How to find the model year of Indian Royal Enfield Bullets

How can you determine the model year of an early made-in-India Royal Enfield Bullet? It's probably the most common question I'm asked and it's very hard for me to answer.

But here's help.

The chart below is the work of the Royal Enfield enthusiast who signs himself "Tim N.Z." on Royal Enfield message boards across the Internet.

Tim posted his chart on the Bulletech Yahoo Group, an online forum with many Indian members, who, of course, are most likely to be the ones with questions about their motorcycles.

Enthusiasts around the world should be grateful as well.

Collectors, whether in India or elsewhere, place a higher value on the made-in-England Royal Enfields, and on those early Indian-made Bullets that at least included British made parts.

As Royal Enfield in Redditch, England wound down in the 1960s there was less and less of this and, eventually, Bullets were made completely in India.

Many thousands of these purely Indian Bullets exist and the temptation to restore them as counterfeit British motorcycles naturally exists as well.

Cosmetic items are easily changed and motor and frame numbers can be altered. Old looking (but cosmetically restored) Royal Enfield Bullets often appear on eBay and CraigsList in the U.S. identified as genuine British motorcycles. Asking prices for these are very high.

Tim's chart is intended to look beyond outward appearance and motor and frame numbers. He withheld some of what he knows rather than tip off counterfeiters.

"I hope it may be of use for you, and also to others, to help with the positive identification of the older Indian made Bullets," he wrote me.

(Note: years noted are model years, and are not necessarily calendar years.)

1956
June 1956 G2 37XXX last fully complete English-assembled Completely Knocked Down (CKD) bike is shipped to Madras. EI numbering sequence commences with G2 37XXX EI 5XXX. Ignition by SR1 magneto and 6-volt "hex" alternator, replacing former mag/dyno.

1956/7
Indian made Type 1 modified frame construction commences on tooling supplied by Redditch factory. It's a simplified version of the English made frame no longer using the cast frame fork-head; instead frame was made from all tubular metal, and welded. CKD motorcycles sent to Madras no longer include a British made frame. Mudguards and tool boxes now also produced in India.

From 1956-'62 the Indian Bullets used the locally made frame (Indian Type 1) with curved loops that connected the lower seat tube to the swingarm bracing gussets.

1960
Introduction of points ignition; coil located inside right hand tool box.

1962 (late)
Type 2 frame production commences. Modified rear frame loops to the lower saddle tube, now straight and bolted up through lower end of saddle tube. Entailed use of longer top gearbox mounting plates. (This is the same construction style as latest frames).

From 1962 onwards the Indian frame was further modified to the form (Indian Type 2) we still see today: Straight tubes up from the swingarm gusset plates, with the long through bolt above the gear box, and extended top rear gearbox mounting brackets. Note the absence of the forward solo seat mount? The front solo-seat mount is a feature that was later reinstated.

1964 (April)
Last English made CKD bikes supplied to India. All frames now the Type 2 (Indian) manufacture. All bikes are now fully built in India from local and imported components

1965
Indian made crankcase commences from engine number G2 66XXX EI XXXXX. Addition of crankcase number (actual Indian crankcase number) added underneath the engine breather boss on drive side of crankcase. This additional number has a constant difference factor relative to the G2 and EI sequence numbers

1968/9 (circa)
G2 numbering sequence changed, B prefix introduced, along with a number/letter suffix denoting year/month. EI Numbers continued along crankcase side.

1972
Wheel bearings changed from Imperial to metric (6203) from engine number B 113545 2JX.

1973
X suffix added to crankcase engine number. Denotes the change over from Imperial to metric bearings and the replacing of the former built-up timing side roller bearings with a caged roller bearing. Deletion of oil return pressure relief valve. All return oil now passes over cylinder head.

1974
EI numbering sequence ends.

1975
Last English made part (con rod) supplied to Madras. Henceforth bike is completely indigenous manufacture.

1977
350 Bullets imported into UK. Half-width hubs front and rear wheels, 6-inch single leading shoe brakes, Villiers carb, "one key fits all" ignition lock mounted in right hand tool box. 6-volt electrics, with emergency start provision to run directly off alternator. Pressed mudguards of deep section. All bikes painted red. Dual seat standard.

