What they're saying about the new Enfield

As a "fly on the wall" at a gathering of Royal Enfield motorcycle dealers, I took notes on comments they made about the new Royal Enfield unit construction engine (UCE) and the new G5 and C5 motorcycles it will go into.

The dealers attended a training session on the new engine Feb. 12 and 13 at Classic Motorworks, the U.S. importer. Dealers are the people most in touch with customers. Here are some of the things they had to say as they learned about the new engine and sampled a 2009 G5 motorcycle:

"The older the look, the better."
"How many senors are there that can fail; that WILL fail?"
"Brilliant." (Said sincerely.)
"No left-hand threads?
"No Whitworth? I'm out!" (Said in jest.)
"People are in love with the kickstarter."
"Very Japanese." (Said as a compliment, I think.)
"It's a gamechanger."

Kevin Mahoney, head of Classic Motorworks, made comments of his own. Among them:

"The hydraulic valve lifters are imported (to India) from America."
"You just get on it and ride."
"The warranty has doubled to two years. We haven't put a mileage limit on
it but we may, because I think these bikes are going to get ridden."
"It's a gamechanger."

The Indian engineers doing the training were naturally full of praise for the new Royal Enfield they helped created. Suddenly, the Royal Enfield Bullet, almost unchanged for 55 years, has a modern engine, goes faster, stops better, and gets even better mileage. With hydraulic lifters, O-ring chain and fuel injection it will require less maintenance.

So, yes, the Indians too said: "It's a gamechanger."

Where was the Redditch factory?

Where exactly was the Royal Enfield factory in Redditch, England, and what, if anything, is left of it? Jorge Pullin asks that question on his blog, My Royal Enfields, and he goes to the trouble to try to track the answer down using Google Earth.

According to the circa-1940s Royal Enfield ad copy shown above, the factory was a considerable place: covering 25 acres and employing 1,000 workers. I have read that the location was taken over for modern roadways but more than that I do not know.

Thousands in the UK probably know the answer to this off the top of their heads, and could even sketch the factory location on a map for us. So far, poking around on the Internet in my home here in the U.S., I haven't found the answer.

Anybody?

Enfield switches gear for new UCE motor

The Indian engineer helping disassemble a prototype of the new Royal Enfield motorcycle engine paused a moment and held up a pretty metal gear. He had just pulled it from the cam array deep inside the unit constructed (UCE) motor.

Now he wanted to draw the attention of his audience, American Royal Enfield dealers gathered Feb. 12 for a training session on the new engine.

"Only metal in the prototype," said K.S. Sarveswaran. "In the production bikes it is plastic."

The dealers literally gasped. A plastic gear near the beating heart of a Royal Enfield motor?

The dozen men had watched the disassembly of the UCE motor with obvious approval. Although the prototype engine had been used hard (it had served about 20,000 miles they were told), it still looked great. UCE motors like it will power the new Royal Enfield G5 and C5 motorcycles when they go on sale soon in the U.S.

But a plastic gear inside the motor, where it turns the oil pump? The dealers couldn't believe it.

"We'll be making those out of metal," one commented, to general agreement.

Sarveswaran, a senior manager for Royal Enfield engine design and development, seemed a bit bewildered by the reaction. "In production, only plastic," he repeated, explaining that "it does not take any strain." The dealers were skeptical.

Watching, Kevin Mahoney of Classic Motorworks, the U.S. importer, seemed to realize what they were thinking.

"Is it a cost issue?" he asked the three Indian engineers present. "Is the gear made in plastic because of the cost?"

No, he was told: it's not a cost issue. The gear is made of plastic to reduce noise in the bottom end. Sound was a priority in designing the new motor. While the traditional Royal Enfield Bullet exhaust "thump," beloved by Indian riders, was to be saved, the noise from gears and push rods was to be curbed.

The dealers nodded. That might be OK, although one spoke about getting some of those gears made up in metal -- just in case.

The disassembly manual dealers were given shows the gear in white plastic.

It drives an oil pump that is said to deliver four times as much oil as the spindle gear arrangement of classic Royal Enfield Bullets, and to do it without maintenance.

That has to be the case, of course, since the unit constructed engine encloses all its bits deep inside, whereas the classic Bullet oil pump can be pulled out roadside, if you have to.

My guess is that few dealers and even fewer owners will ever see the plastic gear.

Vintage motorcycle manuals offered on CD

A collector of vintage motorcycle manuals is offering his precious finds on CD for $9.99 plus shipping. It's an original idea and the YouTube video advertising the CD is enjoyable. A Royal Enfield motorcycle is one of the first images to come up.

The seller says the CD contains a full version of Modern Motorcycle Mechanics, Third Edition, from 1948 and there is a U.S Army handbook on motorcycles circa 1953. It's fun to watch as the video flips through pages. According to the seller the CD is searchable, so finding your favorite motorcycles should be easy.

I have no connection to the seller and, since I don't have the CD, I can't tell you if it really is as good a buy as it appears to be. But watching the video is free. Take a look. The seller's web site is http://www.frontier-trading.com/

Enfield's new motor running in Europe

Royal Enfield motorcycles made in India have come with the same basic motor for 55 years, so it seems strange to refer to the new unit construction engine (UCE) as their "latest" motor. But new it is, and dramatically advanced beyond the time-honored iron barrelled engine.

