icemang

Pune to Rajkot and the CBR feedback

On 24th Apr, I was posted to an NCC unit in the capital of Saurashtra, namely, Rajkot. Accordingly, I planned on riding to Rajkot on the new CBR.

I will write about the journey and then post some feedback of the CBR experience on this route.

Planning and Preparation: The road trip

The Route I have attached the route as an Excel sheet. In brief:
· 29 May, Leg 1 (~ 550 kms): Pune to Dahej (I was to stay overnight with a friend),
· 30 May, Leg 2 (~370 kms): Dahej to Rajkot.
I would do about 950 kms in two days. I charted the route on Google Maps and used a distance finder link to calculate the approximate distance; GM does not give inter-se distances between major landmarks which is the way I do my route charting.

The Luggage I had sent my two metal boxes ahead so did not have to bother about much luggage on the road. Just a Cramster saddle bag with essential toiletries and a change of clothing plus a waist tote with knick-knacks would suffice.

The Expenses During my brief riding in Pune after getting the bike, I found that she was doing in excess of 30 kms per litre. So I took about 30 kms per litre as a ballpark figure for the ride. This meant about 32 litres for the trip and at approx 70 bucks per litre, Rs 2500 for fuel. Add another Rs 1000 for meals, drinks etc and immediate expenses at Rajkot. So I carried Rs 5000 plus my cards.

Leg 1: Pune to Dahej, 29 May 2011

I started at precisely 0604h, as per the bike clock. My kids were on summer hols and fast asleep. The anxious wife was repeating her instructions – go slow, be careful, drink lots of fluids, take frequent breaks, watch the heat etc. 2 years in Pune had been very fulfilling. I had acquired a Masters degree in Business Administration, made a whole lot of new friends, started renovation of my house, bought a new car and as the icing on the cake, got a new bike. So, understandably, I was loathe to leave for Rajkot. But duty beckoned and it was indeed with a heavy heart that I bid farewell to my family.

The weather was cool and crisp with a light sun – perfect biking time! It was also the harbinger of a sizzling day ahead as I got to know soon enough.

I joined the Pune – Mumbai highway at the Paud junction. After about a km or so, some bikers overtook me at speed and waved so I stopped at a crossroads (I forget the area). Two of them were xBHPians but I did not remember their names despite having met one of them twice at Roopali during G2Gs. One of them on a (I think) Fireblade even recognised my xBHP call sign as “icemang” Sorry guys, I shall take special efforts to know all of you better once I am online again. They wished me Godspeed and I thanked them for their camaraderie.

All along, I was getting second looks; the CBR is rare enough these days for it to be quite exotic to be seen at all, forget seeing one on the highway. In fact, throughout the complete journey, I saw just one CBR (a candy red one) near Thane.

Wrong turn I ran into trouble at Thane. Some chap gave me incorrect directions to Fountain Hotel so I rode along merrily towards Mumbai. My sense of direction told me that I was to head north yet was heading west so I stopped and asked for directions again this time from a proper biker. He was explicit enough for me to take the first underpass and turn left to FH. This delay cost me 45 mins.

Breakfast break I was at FH at 1030 a.m. I was in the standard biking gear of elbow and knee pads, jacket, boot and helmet and got strange and mostly humorous, at times wary looks despite looking nothing like a Hell’s Angel! A quick breakfast of masala dosa and coffee and I was ready for the main highway.

But before I set out, I had to reduce the preload of rear suspension from 3 to 4. In Pune, I had invariably had a pillion rider – my son, wife, or daughter - and so had hardened the suspension. But on the highway and single-seated, it was really hard – the bike was just too skittish and bouncy. This one small change made a world of difference and the level of comfort increased dramatically. More on these tech issues later in the bike feedback.

At Mumbra, I took the wrong road (as I learnt of later) thru’ the town so again lost some time.

NH 8 Then on, the superb highway took over. It was wide – 6 lanes both ways - and the tarmac was quite good. I noticed one thing though. In the innermost lane, the upper layer of tarmac was worn out/melted off to the middle lane to quite some extent, exposing the small grained pebble layer just enough to cause a dull rumbling of the tyres and suspension. In the middle lane, the melt-off of the inner lane gave a shiny surface, very smooth and excellent for bikes. In fact, almost all along the highway, one could make out the joint where the newer outer lanes had been united with the older innermost lanes. I had seen this effect earlier in Dec 2007 on the highway from Delhi right up till Jaisalmer via Jaipur via Jodhpur via Ajmer.

