If retro is not more than iterative fashion, and vintage - just another hypostasis, the old school - like, seriously.
Royal Enfield 500 Classic: modern development in the undercarriage of the Chassis chassis. At least in the big motorcycle industry. And not only because it includes in addition to the "soft" style requiring long-term investments of technology, but also because the current demand for precision and not very mechanics is an inevitable side effect of progress in general and of gadjomania in particular. The better (more easily, easier, faster ...) modern motorcycles are becoming, the more so the flow of the dash of the rougher to their side. And the reason for that legion. Let' s start with the technical: improving the weight value is done not only by improving the design methods, but also cutting "meat" to the detriment of the resource and survivability. And new production technologies are often in contradiction (sometimes intentionally) with maintenance and repair technologies. The term "Scheduled Ageing" was not born yesterday, but it was in recent years that it was floury in the last few years, with the introduction of crooked rogaster novels to send a motorcycle to a landfill as soon as possible. But the main reason for such a friendly voice is: "Down with the dog!" is a subjective, in the name of "Noas-not-something-a-a-dovech." And if in the choir of the choir, mostly those who are guided by the collective unconscious, then the chorus is the most expert part of the motor society. Those whose emergence as motorcyclists passed in the roaring '80s and the' 90s. As experienced drivers and good mechanics, they consider the secondary "friendliness to the driver", and often the objective improvement of the TDH. At the same time, the squeamish way of seeing the soft jolted bearings in the pendulum instead of the eternal spherical support, heard the sound of the GRM-chain, the sound of a GRM-chain, and a dull cracking of the jagged neck (the spinoff), the dry-chain, and the dull crackling of the iron-iron. And finally, the last one on the list, but not of significance! is the reason for the foldcheekula: the allergic reaction to the hay-tech. The loitosm (in the broad interpretation of it) has long been the movement of escapism, the escape of escapism. And what goes on in the "real world"-you can see even those who threw the TV in the window. The word "innovation" will be used at every corner (roughly as "acceleration" and "perestroika"), in the smokers and behind the coworkers, sucking the merits of the new version of the "tablet", in the car control controllers is confused by Steve Jobs, and "valuable plastics" have been written even in the luxury limousines. Well, it's not like I'm gonna tweet a polished aluminum, a two-valve "blowout", and a gun backstage (I'll show you the "selector"!) KP? At the same time, I don't want to get "in the load" the dead brakes, the work of the suspension and the rubber paradise-but the injector, why not, and on the balance shaft, it is better to close the eyes (and to say thank you to the designers-the spinal cord has long been running sand!). And now, the above mentioned factors, and we'll see that the demand for the doodle is really ... no more than a kind of gadjomania. It is about the nature of the passion of certain circles for the mechanical clock. But, as in the case of "ticking", demand for modest and severely limited capacity to pay. ("Newchekul", he is not only less technologically expensive, but also actually cheaper!) What else adds to the acquisition ims even more. And if we remember that the most active potential buyer of "non-staunats" is also the most solvent, we will get a much-lacquer piece for the thorny motor industry. "And all wrapped up ..." In India, Royal Enfield suddenly remembered the sketchings of the Austrian development engine, had urgently pushed it into the old chassis-the result of the Indians who had never sold so many motorcycles, and also for export. Harley got rid of the "Newskoky" directions (leaving only V-Rod' s firefighters) and went into the improvement of traditional products; Kawasaki gave the second life of the W-series; the Indian has revived. Even the "Ural" comatose, which had lapses in ancient craters by that time, showed a 60 percent increase in sales in the United States (another thing that "in absolute" these figures are sobbing, but nevertheless). And that's just the beginning. Honda threatens to launch sales of the SAS 1100 and outside Japan, in the nearest Yamaha plans for a two-cylinder XS650, and Ducati, understanding that it would be premature to withdraw from the Classic series conveyor in the face of a pseudo-random Scrambler. The British businessmen and businessmen's revival of Norton and Metisse will only take place in the next few years thanks to the cafe-raisers and scramblers. The interesting