This page has Owners stories, news about Interceptors and Royal Enfield in general. We summarize e-mails that have come in, like did you know that! and give you a summary of the past couple of months. Always check here for the latest, we're waiting for your story.
The French Connection Bol D'Or- D. Hollyman 1984. (08 Sep 2009)
The Prodie Racer held off a Kawa 900 on the straights
My "Royal Connie" during restoration
I traded my Datsun for a '65 750 Interceptor
Kev's fascinating story of a 1965 Interceptor hacked out of Iceblock
Joe's top story on 1965 Interceptor
My first was a 350cc single
No Drivers License, 14 yrs old and knobby tyres on an Interceptor
Interceptor with a Weber changing hands!
Looking back at the track, Test from three decades ago, fr Ray
The Mightiest 1500 cc Interceptor custom, from Les
Greetings fellow Royal Enfield freaks!!!- Ray
A Four cylinder Interceptor from Carl
The Ugly Duckling from Carl
Two significant Modifications, Qaser
Royal Enfield Interceptor in Holland Frank Zijp
Royal's Article in New Zealand Mag. Third Century not out!
What it's like to ride an Interceptor, Royal
my name is Klaus Lorenz, brother of Christoph , who`s
" Royal Interceptor"
asked Christoph to send some photos of the restoration work. So please
find these photos of my "Royal Connie" during restoration
... and being the predeccessor of all the Interceptors
have fun watching my photos
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
14 yrs old and Knobby tyres
on a Royal Enfield Interceptor
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
Walt (Feb 9, 2002 2:07 pm)
Test from three decades ago
by Ray Knight
Not much has been heard of Enfields in the last few years, either on the road or track. So after a lapse of some several years, when one of the new Series II Interceptors started to appear around the circuits in the hands of Richard Stevens, one of the Enfield development staff, it seemed worth investigating.
A meeting with Reg Thomas, RE Chief of Design and Development, at Thruxton where the bike was being raced, produced the offer of a race-test that was eagerly accepted, particularly in view of the desire to see how the latest product from Bradford on Avon compared with my much earlier model.
First, a word about the bike. The engine of the Series 11 model bears little resemblance to the old Super Meteors and Constellations which had earned the appelation ‘Royal Oilfield.’ Certainly I never managed to stop the head gasket leak on ,my own model when giving it ‘the max’. Its for sure that the new motor is a very much tougher job. The old style connecting rods used to be a bit fragile when racing and squeezing every last rev as I’d frequently found to my cost. The latest rods have a lot more metal around the eyes which has taken care of that . Personally, I always thought that the lubrication system lacked something under maximum stress conditions that contributed to early failures. Reg Thomas must have had some ideas on the subject too because the oiling system too has been completely redesigned.
One of the most prominent features of the "new" bike is the Norton Roadholder forks and these, coupled with the twin-leading shoe front brake really made the bike look functional. About the only things that are still the same are the frame and the Albion gearbox. Just in case you wonder why they didn’t rehash the frame from its old single down tube design, well don’t forget that the bike that won the Production TT in 1969 also had one and its steered as well as any racer. A comment endorsed by several of the professionals racers of the time.
This test was going to be very much more interesting that usual, in that it would provide real comparisons of machinery with similar sporting, and established, track records. When I’d tested the Trident at Thruxton (and won twice on it), the Enfield was also competing as was the Thruxton Bonneville of Colin Agate. On this day, Colin would be riding the Trident - he’s buying it, while I’d ride the Interceptor in two races and Colin’s Bonnie in another. Meanwhile, while I wasn’t actually abusing the Enfield, then Richard Stevens would give it a thrashing . This sure must be something of a perfect comparison. Indeed, could there be a better ?
When Dave Minton posed the question of just how good was Reg Thmas’s new beast, he said that the only real way to discover faults with the road holding then you would have to take it to a racetrack. So we did. And there really were precious few faults to uncover. But then I’m getting ahead of myself.
Richard Stevens met me at Snetterton with the Interceptor that was to get a really good thrashing that day, in fact twice from both of us. The bike is - well, not a good looker. But then I don't think that a Manx Norton is either. But it certainly looks functional and that’s how the RE took me. Nothing sleek about it rugged and businesslike like; yes!
But does it go? Well, it's surprisingly easy to kick over. Once the two big pistons started to move lazily up and down their long stroke the engine would, when warm, tick over like an old steam engine and blipping the throttle brought such a rapid response as to surprise. The crackle from the two, small, absorption-type silencers might not have gladdened the Noise Abatement Society but it was music to my ear, at least. A hard crackle. If sounds were anything to go by then there were plenty of horses there to be used.