On this highway, trucks preferred the middle lane and with cars and MUVs driving like killers on wheels, I was forced, many times, to overtake the lumbering lorries from the left. These too seemed to expect this move as they used to respond almost instantly to my light flash signal/horn blowing. Some real dumb f**k car/MUV (biggest offender vehicles – Scorpios and Taveras) drivers too were doing this. Seemed to be run-of-mill stuff here as the trucks were abso unfazed.


The aforementioned car drivers are among the most dangerous entities on the highway Either they sit on the inner lane and amble along at 40-50 kmph or go ballistic over the vast expanse of open tarmac and overtake in any way like their appointment with their Maker is long overdue. They have no road sense and just operate the controls of the vehicle as against driving it. A large number of these dimwits approach very close prior to overtaking and if one is not monitoring the mirrors, just whizz past without even one toot of the horn. Real prime-time a***h***s…

Our country has yet to evolve a respect for bikers on highways and many were the occasions when tinny cars like the M 800, Alto, Wagon R, Spark et al refused to give me room to overtake simply because of the driver’s ego: how dare a motorcycle, however powerful and capable, dare to overtake ME, a car, on the highway. After the first few times, I gave up on good highway manners and had to resort to going around these fools from the left. The highway discipline of long haul trucks was exemplary – they had excellent situational awareness, maintained lanes, watched their mirrors well and responded almost instantaneously to an overtaking request. For these guys, I always had a salute and a wave.

Lunch break I had taken the first halt after breakfast at around 1230 p.m. and was a bit concerned as to how fast I was tiring: quite, quite different from my one day trip from Pune to Nashik and back. The sun was beating down on the tarmac and it was really hot. I had lunch between Chikhli and Navsari. A nice chap on his way to Mumbai was quite inquisitive and chatty and gave me good company plus some distances from his BB’s G Maps. This break was long – 30 mins - as I energised myself with a simple meal of some dal fry, palak paneer and roti.

Water breaks I perspire very heavily and the humidity was not helping matters one bit. Between breakfast and lunch, I had had to stop twice for a few minutes simply to hydrate myself. One Coke, one large spoonful of salt and some pepper was the routine. The sugar kept my energy levels high, the caffeine kept me alert, the salt returned that what was lost in sweat and the pepper was, well, to pep things up a bit. I was carrying a bottle of water for personal and bike emergencies and at every water break, I used to consume the heated contents, dump the bottle and buy a fresh sealed one. Useless really as in a matter of minutes, the water used to heat up again but at least clean water went into me.

Two bottlenecks Soon after lunch, at around 230 p.m. there was a humongous line of trucks, buses, cars etc stretching for about 4 kms. The reason was some bridge at Pardi which had one-way traffic only. Two wheelers were hugging the extreme left edge of the road and making their way as they best could while the rest of the biggies edged ahead inch by inch in the inner lane. The road was built on an embankment with steep sides so one could not move off the highway to make a shunt around the line. Even so, the CBR saw a fair bit of rocky surface with a bit of sliding and skidding over the soft mud lining the edges of the embankment. I had to be extra careful here to avoid scraping the fairing below the exhaust pipe. More than 1.5 hours were lost in this stretch.

The second such bottleneck was over the Narmada bridge near Bharuch. This time, there was a lane at the extreme left which was relatively empty right up till the bridge so I was able to cross over faster than what I done earlier at Pardi.

The banks of the Narmada here stretch for 200m or more. It was a majestic sight and a humbling one, especially when I remembered its power at the Sardar Sarovar dam. A chirpy young guard agreed to snap some shots for me. He was from Bareilly, U.P. and was most bucked when I told him of my affiliation to U.P. thru’ my men in the Army.

