These Electric models will aim to capture the 125cc commuter class for urban mobility

Kawasaki Europe has officially announced full specifications and details about its first electric motorcycles. Ninja e-1 sportbike and the naked Z e-1 are to be launched in Europe. Both models are classified as 125cc-class motorcycles and will reach European markets soon. It is expected that other markets including Australia, Japan, and America will get these too. Both the e-1 models are powered by the same air-cooled interior permanent magnet synchronous motor, rated at 6.7 hp at 2,800 rpm (claimed peak output of 12.1 hp), and a claimed 29.9 lb-ft. of torque. The curb weight is 298 pounds compared to 324 pounds for the Z 125. Each motorcycle will be powered by two removable 50.4 V lithium-ion battery packs, and each having a nominal capacity of 30 Ah. The batteries are mounted in parallel under a storage compartment where typically a fuel tank is located. After installation, the battery charge levels are shown on the left and right sides of a TFT display. Each battery has its own charge level indicator. Another interesting feature is the three different ways to charge these batteries:

1. plugging it into a charger,
2. connecting it to a charging dock, or,
3. with the battery installed on the motorcycle, by connecting the charger to a port located in the tail.

Kawasaki has claimed charging time from 0 to 100% in just 3.7 hours for each battery, and a partial charge from 20 to 85% in 1.6 hours. Knowing the industry reputation of Kawasaki in heavy machinery and not just motorcycles, one can be assured of quality and performance from electric motorcycles presented under a Kawasaki badge.

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So, if you have been reading stuff on Bikernet.com since 2006 or from past few years, you might know I ride an Enfield. I also owned an all-terrain dirt bike after selling my second Enfield. A Hero XPulse (yes, from Hero MotoCorp, the partner and exclusive distributor for Harley-Davidson motorcycles sales & service in India).

However, I recently purchased a used vehicle. An out-of-production cast-iron engine Enfield Bullet 350cc with right-hand-side gear shift, which is the closest thing available to the 1955 Enfield Bullet 350 including chassis and engine design by the Britishers among other things such as dashboard, tank, hand-painted pinstripe, etc. These come with Green Tax for the alleged pollution they may or might be making. I got a fitness test certificate from the Road Transport office, where the ownership change is registered.

There are draconian laws in the Indian nation against customization and you can be cited with a ticket (called ‘challan’) even for painting your vehicle in a different color than what is mentioned in the registration papers. Supposedly, this discourages vehicle theft and maybe even terrorism (parked scooter explosions are real and no, not the EV fires). That’s like banning guns because guns kill people? How bank robbers or terrorists manage to get their arms & ammunition is a cosmic mystery.

However, in a nation as diverse and overactive as India, maybe its best people have less access to mischief and mayhem!

My purchase wasn’t planned. Hell, I didn’t even want to ever own another Enfield after having willingly sold my second one, a Bullet 500cc. My first one was lovely, a cast-iron engine like the present one and it lasted 10 years, prompting plenty of travelogues and fiction for Bikernet.com

My frustration was with the quality of materials and work on newer mass production Enfields. Recently, Siddhartha Lal, MD, Eicher Motors which owns Royal Enfield stated or rather boasted, “our three plants crank out a motorcycle every 38 seconds”. Hey, maybe that’s the problem; not really a positive aspect of your brand?

Anyways, friggin’ social media was showing me Enfields, then came free advert listings of people selling their Enfields, then I came across movies featuring Enfields in a popular video-posting website. Was it the universally destined choice of vehicle for me or friggin’ nerds crunching ‘Big Data’ with their machine learning programs, pitching things I don’t need anymore?

Well, as luck would have it, I was on a street where an old acquaintance has a shop for buying and selling used motorcycles. Out of curiosity (which killed my bank account….later) I asked him how much do Enfield old cast-iron engines go for anyways? He showed me how he has a wonderful one which starts with just one smooth kick—took me by the arms and led me to his parking lot to prove the worthiness of the rusting black Bullet 350 from year 2004. Demonstrating the minor differences between this model and my former 2007 Enfield Bullet 350, he gladly asked me when I was planning to buy it.

