Monday, December 9, 2019

Along for the Ride with ‘Fast Eddie’

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FOX TOWNSHIP, Pa. — A short film about a Sullivan County man’s love for racing motorcycles was recently released on YouTube.

“Fast Eddie” tells the story of what motorcycle racing life was like in the 1950s.

Ed Fisher, also known as Fast Eddie, began racing motorcycles when he was 16 years old. Now at 94, the former racing legend still enjoys riding, just at a slower pace.

Fisher was born in Lancaster County in 1925, and he loves to ride motorcycles. If you give Fisher two wheels, handlebars, and an open road, he will fly right on by. Fisher brought his first motorcycle, an Indian Scout Pony, in 1941 and hasn’t looked back.

After just celebrating his 94th birthday, the man from Shunk still loves to ride his bike in Sullivan County and beyond.

“You are out in the open. You see your surroundings much better, and normally it is nice fresh air,” said Fisher.

“Fast Eddie” is a documentary on YouTube that focuses on Fisher’s racing days in the 1950s. One of biggest wins of Fisher’s career was the 1953 Laconia 100-mile National Championship in New Hampshire.

“And you went off blacktop onto the sand, then sand onto the blacktop onto a 90-degree turn which got pretty slippery. If you learned to maneuver that good, that is how you make good time.”

Fisher eventually stopped racing professionally in 1957 and was voted into the American Motorcyclist Assocation Hall of Fame in 2002.

“You can’t say I think I have done something better than everybody else, but just being recognized as being one of the top competitors in your day. (It means a lot?) Yeah, yeah.”

Fisher says he will continue to ride his motorcycles until he can’t.

Spirit of Munro rides on with John Munro

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 One of John Munro’s earliest memories involves him riding to school on the tank of his dad’s motorbike.

   He thinks he would have been 5 or 6. That memory is a cherished one because the bike would go on to become world-famous – while his dad would become a motorcyling legend.

   John, now 80, is the youngest of Burt Munro’s four children, and has been living in the shadow of his dad’s success since the release in 2005 of the movie dedicated to his father’s achievements: The World’s Fastest Indian.

   John, along with his three sisters, has helped Indian Motorcycles keep his father’s name alive.

   Burt Munro was a motorcycle racer famous for setting an under-1000cc world record in 1967. He spent 20 years modifying his 1920 Indian motorcycle.

   His life is celebrated in permanent displays around Invercargill, including both the Southland Museum and Art Gallery and E Hayes and Sons.

   Following the success of The World’s Fastest Indian, the Southland Motorcycle Club created the Burt Munro Challenge to honour him, his love of speed and motorcycles. The challenge is one of New Zealand’s major motorsport events.

   Ahead of the Burt Munro Challenge this year, John relaxes at home with a glass of wine and recalls his colourful childhood and “normal” family life. It was full of vacations and events and helping his dad in the shed at their family home in Tramway Rd.

   John fondly recalls working together on bikes and cars, holding a spanner on the other end of a bolt.

   His father was a hard-working man. Burt would often come home after a busy day at work, sit by the fire and read the newspaper.

   In 1945, when John was 11 or 12, his parents split and John’s mother, Florence Beryl Martyn, left the city with him and two of his sisters. He went to school in Hastings and later Napier.

   It was seven or eight years before John was reunited with his father.

   In 1953, when John was 19, he rode his Velocette, one of Burt’s favourite bikes, from Auckland (where he was living) to Invercargill to spend the Christmas holidays with his dad and other family.

   The pair continued to stay in touch.

   Once the family had gone, Burt had plenty of time to spend doing what he loved. In fact, he spent 57 years doing what he loved.

   He would devote hours to his bikes and if he was preparing for a race would work day and night.

   Burt brought a property in Bainfield Rd but was unable to build a house because he couldn’t get a permit for the type of house he wanted.

   So, not long after the second world war, when building materials were sparse and the biggest garage was 20 feet by 10 feet, he built his own garage.