1980
Ignition coil mounting moved to the fixed section of the rear mudguard from inside the toolbox. May, 1980 alternator stator previously fitted onto an adaptor ring now attached direct to chaincase.

1981
Fulcrum lever added to the center stand makes the center stand easier to use. Center stand  previously retained by two nuts now retained by split pins and washer. Oil pump covers changed to Pressure Die Cast and reinforced with ribbing to increase their strength. Rear wheel changed to quick detachable (QD) type with the sprocket fixed to the swingarm. Early models had a small rear hub to which the sprocket was attached on one side and the speedo drive attached on the other side. X suffix dropped from engine number. Speedo hub drive shifted to the front wheel to allow for the new QD rear wheel. New rear shock absorbers with adjustable spring rating (previously non-adjustable). A German designed Bing carburetor giving improved fuel efficiency replaces the Villiers carburetor. 19,512 motorcycles produced.

1982
Crankcases are paired and in-line bored (timing side and drive side crankcases are bolted together then the bearing holes are made in one operation). This avoids offset bearing bores and eliminates main bearings failure. Engine/frame number gains a number prefix denoting year of manufacture. Petrol tank filler hole enlarged and a larger round filler cap introduced. Front fork with integral oil seals replaces earlier screw type seals. Pressed steel handlebar levers with curved ends. New combined dip switch/horn unit with plastic horn button replaces metal button, which sometimes shorted in wet conditions. Deep rolled front mudguard replaces flat-sided pressed mudguard. Bike lifting handle fitted to drive side. Winged petrol tank badge has ENFIELD (previously ENFIELD INDIA). Individual ignition keys introduced for the ignition unit on the timing side toolbox (previously a one-key-fits-all unit was used). Black plastic ENFIELD cover for the contact breaker unit (previously a painted metal cover). 222,225 motorcycles produced.

1984
Four-plate rectifier replaces eight-plate rectifier. Finned, chrome-plated tappet chest cover replaces plain alloy cover. Front brake and clutch levers chrome plated (previously black).

1985
Trafficators (turn signals) introduced. These work with the bike's 6-volt electrics.

1986
Twelve-volt electrics introduced  (previously 6 volts).

1987
Mikarb carburettor introduced, replaces Bing carburetor. Long silencer fitted to new export 500ce Bullets now also fitted to 350cc export bikes.

1988
New export-only 500cc Bullet released. Long silencer fitted to all export bikes. (Note: very few 500s were made in 1988.)

1989
Low rider/high pillion dual seat introduced on export models. Domestic models retain the early flat dual seat.

1990
Oil pump cover screws changed to metric (previously Whitworth). Engine/frame number gain a letter suffix denoting month of manufacture.

1992
Horn location changed to front facing from side facing. Five-ampere battery replaces 5.5-ampere battery and battery top cover changed to Fiber Reinforced Plastic on 500cc Bullets.

1993
Folding kickstart crank introduced (previously a fixed type used). Rubber guides introduced on front mudguard to route the speedo and front brake cables (?) to avoid cables fouling the mudguard. High beam and turn signal indicators relocated inside the speedometer (previously positioned in the casquette facia). Cylinder head valve guide and valve seat housing now inline bored. 325cc diesel introduced in November.

1994
Twin leading-shoe front brake introduced on domestic Bullets. Ignition key moved to casquette from right-hand toolbox. Headlamp switch moved from casquette to left handlebar electrics cluster. Left-foot gear change for the U.S. market.

1995
Lockable toolboxes fitted (Coke-bottle-top shaped fasteners formerly employed). Front fork triple-lip oil seal introduced (previously a double-lip seal). Rectifier and regulator become two separate units (previously a one-piece unit (?). Neoprene seal fitted to big end oil pump worm nut (replaces cork oil seal). Three-piece clutch rod introduced (formerly a two-piece rod was used). Clutch center and plates redesigned. Note: you must use old shape center with old shape plates and new center with new shaped plates. A mounting strip is incorporated into the frame for the rectifier/regulator/flasher unit positioned underneath the dual seat. Common key introduced for the ignition switch, toolbox locks, petrol tank and steering lock. Valve guide material changed from phosphor bronze to cast iron for improved life . Lightning model introduced in 350, 500 and 535cc. Many internal changes for the 535cc engine: larger piston, and oil pumps being the most noticeable.

