Data trecut v-am adus in atentie o masinarie atat de potrivita cu vremurile noastre incat pare normala pentru 2011.

Ducati Dievel ne-a dat pe spate cu tehnologia sa si aspectul modern dat de insertiile de carbon si alte detalii. However, today's review is most definitely not that kind of bike. In fact, you might say it's diametrically opposed to either of the aforementioned pavement pounders. The subject of this test is the brandnew-for-2010 Royal Enfield G5 Classic, and the question that was on our minds when we first laid our eyes and sweaty palms on the machine was this: Is it possible that a classically styled, lowhorsepower, single-cylinder motorcycle that traces its heritage way back to the 1950s can be as fun to ride as a much more powerful, fully modern and well-equipped model? Read on, friends.

In a word, Yes. And... no. Confused? Perhaps all will become clear in a few moments. First, let's take our usual walkaround. What we have here is a rather unique specimen in the motorcycling world. With its tall, spindly front and rear spoked wheels, long and thin pleated saddle and single large round headlight, there is simply no mistaking the Royal Enfield for anything but a retro motorcycle design. Only it isn't a retro motorcycle design. To be retro, a machine needs to purposely mimic classic designs from the past, and the 2010 Royal Enfield G5 Classic is doing no such thing. In fact, the entire Royal Enfield lineup, which also includes a G5 Deluxe with a more healthy spattering of chrome, can directly trace its roots all the way back to 1955, when the Indian military decided that the Enfield Bullet would be the perfect machine for use by its army and police units as a suitable method of transportation. Shortly thereafter, the original British manufacturer folded, closed up shop and sold all the rest of the tooling and the rights to the motorcycle design to the new manufacturer in India. From that date until 2009, very little changed – the 350 and 500cc air-cooled, single-cylinder Royal Enfield Bullet enjoyed a run of continuous production in India from 1955 all the way until just last year. In case you were wondering, that earned the Bullet the distinction of the longest production run in the history of motorcycles. Impressive, no? All of that changes rather drastically for 2010. Now we have an entirely new unit-constructed engine and five-speed gearbox. The reason for the change? Emissions. Put simply, it was impossible for the Indian motorcycle manufacturer to meet today's strict emissions regulations with a powerplant that can trace its origins back to World War II. With so much history at stake, though, it wouldn't be prudent for Enfield to just drop all of the connections it had to the past. So the 2010 revision brings more of the same, with a twist: the G5 still sports an air-cooled, single-cylinder engine that displaces 500cc, but in a nod towards modernity, the new engine is now fuel injected and computer controlled. A closer inspection reveals that the 2010 powerplant shares virtually nothing at all with the previous unit, save for its basic appearance and dimensions. That, friends, is a very good thing. Though there's a rather large contingent of Royal Enfield enthusiasts who surely died a little inside with the introduction of the new fuel-injected powerplant, the rest of us get to enjoy the beauty of reliability wrapped up in a package that is nothing if not distinctive. And it attracts oodles of attention out on the road. So, what's it like to ride the 2010 Royal Enfield G5? Put simply, it's rather uneventful. And we mean that in the best way possible. Though the previous Bullet had made great strides in quality over the past decade, there was still a constant fear that you were pushing the machine just a bit too far past its inherent limitations while doing nothing more than trying to keep up with the frenetic pace of today's traffic. Now, with the new powerplant, you can wring the little neck of the single, overworked cylinder without fear of an impending seizure. Which is a good thing, 'cause it's a darn near necessity to push the Enfield harder than almost any other motorcycle in America if you truly desire to ride at the current stride of life. We'll put it this way: The terminal velocity of the 2010 Royal Enfield G5 Classic, with our 200 pounds of mass riding atop, of course, is 81 miles per hour. The needle may have swung just a tad bit further to the right with the occasional downhill grade or a swift kick of the wind at our backs, but you certainly shouldn't count on that. The good news, though, is that we found the Enfield surprisingly at peace with that top speed limitation. Sure, the steering is a tad twitchy and overly light, but the engine didn't seem to sweat such merciless pounding in the slightest bit, and the front disc and rear drum brakes weren't

Tail lamp 21/5W Ignition Electronic Transmission 5-Speed gearbox with left side gear shift Suspension Gas-filled shock absorbers Brakes. 41. In the two weeks we spent with the G5. OHV Cubic Capacity 499 cc Engine Output/Torque 27. Compression sits at 8.50 x 19in Dimension . deserve to be enjoyed at a slower pace. if you plan on riding for long distances on the freeway with the throttle planted firmly on the stop. Air Cooled.L x W x B 50in x 32in x 42in Wheel Base 54 inches . everything falls into line – the deft handling could be described as flickable. and planting one one in your garage is likely to lead to more of a relationship with the motorcycle than actual ownership.5:1 ratio.Rear 152mm Drum brake Tires . Slow.5 BHP. It has a reason for being. it's simply not possible to compare the Royal Enfield G5 Classic with a motorcycle from today that was designed to excite the senses with every twist of the wrist. Again.. the G5 Classic. 4-Stroke.5:1 – much higher than the previous engine's 5. The manufacturer claims about 27 horsepower and 30 pound-feet of torque from the engine. poring over the spec sheet is completely useless with the Royal Enfield. slowing things down a couple of notches actually made the bike seem faster and more robust. And you actually have a desire to ride the Enfield within its limits. Spark Ignition. Or choose another bike. Yes. Down. but completely acceptable.Front 3. The old saying that it's more fun to ride a slow bike fast than a fast bike slow may never be more apt than with the 2010-and-newer Enfield.25 x 19in Tires .2 inches. we seemingly learned what the bike likes and we were more than happy to oblige by altering our riding style appropriately. you're missing the point entirely. And. That said.. something completely different isn't necessarily such a bad thing after all. and we suspect also the C5 and Military models. and the braking performance is admirable. As it turns out. When ridden at 7/10s. That was intentional.Front 280mm Disc brake Brakes. You see. While it's good to know that the machine isn't a ticking time bomb at freeway speeds. Perhaps you've noticed that we've neglected to give any real specifications for the Enfield. not because it can't push its boundaries. They really really don't matter.Rear 3. Paradoxically. The Enfield feels very mechanical. surprisingly enough. a more leisurely route will allow you to pick up on the finer points of riding a motorcycle that you may have forgotten all about with the impressive level of sophistication found in today's machinery. but if you insist. Listening to the beat of the single lung directly below becomes soothing and the vibration you feel through the footpegs becomes little more than a reminder that you are riding a motorcycle. Engine Single Cylinder. Headlamp 60/55W. Rake is 27 degrees and trail is very short at 3. though. the acceleration is relaxed. it's all the better for it. but rather because it is simply better not to.3 Nm @ 4000 rpm Fuel System Electronic Fuel Injection (EFI) Electrical 12V System.fazed when tasked with bringing the speeding Bullet to a halt from its maximum velocity. which surely helps with the ultimate power output. and that's the figure that most obviously accounts for its light handling at midlevel speeds. A real motorcycle. which employs a 90-millimeter stroke coupled with an 84-millimeter bore.

Ground Clearance 5.5 inches Weight (Wet) 412 lbs .

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