   He lived in it for 25 years and John remembers it well.

   Did it have any facilities?

   “It had a lathe. A grinder. A vice. A bed. What else do you want?”

   After 25 years, Burt built a house on the property. When he sold it, the house was moved and used as a crib and another house was built.

   John was 44 when Burt died of natural causes in 1978.

   One of John’s most prized possessions is a scrapbook his father had given him, full of motorbikes, events and newspaper clippings.

   John’s life was relatively anonymous until the release of The World’s Fastest Indian. Until then, people across the world, including many in Southland, thought his father was nothing but a “crazy old bugger riding bikes in his 70s”, but opinions quickly changed when the movie was released.

   People also got to know exactly who John Munro was and, even now, he’ll get stopped in the street and asked if he’s the famous Burt Munro’s son.

   Film director Roger Donaldson made a documentary about Burt in the 1970s and, at the time, said he wanted to make a movie.

   He finally did that 30 years later.

   John recalls Roger staying with him and his wife, Margaret, going through family history and talking to other family members and people who Burt had ridden with. He spent six years writing the script and started filming in 2004.

   Burt’s children spent plenty of time on set.

   John remembers travelling to the salt flats in Utah for the first time to watch filming. He also watched a large part of the filming in Invercargill, Winton, Tisbury and Timaru.

   “I was invited to be in it. But I said to him, I’m no bloody actor. But, in hindsight, it actually would have been nice.”

   A passion for motorbikes runs deep in the family. John himself has owned and tinkered with several bikes and his youngest son has travelled the world on a motorcycle.

   Mechanics and inventing also runs in the family.

   One of Burt’s uncles, Jim, invented the Munro topdresser and the Munro seed sower and John has also patented his own inventions.

   Among those are his innovative way of insulating underground pipes for hot and chilled water, and control systems for school boiler houses.

    John was a cabinet maker, farmer, earthmover and telephone operator before starting his own heating and ventilation business. He’s still inventing but now works from home with his wife in the energy management industry.

   At the age of 80, he has no desire to retire. “My brain is working 24 hours a day. I gotta keep up with it.”

   He also has seven children (aged between 42 and 57), 21 grandchildren and 15 great grandchildren, and a great-great grandchild is due.

   John has been to every Burt Munro Challenge. He and his siblings are invited to do the race starts and prize presentations. His has carried on his father’s legacy and has been an ambassador for Indian Motorcycles since his father went to Bonneville.

   “Indian Motorcycles have done Dad proud and we all want to continue supporting that. As an ambassador for Indian, I’m happy to do that because of what they’ve done to support dad’s achievements.”

   When Polaris Industries bought the brand about three or four years ago, they wanted to build something to commemorate Burt, and got in touch with John, wanting to call a new machine the Spirit of Munro.

   “As a family, we were delighted to give them permission to do so.”

   Everywhere he goes, John says ‘thanks Dad’, because without him, he never would have got to participate in such events.

   Follow Nicci McDougall on Twitter.

Source: Spirit of Munro rides on | Stuff.co.nz

Who was Floyd Clymer?

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Floyd Clymer played a big roll in the History of the Indian Motorcycle – Here is a brief history of the Man:


Here at the Library, it’s hard to scan the shelves without coming across the name of Floyd Clymer.  From 1944 through the 1970s, his publishing company stood at the forefront of automotive books.  At the Library, we have more than fifty of these books on-hand for reference, covering everything from history to racing!  While Clymer’s books have remained his biggest claim to fame, they are but only one piece of this legendary man’s life story.

Since he was a lifelong fan of automobiles, it seems fitting Floyd Clymer was born in Indianapolis, home of the famed 500, in 1895.  Shortly thereafter, his family moved to Berthoud, Colorado.  In 1902, Clymer’s father (a physician) introduced his son to the world of cars with the purchase of the family’s first vehicle, a one cylinder Curved Dash Oldsmobile.

