Great web site! Rekindled my love for the Royal Enfield. My first was a 350cc single Bullet in 1965.

Before the year ended, I moved up to a brand new 750cc, which the California dealer called a Custom. It had a black tank, one carburetor feeding both cylinders and a mild cam, so it was probably not an Interceptor? Perhaps something the US Importer put together for the California market? Not sure. But it looked identical to Kevin Le Mire's 1965 Interceptor on the Art page, except his is red.

Gosh, how I miss those days and that bike. Your site makes me want one! What is the best way to find a used one in good condition? Your web site? Thanks for the web site, and keep up the good work.

I'll be back to enjoy the pictures, the data and to place a wanted ad... City: Yucca Valley State: California Country: USA

Hello Royal

I bought a 1964 750 Royal Enfield interceptor around 1967. I was 14 1/2 years old and had no Drivers license so I put a 400 x 18 knobby tyre on the back and rode the trails in the hills above the San Fernado Vally in California USA. The same year that I was riding in the hills. One of the other kids that rode in the same area had a friend in one of his classes at school who had a brother that bought a 1966 750 Royal Enfield Interceptor. He was telling this person about how rare the Bike was.

He told him that he knew a guy that was riding one as a dirt bike. We all went to the same school so he just had to find out if it was true. Both of them approched me and the one with the brother who had the bike said I was told that you own a 750 Royal Enfield is this true. I said yes. To make a long story short over the years we became friends he bought the bike from his brother and we rode together till 1979 when I got married at which time I sold the Enfield to him.

I was the one that did all the work on the bikes so it didn't take long before they were just sitting in his garage. To the best of my knowledge that is where the bikes are.

If you want to put them on the map they are in Salem Oregon USA. In my last conversation with him he wants me to pick up both the bikes and get them running again. I am thinking about buying the 64 back from him.

Also we are planning a Vacation with one of our destination being Brisbane Australia around the end of July. So what's the weather like at that time of the year? I now live with my wife son and Daughter in Mariposa California Near Yosemite National Park. I own a small Machine shop that makes parts mostley from Inconel and Stainless Steel. I have a lot of fond memories from rides on my Enfield.

Your site is the Best
Great job!
Tom
Salem, Oregon, U.S (Interceptor -64 and -66)

Walt (Feb 9, 2002 2:07 pm)

Hi Guys
I have uploaded two pictures to the site. First one is of the much talked about Weber, second is the bike that it is on. Since I bought the bike in 1971 I have done only two things to it, first the clutch had to be rebuilt, according to Allen Hitchcock, the plates etc. in it were from circa 1963....or so. Secondly I changed the Japaneese taillight that you see in the picture, other than that it remains as I bought it.
Regards, Walt

.....(Feb 14, 2002 5:46 am)


The picture of the bike you uploaded surprised me. I have the exact same front end configuration with that mudguard, lack of gaiters, and headlight bracket. I've been assuming all along that they are non-original items because I've never seen them on any other RE Interceptors, but now I see an Interceptor that you've owned since 1971 that looks like mine. It couldn't be coincidence that we'd have the exact same non-standard items could it?

Could those more knowledgeable than me take a look at it at the Yahoo website and advise me whether those items are originals or not, and from what year. It's the Interceptor Series 2 with the black tank and red lettering.

Bob Cram

.....(Feb 14, 2002 2:33 pm)

The tank as far as I know is an early Interceptor tank 1963 or so, same with the seat. The front fender is not original, it has more holes than required and doesn't fit that well, probably Japaneese. I don't know if the forks are original or not.The front end should be the same as on the Norton for the same year complete with gaitors,correct headlamp brackets,correct insrument brackets and even the correct speedometer in mph, mine is in kilometers. These are just a few of the wrongs that I'm trying to put right. I'm collecting parts bit by bit, and I'm going to try to put it a little closer to original than it is now.

Walt

.........( Feb 20, 2002 12:06 pm)

As Walt pointed out in a subsequent message, he bought my Series II about 1991. THought some of you might want to know a little more about it ...

I bought the bike when it was about 6 months old, and owned it for a week before it was stolen from my garage. I got it back a few days later as a completely stripped, absolutely bare frame, with the remains of its engine ... the theif had drained all the oil out and run it until it seized.

