Wild Safaris In India
Wild and Exciting Safaris & Tours in India
Royal Enfield fans would probably know about the fabled Carberry Enfield, a motorcycle with a 1,000cc engine that was created by fusing two existing Royal Enfield 500cc engines in a V-Twin format. After talks with Royal Enfield did not bear fruit, Paul Carberry, the man responsible for the Carberry V-Twin, tied up with Jaspreet Singh Bhatia from Bhilai, Chhattisgarh in India, and shifted operations here last year from Australia.
Australian-based Carberry Motorcycle set-up shop in India last year and has now opened order books for its custom 1000 cc bike in the country. The 1000 cc V-Twin Carberry motorcycle is powered by two 500 cc UCE engine blocks from Royal Enfield and is priced at ₹ 7.35 lakh (ex-Factory). Started by Paul Carberry with his Indian partner Jaspreet Singh Bhatia, the bikes will be built in Bhillai, Chattisgarh and will be shipped across the country. The builder had previously announced that it will also export the engine overseas to custom builders.
Priced at Rs 7.35 lakh, bookings for the Carberry Enfield are now open and deliveries are expected to commence within the next four to seven months. This new version fuses two 500cc blocks from the newer Royal Enfield UCE engine, as opposed to the original Carberry Enfield which utilised two of the older cast-iron engine blocks. The 55-degree V-Twin runs a dual carburettor setup. However, a fuel-injected version that will be BS-IV compliant is also under development in India.
Currently, this engine cannot be fitted onto pre-owned bikes; the engine and bike will be sold as a complete package. Carberry already has test mules of a new bike, dubbed the Double Barrel 1000, running with this engine, in the process of homologation. Unlike the previous Carberry bike which used a heavily modified version of the existing Royal Enfield chassis to deal with the increased load and stresses, the Double Barrel has a brand new double-cradle frame. The bike will also feature front and rear disc brakes with ABS, as well as a two-into-one exhaust system.
As part of the first batch, Carberry Motorcycle is accepting up to 29 orders while the waiting period is said to be up to 10 months. The bike is yet to clear homologation from ARAI, but Carberry says it is currently in the process of acquiring the same.
The original Carberry Double Barrel motorcycle built in Australia used a 1000 cc V-Twin cast-iron engine from the older REs. However, the company has now moved to the UCE derivative for its easy availability. The new 55-degree V-Twin motor gets a dual carburettor set-up and produces up to 52 bhp and 82 Nm of torque. The engine is paired to a 5-speed gearbox with a seven plate clutch. It gets a heavy duty starter and a heavy crankshaft.
The motor has an oil capacity of 3.7 litres, while the lifters and oil pumps run in their own housings, protecting the engine cases from wear and tear. The exhaust system is not a part of the engine setup as the same is frame dependent. Keeping up with modern times, a fuel injected version of the motor is also said to be in the pipeline.
It takes me about five seconds to proclaim the Himalayan the best Royal Enfield I've ever ridden, and it all comes down to one detail. The all-new LS410 engine has a balancing shaft in it. Not to sound glib, but it really is that simple. Where the Bullet, the Classic, and the Continental GT threaten to shake themselves to pieces at highway speeds, the Himalayan feels as tight, smooth and composed as … well, as a motorcycle made sometime after 1980. It only makes 24.5 horsepower—an amount so humble that the .5 seems significant—but with this bike you're free to hold full throttle right up to the 6,500 rpm redline in any gear without feeling like you're beating it up. It's a quantum leap forward.
But let's back up a little. The Himalayan is Royal Enfield's first adventure style bike, which is funny, because from what I understand, pretty much every ride in India is an adventure. That's why the other Enfields aren't built for freeway cruising, because 35 mph or so feels plenty fast in the homicidal traffic of Delhi—complete with its famous wandering cows, or the treacherous unsealed mountain roads, where every blind corner holds an untold number of buses, all passing each other at once
The Himalayan was one of designer Pierre Terblanche's contributions to Royal Enfield during his 20-month stint as head designer. If you follow motorcycle designers, Terblanche was the guy that replaced Massimo Tamburini at Ducati, and penned the 999 Superbike, the Hypermotard and the old, slabby Multistrada. Not the most glamorous CV, but then he did a pretty classy job on Enfield's Continental GT Café Racer.
There's nothing sexy about the looks of the Himalayan. It's all practicality—function over form—from the twin front mudguards, to the front racks (which double as crash bars), to the rear luggage rack, and a very utilitarian dash that mixes analogue and digital nicely. If it's got any sort of visual charm, maybe it's the sort of bike you could imagine Indiana Jones banging around on, whip and jacket flapping in the breeze, holding his hat on with one hand, a weathered, ancient map in his pocket. Something to be said for that, no? Bottom line: I feel like there's a non-zero chance that a Classic 500 or a Continental GT might look cool enough to convince somebody to have sex with you. But I can't imagine anybody getting a bonus chance to reproduce just because they rocked up on a Himalayan. The man who buys one of these? Himalayan nobody because of how cool his bike looks.
