Nothing Can Match Drives and Memories

“I’m bored”, I said. “Why must all Mondays be like this?”

“You’re especially feeling like this because of your vacation”, Vikrant said. I had just returned that morning from a 5-day trip to Goa. I was missing the beaches, the food, the lovely weather and… well, everything that we do in Goa. Add to that the Monday morning blues and the feeling of staring at a computer screen, attending meetings, and wading through office politics for six whole days and the moodiness was compounded.

Vikrant sensed it, and offered to drive down to Datta Snacks in Panvel where we could drink kokum sherbat. We had time to reach office, but not so much that we could drive from Kopar Khairane to Panvel and back.

“Dude, you’ve already been away from office for 5 days, right?”, he asked.

“Yes.”

“So how will one more day hurt? Plus, this will prepare me for the week ahead too.” Fair point.

So he stepped on the gas of his recently-restored Suzuki Gypsy. The feeling of speeding past office on a Monday morning brought a smile my face. Vikrant assured me that we would return in a little more than an hour. This was also an opportunity for him to really test the Gypsy’s abilities - he hadn’t opened the throttle in a while.

The road to Panvel passes from under the Mumbai-Pune Expressway. As we approached Kalamboli, I thought aloud that the Expressway would have been a great place to test the Gypsy. And as we approached the diversion, I waited for him to turn. Instead, he went straight and got onto the Expressway.

“Vikrant, what are you doing? We will miss work!”

“Tune apna mooh kyun khola? Ab chup chaap chal (Why did you open your mouth. Now come along without resistance).”

Datta Snacks? Be damned.

Even worse, office? Back to fair point.

So we drove along. Vikrant rarely shows emotions - stoics would be proud. But today, I could see his teeth. The engine had done its 1,000 kilometres run-in so he opened the throttle. The Gypsy motored along at 110 km/h on the Expressway, but the fumes which get into the cabin were giving me a heady feeling. Anyway, the breeze compensated and I survived till we turned for Lonavla. We stopped at a hotel to have breakfast and fresh lime soda. And I started feeling better. Maybe it was the soda, maybe it was the feeling of sitting in an empty restaurant on a Monday morning while people were rushing to work… but Vikrant knew that the best way to rejuvenate me was to put me at the wheel. Again, if you know me, you also know that I am not formal with friends. And I love the ghats of Lonavla. So the “oh, are you sure? She’s your baby” dialogue never took place. I sat on the driver’s seat and prepared for a lovely drive up to Aamby Valley. I was keen on testing how the front sway bar and the CEAT Plus One R16 tyres would aid the SUV’s performance on the twisties.

For a vehicle which had been introduced around similar times to the Yamaha RD350, the vehicle’s stance was impressive. I had to put in some effort in turns because she didn't have power steering (Vikrant is a boisterous Jharkhandi who didn’t want power steering). But every turn I took, the 16” CEATs ensured that the Gypsy stuck to the line that I took. The heady feeling was quickly replaced by one of relaxation. Here’s a little secret: just before Aamby Valley is a diversion which is off-road terrain and leads to a village. When I offered to take the Gypsy there, Vikrant’s eyes lit up and he snatched the steering back (not literally, of course). And the SUV went through the ‘course’ with remarkable aplomb. On rocky terrains where one would gingerly have to drive a sedan at the speeds of 10-20, the Gypsy seemed comfortable at 60 kmph. This time, I heard Vikrant laugh.

By the time we were back home, it was 4 already.

There was hell to pay for the next day. Not only because both of us called in sick just an hour before office started, but because our other friends shared a piece of their mind about our adventure without them. Especially because Vikrant didn’t hand over the keys of the Gypsy to anyone until the previous day. To compensate, he let everyone drive the SUV around the campus during the lunch break (our office had a 140-acre campus). And as they say, all’s well that ends well.

A Day Well Spent in the New TATA Bolt

We’re on the Expressway, on our way back from Lonavala. I’m getting ready to take the sweeping hairpin. 80 km/h should be good. So I look down at the speedometer to check whether I need to go faster. 110! Sh*t… must slow down. Gaadi meri nahi hai.