New as it is, the UCE is not unknown. It has been on sale in Royal Enfield motorcycles in Europe since mid-2008. By the time it reaches customers in the United States this year it should be well tested.

The UCE motor combines engine and transmission into one neat package served by one supply of oil. That's not all. It adds hydraulic valve lifters, fuel injection, black box ignition and sensors that monitor themselves while they monitor the motor. It is said to be faster, more reliable, and dramatically easier to maintain.

Says who? Well, hopefully these selling points will be confirmed by buyers in Europe. At a training session for U.S. dealers Feb. 12, Royal Enfield's senior manager of international service "Viki" Vikram noted that the UCE bikes already are giving good service in Europe. He cited figures about how many were there, but I didn't write down what he said at the time.

Recently I asked him to confirm the figures. His reply:

"The first 100 bikes were delivered to customers in Europe between April and June, 2008. Out of these more than 20 bikes have covered over 8,000 miles and more than 50 bikes have crossed 5,000 miles."

He went on to note that deliveries have continued but I think these bikes, which got wrung out in summer time, are the most significant.

Brainy new gizmos improve Royal Enfield

Sensors will help manage the new unit constructed engine (UCE) on 2009 Royal Enfield motorcycles. They are designed to be trouble free, so most riders won't even notice them, but the clever ways they improve performance and fuel economy are worthy of notice.

The sensors monitor engine speed, temperature, throttle position, manifold air pressure and oxygen in the exhaust. Another notices if the bike has fallen over, and cuts the engine. Still another sensor warns the rider that fuel is low: when the Low Fuel warning lights up on the gauge, you're "on reserve" (less than 1.7 gallons) and need to find a gas station.

Also in that gauge in the headlight housing is the Malfunction Indicator Lamp (MIL), shaped like a little motor. It warns the rider that a sensor has notified the black box under the seat of a problem. That electronic control unit (ECU) will remember the problem and pinpoint it later for a mechanic.

It's all part of an Engine Management System that employs electronic fuel injection, electronic ignition and catalytic converter to make the Bullet faster, more reliable, more fuel efficient and cleaner.

Most of the sensors are tucked out of sight but one, the oxygen sensor on the exhaust head pipe, could not be completely hidden. To work, explained Royal Enfield's Hari Kumar, the sensor must be an exact distance down the head pipe from the motor.

To continue working, it must stick into the head pipe from above, so moisture and carbon fall off instead of falling inside it. To be replaceable, should it ever stop working, the senor must stick out of the head pipe, which could make it a wart on an otherwise handsome part of the motorcycle.

Hari smiled as he used his hands to describe how Royal Enfield engineers were required to angle the sensor so that it worked and was safe but enters the pipe from just around the left side of the bike, where the frame down tube partly hides it and distracts the eye.

It's just an example of the surprising care that Royal Enfield put into the new product. The UCE engine will power the G5 and retro-look C5 motorcycles when they go on sale in the U.S.

Rusty Royal Enfield has stories to tell

I can't help myself: there is just something romantic about junked motorcycles and cars, especially old ones with a lot of rust. This Royal Enfield offered for sale on eBay as a "parts bike" is that kind of thing.

Where has it been? What adventures did it have? How many owners loved it and, eventually, loved it almost beyond salvation.

Restorers can bring almost anything back to life. But something in me wants to see machinery that gets to this stage preserved the way it is. It has earned its rest. All it needs now is a prominent place in the garden, perhaps with some flowers.

Bright, shiny and new has its place. New motorcycles are all potential. How fast will they go? How long will they last? What adventures lie ahead? But new motorcycles have stories to tell. Since they can't speak, we can only imagine what they might have been.

The stories are there, though, if we take the trouble to listen to the romance of rust.

Will the new Classic divide Enfield riders?

The answer is "no." The new Royal Enfield Bullet Classic 500 will not divide Royal Enfield motorcyclists into two camps.

But why not? It is described as faster, more dependable and relatively maintenance free. Most parts will not interchange with older Bullets. It also is not the motorcycle that has been so famously produced virtually unchanged in India since 1955.

Some old-style Bullet owners could dismiss the new Classic as just another modern motorcycle. Classic owners could be prone to ignore the old thumpers falling behind in their rear-view mirrors.

Not going to happen, at least not in the United States. Royal Enfields of every age are so rare here that riders will do the fist bump when they meet. There will be a lot to admire in each other's bike. Stories to tell. Lies to swap.

One story: awhile back I was introduced to a fellow who had owned Royal Enfields back in the day. He cast a not-too-friendly eye on my 1999 Bullet. All I could think to ask was what his experience had been with Royal Enfields.

"Not too good," he allowed, still staring at my bike: "We always had trouble with the chain cases distorting and leaking."

Imagine! My elderly Bullet, with its "modern" cast alloy primary cover was a monumental improvement over the tin chain cases of pre-war Royal Enfields! I certainly felt like a spoiled poseur.

Who has the most interesting Enfield?

You have the most interesting Royal Enfield motorcycle. Yes, you do. Even if it is bone stock, it is unusual, because so many are customized.

I'd love to do a blog item here about your motorcycle. What's special about it? What made you buy it? When did you know that you and your Royal Enfield were bonded for life?

Write your story and send me an email at david@royalenfields.com Include a picture of you and your bike.

We're all in this together. Tell me your story.

