Suddenly, I felt a bang on my back, and then someone started hitting me on my helmet with a bag.

BHPian psb300r recently shared this with other enthusiasts:

Hi everyone! I just wanted to vent some of my riding experiences over the past two months.

I ride a CB300R—usually using it to travel from Chennai to my hometown and back, which totals around 700 km, and occasionally to Pondicherry. I'm a fairly new rider; I've been riding bikes for around three years, and I’ve been riding my CB300R for 11 months now, having covered around 8500 km on it—mostly on highways.

I usually ride defensively, keeping speeds between 60 to 100 kmph, and when the roads are clear, I sometimes push it up to 130 kmph for a few seconds.

Now, let me tell you about three encounters I had—two major and one minor—during the last two months.

Encounter 1: Mistaken Identity

This was on Feb 15. I started from Chennai early in the morning on my way to my hometown. It was a beautiful start. On the way, I passed a few riders—one on a BMW and another on a Dominar. I waved at them, they waved back. The climate was misty, and they guided me through it for a short distance. At a toll, they stopped—I bid them farewell and continued.

After around 300 km, I reached Attur-Kallakurichi, where I had to enter a village road for a few kilometers to reach the state highway that would take me home. Here’s where Google Maps messed up—it led me through a very narrow route. At one point, I messed up a left turn while looking at the map and almost hit a biker. It was my mistake. The biker gave me some looks, I apologized, and continued.

A few kilometers later, I was on the state highway, entering and exiting small towns. I maintained a speed of 60 to 80 kmph on the highway, and inside the towns, I was riding very slowly.

Then I got a call from my mother. I connected via Bluetooth and was informing her of my whereabouts while riding slowly at 10 kmph on the side of the road. Suddenly, a guy on a bike came in front of me and braked, blocking my path. He asked me where I was coming from. I said, "Chennai." Then he asked, "What bike is it? KTM?" I replied, "No, it’s a Honda." He then said, "Wait a minute," and started calling someone.

I was confused and asked what was happening. Keep in mind, my mom was still on the line and could hear everything. I asked again what was going on, and he explained that some guy on a red Duke was speeding and didn’t stop when they tried to signal him. He then asked the person on the phone whether it was a KTM or a Honda. Fortunately, the guy said KTM.

It felt like my entire life came back at that moment.

The man let me go. Throughout the conversation, he was polite, but I was scared witless—it was a very new experience for me. After I left, my mom, who was still on the line, was also very scared, and my mood was completely spoiled for the rest of the ride. I felt conflicted, wondering if I had done something wrong. Maybe they mistook my bike for some KTM, and it being a Honda saved me. I couldn’t imagine what would’ve happened if I had been riding a KTM. Or maybe they mistook me for someone else altogether, since I was fully geared up.

From that day on, I’ve been very scared to even enter small towns with my gear, and I always prefer to stick to the highways now.

Encounter 2: A U-Turn Gone Wrong

This was on March 22. I had planned a short ride—around 50 km from Chennai to a restaurant called Hotel Guru near Mamallapuram. The ride was good. I left home at 2 PM, reached there by 3 PM, and had a nice meal. I was in a good mood and decided to do another 50 km towards Pondicherry, and return once I hit 100 km.

At 100 km, I decided to turn back and stopped on the left side of the road to take a U-turn. Let me clarify—this road was under construction and was a single lane with both directions of traffic using the same space. In hindsight, I should’ve gone a few more kilometers and taken a proper U-turn at a proper divider. That was my first mistake.

I was patiently waiting for the vehicles to clear so I could take the U-turn. The oncoming traffic was just two bikes around 200 meters away. I felt confident enough to turn, and I did—leaving enough space for the oncoming bikes to pass without disturbing them.

Suddenly, the bike behind me started honking hard. As they passed, the pillion rider started throwing slurs at me. My next mistake: I went ahead to apologize. As I approached them, the guy started throwing slurs at my family. Something in me snapped—I showed my offensive finger (I kindly request others not to ever do this and always remain calm), and then zoomed ahead.

As I was entering a traffic-heavy stretch of the highway, I slowed down. Suddenly, I felt a bang on my back. Thanks to my riding gear with back protection, it didn’t hurt. Then someone started hitting my helmet with a bag—it was the same guys. They were yelling and asking me to stop. I was nearly at a stop when they started hitting me again.

That’s when I realized: if I came to a complete stop, I don’t know what would have transpired. These guys seemed very dangerous, possibly intoxicated. As their bike came to a stop, I took off with all the adrenaline I had. I started doing dangerous manoeuvres, just to put as much distance as possible between us (again, I kindly request not to do this). I kept looking in my mirrors constantly, fearing they’d catch up. Luckily, they were on a Splendor, so they couldn’t. I only felt relieved after crossing 50 km.

When I reached home, I contemplated the whole incident. Since then, every time I ride, there’s a constant fear of messing up. It ruined my perspective on solo rides, and for a few moments, I even considered not doing long rides anymore.

This entire incident could have been avoided if I had just taken a proper U-turn and remained calm, even when provoked.

Encounter 3: A Morning Fender Bender

This is very minor compared to the above two. It was just a usual morning. I was riding to my office, which is only 2 km away. I was moving slowly in first gear in narrow traffic, with vehicles coming from all directions.

I had to take a right turn, and as I was manoeuvring slowly, an auto suddenly cut in front of me. I had to brake hard at 10 kmph, and a car behind hit me. It wasn’t a big hit—no damage to the bike or me.

Even though it was the car’s fault, I said sorry and left, as I didn’t want to spoil my morning mood. I had learned from my previous encounters that it’s better to avoid conflicts.

Reflections:

After these encounters, I often doubt myself. I carry a guilt that I might be giving riding gear and the entire riding community a bad name because of my mistakes. Even when trying to ride responsibly, hiccups happen.

I would love to hear advice from seasoned riders—what they make sure of before starting a ride, and what they do during the ride to avoid incidents like these and have a pleasant ride.

Thank you all for listening to this rant.

Ending this with a picture of a twin I found in the office.

Check out BHPian comments for more insights and information.

The Honda CB300R is nimble, lightweight, sharp, scalpel like through the corners, eager, fast enough (for civilized society) and yet neutral, forgiving and never overwhelming

BHPian skr recently shared this with other enthusiasts:

Continuing on from my thread from about a year back, having now used the Honda CB300R for nearly 3 years, the odo reading around 31,500 km at the time of writing, and including a crash test to boot(!) I thought it would be good to follow up with a long-term user review of the motorcycle, with special focus on its touring capabilities (don't trust the internet, you can), which will also cover most of my accessories, set up and small review of them.

I'll try to provide some solutions to the enigma of doing long rides with a pillion on a small motorcycle (using the review as a first hand example), while being realistic with expectations. I've added a few general insights and advice regarding touring as well. But please take note, nothing written here should be treated as 'advice' or 'recommendation' in any way, but merely ideas I personally found useful. This is my first attempt at a detailed motorcycle review here, so take only the good stuff and forgive and forget anything that sounds "meh".

