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This month in the
BULLETPROOF: TO INDIA ON A 1953 ENFIELD
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This Redditch-built Enfield Bullet was ridden from Manchester, England to the Royal Enfield factory in Chennai, India. And it didn’t even get a puncture…
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ast August Royal Enfield owner Gordon May undertook an epic journey aboard his 1953 Bullet 500. He and his trusty Redditch-built single covered 8400 miles in 48 days on a trip that took them from Manchester, England, to Chennai in south east India. All this despite being told before he set off that his bike belonged in a museum. Gordon’s globe-trotting Bullet was bought in New Zealand back in 1997. “It was in a sorry state of repair,” he says. “But it came with three
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banana boxes brimming with spares.” The 500 became an ornament in his office for two years before he shipped it back to the UK and began building it. “The frame lived in a camper van for 18 months, while the cycle parts resided in a garden shed. I was caught red-handed by my landlord smuggling it into my first-floor London flat where I assembled it. It was a small miracle nothing major was lost along the way.” The Bullet plodded across Europe, the middle
East, Western Asia and into the sub-continent without picking up a single puncture. But there were dramas, like breaking down in the searing 45 degree heat of the Iranian desert, crashing heavily in the Baluchistan desert in Pakistan, and dealing with the dirt, grime and filth throw up by eight and a half thousand gruelling miles. “The bike was brilliant,” says Gordon. “And if I’m honest, I’m no mechanic and any problems that arose were usually caused by me!”
> NEWS, REVIEWS aNd EVENTS <
A scenic stop in Turkey en route for Chennai
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whAT DOEs IT TAkE TO gET A BULLET TO INDIA?
You don’t just set off in the rush hour. It takes a bit of preparation and some gear 1. SpareS Gordon carried two kilos of spare nuts and bolts, but didn’t need them. “i thread locked all nuts in place, and then religiously checked them all for tightness every three days.” Both panniers were full of spares, adding at least a dozen kilos in weight. 2. WheelS/TyreS: The rims and spokes were scrap when Gordon got the bike. Central Wheel Components rebuilt the wheels using the original hubs, stainless spokes and rims. One set of Dunlop K70s lasted the entire 8400 mile trip. “i don’t think the rear would pass an MoT, but i did the whole journey without a single puncture.” 3. Drive chain Two chains were used during the trip – both German-made iwis. The first, a conventional roller chain, took the strain across Europe and Turkey. in the drier, dustier regions of central asia Gordon swapped to a Megalife chain that doesn’t require external lubricant, lessening the chance of it picking up sand and grit. 4. ShockS Standard shocks wouldn’t cope with heavy luggage or the journey’s challenging terrain. a pair of shrouded Hagons took their place. Fully enclosed with double-sealed nitrogen cells, automatic compression and rebound damping. “absolutely unburstable.” 5. alarm “peace of mind is priceless. i fitted an alarm (acumen CaT 3.1 DiY) to act as a deterrent to thieves, especially at night. it’s fully waterproof and draws a very low current – less than 5ma.” 6. BaTTery The Bullet’s electrics were upgraded to 12V for the trip. power was drawn from a Yuasa Super MF YTX7l-BS. “Engine builder andy Berry swears by them. His experience is that they hold their charge far better than others. i concur, it was excellent on the trip.” 7. engine Built for reliability. racing crank with billet flywheel and press-fit needle roller bearings, belt-drive dry clutch, forged piston, redditch Enfield Fury 500 competition inlet valve, indian Bullet exhaust valve (hardened), Samrat alloy rockers, new amal monoblock. all parts supplied by Hitchcocks.
penrite Classic 20W50 for running-in and the ride across Europe, and penrite Classic Hpr50 (equivalent to a straight 50) for the often 40 degree heat across asia. penrite Classic Hpr40 in the gearbox. Oil getting into the dynamo was a major problem and repairs were time-consuming. “i was given a battery charger in the Czech republic – i ran the bike total loss after that. Once i broke down in the desert, when the points burnt out. The replacements i had were too big and i didn’t have a saw to cut them down. luckily a mechanic stopped and we managed to clean the oil points and get them working again.” 8. craSh BarS Gordon crashed twice, but damage was minimised by front and rear indian army crash bars, supplied by Watsonian Squire. Originally olive green, they were powder coated black by Maldon Shot Blasting & powder Coating with an ultra-tough Dupont finish that was also applied to the sump guard and luggage rack. 9. SaT nav Gordon was guided by a Garmin Zumo 550. “a great piece of kit. it fitted easily on the bike and a draws a maximum of 15W – important when your dynamo produces a meagre 60W!” 10. caBleS Cables for modern Enfields are not interchangeable with older models, so all Gordon’s cables were made by Carrot Cycles, who also supplied a new Bap fuel tap, a braided fuel hose and a very useful glass bowl fuel filter. 11. BulBS “i wanted to run the lights all day, so i chose an lED tail light – brighter than standard, and drawing less current. at the front i used a quartz halogen 12V bulb, fitted into the pilot light hole, as a daytime running light. For main beam i used a pre-focus quartz halogen 12V 35W.” 12. fuel The 1954 Bullet was designed to run on leaded 4-Star fuel. To cope with poor quality, low octane unleaded petrol a Fuel Cat, a £25.00 catalyst that is dropped into the fuel tank, was fitted. “This helped the engine run cooler, protected the exhaust valve and assisted power output when the fuel was low grade.”