Floyd Clymer didn’t have what you would call a typical childhood.  At just seven years old, he learned how to drive his dad’s Olds.  Later, Clymer and his younger brother participated in the 1904 Reliability Run from Denver to Spokane.  Behind the wheel of a Flanders 20, several breakdowns thwarted successful completion of the trip.

If racing was in Clymer’s blood, so too was the entrepreneurial spirit.  While most ten year olds boys found fun playing baseball, Clymer got his kicks from selling cars.  With faith in young Floyd’s dream, Clymer’s father allowed his son to set up shop in a room within his practice.  In what was formerly a dentist’s office, Berthound Auto Co. was founded, specializing in REO, Maxwell and Cadillac.  In two years, the wonder kid managed to sell at least twenty six vehicles.

For trade publications of the day, the story of a young auto dealer was too good to pass up.  Motor Field ran an article on Clymer (then 11), “the Kid Agent,” in their February 1907 issue.  Salesmanship in his blood, the article doubled as an ad for Clymer who claimed, “[I] can supply your wants in repairs and supplies, and can save you money.”  Later in life, Clymer reprinted and sold this same issue for just a dollar.

Clymer Motor Field Article
Eventually, Clymer grew interested in motorcycles.  His first bikes were a California-built Yale and Thomas Auto-Bi.  Ever the showman, Clymer discovered how to ride backwards by the time he was fourteen and, in 1912, he won his first amateur bike race in Boulder, Colorado.

Clymer's victories earned him a spot in Indian's advertising.In 1916, Clymer made motorcycle history by winning the very first Pike’s Peak Hill Climb.  Contrary to popular opinion of the time, his Excelsior proved motorcycles were capable of more arduous trips, having ascended 4,958 ft in only twelve miles.  Thanks to such victories, Clymer attracted the attention of Harley Davidson and became a member of their factory racing team in 1916.

Though an accomplished rider, Clymer never abandoned the world of salesmanship.  In 1914, he moved to Greeley, Colorado and opened up a motorcycle shop, selling Excelsior bikes and, eventually, the Harleys he was known for racing.  Clymer promoted his dealerships by setting long distance records between cities on his bikes.

Cover of a brochure for Floyd Clymer, Inc.

After his stint in Greeley, Clymer set up Floyd Clymer, Inc. in Denver, becoming a major distributor of Indian, Excelsior and Henderson bikes for the western part of the country.  In a 1929 brochure, Clymer touted he was the “largest motorcycle dealer in the west” and that he had “…sold motorcycles and shipped them into practically every state in the union.”  In addition to new and used bikes, Clymer sold parts and accessories.

By the 1930s, he made the move to Los Angeles, taking over Al Crocker’s West Coast Indian distributorship and managing a profitable venture in the mail order parts business.  Taking full advantage of his close proximity to Hollywood, Clymer gave Indian bikes to celebrities as gifts or loaned them in return for advertisement-worthy publicity shots.  Consequently, Indians were well-represented on the silver screen back then!

During World War II, Clymer began collecting automotive sales literature and photographs, many of which wound up in his first book.  Published in 1944, Floyd Clymer’s Historical Motor Scrapbook was a collection of reprinted advertisements and period articles, featuring two hundred fifty brass era vehicles.  Reception of the book exceeded Clymer’s expectations, becoming an overnight success and receiving a glowing review from TIME.
Clymer's first book (1944)

A small sampling of the Library's Floyd Clymer books 2 small

From then on, Clymer established himself as the pre-eminent publisher of automotive books, having printed more than four hundred different titles by 1965.  Among them were several more “scrapbooks,” including special editions devoted to steam powered cars and motorcycles.  Clymer also localized foreign titles, published a long-running series of Indianapolis 500 yearbooks (the first in 1946), and reprinted entire works, including the National Automobile Chamber of Commerce’s Handbook of Automobiles series.