Apologies for little contextual details that have made this article even longer than expected, but without context, why and what suits me is tricky to communicate. So, please bear with me.

About myself: Born and brought up in Calcutta, posted in Dehradun since 2016. At present I live here with my wife (hello to all from her) and pet mouse, PingPong (hello to all from him too!).

My first attempt at riding scooters was in early 2016, and moving to a Tier-II City later the same year, I soon realised with helmetless schoolkids flying around in Classic 350s to Activas (kudos to those parents!), that a personal two-wheeler was almost mandatory. Since my first purchase (without even a licence in at the time) in June/ July 2017, I have used 3 vehicles in all. Here is a list
1. Honda NAVI (Jun/Jul, 2017- Aug, 2020, ~10,600 km)
2. Yamaha FZ-S v3.0 (Aug, 2020-Jul, 2022, ~18,600 km)
3. Honda CB300R (Jul, 2022- Present, ~31,450 km*)
All the machines are lovely in their own way, and I am fond of all of them.

Unusual scenario: An administrative decision in 2020 meant that my office was shifted to the outskirts of the city, shooting the residence-office distance from 1.2 km to 20.2 km. A straight 20x jump! Severe lack of public transport connectivity to these forested outskirts meant that nearly EVERY individual in the office was forced to own their rides, and kind of compelled into being riders/ drivers, ladies and gents alike. 100% of the office population owning personal vehicles and all of them riding / driving distances of at least 20 km which goes upto 50-60 km for many. In other words, learning to ride/drive is not a choice, but an absolute necessity since 2020. The period between 2021 to 2023 was incredibly frustrating with road construction works at their peak all around the city, which made travelling and the traffic an absolute nightmare.

Some of the stretches through the forest are picturesque and absolutely gorgeous. Popular internet sites recommend the route as a weekend/breakfast getaway around Dehradun. As the road construction works are now largely complete, the volume of vehicles and brutal accidents have also gone up exponentially through the years, to a point now where it is nearly an everyday matter now. In addition, being an elephant corridor, animal crossings, while not a frequent sight, is an omnipresent possibility, giving one occassional views of elephant herds strolling around non-chalantly chomping on trees, or the occassional fox jogging around casually.

USE: As mentioned above, a longish daily office commute (20+20=40 km) in the outskirts of Dehradun that offers a combination of road conditions. First half (within the city): patches of huge traffic load from around the 9:30 am mark and invariably in the evening, alongwith normal city roads; and Second half (outskirts of city): Completely through a part of the Rajaji National Park. Includes clean, straight stretches followed by a stretch of around 3-4 km of twisties. The entire highway is, however, devoid of any divider, meaning rogue cars, bikes, buses even trucks changing lanes at speeds of upto 100-120 kmph and vehicles taking U-turns in the middle of a high speed stretch without indicators are about an everyday deal. Keeping focus at all times and being ready to swiftly switch to gravel at high speeds at the last second is a necessary life-skill to possess.

Really long road trips are also a part of my work. Taking the motorcycle keeps life simple and saves the nauseating, excruciating long hours of public transport (no rail/air connectivity, remember). It also adds to the fun of being able to explore all the places around for the period of my stay (around 4-5 months a year). Coupled with the fact that my wife & I also enjoy breakfast rides to aimless to short/ long rides to weekend trips, regular two-up rides were added to my portfolio of solo trips after marriage. So, my journeys have been mostly through the mountains, which brings with it all of what one would normally expect to encounter in Himalayan terrain. The brutal winters, stream crossings, innumerable twisties, wildlife, ghat sections, landslides, good roads, bad roads, terrible roads, narrow roads, forested roads, scary roads, etc.

THE PROTAGONIST: A gem of an engine- smooth, linear, nimble, lightweight, sharp, scalpel like through the corners, eager, fast enough (for civilized society) and yet neutral, forgiving and never overwhelming. Looks small yet feels fairly muscular once on board. Gearing is short, so it could be occassionally slightly jittery in low speeds and low gears (e.g. cold mornings, after idle days), but that's barely noticeable.

Top speed specs are not my priority, and neither do breakneck speeds fascinate me, but boy this thing can go! Wind blast will start taking its toll past 120-130 mark, but I can myself attest to having reached up to 153 kmph (for a couple of seconds, just to test out how fast I can dare to pull it). 160-165 should be attainable, but anything beyond 110-15 is best left for track days.

The best thing about the Honda is perhaps the quality of it being flexible and forgiving enough to suit every riding style.
Go cruising? Yes!
Go fast? Oh Yes!
Go slow? Not an issue!
Corners? Yum!
Spirited ride? Absolutely!
Slow cruise and enjoy the scenery around? Why not?
Forgot to switch gear? Fine, I'll let the engine warn you if it gets too bad...

Weight was an overwhelmingly important factor in my selection of the CB300R at the time of purchase. Considering my strength of a fly, and knowing the kind of commutes and terrains that I would need to tackle, big, heavy motorcycles were a strict no, no. While I would like to believe I am equipped to handle larger motorcycles now, but the virtues of light weightedness (at least always the feeling of one), sharpness and flickability cannot be stressed enough. Indian roads are treacherous, and blinding fast reflexes from both rider and bike become necessary, no matter how cautious one is. The scalpel like reflexes have saved me not just from rogue traffic, but sudden animal intrusions and other unexpected obstructions. Cornering on the bike is a real joy, which makes taking on the twisties immensely enjoyable. The combination of sharpness and forgivingness shining like a guiding star.

The gearshifts are slick and smooth, and work like a charm. Regular chain maintenance is required due to the open chain, especially during the monsoons. The brakes are also delightful- sharp, smooth and forgiving. Throttle response is crisp & linear, and you'll find yourself in 3rd gear quickly, which is when all the fun starts surging in. This is not to say lower gears are not smooth, but the sweet spot appears at 3rd gear from around 2500-3000 rpm and continues till about 7500-8000 rpm (rough guess, correct me other users if I am wrong with the figures) with vibrations barely noticeable. Beyond this are the realm of blinding speeds that I have rarely attained, and this article isn't about the motorcycle's racing abilities, so I'll skip anything on that. Staying in 2nd gear is quite easy, just in case going down to 1st is annoying everytime. I've even made stop-starts in 3rd gear (casual error) multiple times, and hardly ever remember stalling.

Ground clearance on paper is a deceptive 151 mm, which suggests the sump guard should be taking a regular beating in the smallest potholes. On the contrary, the rare hits to the sump guard are mostly down to my errors (most often the invisible-till last potholes). It has taken me nearly till the mouth of glaciers and gone over landslides and lunar-style crevasses, and glided over pools of water reaching till my feet. Remember, nearly the entirety of its 31,500 km is through the Himalayas, so kilometres should be interpreted with caution and appropriate multiplying factors should accordingly taken into account.

