
    Apart from the regular shots, here are a few extra techniques for you to try…

    i. Go low… go high. Place the camera on the road and shoot as the bikes pass by. Try different vantage points for dramatic images. Get some casual candids. Get them to pose. There are no iron clad rules in photography, so go ahead and break a few of them. Overexpose or underexpose for effect. Experiment. Be different if you want your images to be different.
    ii. Try vertical shots as much as you shoot horizontal images. Vertical photographs can look quite stunning too.


    iii. Try Panning shots. You need a relatively slow shutterspeed of about 1/20sec. As the bikers pass by, pan your camera in the same motion of the bikes and release the shutter while doing so. The background blurs into streaks and the bikers remain relatively sharp.
    iv. Try High Dynamic Range (HDR) shots. Mount your camera onto a tripod. Get exactly the same frame at five different exposures values at -2, -1, 0, +1 and +2, so that all the details in the shadows and highlights are captured. Do this by changing your shutterspeed and not your aperture. If you don’t have a cable release, you can release the shutter through the self-timer. Later, use an image editing software to merge all the images together to give you a single composite with amazing details. This is great for landscape shots in tricky lighting.
    v. Try panoramas. Shoot a series of adjacent images of a scene with your camera mounted on a tripod. Ensure that your focus and exposure remains the same through the series. Also ensure that you have at least 20 percent of overlap on either side of your frame. These individual images can be easily stitched together using a computer to give you a panoramic shot.

    6. A Few Ideas For Photographic Essays and Documentaries 
     
    i. 50 Helmets, Jacket Insignias, Motorcycle Diaries
    ii. Signposts, markers, warnings and graffitti (your journey will throw up many of these)
    iii. Friends at Dinner (insubstantial as this may sound, Odyssey members do a lot of bonding over dinner in large tents at high altitudes)
    iv. Landscapes, Mountains and Nightscapes
    v. Natural Patterns
    vi. On the Road to Nowhere
    vii. The Way of the Lama
    viii. Local Faces, Biker Profiles
    ix. The Portfolio of a Bullet
    x. Culture Colours
    xi. Architecture in Ladakh
    xii. Leh Markets

    Happy Shooting!

    Credit: 
    K Madhavan Pillai is the Editor of Better Photography magazine, South Asia’s finest journal on the art, science and techniques of photography.


    Indian army kicks off motorbike expedition to pay homage to World War II martyrs



    The Indian Army flagged off a cross-country motorbike expedition here on Friday across war memorials in several Eurasian and West Asian nations to pay homage to the brave and martyr soldiers of the Second World War.

    The 10-member team of biking enthusiasts, christened the ‘Lightning Bulleteers’, would be travelling across geographic boundaries of Eurasia and West Asia during their 42 days tour, logging a lengthy distance 12000 kilometres.

    “Led by Colonel V K S Tomar, the ‘Lightning Bulleteers’ comprises five senior male Army officers, two lady cadres and three members of other ranks,” said defence officials.

    The main objective of the expedition is to pay homage to the brave soldiers slain in the Second World War by placing mementoes at various international war memorials.

    Riding high on their heavy-duty, specially designed 500 cc Royal Enfield motorbikes, the team would be traversing smooth roads, rugged mountains and varied landscapes across Greece, Turkey, Italy, France and the United Kingdom.

    “Basically, the message that we are sending is of universal peace, harmony and the spirit of adventure, which the Indian Army promotes. The expedition will be challenging, given the distance and the weather conditions. But we have taken up this challenge and we will give our best,” said Colonel V K S Tomar.

    Beginning the rally from the historical India Gate in New Delhi, the Lightning Bulleteers would zip to Maharashtra’a Mumbai city by road, and take a flight to Turkey.

    From Turkey, the team would again resume their travel astride the sturdy two-wheelers after visiting the famous Helles War Memorial and the Twelve Tree Copse Memorial, where there were 1,730 Indian casualties in the Gallipoli Campaign of 1915.

    The team would be riding across the Monastir Road Indian Memorial and the Phaleron War cemetery at Greece, where more than 200 men of then British Indian army had been slain during the violent movements in Greece and Crete Islands during the Second World War.

    Further visits include visit to the New Glasgow War Memorial, the Hollybrook Memorial, The Cenotaph and the Edinburgh Castle in the UK.

    The expedition is aimed at spreading the message of universal, international bonhomie, and friendship.

    It would also strengthen the Indian Army’s strategic ties with these nations.

    The culmination of the expedition will take place on September 28 at New Delhi.


