We do not often feature bikes here on CC, but when we do it makes sense to highlight something special, the Royal Enfield Bullet stands out as one of the most iconic of motorcycles. Its enduring design and global journey make it a true legend in motorcycling. It holds the honor of being the longest continuous nameplate in production since 1932, and through most of that time, it was effectively unchanged. A classic even when brand new.
Royal Enfield began as a needle manufacturer before expanding into bicycles in the 1880s, then quadricycles, and ultimately motorcycles by 1901. In 1932, Royal Enfield Motors introduced its most iconic model—the Bullet. Designed as a single-cylinder motorcycle, the Bullet was celebrated for its robust construction, ease of use, and owner-friendly maintenance. At its core was a four-stroke, overhead valve engine with exposed valve gear, available in 350cc and 500cc displacements, delivering smooth and reliable power. The following year, a 250cc variant joined the lineup. Power was transmitted to the rear wheel via a separate Albion four-speed gearbox and chain drive, featuring innovative foot controls that set it apart from the hand-operated gear shifts common at the time. The Bullet also debuted center-spring girder front forks and a single saddle-style fuel tank, establishing the distinctive aesthetic that would define the model for years to come.
The engine moved to an upright position in 1936. By 1939, Royal Enfield introduced a major innovation: the Bullet became one of the first British motorcycles to feature a swing-arm frame rear suspension, replacing the previously rigid rear end. This advancement dramatically improved ride comfort and handling, especially on rough terrain, and set a new standard for motorcycle design in the years that followed. The engine also saw upgrades, including the adoption of an aluminum cylinder head and the removal of the exposed valve train. During the period from 1939 to 1949, the 500cc and 250cc variants were discontinued. Notably, the British army selected the Bullet for use during World War II, recognizing its outstanding performance and reliability on challenging roads
For 1949 the bike was updated with a few changes meant to keep it up to date, especially in the suspension department. Hydraulic shocks were added at the rear, meaning the spring seat was no longer required as well as allowing a dual seat to be offered. The front received telescopic forks. Star rider Johnny Brittain achieved major successes in trials competitions in the 1950s on a Bullet by taking advantage of its off road prowess.
Another achievement was Winifred Wells becoming the first woman to travel across Australia on a Bullet 350 in 1950.
Royal Enfield’s journey in India began in 1949, when the company started exporting its motorcycles to the country. By 1955, the Indian government was searching for a reliable motorcycle for military use and selected the Bullet 350 for its proven durability. To ensure each bike was ready for service, Royal Enfield had workers ride the motorcycles around Redditch, effectively “breaking in” the engines before shipment—a sight that must have transformed local traffic into a parade of Bullets.
Impressed by the Bullet’s performance, the Indian government arranged for knock-down kits to be shipped and assembled locally in Madras (now Chennai). The Bullet quickly became a favorite across India, thanks to its robust design and suitability for the country’s diverse road conditions. Throughout the 1950s and 1960s, the proportion of locally sourced components steadily increased, further embedding the Bullet into India’s manufacturing landscape..
At the same time, Royal Enfields were facing competition on the British market from the likes of Triumph, BSA and Norton, as well as imports resulting in the British side facing decline before being discontinued. By the mid 1956 Royal Enfield was sold to Madras Motor Company and production ended in England by 1957. All the tooling moved to India and by 1962, the Bullet was completely made in India with no parts coming from the UK. This effectively froze the design in place for the next couple of decades and the Bullet became a living fossil –as well as an integral part of Indian culture.
There was a growing interest in classic motorcycles in the UK during the Seventies and several private individuals realized that Royal Enfield in India was producing a brand-new classic motorcycle. No restoration required. In 1977 Royal Enfield started selling the Bullet 350 back to the UK and other places in Europe. Buyers appreciated the simple and robust nature of the bike as well as the ability to work on it themselves.
The Indian army used the Bullet with its Tornados display team to perform amazing stunts. They managed a record breaking 58 people on a single motorcycle using a Bullet 500 in 2017.
In 1989 the Bullet 500 was released with its engine enlarged from 350cc to 500cc. In 1993 Royal Enfield introduced something very unusual, a diesel motorcycle. The Bullet’s old fashioned separate four speed gearbox (most modern motorcycle transmissions are integrated into the engine case) made fitting an alternate power plant much easier. With the goal of chasing maximum fuel economy a 325cc diesel engine was fitted. Speed was not its strong suit.
In 2000, Royal Enfield embraced its heritage by launching the Bullet Deluxe, a model that paid homage to the classic 1955 bike while introducing subtle upgrades such as 12-volt electrics. The early 2000s saw further modernization, most notably with the addition of an electric starter—eliminating the need for kick-starting and enhancing rider convenience. Over the following years, Royal Enfield continued to update the Bullet with features like a front disc brake, five-speed transmission, alloy engine case, and electronic ignition. In 2008, the introduction of the 500cc UCE (Unit Construction Engine) made the engine a stressed member of the frame, improving structural integrity and ride quality. Fuel injection was added in 2011, and by 2017, the rear drum brake was replaced with a disc brake, further enhancing safety and performance.
In 2020, Royal Enfield introduced a new, more modern design—surprisingly, it was named the Classic 350 rather than the Bullet. This model featured a completely redesigned 349cc single overhead cam J-series engine, representing a significant upgrade over the previous UCE engine. A timing chain replaced the cam gears and a primary balancer shaft was introduced. Although it produced a modest 20 horsepower, the new engine delivered a much smoother ride with greatly reduced vibration, earning widespread acclaim from reviewers. Royal Enfield also expanded its lineup with the Meteor, a cruiser variant, and the Hunter, a retro-inspired roadster, further broadening its appeal to different riding styles
This oversight was addressed in 2023 with the release of the Bullet 350, built on the same J-series engine platform as the Classic 350. While the new Bullet shares much of its engineering with the Classic 350, it features distinct styling and a redesigned seat that evokes the spirit of the original. The character-rich single-cylinder engine delivers the classic “thump” enthusiasts expect, but in a modern, more user-friendly package. These updates ensure that the Bullet’s legacy continues, making it easier to own and enjoy while preserving its iconic identity for future generations.