That’s how responsive the new Revotron 1.2 liter engine of the TATA Bolt is. And not just the engine, the whole package delights. The steering and handling, the planted feel, the responsive brakes, roomy interiors… they combine to make this car worth the ₹ 4.5 lakhs it costs in Mumbai. The accessories are good too, though they don’t appeal to a non gadget freak who likes and dislikes vehicles based on their quality of drive.

Image courtesy: Rohan

Before our trip started, I saw the Bolt’s product manager Udit Khanna peering into an Audi R8 parked outside Café Infinito. His nose was almost stuck to its glass. Good sign - a product manager who is passionate about automobiles. We struck a conversation and I got a sneak peek into the vast knowledge Udit has… something that Inder, the brand manager, affirmed later.

Rohan, Monish and me were paired up together for the day, while Suchir would drive with us as our guide answering all questions about the car. Both Rohan and Monish pulled rabbits out of the hat. Rohan showed marvelous control on the Tata Bolt, effortlessly carving his way out of traffic with precision. And he didn't complain once, which means that the car was just as welcoming of his inputs. And while I knew no blogger at the event, Monish knew everyone. I simply tagged along with him hoping that people would speak to me too. And it worked.

We were allotted the Diesel Tata Bolt to begin with. Rohan took the wheel first. After driving through the mini track (read Rohan’s review here), we headed for Lonavala. The car responded well in traffic (surprising that we found some on a Sunday afternoon) and came into its own on the Mumbai Pune Expressway. Rohan drove at good speeds and the Bolt stayed stable and planted. The diesel car especially bolted forward with additional vigor after touching the 2,500 rpm mark. The exhaust note wasn’t spectacular (I know, I know… too much expectation) but the cabin was quiet. We could keep the stereo volume low and still hear it clearly while having a conversation in the car, which speaks volumes (no pun intended) about the level of car’s cabin noise.

I took the wheel after Food Mall on the Expressway. The diesel didn't really feel enjoyable… can’t quite put a finger on the reason. I stalled twice and felt like the steering was somewhat vague. Maybe it’s because the diesel has to be driven differently from a petrol vehicle and am used to the latter. Anyway, post lunch we got to switch to the petrol Bolt.

Boy, the Revotron engine responded instantly. She was in Eco mode (the petrol variant has 3 settings - Eco, City and Sport) and needless to say, I switched to Sport. The steering instantly felt more taut, the engine had more grunt and the car did her best to stick to the line I was trying to take. The winding road between Bushi Dam and Aamby Valley is my favorite in Lonavala.

Push the limits of the TATA Bolt was fun. The only parts of the car opposing, as if telling me to peg back, were the tyres. But they still held their own. Meanwhile, the rest of the vehicle wanted to know what I was made of. So I tried, and she responded brilliantly on the ghats section. We stopped at Tiger Point, clicked snaps and returned.

(L-R clockwise): Suchir, Rohan, Monish and me with the TATA Bolt at Tiger Point, Lonavala

It was a lovely event organized by Blogadda… seamless and hassle free. Anikta(s), Pooja, Anuja, Harish and the other team members were fabulous hosts, ensuring that no one felt any inconvenience. I met Ekta, Vaishakha, Deepak, Purujeet, Ankit, Omkar and other equally popular bloggers. Chatting with them was a whole lot of fun. It was a sunday well spent at #BoltDrives with BOLT from TATA Motors in association with BlogAdda.

As I eat the chocolate fudge which I bought from Lonavala, I recommend the Tata Bolt if you want to buy a hatchback. Okay, I didn’t buy the fudge. Monish did, and forgot to collect it. What was I supposed to do? Waste a box of delicious chocolate fudge? Anyway, thanks Monish ;)

Honda Amaze Aims to Set A New Record for The Longest Drive

As I write this post, Honda has almost set the record of driving the Amaze for a grueling 23,000 kilometers. The car has completed 15,000 kilometers with 21 days to go to set the record and being driven by Bunny Punia, Shantonil Nag and team.

