 |
  |
Tuesday, November 22, 2011
Wednesday, November 9, 2011
The history of the Royal Enfield Bullet
Royal Enfield | India | Chadwick | Enfield Bullet for Sale Review |
The history of the Royal Enfield BulletBy Ian Chadwick, former (Royal) Enfield Bullet 500 rider,Collingwood, Ontario, Canada. Last updated: May 24, 2003  NOTE: This brief history is cobbled from different sources, so it is far from complete and may contain inaccuracies for which I apologize in advance. If you have other knowledge that can improve this page, or can recommend good source material to me, please send email at the address below. Thanks.The grandfather of the Bullet was first produced by Royal Enfield in 1931: a four-valve, single-cylinder was introduced, given the name 'Bullet' in 1932. It had an inclined engine and an exposed valve gear. The 1935 G model was the first that assumed the 'modern' look, with vertical cylinder, cast-in pushrod tunnel and eventually fully enclosed valve gear. It had a gear-driven magneto and double-ended eccentric oil pump. Over the next few years the single would sport two, three and four-valve cylinder heads. In 1948: The first 350 Bullet Roadster was introduced. Although it was similar in many ways to the 1935 G model Bullet, it was a new motorcycle with many design innovations. It was the first British production bike with a rear swing arm. It also had an oil filter (with integral oil tank in the crankcase behind the crank) and alloy primary chain case. It was a two-valve pushrod design in semi-unit style, with gearbox bolted to crankcase. Rubber kneepads were on the gas tank. It had four gears (one up, three down like most British bikes of that era - apparently Triumph was the oddity with high gears up). A Trials/Scrambler model was also introduced. 1949 The sports model had an unsprung front mudguard. 1951: Modifications include smaller front mudguard and silencer, alloy speedometer nacelle and modified fork ends. 1952: A crankcase breather was fitted, plus a sidestand. Trials model gets alloy barrel. Apparently only 16 350 Bullets made this year. A prototype 500cc model is shown in an industry motorcycle show. 1953: The 500cc Roadster model is introduced. The 350cc was upgraded to include changes designed for the 500cc: improved bottom end with four main bearings, improved lubrication system, modified frame, larger rear brake, single pilot light under headlamp. 1954: A new casquette (nacelle with speedometer, headlight and twin side lights) replaces headlamp bracket. The exhaust angle and rear spring and shock are changed. The 350 got a frame lug change. Armstrong units were adopted for suspension, giving 50 per cent more movement. 1955: Camshaft upgrade. The concentric kickstart and gear change lever on the gearbox, plus the air filter are changed. The front brake gets a twin, full width hub, brake. The 350 gets a monobloc carb. The bench (dual) seat is now standard, although the single sprung saddle seat was still available. Around this time, the 500cc Bullet was also sold in America as the Indian "Woodsman."
There was some retooling and redesign done at the English plant (Redditch) in 1955 to modernize the Bullet (including changes in the gear ratios in 1959). Between 1956 and 1960, the Bullet was released in several models, including a 350cc Trials "works replica" version, and a 350cc "Clipper" model. Technically the engines and power trains were the same (except for bore size) and the only differences were in exhaust, seating, instrumentation, handlebars and gas tank. A lot of technical improvements were also made in that time, including moving to alternator charging (1956) and coil ignition (1960). The 350cc model continued in production, but the 500cc model was dropped in 1961. An "Airflow" model was also made briefly, with a fairing. 1956: Both models underwent several improvements: a new frame and air filter housing, battery/toolkit box. The engine got a wider floating big-end bush and cylinders head changes (separate rocker boxes retained) and stronger bottom end. The 500 got a monobloc carb, alternator for charging and folding kickstart. A new dual seat is introduced. The modern Indian Enfield uses the post-56 engine (with metric bearing sizes), although it uses the earlier frame. 1956 saw an all-welded, brazed-lug frame introduced, and also sent to India. 1957: Quick-detach rear wheel was introduced as an option. The air filter was enlarged. The 350 gets an alternator. The Bullet is now fully manufactured in India under licence, at Anna Salal, near Madras. The tooling equipment was also sold to make the 350cc Bullet in India in 1958. Later the Indian firm upgraded to make the 500cc model as well. (One printed source says tooling for both models was sold to India in 1967 - but most agree it was 1957.) By this time the English company was under different ownership and that year they closed the Redditch factory where Bullets had been made, so it's possible the remaining tooling equipment was sold to Madras at that time, but they certainly had manufacturing equipment in India a decade earlier.