picture came from Piaggio Group. Recalling that the Moto Guzzi plant in Mandello itself is the most "oldscooter" (it was reminded by the workers who were on strike, supported by fans who disagreed with the transfer of production to the modern platform), the bosses decided to invest in the brand. And the test ball has increased the retrograde to a "small-caliber" 750-cubed platform, by then, almost disappeared from the production program. The result-the V7 family in (already) five variations-has been quite successful. It is only to develop the success that Italians did not decide that such models on the "full-size" chassis are too expensive, and they have stopped on a fundamentally different strategy: modern (even better avant-garde) design, brought to perfection of the technology of the 70-th-and relatively small-salmon (10,000-12,000 per year) production at the factories of the pre-war structure. And then they remembered Vespa. Having successfully developed the brand as a "stingy premium", the hot image of classic RX with a whole metal casing and a hand box was removed. And then (in the most crisis!) it was sad to watch her Indian license copies unravely split in Italy and Britain. The rigging was rigged, and the old rigging was chatting, so as not to cling to environmental indicators, a little bit of minor detail ... and resumed production. It's all right, but the price is ... If 10 years ago, the X-150 was positioned as the entry-level Vespa and was a good 50-year-level Vespa, it is now on the level with the modern Vespa LX150 (before the restyling called E4, which has cost more than RX percent by 30!). PX150 and us, like Indian LML Star 150 2T. The price is 190 and 110 thousand respectively ...As we can see, there are few approaches in the creation of stolls. The two main-resuscitation of the old model, by populating it with the pseudo-authentic appearance, or re-creating a former bestseller, but with the use of modern technology-the most common and ... deadlocks. And it's not even that the "' 70s" fashion show is going to be fast-all the more so that with the bikes of that era, they don't all have pleasant memories. The problem is rather that the number of potentially winning "prototypes" is, of course, and the end of this is closer than it seems. And so the new approach of Moto Guzzi is the least curious and deserves not just attention, but a careful expectation of new results. (The first is a new generation of California, with detailed redesigned, this time the 6-valve and 1400-cc engine, and conservative design-already shown in public. ) Also, according to unofficial sources, we are waiting for a direction, which can be conditionally called Neoldzykul: motorbikes developed "from a sheet", but on the basis of technologies and canons of design, 50 x. Moreover, the canons not only are not so many motorcycles. And in the birth of this new type, it seems quite a lot to believe. This is also the popularity of "alternative history", in particular, the stem and dysel punk, promising to attract the attention of younger buyers, and not (to) the necessity of the old technical solutions, and the main enemy of the current foldkula-future environmental norms. The latter can be overcome with the help of the upper debris, liquid cooling and the plucked heads (but what is that then, to the line, or to the introduction of the historically correct direct injection)-or introduction of the correct direct injection throwers. The same is true with tradeable qualities: these were recently introduced on the motorbikes of "bird cages", and in the aviation they were considered to be archaic by now, and the 50-s were the beacup. There are no problems with the style at all: Won, Yamaha on its cruisers has long been experimenting, albeit in a fragmented way, with the motives of the 30-x-generated car design in a remarkable way, which is an example of competitors. So the popularity of the wall will only grow, including those who, to this day, award the cruisers with obscene nicknames and never buy "Sibich" because of its similarity to Java. The Urals were fresh with a new trend. Only after a couple of years of evolution of the reindeer cheekbones would be out of the game irrevocedly and inevitably. Honda CB1100: The concept and design of the late ' 70s, with AutoCAD's help. By replacing the modern "obweight" with styling under the early 70s, Moto Guzzi gave the 30-year chassis a new life. Vespa PX: 2 beats, 4 transfers, 151 "cube", 9.5 forces-and 190,000 roubles. LML: 30 -x technologies, design of the '70s, licenses of the' 80s, modernization of zero. Moto Guzzi California 1400 is the first result of a "new course". So far, very modest. A transition model?Conceptual Moto Guzzi V12-prototype, scout or slender trolling?H-D Sportster 48 is another drop from the old lemon in an attempt to rejuvenate the buyer's contingent.