In summary, forget the number 151 mm. It is good enough to tackle most of what the roads can offer. It will comfortably handle mild offroads and dirt-tracks and get you through easily. Standing on the footpegs is also fairly easy, although I do this only sparingly, mainly to relieve bum-sore and over deep potholes. But if tackling these are a priority, I'll let your common sense and practicality decide on the choice of your motorcycle.

FUEL TANK: Small, 9.8L! Little bummer, should have been at least a couple of liters more, but then again, never stranded due to lack of fuel, and additional jerrycans have not been required till date.

Long term mileage is around 32.5-33 kmpl. Could be stretched to around 34-35 without the additional accessories.

SAFETY GEAR: For the last year or so, I have made wearing complete gear an everyday habit, and not just on long trips (Always wore gear on them), something I should have started long time back. Neither the north Indian summer with its share of loo and the rainy seasons are ideal for full-blown gear, but the habit of putting on gear in the morning helps getting into motorcycle-mode mentally a few minutes earlier than usual.

Wearing gear will garner eyeballs, light sarcasm,etc. all of which one has to learn to ignore. It is unfortunate that the general notion still seems to be that riding gear is manufactured exclusively for YouTube vloggers (the chhapri type). Whether I am a 'rider' (synonym for vlogger, although everyone riding a two wheeler is technically one) or vlogger is a common question, proving clearly that the chhapri attitude is the 'only' one known to an average Indian, which is alarming to say the least.

Traffic rules are a discretionary matter in Uttarakhand, where the pillion is not even expected to wear a helmet. Even for the rider, fines are imposed only a few days of the year. Basically, the general perception seems to be that helmets are purchased to avoid challans, and not to save the head. Naturally, the traffic conditions are getting worse everyday. With road-networks getting better, the small, peaceful city is turning into one of chaos with an unsustainable load especially on weekends. For reference, weekends used to be my 'practice' days when starting out with scooters, as the roads would be nice and empty. Post COVID, going to the city centre on weekends sometimes reaches to the point of trauma. An efficient, strict traffic management system and general education on traffic rules is badly required here.

TORSO: Rynox Air-GT3 (no chest guard), purchased in late 2020 before I started doing long trips on the Yamaha. I added a DSG-Bionic armour last year (chest protection included) to beat the summer heat, which has relegated the Rynox to occassional use.

LEGS & FEET: Rynox Bastion knee guards for office commutes, while for long trips and when travelling with wife, I use the Rynox Advento pants. My wife uses a BBG 10 year anniversary edition jacket and the same Rynox Bastion kneeguards, freed up due to me using the Advento. For shoes, I used an Alpinestars Sektor (customer-returned product from LRL motors), which is starting to fall apart with intense use over a year. I also have a Shima Strato Boots, which I use for occassional office rides (e.g. when the Sektor was wet), and recently started doing long trips on that.

The Sektor has been used for what looks like one last 300 km ride, just a few days back. Perhaps I would have liked more durability, but considering the abuse the Sektor took over the year, I can't really complain of its quality. The damage is mainly in the front part of the left pair. It's got me through a fair share of the Himalayas with little trouble, if ever..so all in all, good shoes.

The Strato Boots feel large initially, but concealed beneath jeans (regular fit preferably), it works as a fine office boot without standing out too much visually. Takes a little time getting used to the maneuvering, especially for the uninitiated. But the size never makes them uncomfortable in any way. Can easily be used with more fashionable clothing, and walking is also fairly easy for a motorcycle boot, in fact even comfortable once it starts breaking in. The Atop lacing makes it easy taking it on and off during the summers at the office table, offering peace of mind. Fine boots, full stop.

CRASH TEST: Recently had a crash while doing a post-300 km trip. Entered into an unexpectedly clayey corner at slightly higher speed (around 45 kmph probably). The corner was similar to the ones before, wide, and allowing entry at a decent speed, but the clayey patch being dryish on the surface visibly did not stand out enough to slow me down. I realised I had to slow down too only after the wheels were onto the slippery clay, and like a novice, tried the front brake to slow down. Although it wasn't a slamming panic brake, the front wheel nonetheless skidded off, and a few seconds of whisky hands later, I found myself sliding through the tarmac, the bike sliding further ahead, sparks flying out from the crash guard, before coming to a stop around 10-15 metres ahead of where I ended up. Escaped with just a torn jacket, a slight tear on the pant, and an impact/abrasion injury to the inner side of the left knee. No cuts, lacerations and (hopefully) no broken bones thankfully. Touching or slightly pressing the knee was quite painful for the first couple of months which has largely subsided now. Strangely, the injury did not hamper my movements, as I could walk around and even run normally. Touch or pressure on the spot was the only thing that hurt.

The riding gears did their job, and I cannot complain of the injury, which could have been way, way worse. Imagine making the equivalent slits to the knee and elbow.

SW-Motech crash guard did it's job brilliantly. The costly things finally proving their worth big time. Scratches on the left handlebar, and a slight damage to the pillion footrest support were the damages sustained. No replace-worthy damages to the bike. Thank God!

My reaction to the crash was extraordinary by my standards. Very annoyed by the error, I simply got up, hurled a few choice words at myself, lifted my fallen friend, hopped onto it and simply continued onto the remaining 150 km-odd. With no cars around for that duration, public embarrassment was avoided. I had no rush of adrenaline or panic, just a sense of intense irritation for having made the mess.

RIDER & PILLION: My wife and I contribute a sum total of around 115 kgs to the Earth, and a combined height of around 127-28 inches (5'7" rider and 5'0"-5'1" pillion). This is important to note, as we do have the advantage of being relatively less fatigued by the apparently cafe-racer style (doesn't feel that way at all once on board) than normal. Moreover, with time, habit, practice, coordination and miles under the belt, have become even more comfortable. The height, weight factor is important, and this is perhaps the biggest reason why not all bikes will suit everyone. With our respective heights and weights, I haven't had to adjust the preload, as they continue to be in the stock setting since day 1. Plain and obvious truth here is that a tall/ heavy pillion will not find this comfortable over long hours. Preload adjustment may help slightly, but not too sure of that too. The crouched pillion obviously isn't going to be a sofa or a bean bag, but with time, patience, correct technique, wearing correct gear and willing to be at peace with the fact that a few aches, pains and frustrations will be part of the learning process should make it easier.

My idea here is to change the perception that a 'small motorcycle' cannot tour, not to say it is easy. If handling a big, heavy bike everyday and potentially 'everywhere' (note this word) isn't an issue, you probably wouldn't have come this far into a non-sense article about touring and CB300R anyway.

Touring Techniques

HEAD: Interchanging between LS2 MX-701 (Carbon) and MT-Blade 2. Wife uses MT Hummer.

HANDS: Viaterra Grid and Korda Adventure interchangeably. No gloves for wifey yet.