1996
Rocker bearings with double pins and ground stud locators introduced (replaces early free-floating bearings). Pulse Air Valve (PAV) emissions control system introduced on all export and domestic 500cc Bullets except for U.S. models. Silencer bracket becomes separate (previously welded to the silencer). Electrics changed from DC to AC/DC in 350cc Deluxe models for improved reliability and brighter headlamps. 21,621 motorcycles produced.

1997
Warranty on domestic Bullets brought in line with export machines: one year or 10,000 km previously six months and 8,000 km. Larger 28-notch rear chain adjusters introduced (previously 23 notches). Royal Enfield motifs introduced on export model petrol tanks replacing Enfield logo.

1998
Air filter moved from air filter box to right-hand side toolbox on export models. Crankcase breather diverted into a breather oil collection box and recycled into crankcase on export models (previously sprayed oil onto rear chain). Silencer baffling increased to meet future noise emissions legislation. Push-pull type choke knob introduced on 350cc carburetors for ease of operation. Electrical connections changed to coupler connections from bullet connectors for better connectivity. Bonded brake shoes introduced on the rear brake (previously riveted). Shielded ball bearings fitted in front and rear wheels replace traditional unshielded ball bearings for improved life. One pair of additional friction and metal clutch plates fitted to the 350cc clutch for better transmission of power.

1999
Round turn signals introduced (previously rectangular on domestic bikes; the front ones attached directly to the casquette, center line with the head lamp). Electrics changed from DC to AC/DC on all models for improved reliability and brighter headlamps. Royal Enfield logo on all rubber parts, i.e, foot pegs, kickstarter rubber, gear lever rubber etc. (previously Enfield). A 350 Machismo released. All new motor designed by AVL in Austria, with new barrel and head, CDI ignition, new crankshaft with steel con-rod and roller big end bearing, gear oil pumps inside new timing cover. Revised cam lubrication; camshafts no longer flooded. Internal drillings drain timing cover oil to return oil pump then back to oil tank. CV carb, optional disc front brake.

2000
Push rod adjusters changed to metric (previously Whitworth). Oil seal fitted to timing-side of 350cc crankcase where the timing shaft comes out, to reduce wet sumping. Crankcase and chaincase fasteners become metric (previously Whitworth). Foot peg rubbers design changed to ring groove pattern

2001
Rolled front and rear mudguards are fitted to domestic 350 Bullets (replaces pressed guards). Duck bill type centrally mounted side-stand introduced on domestic models (replaces rear-mounted side-stand). Final drive sprocket nut fitted with a neoprene seal to prevent grease escaping from the gearbox (replaces felt seal). Long silencer introduced for domestic models. Air filter moved from air filter box to toolbox on domestic models. Crankcase breather diverted into a breather oil collection box and recycled into crankcase on domestic models (previously sprayed oil onto rear chain).
New type integral steering lock introduced. October 2001, electric start available for export models.

2002
Chromed cover for contact breaker points introduced replaces black plastic cover. Electronic Ignition (CDI) introduced on domestic Bullet 350cc. Five-speed left foot change gear-box available on domestic bikes. Hex headed metric sized bolts used to fasten the engine to the frame at the front replaces studs and nuts. Oil pressure relief valve fitted in the timing shaft and increased volume oil pumps fitted to 350cc Bullets up-rate the 350cc bike to 500cc Bullet specifications. Pillion footrests become foldable on 350cc domestic Bullets. Royal Enfield motifs used on domestic model petrol tanks replace Enfield logo. Engine and clutch fastening studs and nuts changed to metric from Whitworth. O-ring rear chain introduced for domestic bikes for increased chain and sprocket life. Optional disc brake available on Electra

2003
Rubber shield bearings used in both wheels increase longevity. Handlebar vibration dampener introduced on domestic Bullets to reduce rider fatigue. Flanged bolts and nuts used on frame mountings. Front brake cam modified and new brakes shoes fitted. Throttle cable modified. Modified clutch assembly introduced. TCI ignition introduced on 350 Electra. Improved valve seats (hardened) fitted to all Bullets. Stellited exhaust valve fitted. Mudguard mounting screws changed to stainless steel. Heavier fly-wheels fitted to 350cc – same weight as 500.