While a successful publisher, Clymer never turned his back on motorcycles.  In the 1960s, he became a distributor of the high-end German-built Munch Mammoth IV, a $4,000 bike he labeled the “Ferrari of motorcycles.”  Starting in 1963, he attempted to revive Indian (defunct since 1953), slapping the name on imported bikes decked out with engines from Royal Enfield and Velocette.

Although the closest one can get to a tangible tall-tale, Clymer was not immune to the world of medical misfortune, and he succumbed to a heart attack in 1970.  In his short time on Earth, Clymer had accomplished what few could hope to achieve in five lifetimes, let alone one.  Far from forgotten, his is but one of many stories awaiting your discovery here at the Library.

Source: Who was Floyd Clymer? | AACA Library and Research Center

Georgia Motorcycle History: The First 60 Years: 1899-1959

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Georgia Motorcycle History: The First 60 Years, is the culmination of tireless research, pouring over hundreds of archives, articles, family collections, books, and interviews. This stunning, 270-page, clothbound, hardcover coffee table book illuminates the earliest days of American motorcycling culture through the photographs and stories of Georgia. The exclusive collection contains nearly 250 black and white archival photographs, each image methodically researched and captioned in vivid detail. While several key figures in American motorcycling history are featured, the book also explores topics such as the motorcycle’s role as it was used by civilians, military and service departments, professional racers, and farmers.

Indian_Motorcycle_dealership

The book begins with an introduction of the motorcycle at the turn of the century. From there, the first chapter presents the story of Georgia’s first motorcycle and expands into colorful stories of America’s earliest enthusiasts and pioneering spirits. The second chapter recounts the exhilarating and dangerous tales of motorcycle racing, from its origins on horse tracks and the infamous motordromes to the later industrialized and professional sport that we know today. It wasn’t all fun and games though. In chapter three, the book looks into the motorcycle’s role in both WWI and WWII as well as its indispensable place in various municipal service departments. In the last chapter, Georgia Motorcycle History steps back and reviews the motorcycle’s evolution from a bicycle with a clip-on motor to an advanced technological mode of transportation, from a simple utility to a member of the family.

Hammond+Springs+copy

The pictures and stories included in Georgia Motorcycle History reach far beyond a simple documentation of local history. They embody the American spirit and represent a cornerstone of our nation’s culture. Over 200 copies of this stunning book have been sold to eager customers in 15 different countries within the first 2 months of its release and copies are now being carried by exclusive retailers and world-class museum gift shops.

For more information and to purchase the book, you can visit the authors website at:

Buy the Georgia Motorcycle History Book Here

The book is $50 and a great value! Let the author know you heard about it at the IMCA Website

Indian Motorcycle Military Legacy

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    America’s first motorcycle company, today announced its Scout Inspired Custom Series; a chronology of the rich, century-long history of the Indian(R) Scout(TM) motorcycle. Throughout 2015, Indian Motorcycle will unveil a series of custom Indian Scouts designed and crafted by some of America’s leading custom bike builders — each designed to celebrate an important Indian Scout milestone or achievement since its debut in 1920. Each of the custom Scouts will be accompanied by vignettes to share the legacy of the Indian Scout.

To kick-off the series, Indian Motorcycle today launched the Custom Military Scout in a vignette narrated by Mark Wahlberg. The Custom Military Scout is a tribute to the company’s nearly 100-year history of supporting the U.S. Military and to celebrate Indian Motorcycle’s partnership with USO. The Custom Military Scout was designed and built by world-renowned custom builder Klock Werks Kustom Cycles of Mitchell, South Dakota.

“Klock Werks Kustom Cycles is honored to partner with Indian Motorcycle on a project that pays tribute to the USO and their outstanding work on behalf of the dedicated men and women of our U.S. Armed Forces,” said Brian Klock, founder of Klock Werks. “Indian Motorcycle has a long and impressive legacy of supporting the U.S. Military dating back to WWI and all of us at Klock Werks are humbled to play a role in this important and historic endeavor.”