I had driven the Honda Amaze from Navi Mumbai to Aamby Valley and back (read the blog post here) and had an amazing time. The lavish space in the car, refinement of the engine & gearbox and drive quality had impressed me. So when the team which is aiming to achieve this record was in Mumbai, I had to pay them a visit.

The event was held at International The Lalit and started early. I got a chance to catch up with a few people whom I had met at the previous event. After breakfast (lovely chicken sandwiches, coffee and cookies), we settled down to hear from the marketing team about the engineering innovations which the Amaze boasts of. Some include offering loads of space in a car which is about 4 meters in length, a windshield which keeps the car 6 degrees cooler than competition and an engine with a good boost while being fuel efficient at the same time.

Bunny Punia walked up to the podium next, showcasing a lovely video and a series of photos narrating his experience with the Amaze since he had started driving it. We then went out for a photograph with the car, which is when I got to speak to him.

Manufacturers will always speak about their car in glowing terms. But when an independent ex-auto journalist, whom you have been following since about 10 years, praises the car, you know you have a winner. Bunny said that the car was quite comfortable and they had done more than 12,000 kilometers in it without a glitch. He said that he wasn’t carrying any tools except an emergency tire inflator. He hadn’t felt the need for any. The car was reliable on rough patches as it was on the highway and was munching miles with ease.

I then got the opportunity to speak to Shakeel san, the marketing head of Honda Cars India (at Honda India, they term each other ‘san’ like in Japan, as a mark of respect). We had a long discussion where he informed me about the Mobilio doing very well in sales and that they were soon setting up a manufacturing plant in Gujarat (both these news were later reported in newspapers). It was quite an enlightening decision, where I got to leant more about Honda’s marketing and product development strategies. Add to that a delicious lunch (I ate so much that I skipped dinner) and you can be assured that it was a memorable event.

I have spoken to some Honda Amaze owners since the ‘Hang Out with Honda’ event. I wanted to know whether the car continues to impress over a period of time. And most of them have echoed the sentiments of Bunny. They say the car is reliable and doesn’t need maintenance. The car lives up to the Honda brand’s reputation by offering reliability, refinement and a ‘feel-good’ factor to drivers. For anyone who is looking to own a comfortable sedan in the sub 10 lakh price range, the Honda Amaze is definitely recommended.

Castrol Biking Brings John Abraham Even Closer to Bikers

“Four wheels move the body. Two wheels move the soul.”

This is probably the most renowned quote among bikers. Biking is a religion, and members of the brotherhood are fanatic followers. Faithfuls of a religion go to temples, mosques, churches, gurdwaras, etc. Likewise, hardcore bikers head out on rides and attend events which enable them to meet people of the same faith.

One such event was organized by Castrol Biking on 9^th April, 2013 at Taj Land’s End, Bandra. They wanted to showcase the new PowerBiking app launched by Castrol for the benefit of us bikers. The celebrity who would unveil it and walk us through it was John Abraham.

I reached the venue at the allotted time. The 1^st thing that immediately impressed was that Castrol Biking had reserved a parking lot inside Taj Land’s End’s campus for us bikers. A bike is not allowed to park in the hotel’s campus. But I’m probably one of the few who did. So yeah, +1!

Bikers Posing before Parking

We got a chance to interact with other bikers during the event. It was delightful to meet Sigmund, Sharvari, Vikram, Amandeep, Tanmay, Urvashi, Saurabh, Sanket, Nikhil, Pratik (bikers must follow each and every one of them) and others. I was blown away on hearing that the event’s main compere Nikhil Kashyap owns 28 bikes! I had a good chat with him after the event. 1 hell of a warm and generous guy!

Popular bikers who attended the event

John Abraham displayed the app on a phone, showcasing various features in it. Some include:

John Abraham having a blast with fellow bikers

1. Logging in with your social media account
2. Listing your ride, finding friends and connecting with them
3. Best routes + maps for a ride depending upon your preference
4. Castrol Bike Zones at locations across India
5. DIY tips for your bike

The app is currently available only on the Google Play store. Castrol is working on launching it for iOS too.