My mind swirled between happy memories of my Enfield and sad realities about older vehicle related laws in the city and nation. Then the EV future loomed large, and maybe a ban on ICE engines purchases or ownership if that’s the route USA decides to go—and the world follows, including India!

Last time, when I first purchased an Enfield, i.e. a Bullet 350 with cast-iron engine in 2007, I had expedited my decision because, hey, they were gonna stop manufacturing cast-iron engines and the factory had already pulled the plug on 500cc cast-iron engines!

Again, fear and doom ruled! Will they ban ICE sales this year, next year, by the time I save enough, by the time there is a better choice of cast-iron Bullet for sale….and I bought the bait, and chewed on this purchase for four agonizing months.

Well, the motorcycle was definitely nice and the deal was cool, at a more than reasonable rate. Yet, I should have been wary when the seller offered to restore some of the eye-sores on the old horse for an extra wad of cash.

That was the pain in the purchase. The four months of purgatory where both me and my Enfield Bullet suffered separation and neglect. Life was happening. My mother was in and out of hospitals. Work suffered, so was my health running about doing errands and familial obligations, paying bills, maintaining accounts, keeping up appearances, etc. I had already paid for the insurance, the ownership transfer, the repairs this dude was gonna do.

Then September and beginning of what is a grand series of festivals in India arrived. Till New Year’s eve, this festive season is when every salesman worth its (are they human or reptilian? “its” it is) salt doesn’t have to make any effort to hard-sell as the brands / companies offer glorious schemes and benefits for maximizing profits through economies of scale. Plus there are banks, non-banking finance firms, fintech startups, etc enabling the temptations. If you sell a million units instead of a thousand, then you can manufacture and sell the unit for a lot less – that’s the economics of a nation of billion humans. Hey, more people here have a mobile phone and/or smart phone than a television or jobs for that matter (okay, that’s just speculation, but probably true!?!)

Automotive business is booming in India and so is luxury brands. Even Electric Vehicles now have a representation in the monthly-quarterly industry sales pie-charts.

Thus, in September, I pulled up myself by the bootstraps, looked in the mirror and decidedly saw I wore pants and I pulled ’em down to make sure I am still a man! I went over to the bloke, the shop-owner procrastinating and making excuses for not handing over my motorcycle because this and that work is still pending.

I said, “Is it running?”

He answered, “Yes! Of course!”

“I’ll take it,” and off I went out of this world of misadventure.

It took me a while to figure out I had been had. Not that I am a simpleton but I give the benefit of doubt to the same person more frequently than I should. I wanted to believe he was a man of his word and would not feel I cheated him out of anything because I didn’t bargain. Back in May 2023, he had quoted a price for this used Enfield Bullet 350 and I said ‘okay.’ That was that. I didn’t haggle and he shouldn’t act like a greedy fisherwoman after the sale was done.

He had promised to help with some of the aspects of repair for the motorcycle that would make me happier taking delivery of the Bullet as it would look and run a lot better.

Ultimately, it was more than four months of anxiety and worn-out shoes strolling to his shop and a hundred plus phone calls to him before I rode away with my new prized possession. The Enfield Bullet itself runs smooth enough. It had 26,373 kms on it when I got hold of it (not like he was offering delivery gladly) – and I am sure that douchebag rode a few hundred kilometres on my motorcycle in the months between purchase and ‘possession.’

I just let go of that shopkeeper physically, mentally, emotionally and spiritually, because there is no point crying over how he milked me. I went to a garage that only does repair and does not sell anything at all.

The thing with people going to a repair shop or authorized service centre instead of working on their vehicle themselves is again simple logic and math. Instead of spending time and money and (precious) space for DIY repairs, you can get your motorcycle or car fixed for less than one tenth the costs (million customers per square kilometre of cities). Finding an honorable mechanic is the key to the kilometres of fun.