Out for practice now and at the back of the field, now we would see. Roll out on to the track in first gear and just rotate the throttle slowly all the way. Round goes the rev-counter needle, fast enough to convince me, if I had not known otherwise, that there was a short-stroke motor under the tank. But since the power came in strong from as low as 3,000 rpm well, perhaps there was something to be said for this long-stroke business. There was the sort of torque that you only get from sheer ccs. In fact, the characteristics of the motor would make it an ideal road bike. But It was streaking up behind the back markers in front and the rev-counter said "seven" which was supposed to be the maximum that I was to use. But it took off quicker than I'd thought. Into second and heel into Riches, a fast corner with ripples halfway round. Now I'd wondered a little about the road holding since Reg had said that they were still experimenting with it to find better tyre combinations.
Anyway, into Riches and drive round, screwing the power on easily to detect any untoward wriggles before they developed, and it did feel a bit different from my 330 lb. Daytona, I must say. But there was more than a bit of extra power, too. On the Ieft-hander before the long Norwich Straight I'd had real trouble earlier in the year when racing another 750 cc production racer but this time there was no trouble. Now-flatten it through the gears, 6500 rpm in each as per recommendation and boy, see those mid field men drop behind. Reg's bomb sits up and goes Iike the clappers, in fact.
Though the Enfield passed everything it saw in practice, and started to get around the corners in good style, you can't really tell by riding fast; I’d contend, there has to be something to chase with the knowledge that there's honour at stake to make you really try.
So now I had to. Drawing a middle-of-the-grid position for the first race, I faced the starter's flag on an Enfield, a thing I'd not done for six years. But enough of the reverie; down went the flag, down went the kick-starter and there was instant response from 736 ccs down below. Into gear and the time for feeling out was gone. Bang it against the stop and let it scream, well, up to 6600 or so, drop the clutch and she takes off like a scalded cat and we go from mid field to second at the first corner, such was the acceleration. Round the double apex right-hander, a sharper right (Sears), into the Norwich Straight and it's the Intercepfor in front, all by itself. A most auspicious beginning for a race test.
However, Peter Vincent appeared In front to prove that although the Enfield was faster than most of the rest of the forty-strong field of production racers, that did not include the rather rapid ex-Peter Butler Bonneville and it has to be said, one of the very best around. But I wasn't giving up that easy. Peter. howled towards the Hairpin at the end of the 1000 yard straight with the latest model from Enfield Precision in hot pursuit. Perhaps we could make up on braking I mused. But I must admit to getting carried away a little and giving the Norton twin-leading-shoe brake a real test as I left it a shade too late for comfort, and just scrambled round the sharp, 90 degree corner; but he was still going away a bit.
After a left/right wriggle through the Esses the next test of road holding is Coram Curve, a long right that keeps going round, while you lay the model over as far as you dare. It's a fair test. Into third gear and put 'er down gently but there was no inclination by the big twin to do anything but comply. And the flying Thruxton Bonneville in front was no further away than when we had negotiated the corner.
First time past the pits, we were running second and it's back into Riches again. Heal over, wind it on in third and over the ripples. She weaved a little, and I've weaved a lot worse on other models to be completely honest; less too, but not a lot less; and round again. Down Norwich for the third time and here comes the notable Elite Bonneville ridden by Len Pheips, but only a little quicker, so it's Enfield getting a tow from the Triumph. But we both got a nasty shock because a certain Mr. Sanders on his BSA Spitfire went positively streaking by in pursuit of Peter Vincent, and there was nothing we could do about it.
He did catch Peter, and I did get dropped by Len, which meant that the Enfield finished fourth: pretty fair I thought, especially as I wasn't used to getting the best from a hairy 750. My 490 Triumph Daytona seems like a push-bike by comparison. Talking of comparisons: when riding Cohn's Thruxton Bonneville in the second race, and taking it to be the standard by which to judge a good production racer, I had a good dice with the Elite Triumph and then got back on the Enfield to complete the day's impressions. But first, I should mention that Richard finished seventh in his first ride at Snetterton.
Eyes down for the third race of the day at the British Formula Racing Club's meeting and again the draw for a grid position put us in the middle of the field. Again, instant response from the motor meant a good start-but I'd made the mistake of selecting second so the acceleration was not quite so rapid initially. Even so, once it got into its long-legged stride it was still about fifth into the first corner; impressive.