I'm listening.

Royal Enfield dealer sees improvements

(Jon Bushey Photo)

While three engineers from India demonstrated the features of the new Royal Enfield motorcycle engine to dealers recently, one man was carefully taking notes. To Jon Bushey, of Rapid Cycle in South Jordan, Utah, the technical tips sounded like selling points.

When he got home, Bushey typed up his notes and shared them with me.

"I think the dealer meeting went well and I am excited about Royal Enfield's future," he wrote. Here are excerpts from his notes about the new Royal Enfield motorcycles and their new unit constructed engine (UCE).

"There will be two new models for 2009 with the G5 available now and the C5 available in July. Both models have the same basic engine, a 500cc UCE EFI.

"Engine selling points:"

• The genuine sound (long stroke thumper) of the Royal Enfield stays the same.


• Horsepower and torque are improved over the old engine – stock is 27 hp.


• EFI system is the Keihin brand, used in Honda motorcycles and scooters.


• Fuel injection mapping is able to process at altitudes up to 18,000 feet.


• Two-year warranty on engine, parts and labor.


• High quality parts used like Brembo brakes, Deniso starter, Italian suspension.


• Reduced maintenance for life, just change the oil.


• Has catalytic converter in muffler.


• Muffler can be changed without remapping fuel injection.


• Bolts and nuts are metric with consolidated fastener tool sizes.


• Clutch is heavy duty – much improved over old.


• Now has seven plates and larger plate surface.


• Clutch pull is greatly reduced, about half the effort of old clutch.


• Engine has one oil for all parts and has sight glass for checking oil level.


• Oil pump is improved type and pumps four times the volume – improves engine cooling.
• Primary chain is now self-adjusting.


• Engine does not require break-in, but do not tell the customer that!


• Crank is balanced three times to insure minimal vibration.


• Computer simulation was done for three years to insure quality and reliability.


• Engine uses modern multi-layer gaskets. Gaskets protrude slightly around sealing edges.


• Engine parts are now pressure-cast and polished.


• Check Engine light is used to tell rider of possible sensor malfunction.

Jon Bushey samples new UCE G5 Royal Enfield; below, his dealership.

Imagine a Royal Enfield that doesn't leak

Scooter Bob, left, and factory reps "Viki" Vikram, next to Bob, and "Sarv" Sarveswaran, at right, take on the new UCE.

His name isn't Bob and he never sold scooters, but everyone calls Greg Stewart "Scooter Bob." It's a happy sounding nickname for a "just folks" kinda guy who loves Royal Enfield motorcycles.

Stewart is also obviously tremendously competent when it comes to things motorcycle. Again and again, the former dealer for and now employee of Classic Motorworks shares what he knows.

The occasion was a training session Feb. 12 and 13 for Royal Enfield dealers at the U.S. importer of Royal Enfield motorcycles. In front of a dozen men, all experts themselves, Scooter Bob disassembled and then put back together Royal Enfield's new unit constructed engine (UCE).

He had a lot of help from three men from the factory in India: Royal Enfield's V. Vikram, senior manager of service; K.S. Sarveswaran, of engine design and development; and Hari Kumar Kanakala of engine management systems.

The new engine, in Royal Enfield terms, is nearly a miracle. The classic Bullet motorcycle, made in India almost unchanged since 1955, carries oil in the engine, different oil in the transmission and yet another batch of oil around the clutch. Typically, it leaks from all three places!

The UCE combines all of the bits into one lump served by a single supply of oil. Elaborate precautions have been taken to make sure none of it leaks.

That is only the most obvious improvement to a motorcycle that still looks like a classic, but analyzes its own faults with an on-board computer. More about that tomorrow.

Sarveswaran, left, and "Harry" Kumar help as Scooter Bob disassembles the new motor.

Learning to love the new Royal Enfield

Dealers watch disassembly 0f UCE engine.

They rode the motorcycle! A dozen Royal Enfield dealers gathered at importer Classic Motorworks Feb. 12 and 13 in cold Faribault, Minn. They were there to learn to service the new unit construction engine (UCE) that will transform the Royal Enfield motorcycle when it arrives in the United States.

What they really wanted to do was to ride the one UCE motorcycle on hand: a lovely G5 Royal Enfield Bullet.They rode, in some cases, without helmets, without gloves and, in one case, even without a hat, in weather below freezing.

A look inside the new UCE engine.

It would be hard to imagine a group of people more enthusiastic about a motorcycle. But, in fact, there were three men on hand who fit that description.

These three were from the Royal Enfield factory in India, visiting Minnesota to introduce an amazing accomplishment: a Bullet that is faster, more reliable, nearly maintenance free and that doesn't seem to want to leak oil.

V. Vikram, K.S. Sarveswaran and Hari Kumar Kanakala did not hide their obvious pride as the Americans expressed surprise and delight at the UCE Bullet.The phrase, repeated over and over again, was: "this is a game-changer."

'Plastic Motor Works?' Oops.

New Royal Enfield adds performance

2009 Royal Enfield Bullet G5 is faster.

The big news for Royal Enfield motorcycles in 2009 is added performance.

The new unit construction engine (UCE) looks great, saves gas and stands to be far more reliable and need less maintenance than any previous Royal Enfield motor. But who cares? What we want to know is: how fast it will go!

