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.

[2][3] 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,[4] were chosen by Townsend's bankers to run the business.

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.

Albert Eadie and Robert Walker Smith had been appointed directors of BSA before the proposed sale had been put to shareholders.

The business of Enfield Autocar, that is to say the plant and stock, was sold to Birmingham's Alldays & Onions Pneumatic Engineering.

[19] 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.

[21] 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.

A light car was introduced in 1903 powered by either a French Ader V-twin or De Dion single cylinder engine.

[6] In 1907, Enfield merged with the Alldays & Onions Pneumatic Engineering Co. of Birmingham, and began manufacturing the Enfield-Allday automobile.

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.

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.

After production of Royal Enfield motorcycles ceased, the precision engineering activities continued until the final demise of the company.

In the late 1950s and early 1960s, Royal Enfield produced a number of 250 cc machines, including a racer, the 'GP'[26] and a Scrambler, the 'Moto-X', which used a modified Crusader frame, leading link forks and a Villiers Starmaker engine.

[27][28] The Clipper was a base-model tourer with the biggest-seller being the Crusader, a 248 cc pushrod OHV single producing 18 bhp (13 kW).

In 1965, a 21 bhp (16 kW) 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.

Developed in conjunction with Royal Enfield Racing Manager Geoff Duke[26] the first public appearance was at Earls Court Show in November, 1964.

[34] Made largely for the US market, it sported much chrome and strong performance, completing the quarter-mile in less than 13 seconds at speeds well above 175 km/h (105 mph).

[35] 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.