A quick blast down Norwich and the Enfield was in second place again, the BSA went by-again-but packed up later on. Len also went off in pursuit of the leader. This time it was John Vincent on his "Saint". And he did catch him to win. But I, with nobody on my tail, had time for a more reasoned assessment of the Enfield's capabilities. The motor has such a wide spread of power that where I would have changed down twice on the Bonneville, once would suffice on the Interceptor. The road holding was good, surprisingly good. Not better than a Thruxton-l don't think there is one that is but nearly as good, and Rag Thomas confesses that there is still a little more work to be done there for improvement.
One could use a little more front brake; I suppose one always could on a production racing bike, unless you happen to have discs. But this, too, is saying that it is not quite as good as the very best. And the motor is a good one with so much middle-range power and spread of torque that you don't have to scream it to get anywhere and, what's more, after four hard races there was not a trace of oil on the outside, either. One thing that I could never have said about my old Enfield. Oh! And yes, you could just throw it about like the Triumph, it didn't seem heavy at all.
But I was in the middle of a race. And while putting a polish on my conclusions Cohn Agate, riding his Thruxton himself for a change, was quietly slipping up behind. On the last lap I saw him in the nick of time and rather than lose third place really gave the motor some stick. Sorry about this Reg, but it went well over 7000 a couple of times and the power was still coming on strong, too!
It held third place, and for good measure Richard took it to another third in the racing event to conclude a good day. The bike's a good one, showing real potential in only its first few months of racing. It was shod with an unusual combination of Avon Grand Prix tyre at the back and a Dunlop K81 on the front. Further combinations are on the stocks, as are developments in power and other departments which must, I think, put it in the running for first places soon. In fact, Richard has had some at Llandow and Cadwell Park and, with the enthusiasm of the small team at Bradford-on-Avon behind the project, we are going to see a lot more of the Interceptor about. Got a spare one, Reg?
As a postcripot to this ride, I had that winter, a letter from Jack Booker offering me a ride on the bike for season 1970 throught the season as a development exercise. A works ride, regularly! Me! that was the good news. The bad news was that Enfields put up the shutters during the winter and my works ride never happened.
Great job on this much needed web site!!! So here follows my two bits: I agree that the late model India-enfield stuff out there is quite prolific! I certainly have nothing against the big singles...since that was where my racing career began all too many years ago!!! Short track, half mile, mile, scrambles, cross country...even drag and road racing!!! But life really became grand when I got my first big twin (Indian Blazer 700) back in 63. Continued Road and drag racing through the 60's and 70's ( even held a couple of 1/4 mile records against some bad ass Harleys(no longer in existence!!!) ,Nortons, Triumphs, BSAs, etc.) The only bikes that really gave fits ( back then ) were the the really awesome 750 Interceptors. Gee, ain't nostalgia great!!! I put a lot of blood seat and tears into my big twin before I completely totaled the bike during a disagreement with a Chevy Impala.... After healing up I spun off into competition Harleys, Bultacos, Kawasakis---All bloody quick!!! But not quite the same as the old Royal Enfields. Eventually got away from bikes for too long a time...career/life/mundane crap... So now some 30 odd years later what am I doing? Trying to put together a clone of my big twin drag bike!!! So far I have found most of the parts needed at swap meets (plus some misc. pieces I have been dragging around for years) to complete the bike. Now I just need to find more time.... In my search for big twin parts I stumbled onto a 64?/65 Interceptor. Mostly complete, just missing headlight bucket and taillight assy, std. bore(tight), etc.....I just could not pass it up... Only weakness I can see is the Lucas (Prince of Darkness) electrics, including Battery and coil ignition. I plan on keeping the bike Standard except for adding Magneto ignitiion, and improving the oiling system...seems like I remember the first Interceptors used to eat cranks if wound up tight. Anyway I'll probably find out all to soon! Looking forward to eating some of those Belly-Button Harleys for breakfast at Bike Week in Daytona this year!! Keep up the good work!! and Thanks!!! Big Twin Owners unite!!!
PS. If you need any German translations, let me know. I am fluent and currently working as a college German Language Professor. Glad to help out!
A Four Cylinder Interceptor story- from Carl
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(Mooloolaba in Queensland, Australia)
with a TECH NOTICE
On My Rickman Enfield (1969 Ser 2 )I have made two significant modifications, both to do with the oil system. The first was to graft in a decent filtration system, the second was to install a circlip to stop the timing side crankshaft seal from blowing out.
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.
Frank Zijp Letter
Interceptors are quite rare here in Holland.Den Helder 26th October 2001
(Frank's letter on original Redditch Company letterhead1)
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').
"Article by Royal in the Dec issue 2001 of New Zealand Magzine"
"Motorcycle Marketplace"(se our links)
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"
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.