Thursday 3 December 2015

Motorcycle Engine Oil - 101

This post is a beginner/intermediate-level introduction to engine oils. The concept of engine oil and its use is the same for all possible types of engines; may it be a motorcycle or a propeller-type aircraft and of course anything in between (e.g. car?!). Cars are the most common type of motor vehicle in the world and hence most of the information on internal combustion engines or associated products (like motor oil) found on the internet is to do with cars. In this post, I have tried my best to explain the concepts/details about engine oil, keeping motorcycles in mind. However as one can presume, most of the informative videos/animations I could find online, to explain a particular point, are mostly based on car engines. This is really not an issue though, as long as the subject of discussion is about basic properties and the use of 'Engine Oil'. Still, you can find some videos and animations shared in this post, which are specifically created for motorcycles. This will not only help you understand how engine oils work but also will enhance your general knowledge of the internal working of a motorcycle. Having said that, do keep in mind that the videos and other information (especially from the external sources/youtube) shared in this post belong to their respective publishers/authors and are possibly copyrighted. Also based on only the information given in this blog, you shouldn't be trying out anything with your motorcycle which may harm the engine or the vehicle as a whole. In such case, nobody but you would be responsible for the same. Now with the disclaimer out of the way, without further ado, let's get cracking.

Why does my motorcycle need engine oil?

Our motorcycles are driven by 'motors', which are nothing but a form of internal combustion engines. Simply put, it is a collection of mechanical parts which operate together to generate rotational power by burning a mixture of fuel and air. Now when I say mechanical parts operating together, that also means there would certainly be some form of physical contact between various parts which are mostly made up of metal (e.g. iron or other forms of alloy). Let's call the interaction between the parts 'the rub'. Now if you imagine two metals rubbing against each other, you can guess that there will be some sparks coming out and there will be a lot of heat and then, eventually the contact points involved in the friction will end up with some sort of wear and tear. Now an engine has no other go, to operate it has to function as a whole, i.e. an assembly of hundreds of (or more) mechanical parts. Parts that roll on or slide over other metal components and based on the duration the engine runs for or the RPM it is ridden at, the amount of friction will vary.

Let us consider a bullet (cast iron) engine for example. Now when it is idle (say waiting at a signal and not giving any throttle), the engine is revving close to 1000 rpm, that is 1000 rotations per minute. If you look at a 4-stroke engine diagram/animation, you would know how the piston, main shaft, crankshaft, flywheel, valves, push rods, cams (and all other components of the engine), all work together just to complete one rotation cycle. Now multiply that by 1000 and imagine this happening in just 60 seconds. Which means roughly 16 rotations per second. Wow!!! I too was startled by this figure, the very first time I realized it. These are gems of an invention, aren't they?!! Now just to knock you off your seat, here is one more amazing fact:

MotoGP bikes reach up to 17000 RPM during the race. 

I know. it's quite difficult to imagine such a fast rate of movement happening inside those small boxy motorcycle engines, isn't it ?!! Why don't to have a look for yourself in the following video clip and decide.

BMW S1000RR: Overhead cams (operating valves) at 14000 RPM

I am sure you got the point now. With such kind of friction/interaction between metal components (various parts of the engine) put inside a metal container (engine casing), imagine the kind of heat it must be generating and the level of catastrophic wear and tear it can cause if it had to run dry (read along and shortly you will know what it means). Now to keep such a contraption in operating condition, a solution was required, which should be able to reduce the friction between metal parts to the minimum, which in turn will make the components generate less heat and reduce wear and tear.

To achieve this, a thick oil-based lubricant was invented, which is commonly known as 'Engine Oil' or 'Motor Oil'. It is a thick fluid created by adding synthetic components to the base oil. This lubricant was filled inside the crankcase so that all operating parts stays dipped inside it during operation. Also, there were channels and a pump to push it all the way up to valve heads (and cams). The engine oil circulates all around the engine (except inside the combustion chamber) and keeps all the moving components covered and hence avoiding metal-to-metal contact. During operation, when the engine starts to heat up, engine oil retains the thickness (i.e. viscosity) up to a certain temperature and carries the heat away as it flows through to the sump (a storage area at the bottom of the crankcase. This keeps the engine components lubricated and relatively cool at all times of operation. 

How does the engine oil work inside the engine?

Have a look at the following video, which puts the earlier explanations into some perspective and gives a visual answer to this question:

Importance of Engine Oil in motorcycles (compared to other 4-wheeled vehicles)

A very informative video on Engine oils (basic to advanced)

You would have understood by now that today date that almost all vehicle manufacturers (may it be cars or motorcycles) recommend multi-grade engine oil for all their vehicles. What multi-grade means is, the viscosity (or thickness) of the engine oil varies depending on atmospheric temperature, in different/extreme seasons (summer/winter). Before we get into multi-grade, let us first understand what mono-grade engine oil is. 

Mono-grade Engine Oil:

This is the earlier version of engine oil which comes with a specified level of viscosity and retains the same up to a certain level of the temperature range. Above which the oil thins out and below which the oil thickens beyond use, either way reducing the protection level. The issue with mono or single-grade oil was, in winters, during extremely low temperatures the engine oil would thicken further and at times become like semi-solid wax, making it difficult for the engine to start. Again in peak summer, a single-grade oil will lose its viscosity once the temperature around gets hotter than the standard operating temperature specified for the oil. So to deal with these 2 extreme weather conditions, manufacturers started using two different single-grade oils, one during summer and one during winter. This means as a vehicle owner you had to get the oil changed to better suit the season you are going to be riding in. 

In the present day mono-grade engine oils are used in commercial or special cases where the environment the engine is intended to perform, doesn't vary much in temperature.

PS: I am trying out a mono-grade engine oil on my vintage motorcycle currently. I will try and post an update on the experience in near future.

Multi-grade Engine Oil:

Single-grade engine oils were the thing until a technological breakthrough was made and a new type of motor oil was developed, called multi-grade engine oil. This had the amazing property to have a lower viscosity when the temperature outside was low and achieves a predefined level of viscosity (i.e. gets thicker) when the temperature increases up to a specified range. This may sound strange contradicting the usual concept of physics, but this was made possible by introducing some form of polymer into the base oil. When the temperature increases, the molecules of the polymer expand, in turn thickening the oil and increasing the viscosity. So there you go, now you know how it all works.

Engine oil viscosity explained in detail

What do those numbers on an engine oil container mean?

Most brands of engine oil you would come across in the market today (2015) would be some form of multi-grade engine oil. In India (and in almost any other country),  if you walk into an automobile spare parts store and pick up a can of motorcycle engine oil in hand, it would have something like SAE 15W 40 (4T) written on it. Here is what it means:

SAE   Society of Automotive Engineers

15   Lowest operational temperature range

W    Winter

40   Highest operational temperature range

4T   Suitable for Four Stroke engines

As a thumb rule, the following are the operational temperature range for various rated oils:

Informational video from Motul explaining viscosity levels and their corresponding use

Other than SAE, here are a few other international motorcycle engine oil standards you may find:

JASO: Japanese Automobile Standards Organization

API: American Petroleum Institute (no formal approval process exists)

ISO: International Organization for Standardization (no formal approval process exists)

What is this synthetic engine oil that I am hearing about lately?