Sure seems like an odd question, considering that for 50 years Royal Enfield has been selling tradition and, in effect, encouraging riders to slow down and enjoy the ride. Actually, there was no need to slow down. The rider of a Royal Enfield Bullet would have to look hard in the United States to find a speed limit he could exceed for any length of time.

Royal Enfield dealers from around the Midwest gathered Feb. 12 and 13 in frigid Faribault, Minn. to see and sample the new Royal Enfield Bullet G5 with the UCE engine. They actually rode it, in 20-degree weather, and found it definitely stronger than Bullets that have come before.

You could really feel it," one said. And it wasn't just the wind-chill factor. Engineers on hand from the factory in India distributed materials that promised a top speed of 82 mph and acceleration of 0-60 in 3.9 seconds! OK, that's 0-60 kilometers per hour; roughly 0-40 mph in 4 seconds. Enough to keep up with the minivans in city traffic.

How much of an improvement is that? The charts tell the story best. Here are graphs comparing the new engine to Royal Enfield's AVL (all alloy) motor now in showrooms and to the classic iron-barrel engine whose design dates back to the 1940s.

When it comes to speed, the Royal Enfield Bullet is really only in a race with itself. You do not buy an Enfield to go fast. In fact, you might say that you would buy a Royal Enfield to travel back in time, not forward.

Soon, however, you will be able to buy one of these time machines that will keep up with traffic. The 2009 models are arriving in the United States now, according to Classic Motorworks, the U.S. importer. They will be at your local dealer soon. Last we heard, Manufacturer's Suggested Retail Price for a 2009 G5 Bullet was $5,995.

Spanish dealer showcases Royal Enfields

Royal Enfield dealerships around the world vary in appearance but few can possibly be as nice as the new facility in Barcelona, Spain. Borja Basso Bosch, general manager of Royal Enfield for Spain, shared these pictures with us. This is the dealership for Barcelona and the headquarters for Royal Enfield in Spain.

The showroom was created in June, 2007. It shows a real designer's touch and the photographs show it off to advantage. Basso recounts the progress the brand has made in Spain:

"Royal Enfield was managed by another distributor for eight years. During this time no money was invested in the brand, marketing, showrooms, promotions, or press. We were the dealership for Barcelona during two years. We sold more bikes in one year in Barcelona than the distributor in the rest of Spain. We prepared a good business plan and we took over the brand six months ago.

"Now we are introducing the brand from scratch. We have opened six new dealerships and launched a marketing campaign. Also we are selling bike trips in India.

"We will finish our new web site in February: http://www.royal-enfield.es/

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So, read on, comment on items you find interesting, and click on any ads that intrigue you. That's all I ask.

Thank you!

Happy Valentines from the Enfield Girl

The painting Final Touch by Gil Elvgren and below, the model.

The Enfield Girl was a real person. She was probably very young, perhaps 15, when she started modeling for renown pin-up artist Gil Elvgren (1914-1980). Over the years she got a haircut and a new skirt. But there is no doubt that the pin-up girl astride the Royal Enfield motorcycle in the Classic Motorworks advertisement was originally the girl in the Elvgren painting Final Touch.

She was just "clip art" when artist Ignacio Catral of Catral Doyle Creative in Milwaukee came across her. As he tells the story:

"At the time, we were in charge of developing a campaign for an amazing new kit that you could bolt on to the existing Bullet and create this fantastic café racer. We had a chance to spend some time with the bike during the photo shoot and we came up with the idea of this pin-up calendar shot with the bike in it. We had the bike shot already but no budget for another shoot and the pin-up talent. In our research we found the image of this girl straddling an artist’s horse, and knew she was the one. After finding the correct shot with the correct posture we had to treat the shot of the bike to match the existing technique of the pin-up illustration."

This likely was not the first advertising job the Enfield Girl did. In The Art & Life of Gil Elvgren, Charles G. Martignette tells how most Elvgren pin-ups (there were about 500 of them) were for calendars produced by the Brown & Bigelow firm. The images might also show up on related products: advertising fliers, blotters, notepads, playing cards, even letter openers.

Elvgren produced fully finished paintings. He was at the head of his profession and well paid for the day, but his works weren't always treated with much respect. The cheap, double-entendre titles were provided by copy writers. Other artists were sometimes employed to "over-paint" the images, changing the models' clothes, for instance. The image could then be reused, without paying the original artist again.

Elvgren photographed his models. Pictures exist of the same basic pose with variations in dress. In the case of the Enfield Girl, the billowing skirt comes and goes in the photos. Our Enfield Girl wears a skirt closer to that seen in one of the photos. The Enfield Girl has been "flopped" and now extends her left arm to the right. Her hair is shorter and has lost the flower Elvgren added to his painting. The extended arm, eyes focused forward instead of at the viewer, and tip-toe high heels are constants.

Elvgren enjoyed painting nudes, but most commissions were for girls who are adequately if not completely clad. There is always a hint of mischief in their eyes. The girl is clearly in on the joke; she knows what she is doing.

Their youth is a bit disturbing. Elvgren said the finished pin-up would have the face of a 15-year-old and the body of a 20-year-old. He preferred models who were just starting out in their careers and so lacked poise. Elvgren chose the models for their faces. He could always add bigger busts and tighter waists and hair styles were kept simple so as to remain fashionable for as long as possible.