The garage I went to had an old-timer and his name translated to English literally means ‘King.’ He told me what spares I will need. I went to a spare parts shop and bought them. Then he fixed the immediate necessities – a horn, a turn signal bulb, the petrol pipe connecting the tank to the carburetor, the tank lid lock which was throwing out petrol because it was missing a rubber washer. He greased the spring on the central stand since it wouldn’t sprung when the stand was off the ground for riding (yes, even latest Enfield motorcycles have a centre-stand along with the Western choice of side-stand).

For all of this, his labour, his fee was Rs. 100 only. (US 1 dollar and 20 cents)

The shop from where I had purchased this Enfield had sold it to me for Rs. 68,000 + 21,000 for repairs & restoration. (USD 830 + USD 256).

I guess, some doors close and new garage doors open with a welcome change.

So far, I have done well over 100 KMs on the Bullet in two days. The petrol consumption is 20 to 23 km per litre. If I go above 60 kmph, then the petrol consumption is fast and frivolous and the old engine & chassis vibrates like the poltergeist in Exorcist and a creatively named Spielberg movie (Trivia? Spielberg was only the writer for 1982’s Poltergeist).

That’s that and now the adventure on the road begins. I hope to ride this heap of metal to November’s Rider Mania event, held annually by Royal Enfield company at Vagator beach, Goa (India).

I will write more about riding experience with this 2004 machinery on typical Indian roads and upcoming repairs if any. Hopefully, Bandit and Bikernet.com will see more travelogues rather than tech. Keep in mind, petrol is imported and thus expensive commodity here. 86% of crude oil is imported by India, losing precious foreign exchange with each drop of fuel. No wonder they imagine EV is their enlightenment. That is a separate dialogue and debate for another article or editorial.

Let’s hope ICE engines don’t suffer rapture and we all continue to have God-given freewill as civilized humans to choose what we want to ride on Earth forever. Is customer king? Well, we are all conditioned since decades if not centuries. So, data mining and targeted advertising is just another spoke in the wheel of capitalist industry.

Live and let riding make us feel alive. Meanwhile, here is a painting of Enfield in India.

A tale of two parties to a deal and one steadfast old iron engine

Text and photos by Ujjwal Dey with illustrations from Wayfarer

An Enfield Bullet 350 finds a home after being in limbo for four stressful months. The cast iron engine with right-hand-side gear shift is a well-known legend among motorcyclists, especially purists who don’t want the brand name “Bullet” associated with run-of-mill modern designs & engines. What misadventure occurred and what new adventures await?

“First time in life I decided to purchase a used vehicle. An out of production cast-iron engine Enfield Bullet 350cc with right-hand-side gear shift which is the closest thing available to the 1955 Enfield Bullet 350 including chassis and engine design by the Britishers among other things such as dashboard, tank, hand-painted pinstripe, etc. These come with Green Tax for the alleged pollution they may or might be making. I got a fitness test certificate from the Road Transport office, where the ownership change is registered.” — Dey

Click here to read this awesome anecdote about ‘love after love’. Believe it!

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Royal Enfield today launched “Royal Enfield Rentals” program to provide Royal Enfield motorcycles to individuals by partnering with motorcycle rental operators.

These rentals will include more than 40 motorcycle rental operators across 25 cities and destinations in India, thus enabling explorers and enthusiasts to rent and ride over 300 Royal Enfield motorcycles.

Mohit Dhar Jayal, Chief Brand Officer, Royal Enfield stated, “Our extended family of motorcycle rental and tour operators and mechanics have played a critical role in shaping our culture and mission of pure motorcycling. Alongside our efforts, the people of this extended ecosystem have built wider access and aspiration for our motorcycles.”

This initiative will enable access for riders to rent a motorcycle anywhere in India. It will also enhance the level of support offered by the brand to all motorcycle rental operators who represent the backbone of Enfield ecosystem across tourist and rider destinations everywhere.