"They were very fast bikes," Snidal writes. "The 350 would blow away just about anything on the street up to 70,mph or so. In fact, I not only saw the original owner of one of them do it to just about all of us, at one time or another, including a 500 Velo Venom, which was the 2nd fastest (after that day) in our little pack, but also 350 Vipers, (both of them) and everything else it came up agains. A few years later, I got ahold of it, and rebuilt/restored it, and once again blew away TR6's with impunity. It had very radical cams (straight up, open a long time, straight down - the ramps were so steep is looked like they'd just jam the cam followers - and the 350's came with a 15:1 (yes!) piston. (You could buy real gas in those days)." 1959: Smaller 17-inch wheels. Coil ignition. Optional Airflow fairing with deeper front mudguard. Forks modified. Oval oil pump cover plates on 500. 350 gets larger, re-shaped 3.75-gallon gas tank, chain enclosure and larger, wider seven-inch front brake (the 500 retained its six-inch twin drum brake). New stylish gas tank (also used by Enfield's export twins) Trials model gets heavier flywheels, and exhaust is tucked away, but continues with magneto. 1960: Huge, one-piece alloy cylinder head ('Big Head') casting, plus new, larger 'chunky' tank for 500. This is also the engine design used for the India Enfield Bullet. Coil ignition is introduced. The Royal Enfield Fury, produced at this time for the US market, is essentially the same bike as the Bullet (both 350 and 500cc models), capable of reaching the 100 mph mark (a 350cc Enfield tuned by Steve Lindsell in the late 1970s reached 95.64 mph) . It differed from the Bullet by having a larger inlet port, an Alfin aluminum alloy barrel with cast liner (instead of the Bullet's iron) and a higher compression piston (8.9:1 instead of 7.3:1). It also had a flange for mounting an optional rev counter, an 18-inch rear and 19-inch front wheel. Between 1959 and 1963, only 191 machines were made. The 500cc boasted a 40 bhp output, up from the UK models' production of 27 bhp. A 600cc model was also made for a short period. 1961: Detachable end-cap fishtail silencer. Trials model discontinued except by special order. 1962: Deeper rear mudguard. Both 350 and 500 models discontinued. The UK company was sold in 1962 and the Bullet line discontinued. Enfield India continued to churn out Bullets just the way they were made in England in 1955. Forty years later they still do, with a few minor modifications (signal lights, a 28 mm Mikuni carb, 12-volt electrics, a better bench seat and in 1990, twin leading-shoe brakes). While not the largest motorcycle manufacturer in India (they rank about third, producing around 18,500 bikes a year but have plans to increase that to 25,000), they are one of its oldest. Initial attempts to import 350 Bullets into the UK in the 1970s (by the Slater Brothers and later Evesham Motorcycles - according to one source the actual date of the first re-introduction was 1977), were unsuccessful. The bike wasn't up to par and the exchange rate wasn't very good, so they were not as inexpensive as they are today. The Indian company had little interest in making changes the few sales exports could garner. In 1986, Raja Narayan, a UK civil servant, returned to his home in India and started an export arm for the company to bring the Bullet back into England. He got his first 350 into England that year. He was responsible for many of the production changes that improved sales and quality over the years. It was the prodigal son returning home. The bike appeared in UK motorcycle shows in 1989 and at the Classic Bike Show in Stafford in 1990. Canada started importing them three years ago, and the US in 1995. Twenty countries now import them. In late 1995, the Indian firm finally acquired the name Royal Enfield as their own. The Canadian importer started putting the new decals on the tank in early 1996. The address and contact for the manufacturer is: Attn: Mr. G. Shankar, Exports Post Box no. 5284 Thiruvottiyur, Madras India 600 019
A few tech specs for the 500cc: four stroke, OHV (two valve pushrod); Ian Chadwick. Comments, changes and questions welcome: please post them on my forum. Cruising on two wheels along the Information Highway! |
In 1955, the Indian government needed a solid and reliable motorcycle for its police and army, in particular to patrol the rugged border highways. The Bullet was chosen as the most suitable bike for the job. The Indian government ordered 800 of the 350cc model, beyond the company's ability to fill at the time. With more orders from India looming, the company sold its design to Enfield India, a subsidiary firm in Madras, India to start manufacturing them there.