Crosswind driving From the moment I turned off the main highway to head almost due west to Dahej, I encountered stiff crosswinds. The CBR was most unhappy about this condition: her full fairing was a solid wall in front of the wind and I had to cant her about 5 degrees right to keep her on the road. The road was ok till the nearby overgrown village and then became quite good thereon. It is quite obvious that this road sees high - density traffic of heavy vehicles plying between the port of Dahej and the rest of the country – the road is sunken in between where the wheels would be with a ridge in the middle.

The distance from Bharuch to Dahej is about 45 kms. So, even considering my tiredness and the bike’s limitations (engine RPM below 7000 before 1200kms), it should have taken about 45 mins at an average 60 kmph. In reality, it took me 1h 30 mins: the velocity of the crosswind was such that I was not able to go beyond 40-50 kmph.

Dahej at last I reached the Birla Copper guest house at 8 p.m. Colonel Sanket Pande (retired), a good friend from my National Defence Academy cadet days, who is the Senior Admin Mgr at BC welcomed me with open arms. He was pleased as punch to see me – we had met after 20 years! He led me straight to his room where we exchanged some immediate notes – was I carrying a bottle of rum/whisky in my bag??? I was not so he rushed off to get some much-needed lubricant. I had a good bath and lay on the bed, feeling comfortable for the first time after 604 a.m. The AC was going full blast and I was recovering from the sun’s beating. It was not possible to reminisce over the past 20 years in just a couple of hours so we spoke about what most men of our ages discuss – our careers, wives, kids, schools, classes etc.

True to the image of an efficient fauji, Colonel Pande conjured up a nice bottle of Signature whisky. 3 stiff, chilled drinks later, I was back to some semblance of normalcy. For dinner, Colonel Pande had laid on a lavish spread – lamb, fish and fowl. I was really touched by his gesture. We had a hearty meal and hit the sack. But sleep eluded me for some time. I guess the adrenaline took about an hour to wear off.

During that hour, I checked the bike. She was sleeping peacefully in Colonel Pande’s garage. I oiled the chain, wiped her clean, spoke a few words of thanks and appreciation and told her that tomorrow, we will reach the destination and then she can have the first free service and refresh herself. I always speak to my vehicles before, during and after a journey; I believe they too have a soul like ours.

Leg 2: Dahej to Rajkot, 30 May 2011

To be truthful, I had still not recovered from the rigours of the previous day when I awoke at around 630 a.m. 14 hours in an uncomfortable saddle made more so due to the water bottle reducing the area available to squirm my butt and the intense heat had fatigued me. Ideally, I should have stayed the day and moved out the next day. But then, had I moved out on the 31st, I would not have a day in Rajkot to prepare for the 1st of June which way my joining day. Also, a senior officer was visiting my unit on the 1st and I also needed to know about the unit before his arrival. So, 30th it was.

I said my goodbyes to Colonel Pande and was on the road at 730 a.m.

I preferred to return to the main highway and take a slightly longer route than go by the advice of the locals to take the shorter route. So it was back to the same road. However, my apprehensions of crosswinds were unfounded: due to the early hour, the land had not till then heated up. Resultantly, no low pressure inland and no wind coming in from the sea. I was at the junction in 30 mins flat.

The highway was sparsely populated at this time and till the Bagodra “chowkdi” (Gujju for crossroad?) I was driving either thru’ or around medium sized towns like Dasarath, Vasad, Mogar, Tarapur etc.


Lunch break I had had breakfast at Dahej so after a couple of halts for the Coke/Thums Up routine, I halted at the Bagodra crossroad for lunch at precisely 1.00 p.m. This hotel is strategically located much in the same way as Fountain Hotel. Turn right for Ahmedabad and left for Rajkot. Again, either the humidity was terrific or I was tiring faster than yesterday or both. This time, I opted for a thali. The supervisor-of-sorts, seeing my Martian outfit, promptly and without the slightest hesitation, told the waiter to get me a Punjabi thali! I suppose Gujjus are too sane to go around on bikes clad in weird outfits like I was, so I had to be a psycho Punjabi. For me, a traditional, well-balanced Indian meal, well cooked, tasty, healthy and respectfully served, with generous applications of ghee, kicks the s***t out of every other cuisine in the world. I opted for sweet lassi instead of “chaas” thus cementing the supe’s impression of Punjabiness. I rested for full 30 mins after the meal and then had a coffee to get on to the road.