PILLION: My wife is a superb pillion- super attentive and frequently communicative of nearly every slight movement when needed (we don't use BT headsets as of yet). With time, we have worked out that the pillion mimicking the rider's body movements work best. I've got to appreciate her for making my job way easier than it should have been.

With a pillion on board, trying to be absolutely spot on with the throttle to ensure zero jerky movements should be the main focus every second. Trying to avoid bumping helmets over all sorts of traffic and distances is a great exercise for this. A simple and basic concept on the surface, but the stepped seat, full face helmets and the not so much space in between makes things interesting. Indian traffic always spices things up, so it's a good challenge to give oneself. Jerky movements keep adding to micro-fatigue as hours tick by.

SIDE NOTE: ALWAYS consider bumping helmets as the Rider's mistake, even when it is not (most often they are though, even when you think it isn't). Unnecessary annoyance over small bumps will add to micro-stress, reducing ride capacity. It is tough for the pillion too on a small motorcycle, so just be considerate. It is unavoidable (Indian roads will make sure it is), but certainly minimizable beyond belief with practice.

CONTINUOUS COMMUNICATION: Communication and agreement is half the battle won. It will develop with practice and learning each other's habits. Synchronisation will get better with time.

ACHILLES HEEL: Packing our luggage for 2-3 day trips has proven to be our Achilles heel repeatedly. After considerable thought, poor packing, lessons from novice mistakes, better understanding of the motorcycle-pillion-luggage dynamics scenario and considerable discussions with my wife, I recently purchased a 32L GIVI Top box (with backrest) and took a few test runs, putting it through a little bit of hell, having notched up around a 1000 km in just over a week. This includes 4 longish rides ranging between 6-11 hours, including two 150 km rides with a pillion including a few absolutely treacherous patches, and two post-300 km trips solo.

Surprisingly, according to my wife (pillion feedback after two long test trips), the top box made her feel more 'comfortable' and 'secure' knowing exactly how much space she has to move around, despite not even needing to use the back rest even after 7-8 hours on the saddle, despite all the crouching all day. I personally felt the added weight at the back somehow made going into the corners of the countless twisties slightly easier, probably due to more bite from the rear brakes. This is not a recommendation (too early to conclude), but to get relieved off the horrible stress of finding ways to mount soft luggage on the top rack while keeping it comfortable for the pillion is huge for me. Sagging and the overall jumbled mess of bungees and fasteners are beasts I just could not tame.

GRIP & BODY POSTURE: Using the banana grip on the handlebar reduces fatigue on arms and shoulders and a slight forward bend of the back helps alleviate the pothole jerks, while rev-matching really helps avoid micro jerky movements. Nicely gripping the knees and feet with the bike instantly makes it feel as light as a bicycle. Riding pants prevent skidding around the seat, which takes fatigue resistance up by a few notches. Overall, being nice, relaxed and yet secure is important.

The key goal to every little exercise is to reduce fatigue over long hours on the saddle. Since Reduced fatigue=extended ride time=lesser breaks needed=more miles crunched comfortably.

CONCLUSION: Interestingly, I travelled to even further interiors of Uttarakhand (upto the Nepal border) with the Yamaha (solo) at a time when the roads were being widened. What I mean to harp on through this entire note is, even a 150cc is enough to cover an entire hilly state and its share of challenging roads. My techniques were full of fault, but it got me through all the same (grateful to the Yamaha for that). Basically, one can tour 90% of the places on just about any bike. Particular motorcycles may not always look like a practical choice, especially going by internet reviews. But just how much even the simplest, 'small' motorcycles can do when explored is beyond fascinating to learn.

For the more challenging adventures, ensure that your riding skills and heart are bigger than the size of your motorcycle.

I hope everyone enjoys the pictures, nearly all of which are taken within the last 3 months or so. Cheers!

Check out BHPian comments for more insights and information.

If you are willing to extend your budget by a bit more, I would suggest you to try the TVS Apache RR310

BHPian ced_rides recently shared this with other enthusiasts:

I personally own a CB300r (Spartan Red) which I purchased the previous month( June), after having the same questions which bugged me for over 6 months.

I have to say the bike is beautiful and performs as it should with it's holy smooth engine. If you are looking for a unique factor and reliability, this bike should be a no brainer. Also as this would be my first bike I really didn't bother about any fancy gimmicks like the ride modes, Traction Control, and Quick Shifter (which would have been sweet if it were to be there). My reason for this is that you need to experience real riding. This bikes excels at giving you a pure sensation. Which I did not feel in other bikes after riding this one. Quality wise everything feels premium except for the rear seat and instrument cluster. The pillion seat is actually quite comfortable, but it is a hinderance for the rider if there is a pillion. Plastics are surprisingly very good. Almost all the components are machined aluminum, except for the thin steel tube chassis and the handlebar. Everything else is fiber.

The sales are slow, yes, but its kind of like a premium experience. You receive the latest manufactured bike there is, I have received delivery of a bike manufactured during April end. But I had to wait for about two weeks to get it.

Well now here comes the sad part, I met with a small fender bender on 24th July, 4 days after my first service at 700km( which went smoothly with a one day return ), where the Fuel tank cover broke . As you have mentioned parts for this bike is, well, they have to go through their stocks, if it is not there, they import from Japan or Thailand supposedly. So, it takes time, as of yet my bike is still in the service center. They said that it would take another week. Hoping that the parts would arrive early. But the spare parts are on the cheaper side as it is made from fiber.

If you are okay with the parts situation, I would say go for it. Ask the Showroom for a long test ride and try out everything you have to.

I had considered the speed 400, the power is very good, especially the torque delivery comes in very early. Quality is very good, the fit and finish , chrome, diamond cuts, etc. But it looked a bit odd for my taste. Another plus is that it has a very comfortable pillion seat. I had ridden my friends duke 250, Its a great bike with almost the same characteristics of the Honda, but i felt that its too common, Also I know a person who had seized their engine after some time. The features on that thing are crazy, but I have not test ridden the current model. You can have a shot at it. I would say you could test ride the sister brand Husqvarna. they are a bit unique with different riding postures. Not really sure about the Guerrilla 450, has good specs but its a RE. If you are willing to extend your budget by a bit more I would suggest you to try the TVS rr310, great bike, looks amazing, handles like a sport bike, power is sufficient and right, gets attention ( especially if you buy the BMW counterpart, which will set you back another 50k).

One thing I'll tell you no regrets buying my bike, I'm just patiently waiting for it to return from the service center to ride her again as soon possible.

Thanks

Check out BHPian comments for more insights and information.

The tight handlebar was due to a bad ball racer and they replaced it. The misaligned handlebar was promptly dealt with.

BHPian 7000plusrpm recently shared this with other enthusiasts:

Just completed my 6th service. So far, I have covered a little over 18k KM.

Below are the issues I was facing:

• Hard accelerator: Makes it tough in stop-and-go traffic.
• Clutch adjustment: Gear shifts not smooth since changing chain and sprockets.
• Tight handlebar: Affected flickability in the city.
• Chain noise: Still there with the Honda OEM sprockets.
• Misaligned handlebar: Causing left shoulder pain after long rides.

