My Green Dream
After waxing lyrical about Louis Paterson’s Indian Bullet Special in CBG February 2019, it wasn’t long before I found myself transforming
my own 03 Bullet into a classic scrambler of not too dissimilar style. Louis’ rigid masterpiece
was the catalyst that kick-started my own objective to build a single that offered good handling, classic looks and carefree touring.
Owners of the popular Indian single would probably agree that it’s not a motorcycle that turns heads or seduces dedicated riders of fashion. Obvious flaws are the grotesque dualseat, elongated silencer, bloated toolboxes and one of the blandest facades ever to ornament a motorcycle.
On the upside, mechanical simplicity and everyday reliability are strong points – however, flowing lines and classic beauty score woefully low on the Bullet’s résumé. So as Louis’ pampered special left my garage, I picked up my wellthumbed Hitchcocks catalogue and began to think long and hard about my own Indian single...
BRITANNIA RULES
Down the years it would be fair to say that my Indian Bullet 500 has proved to be an excellent touring machine. Already the recipient of several Hitchcocks upgrades, it also benefits from the obligatory Amal Concentric carb conversion. However, I needed to address its drab looks and other growing niggles, such as weather-beaten chrome and unappealing paintwork.
My low mileage Bullet was purchased in 2013, but despite a lowly 1700 miles covered by its first owner, I was forced to rebuild the top end due to a burnt-out exhaust valve – a known weakness on 500cc Indian singles. The decompressor valve was also leaking and solely responsible for some uncharacteristic back-firing and uncertain starting. So for
peace of mind, I lopped off its head and replaced valves, seats, guides, springs and pushrods with none other than Hitchcocks ‘superior parts’. This included swapping iron for aluminium when I added a new barrel and a set of racy tappet blocks.
Several engine upgrades were necessary last year, when a lengthy tour around the Mull of Kintyre (chasing St Columba’s footprints), revealed a grouchy clutch and crunchy gearbox – latterly cured by fitting a Hitchcocks clutch. Other Solihull upgrades were the fitting of an uprated alternator, rectifier and a gel battery – all of which added much needed zest to the Indian’s sporadic cold starting and medieval lighting system... even the horn changed attitude from a pathetic squawk to a malevolent bark.
With frequent touring, the Indian wheel rims and other chrome parts had begun to deteriorate very rapidly and I was becoming quite embarrassed with my Enfield’s scruffy appearance. I’m quite particular about keeping my bikes clean; but when some friends began ribbing me about the Enfield’s grubby wheels, remedial action became a priority.
Thus funds I had accumulating for a Hitchcocks big bore kit (535cc) were instead diverted towards alloy wheels – items I considered more appropriate for touring than bigger bangs and unpredictable starting. Dropped too was a long-coveted HC Trailblaster petrol tank, only to be replaced with a similarly priced metal-flake paint job by friend and painter Andy Wardlaw. Even my normally disinterested ‘indoors’ remarked on how well Andy’s paintwork had transformed the drab old Indian that ‘littered’ our car port – although I can appreciate not everyone will be tickled pink by its new radiant green sparkle.
As ‘More Redditch, Less Chennai’ morphed my Bullet back to the Fifties, a classic hi-level woodsman exhaust and silencer joined the subterfuge. I’m also fairly confident that the single act of replacing the humungous Indian silencer has cut my Bullet’s weight by half – a much cheaper alternative I imagine, than bolting on a Hitchcocks Big Bore Kit!
The plump and rounded Indian toolboxes were also shown the skip in favour of more graceful and traditional Redditch-style items – again sourced from the boys in Solihull. The frumpy headlamp casquette was replaced with a simple Alchemy classic style headlamp, little did I know that this innocent little tweak would be the cause of so much complicated work several weeks later*.
Obviously, when removing the Bullet’s original and outdated headlamp-cumcasquette arrangement, I became tasked with finding an alternative solution. So I invested in period alloy yokes, headlamp brackets and rubber gators – all top quality and attractive kit that has dramatically transformed the front end.
At this point I should confess that my Bullet is on its third speedometer in as many years; previous eBay instruments having expired without warning. However, I have now invested in a Hitchcocks
Emporium instrument in the hope that their quality product will not be a repeat of my previous two mistakes.
