So far, Thunderbird ownership has involved a simple set of rituals: Buy one, source aftermarket alloys for it, add auxiliary lamps and a prayer flag, and you’re good to go. Now, Royal Enfield has decided to save you the trouble of a trip down aftermarket lane. Meet the Thunderbird 500X — a refreshed, urban-focused take on RE’s popular wannabe cruiser.
The 500X is powered by the same 499cc motor as the Thunderbird 500, which produces 27.2hp and 41.3Nm, and the engine is mated to the same five-speed gearbox. What RE has attempted to achieve with the X is a contemporary-looking cruiser that suits the urban palate. The X wasn’t destined for layers of chrome; and with the blacked-out cycle parts came the possibility of alloy wheels — so RE shod it with one at either end (that should suffice, right?) with the a 19/18-inch (front/rear) combination.
What you notice first
It’s the paint job. RE has kept it bright and simple, although it has clearly drawn inspiration from the Triumph Street Twin. You can choose from between two colours for the fuel tank: orange and blue. Everything else is gloss or matte black. I think it looks neater, more modern, and certainly fits the role of an urban motorcycle better than the conventional Thunderbird. Also, while I’m not a fan of alloys on retro motorcycles, the ones on the X do the job, and look better than the inevitable aftermarket alloys that find their way on most Thunderbirds.
The headlight lens now gets a darker surround, to provide a stronger contrast to the projector light and DRL. The headlight dome, itself, is now a matte-black unit, and gets a cool three-point bracket that’s neatly finished — you know where to look, if you have a motorcycle project to complete. The fork is blacked out, too, although rubber bellows on the fork legs would accentuate the all-black effect RE has tried to achieve with the Thunderbird X range. The new handlebars are a simple, upright unit (the ape hangers are exclusive to the regular Thunderbird).
Also new is a one-piece seat, which looks aesthetic and well-finished. A nice detail on the seat is the stitching, matched to the colour of the fuel tank. There isn’t a back-rest/sissy bar any more, which means the bike’s posterior ends in a tail-light unit (same as on the Thunderbird but with a matte-black shroud, instead of chrome) mounted on a slightly-shortened rear fender. The grab-rails have been neatly tucked in under the pillion seat and go with the minimalist theme.
Then the ride
Since it is mechanically and dimensionally identical, there isn’t a difference to the 500X’s mannerisms, as such. It remains a motorcycle with an enjoyable ride quality, and even the worst of Mumbai’s roads didn’t affect its composure or plushness. I did expect RE’s newest investment — those alloy wheels — to finally introduce a 17-inch size into the range, but sticking to a 19/18-inch wheel combination (with tubeless tyres) still works well.
Smaller wheels would definitely make it more flickable in the city — where RE believes the X belongs. Also new are the tubeless MRF tyres — 90/90-19 (front), 120/80-18 (rear) — which offer decent grip. They aren’t the most confidence-inspiring units on urban surfaces, especially under hard braking. The 500X does get a disc at either end (280mm at the front, 240mm at the rear) though ABS will make a début only in 2019.
Getting around
The engine has a muffled thump to it, and you will enjoy its mild pulse at low revs. At revs higher than 3,500 rpm, however, the pulse turns into a vibration (at the handlebar and pegs), and that could have been ironed out to gel with the X’s slicker appearance. The gearshift offers needless travel — a tighter unit with a pronounced mechanical feel would be better. This got uncomfortable, at times, owing to the feet-forward stance.
The handlebar certainly makes the Thunderbird easy to manage in the city, although a slight adjustment (tilting it closer to the rider) will perhaps make it even more comfortable than it presently is. There are different-looking bar-end weights on the X, as opposed to the regular Thunderbird, but I doubt it makes even a fraction of a difference.
Should you get it?
The Thunderbird X looks fun and stylish, and certainly will appeal to those looking at an everyday motorcycle with an attitude (if not outright character, like the older generation of Royal Enfields). The motorcycle has always been a decent highway companion (not the least due to its 20-litre fuel tank) and the X is no exception. However, the lack of a backrest and the curvature of the rear-end of the seat means it’s uncomfortable for pillions.
- PRICE ₹1.98 lakh
- No of Cylinders 1
- Cubic Capacity (cc) 499cc
- Cooling System Air-cooled
- Fuel Delivery System Electronic
- Max Power (hp @ rpm) 27.2hp at 5250rpm
- Max Torque (nm @ rpm) 41.3Nm at 4000rpm
The grab-rails, too, aren’t the most ergonomic units, and could have either been more generous or positioned better. Royal Enfield is in the process of designing a backrest for the bike right now. Until that materialises, pillions will have a hard time hanging on. RE is, in fact, also considering a small fly-screen for the X range. While that won’t come with any aerodynamic gains, it should make for a prettier front-end than what you have now.
At ₹1.98 lakh (ex-showroom, Mumbai), the new Thunderbird is ₹7,000-8,000 more expensive than the regular model, which is a fair increment, given that you get factory-fitted alloys and tubeless tyres, as well. Only the prayer flags have been left to you, but a ride to Leh should sort that out.