This is an entry-level soft-roader, and I think a lot of people will appreciate its approachable 31.5-inch seat height, which makes it one of the easiest ADV machines around to hop onto. The seat itself, though, is foofy and soft and not the bike's strong point. An hour into a freeway blast, my backside was really feeling the frame rails that run up the sides. For the first Enfield you might dare log some freeway miles on, you'd do well to look into something firmer from the aftermarket. I'd also pull the screen off. It doesn't seem to contribute much except for noisy helmet buffeting at freeway speed, and the bike simply doesn't go fast enough to make it much of an aerodynamic advantage. But that's me. I don't like screens at the best of times, and I accept that some people do, just like I accept that some people pay good money to get hit with paddles and told they're no good at things.
Otherwise, though, the Himalayan purrs along nicely in 5th gear, its 4-gallon tank delivering more than 300 kilometers (186 mi) of cruising range. It'll do 75 mph up a bit of a hill, and more than 80 mph down it, with the windsock that is me aboard. I have no doubt it'll hit 87 (where it'd redline with standard gearing) without needing to be dropped out of a cargo plane. At no time does it feel like you're abusing the motor, and the vibration is so well controlled that you can read license plates in both mirrors.
there's another surprise: this thing is a ton of fun to throw around. You can feel the gyroscopic resistance of the 21-inch front tire on turn-in, but if you're prepared to steer it firmly, it's a genuine hoot to carve lines with. It's often more fun to ride a slow bike fast than a fast one, and this is a great example—24.5 peak horsepower gives you no reason not to yank the throttle wide open the second the suspension settles in a corner. So you do, pegs skimming along the road and the suspension doing a pretty admirable job of keeping things under control. I'm surprised at the pace it holds, even if overtaking needs to be planned a week in advance. If anything, the brakes are the limiting factor here, a single disc front end requiring four finger braking if you're really steaming in. But I'm not complaining, I'm giggling like a schoolgirl. It's pure, simple motorcycling without electronic assistance or pretense, and it puts a big smile on my dial.
There's a small bash plate for engine protection, and the accessory/crash bars up front made me feel like I could tip it over and pick it up a few times without losing too much sleep. A couple of dents and paint chips would go nicely with the bike's rugged looks anyway. The engine doesn't have the same unstoppable, chugging torque as the old-school Enfield 500cc single in the Bullet, though. It prefers to be kept revving a bit. There's also nowhere near enough torque to wheelie this 421-pound bike without bouncing it off something. And these semi-off-road tires by Ceat—a company I've never heard of before—do impressive work on the road but get gunked up with mud pretty fast, and they start slipping a lot when we start trying to climb some muddy tracks.
Still, on a gravel road or a mild trail, the Himalayan handles itself well. The weight is kept low, the non-ABS brakes have a good amount of power and feel for a loose surface, and the easy-riding character of the whole package will encourage riders to get out and start exploring. And that's what this bike's all about. It's an approachable, learner-friendly package that opens up a world beyond the sealed highways. But I can't help thinking to myself on the ride home that in trying to make its first dirt bike, Royal Enfield has accidentally made its best ever street bike. It's the brand's first color TV-era motorcycle if you ask me, even if it's got legs and knobs and wood panelling instead of a high-def flat screen and wall mounts. I don't mean that in a bad way—motorcycles have been excellent fun for a long, long time. Ask your grandfather.
It's so much better than the rest of the Enfield range in my eyes that it's going to have to be compared with the more mainstream mini-ADV machines that are starting to pop up. The Kawasaki Versys-X 300 is probably a good place to start, as it costs around the same, here in Australia anyway. Time will tell for the American market. The Versys gives you a parallel twin engine, a 4.5-gallon tank and some 15 more welcome horses. It's also lighter than the Enfield at 386 pounds fueled. But it's got a half-inch higher seat, a 19-inch front wheel instead of the 21, and shorter travel suspension, so it's definitely a bit more sealed-road oriented, as well as managing to make the Himalayan look much more windswept and interesting in design.
If it hasn't come across strongly enough, let me say I think the Himalayan and its LS410 engine are a huge step in the right direction for Royal Enfield. I suspect we'll see that motor in a heritage-styled road bike before long that'll make the tattooed ladies swoon as well as eating highway miles, and it will be a good thing. I wonder if it regains a bit of the old bangy Enfield charm when you put an aftermarket pipe on. Between you and me, I also hope Enfield keeps making the old, flawed, rattly 1950s designs it's famous for, because nobody else makes anything like them these days. Deep down and against all reason I've got a soft spot for them, too.
the upcoming bike from Royal Enfield to look out for is the parallel 750 twin -Himalayan.
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