Depending on the type of base oil used, engine oils can be broadly categorized into the following types:
  1. Conventional Mineral Oil (most widely used)
  2. Synthetic Engine Oil
First and the traditional category of base oil is developed from petroleum-based crude oil. Synthetic oil is basically a highly processed form of crude oil (and some parts of it chemically manufactured), which is more refined than mineral oil and supposedly possesses higher capability and performance. Synthetic lubricants are more expensive that their conventional counterpart. 

Another variety is slowly making becoming mainstream, called Semi-synthetic lubricants for motorcycles. Which is nothing but a blend between the main two types of base oils, giving some benefits of modern synthetic lubricants yet costing slightly higher than mineral oil-based lubricants.

More on synthetic engine oils can be found here :

One point to note here is, synthetic engine oil is the next big thing in the automobile consumer market and hence has a huge revenue generation potential. This is the reason you would find all big manufacturers (Mobil, Valvoline, Castrol, etc) are using most of their marketing budget to promote this product, this doesn't necessarily mean for all motorcycles (say vintage or iron barrel like Royal Enfield cast iron models) synthetic is a good idea. The reason for this is beyond the scope of this post, so I will leave it here. Maybe when I get to write about what engine oil I use for my motorcycle, I can shed some light on that.

Does engine oil need to be changed at all?

The two major responsibility of the engine oil is to 1) lubricate all parts of the engine and avoid metal-to-metal contact (e.g. piston rings, cams, etc) 2) carry the heat off the components during circulation

Now during the day-to-day operation of a motorcycle, the engine oil is exposed to a lot of heat, and over a while (say after the motorcycle has done 3000-5000 KMs or so), the oil starts losing its efficiency to lubricate, as well as to disperse the heat. This condition is further supplemented by the deposit of other particles like soot generated due to combustion, fine particles generated due to metal corrosion inside the engine, etc. All these factors together render the engine oil to be less effective to the point, where the engine's performance starts to deteriorate. Which in turn results in overheating of the engine, low fuel economy, etc. The following animation will help you understand, how the engine oil gets contaminated over a prolonged period of use:

How/why engine oil efficiency reduces over prolonged use

In the worst of cases, if due to dirty deposits if the path of the oil is restricted to a certain part of the engine, it may result in engine failure or much worst: in a totaled motorcycle. So for motorcyclists, it highly recommends changing the engine oil in the manufacturer's recommended duration (or mileage). Replacing old engine oil with new one, not only makes your engine run much smoother, it prolongs the life of the engine components hence ensuring a long trouble free life for your beloved two-wheeled beauty ;)

These days I use my motorcycle for long-distance touring only and the rest of the days it remains in parking. Usually, I forget to make a note of my odometer during an oil change. Instead what I do is, try to check the condition of the oil before a ride and if looks fine to me for enduring the distance I wish to cover, I continue my way with a spare bottle to top up from (if required). Else I replace the engine and clutch oil with new ones. This method I don't recommend this to newbies or if you have no idea what to look for in used oil. Not that I am an expert in this, but I have a fair idea from my experience with my bike, on how the oil looks like before I know that it won't do the job anymore. If and when I switch to a modern motorcycle in the future, I would possibly stick to the manufacturer's recommendation for the initial few years.

Is engine oil for motorcycles any different from that of cars?

Well, as you would have learned by now, in terms of the basic properties of the engine oil, it's the same. However, due to changes to the engine design of cars from that of the motorcycles, there have been changes to the engine oils as well. Historically speaking, up until 1998 car engine oils were used as a base for motorcycle engines. As the cars had mostly different oil for the engine, clutch, and gearbox, as the technology evolved, the engine oils for car engines started to have more and more friction modifier agents. This was good for cars but was not good for motorcycle clutches and gearboxes. Modern motorcycle engines to be compact use a single case for the engine, clutch, and gearbox. Hence such car engine oils could cause the clutch to slip under higher revs. It may also cause issues with the motorcycle gearbox. This issue led the Japanese Automobile Standards Organisation (JASO) to come up with the following motorcycle-specific standards:

JASO introduced 2 ratings for 4-stroke motorcycle oils:
JASO MA – This was the standard for single unit engines where the wet clutch, gearbox and engine used the same oil. JASO-MA oils don’t contain friction modifiers.
JASO MB – This lower standard was for bikes that use separate oils for the engine, clutch and gearbox (e.g Harley Davidson’s and BMW’s).
Then in 2006, JASO introduced…..
JASO-MA2 – This specification was introduced in 2006 for  modern motorcycle engines. As well as being a higher standard of oil the JASO-MA2 approval means the oil is suitable for use in bikes with catalytic converts in the exhaust system.

Engine oil label with JASO. API and SAE ratings

Now it doesn't mean all non-JASO (e.g. SAE) standardized engine oils are meant for both cars and motorcycles. Irrespective of which brand you pick, each bottle/container of engine oil will specify which type of vehicle it is best suited to. It should also provide information on the type of additives it has and what are the possible benefits. So while selecting a particular engine oil, do read the information on the container.

I hope the information provided here was educational for you and you learned something, which you didn't know about engine oils today. In my opinion, from a motorcycle rider's perspective, this much background knowledge about engine oil would be more than sufficient for you. However now as you have learned how important engine oil is for the heart of the motorcycle (i.e. the engine), you might feel like going through the user manual again. And I highly recommend you that to better understand the needs for your specific make/model of the motorcycle. Lastly, I am closing this post with a few links to some more relevant videos and articles on this topic, which might be of interest to you.

5 Engine Oil Myths:

Don't Destroy Your Engine With Bad Motor Oil:[Video]

Choosing Engine Oil (with details on API S/C standards):[Video]

Update[18/11/2016]: Finally I have run out of Veedol HDB 50 oil and am not able to procure any from the Veedol dealer in Bangalore. So in my pursuit of the next engine oil, am trying out an unusual 20W50 CNG grade oil which is meant (as per the information on the can) for a 10,000 KMs service interval. Using the motorcycle every day to the office for the last week and planning to continue riding. Traffic is testing my clutch cable as well as my patience every day. Regarding the oil, I will update you after a long ride. Meanwhile, I found this video useful for sharing:

Until next time.

Ride Safe & Ride Far, 


Tuesday 24 November 2015

Shipping A Motorcycle - By Train

So far on 3 occasions, I had to rely on Indian Railway to safely deliver my motorcycle home and every time the delivery was safe, with no breakage, and predictable (touch wood!). Now I have also used freight services like Gati on a few occasions as well. So which options one should choose while shipping motorcycles from one place to another in India?  To answer that, let us have a look at the pros and cons of each option. Following are a few points coming from my own experience.

