The Royal Enfield Ensign 150 cc
Ensign 150 cc 1956–1967 150 cc two-stroke engine.
Ensign 150 cc 1956–1967 150 cc two-stroke engine.
Royal Enfield Ensign 150 cc
Category Archives: royal enfield
Royal Enfield Cafe Racer
Royal Enfield Cafe Racer by T-Factor Bikes
T-Factor Bikes specializes in Royal Enfield, Norton and Benelli. They sell and maintain bikes but what they are most passionate about is customizing and rebuilding bikes at the demand of their customers. All three contribute to the projects and the end result represents a little piece of each of them.Whilst they were busy on another bike project they came up with the idea to build a Royal Enfield Café Racer. They had the idea and they have done it, in roducing their Royal Enfield Cafe Racer. Powered By new Royal Enfield Bullet Electra 500EFI engine
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1965 Royal Enfield 250cc Turbo Twin Sports
1965 Royal Enfield 250cc Turbo Twin
A Villiers 250cc powered Enfield. Only 930 of these were produced between 1964 and 1966. This bike was on show on The British Two Stroke Club stand at the 2005 Classic Motorcycle Mechanics Show in Stafford.
A Villiers 250cc powered Enfield. Only 930 of these were produced between 1964 and 1966. This bike was on show on The British Two Stroke Club stand at the 2005 Classic Motorcycle Mechanics Show in Stafford.
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| 1965 Royal Enfield 250cc Turbo Twin Sports |
The Villiers 2T/4T proprietary engine enabled a host of manufacturers to offer a twin-cylinder two-stroke model in the all-important learner market during the 1960s, novice riders being restricted to machines under 250cc at the time. Royal Enfield’s offering used the later 4T engine, which featured a more angular top end incorporating cylinders with four transfer ports (the 2T had only two) and ported pistons. Otherwise the 4T remained much as its predecessor. Enfield fitted the Villiers twin into a Crusader frame, while the cycle parts were those of the Clipper model. Introduced in November 1963, the original Turbo Twin was replaced in 1964 by the Turbo Twin Sports, which featured a chromium plated fuel tank and mudguards. In this form the model remaining in production until late in 1966.
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| 1965 Royal Enfield 250cc Turbo Twin Sports |
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| 1965 Royal Enfield 250cc Turbo Twin Sports |
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| 1965 Royal Enfield 250cc Turbo Twin Sports |
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| 1965 Royal Enfield 250cc Turbo Twin Sports |
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1965 Royal Enfield GP5 250cc
1965 Royal Enfield GP5 250cc Racing Motorcycle
Having noted the success of the Greeves Silverstone, Royal Enfield decided that it should grab a share of the emerging ‘clubman’s racer’ market and began work on a 250 race-bike of its own.
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| 1965 Royal Enfield GP5 250cc |
Geoff Duke was hired as project consultant and Reynolds’ Ken Sprayson came up with a neat duplex loop frame, but the prototype was let down by the poor performance of its – at that time – under-developed Villiers Starmaker engine. Seeking a solution, Enfield turned to two-stroke guru Hermann Meier, who had prepared the Ariel Arrow ridden to a sensational 7th place in the 1960 Lightweight TT by Mike O’Rourke. Rather than being given the free hand he expected, Meier was told to keep costs down and use products from within the E H P Smith Group, Enfield’s owners.
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| 1965 Royal Enfield GP5 250cc |
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| 1965 Royal Enfield GP5 250cc |
Thus the GP5 had an Alpha crankcase assembly, Albion gearbox and a clutch based on that of Enfield’s roadster twins. Using a Meier-designed cylinder with four, rather than the conventional two, transfer ports, the GP5 engine produced respectable power – around 36bhp, which was more than the contemporary Silverstone – yet results on the race track were disappointing to say the least. Only on one occasion did the bike show its true potential, when Percy Tait finished 3rd behind the works Yamahas of Phil Read and Mike Duff in the 1965 Hutchinson 100 at Silverstone.
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| 1965 Royal Enfield GP5 250cc |
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| 1965 Royal Enfield GP5 250cc |
It was too little too late. By this time the writing was on the wall for the GP5 project; Royal Enfield was in financial difficulty and the racing department was closed to save money. The GP5 remains a fascinating ‘what might have been’ in the history of the British racing two-stroke. Engine numbers of known survivors suggest that around 30 were made.