I supplied the following for the service:

• Engine oil: Went with Amsoil 10w-30.
• Brake pad: Opted for Crank1 - CB976 sintered pads.

Also, decided to defer fluids change to next service after discussion.

Initially, the service personnel at Honda Bigwing Chinar Park dismissed the tight handlebar issue as normal. Not happy with the service there or at the other bigwings in Kolkata.

This week I went to Bigwing Tamluk, about 90KM from Kolkata. They addressed all my issues meticulously. The tight handlebar was due to a bad ball racer and they replaced it. The misaligned handlebar was promptly dealt with. I was amazed to see it was mis-aligned by a bare 3-4mm. Proactively tried to fix the chain noise but I feel there is a limitation with the light weight sprockets and the infamous noise is back again. The technician worked on the my bike non-stop for almost 4 years and fixed all the issues I had.
I personally feel it is worth the 180km trip twice a year for their exceptional service. If any Honda Bigwing members from Kolkata or WB reading this, I would suggest giving them a go if time permits. I'm impressed with their professionalism and work ethic and rate them 11 out of 10 for this service.

Here is a list of changes I have made this year:

• Tyres: Apollo Alpha H1, 11k including installation and alignment.
• Air filter: Now using a K&N filter, cost 7k
• Chain and Sprocket kit: Honda OEM, 3.1k
• Engine oil: 1.5L, 1.5k
• Brake pads - 2.8k
• Battery - Amaron, 1.5k
• 5th and 6th service: 3k and 4.1k respectively

Spent around 30k this year on all these changes, including service. Except the air filter, I feel the money is well spent. Once the fluids are changed in the next service, should be good to go for another 3 years/20K without any major expenses.

I changed my chain and sprockets after 17.7k KM. As mentioned above, the cost was 3.1K. This was in Bigwing North, Kolkata. Attaching the invoice here, please check

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The HJG Mercedes with wiring harness will cost you around 3.5 - 4K.

BHPian Deamon0508 recently shared this with other enthusiasts.

I intend to replace my RTR200 with a CB300R. I've test driven the bike multiple times just for the heck of it, even went into used market to understand how bad (or good) it would get based on ownership. I am absolutely sold on the bike, and I don't think anything else can fit the bill as well as this bike.

While I am perfectly fine with the windblast and the tiny fuel tank, what is holding me back is the headlamp, coming from an RTR200 with a decent halogen, I'm spoilt with seeing things. I haven't even needed the high beam more than 5% of my entire 6-year ownership, unless I'm cruising at a steady 80-100 out on the highway before sun rise.

My usage is likely to be 95% city and maybe an occasional solo ride, which are usually planned to get me home before sundown.

So, the headlamp might not even be as big of a make-or-break factor, but since I intend to hold on to the bike for 6 years or so, I am just not feeling comfortable to regret the purchase every time I take it out after dark.

How has been your real-life experience been with the headlamps? I understand that the cops in Bangalore can be really picky over addition of any auxiliary lamps, so that option might not fit well with me.

Here's what BHPian chitranshu had to say on the matter:

You are absolutely correct. The headlight of CB300R is a non existing one. Just for show. But the bike itself is a gem of a machine. What you can do is, add a couple of auxiliary lights from MadDog or HJG. Like I did in mine. A paid of HJG Mercedes lights with wiring harness was fitted. And Voila !! I am no longer worried about night ride.. weather on City or on highways. You can get it fitted at a local mech shop by paying 200 bucks. The HJG Mercedes with wiring harness will cost you around 3.5 - 4K.

Here is pic of my ride

BHPian Deamon0508 replied:

Much thanks for the auxiliary headlamp idea, I think in the position that you've kept it in, it shouldn't be too obvious to the traffic cops too!

I am about to finalize on a pre-loved example, which makes sense for due to my limited running of less than 1000km per 6 months. There are a couple of 2022 models that I'm looking at, one red (2,40,000) and other one black (2,30,000), both are run below 5000km, the previous owners are selling precisely because of lower usage, I'll probably pick either of them.

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The total cost of the motorcycle including RTO, insurance and extended warranty came out to be Rs 2.80 lakh.

BHPian psb300r recently shared this with other enthusiasts.

Hey everyone! Before diving into the bike review, let me share a bit about my biking background.

I've always had a fascination with automobiles since my school days, thanks to all those magazines I used to read. However, during my public examination days, I lost interest, and then the lockdown happened, causing me to spend the first year and a half of college online. Since no one in my family rode motorcycles, my mom bought a second-hand Honda Unicorn 150 and encouraged me to learn to ride. At first, I was hesitant, but I gradually learned by watching YouTube tutorials. It was frustrating initially, but as I spent more time with the bike, I fell in love with riding.

When the college reopened and I moved into a hostel in Coimbatore, seeing my friends and classmates commuting to college on their bikes made me want to ride too. During my 4th year, I stayed in a PG and brought the Unicorn to Coimbatore. Having a bike made life much more convenient during college.

Now, Why a new bike?

The Unicorn was perfect for its purpose. It never gave me any trouble, and despite being a 7-year-old bike, the engine still felt smooth and refined. However, seeing my friends upgrade to new and more powerful machines stirred a craving in me. The final nudge came when one of my friends bought the Honda CB350 H'ness. With only one semester left in college, I decided I wanted to commute on a new bike before it ended. I discussed it with my parents, and to my surprise, they agreed!

Bikes Considered

I had always admired the Kawasaki Ninja 300. One of my friends owns one, and after riding it, I realized the allure of a twin-cylinder engine. However, at almost ₹4.1 lakh on-road, it didn’t seem practical. My friend also mentioned that it only gives around 21 kmpl in the city, and the maintenance costs are quite high. This made me set a budget of ₹3 lakh, including all safety gear.

I didn’t want a KTM or Yamaha. Both are great machines, but I was looking for something exclusive. There are just too many orange bikes and R15s on the road. I also wanted something in the 300cc range.

I briefly considered the Triumph Speed 400, but the design felt more suited for when I enter my 30s. I realized that a naked or faired bike would be more enjoyable in my younger years, saving the cruisers for later.

I also considered the Honda CB350 H'ness and CB350RS. I had gone to the delivery of my friend’s H'ness, and that’s where I saw the RS, CB300R, and CB300F. After riding my friend's H'ness and experiencing the smoothness of the engine, along with Honda’s reliability, I knew I wanted a Honda. But I had to decide which one.

Deciding Factor

I was torn between the CB350RS and the CB300R. The RS seemed more practical, but the 300R seemed more fun. Then I watched a review of the CB300R on a YouTube channel called "Arun Ennum Naan," and that video helped me finalize my decision.

