ROYAL ENFIELD BULLET

The legendary Bullet is one of the most enduring designs in the history of motorcycling. Built in both England and India, it has stayed remarkably faithful to the original design

The Bullet has enjoyed a remarkable production life. Although the name was applied to sporting 500, 350 and 250 models before WWII, the G2 Bullet of 1948 and its successors are generally regarded as the definitive Bullets. Initially a 346cc machine with damped telescopic forks and swingarm suspension, it was a thoroughly modern motorcycle. Seventy years later and, though now produced in India, you can still buy a brand-new Bullet. It’s something of a legend.

In 1952 a 500cc version joined the 350 – first for export only, but then for the domestic market. Both versions are wellengineered and pleasant bikes with all the virtues of a traditional British single. From 1955, Bullets for the Indian market were manufactured under licence in Madras (now Chennai) and, when the Redditch parent factory discontinued production of the Bullet in 1962, the Indian factory continued production, and stills knocks out what are essentially 1955 models.

In a remarkable ‘coals to Newcastle’ sales coup, the Indian Enfield concern started exporting Bullets to the UK in 1984 under the Enfield brand. Poor materials and quality control mean these early bikes are best avoided, but since 1995, when Eicher Motors took control of

the firm and bought the Royal Enfield trademark, things have got better. From 1997 new alloy engines were offered alongside the traditional iron-barrel 1955 pattern engine, the last bikes with old-style engines going on sale in 2008. Current new bikes have fuel injection and ABS.

So there are two distinct types of Royal Enfield Bullets – British and Indian. Redditch-built bikes command a price premium over their Indian relatives, and deservedly so. Their build quality is better, particularly compared to the pretty dire pre-1995 Indian machines, and they have the collectable cachet that comes with age.

British and (post-1995) Indian Bullets share nigh-on identical performance, reliability and, to a large extent, parts interchangeability. Expect about 75mph from a 350 and 85mph from a 500 – but not for long stretches. Big-head 500s (1959-61) are considerably faster and therefore dearer. Brakes are only just up to the performance and weight of the bikes, though 1960-on 500s have dual-sided sixinch front stoppers. And, thanks to the Indian bikes, there are a host of upgrades – including twin-leading-shoe brakes that are compatible with Redditch models.

The Albion gearbox prefers a slow and steady approach to gearshifts – though you can amuse yourself with the heel-operated neutral finder that, in theory, allows you to snick into neutral at traffic lights. Whether to go for an Indian or Redditchbuilt bike is down to personal choice and economics. Late Redditch bikes have more developed engines, better original finish and will appreciate in value – but fetch a higher price. Indian-built bikes are cheap, cheerful and plentiful but, like any ‘new’ bike, will only depreciate. They can, however, be a good way of dipping your toe in the classic market.

LOOK FOR

Heavy oil consumption caused by oil running down the valve guides. Oil seals can be retro-fitted to British-made bikes to help this – if the standard camshaft is used. British phosphor bronze guides are £6 each. Main bearings on Indian-made bikes can be very short-lived. Most will have been replaced, but ask to see receipts. Check for wet sumping (oil draining back into the sump) after the bike is stood a while, with clouds of start-up smoke. Usually they clear after a few minutes, but the only cure is an engine rebuild.

ALSO LOOK AT

BSA M20, Panther, AJS Model 20, Matchless G80

RICK SAYS Enfield were bit of a Cinderella in their day and even now the popularity of Indian models makes it easy to overlook the bullet as a classic. However, that keeps prices down for these bikes by which are basically very sound.