Sending motorcycle by Freight (e.g. GATI): 

  1. Motorcycle and any accompanying cargo delivered to your door
  2. More tracking options (phone/website) during the transit phase
  3. Odd-hour pick-up/delivery can be negotiated (say you want to collect the motorcycle from their warehouse at midnight and start the ride by 1am)
  4. Shipping cost is negotiable (especially while sending more than 1 m/c)
  5. Usually allow a carton box with the bike (to keep the helmet, Jacket, etc) at no extra cost
  6. Agreed pricing holds good, no bribing/tipping required, no hidden costs involved
  1. Shipping costs almost double that charged by railway
  2. Takes at least 4/5 days or more to reach from one state (/province) to another
  3. There could be delays due to a strike on the way or other incidents which cause a road block
  4. For important and time-critical rides, a buffer of 7 days is suggested to deal with such eventualities (i.e. ship the bikes 7 days on top of the freight agency's committed duration)
  5. Motorcycles and other luggage are moved between trucks and delivery tempos, many times causing damage to the goods
As it's quite evident by now, sending a motorcycle by freight looks like a good idea considering the ratio of pros and cons I have highlighted here. However, two major concerns may make us look elsewhere. Here are a few examples of issues faced with freight shipping, coming again from my personal experience.

Higher Shipping Cost:
On 13-Nov-2015, I approached GATI KWE (Opp. Lakheswar Filling Station) located between Cuttack and Bhubaneswar to ship my Enfield to Bangalore. After a thorough calculation by the staff, the price quoted was Rs8000+, this was way higher than the amount  Rs 4800, which I had paid on the first two occasions with Gati: once while sending from Bangalore to Ghaziabad (along with 4 other bikes) and other time from Gurgaon to Bangalore. The explanation given was, Enfields are put under the weight category of 300 Kilos (unlike lighter bikes, which come in the 200 Kilos category of booking) and hence are being charged more. There is some truth to this bit, however, the charge was still too much I felt. So I decided to send the bike by train and it cost me roughly 4000 bucks for both the bike and a carton box with all motorcycle gear/accessories/spares/tools. This amount is inclusive of everything (i.e. thick multi-layer wrap, tip to the loading/unloading guys, etc), and the bike was in Bangalore in 2 days. Go figure!!

Damage to motorcycles:
Here are some of the damages caused to the motorcycles we had sent through the Gati KWE Bangalore branch, in august 2014 for our Ladakh trip. Glad none of these was a show stopper for the ride (except for the front brake lever damage, which was a close call).

        Bike:1/5                Bike:2/5            Bike:2/5         

         Bike:3/5                           Bike:3/5         

        Bike:4/5              Bike:5/5        

Ironically the damage was to all of the 5 bikes we had sent. This can't just be considered a one-off case of mishandling. But what saved my faith in Gati was when I shipped my motorcycle from their Gurgaon outlet to Bangalore, the guy there assured me of bomb-proof packaging and a mint delivery to Bangalore (which I wasn't hoping for after this incident anyway). Glad to inform, you that he kept his word and the bike arrived at my door in Bangalore as it was handed over at the Gati KWE Gurgaon depo. So basically the quality of service and handling is a hit-and-miss with these guys I feel. Just in case you are wondering, we didn't get any damage compensation for the above incident from the Bangalore Gati office, though we had mailed them requesting a response, along with these images.

Now coming back to this post, these are just two major cons, that may make one look elsewhere. If you happen to be looking for alternatives, then Indian Railway Parcel Service is right in the corner, standing tall as a service provider for the masses. Unlike Gati (or other freight agencies out there), the staff here may not be really the customer-pleasing kind. Knowing any other departments of the Indian Govt, this shouldn't come as a surprise. Anyway, let us see what they have to offer in terms of shipping an m/c.

Sending motorcycle by Train (i.e. Indian Railway):

  1. Costs almost half of what is charged by freight (even including the cost of additional luggage along with the bike)
  2. 99% of the time, vehicle and goods once loaded, are not touched until the train reaches the destination station (so less possibility of any damage on the way)
  3. Takes less time (mostly half) compared to whats committed by freight agencies (this is depending on available trains in that route and the respective schedule)
  4. Compared to trucks on road, trains are less likely to be held up en route, due to bad weather, logistical issues, etc
  5. Parcel Collection counters are usually open all 7 days a week
  1. Railway parcel counters are open from 8am - 5pm, so one has to collect the motorcycle the day before, in case of midnight or early morning rides
  2. At the receiving station, the vehicle has to be collected within 6 hours of arrival, or else a detention charge of Rs 10* is charged for every additional hour
  3. Packing charges are not included in shipping (in a way this is good, explained later in this post)
  4. Other than nominal shipping charges, some form of tipping is required (/expected) for the loading/unloading guy(s) both at originating, as well as the receiving station
Now if you think 'shipping by train' is your thing, then here is all you need to know.

First things first, what are the costs involved while sending an m/c by train in India:
  1. Packing the motorcycle - this is up to you, the railway is not involved - no receipt/highly negotiable
  2. The shipping charge for motorcycle - calculated based on the value of m/c you fill in the form for transit insurance purposes - receipt is given
  3. The shipping charge for carton box (stuffed with riding gear and tools/spares) - calculated based on weight - the receipt is given
  4. Tip for loading guy(s) at the originating station - optional/no receipt/negotiable
  5. Tip for unloading guy(s) at the receiving station - optional/no receipt/negotiable

Here is what I paid at each stage recently (10 days ago), while shipping mine from Bhubaneswar (Odisha) to Bangalore (Karnataka):
  1. Packing - Rs 800 (usually Rs 400 or less for 100cc/smaller bikes) - Well maybe because I was a bit too generous at that time:P However for the amount I paid, the bike was wrapped like a tank, no kidding!!
  2. Motorcycle - Rs 2700 (the value I had shown on paper was Rs 40,000)
  3. Carton Box - Rs 127  (weighed 20 kilos and contained 2 helmets, 1 riding jacket, 1 tank bag, 1 pair of saddlebags, 2 sets of knee/shin guards, a tool roll, spare tube, clutch and throttle wires, small spares/utility box, 2 bottles of engine oil)
  4. Tip to loading guy(s) at Bhubaneswar - Rs 250 (Usually Rs 100 should be fine, but my bike was a bit wide and the packing made it double its size)
  5. Tip to unloading/warehouse guy at Bangalore - Rs 50 (though he was expecting more :P )

Documents required (mandatory) by Indian Railway:

One needs to carry the following along with a set of photocopies of each, for parcel booking:
  1. Original Proof of Identity (Mandatory)- Any govt issued Photo Id (e.g. Driving License)
  2. Original Ownership Document of the Vehicle  (Mandatory)- RC card/book

Note: Indian Railways allows, only the owner of the vehicle (can be confirmed from the RC card) or his direct family members to do the booking. If due for any reason, you need to send a bike that you don't own, you may enquire, if the railway staff are ready to accept an authorization letter from the owner of the m/c.