2004
New Sixty-5 model released. Features electric start mounted to the lower front of the cylinder barrel, and driven through a sprag bearing and an idler gear to the crankshaft, five-speed left-foot gear box, revised air-filter and tool boxes, gaiters fitted to front fork stanchions. New twin seat, with revised padding and covering. All new primary cover, inner and outer to incorporate electric start.
Available in purple, red, silver or black. Chrome springs on rear shocks, revised shock absorber top covers (shorter).
AVL engine Machismo 350, new single seat and pillion pad, flat-sided tool boxes.
Prototype Electra-X first shown. Similar to the domestic market AVL 350: New barrel and head incorporates rockers, new crankshaft with steel con rod and roller big end bearing. New timing cover with gear oil pumps. Decompressor deleted, and a valve lifter fitted instead (operates via exhaust pushrod off the tappet inspection cover). Gas shock absorbers, disc brake standard, New front mud guard. All new air-filter assembly and tool boxes. Features the new electric start.
Rear guard stays deleted, revised rear guard, CV carburetor, handlebar switch gear upgraded. New modern alternator and voltage control.
All Bullets now fitted with revised cam pinions to match those fitted in the Electra (smaller diameter ends). Domestic bikes have new frame with revised pillion foot peg mounts. Revised engine breathers, now off top of oil tank. Engine oil dip stick changed to screw-in type from press-lock bayonet fitting. In conjunction with changed crankcase breathing, engine now breathes through top of oil tank and altered fume catch can with oil drain back into timing cover.

Royal Enfield catalog helps identify motor, model

The NField Gear catalog provides a spotter's guide to Royal Enfields.

The "Fitment Guide" on Page 132 of the 2013 NField Gear catalog provides the best shorthand identification chart I've seen to made-in-India Royal Enfield Bullets imported into the U.S.

The guide is meant to help customers determine what parts will fit their Royal Enfield. But it also serves, in effect, as a spotter's guide to models. Photos of engine and transmission types are on Page 134 of the catalog.

From the "oldest" (not that old: modern U.S. imports commenced in 1995) to the newest, here's how the guide breaks them down:

Bullet, kickstart only, 4-speed: Original Bullet frame with iron-barrel motor, carburetted engine, 4-speed transmission and kick start only.

Bullet, electric start, 4-speed: As above but with electric start added.

Bullet, electric start, 5-speed: As above but with 5-speed transmission (said to currently be the most common model seen).*

Bullet Sixty-5: Rare. As above, with iron barrel, electric start and 5-speed transmission but "sixties" look and colors.*

Electra: Different frame than Bullet, with Lean Burn (AVL) motor.

Bullet Lean Burn (AVL): As above but with original Bullet frame and body work!

G5: Electra frame and body work with new Unit Constructed Engine (UCE). This motor comes with fuel injection and electric start.

C5: Totally new frame with UCE motor.

C5 Special: As above but with 19-inch front wheel.

B5: UCE engine fitted into classic Bullet frame and (350) body work.

* It seems to me that the Bullet Sixty-5 was the first to the U.S. with the five-speed transmission.

Wanted: Numbers from your pre-VIN Royal Enfield

All those numbers mean something.

Royal Enfield Owners Club Chairman Graham Scarth wants the frame and engine numbers of Royal Enfield 350s in India — the motorcycles made before they were issued Vehicle Identification Numbers.

He wrote recently to explain what the numbers reveal:

"Just received my first inquiry as result of posting my request for Indian Enfield numbers on your blog. One of your fellow countrymen (I believe) sent me five frame numbers, along with the requested photos of same, out of quite a few machines he had imported from India.

"Three numbers had both G2 and EI stampings, and one of these frame numbers was from a batch of 100 that are 'blank' in the records from amongst those supplied to Enfield India. This has proved my suspicion that these machines were built and the omission is down to (very) poor record keeping at Redditch.

