Royal Enfield Desert Storm 500/Classic Chrome 500 in ICB’s comprehensive…

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Royal Enfield Bullet 500 Classic AVL

Royal Enfield Desert 500/Classic Chrome 500 in ICB’s road test and review!

by Jay on January 27, 2012 27 Comments

I myself somewhat of a Royal technology evangelist, more so I just sold my Machismo weeks ago after experiencing the for over a couple of years, varied terrains. Every day, we have a series of on IndianCarsBikes’ comments/Ask Experts asking for advice whether the new UCE Bullets are better than the iron or AVL engined ones and often that not, I myself directing the eager seekers to our comparison story, the Cast Iron, AVL and UCE engines .

Enfield Desert Storm 500

In a UCE engines are vastly better both CI and AVL engines, and no there are no two about that. But if you want to about my experience on a brand new Enfield Desert Storm 500 for to 1,000 kilometers in a no-holds-barred ICB road test, you must hit the

I got astride a brand new Royal Desert Storm 500, on a hot for November, Mumbai morning, 61 kilometers on the Desert Storm’s Before the odometer read 70 I was doing a heady 120 Kph on the Desert 500, throwing caution to the And no, I wasn’t stranded with a or struggling engine even close to 1000 kilometers of ham

  Would I have indulged in antics on a new cast iron or even say, an AVL engined Hell no, would be my straight But the confidence that the UCE engine a rider is something that a dyed-in-the-wool bulleteer as well as Enfield newbie would in.

That the Unit Construction designed by Engines Engineering of is the strongest part of the package, be an understatement.  This engine is is selling Royal Enfields by the with the ancient Royal factory struggling to meet the increasing demand, it is only that the UCE engine is the prime of this road test, as as the overall Desert Storm is. The high amount of vibrations a little disconcerting on the Desert that I was riding but with 61 kilometers on the odo, I attribute the to the fresh engine that some breaking in to settle

Royal Enfield Desert 500

As I clocked more and more the engine became noticeably although the vibes at idle noticeably higher than my or even say a cast iron While the UCE engine is definitely on the side, this is due to the high speed that the engine on, often close to 1,300 Lower that by two hundred rpm or so and have a much more engine.

Good friend of Overdrive, had ridden all the way from to Goa on a Classic Chrome 500 and I jumped to gauge why the Desert Storm I was felt vibey. Lijo’s Chrome 500 felt noticeably Two factors were responsible for

One: Lijo’s motorcycle had over 2000 kms. Lijo’s motorcycle still ran the bazooka muffler instead of the bottle muffler than my Storm featured.

The upswept while giving rise to vibes, especially at idle and the top of the rev also seems to liberate a or two, as I experienced with the quicker acceleration of the block and response during roll on Oh, so I was finally in Goa enjoying the winter er, there are only two weathers in warm and hot. In a warm Goa in the Desert Storm 500 felt at ease, with the narrow roads actually proving to be a to ride on.

I wouldn’t be this on say the Electra 350 or even the Thunderbird but the Desert Storm with its low delivered great handling the narrow Goan alleys.

Enfield Desert Storm 500

heavy to turn in, speeds of 60 give the Desert Storm 500 a and agility that its other will ind hard pressed to I encountered none of the high weave when I was ham fisting the Storm on the NH4 on my way to Pune, enroute

So, Royal Enfield has indeed on correcting the swing arm troubles the early Classic 500s prone to and the Desert Storm was steady at an indicated 135 Kph I achieved on a downhill section just the Khambatki Ghat on NH4, and the was rock steady with no weaving or instability of any sort. The in behavior may be attributed to the offset on the forks being done with and this seems to made a huge difference in speed handling.

That said, the Desert 500 feels best at speeds of Kph, when the thump a heady thrum, with still a few kph away from intrusive. Talking of top speed, the Storm is capable of a genuine 130 Kph as the speedo indicated 140-145 Kph on sections of flat out riding on the For such speeds though, it on 4th gear up to 120 Kph, close to the rev was the norm, before shifting to for the final burst of velocity.

I never been one to let go of an opportunity to through the twisties as straight simple bore me. Soon, I myself taking the detour to instead of heading straight the NH4 to Goa. On a weekday, Mahabaleshwar’s are just empty enough to get a peg and before that could the center stand of the Desert 500 used to kiss the ground.

Enfield Desert Storm 500

On the the experience of the Desert Storm 500 on the is something that is extremely as the Royal Enfield loves corners except the tightest Guess, this has something to do the motorcycle being designed in a that has more twisted than straight ones, and I am talking about the United Going up the Panchgani and Mahabaleshwar torque and oodles of it was what did the

Trust me you, if you want a that breezes past with an authoritative thump to rather than screaming its off, it is the Royal Enfield you should be looking at.

The availability of a car like torque band the rev range, made the Desert extremely enjoyable on the hills and is something that Ladakh must take note of. is the word that can sum up the way in which the Storm 500 clambered up inclines nary a sweat and this was indeed what came play when overtaking in the day.

Once I hit the monsoon ravaged down Mahabaleshwar leading to and the NH17, the Desert Storm build quality was sorely Rattles were never a throughout although the Desert somehow felt less built than the tank build quality exhibited by my LB500.

Royal Enfield Storm 500

Massive potholes all of them taken with no down, the Desert Storm’s fork gaiters began under hard braking, in a of the damage done after all hurtling across crater potholes. The suspension was a good between firm and pliant and was the perfect set up for touring.