The model in Final Touch, which dates from perhaps 1954, is making her own painting, a pose that suggests that Elvgren might have momentarily run out of ideas and resorted to using his own studio. He felt that every imaginable idea had been used. He sought and shared ideas with other pin-up artists he knew and relied on his wife and family to come up with ideas.

Elvgren owned race cars and attended races. There are a few cars included as props in his pin-up paintings, but I didn't see any motorcycles. In that respect, the Enfield Girl fills an important gap.

Why do owners sell their Royal Enfields?

Royal Enfield guru Pete Snidal recently spotted something about the motorcycles shown for sale here on this blog.

"I notice one thing all the Bullets for sale seem to have in common - can you guess what it is?" he wrote me.

Pete is the author of the acclaimed Royal Enfield Bullet owner's and workshop manual. He frequently chimes in on the Royal Enfield Yahoo message board to help troubleshoot problems owners experience.

But what could he possibly be seeing in the for-sale ads?

I guessed that maybe the Bullets listed for sale here tend to have low mileage. Obviously, some owners buy them and then sell them without riding very far. I was on the right track, but Snidal had something else in mind. He wrote:

"Look at all their exhaust systems. Something I discovered very early in life with Brit singles is that they became completely different machines with free-flowing (i.e., loud, requiring using your head about where and when to apply large gobs of throttle) exhaust systems. And that they were much less satisfactory when stock.

"An exception was the Velocettes with that monster Brooklands silencer, and the Goldstars, which already came with noisy mufflers. Some AJS/Matchless, too.

"My theory is that the owners who never 'bothered' with the first-stage mods, i.e., inlet and exhaust mods, just fell into the doldrums with their Bullets, and ended up putting them on the market. If you wonder, try putting your stock exhaust back on, and see for yourself.

"Instant Bow-Wow!"

Snidal was seeing the big, bazooka shaped factory muffler, which restricts performance, in the pictures of the bikes. Replacing it with a shorter and nosier silencer (and tuning appropriately) is an easy way to increase performance.

As Snidal observes, that makes for more owner satisfaction.

Big factory silencer affects performance.

The motorcycle whisperer: does he exist?

Here's a quick quiz for you:

Q. What is the single cheapest accessory you can buy to improve the sound of your Royal Enfield Bullet?

A. Earplugs.

I'm serious. A couple of cheap foam earplugs shut out the howl of the wind and the higher pitched clatterings common to Royal Enfield Bullets. What comes through are the pleasant, low frequency thumps of the engine and exhaust. They are almost more felt than heard.

An added benefit is that they help eliminate the fearful "what was THAT noise?" that pesters riders. Nothing spoils a ride like anticipating mechanical troubles that never come.

Listening for mechanical troubles is naturally part of your job as your Bullet's favorite mechanic. Many stray noises have easy fixes (my rear fender rattled on acceleration because the bolt holding a stay had jumped overboard). Some noises are more mysterious and I prefer to take them to a real mechanic, Wes Scott in Fort Lauderdale.

As good as he is at diagnosing unfunny sounds, he has never claimed to be as good as Dinaker Kulal, a Royal Enfield mechanic featured in The Times of India. Kulal has spent a working lifetime at Royal Enfield dealerships and now has his own Bullet garage in Mangalore. The Times credits him with ears that identify problems.

New Enfields will feature electronic ignition and fuel injection, and I wonder if that is part of the reason Kulal favors the original Bullets. Computers must be hard to diagnose by sound.

"Original is original. The thump, the beat. It's a royal ride," he says.

Can an Enfield be both "New" and "Classic"

I've found myself referring time and again on this blog to the "new Royal Enfield Bullet Classic 500." Well, how would you describe it?

It is certainly new, at least compared to the Bullet produced since 1955 in India. Like the original Bullet from India, this new product is a 500cc, single-cylinder two-wheeler made in India that looks like it is straight out of the 1950s. Royal Enfield says that great effort has gone into preserving the famous "thump" of the big single.

Otherwise, everything has been updated.Motor and transmission (now a five-speed) are in one unit. There is fuel injection, electronic ignition, pushrods that never need adjustment and a front disc brake. The frame is improved, the bodywork has gone to beauty school and an attractive silencer is, at least, optional.

Those who have ridden it say it is faster (relatively) and pleasant.

But is it a classic?The original Indian Bullet was built with little change, faithfully, for 50 years, because there was no reason to change it. The world changed however, becoming more concerned about safety and emissions, and India is fast catching up with the world.

Probably the Bullet had to change, too. If it was going to change, Royal Enfield seemed determined that it would change for the better. That is worthy of applause.

This much is true, however. The new Bullet 500 Classic is not an authentic motorcycle from 1955 that someone forgot to quit building. It is a motorcycle from 2009 with classic looks and classic sound. Close your eyes (briefly!) as you ride and you may well imagine it is 1955 still.

That may be just what you're looking for.

The photo above is from the Cycle World review of the new Bullet Classic 500. Click here to read it.

Video proof that dogs hate motorcycles

Have you ever wondered what would happen if a dog chasing a motorcycle actually caught it? What would the dog do with the motorcycle? Here is video evidence of what would happen.

Is it that dogs hate motorcycles? Or do they actually enjoy the sound? This video was posted on YouTube by Bantujatt of India and shows his dog and his Royal Enfield Bullet Machismo.