Buying Experience

In April, I visited Honda BigWing Coimbatore - Central. I was greeted by a sales executive, and after asking about the CB300R, I was told the bike was rare, with no test rides available. They only ordered it from the factory once booked. I inquired about a ₹10,000 discount for customers aged 18 to 25, which was valid only until the end of April. However, the bike had to be billed before the month ended to avail of the offer. I left the showroom with the executive’s contact details.

At the end of April, I visited Honda BigWing Salem - Central, about an hour from Namakkal. The experience was pleasant. As soon as I mentioned the CB300R, the staff asked for my license, handed me a helmet, and gave me the keys for a test ride. They recommended I test it on the highways to fully experience the bike’s potential. It was my first time riding the CB300R, and I was impressed by the power, though the engine felt slightly rough, probably due to the bike having clocked 20,000 km as a test vehicle.

Back at the showroom, I asked about the discount, and the salesperson mentioned that it might be extended until the end of May. I explained that I’d only be able to take delivery at the end of May or early June, and he was fine with it.

I booked the bike the next day with an advance of ₹5,000. The wait began. By May 15, I called the executive for an update, and he mentioned that three bikes (two red, one black) were on their way, and he would try to bill one in my name. A week later, he called to say the bike had arrived. I went to the showroom with my mom to inspect it. Though I couldn’t turn it on due to a disconnected battery, my mom chose the bike based on its numerologically favorable chassis number.

The total cost, including RTO, insurance, and extended warranty, came to ₹2,80,000. After making the payment in installments, they took the bike for registration to Namakkal, where I opted for a fancy number. Everything went smoothly.

I chose to take delivery at the showroom with my family and close friends present on May 28th. They wrapped the bike in a black cloth, which I unveiled with my grandfather. After some customary pooja and photos, I started the bike. The dealership also gifted me a special CB300R helmet, but since it was an L size and I’m an M, I asked for a replacement. Unfortunately, L was the only size available.

We then took the bike to the Sai Baba temple for blessings before bringing it home.

How is the Bike?

The CB300R is an absolute joy to ride, with an incredible power-to-weight ratio. Its 286cc liquid-cooled, single-cylinder engine produces 31 PS and 27.5 Nm of torque. At just 146 kg, it feels like a pocket rocket. There’s always enough power to zip through traffic or make quick overtakes on the highway. Despite weighing the same as my Unicorn, it feels much lighter while handling.

I’ve taken the bike on several long trips (for me, long means 150 km ) and it’s been a blast on highways. However, its lightweight can feel a bit unnerving at speeds above 120 km/h, though more experienced riders might handle it better.

Pros:

• Smooth engine performance at all speeds; only minor vibrations on the footpegs and handlebars after 120 km/h.
• Mileage of 30 kmpl on highways and 27 kmpl in Coimbatore city traffic. Heating is minimal and rarely noticeable.
• Butter-smooth gears and clutch - very satisfying to operate.
• Nissin-branded brakes with dual-channel ABS work perfectly.
• The power-to-weight ratio makes it easy to maneuver in traffic and provides a real sense of power when needed.
• Premium fit, finish, and paint quality.
• Sporty but comfortable riding position—not as aggressive as the R15 or MT15.
• It’s a real head-turner—gets compliments from bystanders and at petrol stations.
• The suspension is well-balanced, offering a comfortable ride.

Cons:

• The 9.7L fuel tank, with a 1.7L reserve, limits the range to 250-300 km depending on your riding style.
• The pillion seat is inadequate, with no grab handles. It’s also a bit loose, a common issue with the CB300R.
• Traction control would have been a nice addition.
• The first gear could be a little taller.
• The LED indicators and rear lights feel flimsy due to their plastic build.
• A range indicator in the instrument cluster would be a welcome feature, especially with the small tank.
• The headlight could be better—it’s adequate for night riding, but the throw could be improved.
• No official accessories available for the CB300R at the Honda showroom. You’ll need to rely on third-party options like Zana.

Conclusion:

This is a fantastic city bike, and if you can tolerate a little discomfort, you can even take it on longer rides. I’ve seen people do cross-state rides on their R15s, so this would definitely be more comfortable in comparison. Previously retailing at ₹3,30,000, it’s now available for ₹2,80,000, with a 10-year extended warranty—definitely value for money if you’re not too concerned about extras like riding modes or Bluetooth connectivity, which most people rarely use.

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Also would be willing to wait for any upcoming bikes that may be worthwhile and if the bikes above are listed to be upgraded/updated.

BHPian YoungDumbBroke recently shared this with other enthusiasts.

Hello everyone, I'm a long time reader but a first time poster.

At long last I've convinced my parents to buy me a bike and by god was it a task. (Finally managed by telling them that a bike is safer than a scooter because of abs XD). Also I apologise if this is the wrong thread to have posted this query in- as I said, I haven't posted here before.

Now onto my requirements- I'm looking for something that has decent power, great handling dynamics and costs lesser than Rs 3.5 lakhs. Would prefer a bike that is lighter because most of my riding will be done on ORR, Bangalore (an absolute traffic hellscape).

Bikes under consideration:

Honda CB300R

The current front runner due to its power to weight ratio and neo-retro aesthetics

PROS:

1. Light weight (146kg)
2. Assumed Honda reliability
3. Design

CONS:

1. Over priced for what it offers (but willing to overlook that)
2. Horror Stories online regarding availability of spares and the service offered at BigWing. (Especially seek owner inputs regarding this in Bangalore)
3. Worried about discontinuation

KTM RC200

A bike that tugs at my heartstrings however practicality (vis-a-vis both posture and gearing) is a matter of concern.

PROS:

1. Sharp looks
2. Fun riding dynamics

CONS:

1. Unsure about KTM reliability
2. Low power to weight ratio
3. Not the greatest VFM

(Need user experience about how the service and spares scene is)

Triumph Speed 400

Great VFM, however the looks and lack of exclusivity don't make this a top contender.

PROS:

1. Great VFM
2. Powerful

CONS:

1. Very common now
2. Lack of colour options

These are the bikes that I'd shortlisted during my research, would be open to other recommendations from you all.

Also would be willing to wait for any upcoming bikes that may be worthwhile (continental GT 450 intended) and if the bikes above are listed to be upgraded/updated. (Please let me know if there is any information)

Thanks for taking the time to read this, look forward to your opinions

Here's what BHPian Jaggu had to add to this matter:

How old are you and how many years you have been using bikes? If starting into riding I would suggest you get a 150-200 range bike, preowned would be better. Get the hang of it, trash it and then after a year or so go for a bigger CC bike. There is no easy way than experience and practice to tame larger capacity bikes, they may look cool but a smart person would invest in upgrading skills before jumping into this.

On the other hand if you are good rider, I would suggest KTM to start off. It is a hooligan, very easy to maintain thanks to service all across and very reasonable spare prices. But do keep that right wrist under control, it can be a handful bike otherwise.