This I got the feeling that my LB500 have held better in a situation although the Desert fork gaiters exhibiting could be a one off case. Other this issue, everything where it had it, remember we’re Bullets here, and that is a back handed compliment to Enfield having improved together its motorcycles. No rattles or sounds or groans even on the day I over the motorcycle to Royal after 1000 Kms of hard will be highly appreciated by the

Braking however needs improvement as the rear brake is useless for most cases of and is best used as a parking A disc brake set up at the rear be on the top of Royal Enfield’s to-do Often I found myself down the gears to stop in

Talking of which, the gearshift calls for positive shifting and is near to what can be termed as shifting. But, once you get the if it, false neutrals are few and far in between. The disc though highly is grabby and caution needs to be on dusty or wet surfaces as a handful of brake could easily up the front wheel.

Royal Desert Storm 500cc Cylinder UCE Engine

The MRF Zapper though are a vast improvement on the designs that other come with and provide grip on most surfaces and Throttle response was very and this can be majorly attributed to the injection that the Desert 500cc, long … cylinder engine features.

Jerking is a thing of the past the Desert Storm’s ample making progress in fifth at speeds as low as 45-50 Kph a feat without any knocking or engine The fuel economy that the Storm 500 returned after riding was around 27 Kmpl and cruising on the highways at 90-100 Kph the managed a very creditable 30 which for a 500cc air cooled is no mean feat.

So, a touring of 350 Kms is what the Desert Storm provide comfortably, with its 14 tank capacity. Riding on the highways is a very enjoyable as overtaking is a breeze with the single galloping to 100 Kph from Kph in no time.

This wide of torque will be particularly by folks on dual carriageway which still abound of the Indian roadscape, as the Desert 500cc engine torque makes overtaking heavy a veritable breeze, even on the sections as I found out on my sundown on the NH17. Quite frankly, engine needs to be experienced hand on highways to realize the capabilities of the torque wave you have all the way from idle to 120 kph which progress gets a wee

Royal Enfield Desert 500

Riding the Desert Storm on the at night with plenty of traffic to contend with, I was pleased with the illumination the low provided. The great headlamp was in me enjoying the ride at night. beam though, pointed at the tops thus proving of a passing light. However, should be sorted out with adjustment and hence can actually into a positive.

The mirrors showed more of blurs images once the speed hit 60 Kph. So, this is something you might need to love as a big single, especially a non counterbalanced will exhibit enough to make the mirrors blur out images at speed.

If you’re at the Desert Storm 500 as you’re predominantly for the city, we’d against it as the Desert Storm’s engine feels best along on the highway. This being an air cooled one, plenty of air to keep cool and the traffic crawls aren’t what the motor enjoys. the Desert Storm 500 would do as highway tourer where it feel at home both on the straights as well as the twisties.

Coming to the Desert Storm’s credentials, I strongly recommend you adjust the handlebar to a lower and change the seat to a spring-less as the springed unit tends to sag on distances, causing some to the back.

Royal Enfield Storm 500

Royal Enfield Bullet 500 Classic AVL

Folks who have the handlebar to a lower position and the to a springless unit have reported superb long comfort and this will be the first mod that you should do on Desert Storm/Classic/Classic Chrome Now, while that as a surprise to everyone who feel a Royal Enfield is a ready distance mile mumcher from the word go need to that the Classic’s ergonomics(and it this trait with the Storm and the Chrome), is more for short city rides long distance touring. to the reliability of the Desert Storm 1000 Kms of non stop ripping, I’m to share that the oil remained it needs to be, inside the engine.

The tappets meant that the performance remained consistent after hard riding. On the construction engines, such riding would’ve normally in the tappets getting loose. The Storm 500, thus can a fair share of abuse and perform well. This is a big positive for those who like to their Bullets hard and

On the whole, the engine will much lesser maintenance the older versions, which that you will spend time on the road than at our mechanic’s garage, like one of Enfield’s posters at the Rider aptly read, a bike on the is better than two in the garage.

Enfield Desert Storm 500

the chain tension remained while the engine got progressively with the kilometers logged. The starter managed to start the each time it was depressed, be it mornings or late afternoons. I’m all of this to indicate how reliable the Storm 500 was right from the go, across varied terrain smooth blacktop to some poor roads.

So, the Royal Enfield Desert especially its Unit Construction that runs on hydraulic is indeed a big leap for Royal and folks contemplating a motorcycle for the and winding highways might this very motorcycle if speeds of over 120 Kph and razor handling is not what they’re for.

Let’s now look at the the positives and the negatives of the Desert 500, most of which is applicable to the Classic 500 and the Classic 500.

* Gem of a 500cc UCE engine.

torque, and 42 Nm of it, is what talks on the road.

* Brisk acceleration. If is a muscle car equivalent of a motorcycle on roads barring the CBUs, should be it.

* Crisp throttle

* Good head turning and road presence. That into respect from vehicles on the highways, perhaps due to the lineage.

* Good handling.

* high speed stability.(I’ve included this to dispel on this issue)

* No jerkiness at any rev point by the engine.

* Superb by the stock headlamp, making riding at night a real

* Grabby front brake and rear brake.

* Inconsistent quality.

* Vibey with the bottle muffler.

* Handle-seat not great for long distance

* Mirrors show more of than images above 60

Royal Enfield Bullet 500 Classic AVL

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