You can buy a new C5 but can't have it yet

A brand new 2009 Royal Enfield Bullet Classic 500 motorcycle is offered for sale on eBay. You can Buy It Now for $6,970 but it will take a while to actually get it.

One clue is that the pictures with the eBay ad are from the Royal Enfield India web site.

The motorcycle is offered for sale by a dealer in Bellingham, Wash. I asked whether he actually had it in stock. The Bullet Classic 500, referred to as the C5, is the latest thing from Royal Enfield. In fact, you might say that it is the first really completely new thing from Royal Enfield India since 1955! It was introduced to the world just last fall and is just now on its way to the United States.

The seller answered: "The picture is one supplied to us from the distributor, and you are correct that this bike is still waiting to be released to the dealers. We will be shipping as they are released over the next 90 days or so. We will be seeing our first one for technical training this weekend."

Another shopper got this response: "This bike is a new model and is being released to the dealers over the next 90 days or so. Your order would be placed on a list and shipped as soon as it is released. You can call us directly at 866-411-8725 for more detailed info on timing of shipments. Thanks for your interest."

Let the bidding begin.

Net group inspired Royal Enfield manual

The Yahoo Royal Enfield message group recently passed the 2,500-member mark after 10 years' service to the motorcycle community. Internet motorcycle boards are always good places to turn for technical advice and help with problems, as long as you bear in mind that the advice you get may be worth "exactly as much as you paid for it."

The Yahoo Royal Enfield group has a bit better claim to usefulness than most. The group actually inspired a full-fledged Royal Enfield owners and workshop manual you can buy. Pete Snidal, an active member, wrote and sells it. I asked Snidal recently if my impression is correct that the Yahoo group was in at the beginning. His reply:

"It is indeed! The plot was hatched on the RE Yahoo group. As you may know, I've been a major fan of Bullets since the mid-'50s, and was very happy to hear the rumour that they had been being produced in India all along -- when I heard this in the late '90s. Researching this brought me to the RE list, and I soon became a vigorous participant, finding lots of takers for various bits of Bullet and general motorcycle lore that I'd picked up over 50 years of riding various Brits and dirt bikes.

"Suggestions began to appear on the list that it would be a nice idea for me to write up a largish FAQ or something for distribution, the major problem seeming to be that the factory service manual wasn't a whole lot of help, especially to newbie motorcyclists, but also to those to whom the Bullet was a special puzzle in various ways.

"I responded to these pleas by promising first to write a few insert pages to be carried along with one's factory manual, offering a few extra hints and tips. Idea was that it could end up being a printed supplement. I offered a free copy to the first person who sent me a factory manual upon which I intended to resonate with a supplement set.

"A few hour's perusal of the factory manual convinced me that a whole new manual was the way to go, and so I cranked up an outline and began to work on it a chapter at a time as I found the time.

"I've always been a major fan of decent documentation for any piece of machinery requiring understanding and maintenance. I take it seriously, figuring that a bike with no manual isn't much better than a manual with no bike. Or you need a good manual as much as you need gas and tires. Or something like that. So I started to really get into it, getting up at 5 a.m. most mornings sitting in the kitchen with my back to the wood heater, and the manual just sort of flew out the ends of my fingers and into my laptop on the kitchen table. (When everybody else in the house is asleep is a GREAT time to write!)"

Snidal continues to monitor messages on the Royal Enfield Yahoo group and offers free advice, often quoting from his own manual. As free advice goes, that is a terrific bargain.

Royal Enfield guru notes milestone on web

Known throughout the on-line Royal Enfield world as simply "Nandan," B.R. Gurunandan describes himself as a Bullet owner for two decades. He operates a Royal Enfield business in Bangalore, but his influence is worldwide.

Nandan teaches proper Royal Enfield repair and the proper attitude for a "Bulleteer" on the Internet. His approach is no-nonsense, challenging and deeply opinionated. His knowledge and generous advice has earned him respect in the Royal Enfield community.

Nandan is moderator of the Bulletech Yahoo message board, founded in 2000 but, before that, he was a member of the Royal Enfield Yahoo group. I asked him for a comment about that group as it reached its 10th anniversary of service to the community under its moderator, Martin Walton.

"Royalenfield was the first group ( it wasn't Yahoo those days, it was e-groups ) I discovered and joined after I discovered the Internet.

"True to its name, it encompasses all the strains and flavours of the Royal-Enfield bikes and riders. I mean, you find there the owners of every model, from the oldest vintage RE to the latest souped ones. The owners range from weekend-riders to commuters, from clueless to-be-owners to inveterate tinkerers and super-tuners... Which is its strength... and also its weakness.

"Strength because no where else can you get that wide exposure to 'Anything Royal Enfield' as you do there. Many new ideas, opinions, products, techniques for you to adopt... or ignore. Your choice.

"Weakness because the huge deluge of mails makes it a tad difficult to get enough attention focused on non-mainstream topics. And the presence of diametrically opposite schools of thought on a common platform is liable to cause friction occasionally.

"All said and done however, the entire community of Enfield owners would any day vote Martin the Bullet-eer #1 for his wonderful idea and efforts of starting
royalenfield@yahoogroups.com

Nandan added: "Even persons who left the group due to friction and started groups with different moderation styles and narrower focus have nothing but praise for Martin."

