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"What in the world is a Royal Enfield Bullet Sixty-5?"
That's a question I was asked many times while I was testing this bike here at my western North Carolina home. To get the full story it is necessary to go back not just to the last century, but to 1898. Royal Enfield initially began producing bicycles, before building their first motorcycle in 1900. These early machines were fitted with donor engines, and it wasn't until 1927 that the British company began manufacturing their own engine: a 488cc single cylinder with a four-speed gearbox.
1932 saw the first Bullet and over the next thirty or so years, this simple single underwent continued improvement and refinement. During this time the company made a number of different motorcycles, even selling various singles and twins under the Indian name from 1955 to 1959 here in America. By 1962 the company had been sold and the new owners lasted just eight years under the onslaught of Japanese motorcycles flooding into the country. And that would have been the end of the once-proud company, had it not been for a strange twist of fate.
Power is transmitted to the rear wheel through a five-speed gearbox via a chain drive. This is new for Royal Enfield; earlier models used a four-speed unit. I have ridden Enfields with both right and left foot shift and can safely say they are both as bad as each other, making gear selection something of a minor adventure.
With the sun shining down through the partial foliage, the Enfield was in its element as we pottered along the lazy Tuckaseegee River. Fly fishermen in tire rafts bobbed in sparkling patches of light, gently tempting their prey in the cool dark pools along the riverbank. As the Enfield settled into a lazy, huffing beat, I breathed a little deeper, sighed a long sigh and absorbed the natural beauty of my local area. Slowly unwinding, I found the Bullet's sweet spot as we swung gently back and forth through the tight bends. I had softened the rear suspension and on the smooth road it was treating me just fine. Setting up early for the corners and planning my braking well in advance, I spent an enjoyable few hours meandering on the lightly-trafficked roads.
The bike's gentle power output is not intimidating, but the brakes certainly can get your heart rate up if you are not careful. Using a seven-inch twin leading-shoe drum brake up front, and a six-inch drum in the rear, stopping is not one of the Bullet's strongest attributes. The brakes do stop the bike; it just takes some time and major lever effort. If you stay on the back brake too hard it will stick. Hunting through the Royal Enfield web site, I found a bolt-on front disk brake kit for $399.99, and if I owned the bike, it would be the first thing I would change. Scrolling further, I found all manner of sensibly-priced parts to customize and improve your Enfield, depending on your tastes.
With the stock bike producing a whopping 22 horsepower, I was most interested to see there is a high-compression, big-bore piston kit available for $435, which should liberate a few more ponies. Dreaming of an ideal world, I would also order up the new "miracle" clutch, a less-restrictive exhaust pipe and the 32mm Amal carburetor kit. Then I would go talk nicely to my buddy Jeff for one of his infamous head jobs (Let me guess how that goes...suck, squeeze, bang, blow? -Ed.) to complement the larger, higher-compression piston and bigger carburetor. While the checkbook was out, I would go for new shocks and fork springs. These changes, not counting labor, would run around $1,500, which is really not too bad especially when I think how much just a full exhaust system costs for a modern bike these days.
This is not to say the stock motorcycle can't be enjoyed exactly as it is. It's just not a modern Japanese motorcycle and life with Mr. Enfield is a going to be a very different experience than life with your average UJM. For instance, just the simple act of starting the bike requires a different approach. First, the fuel tap needs to be turned on, next the choke lever depressed and then, if you are feeling really retro, the decompression lever pulled as you kick the piston through its cycle to the correct place. This is a little past top dead center on the compression stroke, or when the amp meter located next the speedometer is in the middle position. Then let the kick start lever back to the top, take a good swing and give just the slightest whiff of throttle when the lever is all the way at the bottom of its stroke. Using this method, the trusty thumper will start first kick every time.
But if you keep the speeds under 55mph and stay off the beaten track you will be rewarded with one of the most unique experiences to be found on two wheels. It's a bike that is impossible to park without getting into conversation and it is a good idea to carry some paper work to convince the people who can't grasp the fact that it is actually brand new. Priced at $4,895, the entry price to a totally unique motorcycle experience is not high. And with a host of readily-available parts for the compulsive tinkerer to improve and upgrade his ride, the Royal Enfield Bullet Sixty-5 is going to be an extremely fun addition to the garage for those who take one home.
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