The Custom Military Scout is built on the award-winning 2015 Indian Scout platform, sporting a matte green paint indicative of a vintage military bike that was perfectly applied by Brad Smith of The Factory Match. It utilizes taillights that are modern street legal reproductions on a custom bracket to mimic the original military-style lights. The Custom Military Scout features Genuine Indian Motorcycle Accessory leather saddlebags, a Klock Werks “Klassic” seat kit and leather wraps for the base of the Indian accessory quick-detach windshield — all upholstered using matching leather hides. A custom gun scabbard mount holds a Thompson sub-machine gun with a custom gunstock by Boyds Gunstocks of Mitchell, SD etched with both the USO and Indian Motorcycle logos.

“Today we are proud to launch our Scout Inspired Custom Series with our inaugural episode dedicated to the USO and our mutual support of the U.S. Military and their families, and we are grateful to brand ambassador Mark Wahlberg and our friends at Klock Werks for their support and fine craftsmanship,” said Steve Menneto, Polaris Industries vice president of motorcycles. “The Indian Scout has built a long and storied legacy of racing wins, world records, engineering innovations and industry firsts, and along the way it has won the hearts and minds of fans around the world. Those achievements have materially impacted our current and future direction for the Indian Scout marque, and we look forward to telling some of those important stories through our Scout Inspired Custom Series.”

The Custom Military Scout and accompanying video vignette narrated by Mark Wahlberg can be found by visiting www.indianmotorcycle.com, along with upcoming stories in the Scout Inspired Custom Series.

ABOUT THE USO The USO lifts the spirits of America’s troops and their families millions of times each year at hundreds of places worldwide. We provide a touch of home through centers at airports and military bases in the U.S. and abroad, top quality entertainment and innovative programs and services. We also provide critical support to those who need us most, including forward-deployed troops, military families, wounded warriors, troops in transition and families of the fallen. The USO is a private, non-profit organization, not a government agency. Our programs and services are made possible by the American people, support of our corporate partners and the dedication of our volunteers and staff.

ABOUT KLOCK WERKS Located in Mitchell, South Dakota, Klock Werks has grown from humble beginnings to an internationally recognized brand. Achieving status as “Air Management Experts,” Klock Werks credits this to the success of the original patented, Flare(TM) Windshield. Also supplying fenders, handlebars, and other motorcycle parts, Klock Werks proudly leads the industry through innovation in design and quality of materials and fitment. Team Klock Werks has been successful for years designing parts, creating custom motorcycles and setting records on the Bonneville Salt Flats. You will find motorcycles, family, and faith at the core of Klock Werks, along with a commitment to caring for the needs of enthusiasts around the world who enjoy their products.

ABOUT INDIAN MOTORCYCLE(R) Indian Motorcycle, a wholly-owned subsidiary of Polaris Industries Inc. is America’s first motorcycle company. Founded in 1901, Indian Motorcycle has won the hearts of motorcyclists around the world and earned distinction as one of America’s most legendary and iconic brands through unrivaled racing dominance, engineering prowess and countless innovations and industry firsts. Today that heritage and passion is reignited under new brand stewardship. To learn more, please visit www.indianmotorcycle.com.

Hail to the Indian Chief Motorcycle

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This 1948 Indian Chief is one of the most important Indian motorcycles on the planet.

There’s a good chance, many years from now, that history will judge this particular red-and-white 1948 Indian Chief as one of the most important Indian motorcycles on the planet. No, it wasn’t owned by Steve McQueen or any other celebrity; it’s not a special VIN, not the only or the first or the last of anything; it certainly didn’t win any races or set any speed records either. It’s unremarkable except for one fact: This is the motorcycle that spent two years parked in the Polaris design studio, where it served as the visual inspiration and literal touchstone for the design team that reinterpreted the vintage Indian style for the modern era.