Royal Enfield Yahoo groups split, but grew

Simon Carson (Racefreak) in 2004 picture.

In 2005 the Bullet-Mania Yahoo message board was founded as some members split off from the Royal Enfield Yahoo group. The cause was a squabble that some people took very seriously.

Both groups have grown and many people comfortably belong to both groups. Recently I congratulated the Royal Enfield group and its moderator Martin Walton on 10 years of service to the Royal Enfield community. I asked Simon Carson, a Bullet-Mania founder, for a comment. Carson, who signs himself "Racefreak," replied:

"Martin's group was extremely helpful to me when I first got my Bullet, giving me the basics in how to start one, (without breaking your leg/shin/ankle!!!) what not to worry about (brakes!!! ), how to do basic fettling and maintenance, and made me feel like I was part of a group of like-minded friends. So much so, that I set up Bullet-Mania, which is all about the same things... especially friendship and camaraderie (or just the madness of Bullets generally). I haven't got a Bullet just now, but am keeping an eye open!! ( I run a 1970 Triumph TR6, 650cc, right foot shift oil-in-frame, and absolutely love it... it even vibrates more than a Bullet!!)

"Send Martin my best wishes, you guys are welcome in Bullet-Mania anytime!

"Very best regards,

"Simon.... ( Racefreak... :o)) )"

Slideshow of great Royal Enfields of '60s

A user who signed himself Corepixel has posted a Flickr slideshow of black and white photos of great motorcycles of the 1960s. I'm told that these photos were made by Corepixel's father between 1961 and 1965.

There are some great shots of Royal Enfield motorcycles mixed in here. The photo above seems to me to be a 1963 Royal Enfield Crusader Super 5, which would have the rare five-speed transmission.

Corepixel says the pictures are not from a race but were made at a series of bends near Firle, East Sussex in the UK. Local bikers would go their to test their machines.

More details on home-built Enfield V-twin

Aniket Vardhan built his won Royal Enfield 700cc V-twin motor from two 350 motors. The Columbus, Ohio man's accomplishment, seen on YouTube, won admiration from around the world. More than one commenter has yearned for such a motor from Royal Enfield. Vardhan has been peppered with questions about the motor, and has answered some of them on the Bulletech Yahoo message board.

Members asked him about the shape of the crankcase, why both exhausts face forward and whether the motor will fit in a Bullet frame. His responses include:

"I tried hard to make the crankcase look 'Enfield' -- the more rounded profile in the front, which hints at the big, heavy flywheel spinning around inside.

"The distributor casting is the stock one and it's probably going to stay there until the motor is tested thoroughly, then I will machine up a more elegant one that doesn't stick out so much!

"The layout was simply dictated by the fact that I had to use the given Enfield head -- as you know, the size of the intake and exhaust ports and valves is different, so they couldn't be switched. Personally, the 'both exhausts forward' layout has advantages -- both cylinders have the hottest portion (the exhaust port area) pointing forward at the cool breeze. And, of course, not to forget, the mighty Vincent was the same way!

"I made it to fit the frame, but the top tube does have to be cut and lengthened -- that is the only major mod. Also, the engine mounting plates are custom, both front and back, but that is basically some flat steel with holes in slightly different places. I have mocked it up in the test bike, and actually, the longer wheelbase looks rather good, more proportionate with the bigger motor. I will be going for the classic Brit V-twin looks of the beautiful Matchless Model X, BSA Y13, AJS 1000 etc.

"Right now, the oil pumps are the classic piston ones but the castings are such that if needed, the gear ones may be used as well. The entire oil feed system is removable to allow cleaning and blowing with compressed air without dismantling or removing the timing cover -- that copper oil pipe assembly is removable entirely after unscrewing the mounting Allen screws. I really love the look of the old engines with the copper oil pipes.

"I really would have liked the simplicity of one carb, but here's the main problem: if the rear cylinder were reversed (with the exhaust port facing backwards and the inlet forwards), then we have to deal with the fact that the rear cylinder now must have the cams, push rods etc. on the LEFT side of the engine, while the front one has them on the RIGHT. You see, this would make things really complicated in terms of using the existing primary case, cam drive, oil system and greatly compromise overall simplicity.

"I guess the one thing I can claim to have kept as my principal goal in the layout of this engine is to keep things as simple as possible for the owner-mechanic to have as trouble free an experience as possible. This engine is really no more complicated (or less simple) than the single-cylinder engine. I am confident that any owner or mechanic who has worked on the single will find this twin just as tinker-friendly."

Yahoo group built Enfield community

It all began with Martin Walton's Model G Royal Enfield.

Royal Enfield motorcycles, so common in India, were so rare in the United States in 2002 that I had never seen another one on the road and now I had a problem with mine. To get advice I turned to the Internet and was delighted to find the Royal Enfield Yahoo message group swirling with news and gossip, photos, technical tips and, best of all, companionship.

In the years to come I would turn to the group again and again for answers to my questions and reassurance that whatever I broke, someone knew how to fix.

More often, I followed the group's messages simply for entertainment. Watching members from around the world spar with one another over carburetors and politics, oil pumps and wars, friendly chatter and racism, I came to feel I practically knew these people. Occasionally, characters like the (probably) fictional Maj. Bunty Golightly reminded me that the punches were just electrons and it was all really just for fun.

