BULLET PROOF!
Next it was time to tackle the Enfield’s biggest issue: vibration. This would mean taking out the flywheels, and getting the engine out of the frame is relatively straightforward compared to any 1950 Brit singles with a separate gearbox. To make things a bit more manageable, the rockerboxes, fuel injection body and cylinder head can be removed while the engine’s still in the frame. There is a bunch of modern style, waterproof connectors up behind the air cleaner that must be removed for access – don’t overlook the engine temperature sender which lives in the rear of the cylinder. The exhaust gas thingy screws out of the exhaust pipe and is easier than finding the connector. Remember to put a few winds in the cable before screwing it back in, so that the cable is not twisted when installed.
The engine is a heavy lump with its integral unit construction transmission, but it finally comes up and out to the left side of the frame.
Once the motor is on the bench, dismantling starts by removing the barrel and piston assembly. Immediately wrap the rod with protective rags, then remove the primary and timing side covers. The final drive sprocket on the right need not be disturbed. The generator stator and harness are also not disturbed in the right side cover.
My impression this far was that these new Madras-made units are well built with several interesting design features. Observe the roller cam followers and hydraulic lifters: no more fiddling with feeler gauges. The exhaust camshaft has a very natty built-in decompressor mechanism designed into it. There is a small bobweight ensconced in the cam drive gear. Below 350 revs, the bobweight falls in, above that speed it flies out. This in-and-out action operates a small pin built into the base of the cam profile. When