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Royal Enfield Factory – 57 years of Heritage
Royal Enfield, a 119-year-old Anglo-Indian motorcycle maker with a cult following, has brought its distinctive bikes into the modern era with new and quieter engines.
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| Royal Enfield Factory |
Workers assemble a Royal Enfield motorcycle inside its factory in Chennai. The 119-year-old Anglo-Indian motorcycle maker with a cult following, has brought its distinctive bikes into the modern era with new and quieter engines but can’t make them fast enough to meet demand.
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| Royal Enfield Factory |
2.The once-sleepy company sold 74,600 motorcycles in 2011, a 40 percent increase, all made at its 57-year-old factory in Chennai, and is spending $30 million this fiscal year in a push to double capacity and upgrade manufacturing technology.
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| Royal Enfield Factory |
3. A new engine has replaced Royal Enfield’s antiquated cast iron engine, boosting acceleration, performance, mileage and reliability, and reducing emissions.
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| Royal Enfield Factory |
4. The company is best known for the powerful Bullet model, but it is the newer Classic series that is driving growth in a crowded and fast-expanding Indian market where 10 million motorbikes were sold last year.
5. Royal Enfield originally built motorcycles to be parachuted into enemy territory by British forces during the Second World War, and the classic styling and trademark thumping of its engine at full throttle drew a legion of gearheads to the brand, including television host and motor enthusiast Jay Leno.
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| Royal Enfield Factory |
SOURCE
———- Forwarded message ———-
From: Shankar Ganesh GP
Date: Mon, Apr 23, 2012 at 9:55 PM
Subject: Inside Royal Enfield’s 57-year-old factory in Chennai
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TIMELINE – ROYAL ENFIELD CAFE RACERS
In the 1950’s-60’s, production motorcycle of those days (BSA, Norton, Royal Enfield etc.) were basically styled in the same traditional manner.
British motorcycle enthusiasts back then modified those stock motorcycles to replicate the road racing motorcycles of those days. And thus the Café Racer was born.
The stock tank was replaced with customized tanks with knee recess so that the rider could grip the tank with his knees while riding.
The front foot pegs were replaced with rear set foot pegs and accordingly the normal handle bars were replaced with clip on handle bars. Another signature modification on the Café Racer is a humped rear seat to mimic the road racing motorcycles of those days.
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Merchandising -ROYAL ENFIELD’S NEW GIG
Royal Enfield has come out with their new line of Enfield clothing for the Indian market. The company launched this line as they plan to create a niche for themselves in the luxury cruiser category. They are taking their brand to a new level with their newest collection of clothing apparel and other merchandise.
This includes T-shirts, mugs, helmets, exhaust, visors and now designer boots, jackets, AGV helmets that are RE branded, office bags, saddle bags, bandanas and rain gear, to name a few.
They also plant to start new special counters that will be open across all their major dealer outlets offering their customers a whole new ownership experience.
Timing Cover can do just more than being a cover
This is a clock I made a while back from a Classic 70’s Norton Commando engine side cover .
Step 1Find a Classic 70’s Motorcycle side cover
Step 1Find a Classic 70’s Motorcycle side cover
I still own, and ride, my two Classic British motorcycles, a restored 1967 Triumph Trophy 650, and a 1972 Norton Commando Interstate 750. I loved them back in the 60’s and promised myself I would someday ride and own at least one. Well I did just that.
I would go to swop meets and buy spares parts. One day I found some engine side covers for cheap. So I cleaned them up and found a clock that almost fit the timing point socket on the right side.
Step 2Get a clock that fits in the timing point hole
I was lucky to find a small battery clock that almost fit in the timing point hole. All I needed was to fill the space around the clock so it was snug. Leatherwork is one of my hobbies, so I cut out a ring of black leather to fit.
Step 3Make a bracket to hang it
I made a bracket of flat aluminum stock to hang it. I drilled some holes in the middle to attach it to a wall hook.
Step 4Put some nice stainless bolts on the outside
I wanted some nice border bolts to glitz it up. I found some nice staainless steel hex head ones at Homeydepo. Put the gasket around the clock, put in a fresh AAA battery, place it in the hole, hang it and enjoy!
