Tag Archives: rova flex

Enfield Himalayan: desert ready

Himalayan Index Page
Supported byhimsupp

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s1nzmangrohimheadlyWhile I was dodging the winter under the shady mangroves of the Coromandel peninsula (right), Simon-with-a-workshop quietly worked on my Himalayan, like a gnome chipping away in a pink rock-salt mine. The long list included:

Bolt-ons

Move the Oxford heated grips control module to an accessible position and rewire it to the ignition, not the battery, as the original owner had done.

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Fitting ancillary leads off the battery for my heated jacket and Cycle Pump/battery optimiser.himleads
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Fitting a switch to kill all lights. Handy for battery saving as well as leaving the highway unnoticed for stealthy wild camping.

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Refitting the cheap LED headlamp which came with the bike. It’s the same one I put on my XScrambleR. Never rode that bike in the full dark but although it saves watts (or is it amps?), I suspect the LED lamp looks better than it shines.

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To monitor engine temperature a Trail Tech engine temperature sensor is more useful, accurate and quicker responding than relying on the stock ambient air temp sensor. At a cold start it will show ambient anyway, same as the stock in the dash, but once running, reading off the spark plug, the TTech soon shoots up. Even with the oil cooler and the ‘under piston oil sprays’ we read about, the low-tuned, air-cooled motor’s reading reaches a staggering 240°C at 65mph on the motorway, dropping to around 175°C in town. The spark plug is of course just about at the hottest point of an engine so basically it’s quite normal. ‘They all do that – sir‘.
Under the seat the Himalayan’s ambient air temperature sensor got relocated anyway to a position less affected by the motor’s downwind heat flow so it gives a truer ambient reading once on the move. It’s a common mod.
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Garmin Montana cradle fitted to left mirror stalk with RAM mounts and hardwired to the ignition.
I thought they’d not fit for want of cable slack, but I was wrong and the adjustable Rox Risers have raised the stock bars a healthy 50mm. It required releasing a clip off the braided ABS brake line under the tank somewhere, and the barely needed cold start cable was also on the limit. With the raised seat it’s now easy to stand up and to not stoop once I’m up there. Halleluia.

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My ancient Barkbuster Storms are now on their 7th outing since fitting to my XT660Z back in 2008. I should win some sort of recyclerecycling award. Simon had to make some simple mounts as for some reason, the curvy BTC 06 adaptors (right) which were recommended didn’t fit. Could be that a decade on, newer Barks have changed shape.
The Barks require the slightly adjustable  stock screen to be set fully forward, but riding back I can’t say the turbulence was any better or worse than in the original position. I think that at the speeds the REH can achieve, it’s all a bit academic. And as it is I’m sat on a motorbike out in the open air. There will be turbulence.

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Like so many bikes I’ve owned lately, I assumed the stock shock would be a budget keep-the-fender-off-the-wheel job, so I pre-emptively ordered the Thai-made YSS which took a himcoilfew weeks. Some reports claim the stocker is too harsh, others say too soft, others just right. On the road it didn’t feel too bad – perhaps the usual mix of over-sprung and under-damped. It weighs over 4.8kg and half appears to be coil-bound, but in fact there’s a couple of mm gap in the coils (left) which adds some progressiveness.
It would have been good to evaluate it properly, but the shiny red YSS is sat there like a cream cake on  cushion. Getting it fitted, I asked my LBS to check the linkage grease. Who knows if they did. I may also rivet on a flap to stop it getting plastered with crud spun off the back wheel.
The YSS is about a third lighter at 3.3kg, costs £290, is length adjustable by 10mm, has 35-click rebound damping and will work with an HPA which probably costs half as much as the shock. Out of the box rebound came at 20/35 clicks and with 12 threads exposed below the spring preload collar. Looks like a good place to start. On the short ride back from the LBS I did detect a little more compliance with small irregularities. Otherwise it felt the same. With most suspension upgrades, I’ve found you can’t tell much difference until road surfaces deteriorate or the speeds increase.