Jan. 27, longtime moderator Martin Walton announced that he had approved the 2,500th member since the group was created 10 years ago. His message pointed out that: "Soon after I started this group in 1998, I was told by some expert that the maximum number of members for a discussion group was around 100 -- any more than that would result in so many arguments and disagreements that the group would fall apart. Glad that it didn't work out like that -- although I never thought we'd grow to this size!"

Arguments and disagreements led to new Yahoo groups as some members broke away. At least two groups prospered and grew. The community fractured but in the end it seemed to be for the good. The conversation broadened and individuals found companions with whom they were comfortable. Walton's light touch on the controls tolerated some heated arguments, despite his fond hope, restated monthly in his "Guidelines for Use," that those who came to abuse would "Please find another list."

As he put it: "This list was created for the FUN, enjoyment and benefit of enthusiasts of Royal Enfield and Enfield India motorcycles. Anyone is welcome to join and participate, providing they don't interfere with others' enjoyment."

Mission accomplished. Here's how Walton describes the beginning:

"As I recall I was fed up of no one locally with Enfield (particularly Model G) expertise, so searched Internet and emailed everyone who might be interested in joining an Enfield discussion group. Initially created on 'egroups' which was taken over by Yahoo. Sweden provided a large proportion of early members, several from UK, with a smaller proportion from Canada, U.S. and India, so it wasn't a U.S. orientated group at all, in fact the number of correspondents writing in Swedish caused a few translation headaches initially. Bullets weren't such a big international seller 10 years ago, so there was probably a wider range of Enfields under discussion, but times have changed. I'm always on the lookout for members who can provide experience -- and photos -- of other Enfield models besides Bullets, to maintain the wide knowledge base and interests of the group.

"The group has always been open to all and is certainly not a preservation society -- more of a 'get out and ride it' ethic, if any predominates. In my opinion, the best bike is one that an owner has developed and modified to suit themselves, not a bog standard or pristine museum piece -- but everyone has a different view -- that's one beauty of motorcycling."

The Guidelines for Use always end with these words:

"In case you wondered, as moderator, I don't get anything out of this, except for a bit of aggravation and a lot of enjoyment... I own a 1952 Royal Enfield Model G which I ride at every opportunity (i.e. between breakdowns). I have been known to ride bikes of various other nationalities and marques. Born in Manchester, I now live in Southampton, England, with my Turkish wife and four kids. Regards, Martin."

When I asked for a picture of Martin and his Model G he was kind enough to wheel it out for a photo in winter weather (the explanation for the snow falling on him at top!).

The Model G in nicer weather.

Royal Enfield surprises vintage bike lovers

A Royal Enfield Bullet proudly posed with other great motorcycles Feb. 1 on the second day of the motorcycle gathering in Dania Beach, Fla. I wrote that my unwashed Bullet was the only one present the first day, and it was parked on the street far from the show bikes.

Michael L. Woulfe put his pretty Bullet at the center of the line-up for a fun run the next morning. Here's his account:

"About 50 bikes -- about half antiques -- took part in the Sunday poker run. No bikes broke down. But, the chase vehicle with the rescue trailer did! Mine was the only Royal Enfield. Yes, an intentional ringer, and boy were people surprised when they read the information card I attached and saw it was a 2002!"

The two-day event was run by the Antique Motorcycle Club of America Everglades Chapter. The chapter has its rules about what motorcycles are eligible for competition, but things were more relaxed for the Sunday fun run. Thanks for showing the Royal Enfield flag, Michael.

Vintage motorcycles shine in Florida sun

1950 Imme (German) carries a spare wheel and tire.

My Royal Enfield Bullet took a "First Available Parking Space" award last weekend at the vintage motorcycle show in Dania Beach, Fla. True, this was a self-awarded honor. The Antique Motorcycle Club of America Everglades Chapter assigned real winners in categories honoring American, British, European and Asian motorcycles.

Winning Brit was Triumph TR6C SR.

A 1965 Triumph TR6C SR took first place in the British class. The owner generously pointed out that the 1967 TR6C parked next to him was just as perfect.

Proud tank of 1965 Triumph TR6C SR.

The club also exercised great common sense. The 1911 motorcycle entered had already won a prize so the award for "oldest" motorcycle went to a 1929 Indian Scout.

British competitors muster around Union Jack.

The award for "Most Unique" went to a motorcycle I would not have believed existed had I not seen it. The 1950 Imme carries a spare wheel and tire! It also had a very neatly fitted tire pump.

I am a sucker for low mirrors and bar end lights.

Bullet lights on 1957 AJS casquette.

This was the third year for the Dania Beach event and 87 motorcycles were entered, almost triple the number of the year before. Harley-Davidson was well represented, of course, but British motorcycles abounded. There was a nice line up of Japanese motorcycles, but only a few BMWs.

1971 Velocette only a mother could love.

Mine was the only Royal Enfield on hand, even in the parking lot. This was an event for vintage motorcycles that actually are old, and my 1999 machine wasn't eligible to enter. But it wasn't the only bike doing mundane duty. A lovely 1952 Vincent Black Shadow was helping prop up its owner's art show tent. A concrete block would have done as well but the owner just smiled when I asked about it.

It was a sunny day, a good day for a low-key motorcycle show.

Vincent Black Shadow props up booth.

Winner of "First Available Parking Space" award.