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Clipper
1953-57, 248cc,
ohv single, 350lb, 95mpg, 62mph
Built in the post war era to fill the gap between the 125cc &
350cc models and competing with the Villiers 197cc models of the other
manufacturers. Based on the separate engine & gearbox configuration of
the time using a scaled down version of the G models engine. Fitted with a
Miller alternator and coil ignition, the headlight casquette housed the speedometer,
ammeter and light switch. The frame was an open diamond with swinging arm
rear suspension and telescopic forks. Single saddle was standard with dual
seat as an option. There was also a cheaper S model with rigid back end,
but this was dropped in 1954. In 1955 the gearbox was up-rated along with
the other model to have the concentric kick-start and gear shift. Good
handling and comfort made this a nice utility machine which need little
refining. Also available in a 350cc model G form through to 1962.
Clipper
II 1958-65, 248cc,
ohv single, 350lb, 95mpg, 62mph
Basically an up-rated model with alloy cylinder head, reduced compression
ratio and dual seat as standard.
Crusader
1956-66, 248cc,
ohv single, 330lb, 92mpg, 78mph
Unit construction single with a separate chamber around the gearbox
which housed the engine oil. Smaller wheels, an open type frame with
single top and down tubes gave good handling and looks. The forks carried
the headlight casquette housing
speedometer, ammeter and light switch. Full width hubs and single leading
shoe brakes finished off the machine. 1959 saw the introduction of the
Crusader Sports model. 1962 the Crusader was offered with a 5 speed gear box in the form of the Super
5 and leading link forks until 1964.
Continental
1962-67, 248cc,
ohv single, 320lb, 65mpg, 80mph
Restyled version of the 5-speed Crusader giving better acceleration and stunning looks in the GT form.
Reverting back to telescopic forks to attain the semi-racer styling. In
1964 came the GT model which turned the heads of passers-by. Clip-on
handlebars,
rear sets, alloy mudguards, racing style seat and tank made these models
very attractive bikes.
Turbo
Twin 1964-66, Villiers 4T
249cc, 2-stroke twin, 298lb, 70mph
Using the Crusader frame, the rest of the parts from the Clipper, Enfield
used the Villiers twin cylinder engine with 4 speed box to make a lovely
looking bike. Breaking away from the casquette they fitted a separate
headlamp shell on this model. Lack of torque meant more frequent gear
changing, but the handling was improved by the lower centre of gravity.
Model
G 1933-55, 346cc,
ohv single, 350lb, 80mpg, 74mph
Enfield’s brilliant traditional British single started life in
1933 with a rigid rear end and girder forks. This proved very good until
the 1950's when the Bullet G2 came along with swinging arm.
There was also a model J which was the
similar but with a 500cc engine. The original colour was black but later
more flamboyance was required. It was a ride to work, work horse in
it's day that later ran along side the Bullet with it's swinging arm
suspension. The bullet should of seen the end of the "G", but
the works at Redditch had so many engines and frames for the "G"
they ran the two models together until 1955 when the "G" was
finally dropped from the range, The 350 model "G" was also the
model that the WD/CO 350cc models were based on.
Bullet
G21949-62, 346cc,
ohv single, 350lb, 80mpg, 74mph
Enfield’s brilliant traditional British single started life in
1933 but was revised to restart production after the war.
Pre-unit engine with the gearbox bolted directly to the back of the engine
giving a compact design. The oil tank for the dry sump was cast into the rear half of the
engine and the gearbox on the road models has a neutral selector. The
frame was a traditional duplex design with a single top and down tube, but
fitted with a swinging arm rear suspension. Front forks were standard
Enfield hydraulic design and drum brakes were fitted front and rear.
Fitted with a single sprung saddle, two tool boxes in the side panels, two
stands and dynamo powered lighting system with battery. Dual seat option
became available in 1952. 1954 saw a styling change and improved rear
suspension. 1955 revised gearbox with concentric gear lever and kick-start
lever, dual front brakes in a full width hub and dual seat as standard.
1956 saw a revised frame which dropped the under-engine cradle. The bottom
half of the engine became universal between the two capacities and the
dynamo was replaced with an alternator. New tank mountings were introduced
and a folding kick-start pedal. 1960 saw a new headlight casquette housing
speedometer, ammeter, light switch, dual side lights and a switch from
magneto to coil ignition.
Bullet
JS 1953-62, 499cc,
ohv single, 370lb, 91mph
Basically the same as the 350cc model but with the larger 500cc
capacity. The frame had a strengthened swinging arm and sidecar lugs, plus
a bigger rear brake. This model is worth having but has a heavy clutch and
poor braking on pre-55 models to go with the normal amount of vibration.
1959 a 7" single front brake was fitted, but reverted back to the
6" twin hub after one year and a switch from magneto to coil
ignition. 1960 saw a larger petrol tank on the familiar bullet 500.