But as only ever happens to me, the new speedometer does not appear to fit within the same supplier’s yoke – perhaps another case of pattern parts failing to meet with buyer’s expectations? Further investigation has revealed that two inner casting bosses (that should have been removed during manufacture) are obstructing the speedometer from slipping into its designated aperture – a future assignment that will undoubtedly test my skill with a Dremel.
In a nod to the iconic ISDT
(International Six Days Trial for those not used to wearing wellies) Reddich Enfields, I had intended fitting a trials sprung saddle. That was before several friends persuaded me to retain a solo seat that I had added during an earlier facelift. This was Hitchcocks supplied, but has never fitted as it should, being a suspect Indian part that stubbornly lists to port.
I have a similar bugbear with the original Indian petrol tank which also leans in sympathy with the aforementioned seat, and incredibly at the same angle. A practice fit of the new Hitchcocks period toolboxes and hi-rise exhaust system did afford me (and a friend) the opportunity to correct both of these listing items.
If I was going to remain true to my Redditch blueprint, then off-road handlebars and mud-plodding knobbly tyres were next on my list – items which again sparked much online debate and rattling of keyboards as soothsayer’s warned of ‘poor handling and perilous slides into roadside ditches’. But in the pursuit of style I resolutely ignored the posts of well-meaning friends, fitted the block treads, and took a chance on future handling.
HEADACHES COME IN THREES!
Unfortunately, by the time I got around to fitting the above mentioned *Alchemy headlamp, I realised an alternative location would need to be found for the ignition switch. The key-operated ignition switch is traditionally mounted topside of the headlamp casquette, an item which I had already removed. The most obvious solution was to relocate said switch to the new period toolbox; but if I wanted a neat finish then this apparently simple solution would require the stripping and modifying of the electrical harness. An easy fix would be fitting a modern two-way switch to the headlight shell, but I dismissed the idea as a lazy fix.
Instead, I invested in a professional electrical connector kit, full of snazzy male and female plastic connectors, which would enable me to plumb in the ignition switch at any desired location. Then I began the tedious process of stripping out redundant indicator and pilot/idiot warning light wires from the harness to achieve a simple ‘lights only’ loom. As if one strip wasn’t enough work, I had to repeat the process when I discovered I had removed the ammeter’s wires in error.
Then much later, while attempting to refit the completed harness, I discovered the new Alchemy headlight was positioned approximately five inches further forward than the original casquette/headlamp – resulting in my harness now being too short. I’d missed the obvious; that the original Enfield casquette has a very slim profile. Predictably, I was then taken to task by one perceptive friend who mockingly prophesised: ‘The problem with the art of customising motorcycles is that one job inevitably creates two more.’ So, with his visionary advice ringing loud in my ears, I reworked the harness for the third time.
While I was going through purgatory with the harness, some welcome relief arrived on my doorstep. Professional
restorer and painter Andy Wardlaw presented me with a newly-painted petrol tank which looked absolutely radiant in its metalflake green and gold finish.
The new paintjob was soon followed by a polished set of English alloy rims and stainless spokes, artfully cobbled together by wheelsmith Barrie Brown of Windygates. Barrie also vapour blasted the wheel hubs and cylinder head to a factory fresh finish. I then visited an old signmaker friend to have an offside cover plate made in gloss black foamex – a subtle addition that perfectly matches the primary side’s Reddich style toolbox.
At this point my harness modifications were rewarded when the ignition switch slipped seamlessly into its new toolbox location immediately below my left leg. Another friend (Dave the spanner) fabricated a bespoke rear mudguard bracket and removable carrier, along with a set of front mudguard brackets. Prior to having the petrol tank painted, Dave also welded and carefully worked the listing seat and wonky petrol tank back to true.
Other period styling ‘tricks’ were the addition of an alloy barrel, alloy mudguards and highly-polished hubcaps – all supplied by Hitchcocks. Stainless steel fasteners were used throughout the build in an effort to pacify tyre-kickers that frequent the Scottish Classic Motorcycle Club’s car park. Ingenious cam wheel snail adjusters were found on eBay, also fabricated in stainless. What I couldn’t replace with stainless was either powder coated black by Coat-Tech of Carnoustie, or mirror polished on my electric mop. Salt tarnished engine casings were all rubbed down with stepped grades of emery paper before being glossed over by my polishing mop – I fussed and polished until I could see my beaming apparition on the primary casing, rocker boxes, alloy top yoke and fork legs.
