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Originally Posted by naturaldisaster
(Post 4308821)
Point about production costs noted. My fear is that they are making a common product for all markets. Let me explain: Then we have common bike in all markets but the reliability in India is again :Frustrati |
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Originally Posted by Rob UK
(Post 4307129)
I haven't seen much detail of the Enfield design, so I do not know where the plug is, but I suppose it would be possible to put the plug at an offset by placing it between the smaller pair of valves (exhaust side). Even if that is the solution - why does it matter? How much difference do you believe it will make? A Ducati 1299 has a central plug, but also has a 116mm bore and revs to peak power of 205bhp at 11,500rpm. If there is enough time for the ignition flash to travel nearly 60mm to the edges of the combustion chamber on that bike at 11,500rpm, just how much difference do you think offsetting the plug in a much smaller lower revving cylinder would make? I suspect the answer is "tiny". However, the benefits of SOHC - ability to push the engine forward in the frame to increase front wheel loading, the reduction in weight, improved weight distribution top to bottom and reduced production costs are much more likely to be tangible? Harris Performance who Enfield bought out for R&D are not novices - they have built race engines for Yamaha and run the factory Suzuki World Superbike team. When a foreign company is good enough for 2 of the Japanese "big 4" to contract work out to them, then I am inclined to suspect they know what they are doing, but time will tell - I just want to ride one :) |
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Originally Posted by Sutripta
(Post 4309487)
Logging in after a week, so discussion might have lost topicality. Also I'm not in the habit of posting frequently, or making long posts. This post is likely to be long, but disjointed. But I think you'll get what I'm saying. (Agreement is entirely optional!) Puzzled because the specific power that this engine delivers can easily be achieved with a 2 valve design. (I guess more a result of it being aircooled than anything else. Note - this is not a critisism/ comment on the power output). So once again my question - why a (costly) 4 valve design, and then not take advantage of one of its most important (in the modern world) attributes? Central spark plugs and power - almost no difference. (But nowhere was I talking about DOHC giving more power). But check out when DOHC/ 4V architecture started becoming popular. Despite a sizeable cost increase. (As you know, in the volume car market, every penny matters). Power/ specific power/ specific fuel consumption/ rev range/ torque curve/ cost etc one is competing with ones rivals in the marketplace. Emissions - that is statutory. And binary. (Just ask VW). I believe Ducati was fooling around with twin plugs. Wonder why? Maybe their 'copyrighted' desmo has something to do with this line of thinking. He who pays the piper ... In this case Harris is certainly not independent. Who knows what RE's design brief to Harris was. (Mahindra owns Pininfarina. Just look at Mahindra's designs. (Admittedly nowhere is it mentioned that P'Farina had anything to do with those designs)). You base your opinion on faith in Harris. I on my 'faith' in RE! RE seems to think mass is a friend. I don't think mass reduction/ centralisation figure in RE product matrix. But lets see how it pans out. Incidentally I was thinking of the brilliance of the original Bullet design - twin cam, with mass low down in the block! (Wonder who got it first. Have to look up when Riley designed their engine.) Regards Sutripta |
| By when we can expect to see the Interceptor 650 and the Continental GT 650 on the Indian roads? India launch will be in the summer of 2018. As far as the requirements in India are concerned, we have 750 dealers and every dealer requires a few display motorcycles, a few test ride motorcycles. For this initial requirement before we start selling the bikes, we need over 5,000 units. We expect quite a bit of time to ramp up the production and we want to do it slowly and step-by-step. So, the first few batches of the bikes -- which is below 4,000-5,000 units -- we will send to the UK and Europe. |
| You've said that the gap between these new 650cc bikes will be similar to what's between a 150cc and your 350cc motorcycles. So can we expect a price bracket of Rs 3-3.5 lakh? Not exactly. What we mean is the same step up. I can't give you the numbers but it's one step up, it's not two or three steps up |
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Originally Posted by Rob UK
(Post 4309545)
Who is to say whether 650cc / 47bhp is to remain the capacity and output? It is almost certainly de-tuned to this level with a combination of cams and fuelling. |
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Originally Posted by Sutripta
(Post 4310039)
Sure. Relevant to what we were discussing? Regards Sutripta |
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Originally Posted by bik1906
(Post 4313226)
the first thing I see is these giant welding blobs on the bike stand, like the RE logo plate on the stand was welded in as a last minute afterthought. :Frustrati |
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Originally Posted by dkaile
(Post 4313504)
Supposedly coming in at 3.25L |
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Originally Posted by dkaile
(Post 4313504)
Supposedly coming in at 3.25L Cheers... |
| Supposedly coming in at 3.25L |
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