Meanwhile, here's what BHPian Ratan Prabhu replied:

If majority of your riding will be in city traffic, I wouldn't recommend the RC200 from your list because riding posture is a bit aggressive which is fun on highways at high speed but is a pain on the palms when in frequent traffic. If you a KTM fan, rather check out the new Duke250.

Honda CB300R and Triumph Speed 400 are perfect for city. Although there is 9bhp difference between them, the acceleration and overall performance is very close (triumph slightly faster).

I don't think you need to worry about Honda discontinuing the bike but spares can be an issue as they may take 2 weeks to arrive after placing order at the ASC. But the fast moving spares like air/oil filters, brake pads, cables are usually available in stock (atleast in Mumbai BigWing they are).

I think you should test ride them both and decide between these 2 bikes. My vote goes for the Honda as it is more light weight, slightly less powerful and feels like a perfect first motorcycle to own (since you upgrading from a scooter) and as I own CBR250R since over 12 years, can vouch for its reliability if you intend to keep it for many years.

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I wanted a 300-650cc bike and the problem of choice was so big that I was also considering getting a new Ducati Monster.

BHPian AkhilAftab recently shared this with other enthusiasts.

Quick background and why I want to get a bike

I am a 21-year-old who started earning well enough to get started on a motorbike, my love for motorcycles sparked from an Anime called Super-Cub as the name suggests is based around Honda's super-cub. That show made me realise how freeing it is to ride a bike and discover new roads or go that extra mile you never thought about going before. I was always into cars and bikes, from playing racing video games like Assetto Corsa to watching and reading everything about new/old vehicles.

There's Something about these man-made machines that always fascinates me. I started riding my Activa 125 a lot more than usual after the show, I purchased two MT Thunder helmets, A Revvit Jacket and full leather gloves as well and I was very eager to get my first bike, but it has been more than a year and I still haven't got myself one.

The problem

The problem is choice, yes you read it right.

The choices are making me feel like I would regret buying a bike.

I have ridden a few 350cc, 200cc, 180cc and 150cc bikes that my friends own and these bikes don't spark anything in me, a rather boring feeling.

I wanted a 300-650cc bike and the problem of choice was so big that I was also considering getting a new Ducati Monster.

I would appreciate opinions from people who have been where I am and help me choose a bike I won't regret buying.

What I want

1. A bike that is a great handler.
2. Smooth engine with minimal vibrations.
3. Anything between 400-800cc I am open to any cc as I won't be buying a second bike soon.
4. Reasonable heat management.
5. I like modern dash and connectivity features as well.
6. I am open to any bike suggestion but lean towards sports bikes a bit more.
7. It will be mostly used for joy rides and early morning coffee runs.
8. Prefer brand new bikes only.
9. Prefer Japanese bikes.
10. I like bikes which give off a big bike feel.

Things I don't care about or don't want

1. Mileage isn't a concern. For me, even 16kmpl is okay as long as I am happy with the bike's performance.
2. Service cost (I am okay with paying whatever the brand demands as long as it keeps my bike running smoothly)
3. I don't want bikes like, Z900, Z650 or any KTM bikes.

Budget

Anything up to 10-11 lakhs

The top contenders

Kawasaki Ninja ZX4RR

I know it's a bit much but considering it has 77+3 bhp but only 39nm of torque which is quite comparable to Aprillia rs457 and Duke 390, I love that it is an inline 4 and that sweet sound is just what pleases my ears. I also have a printed picture of this bike on my desk as I thought I would get this only.

Triumph Scrambler 400x

Love how it looks and performs, my hometown is in the Himalayan ranges so it will be fun riding from the city where I am currently living, to my hometown on this one. A 240 km road full of twisties and lots of bad roads. Not as fascinated by this bike as zx4rr.

Aprilia RS457

A P.Twin at such a good price that makes the Japanese look expensive. Nothing to complain about here.

Honda CB 300R

Super Cub (anime) made me feel something about Honda that I can't feel towards any other brand. I always liked Honda as a brand and everyone knows that their engines are the smoothest and the most reliable. The only sad part here is that now it doesn't get Showa SFF-BP like their international lineup and Honda in general seems too lazy to introduce a new bike or update the ones we already have.

These are the bikes that I considered in my wild search for the perfect first bike:

Ducati Monster+

I love the looks and all the bells and whistles it comes with. 11-11.5 lakhs would've been a great price for it but 15 lakh OTR is a bit too much.

CBR 650R

Can't get it now, but love the new 2024 model.

Trident 660

A good enough bike but seems boring.

CB 200x

Yes only exception in this list of 400-900cc bikes, just because it's a Honda and tbh it seems value for money.

Thanks for reading all this, would appreciate all your views

Did you regret buying a bike just because someone else suggested it?

Should I go with head or heart?

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Coming to the mileage, the motorcycle returned about 34 kmpl for the onward leg and about 29 kmpl for the return leg.

BHPian t3rm1n80r recently shared this with other enthusiasts.

I recently did a 350 kms round trip on my CB300R to Murud. There were sections of excellent, moderate and bad roads. The suspension soaked up road undulations well. Sharp undulations on concrete roads were not transferred to the spine, unlike my H'Ness, even at triple digit speeds. Overall, I'm happy with the improved comfort.

Now coming to the mileage, the motorcycle returned about 34 kmpl for the onward leg and about 29 kmpl for the return leg. The return leg was quite exciting as I was running behind the planned schedule and had to be within the city limits before dusk.

While refueling, I was unable to judge the upper limit of the fuel tank and therefore overfilled it. It clicked to me when the fuel indicator light started blinking just after 300kms. As per the manual, the tank has about 2L of fuel when the light starts flashing. Knowing it can hold 11L+ fuel is a big relief for those bad-case scenarios.

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I realised after a few 4-5 hour rides that this motorcycle was nowhere near the touring comfort of my Yamaha FZ-S.

BHPian skr recently shared this with other enthusiasts.

Having bought the CB300R in a sudden spike of impulse and rage over Yamaha's nightmarish service, I realised months later that I had totally overlooked/was ignorant of some of the absolute basics. To cut down on long sentences and make it an easy read, I will discuss all the points in the bulleted form below. It is important to include some points to have better context on what I look for and how I am as a rider.