Step-by-step guide to shipping your motorcycle:
  1. Enquire about the nearest railway station to your location
  2. Enquire about any direct trains from your nearest station to the city/place you want to send the m/c to
  3. Visit the station a day or two before the train departure date with the necessary (above-mentioned) documents and photocopies
  4. Carry sufficient cash, required for booking/tipping, as a card payment facility may not be available
  5. Once at the railway station, enquire about the 'Parcel Booking Counter' (it is usually away from the main ticket counters)
  6. Find out the guy(s) who does the packing (they also act as agents and may assist you with the whole process for a small tip on top of their packing charges)
  7. Get your motorcycle wrapped with enough padding in the right places (e.g. headlight, blinkers, fuel tank, tail light, fog lamps, front fender, etc). Note: The fuel tank should be bone dry, else during the inspection it may get rejected on the grounds of safety
  8. The guy doing the packing should take your bike inside the station (there would be other bikes already parked inside)
  9. Go to the counter and ask for a parcel booking form
  10. Fill the form with the required details about yourself (name, address,etc) and the motorcycle (cc, cost of the vehicle, make and model, etc)
  11. Get the form verified at the parcel counter
  12. They will ask you to take the form and get your vehicle inspected by staff (usually he/she will be inspecting other motorcycles or would be somewhere close by)
  13. Once the vehicle is inspected, the inspector will sign your booking form
  14. Submit the form along with the photocopies of ID Proof and m/c Ownership Proof at the parcel counter (show the originals if requested)
  15. Pay the amount when asked and collect the booking receipt/acknowledgment
  16. Take the receipt and find the guy(s) who number the parcels based on the number printed on the receipt (these guys will do the loading as well)
  17. Tip the guy(s) if he asks and if possible take his phone number for inquiry (i.e. when the m/c is getting loaded to the train)
  18. Safely keep the receipt for collecting the m/c at the receiving station
And you are done!!!

Here are a few photos I had taken on my phone while my bike going through the shipping process:
Wrapping starts with the removal of rearview mirrors

Last-minute work to cover up the fog lamps with additional thermocouple padding

While the bike and box await inspection at the platform

Another view of the Bhubaneswar station platform, with bikes lined up for shipping

Packaged motorcycle numbering is done :)

The Carton box being numbered by the marking-cum-loading guy

Collecting the motorcycle at the receiving station:
  1. Enquire and be at the station to receive, not later than 6 hours from the arrival of the train (beyond which you will be charged Rs10 per hour for storage/detention)
  2. Along with a helmet, carry a 1 liter bottle with petrol with you (this is to ride the bike out of the railway station to the nearest petrol bunk, as you may or may not find fuel next to the station)
  3. Once you reach the railway station, enquire and go to the 'Parcel Office'  (usually away from the main booking counters) and show your receipt/slip to the concerned staff
  4. Identify your motorcycle and luggage/carton box (if any)
  5. Give the receipt at the desk/counter and pay storage charges incurred (i.e. if you have left the goods for more than 6 hours since the arrival of the train)
  6. Collect a 'gate pass, which you need to show to an attendant to allow you to take your items out of the warehouse
  7. Take the m/c out with the help of the guy and tip him as necessary
  8. Show the 'gate pass' to the brown uniform guard, if requested and they may ask you to make an entry in a register (for record-keeping)
  9. Unpack the motorcycle, by carefully cutting off the plastic strings and removing the layers of packaging (the guy again should do it for you)
  10. Inspect the motorcycle thoroughly once by walking around
  11. If all looks fine, fill in the petrol you were carrying and start it up
  12. Ride it to your nearest petrol bunk and tank up as necessary
That's it, you are done and ready for your ride !!! :)

Few important contact details:

  • Bangalore Railway Station Parcel Enquiry:
    • Inbound (coming to Bangalore)        - (080) 2670 3448
    • Outbound (going out of Bangalore)  - (080) 2670 7731 

Now on first look, it may appear like a lot of steps, but once you read through, you would know, the process is fairly easy and straightforward. From what I remember, the time-consuming bits were, when the m/c was getting wrapped and when I had to wait for the inspection, as the concerned person was not around/busy. Other than that, I found the process quite simple, provided one knows what to be done. I suggest you have 2-3 hours in hand while going to the station for a booking, and if you are lucky, you may be done in just 1.

Hope this post comes in handy.

For any help/suggestions leave a comment.

Ride Safe & Ride Far,


Wednesday 18 November 2015

Enfield 350 - Touring Two-Up with Heavy Luggage - Lessons Learnt

Hey there,

if you are reading this post, either you own/have owned a 350 single (highly likely, if you own an Enfield) or are curious to know what the challenges faced by most Enfield 350 riders are while doing long-distance trips with a pillion and heavy luggage. Instead of generalizing this experience, let's consider the bike I ride on my tours, as a case in point. 

During the Leh Tour in 2014

For starters here are the engine specs of the (factory stock) Electra 5s cast-iron model.

Engine Specs: Royal Enfield Electra 5s (2009 model)

Information Courtesy:

Kerb Weight: Royal Enfield Electra 5s (2009 model)

Information Courtesy:

Now my bike has gone a few steps beyond being stock, in the form of modifications for touring, which adds to the weight of the bike. For example an expanded fuel tank with a usable capacity of 19ltrs, handlebars with the center rod, larger split bucket seats, rear crash bars, saddle bag support frame, fog lamps, rear luggage carrier, lever guards, 3.50 off-road tire at the back and additional on-bike tools in the kit.

The increase in weight (and size), due to these mods is quite a bit, though I never bothered to measure how much the increase in weight is. Now my steed also runs with a bigger size piston than the stock and carbs have been re-jetted. This project I had to stop halfway through due to lack of time/spares and may complete this sometime in the future with the addition of a free-flowing exhaust and maybe a bigger carb (machismo A350 ?!!). But then that would be part of another post. Now let's get back to the subject of two up touring on this 350 single.

Past experiences of riding two-up:

During the last few years of my ownership of this bike, I have ridden it extensively over longer distances, and 90% of the time, my luggage setup looked like this: a pair of saddle bags, a tank bag, and possibly a tent/tripod or some other form of weight at the back.

During a trip around Kerala in 2015

For longish trips, I mostly ride solo. However few times I have ridden with a pillion at the back. Among such rides, the ones worth a mention are as follows:

Observations during the Recent two-up trip (1600+ KMs):

During solo rides, with my usual luggage setup, the bike never really struggled in any kind of terrain or surface. Well, except while climbing a few tough patches off of Khardung-La, during the Leh-Ladakh Tour last year. This was due to obvious reasons like higher altitude (i.e. reduced oxygen density for the fuel to burn). This time, however, I had to load my saddle bags with more stuff than just for the trip, as I was going home for the vacation. For instance my laptop I had to carry my, which itself is 2+ kilos of weight, and then pair of extra shoes and the list goes on and on. In isolation, they look like small items each, whose weight shouldn't be a concern, but by the time you are done stuffing those two measly saddlebags, try lifting them to know. Now let me share the recent challenges I faced while the bike was a bit overloaded with heavy luggage and a pillion, on fairly good roads (NH5?!).