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Hey, the 2023 Sturgis Motorcycle Rally Attendance Was Down 8.1%

Article & photos from sturgis.com with illustrations by Wayfarer

Read on to see how the numbers break down. South Dakota Department of Transportation reported traffic numbers as well. How are all these statistics accounted? What are the numbers regarding taxation? Let’s find out.

Click here for this Feature Article on Bikernet.com

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Join the crew at Bandit’s Cantina, click here.

What was the Sturgis Rally Attendance in 2023? SD Department of Transportation reported traffic counts of 458,161 (click here).

2023 Sturgis Motorcycle Rally taxes were down 6%.​

2024 Sturgis Motorcycle Rally Dates

Well, all of us motorcyclists have one or one million reasons to ride.

What about the rest of ’em? What practical, utilitarian reason and purpose could one recommend to a person who doesn’t ride a motorcycle or does not even know how to ride a motorcycle?

1. Convenience : Its smaller than a car, gee whiz! Whiz past in smaller lanes and country roads too.
2. Savings : Costs less to own and maintain. Yes, the engine and power consumption is less as well. So you get more bang for your buck, more miles per gallon.
3. Friends among strangers : Motorcyclists seem to have a community irrespective of year and make of their vehicle, unlike most car enthusiasts who have limited engagement of car or travel club / group. Just wave and see the enthusiastic response from a biker.
4. Natural Joyride : Its a natural anti-depressant. Many pilots have mentioned riding a motorcycle as being the closest thing to flying. Plus, your senses have no distraction and thus no worries while riding.
5. Next Level Gaming : Well, how about learning off-road or endurance riding? Compete with friends or as an amateur.
6. Skill development : You learn to be more handy with mechanical breakdowns. Plus learning to ride a motorcycle will boost your motor skills, mental agility and self-confidence as well.
7. Travel light, move more : More adventurous way to pursue tourism, weekend getaway, a picnic at the park or beach, or just ride to the nearest gym.

And for the millennials — all of the above is true and applicable even for your electric motorcycle !

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100 word fiction contest continues…. #100WFC

Desert Daze
by Wayfarer with artwork by Wayfarer

My iron roared in the wind, the sand-strewn road to Las Vegas stretched hot. An extra bandana tied to my left wrist. I got two at Bandit’s Cantina. Hopping like a mad rabbit I struggled to keep up with my pals jamming ahead on V-Twin steeds. My Bandit’s bedroll balanced over my handlebars.

Suddenly, a fresh crimson cloth flashed in front of my eyes, an untied bikini top. A topless stranger hitchhiking, a mirage? My drum brakes screamed.

“Not sure my Bandit’s Bandanas will do the trick,” I noted.

She stared into my eyes, giggled, then climbed on board. I would’ve died if she hadn’t.

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Yup, its a weekly contest open to all. Just sign up for the free weekly newsletter by clicking here.

Then email us your 100 word limit fiction to the editor wayfarer@bikernet.com

by Misled

When I saw Harley Davidson release these rear performance shocks for Touring models, I couldn’t wait to try them.

These high-performance nitrogen over oil shocks were designed with Öhlins specifically for Screamin’ Eagle Factory Team race bikes. They are monotube design with a remote reservoir that are completely adjustable to match a riding style using an adjustable preload spring to set sag and fine tune adjustments for compression at the reservoir and rebound at the bottom of the shock.

Click here to read this Tech on installation only on Bikernet.com

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Over 90% of content on Bikernet.com is free to read, check it out today. www.Bikernet.com

 

 These high-performance nitrogen over-oil shocks were designed with Öhlins specifically for Screamin’ Eagle Factory Team race bikes. They are monotube design with a remote reservoir that are completely adjustable to match a riding style using an tune-able preload spring to set sag and fine tune adjustments for compression at the reservoir and rebound at the bottom of the shock.

 Installation is straight forward and easy if you have Sockets, Torx Bits, Allen Bits, and of course a Torque Wrench.