One source, Peter Sanidal, says that there were "Moto Cross" (MX) bullets made in this period. The 350 had a cast aluminum head, and the 500 an iron barrel. Apparently two 350s, and two 500s were imported into Vancouver by Frank Carr in 1957. Carr succumbed to cancer shortly after they arrived, and his business stood down at that time. All the MX bullets that came into Vancouver for '57 had Lucas Magdynos on them. They also were equipped with quick-detachable lights and number plates on the rear frame, plus high straight pipes as well. They were very fast bikes. The 350 would blow away just about anything on the street up to 70 mph or so. He says they were essentially the bikes he saw advertised in cycle magazines of the time as the Indian Woodsman and Warrior - competition models.
Recently, Swiss engineer Fritz Egli has been working with Enfield to improve production for export models. He also designed performance improvements for his own retail sales Bullets (his models push 26bhp rather than the stock 22) and has been discussing a five-speed transmission with the company. He designed a 535cc version which produces 45bhp and a 624cc racer (47.5 bhp) with a top speed of 160 kph (100 mph). Neither one has made it to North America... yet.
ground clearance: 5.5 in. (140mm);Monday, October 3, 2011
Great Himalayan Bullet Tour:
Detailed itinerary of The Great Himalayan Bullet Tour:
Day 1: Arrival in Delhi by Air/Train
Reception at the Airport/Station and transfer to the hotel in the heart of Delhi. Unload bikes from BLR-DEL train and get a check up done. Overnight stay at hotel.
Day 2: Delhi - Manali (2000 m)
An early morning start for a day ride to Manali. Arrival at night. Overnight stay in a comfortable family guest house in one of the serene villages of Manali.
Day 3: Manali (2000 m)
Rohtang pass (3979 m) is 51kms from Manali on the highway to Keylong/Leh. It offers a panorama and spectacular mountain view. The pass is open from June to October each year although trekkers can cross it earlier. It is a gateway to Lahaul Spiti, Pangi and Leh valley just as Zojila pass is a gatway to Ladakh. There are a beautiful sight of glaciers and peaks,The Chandra river flows down in the Lahaul valley. Slightly to the left are the twin peaks of the Geypan. During summer(mid June to October) regular buses ply between Manali-Keylong/Darcha, Udaipur, Spiti and Leh,13 kms further is a splendid valley between Solang village and Beas Kund. Solang valley offers the view of glaciers and snow capped mountains and peaks. It has fine ski slopes. The Mountaineering Institute has installed a ski lift for training purpose. Located here is a hut and guest house of the Mountaineering and Allied sports Institute, Manali. Now a few hotels have also come up. The winter skiing festival is organised here. Training in skiing is imparted at this place.Manali has many attractions which can be explored,Over night stay in Manali.
Day 4: Manali- Udaipur [6H 170 km]
Udaipur is a town in Lahaul and Spiti District of Himachal Pradesh. It is located at an altitude of 2,743 meters, and is around 53 km north of Keylong.The village was called ‘Markul’ in olden days. Major attraction here is the Markula Devi Temple.A temple dedicated to this goddess is quiet famous in Lahaul because of the wooden carvings in it. The village is situated at the point where the Chenab and Mayar Nallah meet, hence it also becomes a starting point of the Mayar valley.
This place is therefore a starting point for Mayar valley and further on to Zanskar and other peaks. This is a green area rather the whole Chenab valley is greener than the Lahaul valley. It has a rest house and some hotels and is a good resting place
Day 5: Udaipur - Sarchu (4000 m) [5H 150 Km]
After breakfast, at about 07.30 Hours, you start the days ride for Sarchu. From Keylong, the road passes through a high altitude desert with extraordinary mountain views. You take timeout for a tea break at Darcha, another check-post, where our companion the Bhaga River has been bridged. Further, the road climbs to Patseo, from where you can get a birds eye-view of Darcha; a little further is Zingzingbar. The country gets wilder now,icy streams flow across the road that at times disappear into grey. The ˜now-here-now-gone" track goes over the Baralacha La [4880m] standing at the crossroads of Lahaul, Zanskar, Spiti and Ladakh regions, before dipping down to Sarchu. On arrival, check into alpine tents with attached toilets, and relax.