"The other two were earlier and only had G2 numbers, the bikes being supplied to Hales Brothers in London. This has verified another of my suspicions that the large quantity of machines supplied to Hales in 1953-'54 were all destined for India.

"The system works! Thanks, David."

Graham hopes to compile a spreadsheet of frame/engine numbers of early 350cc machines in India. In the club publication, The Gun, he wrote:

"If you have an Indian built 350cc bike with pre-VIN numbers (those starting with ME3) I would be grateful if you would let me know the engine/frame numbers of your machine and the model and year you believe it to be.

"If you have one of the early machines with both G2 and E1 or E1 and B prefix numbers, please be sure to let me have both. Some will only have a B prefix number and some of these may have an alpha/numeric suffix. From 1982 on, it should have a B number with a digit in front."

Graham is asking that you include digital pictures of the numbers to absolutely verify them. You can email him at chairman@royalenfield.org.uk or write him at 39 North Moor Road, Huntington, York. YO32 9QN, United Kingdom.

Identifying a Royal Enfield Bullet 350, by the numbers

Thomas has a much modified Royal Enfield.

Identifying a Royal Enfield is a challenge for me, especially when it comes down to numbers chiseled into motors or frames.

Help identifying one mystery motorcycle came recently from the chairman of the Royal Enfield Owners Club.

You might remember the motorcycle. Thomas Jakobsson, of Sweden, wrote:

"I wonder if someone can help me identify my supposedly 1966 Royal Enfield. My bike has Frame number: G2/50910 E1/12910. Engine number: G2/50910 20620 E1/12910."

Sprung pillion seat and disk brake are common modifications from India.

I asked for help on his behalf, and this comment came from Graham Scarth of the Royal Enfield Owners Club in the UK:

"350cc Bullet G2/50910 left the Redditch factory in April, 1962 as a 'completely knocked down' kit of parts. The EI number was added at the Madras factory on assembly."

I appreciated the information, as does Thomas, who wrote to add that "I have since spoken to an Indian company called Soni motors in New Delhi; they say it's a company called Madaan Motors that restored my bike with new parts."

He attached the pictures seen here.

Lots of numbers on the motor.

There is some hope on the horizon for those who want to know more about the origin of their motorcycles. Graham is courageously attempting to compile a spreadsheet of frame/engine numbers of made-in-India 350cc machines. He writes, in the club publication The Gun:

"If you have an Indian built 350cc bike with pre-VIN numbers (those starting with ME3) I would be grateful if you would let me know the engine/frame numbers of your machine and the model and year you believe it to be.

Numbers at top left (facing forward) of frame, often hard to read.

"If you have one of the early machines with both G2 and E1 or E1 and B prefix numbers, please be sure to let me have both. Some will only have a B prefix number and some of these may have an alpha/numeric suffix. From 1982 on, it should have a B number with a digit in front."

Graham is asking that you include digital pictures of the numbers to absolutely verify them. You can email him at chairman@royalenfield.org.uk or write him at 39 North Moor Road, Huntington, York. YO32 9QN, United Kingdom.

What's the best year for a Royal Enfield? Just depends what features you want

What model year is best for Royal Enfield motorcycles? That's the question this reader asked:

Hello David. I love the Enfields. I had a BSA 350 in 1965 and still wish I did. I read your web page and all the info but I thought perhaps you could help direct me. I wish to buy a used Enfield. My question is, with 1999 or later, is there an advantage in any years for reliability, desirability or value? Is there any general rule about desirable years? I am mechanical and that is not an issue. Thank you for any guidance. Sincerely, Terry

Dear Terry, it sounds as though you know more about mechanical matters than I do. You will be fine, as long as you realize that a modern Royal Enfield may well be slower than that BSA of long ago! Britain had brought its motorcycles to a high standard by 1965, but speed is still not the first requirement in India.

It's gas mileage; something we hardly even think about in the U.S. Royal Enfields are motorcycles made for conditions in India, where they cost only a fraction of what they do here, use little gas and where labor (for maintenance) is less expensive.