The Ahd-Rkt road is excellent. In fact, even as I write this, I am trying to remember if I encountered ANY bad road sections at all along this entire Thane-Ahmedabad Rajkot 900 odd km stretch. And the answer is a resounding NO.

After Limbdi, the crosswind again started battering me in right earnest. I was hot, antsy, thirsty, aching for a cool Carl or Bud or King, on a fab bike which was straining at the leash and here was this xwind, forcing me to a pathetic 50 kmph, max 64 kmph. Really, really frustrating.

Around this time, I was, for the very first time in my entire 2 and 4 wheeled driving life, just wishing for this journey to end and end fast. I had stopped enjoying the ride and was just covering the distance. I had driven 450 kms + earlier too but these trips had been on my KB-RTZ or Pulsar which were more comfortable than the CBR. The time of the year too was a causative factor in increasing the discomfort.

Just seeing the distance unwind from the 400s to 300s to the 100s and finally to double digits and then single digits was in itself a pleasure.

Destination reached I reached Rajkot proper at 500 p.m. and my unit at around 530 p.m. after the usual direction seeking in my broken Gujarati. I headed for the office and my boss and the men were stunned to know that I had ridden all the way from Pune. That, it seems, has set the tone for my tenure here - expect this officer to be a non-conformist.

The night of the 31st was bad. There was a cooler in the room compounding the humid torpor and I had to turn off the water pump. The only way that I was going to overcome my fatigue enough to sleep was to get comfortably high, which I proceeded to do.

After 2 days and 26 hours of black tarmac, the chilled beer seemed to be God’s gift to mankind. My brother officers were very helpful and appreciative of my adventurous spirit. So, it was one nice trip.

Final remarks: I WILL do the return trip once but only in the winter and more slowly this time so that I enjoy the ride. And hopefully, I would have a pillion rider too – my wife is game.

Planning and Preparation: The bike

There was little in the way of preparing the bike – she was brand new.

One issue troubled me till the very last day i.e. 28 May – the rear view mirrors had not arrived. Rohan Honda was really helpful but the firm too was helpless- some incompetent bungler from Honda Gurgaon had sent them all left hand mirrors! In this time and era and with a company like Honda, this idiotic gaff is inexcusable. Whoever it is who manages this function should be on the road by now, nursing his rear for a well deserved kick. But, Rohan was seized with the issue and the firm gave me a matched set on the 28th, just in time for my journey. On my request, they also did a preventive check of the coolant, oil, tyres, battery etc and pronounced the bike as fit to hit NH 8.

Review of the CBR 250R

It is still early days to write a comprehensive review of the bike: I have had it for less than a month and only 1210 kms on the odo. Yet, some issues are worth mentioning.

The Ergonomics. To me, the very first prerequisite for a GT bike is comfort. The CBR is NOT a GT bike but will be used as such due to its long legs. Now, there is a catch in the ergonomics. If one sits close up to the fuel tank, the posture is more upright, there is less weight on the arms and the back is strained less. But and BUT, one's crotch is jammed up and after some time, the penis and scrotum feel numb. Also, the edges of the seat press up at a place where the elastic of the under brief pinches on some nerve leaving the butt with a very peculiar pain, not ache. Not good, not good at all. So one shifts back and the rear of the seat is quite wide and immediately, the pain reduces and one is actually comfy, in the "front" and the "rear" if you know what I mean. But and BUT, within minutes, the weight on the fingers, the lower arm and the triceps increases to a point where one again shifts ahead. Thus, on a long journey such as the one I made, one is continuously moving back and forth, bartering one discomfort for the other. In the end, all parties involved are aching. After 80 kmph, the wind starts hitting the helmet in right earnest. A practical cruise speed would be about 80 to 90 kmph. Grading: Since she IS NOT a GT bike, 8 out of 10.

A word about the arm pain. Due to the posture, one tends to grip the clip-ons with fists clenched tighter than on normal bikes. This causes cramping in the fingers, the inside of the lower arm and the triceps. I am considered to have strong arms and shoulders and yet, it was a good 3 days before that typical nerves related pain eased. For these 3 days, it was difficult to hold a pen; the arms feel almost lifeless and ached like I had been hit on the funny bone.