  1. The bike was revving harder (high rpm/throttle twist) from the get-go, all the way to 90 KPH (i.e. engine remains stressed all through)
  2. Vibration on the handlebars was higher due to a high-revving engine
  3. Braking distance was higher due to a substantial increase in the weight
  4. Braking hard (say in an emergency), putting pressure on fork and cone (T-joint) set, I could hear the noise
  5. In usual mud puddles, where I used to come out in a snap, tires dug in deeper (due to the weight of course) and made handling the bike a challenge
  6. Top speed hovered around 80-90, no matter how good the road was

A bike loaded beyond the standard luggage weight (plus a heavy pillion) had very few pros that I could recall, namely:
  1. The bike felt very stable at high speeds on the highways
  2. The bike felt planted while cornering
  3. Surprisingly tires were holding up the road better (than when I rode solo), and during a stretch, we rode in heavy rain (this I can't confirm as a fact as of now)

Now on the surface, 'cons' are obvious ones and mostly resulting due to the substantial increase in weight. However, the following are some of the consequences of the cons:

After around 200-300 KMs of traveling, I did a quick check on the fuel economy and was surprised to know that it was giving 21-22 (normally it gives well above 30 KM/Ltr). I did a quick check on the engine oil and my suspicion was true. While we were happy doing 90 KPH for the better part of the day, the bike had burnt a lot of engine oil. Had I ignored this condition for another few hours, there was a high chance of an engine seizure. Thanks to my pillion who wanted to know the fuel economy, for which I had to check and as a result did an oil level check. Otherwise, also I keep an eye on the engine from time to time. These are not really an issue with the modern breed of bikes with aluminum engines and liquid cooling (or even new air-cooled ones). Engines have undergone years of technological evolution to reach here and nowadays all a rider needs to check is the warning lights on the console, which will tell you when your engine is overheating and much more valuable information. For us who still own/ride vintage (if I may), air-cooled, single-cylinder British bikes (though made in India now), we have no other choice but to be vigilant, especially when doing distances like 1000 km. And mind you, I am not complaining at all. The experience I have gained dealing with my iron horse, I wouldn't trade it for anything in this world (not even for a brand new BMW GS800.. or so to speak).

So if you have to ride two up, here are a few things I suggest (and would be following myself for my future rides).

Before Ride: (motorcycle)
  • Buy and keep, 1 liter of extra engine oil (I always carry a can in my saddle bags) 
  • Check engine oil (lubricant) level and keep it possibly a little* over the usual mark (top-up from your new bottle?!!)
  • Check chains and sprockets and replace them as necessary. If the sprocket teeth in the last stage of the chain are unevenly saggy even after tightening, they may give up halfway due to the extra load.
  • Pack light, i.e. keeps the luggage weight to a minimum (Note: I didn't have a choice this time), cause your pillion may not be able to lose weight for your bike's sake :). At least in my case, he didn't. :/
  • Carry a spare clutch cable, as depending on your riding style, you may stress it more while moving from a standstill,  as your bike will be pulling a lot of weight. Glad we had less riding in traffic, so this didn't cause any issues.

During Ride: (motorcycle)
  • Pay attention to the revs (rpm) while riding and ensure that the engine is not constantly being stressed (not good!).
  • While trying to catch up speed, do it slowly ensuring the bike is gaining momentum without the engine screaming for breath (No 0-60 please, unless you want to brick your engine!).
  • Give your engine a break to cool down (say every 100 KMs or as you feel right).
  • Check your engine oil level every 200-300 KMs as a thumb rule. In addition to that, do check the oil level, when you feel that the engine is struggling (e.g. overheating, too much vibration, loss of power, low fuel economy, etc).
  • Keep a watch on your fuel consumption, as the engine is stressed, it is meant to burn more fuel. However, if it's burning fuel way more than expected (like in my case it did on the first day), then check for possible issues.

During Ride: (rider)
  • Drink more water (& more frequently) than you think you need. You are managing a bike much heavier than you usually ride, so along with the bike, you to are being exposed to stress and vibrations. So stay hydrated, period!).
  • On dual carriage roads (2-way traffic), have extra space (than you usually would) in the front while overtaking, as the bike's response to throttle would be lethargic and you would need more time to complete the overtake before you come close to a vehicle in coming from the opposite direction (scary stuff!).
  • Keep more distance from the vehicle in the front, for the same reason that you are fat and heavy and you would need more time and space to stop safely in an emergency. If the vehicle in front chooses to brake hard, you would have enough time and space to bring your mammoth to a halt safely.

I am hoping you too have just one bike and when the opportunity comes to share the ride with a friend, your choices will be limited, like mine. Then again, it's always a pleasure to share the journey, isn't it ?!! Honestly, I can live with the cons of riding heavy/underpowered in return for a great company. So all we need to do is mitigate the risks/impacts and prepare well for a stress-free ride, for the most part for the motorcycle and to some extent for the rider. Hope this post helps you do better two-up rides while keeping your bike happy at the same time.

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Sunday 15 November 2015

The 'Surprise Ride' Home

After the last ride, I really didn't have any plans of taking the bike out (even though I secretly wished to). I was a bit too drained out from office work, as it appears never-ending at times. I was starting to feel not-so-driven anymore and that in my books is very bad. I believe anything worth doing is worth doing with passion and dedication, even work. The type of work really doesn't matter, small or big, paid or otherwise. How we operate on a day-to-day basis forms our habits and that in turn has a great deal of effect on the quality of life we live. Now when I look back on my last vacation, it was way back in January this year (2015). And I could already feel I was starting to miss home, not to mention how much they miss seeing me in person (even though we speak with each other almost every day). Given the availability of a slot in my team, I planned for my vacation at the end of October and started clearing my work queue diligently towards the travel day of the 31st (Saturday), on which I had a flight booked for Bhubaneswar. One not-so-good habit of mine is booking the flights at the last minute (am working on it though:P) and in the process paying more than usual. This time it was no different and I had to cough out 15k instead of 10k. However, I had no complaints, as being at home in a few weeks was really exciting.

Days went by and I grew a bit restless thinking about when I will be home. This was a bit uncommon for me as I usually am not homesick. Anyway, thankfully workload was manageable and I used to chat with my sister on phone every day, keeping myself updated on the happenings there. Part of the excitement was for the renovation work happening at home and the bigger parking lot which is coming up. I had asked (read demanded !) for a space in the parking lot to keep my Enfield, once I retire it from touring (in case I move out of the country or upgrade to another machine). My sister said, "yeah it's big enough to house your bike along with dad's car". On a casual note, I said, "Shall I send the bike home just to check if the space is adequate?". Knowing my reputation since childhood to be really capable of doing such a crazy thing, she got a bit serious and asked, am I really thinking of doing such a stupid thing. And I was like, "Naah, why to send it so far just for the sake of checking out the parking space. But hey, how about I ride it home and bring the bike myself ?!!". I didn't think too much while saying this, it was a spontaneous thought and I just uttered it. But from this point on I knew a possibility that got created. The idea of entering through our main gate and riding my bike was more than a passing thought for sure. Before my sister could get her head around the idea, I announced that I am gonna ride home this holiday and we both gonna keep it a secret from mom and dad. After a bit of coaxing and cajoling, she agreed to be a part of it. Now the plan was on!! Again, as I continued to think more about this trip, which has to do with my hometown, I recalled my school-time friend Nachi. With whom I had done many trips back home, back in the days when we didn't even call these trips. I realized he has been postponing the plans to come to Bangalore for years now. But this seemed like the kind of thing that might get him excited enough to break that jinx and come over and join me. I called him up and shared the crazy plan. For this, I had to muster all the excitement that I (genuinely) had. However this offer came with one condition, he has to be in Bangalore at least a day before the 31st, to start the ride on Saturday early morning. Knowing me he could guess, I was definitely not kidding, yet he had no clue if he could take off from work for 5 days on such short notice (there were only 2 weeks left). Well, it took him the next whole week, to finally get a nod from his boss for the leaves. This was it, I got my flight ticket canceled immediately and booked a new one for Nachi to come to Bangalore on the 30th afternoon. This was the point of no return for me, as I had no more ticket to fly home, and the only door left for me was to ride. This is what I wanted anyway:) That day I was waiting for my day's work to get over so that I could rush home and do my homework for this epic ride. I started doing my basic research on the route, places to stay, and timeline. 