OVERLAND TO INDIA
Not only has Gordon ridden his royal Enfield from England to india he’s written a book, Overland to india, about his amazing journey. its 234 pages, including eight pages of colour photographs, tell the whole story – from buying and restoring the Bullet, to preparing for and undertaking the ride. The book, published by rixon Groove publishing, costs £9.95 from www.overlandtoindia.co.uk, or by calling 0161 711 2125. Gordon May’s arrival at the Royal Enfield factory in Chennai, India
Turn over for an interview with the Royal Enfield boss>>
Classic Bike april 2009
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This month in the
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moTo Giro D’iTalia
Life less ordinary in the Italian sun
The classic bike
Summer was made for riding and Classic Bike has a series of events for 2009. We’re offering you the opportunity to thrash, tour, admire metal, and even break records on your old bike throughout the sunnier months. Here’s how to get involved… moTo Giro D’iTalia
When: 11-17 May Where: Bologna, italy (start) How to get there: flying to Bologna is the easiest option How much: 1200 Euros
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The annual Moto Giro d’italia, a recreation of the famous italian road race that was run until 1957, offers a great way to experience five days’ riding on continental roads in warm southern-European sun. The 2009 event will run over five days, starting from Bologna on 11 May. This year’s route takes in the alps and Dolomites, going as far East as Trieste, close to the Slovenian border. Total distance covered will be around 1000 kilometers (625 miles). There is a competitive element, the event is a time trial with additional special tests, but you don’t need to take it too seriously. Classic Bike is a sponsor this year and CB editor Hugo Wilson is confident that he can build a BSa Bantam in time for the start (see page 31). Classes are split into Historic (pre-1958, under 175cc – take an MV Disco Volante or a Ducati 175 Sport or even a Bantam), Taglioni Memorial (over
200cc, between 1968-78 – the choice is huge – Triumph 500, Jap two-stroke twins, Morini V-twin) and Touring Super Sport (250cc and over, pre-1968). Sidecars are allowed in the Touring Super Sport class; modern bikes in the Tourist class (which as the name suggests is non-competitive). The 1200 Euro entry price covers half board accommodation in decent hotels, some mechanical assistance and a prize-giving dinner at the finish. although the weak exchange rate makes it more costly this year, 28 British riders have already entered. The UK agent for the event is Chris Bushell (07711 047748). He can arrange to transport your bike to the start. return shipping costs will be around £320 per machine. Flights to Bologna cost from £30 each way. a limited number of places is still available in all classes. Spectators can accompany the event. Go to www.motogiroditalia.com for more info.
> NEWS, REVIEWS aNd EVENTS < 70s WeekenD
A chance to revive Seventies customs – like having a good time
The burn-uP
Sights, sounds and smells unlike any other trackday
nosTalgia recorDs WeekenD
Badger prepares for take off at Elvington. He will of course be at Woodbridge
summer of fun The burn-uP 23 may
CadWell park, liNColNShire How to get there: Cadwell’s just off the a153, 10 miles north of horncastle How much: £119 per track place, £5 to spectate, £6 to camp Contact: www.motorsportvision.co.uk/ cbpbweekend, 0870 950 9000 Why not treat your old bike to a run out on what has to be the finest two miles of tarmac anywhere in the british isles? The Classic bike burn-up is a trackday specifically for old bikes, and anything of more than 250cc, built before 1990 is eligible. You’ll be in one of four groups: pre-1970, Seventies, eighties Mellow and eighties brisk. Track bikes are also welcome, but all machines must comply with the 105db noise limit. The burn-up is an entertaining event for spectators too. Cb’s frenetic sister title pb is running a trackday the following day and organisers MSV (see above) are offering a discounted two-day rate.