Raising the height of the clip-ons by just 2 inches should increase the comfort level manifold. Once I have settled down here, I will get 2 suspension bolts machined with an extra 2 inches of head space and two 2 in spacers. This will turn the CeeBee into an excellent tourer, I hope...

The Instrumentation. Is sparse. Only one trip meter. Personally, I would have liked an analogue speedo and rev counter setup like the Ninja, makes it easier to sync the gauges on long trips. The fuel gauge is odd. When the ignition is turned on, 6 bars show. But with the engine started, and the tank filled to the brim of the cap, it shows only 5 bars. A will be seen later, this caused me to overestimate the empty volume in the tank – I divided 32 (the capacity)by 6 instead of by 5. Grading: 7 out of 10.

The SwitchgearI would have expected a much higher quality of this on the CBR. All switches are strictly cost-cutting, parts bin stuff and have to be handled gingerly lest they break, specially those that are used frequently e.g. the horn, turn indicator and flasher. Heck, the Honda scooters have higher quality stuff. Grading: 6 out of 10

The Paintwork The quality, per se, is good. Two small bubbles have formed under the silver coloured paint of the inner fairing on either side of the headlight. When I tried to smoothen one out with a soft handkerchief, the paint peeled away exposing the black coloured base colour of the fairing. No accepted at all, Honda. Grading: 6 out of 10


The Brakes. The brand is good – Byebre. The rear brake grip is perfect but has poor feel while the pedal is being depressed. The front feels a bit late in gripping on depressing the lever; lever travel is not in proportion to gripping feel. Will drain the fluid for air bubbles, if any, and report the result. The good part is that due to the forgiving bite, newbies won’t hit the dust. Grading: 8 out of 10

The Engine. Till the first oil change, the engine sounded harsh, dry, scruffy and set my teeth on edge. Now, after 1200 kms/ oil + filter change, it is much, much smoother. The counter balancer does a fantastic job and it is only at tick over that the crankshaft torque causes the characteristic up and down heave of the chassis and those too are very small migrations from the horizontal. Grading: 8 out of 10

The Clutch. Is super light. The engaging span is generous so there is no sudden all out or all in kind of a response. The levers seem to be billet aluminium and are soft to the touch. Grading: 9 out of 10

The Gearbox. Is slick and positive shifting. No false neutrals. From the toe down 1st, it goes straight to the toe up 2nd without snagging in the intervening neutral. While downshifting it does, at times, slot into neutral and an extra sharp tap is needed to go to 1st. This is as per design, I suppose. The ratios are well spaced. These days, the engine is still new and 80 kmph is at exactly 5000 rpm in top. I think that with more running done, the rpm will reduce at the same speed. I personally wish for a higher 6th to get an advantage of about 1000 rpm at this speed. Till 4th, she will purr around town, needing an occasional downshift to 3rd. 5th is good for overtaking and 6th is strictly for the highway. Grading: 8 out of 10

The Throttle Response. On my bike, the throttle free play was set way too much for my style and the EFI felt jerky. It felt much smoother once I had reduced the free play to about 3/4 of an inch. Again, after the servicing, it is still better. Also improved in the response on wringing open the twist grip, especially in 3rd and 4th. She just shoots ahead and in a few seconds is at triple figures. On the highway, this eases overtaking to the point of being a no-brainer - just notch down one, twist, zip past, notch up one and cruise. Grading: 8 out of 10

The Suspension. To my disgust, I found that the CBR's front fork tubes are of a considerably lesser diameter than the beef on the Yamaha FZ-S, which is an economy bike compared to the CBR. And they are completely non-adjustable. The diving under braking is a wee bit more than I would have been comfortable with; a preload adjuster would have been excellent. I don't know about the long term implications of thin tubes on structural integrity, rigidity, alignment etc, it feels well sorted presently. The rear rising rate’s spring seems inclined more towards a higher preload - was the damper designed with heavier Europeans/Yanks/Aussies in mind? For me, at 80 kgs, the penultimate (4th) notch is the best when single and the 3rd when with pillion of a similar weight else if I am carrying a lighter pillion, I leave it at 4th. Like I have written earlier, the 3rd slot is just too hard without much weight on the rear seat. Whilst in Pune, I have repeatedly had the feeling that this bike is made to tour pillion up, not single seated. She moves so smoothly, with such solid assurance and poise when two up. The downside is the weight transfer on the front arms under heavy braking. Grading: 8 out of 10.