THE BUILD
In less than a week I was standing, mouth agog, at the green figurine that was propped against my garage wall. Careful planning and enthusiastic support from friends meant that the build went together without a hitch. I should mention that Hitchcocks also played a part, given the excellent hoard of accessories that Alan Hitchcock’s crew have mustered together for the Enfield enthusiast; the choice of beautifully-crafted and quality engineered parts is truly astonishing.
IS LIFE IN THE SLOW LANE FOR YOU?
Bullet ownership is much about exploring the majestic scenery we are so lucky to have throughout the UK. As others like me have discovered, touring the wilds is very much in the Indian Bullet’s stride. Mechanically bullet-proof, maintenance couldn’t be simpler and only requires attention to oils, plugs, tappets and rear chain at the recommended service intervals. Tappets are easily accessible (below the barrel) and are conveniently housed in their own compartment – no need to remove the petrol tank or rocker boxes. February 2019 Classic Bike Guide magazine has a great dossier on how to keep your Indian Bullet in top trim.
Pre-1986 models are generally cheaper to buy – prices reflecting their dubious build quality. After 1986 Indian Bullets were upgraded and 6V electrics were changed to a more robust 12V system. 350cc Bullets are easier to start than their 500cc stablemates, but can lose out on the steeper uphill slogs. All Bullets are unfairly criticised for being agricultural in nature, with lacklustre performance, lumpy gearboxes and cranky clutches – but nothing could be further from the truth. Like all motorcycles, familiarity and long term ownership are important factors to enjoying the Bullet. Life in the slow lane is just a different thrill, but one that lasts well beyond the thumping great ride that the Bullet delivers.
GREEN DREAM
As soon as the winter chill had receded I was itching to get out and scratch on my shiny new Bullet. Resplendent in its sparkling metallic green coat and muscular ISDT-influenced bodywork, it really looked high-octane compared to my Bullet of old. The high level exhaust complements the cobbly, all-alloy engine, and the alloy rims and knobbly tyres
have added purpose and poise that was undoubtedly lacking in the factory product.
Slim profile alloy guards, solo trials seat and traditional front forks help to convince the onlooker that this machine is indeed a timeless classic – until the vivid green petrol tank perhaps hints otherwise – but then the period registration plate hits a home run. During a recent classic gathering I overheard one tyre-kicker remark to his friends: “Hey lads, get over here and check out this classic old Enfield – she’s a corker!”
Out in the countryside this pedigree roughrider is a revelation when compared to the mongrel of old. Not only does the bike feel smaller, lighter and livelier – it thinks it’s a Featherbed when confronted by bends. I blame weight loss, ungraded suspension and tyres – what other factors could have added bravado to the old Bullet’s handling? The revitalised top-end has perked up the engine and the hi-level exhaust note is evocative of a classic
British single – punchy, comforting, and not too loud. With a lively throttle (take a bow, Amal carb) and smooth transmission (ditto, HC Clutch), my new Bullet feels revitalised, exciting and fresh.
The Hitchcocks extended rear brake arm has added extra bite to the back anchor and time invested in balancing the TLS front brake means the grinning rider can now stop in perfect control. Steering at low speed is also precise and light, given the extra leverage afforded by the wide scrambler-type handlebars.
I have no complaints with the new Armstrong pattern shocks supplied by Hitchcocks – but now that the bike is behaving so well, I really should invest in a pair of Hagons for added finesse. Comfort is at an all time high and I am really looking forward to my next run around Caithness & Sutherland’s isolated roads.
Downsides are few – except perhaps for the tyres humming to themselves above 55mph – but that could be delight with the scenic roads that we regularly travel together. I have a new found desire to keep the ‘Green Dream’ sparkling and shiny, and needless to say, my enthusiasm for my Enfield Bullet has grown tenfold – especially now that she lives up to her name.