YSS fitting advice: The preload collar at the top of the YSS is now quite hard to access – removing the airbox lid on the LHS may help, as will a shorter, right-sized hex key, as opposed to the rod supplied. There is a tiny hex screw on the collar which locks it to the threads (hex key supplied). Either risk leaving it loose (collar may unwind), or make sure when fitting the shock that it’s in a position where you can get to and loosen it from the LHS – about ‘7 or 8 o’clock’ if 12 = forward. You will then probably need to wind or unwind the collar a full 360° to get the screw back in a lockable position.

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A tenner’s worth of Chinese fork preloaders were also fitted on the front but are currently set at zero. The stock spacer inside the top of the fork needed to be shortened.

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The steering head bearings got regreased. Along with swing-arm linkages, it’s a common precautionary requirement, and not just on inexpensive Indian bikes. My BMW XCountry’s head races were shot at just 6k.

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him-msgseatpadMy initial seat foam bodge proved to be poor, mostly because the foam I used had the springiness of Philadelphia cheese. A fellow Himaliste recommended some pre-cut stick-on foam seat pads on ebay (left; £15 each). At 20mm I bought two and rode home with them shoved under the Aero lambswool pad.

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With the yellow backing still on, it all slithered around a bit and after only 120 miles the butt was sore, but I can definitely see the potential in raising the seat height. And I do wonder if the old lambswool pad makes things worse.
Cool Covers sent me one of their durable aerated mesh seat covers to try. Like wool, the idea is that air circulation reduces heat and improves comfort, but with bike saddles, one man’s fur-lined throne is another man’s agony. Luckily, the Cool Cover just stretched over the two racing pads now glued to each other and the stock seat. The back edge of the top pad was crudely trimmed to level it off. In the picture below the seat looks like it’s sloping forward – not good – but it’s actually the taut cover over an air gap. The foam below is more level than it looks.

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Let’s hope it makes a difference but bike saddles are usually more miss than hit. Seat foam apart, the combination of seating position, bars, footrests and the presence of a screen all have an influence, but it’s also down to tank range – in other words how long you sit riding uninterrupted. My CRF250L should have been the usual agony, but because I could only do 120 miles before reaching for the fuel can, the 5 minutes it took to do that rejuvenated the cheeks. One of the worst saddles ever was the BMW F650GS, probably because it easily did 200 miles between fill ups. One of the best was my GS500R Overlander. I never worked out why.

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Wheels and Tubeless Tyres

wmwheelrimsNote: being a maddeningly illogical Imperial British standard, the ‘WM’ wheel rim width designation you commonly see (in the UK at least) doesn’t correlate with actual rim width in inches. But it is close – see table right. They say ‘MT’ is a modern, fully logical (but little seen) equivalent, where the MTxx number refers to the actual rim width in actual inches.
As confusingly, rim width in inches does not correlate with notional tyre width where, 
for example, a 120 section width (120mm; 4.7”) is converted to inches. But it is close-ish.
Stock REH rims are WM1 (MT1.85) on the front and WM3 (MT2.15 – need to check) on the back with a 120/90 17 tyre.
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To enable easy puncture repairs I wanted reliable tubeless wheels which meant sealing the spoked rims. Along the way I was happy to ditch the steel rims in the hope of saving unsprung weight which I keep going on about. A mate had given me some ageing 18 and 21 Tubliss. The back was a bit too old to risk; a BNIB front got fitted and Slimed with the new Michelin (left).
On the back, for the sake of simplicity I wanted an Excel 18-er with a new Tubliss (Tubliss don’t do 17 size). Then I was told max width for an 18-er Tubliss is 2.15” rim, like the stock, I think. The Anakee Wilds were recommended for a 2.5-inch rim. We’re talking a notional discrepancy of a third-of-an-inch here, but let’s try to do it by the book for once. Shame as an 18-er would have saved a couple of kilos in tyre and rim and greatly opened out the range of off-road tyres. But another problem is tubeless tyres (which do differ significantly from tube type) are rare in 18-inch size. Seventeen TL tyres are much more common.CWCAirtight
It wasn’t on their website but CWC’s brochure mentions an Airtight™ vulcanised spoke-sealing band (left). It’s similar to the Italian BARTubeless polymer sealing I had on the Rally Raid CB500X of a couple of years back (and which CWC also offer).
I’m always keen to try something new for my Ongoing Tubeless Saga, but not so fast, chum! CWC can only Airtight a 3-inch (WM5) or wider rim. Next problem: there were no 18-inch Excel rims in that width, so it was back to a 17-inch rim in WM5 to fit an Anakee Wild. Confused? So was I but we got there in the end.MichelinAnakeeWild
Tyres were always planned to be Michelin Anakee Wilds, one of the few do-it-all travel bike tyres I’ve not yet tried. On hearing about my plans Michelin kindly supplied them for free, along with a couple of back-up tubes which I hope I won’t need. Rear is a 130/80-17 M/C 65R TL. The front gets the larger 90/90-21 M/C 54R TL to balance the lift on the back. And it all comes with lashings of Slime.
Simon did some weighing before Sliming (add about 250g per wheel):