The Fuel Consumption. Has been in excess of 30 kpl right from day one. In fact, once just out of Thane, while topping up the tank, both I and the pump attendant were monitoring the pump meter. Based on the fuel gauge’s readout, I had estimated that the tank would hold 11 litres. I averted my eyes to the tank just in time to prevent a large overflow; even then, I lost about 50 ml. Instead of 11 litres, the tank had taken only 9.8 litres. After this overestimation, I was cautious and filled in about ½ a litre less than my estimation. Later, after understanding the fuel gauge read-out, I am more accurate. I expect that she will return about 40 kmpl once well run-in. Grading: 9 out of 10.

The Lights The high and low beam are both superb in intensity and envelope. Again, one stupid glitch: the right hand front number plate holder arm interferes with the beam adjustment rotary gear. As soon as I get some free time, I am going to re-locate the number plate to sit between the rear view mirror mounts. It would look better there and hopefully act like a splitter plate to direct the airflow over the helmet at 80 kmph +. The indicator relay could have incorporated a muted beeper to alert the rider to cancel it timely because in the CBR (big bummer), there is NO auto cancellation of the turn indicators a la Pulsar 200/220. Honda, this is really, really cheap. Grading: 8 out of 10.

Fotos I am finishing this write-up from Pune (on a few days leave) and have left my camera in Rajkot so will add the fotos on returning to Rajkot.

Summing up After this ride, I am wondering if I took a correct decision in acquiring the CBR. She is, per se, an excellent street carver but not a true tourer, which is the kind of bike I wanted her to be. Actually, I had fallen for the Suzuki Bandit 1250S. She is exactly the kind of instrument I needed for my kind of riding – high speed, long distance, extended hours in the saddle. But her price of 8.5 lacs was way, way beyond anything close to my budget even. I did not care for her looks, just the sheer simplicity and solidness of the way she went about doing her job and doing it well at that. Guess I will have to wait for her 650 sibling to come to India.

I do not think that I will keep the CBR for long. My time in Rajkot is for 3 years and before it is up, if a simple 650cc and over touring-inclined bike comes up, I will try it. I call upon all xBHPians to help me in this search.

Happy biking, drive safe, stay alive, enjoy life.

Maneesh

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Noor

Thread approved

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rharish90

Good log and review. Did you consider the Ninja 650?

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isodope

Billet aluminum levers cost a bomb. I'm just saying.

princesirohi

as usual, waiting for pics........

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ROCKRZ

@ice, I thought the cbr was a bit stretched out for me cos of my dimunative size but it seems if you are feeling it a bit stretched out, Its gonna be way too uncomfortable for a person of my size on any tour.

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Sarvajit

Thanks for the detailed write up!
I remember my similar feelings when I was returning from Bangalore to Hyderabad with a tinted visor in darkness&was shivering inspite of wearing complete riding gear.
Kudos to the spirit&yes, practice makes perfect-I'm sure you will enjoy the ride back more!

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Vicky

Great Trip log and excellent personal review of the CBR250.

I agree with most of the points you've made... specially that of the riding posture and resultant pain on the wrist. I'm 5' 6" and this issue is more prominent for me..

I've thought about that and then gave up the idea as there is only about half an inch of clearance between the brake reservoir and the fairing with the handles in the full lock position to the left... any increase in height of the handlebars would need a modification to the windshield too..

Also, noticing how tightly all the throttle cables and brake cables are routed, I doubt the stock cables would allow an extension of 2 inches

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icemang

You are spot on there, Vicky. Either this option or I will have to fit a plate mounted standard curved handle and try to wheedle some more slack from the cables. I can see that this is going to be a major issue.

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abhijeet080808

Nice trip log + review there. Enjoyed reading through it.

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