The Cafe with the Seeley-ish frame is announced for late 2012 in the US. As it'll share the power plant with the Bullets there will be a factory tuning of some kind. So wouldn't it be smarter to wait some time to see if the improvements can be retrofit? Best regards
@Ace.Cafe:Are you going to do a dyno test on the G5 before and after your upgrade to see the change in its power, torque and possibly top speed ?
Hey ACE,Why the V-Twin as opposed to a parallel twin?Jason
For what it's worth, my money [and I could be wrong] would be on a parallell twin. Reason being, this [should] be a 'clean sheet' design and the big twins of yestertyear were parallell jobs. If they take this route, I would like to see a 180 degree 800 cc or so c traditional twin. The 'Iron Barrel' has gone, as far as the factory is concearned, despite them being a major part of my bread and butter. Time to move on, for what comes off the line, but the 'Classic' jobs will still provide lots of scope for the home tuner and stock machine riders alike. Harley and Ducati mass produce v twins for those who want them, already [among others], let's see what comes out of the factory doors next. B.W.
That does look a neat set of cases, Ace. One thing occurs to me, looking at the blanks, has anyone considered that if they were machined differently [as required] that they could be a platform for doubling up other types of top ends, ie, a basic bottom end with crank could be offered with more than one pattern of stud holes, small end bush size, etc to accept perhaps a pair of BSA top ends, for example? Another top end that caught my eye as a 'maybe' for grafting onto a Bullet engine is the 850  Moto Guzzi. Anniket might sell many more sets of cases, if they could be adapted for certain non R.E. top ens as well. Just a thought. B.W.
Just a couple of thoughts: I think the factory already announced that their twin was going to be parallel like a Meteor no? Anikets project is his own thing for those who want a v twin . (And their are V twins in Enfield history so why not) Regarding the Cafe Racer to be released, I believe they are introducing it with a parallel cradle type steel frame as opposed to the single downtube of the Bullet. Which led me to wonder.: With no enclosing frame to surround it, how does the UCE engine , as a stressed member, contribute to lateral / axial flexing frame stability? And would pumping more power through it, either with a "Juiced UCE" (sorry ACE , I had to get it in somewhere) or Anikets v twin lead to any concerns with the frames torsional stability? I picture some sort of stiffening braces going from the engine case sides up to the sides of the steering headstock (A frame) as a stiffener to complete a "box" around the engine right from the headstock to the rear swing arm attachment and thus capitalize on the stressed member engines rigidity in two planes. . From what I can see now, there are two points of attachement at the rear but only one at the from (single down tube) which must lead to the potential for some twisting. Frame technology seems to be a large part of design in performance machines. Am I totally off base here? (I often am) Nigel