Day 0 - Friday (30th October) - City to Airport to City

"We should've slept some more!!"

I was lucky to have been able to finish my assignments before time yesterday by working late hours for the past whole week. So I could speak with my boss to leave early. I had to leave by 2 o'clock at the latest to reach the airport by 3:30 PM. The expected arrival time for Nachi's flight was 02:55 PM. So 30 minutes he could manage to wait, as half of it will be gone strolling out of the plane and reaching the arrival gates. But due to some last-minute work that came up, I couldn't leave the office before 2:40pm. Now there was this crazy traffic in Bangalore, after all, it was a Friday. Somehow I drove and made it to the airport by 4 PM. We both had a quick lunch at the airport and started towards the city. We had a lot to catch up on, other than the ride and we got enough time for that when we met the traffic of the worst kind (read peak hour), when we entered the city around 5:30. Hebbal junction was worth a sight. He got an idea of Bangalore on the first day of arrival and I had my car's clutch plates worn out trying to get us home sooner. We reached my flat around 6:30 and took some rest. Then later around 8, visited Decathlon in Bannerghatta road, to pick up some rain gear for Nachi. 

I didn't have a good sleep thinking about riding through a new route, and Nachi had similar issues with his share of sleep, thinking about the first such a long motorcycle trip of his life. Considering the length we were planning to cover, it's a no-brainer that we both were supposed to catch some good rest before starting. But alas, that didn't happen. Packing was pending to a great extent as I had to accommodate his stuff along with some gifts I had gotten for my family during my travel abroad. Those were in my check-in stroller, which now I had to somehow fit into those smaller saddlebags. It was quite a task. After a bit of trial and error, we managed to pack everything into 4 bags: my tiny tank bag, saddlebags, and a waterproof backpack, which will be tied up as a tail bag. This way neither Nachi nor myself had to carry any weight on our shoulders. Amidst all the chit-chat, packing, and stuff, Nachi dozed off around 1:00am, but I still had some office work to finish. So I sat down with my work laptop for another 30-40 minutes and completed the remaining tasks. Now I could relax and sleep. I set an alarm for 3AM and slept off, just to get up again after an hour when the alarm went off.

Day 1 - Saturday (31st October) - Bangalore to Nellore

"Seeking the golden route home"

We were well past the planned departure time of 3:30AM. But realistically considering the work we (mostly I) had to get done, I had rescheduled the start time to 5:30AM. And with that, we were kinda on track and were mentally prepared to deal with the traffic on our way out, as well as en route to Tirupati.
 From my last two ride experience to Valparai, I remember the feedback provided by my friend. There is this strap (/sheath) for the saddlebag, that goes over the rear seat, due to the weight of both sides, that sheath stretches to the limit and hence turns into a hard surface, making the seat cushion underneath useless. I had to sort that out, otherwise, Nachi wouldn't have been able to ride the pillion for long. How we dealt with that is, we put the saddlebag over the rear carrier below the rear seat. We had to make a small cut and a hole to let the latch mechanism of the rear seat fit over the saddle bags (see images). As the bottom of the seat was already a tight fit for the rack, it took us a bit of try before we could latch the seat correctly after adding the thick layer of saddle bag sheath. Once this was done, I was relieved and confident that the broad rear seat will do its job well in keeping the pillion comfy all through. By morning 5:30 we were ready to roll with the luggage snuggly bungee (/tied) to the bike. We set the destination as Tirupati and started riding. We left Bangalore, took the route via Hoskote/Kolar, and were on the highway by 6:45AM. The riding condition we faced at this time of the journey was really interesting.

Due to dense fog, hardly a foot or two of the road ahead was visible. I had to rely on the fog lights, both to see the road ahead and also to be seen by the vehicles moving in the front. The fog got worse for a short duration when the sun was coming up, and the sunlight was scattered through the fog and was all over the place, making it impossible to see through. It was risky for riding but it was worth a sight:)

It wasn't long before the fog cleared up completely and there was this statue of Lord Ram standing tall on our right-hand side. This one was a 4-lane highway and in really good condition to relax and enjoy cruising along.

We continued our journey towards Tirupati with short breaks from time to time. On the way, the never-ending advertisements of 'Giri's Kumbakonam Degree Coffee' got our attention and we stopped at the coffee shop. Considering the number of advertisement boards they had put up along that route, I was hoping for a big outlet. However, it turned out to be a small one in the corner of an HP petrol bunk, though not difficult to notice due to its color. The coffee we had there was 'excellent' and add to it they serve those in copperware. That was something different. They also had packs of cookies and other confectioneries, which we decided to skip, as we wanted to avoid stuffing ourselves too much so early in the day. So we just sipped on the great-tasting coffee and continued with our journey. If you happen to be passing through this route, I recommend a stop here.

Giri's Kumbakonam Degree Coffee Outlet, where they serve great tasting coffee in traditional copperware

With quite a bit of break on the way, around 1pm we reached the Tirupati bypass road. We stopped for lunch at a newly opened restaurant on the way. We opted for the a/c cabin and it was a treat. This was being our first day of the trip, we were a bit lavish with our choice of restaurants and quality of food, I reckon. No wonder we were shelling out 400-500 bucks for every meal. The thought of being at home during Diwali and all the possible expenses of shopping for family and planned outings, as well as the cost of sending my bike back by freight, helped me to sober down a bit with my expenditures from then on.

With few photographic opportunities on the way, we continued our journey and kept coming across interesting mountains out in the distance. Some of them we stopped to take pictures of and some just got etched in our memory that only we would remember.

This mountain range in the distance reminded me of 'Table Mountain' of Cape Town, South Africa

Naidupet was a landmark for us, as that is our entry point to the GQ/NH5, the road we based our trip on. That being a 4-lane (and in many parts a 6-lane) highway, would take us home sooner and in comfort. After a short muddy detour, we finally merged into NH5.

The first sight of NH5 didn't disappoint us at all.

First sight of NH5 (old NH16) at Naidupet.

Nachi taking a break and enjoying the view post-rain (yep we rode in the rain from time to time, after crossing Tirupati)

This was a long break and a bit of excitement was due to the possibility of covering a large distance on NH5 quickly and effortlessly, from now on.

Considering the load on the 350 single air-cooled iron engine, I am sure it must have felt equally good seeing this road.

Nachi posing with the bike during the break.