Not a pretty sight, but I was determined to put it back on hte road.

Since so much of the bike was missing, I decided to "modify it to my taste", so the engine you see reflects what a 21 year old enthusiast wanted to see. The Amals were gone, so having learned about Webers from friends who raced in Formula 4, I decided one would be just right for my Series II. I performed the Weber mod in about 1972 while I otherwise rebuilt the engine from the ground up. I first did the mod using manifold adapters, but re-did it with a more radical manner in which I jigged the heads, and milled off the stock flanges.

I then made up new flanges to suit the Weber, which I jigged in place and had welded in place. Extensive porting ensued, along with resilient mountings, which are vital for a Weber. (Judging from Walt's photo, some of the mountings have disappeared over the intervening years).

Over the following years I collected remaining cycle parts to rebuild the bike, but eventually my interests changed and swapped it to a friend for a 1939 Enfield 350 model B/CO about 1978 ... a much more responsible machine for someone who had just had new baby boy.

The bike's tank and seat are from a home market model Interceptor that I bought in about 1969. That particular Inter emerged from my workshop with export livery, since the home market fitments (especially the large tank) were not cool in those days. Interestingly, the fellow who got Walt's Series II from me saw the big tank at the back of my garage, and loved it ... and so it remains to this day!

My old Series II changed hands several times over the years, and every once in a while I would cross paths with it or its engine, which as you can appreciate quite distinctive and hard to miss with that Weber carb.

It was good to run into Walt at the CVMG rally a couple of years ago after introduction by Roy Macmillan, and to discover that the old girl is still on the road.

... gREgg

In addition to the (really, really embarrasing) pics of my brother and myself taking turns posing on the most godawful, ugly Interceptor you ever saw, I found a couple of pics of the same bike as it went through a couple of incarnations, documenting my process of learning how to restore a motorcycle.

Since you brought up twin engine applications, I also found a picture that someone gave me many years ago of an Interceptor drag bike with two engines mounted side-by-side.

The picture is very old, has been bent or folded a couple of times, but it offers a clear view of the two banks of cylinders sitting there. Interestingly enough, the motors from that bike ended up in the hands of several people that I know in Portland. I had an opportunity to buy the left hand engine, and parts of the right, but turned it down. The crankshaft had this huge lump welded to it's timing side (never occurred to me at the time to ask what happened to the oil feed on that one!) to allow it to connect to the other engine.

The timing case from the right hand engine also had a large plate welded to it with mounting for a mechanical fuel pump that ran off one of the timing sprockets. This fed the four fuel injectors that replaced the Amal carbs. All-in-all, it was remarkable that the thing ever worked! I ended up buying two of the cylinders from it several years later from Cliff Majhor "The Sandy Bandit" of Portland, Oregon to use in my own Interceptor.

The bores were standard size, but the madman that built the original tandem engine had cut "clearance" notches into the front and back of the spigots to allow for the high lift camshafts. This gives you an idea of the engineering skill/knowledge of whoever that was. I couldn't see any way that a cam, no matter how radical would be able to come near the cylinder spigots. He had also taken the standard hepolite pistons, and cut the skirts with a hacksaw to try to turn them into "slipper" pistons. This left little inch and a half wide sections of skirt at the front and back of each piston, with very ugly and rough corners on them. I'm suspicious that they ever actually ran that thing, I'd think those little skirt pieces would have just broken off at the first sign of stress.

Somewhere, I may also have a magazine article about Bonnevelle that features a picture of a fellow named Don Sliger, who campaigned Interceptors at Bonneville for many years. I think some of his records still stand. He had a twin Engine (fore-aft) Interceptor that set the record for fastest unfaired motorcycle in the 1970's at 205 mph. I'll see if I can find that one for you.

Qaser

I have been unsucessfull in stopping the inherant oil pump cavitation which all these engines have. You would never know unless you have an oil pressure guage fitted.

There is not a problem if the machines are ridden quietly but any sustained high speed work will shorten engine life drasticly because of a severe drop in oil pressure. The higher the RPM the lower the pressure. That oil guage has saved me a lot of grief especially before I installed the circlip.