Day 6: Sarchu - Rumtse (3500 m)
The zig zag road goes up to Lachung La pass at 5050m and plunges into deep and impressive gorges. We then ascend in the direction of the Tanglang La pass (5300 m), world's second highest motorable pass. We come across a few villages as we approach the Indus valley. We drive along the Indus for next 50 kms and finally cross the valley to reach Leh.
Day 7: Rumtse – Leh (3500m)
From Rumtse, the ride to Leh is an exciting one, with views of the Indus Valley and many monasteries on the way. Day one at Leh is easily manageable, we have a short walk on a rather flat terrain to aid acclimatization. Over night stay in Leh Hotel.
Day 8: Leh - Khardung La - Leh(5600 m-3500m) [3H 110 Km]
We go up to Khardung La pass takig another labyrinth of zig zag tracks in our stride. The Kardung La is the highest motorable pass of the world at 5600m/18380Ft from sea level. The panorama on the Zanskar chain at the south and the great Karakoram chain at the north, is magical. We re-trace our route to go back to Leh. For true riders and adventure seekers the incomparable visit to Stok village is a must, located on the other side of Indus at the bottom of Stok Kangri (elevation 6153m/20182 feet) which is the highest mountain in the Stok Range of the Himalayas.
Day 9: Leh - Changthang (4500 m) [5H 160 Km]
We ride to the Indus valley in the direction of the Tibetan border. On the way, we visit the monasteries of Tikse, erected at the top of a rocky terrain, dominating the village. Then the coveted visit of Hemis, the biggest monastery of Ladakh. After Upshi, we ride along the Indus till Mahe bridge, and leave the valley to enter the heart of Changthang/Rupshu, the most isolated part of Ladakh. Taking a sandy track, we reach the famous Tso Moriri lake, gleaming in its turquoise glory. overnight Camping on the shore of the sacred lake.
We call Rupsho or Changthang (Remember Riding Solo To The Top Of The World) the Indian part of the huge Tibetan plateau which extends from East to West for more than 2000Km. Changthang means Eastern Flat Land it is the land of nomads located in the east of Leh on the Chinese border. The average altitude of the area is around 14600ft above sea level,too high for regular life only the Changpa nomads live here with their yaks and their goats which are the main attraction of this area apart from wild animals,lakes and rare birds.
Day 10: Tso Moriri lake and Tso Kar lake (4300 m) [3H 100 Km]
Tsomiri is the largest of the High Altitude Lake (HAL) with an altitude of 4,595 m (15,075 ft)in Ladakh and is the largest of the High Altitude Lakes in the Trans-Himalayan biogeographic region entirely within India.The remote high plateau of Changthang stretches from western Tibet into eastern Ladakh The Max length 19 km and the Max width is 3km.You can visit Korzok monastery at Tsomoriri which lies on the western bank of the lake.This region, known as the land of the nomads, will give you an experience to last a lifetime. See the nomads' traditional lifestyle and share a cup of butter tea in one of their black yak-hair tents along the incredible oval-shaped bank of Tsomoriri. The lake changes its turquoise blue color with the light and is surrounded by a picturesque landscape Korzok.
Korzok, situated at 15,000 feet (4,572 m) with its dozen or so houses and its gompa appearing like a mirage among the barren hills, is the only permanent settlement in ChangThang otherwise the region is inhabited only by nomadic Chang-pa herds people. The Rupshu Chang-pa live in tents all the year round, moving in accordance with an old-established annual routine between the pastures the exist wherever an occasional stream carrying snowmelt from the heights makes possible the growth of grass, scanty indeed, but reportedly highly nutritious. The few barley-fields at Korzok must be among the highest cultivation in the world, but there is no guarantee that the crop will ripen every year.
Day 11: Tso Kar - Sarchu [5H 150 Km]
We take a rugged but safe track to reach the Leh-Manali road, next to Pang Road straight to the south till Sarchu. Camping overnight. The region is the refuge of many animal species that we come across while trekking: wild hares, thick fur marmots, white partridges, ibex, wild donkeys from Tibet (Kyangs), wolves and if lucky, some very very rare snow leopards.
