Royal Enfield: История британского бренда мотоциклов и велосипедов.

Brand name used by a European automobile company

Royal Enfield was a brand name under which The Enfield Cycle Company Limited of Redditch, Worcestershire, England, sold motorcycles, bicycles, lawnmowers and stationary engines which it manufactured. Enfield Cycle Company also used the brand name "Enfield" without the "Royal". The first Royal Enfield motorcycle was built in 1901. The Enfield Cycle Company's Royal Enfield Bullet is the longest lived motorcycle design in history. Royal Enfield's spare parts operation was sold to Velocette in 1967, which benefitted from the arrangement for three years until their closure in early 1971. Enfield's remaining motorcycle business became part of Norton Villiers in 1967 with the business eventually closing in 1978.

George Townsend set up a business in 1851 in Redditch making sewing needles. In 1882 his son, also named George, started making components for cycle manufacturers including saddles and forks. By 1886 complete bicycles were being sold under the names Townsend and Ecossais. This business suffered a financial collapse in 1891. Albert Eadie, sales manager of Birmingham's Perry & Co Ltd, pen makers who had begun to supply components for cycles, and Robert Walker Smith, an engineer from D. Rudge & Co, were chosen by Townsend's bankers to run the business. Then, in 1892, the firm was re incorporated and named Eadie Manufacturing Company Limited; it was based in Snow Hill, Birmingham. Years later, the BSA chairman was to tell shareholders that the acquisition had "done wonders for the cycle department". Eadie still retained a separate identity when Raleigh bought BSA's cycle interests in 1957.

Eadie had won contracts to supply precision parts for firearms to the government's long established Royal Small Arms Factory at Enfield, Middlesex, with its offshoot in Sparkbrook and had assumed the brand name Royal Enfield. In 1896 they also incorporated a new subsidiary company, The New Enfield Cycle Company Limited, to handle much of the cycle work and in 1897 Enfield making complete cycles as well parts for other assemblers took all the cycle assembly work from Eadie. Enfield diversified into motor cycles, 1901 and motor cars, 1902. The motor department was put into a separate subsidiary, Enfield Autocar Company Limited incorporated in 1906 and established in new works at Hunt End, Redditch. However Enfield Autocar after just 19 months reported a substantial loss and, aside from Eadie himself, shareholders were unwilling to provide more capital so in early 1907 Eadie sold his control of Eadie Manufacturing to BSA. Albert Eadie and Robert Walker Smith had been appointed directors of BSA before the proposed sale had been put to shareholders. The new combined BSA and Eadie business manufactured "military and sporting rifles, (pedal) cycle and cycle components, motor cars etc." "BSA and Eadie cycle specialities". But there were still minority Eadie shareholders alongside BSA in 1957. The business of Enfield Autocar, that is to say the plant and stock, was sold to Birmingham's Alldays & Onions Pneumatic Engineering. Enfield Cycle Company took over the Hunt End premises. In 1955, Enfield Cycle Company partnered with Madras Motors in India in forming Enfield of India, based in Chennai, and started assembling the 350cc Royal Enfield Bullet motorcycle in Madras. The first machines were assembled from components imported from England. Starting in 1957, Enfield of India acquired the machines necessary to build components in India, and by 1962 all components were made in India. Frank Walker Smith (1888 1962), eldest son of Robert Walker Smith, joined Enfield Cycle Company in 1909. Appointed joint (with his father) managing director in 1914 he took over the full responsibility when his father died in 1933. After his death Enfield was bought by investors E & H P Smith who sold Enfield for £82,500 to Norton Villiers in 1967. While Norton Villiers acquired 33 per cent of Enfield India the assets of Enfield's diesel engine division and pedal cycle and spares divisions were not picked up. Royal Enfield produced bicycles at its Redditch factory until it closed in early 1967. The company's last new bicycle was the 'Revelation' small wheeler, released in 1965. Production of motorcycles ceased in 1970 and the original Redditch, Worcestershire based company was dissolved in 1971. Royal Enfield's spare parts operation was sold to Velocette in 1967, which benefitted from the arrangement to such an extent that the company as a whole survived for another three years until their closure in early 1971. C C Cooper, a West Bromwich metals dealer, continued to produce limited spare parts for a short time by a small team of engineers. Enfield of India continued producing the 'Bullet', and began branding its motorcycles 'Royal Enfield' in 1999. A lawsuit over the use of 'Royal', brought by trademark owner David Holder, was judged in favour of Enfield of India, who now produce motorcycles under the Royal Enfield name. The models produced and marketed in India include Cafe Racers, Cruisers, Retros and Adventure Tourers.

By 1899, Royal Enfield were producing a quadricycle – a bicycle modified by adding a wrap around four wheeled frame, retaining a rear rider saddle with handlebars – having a front mounted passenger seat, driven by a rear mounted De Dion engine. After experimenting with a heavy bicycle frame fitted with a Minerva engine clamped to the front downtube, Enfield built their first motorcycle in 1901 with a 239 cc engine. A light car was introduced in 1903 powered by either a French Ader V twin or De Dion single cylinder engine. In 1906 car production was transferred to a new company, the Enfield Autocar Co Ltd with premises in Hunt End, Redditch. The independent company only lasted until 1908 when it was purchased by Alldays & Onions. In 1907, Enfield merged with the Alldays & Onions Pneumatic Engineering Co. of Birmingham, and began manufacturing the Enfield Allday automobile. By 1910, Royal Enfield was using direct belt drive 297 cc Swiss Motosacoche V Twin engines which were enlarged to 344cc for 1911 with the advent of chain drive and the Enfield 2 speed gear. Enfield hired Bert Colver from Matchless and competed in the 1911 Isle of Man lightweight TT. In 1912, the Royal Enfield Model 180 sidecar combination was introduced with a 770 cc V twin JAP engine which was raced successfully in the Isle of Man TT and at Brooklands. Enfield developed a prototype for the soon to arrive 1913 425cc model 140. The prototype was Enfield's first in house manufactured V twin, also at 344cc, being of overhead inlet, side exhaust layout.