Interceptors are quite rare here in Holland.

In our Royal Enfield Club Nederland (www.royalenfield.nl), there are about 3 Series I, 3 Series IA and 10 Series II. Sometimes you can see one at shows like "Vehikel" in Utrecht (see photo1). I heard this one was imported from the US and on the show sold to a German collector.

One of the last shipments went to the Dutch motorcycle firm "Willy van Gent" in Rotterdam, so most of the interceptors in Hoand are from 1970 (mine as well).

My 1965 model (see photo 2) was imported 1986 from England. I bought it in 1995 from a clubmember who had bought a Series II (1970). I did som work on the engine, gearbox, front fork and made a new wiring harness. I visited a few rallies in England and Scotland organised by the Royal Enfield Owners Club.

Because there are not so many Interceptors in England as well (most of them were exported to North America) I became a member of the Royal Enfield Owners Club of North America. They have published some nice articles in their clubmagazine "The Bulletin".

Enclosed you will find a copy from the 1970 broshure and a Sales Ad from a Swedish motorcycle magazine. Does the dealer look familiar to you? All for now and you know what they say about old motorcycles in Sweden "Gammal kärlek rostar inte" (Old Love don't rust, with a meaning more like "Old Love Passions are invinsible", 'my note, Royal').

Regards
Frank Zijp

Third Century, not out!. (it's a cricket term)

"Hey Dad, try to pick which one I'll buy one day." Dad took the catalogue that I picked up at the Motorcycle dealer and flicked through the pictures and specifications.

"That one he said". Sure enough, that was the only bike that made my mouth water. It was 1969 in Sweden and the onslaught of sales of Japanese bikes had just started in Europe. In defiance, this Royal Enfield Interceptor 750cc had been especially targeted for the US market.

It was a stylish classic looking bike with lot of chrome and it was a fast bike. Measured at 55 hp it did 0-100 kph in 7 seconds and topped over 180 kph. Once you got up to 100kph you had to shift up to third gear. Cruising in 130-140 kph was not an issue. I cruised at those speeds on my Interceptor on the Autobahn from Sweden through Germany down to Paris and back in 1974, without a hitch.

From 1973 through 1980, for 7 month of the season, I averaged 8000 kilometres each season in Sweden. Rare as the Royal Enfield was, they ended up calling me Royal. This was a great Motorcycle.

They made one classical production error. Once marketed in the US, they couldn't produce enough. You must supply to demand. If everyone who wants one can't get it, they turn elsewhere and the Royal lost popularity. This ended the British Royal Enfield production. around 1970-71, when the last machines were assembled.

However, the Interceptor Engine was popular and found it's way into production of American Indian Motorcycles as "their engine" and into the Rickman Racing bikes in Europe. Yet in most of the world, people know nothing about the Interceptor. When you proudly wear your Royal Enfield Insignia, 99% of people imagine a brand which finished in the 50's and was continued as 250-350 something commuter bike in India.

To rescue the Interceptor, the Best of the Royal Enfield models from obscurity, I decided to hoist a web site which could set things straight. With the purchase of expired models of Royal Enfield during the mid 50's. The Indian factory kept going and also acquired the right to use the "Royal" in their production. So after running parallel with the British production for more than a decade, India continued the British Designed machine using the British machinery and later on developed it further.

From a manufacture start in 1899, Royal Enfield can now still claim to be the longest continuously manufactured motorcycle, now on its third century, and not out. Howzat?

For a more detailed background, specifications and illustrations of this connoisseur classic machine welcome to http://www.ozemate.com/interceptor and whatever you happen to be riding, be careful and Ride With Rhythm. "Royal"

"Royal" tells what it's like
To ride a Royal Enfield Interceptor.

In the late 70's they called me Royal, simply because during 1972 - 1980 in Sweden, I rode a relatively rare machine, the 1970 Royal Enfield Interceptor 750cc Series II, much in defiance of the Japanese wave of the new bikes. Later, in Australia from 1980 through 1990, I only took it for the odd weekend ride and then disassembed it for thorough renovation, which is now happening.

