Royal Enfield Classic 500 EFI put to the test

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Royal Enfield Classic 500 EFI put to the test
www.bilski-fotografie.de

Royal Enfield Classic 500 EFI put to the test

Royal Enfield Classic 500 EFI put to the test

Royal Enfield Classic 500 EFI put to the test

Royal Enfield Classic 500 EFI put to the test

16 pictures

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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If it weren’t for the disc brake, the Enfield would immediately pass as an oldie at every classic event.

Royal Enfield Classic 500 EFI put to the test
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Plain, simple, analog: the cockpit. In the sun, you can hardly see that there are several indicator lights here. They only reveal themselves in the dark.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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What looks like hippopotamus eyes are marker lights. So the ancient forerunners of the currently hip daytime running lights.

Royal Enfield Classic 500 EFI put to the test
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The electrics are nicely tidy.

Royal Enfield Classic 500 EFI put to the test
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There are even tire levers in the tool kit.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

Royal Enfield Classic 500 EFI put to the test
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The Kickstarter is one of the last of its kind. Let’s enjoy the sight and give it a kick every now and then.

Royal Enfield Classic 500 EFI put to the test
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Royal Enfield Classic 500 EFI put to the test.

motorcycles

Royal Enfield Classic 500 EFI put to the test

Royal Enfield Classic 500 EFI put to the test
The eternal tremor

At a time when everything has to be faster, higher, further, better, cheaper, cooler or in any other way superlativistic, the Royal Enfield Classic 500 EFI can easily keep up: It is probably the longest largely unchanged motorcycle of all time.

Stefan luck

06/23/2016

This empty phrase “all times”, which has been indispensable in advertising for a number of years, could refer to the Royal Enfield Classic 500 EFI fit once. The future is included here, but who knows what tomorrow will be? Or the day after tomorrow? With Enfield, on the other hand, it is perfectly legitimate to simply continue the line of the past. After all, the good piece has been produced largely unchanged in India since the 1950s. Changes such as the newly developed, but still old-looking engine introduced in 2008, including modern, Euro 3-compatible fuel injection, can be considered a facelift. So there is still no need to worry about the future of the Indian woman, because somehow it will work with the Euro 4 standard, which will apply from 2017, keyword ABS.

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Royal Enfield Classic 500 EFI put to the test

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The eternal tremor

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The writer of these lines depicted in the driving photos also has little worries. Because before the high-visibility vests group gets upset about its equipment, the following should be noted: the helmet at least meets the DWYMLT (don’t worry, you minimum live twice) standard that is valid in India. The rest, with the exception of the flip-flops that were unfortunately messed up on the way to the photo shoot, is quite authentic and widespread protective or better driving clothing in the home of the royal family.

Royal Enfield Classic 500 EFI in Squadron Blue

Incidentally, the situation with the Royal Enfield Classic 500 EFI is similar to that with the Citroën duck: When asked if he was not worried about the duck’s already poor safety at the time, the owner replied: No problem, the duck was so slowly that when the accident happens, she is not even at the scene of the accident. This can also be attested to the Enfield. The inclined reader begins to suspect: Enfield driving evidently changes perception. Yes it does!

The test bike is in the color Squadron Blue, which, according to the importer, is a color that the air forces around the world like to use, which is why it goes well with the motorcycle. Ah yes! In spite of this crude logic, the Royal Enfield Classic 500 EFI is actually extremely good at this silk-matt color, and it may radiate a lot, aggressiveness or even combative behavior is definitely not one of them. Because one thing is missing from the Indian exiled Briton: the possibility of clearing up unclear traffic situations with a brief burst of gas or leaving them behind. But let’s start from the beginning.

Seven locks on the Royal Enfield!

Even the first haptic test makes it clear that not only the look and the proportions are old school, but also the materials. Wherever you knock, it tinkles. The only exception: the turn signals and the cover of the tiny compartment on the right-hand side. The Royal Enfield Classic 500 EFI is a real lady of the castle, she has seven of them. There is one lock each for ignition, steering and refueling. Sure! There is also the said fan on the right and the air filter. The left side cannot and does not want to stand back: Both the electrical / tool compartment combination and the battery cover are protected against unauthorized access. Thanks to Shiva, the goddess of bliss, the same key fits everywhere. Each lock only goes its own way if it is hooked.


Royal Enfield Classic 500 EFI put to the test


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Plain, simple, analog: the cockpit.