Model year isn't as important in a made-in-India Royal Enfield as it is in some other motorcycles. Kevin Mahoney, president of Royal Enfield USA, wrote this:

"The boys at the factory cannot understand for the life of them our obsession with model year. You have to remember that for 50 years when a model year changed all they did was change the calender in the parts room."

This is why you can't always tell just by the year of manufacture what a Royal Enfield will be like. Just make sure the bike you buy has the features you want. Here's how things seemed to progress, in the U.S. market (this information doesn't apply outside the U.S.):

For years, the dividing line was "mid-1999." Early '99s had three wires going into the generator; late '99s had four. This was a big improvement in the electrical system and, supposedly, there were unrelated quality improvements made as well. Late '99s were just better. That said, I have an early '99 and it has served me well for 40,000 miles. How to tell them apart? Early '99s have red horn buttons. Late '99s have yellow horn buttons.

Next up: electric starters, around 2002. Prior to the unit-constructed engines of the C5 and G5, which came along in 2009, electric start was something of an afterthought for Royal Enfield and they didn't get it perfect, initially. The problem was that the starter's sprag clutch could not withstand any backlash from the motor, and the old motors reversed themselves more often than anyone appreciated, kicking back on starting and on stopping, too.

Many electric start sprag clutches shattered before a fix was found: a new rectifier. You want a GREEN rectifier, not a black one. Royal Enfield sent enough replacement green ones to the U.S. to replace every one sold, and Royal Enfield USA handed 'em out for free.

Still, many careful Enfield owners press their compression release lever when starting, until the electric motor really gets the engine spinning, past the point where it can kick back. These owners also will only stop the motor with compression release, again avoiding any chance of backlash (without compression, the motor just wheezes to a stop).

Today's Royal Enfield motorcycles, with the new unit constructed engine (UCE) have a different, more reliable electric start system. Even so, they actually have an "automatic decompressor" as a safeguard!

Then came the five-speed transmission, in 2004 (some 2004s have it, some don't). This was a definite improvement. In the U.S., an under-the-tranny shift linkage had been used to move the four-speed gearshift to the DOT required left side. This linkage introduced slop. The five-speed transmission was designed from the start to shift on the left.

Left-shift linkage on a four-speed Royal Enfield (red): levers, cotter pins, washers.

Also, on the road, the four speed had a big gap between third and fourth; you just needed one more gear, and the five-speed supplied it.

That said, I love my four-speed transmission because it has the lovely "neutral finder" that allows you to go from fourth to neutral with one stoke of your heel. The five-speed doesn't have a neutral finder but most people agree that it doesn't need one.

The next watershed was the AVL or "Lean Burn" engine, introduced in the U.S. about 2006. It had an aluminum barrel instead of cast iron — aluminum sheds heat better than iron. You also got a roller bearing bottom end, improved combustion chamber design, high volume oil pumps and electronic ignition. Traditionalists say the iron head is still better, but that's what you expect to hear from traditionalists.

Kevin Mahoney has said that he does not believe parts for the AVL engines will be a problem, even though they were a brief interim step between the iron barrel classic of 50 years and the new unit-constructed motors of today. After all, many, many thousands of the AVL bikes were made and sold in India, so there will be demand for parts for a long time.

And, finally, Terry, here is a link to my blog item on identifying model years.

One last thing: all bets are off if you buy a motorcycle that was a direct, private, gray-market import to the United States. There are differences between the home market models and the official imports and, on top of that, restorers in India are very creative; there is no telling what such a bike might be like internally, for better or worse.

How to identify a Royal Enfield motorcycle: You might as well join the owners club

Update: There's new hope for readers who want help identifying Royal Enfield motorcycles by the frame and engine numbers. The chairman of the Royal Enfield Owners Club UK has offered to try to do this for Royal Enfield owners, for free. Details on the information to send him and his email address are at this link.

Further comments on this post are now closed — If you post a comment it will not be published or answered. See the updated item for help identifying your Royal Enfield, whether made in England or India. The updated item explains how you can get an a free, individualized identification for your Royal Enfield directly from Graham Scarth, chairman of the Royal Enfield Owners Club UK.