Stock front wheel with Pirelli MT60 90/90 + tube 13kg
Front wheel with 90/90 Anakee Wild + Tubliss 14kg
(Stock steel front rim 3.77kgsource)
Stock rear wheel with MT60 120/90 17 + tube 15kg
Airtight  Excel + Anakee Wild 130/80 17 TL 14kg
Stock steel rear WM3 rim 2.15 x 17 3.84kg (source)
Excel WM5 17 rim + Airtight band 3.5kg (acc. to CWC)
Michelin Anakee Wild 130/80 17  7.5kg
Pirelli MT60 120/90 17 + tube 6kg

tltwitSo, a kilo gained on the front due to Tubliss and heavier Wild tyre; a kilo lost on the back despite the wider Excel being barely lighter than the steel stocker. I wonder if there’s an error somewhere, considering the new Michelin is 1.5kg heavier than the stock MT60 and tube.
The whole ‘alloy is light’ thing can be a bit xsrbarof a myth until you get to the exotic stuff. Look at MTB frames or an old, two-ton Range Rover or handlebars (right). But, although it’s been decades since I’ve had wheel problems, I’m pretty sure the CWC-built Excel will be stronger than the steel stocker.
At 7.5kg, the TL Anakee on the back is hefty. I rationalise that the added mass is down to the tougher tubeless carcass. If it’s anything like the punctured Anakee or Tourance I rode on last November, it’ll be stiff enough to cautiously ride airless while staying on the rim until I reach a village tyre menders (right). Here are some more dims regarding 18 or 17-inch Anakee Wild tyres:

Anakee Wild 120/80-18 M/C 62S TT
Max sectional width 131mm, max diameter 663mm, weight 5kg,
Recommended rim width 2.75”
Anakee Wild 130/80-17 M/C 65R TL
Max sectional width 142mm, max diameter 654mm, weight 7.5kg (verified by SV), Recommended rim width 3.0”

Both will easily fit the width of the Himalayan’s swing arm, but at the front (back) of the swing arm, clearance gets down to less than an inch with the taller 18. A bit of chain wear and you’re good to go. On the front the mudguard now looks fairly close to the new Wild, so for mud clearance I’ll lift it a bit as mentioned below.
Riding back 120 miles, the fresh Anakees rode a lot more securely than some also-new K60s I’ve ridden with other bikes. No weirdness in bends and no vibration or noise (a common complaint) that I could tell.

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Michelin have just brought out a new TPMS and sent me one to try out. It will be particularly welcome for keeping tabs on my untried tubeless set up. The unit is USB rechargeable and sits magnetically in a stuck-on dish. So it’s easy to remove or nick, and might fall out on rough ground without an extra method of adhesion.
The read-out (psi or bar) flips every few seconds between front (as shown below) and rear. It’s interesting to note how pressure climbs by up to 20% as the tyre warms up.

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Fabrications and load carrying

Apart from some custom Bark mounts, all the Him needed made was a sand foot plate welded on the end of the sidestand.