We reached Nellore just before sundown. Nachi insisted on riding around the town to find accommodation ourselves, instead of using the app. "Not a bad idea", I said, and we continued towards the central area on 'Trunk Road'. What a busy road it was. It was definitely not a good idea to ride a loaded bike through that maddening traffic on a Saturday afternoon. Hotels were very few (comparatively speaking) and we decided to first check with APST Hotel. Google Maps showed it correctly, but we ended up giving it a pass. They quoted around 1600 for a Single Room A/C. As it was a government setup, they are not allowed to negotiate on tariffs. The guy at the counter was kind enough to recommend us another place nearby named 'XYZ Hotel'. Ironically they offered a so-called 'Deluxe Room' for 1550 (inclusive taxes) which was actually worth 1800 bucks. Sounded like a good deal at that point and we took it. I am happy we got an underground guarded parking space for the bike too. That allows me to have a good sleep. Now having seen that so-called 'Deluxe room', I would have rather tried the APST Hotel instead. Anyway, the accommodation was ok, old looking yet spacious rooms on the 4th floor with air conditioning and ceiling fans. The fan was good enough, so hardly kept the a/c for long. The food served by room service was good and they had a good choice of snacks to munch on. We had to catch up for all the sleep we had missed out on in the last couple of days. So we decided to sleep for 7-8 hours at least or as long as both of us recover well and feel fresh. Again, this wasn't before we watched some TV. It's always fun to watch what's going on on regional channels :)

Day 2 - Sunday (1st November) - Nellore to Visakhapatnam

"Justifying the 'Enduro' tag"

Day for us in Nellore began at 8 in the morning. I must admit, this night's break got rid of all the tiredness we had the day before. We couldn't have felt any better for a long day's ride, that was up our sleeve. We got up and got ready. By the time we checked out and were all ready to roll with our luggage, it was past 9:30. However we had no worries whatsoever. I was fully charged up after the much-needed rest to do a day of Dakar (..or so to speak) and Nachi was totally looking forward to a night ride. 

My phone didn't catch good data signal to load the map, so we had to ask our way out of the city. After riding on 'Trunk Road' we stopped at a fuel station for checking the tire pressure. Unintentionally we caused a gathering there of onlookers and inquisitive commuters who were on motorcycles. After answering a couple of queries from the crowd, we were glad to see a guy coming forward to guide us till the end of town where we can get onto NH5 again, and we readily agreed. Glad we left the fuel bunk sooner, else it wasn't long before the gathering would have caused a traffic situation, which we didn't want. So here we were trying to follow (rather chase) this young dude on a pulsar showing us his riding skills by filtering through the busy roads. We couldn't do that with a bike loaded with luggage, so we had to keep the pace and try to keep him in sight at any cost. He was kind enough to realize that we were losing him from time to time, so he slowed down a tad bit. Finally, he escorted us through the busy city roads to the highway, and what a relief it was to see the open roads again. We knew it was going to be a long day but we never checked the odo. That's a more relaxed way of riding is what I have realized. So instead of tracking kilometers remaining, I rather put on my favorite playlist and just soak up the views (or lack of it at times). 

This day of riding was relaxing and in a way bit monotonous, as we had NH5 at our disposal. Such a good straight road, along with its obvious advantages has few caveats, from the motorcycle touring perspective. For example, one could just cruise at the top speed of their respective bikes all day long and need not have a single detour or a need to speak with anyone on the way. You may cover a lot of distance quickly but like us, may not have much memory of the day's ride. Either way, we needed it, as being at home on time meant I would have more time with my family, so I had no complaints. We took short breaks from time to time to stretch our limbs and to allow the constantly stressed engine to cool down. For 350 single-cylinder air-cooled motors, it was carrying the maximum load possible. The engine was always stressed and hence was revving hard at any speed. Also, we were doing a constant 90 for the better part of the day. After the day's ride, when the sunlight faded off, we maintained a constant 80 all through, all thanks to the headlight and the set of fog lamps. Yep, fog lights came in handy on a dusty dual carriage road, where 90% of the traffic were trucks and that too coming from the opposite direction. Around 8pm during a short pee break (yeah we needed it badly), did an assessment of the distance covered and that remaining ahead for making it to Vizag. Considering we could maintain an 80 kmph average, the earliest possible time we could make it to Vizag would be around 1am on Monday (i.e. next day) morning. Now the point worth mentioning is, we had been riding since 10am with a few short breaks thrown in from time to time. But surprisingly I had no signs of fatigue or lack of focus. So I was determined to make our planned stop for the night. To avoid the last-minute hassle of finding accommodation at midnight, I just booked a room through goibibo and got a 60% discount on that. Go figure. Called up the homestay and they were kind enough to offer us food from outside when we reach and also were ok with our odd check-in and check-out timings. This was one of the hard-to-believe things during this trip and Nachi was regretting not having done the same thing while in Nellore.

At Vijayawada, we had to move moments after to pull over this bridge to take this shot, by the police patrol vehicle. We knew we shouldn't stop on the bridge unless there is a layover area, but seeing some of the local people stop, we stopped. 

The lighting setup got us to travel quicker and safer during this long day.

Nachi posing with the yellow light from the fog lamps.

The interesting incident with the cops in Vishakhapatnam:

We reached Vizag around 12:30am and the city was looking beautiful with all the lights from the industrial estates we were riding past. The whole city was washed thoroughly from 2 days of a torrential downpours (we got to know about this the next day after we got up). We rode past a factory of sorts to reach one end of the beach road. From a distance we could see two police officers at the end of the road, interrogating (or at least that's how it appeared to us from a distance) a guy on a motorcycle, with two other guys on bikes waiting for their turn on the side of the road. We slowed down and stopped just next to the cop. Another guy in a brown uniform came with a  register and was making a note of my bike's registration number. The officer stepped closer to see our faces and asked where we were coming from. We said we are from Bangalore and riding from Nellore today. He didn't get it or so it seemed when he repeated his question. I cut short my answers and just said 'Nellore'. That didn't cut it either, when he came around the 3rd freaking time and asked, this time completely in English, "Where are you guys coming from, now??". This conversation was tipping off my boundaries of patience, considering I had been riding for more than 12 hours. Still, I answered the question for the third time. Calmly I replied, "This morning we started from Nellore". He was quiet for some time and continued. 

Cop: "Nellore?!! What time did you guys start???" 

Pretending to be accurate, I looked at Nachi's face and he replied: "Around 10 in the morning!"

Cop: "How many km have you traveled since morning to reach here?"

Me: "Somewhere around 600, but if you want the exact distance we need to check." 

He was a bit taken aback and looked at his colleague's face with blankly face. At this point, both Nachi and I were clueless as to what is wrong coming from Nellore. Then both officers burst into laughter, as they realized we have been telling the truth all this while. Duh! It was out of disbelief he was asking us again and again, thinking it is not possible to come from Nellore to Vizag on a motorcycle, on the same day. They immediately cleared our bikes and guided us on the beach road with a big smiles. I am sure they would have had a good laugh recalling this moment of confrontation with us, cause damn sure we won't forget this incident. 

