Royal En field Model G
Modest, unfussy and dependable, Royal Enfield’s Model G 350 was the perfect partner for postwar British workers. The properties that won the pre-unit single favour then, make it an ideal classic today.
As the dark clouds of conflict that hung over Europe dissipated, minds turned to rebuilding and restarting bruised and battered economies. For the time being, the emphasis would have to be on making do and mending, and for motorcycle manufacturers, that meant repurposing military models, and resurrecting pre-Second World War designs.
When Royal Enfield resumed production during 1946, they could only muster a three model line-up of civilian machines – 125cc Model RE two-stroke, the rigid 350cc Model G and 500cc Model J – complemented by factory rebuilds of military C and CO models.
Sporty, technologically advanced and desirable they were not, but what they definitely were was exactly what the nation needed: tough, uncomplicated, dependable and economical transport.
Factories needed workers, and workers needed to get to those factories.
Few things did that more effectively than a 350cc four-stroke single, so for a time they ruled the roads: the B31 was BSA’s top seller, the AJS/Matchless equivalents were AMC’s.
Solid, reliable
The Redditch factory's 350 was the Model G. It had first appeared in 1936, when the Enfield range switched away from the inclined cylinder layout prevalent in the earlier part of the decade, to the more conventional vertical setup.
At its heart was a 349cc, single cylinder, fourstroke, overhead valve iron-barrelled engine. It used a dry sump design, with the oil tank located into the crankcase, rather than externally like most of its rivals.
A separate, four-speed Albion gearbox, which featured a handy neutral finder – a short lever set behind the gear lever, which when pressed with the heel in any gear other than first, would automatically select neutral – was bolted to the back of the engine.
Holding it all together was a rigid, brazed lug, full loop frame with duplex bottom rails – the G2 that would follow it would use the engine as a stressed member. Up front the girder forks used pre-Second World War were replaced by newfangled telescopic versions.
Just three years later – in 1949 – the G2 would join the G in the Enfield line-up. It boasted full swinging arm rear suspension, when most other marques at best only featured compromise plunger springing, and an all-alloy top-end for the engine, which had been reconfigured to now put Redditch’s characteristic oil compartment in the crankcase behind the cylinder.
The Model G soldiered on until 1954 with minimal changes. Unfussy, dependable, easy to start (it ran a lower compression ratio than the G2 of just 5.75:1, increasing to 6.5:1 when rationing ended in 1950 and the quality of fuel improved) and cheap to buy – only BSA’s B31 managing to beat it on price – and easy to maintain, it sold steadily to a loyal customer base who didn’t want thrills or a hobby, but simply needed solid, reliable transport to ride to work all week in all weathers.
Proven in the field
The model had proved itself more than capable of that task during the war. Designated the WD/CO, it was introduced into service in 1942 as a replacement for the earlier, side-valve engine WC/C 350. It would see service with all three armed forces, though primarily used for road communication and convoy escort duties, due to its lack of ground clearance.
Although they look similar – and the common belief is that the factory just stuck a different head and barrel onto the side-valve crankcases – the OHV machine differed in a number of fairly significant ways; the engineers taking the opportunity to refine the design.
At the business end, the flywheel assembly and con-rod, cams and timing gears were the same, but they ran in different cases to the C. The Albion gearbox was replaced with a stronger unit and a different clutch was utilized – some models were fitted with a Burman box after production at Albion was interrupted by German bombing.
Final drive came from a more heavy-duty chain, and the inner primary chaincase and chainguard were altered to suit. The outer chaincase stayed the same.
As the OHV engine was taller than the side valve, the fuel tank had to have a cut-away to provide clearance for the rocker box.
Both the front hub and rim were the same as the
C, but were laced with different gauge and length spokes. Early CO models also borrowed the front forks from the last of the Model Cs, but later versions were fitted with items similar to those found on the Norton 16H. The rear wheel was swapped for one that would accommodate a larger brake drum.
All that came hung on a slightly different frame to the C. Initial ones used the same front section, but with an altered rear part to accommodate the changeover from a centrestand to the more common rear-mounted.
Around 30,000 WD/C and WD/CO models were supplied to Allied forces and, with the WD equipment stripped off and a fresh lick of paint applied, were sold by the factory immediately after the war. They would stay in the range – along with the similar 500cc Model J – largely unchanged for years to come, running alongside the more modern models.
‘Heeling’
This particular Model G rolled off the production line in 1953. As was the case with much of the British bike industry then, evolution rather than revolution was the order of the day, so you’d be hard-pushed to see much difference between this and the earlier versions – other than the front mudguard which moved closer to the wheel and the colour of the tank; some were painted, some chromed and pinstriped.
On paper, it doesn’t sound like it would deliver a terribly engaging ride, but on the road it’s quite the opposite; low and light, well balanced and with surprisingly nimble handling, it’s an absolute pleasure to swing it round some country lanes. I also have to add it’s without a doubt the most comfortable machine – ergonomically speaking – that I’ve ever ridden; the seat-footpegs-handlebar ratio fitting my frame absolutely perfectly.
Performance feels on a par with a Bullet, the OHV single thumping away merrily beneath you and delivering a beautifully torquey and unhurried ride.
“On paper, it doesn’t sound like it would deliver a terribly engaging ride, but on the road it’s quite the opposite.”
As with most postwar 350s, it feels most comfortable plodding along B-roads around 40-45mph, but would hold its own on faster roads quite admirably.
The gearbox is surprisingly compliant too – providing you don’t ask for too rapid a change. And once you get the knack of the neutral finder, it’s a doddle at junctions and stops; no more rocking back and forth, and pulling and pushing the gear lever up and down to find neutral. I even found myself ‘heeling’ the lever before I came to a stop, instead coasting the last few yards.
Regrets
So, confession time. Usually at this point I would be introducing the proud owner of the featured machine; relaying the story of his or her acquisition of it; and outlining any restoration or repair work required during their tenure. Not this time though, as the Model G you see here was my own; chosen after lengthy discussions with Editor James about what would be a suitable ‘next’ machine for me.
I can’t lay claim to any restoration work – it was brought back to life by an REOC member in the early 1990s; neither can I regale you with a tale of how I stumbled upon it by a chance encounter, or spotted it poking out of a garage with a ‘for sale’ notice hanging on it – it came to me via vintage and classic dealer DR Classics, in exchange for a ‘modern’ Indian 500cc Bullet ‘Sixty-Five.’
It served me well on lots of sunny Sunday jaunts to the Suffolk coast and on a few runs with the King’s Lynn section of the VMCC, and apart from a spot of trouble starting when hot – eventually traced to a particularly problematic set of points that would unset themselves – it never missed a beat.
Sadly, circumstances meant I had to part with it, in favour of a modern machine and though undoubtedly it has proved a sensible decision, it’s one that I’ve lately come to sorely regret.
Still, I do take some comfort in that it went to an enthusiastic young chap looking for a first classic, and I think it’s a great choice – the attributes that made it popular postwar, coupled with a healthy amount of marque specialists, a good spares supply, active owners’ clubs and groups, and a myriad of literature and technical resources and you’re pretty much guaranteed a pleasurable experience with a Model G.
I hope the new owner has as much pleasure out of it as I did...