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himreackAnd Simon managed to hand bend and bolt on a pair of very nice unbraced C-racks (as I’ve decided to call them). I’d originally bought the RE pannier rack from India for only £77 (right), but while cheap, the thing weighed over 5kg. You don’t need all that metal unless you’re running alloy cabinets.
Inset in the circle below, Simon pointed out a weak spot where the lower C-rack bolts to the pillion mount which is welded rather bolted to the subframe. But the unbraced rack has some give, plus the soft bags will also absorb impacts, so hopefully it will take quite a crash to break the mount. It actually wouldn’t be hard to brace from the upper curve of the C-rack to a point on the stock tail rack, just above the indicator.

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I forget that I’m an unsung Kriega Ambassador; they’ve just sent me a set of their new OS22 throwovers (below) to try out. I was a big fan of the ROVAFLEXOS32 on my WR250R a couple of years back. The OS22s feel very rugged and weight in at 2.5kg each. This time, to save weight I’ll fit them as throwovers without the platform, and use the tabs on the back to secure it to the C-rack with brilliant q/d RovaFlex cable ties (right).
himlomoThey’re the same size but 40mm slimmer than the 32s which looks quite a lot, but the slack will be taken up on the front by the 6-litre Lomo Crash Bags (left). kriega10drypackHopefully I can get away without my 30-L Ortlieb Travel Zip which can make getting on an off a chore. I have a 10L Kriega Drypack (right) knocking about if I need more capacity.krigos22No six-megaton bashplate you say? On the tracks I ride these days they’re more useful at keeping flying gravel from damaging the engine paint. When it gets that gnarly, I’m down to walking pace, ready to deploy outriggers. The new tyres and firmer shock have raised the clearance a bit so the tinny, stock bashplate (below) will do fine for the moment.

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Lifting the front mudguard tenmudlis a good idea now that the fatter 90/90 Anakee Wild is closer to the plastic. Right, one time on the Tenere in Morocco I rode onto recently rained on clay which jammed the front wheel solid. A right faff to clear with Moroccan farm workers milling around saying ‘Oi, you’re front wheel’s jammed, mate!’.
himudraiseOn the Him it’s easily done with slightly longer fork brace bolts (below) and some M6 spacers raising around 10mm, before the mudguard hits the downtube on full compression. It’s worth remembering these spacers (search ebay: ’15mm ø aluminum bushes M6 hole’; right) want to keep a broad contact between the brace and fork mounts as there’s some leverage stress here.

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So there it is. Just about all done in one fell swoop, as they say in Simon’s neighbourhood. Riding back to London, initially the Him felt a bit odd as modified bikes always do. The jacked up shock and new Michelins have given the bike an altered stance, but despite the sliding seat pads I soon settled back in to it.
It’s not fast, but somehow that’s not frustrating and I’ve yet to put my finger on exactly why. Am I still in the honeymoon period of enjoying the novelty and kidding myself it’s better than it is, as so many owners claim with their bikes? Or with the Himalayan, have Royal Enfield stumbled on some magical combination of looks, gearing, power delivery and value for money which, for the moment ay least, still makes this bike such an enjoyable ride?
It’s getting trucked to southern Spain shortly – a liaison stage to Morocco which I’ve done enough times already. We’ll see how I feel once the shine has worn off after a month on the trails and backroads of southern Morocco.

Himalayan Index Page
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Tested: Kriega Saddlebag Duo 36

See also; Kriega Overlander S – OS-32

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The custom-retro scene is encroaching on the adventure biking boom. Bonnevilles now have more spin-offs than a Hadron Collider, Klim have a Belstaff-mimicking retro jacket in the works and Kriega have come out with the Saddlebag Duo 36 throwovers, much like what we ran in the 70s and 80s, but made of PVC-coated cardboard. Fittingly, the promo video features a Ducati Scrambler in a post-industrial, brick-and-iron setting.
klx-5I used the Duos on a ten-day trail ride between the Colorado Rockies and Phoenix, slung over a KLX250S. No rack is not recommended (by me or Kriega) but that’s how my KLX swung.
Listed at only 18-litres each side (will actually be hold much more: see this) they’re on the small side so not pteropitched at long-range travel bikes. But throwovers are throwovers, whether outside the barbers on Shoreditch High Street, or fighting off pterodactyls in the Lockhart Basin.
They cost £289.