Answering fan questions with his 'Rambo'

The usual Q&A session followed, with John answering questions from the audience as well as those posted on Facebook. He was patient and his answers were well thought through, showing clarity in thought. John was asked whether there should be separate schools for teaching women to ride. He responded saying that schools to teach better riding were essential, not just for women but for men also. He exuded passion when he spoke about biking, and regrets not having ridden his new Aprilia RSV4. He keenly wants to promote biking in India, along from football and hockey. His biking tales and experiences were awesome, despite him declaring upfront that he doesn't travel as much as some of the resident tourers. The event ended with the celeb posing with all bikers – individually and in a group.

My respect for John Abraham has gone up manifold. He hasn't just heard of John McGuiness, he reveres him. John is trying to shoot climax of his upcoming movie on bikes at the Isle of Mann. He doesn't follow only MotoGP; he tried to co own the Kawasaki team in World SBK. He knows about Evo bikes and Formula E. He has ridden on roads I haven’t even heard of. And he believes riding a bike is not about merely going fast; it is about being part of a ballad. John Abraham is not a Bollywood celebrity who rides fast bikes. He is a biker who acts and produces movies.

Selfies with individual bikers and with the group

Thank you Castrol Biking for letting me be part of this event. Regarding the goodies, Castrol can replace 1 item among them with a litre of their best 4-stroke biking oil. Once a rider uses it and likes it, s/he will stick to that oil for her/his bike for a long time and also refer it to others. That will help increase sales. After all, we bikers treat our bikes better than we treat humans, don’t we?

Honda Amaze - Test Driven for a Whole Day

I hadn’t given the Honda Amaze much thought just yet. We don’t see as many of them on the road as the Swift Desire or the Verito. Maybe because the Amaze was launched just this year. Honda had finally added a diesel horse to its Indian stable and that created quite a buzz. But as I said, I hadn’t formulated an opinion about it. That was until I drove one.

Honda invited a few of us auto enthusiasts and Twitter addicts to drive their Brio and Amaze from Navi Mumbai to Aamby Valley City, Lonavla, and back. You don’t get such opportunities often and so sane people don’t decline. Well, I’d like to think I’m sane.

Honda Amaze VX

I had never driven the car nor had I been inside Aamby Valley. This event would let me do both. I got to drive the highest variant of the Amaze – the VX (petrol) both ways. The 1^st thing that struck me on getting in was the air conditioning. It was so powerful that I leaked more water than I drank during the day. In fact, as evening settled in, my friend sitting at the back asked us to turn the A/c off. And mind you he’s the guy who complains why rickshaws don’t have air conditioning. That speaks volumes for Amaze’s in-car cooling. It’s especially useful in India where the summer is boiling hot and winter is just a word. As you start driving, you notice how nimble the car is. As one who drives compact hatchbacks (Santro, Polo and Swift), I thought I would have to be careful lugging a car with a boot around. But you don’t feel the weight of the boot or the extended wheelbase at all. It didn’t strike me until the end of the day that I had been driving a sedan effortlessly. The bootspace and rear leg room in the Amaze borders on levels of 'obscene'. The tallest and widest of people can sit comfortably. And you can load 2-3 dead bodies in the boot and still have space for luggage. Of course, smoothness doesn’t need a mention. That’s expected from Honda; Honda and refinement are synonymous.

Amaze-ing bootspace! Don't you agree?

As we hit the Mumbai-Pune Expressway, the 1.2 litre powered Honda finally got to stretch her legs. There we got to experience how planted the car is. It isn’t often that you average 130 kmph in an entry level sedan packed with 5 people and camera equipment. The expressway has a many fast sweeping bends, which the Amaze lapped up with Amaze-ing stability. I didn’t have to lift my foot off the gas. Plus the car did a top whack of 145. Bet she would’ve gone faster if the load was lesser.