Day 12: Sarchu-Manali (2000 m) [7/8H 230 Km]
Last stage of the rally, which is one of the longest but definitely a worthy one! Early departure towards the south till Manali. Night spent at a comfortable guest house.
Day 13: Manali (2000 m)
After breakfast the morning is free to go to Manikaran, a famous religious & tourist spot and One of the most delightful places to see around Manali situated at a distance of 45 kilometers from Kullu and 3 kilometers from the region of Kasol. The region is mostly visited by the pilgrims who arrive in large numbers to offer prayers in the temples and the Gurudwara situated in Manikaran near Manali.
The region of Manikaran is situated at an elevated altitude of 1700 meters above sea level. The region is marked by the presence of a number of hot springs. The waters of these hot springs are sacred to the local people and the large number of tourists who arrive to wade through the waters or take a holy dip in the hot springs. reach back to Manali & Night spent at a comfortable guest house.
Day 14: Manali-Delhi 542 km, 9-10hrs NH 21
Early morning start back to Delhi. Reach by late evening Transfer to the hotel and stay overnight at Delhi.
Day 15: Delhi Airport/Railway Station
Free Day in Delhi after loading the bikes on the DEL-BLR train.Transfer to the Airport/Station in the evening.
NB: The schedules are given for information but are subject to change from a year to another, Especially depending on the findings of new roads and weather forecast.
All Photos courtesy google and their respective owners.
Thursday, September 22, 2011
Mueen Sait is back on a Bullet..
I was really lost after Selling Rabi two years back (My 2007 Electra 5S) for a Profit of 10K,at least that's what I had thought when I sold it back then only to realize that my loss was greater.Was looking for an old lady for a long loooong time but never seriously. Came across a couple of Electra's and standards but the asking prices were unrealistic so I finally gave up and was sort of happy with my work horse the Unicorn which served me so well for the past two years.Then again the Bullet virus was in my blood never to leave me.
One Sunday I met a friend who bought a 1976 Bullet after having an enthusiastic chat with me only a week back. We spoke of my past rides, fun times and dreams of riding to Khardungla but I never ever imagined that our casual chat would pursue him to go and buy his first Bull. He was so proud and joyous having tamed the beast!
Bells started to ring and my heart thumped harder and after a couple of sleepless nights and Bullet dreams of riding far away in to the horizon I made up my mind to start the hunt again, Only this time I was more serious and open to all kinds of Cast Iron Beauties. Meanwhile I put my Unicorn for sale on a website and it sold the second day!! And for a good price too. After days of hunting and travelling by car, public transport and on foot I started to miss two wheels and wanted a bike badly. I almost went in for an Activa or Hero Honda out of desperation and gyan from a cousine but then Almighty Allah had other plans for me.
The day was Wednesday 21st September 2011. My store shutter gave way and I had to call an old acquaintance for the repair work, This guy was chatting with me and as usual the Bullet topic had to start and knowing that he has had Bullets and restored a couple of them I inquired if he knows anyone who would want to part with their Bullet and zap came the reply "I know a guy in BTM who wants to sell his 1972" I was excited and asked him if he can arrange a test ride immediately for which he obliged and made a phone call to the seller who in turn agreed to come and meet us in an hour or two.
The bike MYH 2047 arrived and without taking too much time to look around I got on the saddle and thumped away...Riding on an open road in fourth gear and at about 50Kmph suddenly I'm getting goose bumps and it's not even chill.. Seriously!Trust me I am not exaggerating.The first time I ignored and rode but they came back again and again, That's when I realized that it's the bike and it was decided at the back of my mind that this the Bull for me.
The mind always interferes with the decisions the heart takes so here I was asking the seller for more time to decide and in the bargain buy time to show the bike to a couple of fellow Bulleteers and a mechanic. All green signals the price was fixed and today the 22nd Sept 2011 i brought MYH 2047 home.
I feel so Victorious!!!
Do Check out the pics.I promise to keep posting the latest updates and restoration job on MYH 2047.Guys please suggest a Name for my Old Lady... Wish me Happy Riding!!
Cheers!!! Thump...Thump...Thump...Thump......"hasta la vista" Bulleteers.
Subscribe to:
Posts (Atom)