ROYAL ENFIELD RACER | 48Bhp

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DRS CYCLE ROYAL ENFIELD BULLET RACER
In late summer of 2001, DRS Cycle‘s Dan Holmes of Goshen, Indiana teamed up with Phil Meyers, the tuner of the Royal Enfield Bullet racer seen here, to build a 1960s Classic class racer. Dan Holmes is the owner of the Royal Enfield dealership, DRS Cycle. The DRS Royal Enfield Bullet is a 1996 Indian manufactured Royal Enfield Bullet. It is equipped with an alloy cylinder with stock bore size and a J&E hi-compression forged piston which gives a compression ratio of 12 to 1. A billet Hitchcock crank and connecting rod assembly has been fitted, along with a thoroughly ported Indian Royal Enfield head with big valves. Carburettion is via a 1.5-inch Amal GP carb metering 2% oxygenated VP fuel into the engine. Akront style alloy rims front and rear, 19″ respectively and sport Avon vintage racing tyres. The rear shocks are Ohlins vintage roadrace items and the forks are stock with Hitchcock’s softer springs and modified valving. Billet alloy triple clamps that allow the front to be lowered as needed. The rear hub has been replicated in alloy to allow sprocket changes with keyed overlays. The bike has been dynoed and pumps out 47 to 48 horsepower at 6,800 rpm. Team DRS Cycle‘s tuner is Phil Myers. The DRS Royal Enfield Bullet racer is owned by Dan Holmes and ridden by Johnny Szoldrak. Phil Meyers is an old friend of Dan Holmes, and refers to himself as “just an old racing mechanic/machinist who thoroughly enjoys participating” The list of special parts that have been custom built and machined for the DRS Cycle Royal Enfield Bullet racer would fill volumes.
- Alloy Tank from Classic Motorworks
- Rearset from Classic Motorworks
- Clip-ons from Pro-Flow
- Misc. bits from Hitchcocks, UK
- Engine internals custom machined from billet steel and titanium, with over 500 hours invested in designing and developing the piston, head and valve train
- Piston is a custom made from an Australian forged slug with various coatings added to control heat transfer and distortion
- Piston rings from Deves
- Engine mounts and most fasteners are titanium
- Frame is from a 1996 Royal Enfield Bullet, stripped and strengthened by welding on, in a jig, gussets and overlays
- Swingarm has solid bronze bushings and rear hub is custom machined from billet aluminium to accept sprockets to change gearing
- Transmission is a 1954 vintage housing with Hitchcocks close ratio gearset, custom machined shafts and bearing supports
- Clutch and belt drive primary from Hitchcocks
- Front brake is a highly modified Honda CL350 with Frendo linings
- Titanium axles front and rear
- Custom alloy triple clamp
- Estimated value of US$10,000 in parts alone
“All this “madness” was a terrific exercise for a couple of guys with way too much time and resources available and an extreme distaste for losing. What started out as a 12 to 16 HP novelty now power wheelies shifting into second gear! And so most all the bits to make it look the part are readily available but 48 HP and 260 lbs. is up to you.” – Best of luck, Phil.
When I told him that I considered this the “World’s Most Exotic Royal Enfield Bullet“, Phil replied, “You know until you mentioned it, I never really considered it “the Worlds Most Exotic Enfield” but it most likely is. It seems that there aren’t that many nut-jobs out there like us. You know we could’ve spent less time, money and effort and just built a BSA Gold Star B34 but where’s the challenge??? Like I said, we looked at about 14 rear wheel horse power (on average) from a new stock bike and we just felt compelled to improve on it…We just got carried away a wee bit. The stock Royal Enfield engine has real lousy architecture and poor heat control when you pump them up so we were forced into some serious “reconfiguring” to even begin to make proper power per cc’s. I had a b’jillian dollars worth of CNC equipment and exotic metals at my disposal so I just dug in and started replacing all the nasty bits. You know how people like to throw around words like “balanced” and “blueprinted” but most likely don’t have a clue what it really means…Well we worked on the valve geometry and reciprocating mass and optimized the whole package. We also had a chassis dyno to measure our gains and losses and I can’t say enough about how much of an advantage that is! And so we learned a great deal about where the most net power gain was coming from and attention to detail made it stay together and finish races. You just can’t ignore the fundamentals. So goes the story…Always Racing!” bikervoodoo.com