Oct 11, 2012 03:22 PM
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(Updated Oct 11, 2012 03:27 PM)
The whole world went gaga when Royal Enfield unveiled the awesome Thunderbird 500 at the Delhi Auto Expo in Jan this year. After all these months of waiting, the big bird is finally out and boy does it pack a punch. Priced at Rs 1, 82 lakh, the much-awaited Royal Enfield Thunderbird 500 is finally here and promises to raise the bar by quite a margin! There's also a revised Thunderbird 350 joining the big boy! The five things you need know about the new Thunderbird 500
What is it?
When the original motorcycle was conceived it wasn't really a clear definition says Royal Enfield now. It was a mix of a chopper, a cruiser and a highway motorcycle. All within the bounds of not having to work on the chassis or the engine to any significant degree. The result had more chrome, tall bars like the Lightning. We wrote it was RE's way of doing a cruiser but what remained unsaid was that the motorcycle wasn't more duckling than swan. As it turns out the motorcycle did land on its feet and find a following.
When it came time to update the motorcycle, three years ago roughly, the company was clear that the role was going to be a lot clears in definition. This time the boundary of the box was defined by the identifiable shape of the previous motorcycle, the same chassis and a new engine, the UCE, plus, the idea that the motorcycle had to be a great highway machine.
RE says the motorcycle was built to address all the anxieties that an Indian highway riding enthusiast might have. Hence the large tank, hence the new handlebar bend and so on and so forth. In role then, it still looks like the product of a chopper and a cruiser that had a night of productive passion. But the motorcycle is designed for long hours in the saddle.
A highway bike? How is that a specialization?
The tank is the clearest indication of this. RE says the tank is supposed to give you a 500km range. And on the first ride, we rode about 800-odd km during which we only refueled once, at 430-odd km in, given the pace at which the group was going, that was impressive distance to cover.
When you build a tourer, though, you do have to take care of the rider as well. If he cannot survive a tankful on the saddle physically, all the range in the world doesn't matter. To that end, the handlebar looks similar to the old one but is actually a completely new bend. The meters incorporate a digital display that shows off a lot more information. The handlebars also do rather well in isolating vibrations from you and despite sustained 120+kmph speeds we didn't complain of buzzing hands.
That said it isn't all that effortless. The engine vibrates and is an integral part of the chassis which means rubber mounting it is next to impossible. Which then manifests as vibes in the foot pegs. The pillion pegs are worse than the rider but as much as 90kmph cruising should be possible.
But the biggest hurdle is surprisingly the seat. The scooped out shape puts pressure on the tailbone which means after a few hours in the saddle you become intensely aware of your tailbone and that becomes the biggest barrier to sustained mile munching.
What is the big surprise?
That is a leading question I will admit but it is there for a reason. RE gave the motorcycle a completely new set of triple clamps as well as fat front forks. This makes a big difference. The older Thunderbird had thinner forks that you could feel flexing a bit under hard riding and fast direction changes. This Thunderbird despite the 19-inch front wheel and the tall handlebar is the best handling Enfield I have ever ridden.
Does that sound like hyperbole? You better believe it. It is hard to imagine that a Classic or a Desert Storm with its normal riding position, more feedback friendly bars and what have you would eat a Thunderbird whole in the corners. But until they get this triple clamp it just isn't going to happen. Also helping matter is the fact the foot pegs, now placed about two inches odd forward of the earlier position also allow greater cornering clearance and are spring loaded so you can lean the Tbird over to the pegs and then have a little bit of leeway to play with the chassis.
The weak spots, then?
RE already makes some seriously expensive motorcycles and this is now the most expensive of the lot. To be sure, there are more features you get for the money. The rear disc brake, the pillion pad which comes off easily to reveal a metal tray on which you can seat luggage and so on and so forth. But this is still a very expensive motorcycle and I would argue that while nothing else in India will give you this kind of tank range and performance together, there are other motorcycles that will require more fuel stops but make more satisfying tourers. Of course, they will not feel anything like the RE and that is where the cachet of the brand will draw new customers.
So what else is new at Royal Enfield?
RE is working furiously towards getting their new plant at Oragadam outside Chennai online by the first quarter of 2013. Meanwhile they are pushing as much as 50 per cent more production out of the old plant which is quite a feat given how old and well settled in its ways the old plant at Tiruvottiyur is. Demand continues to be high and supplies are increasing but the waiting periods will change from ridiculous to delicious only in about a year or so after the new plant settles into its rhythm. Also coming along nicely, says the company, is their Cafe Racer project, also due next year.
One more thing.
. Royal Enfield also launched it range of accessories for riders along with the motorcycle. There are leather and mesh jackets, waterproof pants, gloves in short and leaping gauntlets plus eyewear. AGV will make specially branded helmets for the company and boots and luggage is to round out the range. Having seen the gear up close, I would say there is better gear you can spend your money on, but none of it, obviously, will come with the Royal Enfield brand emblazoned proudly upon it.
Disclaimer: Taken from various internet sources