Once we reached Lonavla, I got my wish. The camera crew got off. No more camera, no more restrictions... just the Amaze, my friend and me. I’ve always loved the road from Bushi dam to Aamby Valley because it’s filled with twists, turns and slopes. You get to test the limits of a car/bike (or yourself). And the Amaze didn’t disappoint in handling. The front end entered every corner with confidence and the car went exactly where she was directed. The ABS offered one of the best feels while braking, allowing me to complete turns shuffling between the brake and throttle. We also took the car off-road a little, and she was fine there too. The McPherson struts and Torsion beams hauled the 965 kg vehicle decently over stones and gravel. The height adjustment option of the driver’s seat was a blessing at this time, giving me more visibility of the road (or gravel). Priced between 6-8 lakhs on road Mumbai, this is the perfect entry level sedan. It has everything a family can want.

The only drawback of the vehicle is the sluggishness while accelerating. The car takes a few moments to gain momentum, as if the engine has a turbocharger with some lag. Lifting off from the 2^nd gear is difficult; you have to use the 1^st gear if you’re standing still. The people at Honda say this is a rev happy vehicle, and she did sound throaty at high revs in lower gears. But you wouldn’t want to push the car to 6k revs in the 2^nd gear. Plus, like the Honda Civic (which, sadly, Honda doesn’t plan on bringing back soon), the gear lever feels woody. Not like the Hyundais or the VWs. But I guess that’s trademark Honda by now.

We had a great time at Aamby Valley. The city is a township in itself. Beautiful roads, plantations, houses similar to those in Bali and auditoriums... but that’s a different point altogether. We were given a presentation on some ‘Wow’ aspects of the Brio and the Amaze. It’s amazing to know that while the Brio is more spacious than the Maruti Alto, it has a shorter wheelbase. The management of Honda were patient in answering all our questions. Lunch was great too, contrary to mediocre food dished out at most events. And then there were the events. The slalom course challenge in the Brio and Filled Tumbler challenge in the Amaze. Glad to say that yours truly won the Filled Tumbler challenge, spilling a mere 100 ml of water while driving through the cones. The event was perfect. Hats off to Anmol, Songita, Diwakar, Subesh and Shweta from Bloggers’ Mind and to others for organizing an awesome event. The challenges were designed around the strengths of the cars. It was an event focussed on showcasing the abilities of the car instead of just creating hype. It was great to meet and interact with Shivani san, Shakeel san, Siddharth san, Sen san, Aneesh san and others from Honda. They were warm, approachable and hospitable. As the saying goes “You meet the nicest people in (a) Honda.”

Rossi Back To Yamaha!

Yes, Valentino Rossi is back at Yamaha! Most MOTOGP fans are delighted; some (including yours truly) are groaning, others are confused... All the hype of Ducati and Vale being a match made in heaven, expectations on Rossi to turn Ducati’s fortunes around and world championships have fizzled. Rossi is back to the only mainstream team which will listen to him.

Rossi has now been with Ducati since 2 seasons, right? The Doctor hasn’t won a single race, while Stoner won 23 in his stint at Ducati. Meanwhile, Stoner has won a world championship on Honda, Lorenzo looks set to win it this year, while Italians are baying for Rossi’s blood. They feel cheated. Ducati spent a fortune to lure Rossi; they even backed out of World Superbike Championship. Italians were sure Rossi would lead this all Italian partnership to a comprehensive win. Stoner had done it... Rossi is considered far better than him, isn’t he?

What went wrong? For one, everyone (including Rossi himself) expected Lé Doctor to turn the team’s fortunes around. He was awesome on the Honda. Yamaha’s success was attributed mainly to him and Jeremy Burgess (JB). But Yamaha listened to Rossi; Ducati & Honda didn’t. Even before Rossi had moved to Yamaha, Ducati were courting him. But, JB warned, they didn’t seem keen to listen to him. That year, while the world watched Loris Capirossi struggle onboard the Duke, JB’s eyes told Rossi “I told you!” Ducati have always expected the rider to adapt; Capirossi did it, and so did Stoner. That’s why they were so successful. Rossi, Melandri, Hayden, Elias and others, however, wanted a bike custom made to their needs. That’s why, while Stoner would lead the pack, Melandri would languish somewhere in 18^th place. Rossi expected to change that culture, took JB with him and the move backfired.