• I was mostly ignorant of the types of motorcycles at the time of purchase, and what they are supposed to do. Adventure Tourer is a genre that I had heard and seen, but didn't know much in detail. Again. I'm not overly bothered about on-paper specifications. If it makes me happy on a daily basis, it's a good bike.
• Having had the opportunity to be on the road for considerable periods owing to my work (Doesn't REQUIRE me to travel by motorcycle, but I chose to do it anyway), it was paramount for my motorcycle to have decent touring capabilities.
• I am quite skinny by build, so big, heavy bikes never really appealed to me. Neither does track performance. Considering 90% of the rides are about nimbly manoeuvring through daily city traffic, stray animals and an overwhelming number of idiots on the road, getting out of tricky parking spots, etc., I am more inclined to a practical daily bike which gives me a fair number of options and flexibility. I was greatly swayed by the weight of the CB. From the FZ-S v3.0, it was like upgrading to a doubly powerful bike with the same weight. The little test ride just blew me away in those 10-15 minutes honestly.
• I thought with a 300cc, my touring ability would be upgraded greatly, especially with a light, nimble-footed frame and such beautiful refinement. I didn't know much about riding characteristics, other than three basic postures, and I didn't at all find any committedness on the seating posture at the CB during the test ride.
• Touring ability, lightweight and slick manoeuvrability being paramount, I bought the CB assuming it was a perfect upgrade to the FZ-S (and I re-iterate, being absolutely fed up with the Yamaha service experience).
• While the above may sound a little doomed in its conclusion, it is quite the opposite, and this is why I chose to finally write this post. The CB300R is indeed a beautiful machine and I can guarantee this is going to be a one-of-a-kind view regarding its touring abilities, with a few little tweaks I have personally tried. So far, it has worked miraculously, touchwood, and it has cost me a nominal sum, but the difference in experience is quite frankly, beyond surprising.
• Realising after a few 4-5 hour rides that the CB was nowhere near the touring comfort of the FZ-S, I just went gung-ho on the internet searching for solutions. Tragically, there was not a single solution in sight, except the $650 (>₹50,000! ) Corbin seats, which are not available in India (add to that customs, taxes etc. if you are willing to import). Moreover, the long-distance comfort review on the Corbin seats is bad!
• The Zana handlebar risers had done a bit to ease the overall shoulder and palm fatigue over long distances (which wasn't overly concerning but was useful nonetheless), but the bum and back fatigue was proving to be the Achilles' heel. Air seats weren't doing the trick.
• Two fortuitous conversations, one with one of the BigWing (Dehradun) mechanics and another with my regular customizer, gave me the idea that I could perhaps ask some 'seatwala' to have a look. A Google search convinced me that if there was one place that could have a solution, it was a shop called Munna Lal and Sons in Chakrata Road, Dehradun. The limited reviews were all excellent, and motorcyclists raved about how good a job they had done. The reviews seemed genuine and I paid a visit.
• Initially they thought I just needed a soft foam, but on hearing the touring aspect, suggested a hard adv style base foam with another layer of soft foam on top. I told them as clearly as I could what I wanted exactly, i.e., the shape, seat height (which I did not want to change much as it was quite comfy anyway, especially with the risers installed).
• The guys at Munna Lal were amazing not only with their expertise and work but also were willing to give useful suggestions. Once the framework of the hard foam was ready, it was pasted on to the nearly non-existent stock seat padding. They were more than happy to insist on me taking repeated test rides until the optimum ergonomics were established to my liking. It took around 4-5 rounds of test rides and consequent shaving off of the foam to get to what felt like a decent enough sweet spot, albeit with a little rise in the seat height, which is, of course, inevitable with the addition of all the foam. It was to a point where I could nearly flat foot. Their cooperation during the entire process was just exemplary.
• This was finished off with a half-inch layer of soft foam pasted on top of the hard foam.
• The final layer consists of the seat cover which was hand-stitched with great dexterity in a few minutes, which they claimed came with "guaranteed waterproofing". They worked even beyond their regular shop hours and never pressurized me to hurry on my decision.
• The pillion seat was also modified the same way, in addition to removing the incline of the seat and making it flat, the overall dimensions of the seat were also increased. It was fine for my wife for the short ride back home, but is to be tested over long hours.
• Completed a ~280 km ride through mostly twisties, and I can finally say, at least for solo touring, the issue is superbly sorted. 280 km in this terrain can be translated to roughly around 450-500 km through highways in the plains. Total ride duration was around 7 hours, and all I had was what I consider very normal soreness.
• On the way back, completed 125 km (around 2.5 hours) at a stretch with no breaks before finally stopping over for a well-deserved tea. For more context, these 125 km were post the initial 140 km, after which I had a few hours break to get some maintenance work done, meaning the stretch between 141-265 km of the ride approximately. Wearing a riding pant (Rynox Advento) also helped a great deal with the anti-skid factor really impressing me in terms of its fatigue-reducing qualities.
• During my search on the internet for touring solutions, I did not see a single opinion in either Indian or International forums which said it could be used for touring. The overall reviews for the post $600 Corbin seats are quite negative other than for short urban commutes, which is funny because short rides on even the stock cushion are totally fine and immensely enjoyable. Most reviews say it is impossible to ride more than 40-45 minutes without feeling discomfort. Hmm...
• THE PRICE: The entire seat customization process cost me ₹1,200/- (Rupees Twelve hundred, I haven't missed any zeroes) in total. This includes (for both rider and pillion seats) hard foams, soft foams, seat covers and the labour cost. I am quite in disbelief as to what a miraculously good job this small, innocuous shop has done.
• Additional points: The service quality at Honda BigWing Dehradun is decent. At least basic parts are available, hospitality is more than decent, the mechanics are all quite friendly, and service experience has been good over these 1.5 years and a tad over 18,500 km. For context, at the time of letting go of the FZ-S, I had covered an identical number of kilometres in around 23 months.
• This is a welcome change after the Yamaha service, which completely ruined the experience of a wonderful motorcycle, no matter how much I wanted to take care of it. At the time of exchange, the Yamaha had also run just over 18,500 km (between August, 2020 and July, 2022). I had done plenty of 12-13 hour rides on the FZ all over Uttarakhand, through good and terrible roads, and don't ever remember having any major issues whatsoever.
• No bike is and none will ever be perfect. While ADVs are a no-brainer as an all-rounder, it is good to know that there are ways to work around apparent handicaps. Motorcycles are not meant to be one size fits all, and everything I discussed is dependent on factors like the rider's height, weight, length of arms, feet, etc. But the experience is an eye opener on how there may be relatively easy solutions for one to explore instead of having to look for a new motorcycle entirely.
• The seats are yet to be tested for pillion comfort over long hours, behaviour with time, etc. Notwithstanding the aches produced by the stock seat, I've done plenty of post 100 km rides with my wife, the longest being from Dehradun to Shimla, a distance of around 240 km. Luggage troubles in the latter (not going into details for now) caused great bother and discomfort on the way to Shimla, which was down to my ignorance about packing soft luggage on a top rack, wrong mounting, coupled with using the luggage for the very first time. The return journey was slightly better. Luggage mounting is an issue I'll be looking to solve next.

I have invested quite a bit into accessorizing the bike, and here's a list of the accessories installed:

• Zana Top rack with plate and back rest. I don't use the back rest though.
• Zana Handlebar Risers
• Brake reservoir covers (front and rear)
• Pillion footrest add on
• Givi Windscreen
• SW Motech Crash Guard
• Grip Puppies handlebar cover, which I am about to change as it is starting to come apart.
• Barkbusters (first/second copy?) Handguards

I have attached a few images for reference.

Thanks for reaching the end, in case you are one of those rare beings who has made it this far from the start.

Cheers and Peace Out.

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