 You will need to have the rear suspension off the ground. It’s much simpler if you have a lift with a jack under the frame.

 1)      PREPARE FOR REMOVAL

a)      Set vehicle upright.

b)      Secure with tie-downs.

c)      Raise rear of vehicle.

d)      Remove saddlebags.

 

2)      REMOVE OLD SHOCKS

a)      Remove upper and lower shock absorber mounting bolts, lock washers and flat washers and remove shock absorber.

i)        Save screws and washers for later use.

b)      Remove OE screws from fender strut.

a)      Install appropriate spacers into mounting bracket. Apply thread locker to mounting spacers. Loctite 262 High Strength (Red) and tighten and torque to 8 ft-lbs.

i)        NOTE

(1)   For spacer selection, reference the accessory that is used on the vehicle.

(a)    Short Spacer: Use with Tour Pak or saddlebag support insert. Other accessory inserts can be used like the 4-Point Docking Hardware Kit.

(b)   Long Spacer: Use with fender strut insert.

bb)b)  Apply thread locker to long screw. Loctite 262 High Strength (Red)   

i)        Note

(1)   The installation calls for Loctite 262 High Strength (Red), I chose to use Loctite 243 Medium Strength (Blue) which would make for easier disassembly in the future without stripping Allen heads.

c)      Install mounting bracket and install screws. Tighten and torque to 20 ft-lbs.

d)      Install flat head screw in reservoir clamp. Do not tighten completely.

4)      INSTALL SHOCK ASSEMBLY

The shock lengths are set to stock at factory. You will most likely run into issue with holes not being perfectly aligned on both sides for both shocks. I found the easiest way to do this was to start on the right-hand side of the motorcycle. Partially install lower bolt assembly into shock and swingarm. Raise and or lower the jack to line up the hole with top bolt assembly and install bolt into upper frame. Then continue to the left side and repeat the same steps to install the bolts. If you don’t do this pressure will be required to align the hole for the bolt and you can easily cross thread hardware and fight yourself starting the bolt. Do not forget to use the provided washers on the inside of the shock as the stock assembly only used washers on the outside.

a)      Note:

i)        Reuse original OE mounting hardware.

b)      Apply thread locker to each mounting bolt. Loctite 243 Medium Strength (Blue)

c)      Important:

i)        Install screw to shock assembly using original washer on outside and the provided kit washer to the inside of the shock to the frame side.

d)      Install screws to frame. Do not tighten completely.

e)      Repeat procedure for other screw.

f)       Tighten screws and torque to 63–70 ft-lbs.

 

5)      INSTALL RESERVOIR

a)      Install reservoir in clamp bracket.

b)      Adjust as needed for proper hose routing.

c)      Install clamp bracket to mounting bracket.

i)        Note:

(1)   I found it easier to install the brackets to the mounts then insert and tighten the reservoir.

d)      Install screws and tighten and torque to 62 in-lbs.

e)      Tighten screw flat head screw and torque to 27 in-lbs.

f)       Secure hose with cable straps. 

6)      NOTE

a)      Öhlins shocks are pre-set at Harley-Davidson’s original equipment length.

b)      Adjusting length could result in tire and fender contact or axle and muffler contact at travel limits on some vehicles.

c)      Reference Öhlins owner’s manual for: Setting up, adjustments, spring preload, compression damping, rebound damping adjust length and general setup.

7)      Install saddlebags.

8)      Lower rear wheel.

I chose to leave the shock preload alone and rebound alone while only adjusting compression to 15 clicks. This is handled by turning clockwise until it stops and turning adjuster to first click. This will be 0 for both rebound and compression. Then count your clicks for the appropriate setting.

After the first mile on these I was totally impressed and sold with a night and day difference. I started to try and find as many bumps as possible, as I couldn’t believe the difference this setup makes. It is so much smoother, as the compression and rebound work perfectly with my ass staying in the seat without feeling like I would be ejected sometimes or crushing my spine on a bump.

-Misled