70s WeekenD 6-7 June
SquireS CaFe, YorkS, (6Th); aCe CaFe, loNdoN, (7Th) How to get there: Squires – Sherburn in elmet off the b1222; ace – off the North Circular, Stonebridge, london How much: it’s free Contact: www.squires-cafe.co.uk (01977 694618), www.ace-cafe-london.com (0208 961 1000) Seventies day is a Cb calendar favourite: brilliant bikes, engaging people and a party atmosphere. last year it became Seventies weekend with the addition of a northern venue, Squires Cafe in Yorkshire in addition to the event’s spiritual home, london’s ace Cafe. it’s a chance for you to bring along your sports mopeds, ducati SSs, kawasaki Zeds and air-cooled two-stroke twins and multis, and celebrate the metal and attitude that made the Seventies such a great time. if you’re really brave you can ride south from Squires on Saturday night and be at the ace Cafe for breakfast on the Sunday. bring your mates and families too.
cb briTish nosTalgia recorDs WeekenD 12-13 September
raF Woodbridge, SuFFolk How to get there: off the a12, west of ipswich How much: £100 one bike, £150 two bikes (tbc) Contact: Trevor duckworth on 01484 710850, email Trevor@straightliners.co.uk Fancy witnessing a 1272cc, 100bhp-plus Vincent V-twin tear through the timing lights at near to 170mph? You can, at the Cb british Nostalgia records Weekend at raF Woodbridge, Suffolk. roy robertson’s Vincent V-twin road racer has already been timed at 166mph and it will be there, hoping to go faster. but this event is really about having a go yourself. The event is open to all classic bikes and is sanctioned by the aCu, so you could go home with a british record (or a burnt-out clutch, or both). You can join the 200mph Club and register your interest in taking part by contacting organiser Trevor duckworth (details above).
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TiTaniC SuCCeSS From the mid-Sixties through the Seventies, Britain became a hotbed of companies dedicated to enhancing the performance of the increasingly popular Japanese bikes. Read Titan was one of those firms and this rare Honda CB77 got the full treatment in the Sixties… Words Gez Kane Photography John Noble
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“i feel sorry for anyone stuck on a Triumph Tiger 90 twin in 1965”
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his lovely little Read Titan Honda CB77 is an ultra-rare survivor of the early days of tuning and customising Japanese sports bikes in the UK. It’s a treat to ride such an unusual machine. Despite the Titan name, the first thing to strike me is how tiny the bike is. The CB77 is lean and low and this version, shorn of all unnecessary frame brackets, battery box, heavy dual seat, pillion footrests and starter motor, feels even more svelte. I prime one of the Amal carburettors and hold a gloved hand over the bellmouth intake, while juggling with the forward-swinging kick start. A couple of vigorous kicks brings people out of the nearby industrial units to see what’s making this glorious racket. Stock CB77s are quiet, but the upswept race pipes on this machine offer only minimal silencing. The clip-ons and rearsets are not ideal for town riding although there is a surprising amount of steering lock available. It’s a relief when I get out on the open road. Joel Davies, who lent us this bike, has never been inside the engine and doesn’t know whether it has the sports cams Read Titan offered but I’d guess it’s got the full package. For a road-going 350 built before England won the World Cup, the engine performance is remarkable. I feel sorry for anyone stuck on a Triumph Tiger 90 twin in 1965.
The riding position encourages me to tuckin in true cafe racer style and there’s just enough vibration at speed to remind me that I’m on a 44-year-old lightweight. The gearbox has been stripped and rebuilt with the layshaft second gear pinion swapped with mainshaft third and vice versa – closing the yawning gap between ratios that afflicted the standard CB77. This modification was popular with club racers and part of the package that made a Read Titan. With the genuine Honda-race-kit steering damper fitted, stability’s not an issue, but I don’t take liberties with the ageing tyres. The two gorgeous twin leading-shoe brakes do a good job when I need to pull up in a hurry. The rear brake can generate more stopping power than is really necessary. Overkill it may be, but it looks fabulous. The combination of a more than willing ohc engine, punched out to 347.5cc, race kit steering damper and top yoke, big bore Amal carbs and the full cafe racer styling job must have opened a few eyes in 1965. The Read Brothers owned three bike shops in East London. The branch at High Road, Leytonstone was run by Ray Creek, Stan Welch and Alec Tye. When Jock Kerr joined them in the mid-Sixties, the tuning and customising side of the business took off and the Read Titan name came into being.
Less is more. The stripped down Read Titan Honda CB77
Highly stylised clocks a pleasure to watch
Steering lock is surprisingly generous
Hydraulic steering damper keeps things steady
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