It didn't take us long to find our accommodation. From the moment of arrival till our departure, the boy in charge of housekeeping took care of everything. He turned out to be from Odisha and he was very happy to meet us. During this trip, we crossed 2 other states and surprisingly, the 3-4 people who came forward to help us during the time of need, turned out to be Odiyas. Call it a coincidence of sorts, and a good one at that:)

Day 3 - Monday (2nd November) - Vishakhapatnam to Dhenkanal

"The day of the home run"

This was another leisurely day during this trip. Totally laid back and highly confident after doing a 600+ (670kms to be precise) yesterday without much fatigue, we started from Vizag after 11AM. The bike horn was totally mum with no effect on the new amp meter, so I took it around for a check-up. But, being an old Enfield, none of the roadside mechs were ready to check it. After a bit of hesitation, I decided to take it to an authorized service station. All thanks to the young chap from RE, it was sorted in a minute after a few puffs of anti-rust spray inside the left side switch gear. It was a case of rust formation but somehow had never happened to my bike before. With no money charged for the help, we thanked the guy and we started riding on the 12 km stretch of beach road to Vimli.

The beach view was absolutely gorgeous and we took the liberty to stop as we wished while riding through the beach road. At some points, I could recall my drive through the absolutely breathtaking coastal road in Cape Town. I can't help but think about the resemblance Vizag coast had with a particular stretch of Cape Town. With a couple of photos here and there we continued on the beach road and took the deviation from Vimli to head towards NH5 again. Our old friend had missed our company and was happy to have us back. It appeared as if it welcomed us with beautiful green vistas around, looking all fresh and glowing in the clear sunlight. I didn't realize this route would turn out to be one of my favorite routes to ride in India. The pleasant experience we had riding on this route was partly due to the good weather after the rains. Just like the previous days, we took breaks as we liked. There were so many beautiful sights on the way that if we had more time in hand, spending the whole day on that road was totally justifiable.

A quick fast forward to the following 2 photographs taken later that evening:

On the way from Vizag to Brahmapur(Odisha), I noticed a bike lying on the side of the road. And there was this trail of scattered pieces of broken plastic from the registration plate and other fiber parts of the bike leading all the way towards the bike lying crushed. It was clear that it met with a crash, but the reason I stopped was, the incident looked kinda recent and I was suspecting the victim might still be there. So we stopped to have a look and help if possible by informing local authorities/police. I cautiously walked close to the bike to have a look.

Closer view of the motorcycle

Seeing the rear wheel, it was obvious that the motorcycle was rear-ended by a fast-moving vehicle, possibly a car. The bike was 100 meters from a point where a village road meets the fast highway, and that means the bike got into the fast road without checking the traffic. 

Nobody was around the accident spot, however, we enquired from a guy we saw at a distance, and got to know it happened a few hours ago and the victim has been already taken to the hospital. Police will be coming back to pick up the motorcycle. We had a sigh of relief knowing the guy has been taken to a hospital. Hope he is in safe hands. This kind of riding mistake(resulting in accidents) is very common in India, where we quite often get to see residential (/another type of slow speed) roads directly merging onto fast national highways (or motorways as they call it in some of the developed countries). So it is the rider's responsibility to stop (yes, stop if necessary) and double-check the lane before merging in. I personally try to keep my blinkers on and keep watching the rearview mirror for signs of a clear lane for at least a km or if the vehicle at the back has slowed down enough for me to get in. Anyway, the sight of such accidents is a good reminder for me as a rider to be on alert all the time.

Now with this serious sighting out of the way, let us continue with the day's journey, which turned out to be a fabulous one. 

Due to Nachi's insistence, I had to shoot this trick shot. Not sure what he expected, but I think it has come out well.

It was dark by the time we entered Odisha via Brahmapur (locally known as Berhampur). Considering the number of exports we receive from Andhra Pradesh, we were warned against traffic, while entering via this route. When I first heard about jams on this route, I brushed it off thinking, "how bad could it be". "A long queue at a toll may be, which we can just filter through and go past." Well, it was much more than that. So here is how what we dealt with after entering our state. The excitement of entering our home state was undeniable, and that helped us ignore the change of surrounding from greenery and fresh air to dusty and polluted air to a bit deteriorated road conditions. However, nothing could have stopped us from overtaking the lined-up trucks, which for some reason were part of a long queue and not moving at all. So we took the liberty of riding through the gap between them,  as far as we could. As it was night, our visibility ahead was limited and we had no idea where this queue of trucks ended. After riding for a few kilometers, we abruptly stopped at a point where there was hardly any gap for the bike to go through. By this time, the fun of filtering through trucks had faded a bit and our brains were a bit active now, trying to analyze the situation. All this while we noticed there was not a single private vehicle in the jam. This is not possible at a state border unless we took the wrong lane, which was meant for trucks only. I asked Nachi to get down and check with one of the truck drivers. He came back with some good news and some not-so-good ones. 

The irony was, this route is known for jams due to commercial vehicles, hence private vehicles drive on the right (which is wrong) side of the road up to the point where this queue of trucks ends. From then on, they get back on the left (i.e. the correct) lane. So basically we were riding on the wrong side for this long and now thanks to the broken-down trucks who blocked our way, we got to know about this. Whew! Now our option was to ride all the way back to where we entered this lane and get on to the right side or jump the divider. The later option was not exactly a feasible idea at first look, as the divider was quite big for this bike (loaded with luggage) to climb. I was not so sure about riding all the way back, as some trucks might have moved by now blocking the route. Instead, I started looking for ways to jump the divider. A truck driver came for help. He had a metal board of sorts, which we used as a ramp to put the bike onto the grass patch of the divider and then used that again on the other side to safely bring the bike down. This saved us a lot of hassle we could have faced trying to ride back for miles among that jungle of trucks. There we were, happily cruising along NH5 again:)

We stopped right after escaping this patch for refreshments and a cup of coffee and some biscuits. Our eyes and face were full of dust. Washed our faces and took a break munching on some cookies from the small shop. We decided to skip our plans of staying one more night at Chilika lake and head for home instead, only stopping for some dinner on the way. It was too tempting not to go home being this close finally after riding 2 days. So chose to continue along NH5 till Bhubaneswar and then take the diversion for Cuttack and continue towards Dhenkanal.

The arrival:

As it was already past midnight, we decided to go drop off Nachi first and then come back home. I called up my sister, just 5 minutes before my arrival and she woke up mom and dad saying some guests are coming. They thought she must be kidding as to why would someone come at this time, it was midnight. Then I stopped at our gate, parked the bike, and came inside the house all geared up with a helmet on :P Dad has just gotten up and was still drowsy-eyed and was like, "So you got a flight two days early ha. Why are you wearing that helmet. Oh wait!! Did you.. !!". LOL. Before no time the whole house woke up, all thanks to our dog Roxy who was all excited and jumping all over me. It was so funny, to see so many people baffled. Mom was happy to see me sooner than she thought and dad had mixed feelings I guess. He was happy that I was home but a bit grumpy that I rode this far. For me and sister, it was a surprise visit we would talk about for a long time to come:)

This journey which started at 5:30am on Saturday morning from Jayanagar, Bangalore, ended at 12:30am on Tuesday morning (rather Monday night), at Dhenkanal, Odisha. Nachi and I had a great time together and covered a distance of roughly 1700 km during these 3 days.

Hoping we will get a chance to ride again together.

Ride Safe & Ride Far,