What they say:
1468662589876Kriega Saddlebags are available in either SOLO or DUO options. Universal fit* to modern retro-styled bikes, combining classic design with modern performance.
They are 100% WATERPROOF and constructed from super-tough abrasion resistant Hypalon™ + 1000D Cordura®.

kriega-saddlebags-duo36A roll-top closure guarantees total weather protection and the white liner makes it easy to find your kit and is removable for cleaning.
Aircraft grade anodized alloy strap connectors and heavy-duty cam buckles hold the bags firmly in position. 
Mounting straps are included for single or double bag set-up, plus an adjustable shoulder strap for use off the bike.

*Requires saddlebag supports fitting to the bike. Not included.

What I think:

tik• Usual rugged Kriega built quality
• Durable hypalon panels
• Thoughtful locating loops on the base to attach to frames.
• Can be used singlely and convert into a large shoulder bag (strap included)
• Bags come folded inside a nifty zipped pouch

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•  Closure straps were a bit short on the KLX once crammed to the max
• The throwover straps may be a bit short too
•  For regular use, the closure system was a little convoluted compared to OS-32s


Review
krigdupakWith nothing else at hand, at the last minute I grabbed the Duos Kriega had given me to try, to relocate my KLX via a scenic route to Arizona. This meant turning up at a remote house in the Colorado Rockies, getting the dusty KLX running, loading up (left) and hitting the road.
That worked out better than expected, but I was well aware that having the Duos resting on the 250’s side panels was not how they were supposed to be used. I’ve had enough throwover fires and meltdowns, so loaded the Saddlebags as lightly as possible – probably less than 6kg each.krig-6
As I was heading straight for the dirt, I used some chunky Rova Flex cable ties (left) to stop them swinging around, using the handy loops sewn to the bags’ inner bottom corners. I admit this was all a bit of a bodge, but riding appropriately and in an underloaded state, they worked fine. I mounted them as far forward as possible to reduce inertia loads and pressure on the side panels, and only once I dropped down into baking Phoenix, AZ did the pipe-side side panel go soft on me and wilt towards the silenkrigmeltcer (left).
Inside, the Saddlebags use Kriega’s signature white TPU-coated liners velcro’d to the shell which means it’s easy to see inside. The proofing on similar looking liners didn’t last on an R30 backpack I used a while back, but on this trip it was only dust that needed to be kept out. Mostly motelling, at night I just unFlexed the bags from the frame and carried the lashed-together bags indoors.

A big hypalon flap closes over the Cordura body roll-and-clip opening and connects a flat hook to a loop strap krig-33from below. You then tension down with a shorter alloy buckle on the edge of the flap. You need to stoop-and-grope a bit to catch the back strap to join with the flat hook. I’d have preferred the higher adjustment buckle to also be the connection, or a loop to keep the under-strap in place, but perhaps there are sound reasons for doing it this way.
All the straps also felt a bit on the short side, when you consider how wide a high-piped bike rack can be. Of course, your typical retro sled will usually sling its pipes low. Longer straps also enable tucking other stuff under them, outside the bags.
As it was I didn’t get into the bags much during the day; all my day stuff was in the included pouch strapped on the back on the seat. On the dirt I kept the pace down to reduce loads on the sidepanels – the thoughtful hypalon patches all kept wear to pretty much zero.
raftersIn case you don’t know, krigduduhypalon is the very durable rubber-based fabric they use to make white water rafts. And those things last 20 years or more. A bit overkill on panniers, but very few plastic-based fabrics such as PVC abrade anywhere near as well.
There are other thoughtful touches like extra straps to make a shoulder bag, and another set to attach the bags directly to a rack and so eliminate the over-straps which may get uncomfortable for a pillion.
I didn’t use the Kriega Duos long and hard enough to really get a good impression, but a picnicking hipster will have nothing to complain about, providing the bags are solidly mounted. They demonstrate all the features you expect with Kriega gear and for overland travellers whose loads are modest, I’m sure the Duos would lap up some hard travelling too. The simple, crash-proof design and rugged detailing will see to that.

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