Lorenzo v/s Rossi at Yamaha again!

So why did Rossi move from Yamaha? Well, for one, Lorenzo’s presence discomforted him. He wanted the manufacturer to reduce benefits for Lorenzo. During recession, Rossi got a € 5 million pay cut. The following year, Lorenzo performed commendably and Yamaha raised his pay by € 15 million. Obviously Yamaha would invest in Lorenzo; he’s younger blood and the future of MOTOGP. Rossi felt this fee was from what belonged to him and started getting sour. What haven’t Yamaha done for Rossi? Switched to Bridgestone tires for him while the rest of the team rode on Michelins; worked day and night to make all changes he demanded to accommodate his riding style... Rossi went on to win 4 world championship titles with Yamaha. In fact, Yamaha even allowed him to test the Duke while he was on contract with the former. When at Honda, Rossi would steal into Yamaha’s garage to check the bike out (obviously he wasn’t allowed to ride it). Still, Rossi made Yamaha look like villains when he moved to Ducati. Anyone see a hint of Max Biaggi here?

It was evident from Rossi’s behaviour that he was uncomfortable with Lorenzo’s success. He moved to a team where he expected to get royal treatment like he got at Yamaha. That didn’t happen. Instead, he severely damaged his own reputation, soured relations with many in the paddock and had to use Dorna’s intervention to buy himself out of Ducati’s contract.

Now he’s back at Yamaha; the team which made him a God from a star. Someone deserving and talented will have to make way for this twisted Machiavellist. Lorenzo looks at set to win the MOTOGP world championship this year. This is a formidable all star line up for the factory Yamaha team again. What remains to be seen is how the team will treat each rider. Who will be given more importance? Stoner retires at the end of this year, Pedrossa doesn’t seem consistent enough to win a world championship, Rossi is back with the team which patronizes him; the only thorn in his side is Lorenzo (and some other protégée, if a surprise springs up next season). You can bet he’s hoping with all his heart and soul that Yamaha helps him regain lost glory. Only time will tell.

How to Restore Your Yamaha RD350...

The Yamaha RD350 was indeed the most legendary bike which stormed Indian roads. But it also was the most difficult to maintain. Or so some say. In this post, I’ll talk about how a little dedication and effort will take you a long way in resurrecting your RD 350 and enjoying a everlasting love – affair with her.

I’ve already given preambles to the 350 here. So let’s get down to business directly.

There are many who wish to buy and ride an RD, but fear the fact that she’ll be too much effort to maintain and still not give rewards like they expect. Suckers! Her spares will be tough to find and so will a competent mechanic. True! We find many mechanics who claim to be able to restore an RD (they’re just posers actually). But if you pick the right mechanic (and I mean a good one) and know where to look for parts, life becomes much easier. It’s still NOT a cakewalk! Trust me, if you’re looking for a cakewalk, go look elsewhere. Don’t waste an RD... It’s simply too precious to fulfil stupid whims and fancies.

The best thing to do (if you REALLY want to OWN an RD) is to buy one in a beaten down condition with the engine running and clear papers. Yes, clear papers! Else, boy, are you gonna be in trouble! You may even forge papers, but you don’t know the history of that bike! God knows which jackass got her into trouble and bailed. So go for one with clear papers and a running engine. Then approach a mechanic whom you’ve known for some time, who’s less talk and more action, and get ready to have the time of your life. Depending on the diagnosis, your RD will need:

1.      A New Ignition Kit – Lots of folks go for RDD (Ron Chinoy’s kit), or the Raju brothers Racing kit, or a CDi with TVS Scooty Pep ignition coils, or others. The 1^st 2 work okay for a while, after which compatibility with modern and classics starts to wane and it shows on the performance of your bike. The best option is to pick a Points or Kiran Bhide TCi kit, both of which are highly compatible for with RD350 (Hell, they’ve been made for the RD). The ignition kit will also need an alternator, a magnet, a mounting plate and a cam. The Kiran Bhide kit can be sourced from Bangalore (you just have to look it up on the web). For Mumbaikars, the rest of the parts (points, plate, cam, magnet, etc.) can be bought at Suraj Auto at Grant Road, opposite the famous Ram Auto Parts.