Now it’s time to finally take a seat on the single-seat swing saddle. The handlebars are low and far back, the rigid (!) Footrests are far in front. This results in an idiosyncratic ergonomics, which is reinforced by the legs spread wide by the bulbous tank. The folding of the side stand is not made easier by the aforementioned rigid catch, but before that there is no ignition current. Despite the injection, it can be a little choke in the morning if the long-stroke single is to start work. And then it begins, the journey through time with the Royal Enfield Classic 500 EFI.

The long stroke (90 mm), which is blessed with plenty of flywheel, falls into a stable and extremely low idle speed after a short time. You think you can count every single ignition. Quickly pulled the smooth clutch, looked for the first in the less precise and long-distance operating five-speed gearbox, found it and engaged it and off to it. And if you didn’t know better, but you are sitting on it, you would think you were on one of the many old tractors with which the part-time farmers go about their business in the rural area. Because although the Royal Enfield Classic 500 EFI is undoubtedly a gasoline engine, the sonorous but beautifully muffled background noise sounds a lot like Lanz, Allgaier, Fendt or the like. This cozy, energetic and above all calming buck, buck, buck, buck, buck, with which the new oldie works its way through the narrow speed range, it ranges from just over 1000 to just over 3500 revolutions, exudes the feeling that when driving he can achieve any goal in the world. Sometime.

Rattling comfortably with speedometer 70, 80

And everyone has seen, or even experienced, what happens when the old tractors mentioned, what happens when they start off or after the usually long shift pauses. When the high, rotating (momentum) mass is released onto the rest of the vehicle via the engaging clutch: The tractor makes a leap forward so that a passenger traveling unprepared on the fender can find himself next to or behind the agricultural machine. The Royal Enfield Classic 500 EFI can do something similar, albeit in a milder form. The front end of the saddle is not connected to the frame directly, but rather via a lever. When you accelerate and shift your weight with it, the saddle rotates a few degrees in its suspension. The lever, in turn, ensures that the entire saddle tilts backwards, which is why the rider gets the feeling that the bike is leading away from under him. The smooth cover of the bench contributes to this.

But after a short time you get used to it and have fun with it. Horse and rider feel most comfortable on the smallest possible streets, where you can comfortably rattle along with speedometer 70, 80 and enjoy your life. Above that, the vibrations increase more than the speed, so let’s leave it. You can see that the fork springs and dampens much too softly, but it doesn’t matter. Just as little as the chassis, where you do not introduce any interference impulses via the handlebars, because otherwise the whole thing will rock up terribly. Moving comfortably, the Enfield is satisfied with three liters. Even if it is seldom necessary, at least outside of town, the Royal Enfield Classic 500 EFI can also brake, the front disc even shows something like bite, while the rear drum works more digitally. May the Enfield go on forever.

MOTORCYCLE conclusion

A bike like the Royal Enfield Classic 500 EFI should not be missing in any well-stocked garage. So as a device for earthing and to show that if the journey is the goal, you have always already reached it, so there is no need to rush. In order to get along with it as the only vehicle under today’s conditions, however, it requires a fair amount of long-suffering. 10 to 15 hp more would suit her well.

Technical data Royal Enfield Classic 500 EFI

engine: Air-cooled single-cylinder four-stroke engine, an underlying, chain-driven camshaft, two valves, bumpers, rocker arms, wet sump lubrication, injection, battery 12 V / 14 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, chain, bore x stroke: 84.0 x 90.0 mm, displacement: 499 cm³, compression ratio: 8.5: 1, rated power: 20.3 kW (28 hp) at 5250 rpm, max. Torque: 41 Nm at 4000 rpm.

landing gear: Single-loop frame made of steel, telescopic fork, Ø 35 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, front disc brake, Ø 280 mm, double-piston floating caliper, rear drum brake, Ø 153 mm, spoked wheels with steel rims: 1.85 x 19; 2.50 x 18, tires: 90 / 90-19; 110 / 80-18, tires tested: Avon Roadrider

Dimensions + weights: wheelbase 1370 mm, steering head angle 63.0 degrees, caster 90 mm, suspension travel f / h 130/80 mm, seat height * 800 mm, weight with a full tank * 197 kg, payload * 168 kg, tank capacity 14.5 liters.

guarantee: two years

Service intervals all: 5000 km

To dye: Black, blue, green, gray

price without additional costs: 4999 euros

Prices and offers for real Royal Enfield classics


Royal Enfield Classic 500 EFI put to the test


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Classic from Royal Enfield in price comparison

In times when motorcycles are getting stronger, safer or simply more super-Slavic, it has become difficult to discover the type of bikes on the used market that have been doing their job for a long time – without any annual updates, such as cylinder head overhauls or chassis upgrades. But they do exist – Royal Enfield builds such timeless motorcycles, above all the Classic 500 EFI: Prices Royal Enfield Classic Germany

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