Step 5I made one from a Triumph too!
Since I love 60’s Triumphs too I also made one of those. I’m recycling metal and making art too. Wow, who would have guessed? Enjoy, time waits for no man (or woman)!
New Pony to My Stable – YBR 125
YBR 125 – electric start, air cooled 4-stroke SOHC engine which provides a feeling of solidity & robustness and satisfactory mileage.
Engine type Air-cooled, 4-stroke, SOHC
Displacement 123 cc
Bore & Stroke 54.0 × 54.0 mm
Compression ratio 10.0:1
Maximum power 10.88PS@7,500 rpm
Maximum torque 10.40N.m / 6,500 rpm
Starting system Electric Start
Lubrication wet sump
Cylinder layout Forward inclined Single cylinder
Clutch type Wet, multiple disc
Ignition system DC CDI
With Oil and Fuel 126kg
Fuel Supply Carburettor
Primary/Secondary reduction ratio 3.400/3.214
Transmission Type Constant mesh 4-speed
Gear ratios 1st=3.000, 2nd＝1.687, 3rd:=1.200, 4th=0.875
Caster/Trail 26.4 degree/90 mm
Frame type Diamond
Battery 12 V, 5.0 Ah
Headlight 12 V, 35W/35 W x 1
Suspension(Front/Rear) Telescopic/Swing arm
Brake Type(Front/Rear) Drum/Drum
Tyre size(Front/Rear) 2.75-18″ 4PR/3.00-18 6PR
Seat Height 795mm
Overall length x width x height 2,065mm x 730mm × 1,100mm
Wheelbase 1300mm
Minimum ground clearance 180mm
Engine oil volume 1.1 liters
Fuel tank capacity 13.6 liters
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CARBERRY ENFIELD-V-TWIN
The concept of the V-Twin was conceived by Paul Carberry and brought to fruition by Paul and Ian Drysdale (Of the Drysdale 750-V8 and 1000-V8 fame).
The basic premise was to create a “classic” style 1000cc British V-Twin utilising as many standard Royal Enfield parts as possible. All this to attain a well mannered torquey cruiser with the look, feel and sound expected from a bike with traditional British bloodlines but with enough technology to make it a practical every day work horse – at a reasonable price. The design premise included keeping production and maintenance costs down with a worldwide availability of spare parts.
The 55 degree vee angle was chosen for the combination of style, balance and mechanical simplicity. One consideration was to allow the hydraulic lifters to be accommodated above the standard Royal Enfield cams without modification to the barrels. Any vee angle tighter than 55 deg also requires heavy modification of the Royal Enfield heads for carburettor clearance. The standard Enfield primary drive cover has also been retained. The Enfield clutch is “beefed up” and a bigger engine sprocket is fitted to utilise the extra performance of the V-twin.
ENGINE
Engine type: Air-cooled, OHV, pushrod,four valve, 55 degrees V-Twin.
Bore & stroke: 87x90mm
Displacement: 1070 cc
Compression Ratio: 6.5:1
Ignition: Electronic CDI Bosch trigger
Fuel System: 2x28mm MIK-Indian CV carburettors
Fuel Type: 91 RON
Power: 45bhp @ 4800rpm
TRANSMISSION
Type:- 5 speed
Primary Drive: Duplex chain
Clutch: Wet, multiplate
Final Drive: Chain
CHASSIS AND RUNNING GEAR
Frame Type: Tubular- steel duplex
Rake: 27.5 degrees
Wheelbase: 1475 mm
Suspension: Royal Enfield
Front : Leading-axle teescopic forks. 150mm travel
Rear: Twin shocks adjustable preload,130mm travel
Wheels: Wire -spoked, steel rim
Front 3.25 x19 Rear:3.5 x 18
Tyres: Dunlop Roadmaster TT100
Front: 100/90R19 (57H)
Rear: 100/90R18 (61H)
Brakes:
Front 300mm disc, two piston Brembo caliper
Rear: 153mm single leading shoe-drum.
ADIMENSIONS AND CAPACITIES
Weight: 198 kg( Oil, no fuel)
Fuel capacity: 14 litres
Grease n Gasoline 