Yamaha RD Points ignition kit

The History of The Yamaha RD350

It may have had a mere 35 bhp, an air – cooled 350 cc parallel twin engine, and a top speed of 160 kmph; but it still is a bike that leaves enthusiasts swearing by its name!

Yamaha launched the RD350 (RD stands for Race Developed) in 1974 with the 350A model. They mated a parallel twin, 350 cc 2 – stroke engine to a 6 – speed transmission, all packaged into an awesome chassis. This chassis was developed from their experience in motorcycle racing, something Yamaha was a part of since 1951.

The Legendary Yamaha RD350 ad.

The RD350 had a top whack of ONLY 100 mph (160 kmph), but it was the way it got there that left riders speechless. Shift into 1^st gear, open the throttle and be off! The RD would throw back the rider and wrench his gut right until she reached her top end. The world would turn into a blur! That unmistakable exhaust note warned everyone around that the RD was on its way and would splatter mud into the face of even the fastest 750. 100 mph was reached in a matter of mere seconds when the rest of the bikes would still be entering their power band. The bike wanted to wheelie in the 1^st, 2^nd & 3^rd gears and it took a professional hand to be able to tame that wild beast (not that anyone wanted to tame her; ‘handle’ is a more apt word). The sheer manner in which she reached top speed and left others in her smoke was a journey in itself. That journey left riders grinning from ear to ear (or in my case, screaming inside the helmet with blood pounding between my ears).

My Yamaha RD 350's Restoration... An Impossible Task... Or Was It?

It all started with the desire to own a new bike. I was going to receive a substantial amount of money as an incentive from my company, and I had zeroed down buying the Hero Honda Karizma to replace my aging TVS Fiero F2 for a thrilling ride. As the time to receive the money drew near, I started looking for a showroom to buy the bike from.

And then it happened... My friend allowed me to spend 5 minutes with the all famous Yamaha RD 350 – the bike I had heard so much about! But I never really had the chance to experience what the ‘fuss’ was all about. I don’t think I need to rave and rant about the exhilarating experience I had – we all remember our first ever RD ride, don’t we! The intoxicating drone of the twin exhausts, the backward thrust felt when I accelerated (mind you, I was literally nursing the RD around; I was nervous and didn’t know what to expect), the respect given by people playing cricket on the road when I approached by voluntarily giving way, the concern evident on the owner’s face when I returned after a good 5 minutes; all were a part of the awesome experience. That was the moment I knew I had to have one.

The hunt for an RD which was not in pristine condition started in January 2007. I did not want to own a spanking machine right from the outset since I had seen many RD owners simply waste the machine away because of the so called ‘troubles’ they suffer at her hands. ‘Troubles’ are only faced if one does not treat her like a high – maintenance mistress and regularly give her what she needs. And one of the most enjoyable parts of having a mistress is the period of courtship; or so I am told. That is why I decided to lay my hands on an RD which needed some work to be done on it along with demanding me to roam around looking for good quality parts which would make their way onto the bike. RDs had started costing anywhere between a good 30,000 – 45,000 rupees and sellers were attributing it to the DHOOM phenomenon. I was prepared to wait it out and ensure I lay my hands on one which would cost below 25k.

Finally, in April 2007, I found her. The RD was not in the best of conditions (quite appalling, actually) and had been standing still for above 5 months. However, 3 kicks and she lazily came to life. My friend who accompanied me is an expert on RDs and told me the bike did not respond the way an RD should under heavy acceleration. However, RD prices were soaring at almost twice the inflation index and I was beginning to get concerned. The owner settled at a figure of 20,000 bucks and encouraged me to get work done on it; of course he would, he had still not gotten the papers transferred onto his name. I still followed my instinct and went through with the deal. I now owned the bike; all I needed to do was to ensure she would end up in the condition she deserved to be in.