    Royal Enfield Bullet Classic 350 review / road test



    LOOKS AND STYLING -

    If you want to ride a vintage cum latest bike, Royal Enfield Bullet Classic 350 is here for the guys like you as it is a perfect and well-designed blend of vintage and advanced bike. It is to be mentioned here that the design of the bike is borrowed from post world war II era. The engineers of the Royal Enfield visited British National Motorcycle Museum in Coventry to copy the parts of the old legend. The new Royal Enfield Bullet Classic 350 can be differentiate by front disc brake, number plate and tool box and the rest of the things remained the same multi spoke rim, like front and rear mudguards, single saddle seat, silencer, fuel tank, air filter box and leg guard.

    As far as graphics are concerned, the new bike possesses the same Classic fonts at fuel tank. But yes, classic 500 and 350 sticker are new at air filter box but fuel tank logo. Body colour is painted on fuel tank, front and rear fender, air filter box, utility box and mask. A transparent company's sticker is also pasted at the top of fuel tank.

    For the first time in Royal Enfield history, Royal Enfield's initials are carved at engine. Apart from the initials, Twinspark EFI 500 and Twinspark 350 are also inscribed at the engines. This time headlight is covered by a steel cap over it. The headlight houses a clear halogen bulb for better visibility. A classic number plate is also a vintage sign. The tail side of the bike is also in classic shape with brake light in centre. Bold and heavy turn indicators are fitted at the both end of the machine. 

    The Royal Enfield Bullet Classic 350 boasts of a traditional analogue instrument panel. The dashboard finds its place at the headlamp casing. There are mainly two dial-pods with ignition key hole. The dashboard is comprised of Speedometer and fuel gauge. The speedometer comes in larger shape at the centre while fuel gauge at right side of the console. The single saddle seat just look like a bicycle seat with open springs that ensure ultimate comfort. Passenger seat can be added to the bike. In the same way, silencer of the bike can be altered when off-road journey. For display purpose, tilt silencer is used while billing is made with flat Classic silencer. That means you need to pay extra money for off-road silencer. Rear mudguard of the tyre is deep drawn again as post war era. Silencer and leggurad also looks classic. 
    MILEAGE / FUEL ECONOMY -

    As far as fuel efficiency is concerned, the younger sibling of Classic bikes scores over the elder. Royal Enfield Bullet Classic 500cc gives, according to local brand showroom of RE, 32-35 kmpl of mileage with electronic fuel injection system while Royal Enfield Bullet Classic 350cc is supposed to give 40-45 kmpl of fuel economy.Low fuel efficiency of Royal Enfield Bullet Classic 500cc is mainly due to higher engine capacity of the bike. On the other hand, Royal Enfield Bullet Classic 350cc gives more mileage on account of unit construction engine and lower engine capacity as compared to Royal Enfield Bullet Classic 500cc.
    PICK UP -

    The bikes, Royal Enfield Bullet Classic 500cc and Royal Enfield Bullet Classic 350cc, comes loaded with unit construction engine and the mill is designed for better performance and comfort. The pick-up and acceleration are upgraded in the new machines as against the predecessors. The top speed of Royal Enfield Bullet Classic 500cc is 130 kmph whereas top speed of bullet classic 350 is 120 kmph.

    COLORS-

    The siblings are available in three attractive body colours. Royal Enfield Bullet Classic  500cc comes in red, black and english green while Royal Enfield Bullet Classic 350cc is available in red, black and silver shades. It means that red and black shades are common whereas sky blue is a standard colour for Classic 500. Silver comes in only Royal Enfield Bullet Classic 350cc. In both the new products, body colour is there on front and rear fender, fuel tank, mask, air filter box and utility box. Engine, silencer, rear fork, rear view mirrors and legguard are in silver shade for both motorcycles.

    DIMENSIONS -

    The overall length, height and width of Royal Enfield Bullet Classic 500cc are 2130, 1050 and 800mm respectively while Royal Enfield Bullet Classic 350's length is 2150, height 1080 and width is 800mm, a little higher dimension it has. The wheelbase(1370mm), saddle height (800mm) and ground clearance (140mm) are same in both the machines. The curb weight of Classic 500 is 187 and it is 182 for Classic 350cc.

    HOW COMFORTABLE IS ROYAL ENFIELD BULLET CLASSIC 350?

    The best answer of comfort bike is Royal Enfield. The Royal Enfield Bullet Classic 500cc and Royal Enfield Bullet Classic 350ccare not any exceptions. Riding posture, seating arrangements and other comfort features prove it a best suited bike for riders. The handlebars are fitted at an appropriate distance for the rider to drive the vehicle with ease. So is the fuel tank position. Thigh pads on petrol tank gives enough room and comfort to the rider.

    Now have a look on seating arrangements. The rider seat is a feature borrowed from 1951's Classic in a bicyle style. Springs of the seat is naked and provide ultimate comfort. The pillion seat is not shown in standard model. The passenger seat is fitted with rear garb rail. Footpegs are there for both the riders. Front disc brake and gas filled adjustable fork add to the butter-smooth comfort. Wide wheelbase and zapper tyres, to avoid skidding, are there in Royal Enfield Bullet Classic 500cc.