This Bullet was sold in North America and Europe for the 2024 model year. They are still pinstriped by hand just like the originals.
But wait, there is more … to celebrate 125 years of Royal Enfield, the company unveiled a series of new motorcycles for the 2026 model year, including the most powerful Bullet yet. The new Bullet 650, based on the Classic 650 platform and equipped with a twin-cylinder engine shared with the Interceptor, marks a significant leap in both size and capability. While the Bullet 650 retains the handsome styling (and improves on the mixed styling bag that is the Classic 650) that has defined the brand for decades, its twin-cylinder configuration represents a departure from the traditional single-cylinder “thumper” that enthusiasts have associated with the Bullet for over ninety years. Should it have been named Bullet or received a different name?
The single-cylinder Bullet 350 remains available for the purists. Nevertheless, the introduction of this model ensures the Bullet’s legacy continues to evolve—long live the legend. Keep thumping on.
Cool looking bikes, I nearly bought one a while back .
-Nate
Loved the history behind the bike so much I had a test drive of a 500 Bullet about 5 years ago when one came up for sale locally. It was 10 years old then but looked as new. A great bike to look at.
For driving however, I did not much like the one cilinder humping. It really should not be compared because the RE was much cheaper, but I would pick my (twin cilinder) 2001 Triumph Bonneville every time.
Note that almost all pictures of the Bullet are from the RH side. Because thats is the side where the exhaust is. The LH side looks a bit naked.
Perfect for “doing the ton”.
The Bullet can do a metric ton (100kmh) but perhaps not imperial ton (100mph).
Thanks for the interesting article. Royal Enfield has become a common brand on the streets here in Vancouver. They make a compelling package at a reasonable price point.
An interesting read. First ones I saw around sure made me do a double take as I was sure I was seeing a vintage motorcycle. The look is great. And probably a fun ride.
However, even at my house where 4 retro looking brand new motorcycles have graced my yard in the last few years, I’m not that tempted. Anecdotally, and I may be hearing wrong, it seems that the ownership experience is a bit hit or miss due to parts shortages and variable quality control.
Post 2020 I understand they are quite reliable and posts are easy to come by. Previous to that you get the full classic bike experience with all it foibles.
I always admired these, have known a couple of guys who had one but never got a ride.
Amanda Zito did an excellent trip, riding an Enfield through Nepal. Would have loved to do this when I was her age..
That was a cool watch. It is so different now when adventures happen they are not just a bunch of 35mm slides. One of my goals is to film an adventure film and enter it in a small film fest. The traffic though would unnerve me
That would be amazing trip. I would love to do a Royal Enfield through India or a scooter in Vietnam one day.
Bikes aren’t for me, but that was a great piece. Fancy, a diesel 8hp bike. It would be like riding a concrete mixer, or a mower.
I looked up that Winnifred Wells who rode the return journey across the continent. What is probably not obvious to readers is that I’d hazard about 3500 of those 5500 miles were dirt, and when I say dirt, I mean truly awful corrugated and rock-strewn roadways. And she did it at the height of summer, easily well over 105F right on that very, very long stretch across the bottom of Australia in the Nullabor Plain (which was then all dirt road as described). Madness. And no helmet, of course: apparently, she never wore one then or since! No trouble from the bike except punctures, which would be pretty damn impressive from a car then, let alone a single pot, white-metal bearing bike.
Next year, she travelled by Enfields with her father right around the whole country: same conditions apply, only in plenty of that journey, you really couldn’t call plenty of it “road” at all – tracks, more like.
Later, she gave up riding, so of course, took up flying, and flew successfully in a round-Australia air race. As you do.
As of 2011, she was still alive at 82, living with her daughters not too far from where I am in Melbourne. Someone who knew how to live, for sure.
In 2008 I did 4500km riding around India on a Bullet 500. Wonderful memories of that old thumper and the sights, sounds and smells it enabled me to experience.
I test drove a Classic 500 here in Australia around 2017 or 8, the uncertainty over reliability (whether that was accurate or not) stopped me from pulling the trigger. At the time I had a Yamaha XT250 for commuting and exploring off road, and in comparison the RE had mountains of power. It made a lovely noise, the handling was perfectly pleasant, and the vibration that many online complained about was a total non-issue even at 110kmh.
The motorcycle shop next door to Ducati Richmond (where I was the parts manager) back in the first decade of the 2000’s was a vintage motorcycle shop that also became the Royal Enfield dealership. Yeah, it could get difficult to tell the difference. I was constantly tempted to pick one up but never did – because, back then, you could buy a fully restored later 60’s/1970’s Triumph Bonneville for the same money, have better performance, better reliability (yeah the Bullet in America back then took a bit of dedication to keep running), and easier parts availability. The only thing you were lacking was the dealer’s shop to do the maintenance.
This is the two wheeled equivalent of a Morgan, evolving only when necessary. I’ve demoed a 500 from 2014 or so which would have been an early fuel injected model. It certainly looked the part and the low seat made it very controllable but it sounded like a lawnmower and felt gutless. My ride, then and now was a 1978 BMW R100S which was far from cutting edge, but did have twice as much engine