This bike isn’t a static showpiece. It’s fully operational, and Indian Product Director Gary Gray offered us the unique opportunity to ride this vintage classic side by side with the modern Chief that carries so much of its DNA in its lines and design. Gray is the person who actually located this bike for Polaris , negotiating the purchase from a Minnesota collector shortly after Polaris acquired the Indian brand in 2011. It’s a 1948 Chief with the mid-level Sportsman trim package, distinguished by the chromed crashbars, handlebar, headlight and spotlights, and “De Luxe” solo saddle. Riding this bike alongside the 2014 Chief Vintage reveals how far bikes have come in 66 years—it feels like light-years—but it’s surprising how similar the two bikes feel in certain ways. That’s a testament to the fine job Gray and company did translating the old glory to a new generation.

The first difference you notice is scale. Wheelbase and seat height are roughly similar, but the vintage bike, weighing just 550 pounds, is almost 250 pounds lighter than the modern machine. This makes the older bike easier to maneuver, especially pushing it around a parking lot, and it handles well at speed too. Sixteen-inch wheels are concealed under those deep fender skirts, and the ride is surprisingly smooth thanks to the coil-sprung, hydraulically damped girder fork and “Double Action” plunger-sprung rear frame (each shock carries two springs: a top spring for cushioning and a bottom spring for damping) that was a cut above Harley’s then-current rigid frame/sprung saddle combination.

The 74ci (1,200cc), 42-degree flathead V-twin, with roots reaching back to 1920, was already obsolete in 1948 (Harley-Davidson released its overhead-valve Panhead that same year), but with roughly 50 hp and a broad spread of torque it’s adequate for back-road cruising. Top speed is said to be near 100 mph, but it’s happier nearer the double nickel where it doesn’t feel (and sound) like it’s going to shake itself apart. Besides, the drum brakes—the front all but useless and the back not much better—can’t compete with more velocity than that.

Often copied, never equaled (until now): the original 1948 Indian Chief

The control layout is utterly unlike the modern bike. Both grips rotate. The right grip “controls” the Linkert carburetor; the left rotates the automotive-type distributor to manually retard or advance the spark for easier starting. “Controls” is in quotes because any grip input to the crude, poorly atomizing Linkert is a mere suggestion. Engine response lags behind grip input by a few seconds, and the lack of a throttle return spring and a solid throttle wire—not a cable—makes rev-matching during shifting all but impossible. Speaking of shifting, there’s no clutch lever. Instead there’s a foot clutch on the left floorboard (a rocker clutch you have to manually engage and disengage, not a spring-loaded “suicide” clutch) and a hand-shifter on the left side of the fuel tank.

Temporarily rewiring your brain to smoothly manipulate that rocker clutch with your foot and fluidly change the cantankerous, non-synchronized, three-speed gearbox with your left hand is the biggest challenge, but once you get the vintage Chief up to speed it’s a delightful back-road ride, with a perfectly upright riding position that’s more natural and less slouchy than the clamshelled hunch the newer bike demands. It’s a classic American motorcycle experience, and Gray and his team have done an excellent job of transposing this vintage vibe onto the new machine. Starting with such sound genetic material as this, though, how could they go wrong?

Source: Hail to the Indian Chief Motorcycle

1933 Indian Four – Jay Leno

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In 1901, bicycle racer and builder George Hendee teamed up with engineer Carl Oscar Hedstrom to build a 1.75 hp single cylinder motorcycle prototype with a revolutionary chain drive. This motorized bicycle met with immediate success, and the 1933 Indian Motorcycle. Indian Motocycle Company was soon formed in Springfield, Massachusetts.