Bullet
Classic 1977-today, 346cc,
ohv single, 358lb, 80mpg, 70mph & 1989-today, 499cc, 358lb, 70mpg,
80mph, 370lb
Manufacture of the Bullet G2 was allowed under license in India from 1956 in
Madras. The basic 350cc model introduced into the UK in 1977 was a
relic from the past with very few modifications restricted mainly to the
electrics and
with indicators fitted as a concession to modern times. The paint and
chrome left a lot to be desired. 1981 saw the indicators dropped from the
range. Imports stopped in 1985 and restarted in 1987 with improved paint
and 12v electrics. 1989 saw the 499cc model launched in the UK. 1994 saw a
takeover by the Eicher Group, an Indian owned
truck and tractor manufacturer,
introducing pressure die casting for engine cases and CNC machining with every engine
being bench
tested, which led to oil tightness and improved finish, although the gold pin striping is still done by
hand.
Bullet
Sixty-5 2003-today, 499cc,
ohv single, 400lb, 75mpg, 85mph, 375lb
Upgraded 500 model with revised 5 speed gearbox and left shift, emission
tuned engine, revised ribbed seat and an
electric start using a reliable Japanese Denso unit, discreetly
mounted in front of the cylinder. Large improvement with extra HP and less
vibration.
500
Twin 1948-58, 496cc, ohv twin, 390lb, 60mpg, 85mph
First of the twin models released after the war which followed the basic
design principles of Enfield bikes. Using the bullet frame and running
parts. Easy starting, good handling and engine performance made for a good
smooth bike. Not many sold in the UK. 1954 the twin was fitted with new headlight casquette housing
speedometer, ammeter, light switch, dual side lights and an option of mag-dyno. 1955 Dual front brakes helped it's stopping characteristics, the
mag-dyno became standard, revised frame and the gearbox adopted the
concentric gear shift and kick-start layout. A Quickly Detachable
rear wheel became optional, but this was dropped in 1956 in favour of a
full width rear hub. 1957 Alternator electrics replaced the dynamo and a, Monobloc
carburetor fitted.
Meteor
Minor
1959-63, 496cc,
ohv twin, 370lb, 60mpg, 90mph
Developed from the ‘500 twin’, the small twin is a good machine which goes well and has good handling.
Using existing parts from other models to keep down the production costs, many
of the parts are from the Bullet. Available in Standard with single saddle
and Deluxe with dual seat, QD rear wheel and full chain guard.. Engine
modifications included a short stroke design, bigger valves and separate
cylinder castings, which allowed the use of common parts from other
models. Some vibration at top speeds and inclined to weave on bends. A
good touring bike with cruising speed of 70mph.
Super
Meteor
1952-62, 692cc,
ohv twin, 410lb, 55mpg, 100mph
The US market demanding bigger models brought the introduction of the
Super Meteor. Excellent twin with good looks, road holding and also reliability. Development of the Meteor engine but has a stronger crank and
clutch. The 700cc came from using the bottom end of the Meteor and two x
350cc bullet top half. Good excess of torque and smoother performance. The
frame of the Meteor had to be strengthened to take the bigger engine. Dual
seat as standard. Cruising speed of 80mph was comfortable. 1954 fitted
with new headlight casquette housing
speedometer, ammeter, light switch and dual side lights. 1955 Revised
frame and the gearbox adopted the concentric gear shift and kick-start
layout, also increase compression ratio to 7.25 with mag-dyno and Monobloc
carb. As with the twin a QD rear wheel became optional, but this was
dropped in 1956 in favour of a full width rear hub.
Constellation
1959-62, 692cc, ohv twin, 435lb, 65mpg,
105mph
The Constellation was a race-bred sports version of the Super
Meteor with twin Monobloc carbs giving better styling and
handling, at the expense of reliability and speed. The dynamically balanced
crank reduced the vibration. Extra capacity achieved by lengthening the
stroke.
Interceptor MkI
1962-68, 736cc, ohv twin, 435lb, 65mpg, 110mph
The Interceptor featured a much beefed up engine, which combined
with its dynamically balanced crank made it relatively smooth
and sophisticated compared to rival Brits. Frame and cycle parts of the
Constellation, but fitted with a standard mudguard rather than rear
enclosure. Capable of 90mph cruising. 1963 Deluxe model had 12v electrics
with alternator. 1965 the Standard model was dropped and the US
specification became standard, with wider rear tyre, longer
wheelbase and girling rear suspension units gave better stability at high
speed. Separate headlamp unit replaced casquette. Option of US style bars
in the UK. 1966 the Interceptor was not available in the UK, but recommenced
in 1967 but now with coil ignition, concentric carbs and individual
exhausts.
Interceptor MkII
1969/70, 736cc,
ohv twin, 442lb, 60mpg, 112mph
A
redesign of the old engine which made it exceptionally reliable. The series 2 had true wet
sump engine, only spoilt by weak gearbox, primary drive and clutch. Exceptionally
good looks, a broad power range with no oil leaks and good handling make this a
bike worth having. 1970 the optional air cleaner, oil cooler, skid plate,
and seat rail became standard.
Rickman
Interceptor 1970/71, 736cc,
ohv twin, 442lb, 60mpg, 112mph
The Rickman version combining the Mettise frame with the proven
MkII engine unit was perfect but arrived too
late. Disk brakes front and rear with alloy rims
enhanced the package. The frame was built of Reynolds 531 tubes and were
brazed to avoid the tensions that arise from the temperatures the welding
process. Afterwards, the frames were nickel plated.
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