In 1914 Enfield supplied large numbers of motorcycles to the British War Department and also won a motorcycle contract for the Imperial Russian Government. Enfield used its own 225 cc two stroke single and 425 cc V twin engines. They also produced an 8 hp motorcycle sidecar model fitted with a Vickers machine gun.

In 1921, Enfield developed a new 976 cc twin, and in 1924 launched the first Enfield four stroke 350 cc single using a Prestwich Industries engine. In 1928, Royal Enfield began using the bulbous 'saddle' tanks and centre spring girder front forks, one of the first companies to do so. Even though it was trading at a loss in the depression years of the 1930s, the company was able to rely on reserves to keep going. In 1931, Albert Eadie, one of the founders of the company, died and his partner R. W. Smith died soon afterwards in 1933.

1932 The Virtual Launch of the Very First Bullet Royal Enfield. When the very first Bullet was presented to the world, it was in a magazine! Due to the Great Depression, and the consequent cancellation of the vaunted Olympia Motorcycle Show, the ‘Motor Cycle’, the most popular motorcycling magazine of the time, decided to publish a special edition where the 250, 350 and 500cc Bullets were showcased to the world for the first time

During World War II, The Enfield Cycle Company was called upon by the British authorities to develop and manufacture military motorcycles. The models produced for the military were the WD/C 350 cc sidevalve, WD/CO 350 cc OHV, WD/D 250 cc SV, WD/G 350 cc OHV and WD/L 570 cc SV. One of the most well known Enfields was the 125cc 2 stroke Royal Enfield WD/RE, designed to be dropped by parachute with airborne troops. In order to establish a facility not vulnerable to the wartime bombing of the Midlands, an underground factory was set up, starting in 1942, in a disused Bath stone quarry at Westwood, near Bradford on Avon, Wiltshire. Many staff were transferred from Redditch and an estate of "prefabs" was built in Westwood to house them. As well as motorcycle manufacture, it built other equipment for the war effort such as mechanical "predictors" for anti aircraft gunnery: the manufacture of such high precision equipment was helped by the constant temperature underground. After the war the factory continued, concentrating on engine manufacture and high precision machining. After production of Royal Enfield motorcycles ceased, the precision engineering activities continued until the final demise of the company.

Postwar, Royal Enfield resumed production of the single cylinder ohv 350cc model G and 500cc Model J, with rigid rear frame and telescopic front forks. These were ride to work basic models, in a world hungry for transport. A large number of factory reconditioned ex military sv Model C and ohv Model CO singles were also offered for sale, as they were sold off as surplus by various military services. In 1948, a groundbreaking development in the form of rear suspension springing was developed, initially for competition model "trials" models (modern enduro type machines), but this was soon offered on the roadgoing Model Bullet 350cc, a single cylinder OHV. This was a very popular seller, offering a comfortable ride. A 500cc version appeared shortly after. A mid 1950s version of the Bullet manufacturing rights and jigs, dies and tools was sold to India for manufacture there, and developed versions continue there to this day.

The 250cc class was important in the UK as it was the largest engine which a 'learner' could ride without passing a test. In the late 1950s and early 1960s, Royal Enfield produced a number of 250 cc machines, including a racer, the 'GP' The Clipper was a base model tourer with the biggest seller being the Crusader, a 248 cc pushrod OHV single producing
In 1965, a variant called the Continental GT, with red GRP tank, five speed gearbox (which was also an option on the Crusader), clip on handlebars, rearset footrests, swept pipe and hump backed seat was launched. It sold well with its race styling including a fly screen resembling a race number plate which doubled as a front number plate mount. The Avon 'Speedflow' full sports fairing was available as an extra in complementary factory colours of red and white. Other variants were the Olympic the first public appearance was at Earls Court Show in November, 1964. Using a duplex tube frame, leading link forks and one piece tank and seat unit, the 250cc two stroke single engine was similar to other small capacity race machines offered from rivals Greeves, Cotton, DMW and particularly Villiers, which provided the engines for these marques and many other manufacturers and bike builders including the 'Starmaker' competition engine used for the Scorpion racer and Sprite scrambler.

During the onslaught of the Japanese motorcycle manufacturers in the late sixties and early seventies, the English factories made a final attempt with the 692cc Interceptor in 1960–1961, followed in 1962–1968 by the 736cc Series I and Series II Interceptors. It became popular in the US, but the company was unable to supply this demand, which accelerated the demise of this last English made Royal Enfield. The Redditch factory ceased production in 1967 and the Bradford on Avon factory closed in 1970, which meant the end of the British Royal Enfield. After the factory closed a little over two hundred Series II Interceptor engines were stranded at the dock in 1970. These engines had been on their way to Floyd Clymer in the US; but Clymer had just died and his export agents, Mitchell's of Birmingham, were left to dispose of the engines. They approached the Rickman brothers for a frame. The main problem of the Rickman brothers had always been engine supplies, so a limited run of Rickman Interceptors were promptly built.

From 1955 to 1959, Royal Enfields were painted red, and marketed in the US as Indian Motorcycles by the Brockhouse Corporation, who had control of the Indian Sales Corporation (and therefore Indian Motorcycles) and had stopped manufacturing all American Indians in the Springfield factory in 1953. But Americans were not impressed by the badge engineering, and the marketing agreement ended in 1960, and from 1961, Royal Enfields were available in the US under their own name. The largest Enfield 'Indian' was a 700 cc twin named the Chief, like its American predecessors.