The Indian Enfield

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In the 1955 Indian started to import English built motorcycles, and branded them Indian Motorcycles. This was under a five year contract with Royal Enfield, which ran from 1955 – 1959 inclusive. After 1953 the Indian name survived only as the Indian Sales Corporation. The Indian Sales Corporation primarily imported Royal Enfields. These bikes were branded as Indian motorcycles for the American market. The imported motorcycles ranged in size from 150cc to the largest 750cc twin model. One model they imported was the Royal Enfield Bullet. This model was called the Indian Woodsman, and Westerner for the US market. Amazingly this same bike is still in production and is being imported into the United States as the Enfield Bullet.
Now one may ask, how can this be when Royal Enfield went out of business in 1970 ? It is not generally known that the Royal Enfield – after the closure in England – nevertheless went on in another place where the classic already had been manufactured for years. The Royal Enfield was also being manufactured in India. This was owing to the fact that the Indian government had set about purchasing a large number of motorcycles for its police and army in 1955. They needed a solid, economical, maneuverable and reliable motorcycle in order to cope with the miserable roads of the mountainous regions, the heat in the deserts and the humidity of the tropical rain forest. After doing a lot of testing of various brands, the Bullet of the Royal Enfield company was chosen as the most suitable. Thus the Indian government ordered 800 of the 350 cc model in England.
The Royal Enfield company was not able to keep up with the sizable orders coming in from India and a decision was made then to form an independent Indian firm (Enfield India) with British tools in Tiruvottiyur, Madras. There, various Bullet models were manufactured similary to those from England during the 1955 model year. After the closure of the Royal Enfield company, Enfield India was alone in manufacturing the Bullet.
During the 1980’s, the Bullet started being exported to foreign markets, among others, to it’s native country, England, and by the mid 90s the gradually refined classic was for sale in more than 20 countries including Canada and the USA among others. To this day more than half a million Enfields have come out of the modern production line in India, where six different models are being manufactured. On all the models, old traditions like the hand painted golden pinstripes on the tank and the mudguards are maintained. Where on earth did you ever see the like of it?
The Enfield Bullet comes in two versions – a 350 cc and a 500 cc. At the moment Enfield Bullet is available in three variant types: Standard, Deluxe and a Army model. The only difference between the standard and the deluxe models is that the deluxe model has a chrome plated tank, chrome plated mudguards, and chrome air cleaner.
The standard model comes in the colors grey, green, and black. The deluxe model is available in black, red and blue. It is possible to obtain the motorcycle in other colors as well. For both models, an option is available to convert the foot shift to the right side, instead of the British Left Side.
It can be said that everybody stares at the Bullet. Only a few own one. Everywhere you go, you will be turning heads, as people look at your new classic motorcycle. The 1999 Bullet is still a 1955 motorcycle. It’s a rickety ride compared to anything modern. It has huge amounts of character. For just under $4,000, it’s a reasonably priced bike. The Enfield India does have modern hand controls, mirrors, shocks and a seat that works, although, purchasing one of the accessory seats may be more comfortable. The motor is very peppy and has a high amount of torque, for a single. The quality is good, remember they now have 40 years experience building this motorcycle ! Most reviewers relate that overall the bike is very reliable, as well. In an age when we seem fascinated with what is classic, the Royal Enfield works. It’s a classic, hands down. You’ll be the first on the block with one of these. All that is needed, is to add the Indian Script to the tank, and you can claim it is an “Indian Enfield.”
Technical specifications
Engine 4 stroke, air-cooled, OHV
Displacement 499cc
BoreXstroke 84x90mm
Max. bhp 22bhp@5400rpm
Max. torque 3.5 kgm/3000rpm
Compression ratio 6.5:1
Transmission Four-speed gear box
Special features
– Top speed of 125 kmph
– Unique neutral finder lever
– Fuel consumption of 70 mpg
– Stunning black paint finish with gold line on fuel tank
– Tiger-head headlamp casing design
– Pilot lamp for parking
– Unique silencer beat
– Fulcrum lever on main stand for easy parking
– Adjustable rear shock absorbers
For more info please contact the U.S. Distributor:
Classic Motorworks PO BOX 917; Fairbault, MN 55021.
Phone: 800-201-7472. http://www.enfieldmotorcycles.com