No trouble at all.

Do let us know your impressions of the new machines.

Regards
D.E.D.

I was told categorically by Watsonian that the crankshaft assemblies were the same for the AVL and UCE engine. That they the UK importer got it wrong (again) does not really surprise me. They were absolutely no use to me whatsoever.

Dont get me wrong, I really love my little Enfield, but the Avl's do seem to suffer from poor quality control. I have no knowledge of the UCE bikes as if I had to go left foot shift I would buy either a new Bonnie or MG Breva. The AVL bike is the last bike made with right foot shift and after 50 years of right foot shift I dont want to change as my reactions in an emergency have always been right foot change even after five years using a BMW with Left foot change. I never really was at home with it. I was at ease with the Enfield almost immediately

It is odd the Hitcocks blame the soft conrod for bearing failures, Priceparts have found that nearly all bikes that fail early have case hardening flaking off the crankpin and do so at about the 8 to 11K miles range and have one or more of the following.
a 'go faster' kit fitted.
a bigger gearbox sprocket.
running too far advanced. (pink when pulling away) mine doinks instead of thumps pulling away like a diesel cement mixer. It may be the efi has a different ignition system that is not fixed at manufacture with some form of adjustment or compensation for ignition timing.

That clears thing up a bit I'd say

blues2 original query was about the UCE machines not modded and flogged AVL's as Priceparts reports.

Again, regretful that you've had such troubles with your AVL.
I do know the hart ache of such things.

If the opportunity arises to test ride a UCE, I advise it.
With the newer lump and the disc brakes they are quite a treat !

Mine left the factory running too far advanced. However these engines are suppose to be reliable at 44 Bhp, most of the kits are approved aftermarket ( most fitted by the Enfield importers themselves) get it up from 23hp to less than 30. This means the crank is only just up to the job. Some form of after sales service would have been good, quality control even better. They knew at the factory my crank was wrongly machined as the timing keyway was machined too shallowly so to get it out the door they fitted an undersized woodruff key. In all probability is also machined in the wrong place, but that could also be either the stator or rotor out of spec. The case hardening would not have shed from the crankpin had it been made properly. Those that are made properly seem to work well.
As luck would have it, the other problem I had on my trip across Europe was the disk brake failed When hot it would lock on and stay on until it cooled. This fault developed before I left France, but I learned to live with it across Italy, Austria, Czechoslovakia, Poland and Germany.

For my part, If I have to get a left foot gear change bike. It will be a twin, either a Triumph Bonnie or MG Breva. Although I prefer the even firing of the parallel twin, it is for me, too heavy and a bit too tall so the Breva ticks more boxes. One thing I did like about the BMW was the shaft drive.

Thanks for everybodies imput, I have now had a test ride on a new UCE Bullet. The bike rides well and seems quiet nippy for a Enfield. It would appear that these are as good as the old models. Now finding one for the right price maybe just a little bit harder.

Thanks
Blues2

Despite my comments, they are better designs than the old bikes, just from time to time ( too often) they have quality control issues which the UK importers often choose to ignore.

Glad to hear it.
I hope all goes well for you.

Regards,
D.E.D.

I have put about 250 miles on my UCE Enfield(C5) that I picked up the other week with 1300 miles since new.

Rides just like my old 500AJS from 20 years ago, my only complaint so far is the single saddle is too hard, hopefully it will 'break-in', the original owner was a young lady considerably lighter than I,so perhaps she had no problem.

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