    However, Royal Enfield Bullet Classic 350's rear tyre is zapper, front is ordinary one. One more user friendly feature is there in Royal Enfield Classic 500cc: Roll over Sensor. It start working when any accident or skidding. Roll over sensor switches off the fuel supply and ignition thereby saves bike and riders. You can again switch on the sensor after the unexpected. Malfunction indicator lamp informs you about any malfunction in your bike.

    Pricing -

    The Classic 350 is priced at a very (very) competitive pricing of 98k ex showroom in Delhi which would come out to be close to 1.10 lakh on road, whereas for the Classic 500 FI you would have to shed anything around 1.4 lakh on road Delhi (1.24 lakh ex-showroom) which is again slightly lower than what we had anticipated. (the prices mentioned here is not updated)
    TYRES -

    The Royal Enfield Bullet Classic 500cc sports bigger tyres with multi spoke rims. Both the tyres, rear and front, are zapper type that reduce the chances of skidding. The specifications of the front and rear tyres are 90X90-18 and 110X90-18 respectively. Royal Enfield Bullet Classic 350cc boasts of larger tyres than its elder brother. The front tyre is of 3.25-19 and the rear tyre is 110X90-18. Only the rear tyre is a zapper. Wheelbase for the both the machines is same that is 1370mm.

    ENGINE-

    Royal Enfield Bullet Classic 500cc is powered by a refined Single Cylinder, 4 Stroke, OHV, SI Engine, Air cooled, and Electronic Fuel Injection and Unit Construction Engine (UCE) power mill. The newly developed engine in Italy belts out a peak power of 27.2 bhp at 5250 rpm while it develops more torque that is 41.3 Nm at 4000 rpm. In this new mill, clutch and gearbox have been placed outside and incorporated into the crankcase. Unit Construction Engine ensure less moving parts, transmission and less maintenance problem.

    The Classic 500cc is blessed with electronic fuel injection system that ensures better reliability, excellent cold start ability, lower emission and engine diagnostic capabilities. On the other hand, Royal Enfield Bullet Classic 350cc comes loaded with a refined Single Cylinder, 4 Stroke, OHV, SI Engine, Air cooled, and twinspark power mill with the displacement of 346cc. The twinspark engine churns a maximum power of 19.8 bhp at 5250 rpm while it generates peak torque of 28Nm at 4000 rpm. The Classic bikes are provided with five speed gearbox with left side gear shift. The gearbox follows 1-N-2-3-4-5 pattern. Both the variants have self and kick start option.

    ON ROAD CONTROL AND HANDLING -

    For active and passive safety, enough tools are there in Royal Enfield Bullet Classic 350 bikes. Those features allow the rider to control the bike as well. To name a few, front disc brake and gas filled shock absorbers are fitted in the new machines. As the bike is blessed with widest wheelbase, balance while driving and grip on road would be awesome. Under the rider's seat, Roll over Sensor is fitted that works in a case of accident or skidding. The Roll over Sensor will switch off ignition and cut off fuel supply that will prevent the motorcycle from moving suddenly if it is gear.

     RIDING EXPERIENCE and SUSPENSION -

    Royal Enfield Bullet Classic 350 bikes are blessed with rear gas filled shock absorbers and telescopic fork at the front. Jerks and jolts will be disappeared with these forks when riding the beast. The rear fork can be adjusted for different kind of routes. The riding experience on the Classic would be a memorable one with advanced disc brake and gas filled fork.

    TECHNICAL SPECIFICATIONS OF ROYAL ENFIELD BULLET CLASSIC 350:


    EngineSingle Cylinder, 4 Stroke, OHV, SI Engine, Aircooled, Twinspark
    Displacement346 CC
    Bore x Stroke70 mm x 90 mm
    Maximum Power19.8 bhp @ 5250 rpm
    Maximum Torque28 Nm @ 4000 rpm
    Transmission5 Speed (left foot gear shift)
    IgnitionDigital TCI
    CarburetorBS29 / UCAL
    Dimensions
    Ground Clearance140 mm
    Width800 mm
    Wheel Base1370 mm
    Length2150 mm
    Height1080 mm
    Tyres
    Front3.25 - 19
    Rear110/90 - 18
    Electricals
    Electrical System12 Volts - DC
    Head lamp60 W / 55 W, HALOGEN
    Brakes
    FrontHydraulic Disc Brake (Disc dia 280mm)
    RearFoot Operated 153 mm Single Lead Internal Expanding
    Maximum Speed
    Speed120 Kmph
    Suspension
    FrontTelescopic, Hydraulic Damping, Stroke 130 mm
    RearSwing Arm With Gas Shock Absorbers, Stroke 80mm

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