But why Royal Enfield?At the Dealer. I remember looking through all the models of 1970 in a dealers book. The Royal Interceptor was the only one which caught my eye. The Classic tear drop chromed tank and a beautiful Engine that looked like a Motorcycle engine should, instead of looking like a car engine or motor mower. Finally there was the engine sound which was unique, with the same bite as a diving Spitfire. At first, to me, it was a sound only surpassed by that of Harley Davidson. But now I realise, like a vintage wine, it's a sound that holds it's Own Class like nothing else.

Characteristics. What about reliability, handling etc. Let me first say, that it always took me where I wanted to go. I toured all over Sweden each spring, summer and autumn (April through October), about 8000- 12000 kilometre each season. Two trips down to Europe, Amsterdam via East Germany in 1973 and Paris in 1974.

Once, on an extreme record hot (38 C+) Swedish summer in 1977, riding in only swimming gear from a beach, in the middle of heavy Stockholm traffic (well we were younger then), I missed a gear, over reved the engine and crashed a piston rod. In Autumn 1975 a piston burned (nothing dramatic). Otherwise it was trouble free miles.

It was a strong and fast bike, that held its own against the Jap's, especially from a red light. It had tons of torque. The crankshaft alone weighs 12 kilo but was both statically and dynamically balanced for less vibrations. Of the British bikes it was one with the least vibrations. You'd easily bring it up to 170 km/hr (105 m) and as you can see from the Road Test here, it does 0-100 km/hr in 7 seconds.

Handling was fantastic. Great suspension. Racing around with the Boys, "Gefle Hunters MC", there were all types of crazy speeds, but marching along on the freeway, 130 K was a comfortable speed. The frame parts of the bike were also good quality, whilst most of it's contemporary Jap counterparts had frame welds that were pitted and just painted over. (some still are!).

Strength. Once I collected a 70 year old driver in his SAAB in the Baltic Island of Gotland. His front door was mangled to a mess, after he defiantly turned in front of me. I didn't even come off my bike and had no repairs or adjustments to make, except to my temper. We were very much off road on that island, dirt roads and even on the rocky beaches. Not a screw came loose not a light bulb died.

Close call. The side stand. Be very careful! It almost ended my life. Having stopped to check an animal someone run over, I took off with the side stand still out (which points forward). Doing about 110 into a slight left hand bend (right hand ride). It was like locking the wheel on a car. In a tangent, I came off the road, into a ditch, end of ditch, bike and me separately airborne, head and back into a brick house (helmet law sucks? don't think so), knocked out, came to, paralysed upper body for 30 seconds which came back, ambulance, my whole back bruised from that brick wall. I rode the bike, as it was, from the site the next day. Yes it was a strong, well built bike. It still is.

Mechanically, it was very easy to look after, but you need to be able to turn some screws when you own a British bike. I mean not every Dill can ride a British Bike, which is hell, just as well, that's part of the fun. Also, magneto based, it would kick start without a battery when needed. I never really had any problems electrically. There was always some little oil leak, nothing that ever caused problems, but it would leave a little mark now and then. I guess, like any virile male, it was just marking out its territory.

Racing Clutch If you rode it hard over several years, eventually the plates that make up the perimeter of the main Clutch would get a bit loose, but we found another racing clutch which is different. We will describe it with photos on this web site. This was a better clutch. A racing clutch you'd find in the Rickman Royals.

Other things, you had to be gentle with re-assembly of the timing advance for a snug fit where it fits onto the cam.

Royal Queen Finally, I'm proud to see my lifelong companion, Ann (Kickan) the most important person in my life, enthusing me and lead the way to bring our Royals back in running order. She will beat me to it, renovating the Royal we bought in Sydney (see ArtGallery), into pristine condition. She even buys some of the new parts in duplicates, ie new parts for my bike too.! To all you Royal Enfield Interceptor Owners out there who have got an Interceptor to renovate, all can say is, Sell it! If you haven't started renovating it, you are wasting the time of a very good machine, let someone else pick it up and get it going, not everyone has a partner like me that will start the job for you by leading the project. Otherwise, see this as a kick in the behind to get going. Through this web site, Kickan can give you some advice. Once again you can ride to an unbeatable Rhythm.
"Royal"