uhm 'what all' is non standard on the 535 then?

Height / Length is higher than standard - The same is available online
Wide Handle Bar
Weight - little more than standard
Lighter Crank
Bigger Head

Otherwise rest all are the same

A lighter crank like the ones from post '78 till 2003 or from the newer generation of cranks (uce ones)??
Or are they completely different ones/a one off crank??

and just a bigger head? has it got some work done to the valves, guides seats, etc?

@rameshmadhavan: To achieve such a feast, these bullets go through slight modification to increase the overall strength so that they can take such a weight. The wheels are modified/different with strengthened rods in-between the spokes so that the alignment stays correct. I saw/read this some years back during the time of Republic Day. Otherwise it is pretty much not achievable in stock form.

Not to take anything away from Bullet, but it has its own purpose and many limitations as well. If you revel in the fact that bullet can carry 20 men, on the other hand a bullet isn't quick, agile or fast enough compared to a motorcycle which has lower specs on paper. So you see, it's easy to argue saying that each motorcycle has its purpose n all. A person will always try to highlight any kind of positives of his favorite motorcycle. Just like you did!

Absolutely true, REs have very good torque! On the contrary of what you might like to think after reading my post, I myself own a Electra 5S 2006 model, and a 2011 Yamaha FZ-S

Both my motorcycles are as different from each other as they can get. However, FZ-S suits my style more. But I would definitely say that I really admire the Classic 500, I personally respect it more than any RE today.

These engines have different dimension.The 500 has 84mm bore and 90 mm strokeThe 220 has 67mm bore and 62.4 mm strokeVisualise the dimension as a four sided polygon on a 2d surface, i.e a square or in this case a rectangle, (with bore as horizontal and stroke as vertical lines) the 500 has a vertically tall rectangle , this architecture of the combustion chamber is called as a oversquare everywhere and long stroke in American :PThe 220 on the other hand forms a horizontal rectangle, this is undersquare or short stroke in American, if you stretch the top then it would become square, and if you stretch it more it will become over square.The dimension or the architecture of the combustion chamber defines the characteristic of the engine, or in vice versa the reguired characteristic of the engine being developed will define the dimensions of the combustion chamber, in design speak.Oversquare engines have pistons that need to travel a longer distance than Undersquare (the internals are heavier because of this (thicker c/s because of additional length and to distribute the stresses), which in turn means more internal momentum), this is one of the factor why longstrokes dont rev much.the benefit from the over-square design is (will need clarification from someone more learnt here, i am just a mere student) that the longer duration of the stroke, gives the ports more time to fill/empty the cylinder, this simply means better volumetric efficiency for the cylinder. This equals decent amount of torque and combined with the longer duration strokes, smoother torque delivery at the flywheel. Also CR can be kept low to promote lesser stress on the internals, (you cant 'safely' increase the cr with-out better/exotic materials and manufacturing technology in your hands. safely being with out reducing the life drastically)^these engines cannot be be over reved with any benefits. The valvetrain, port and head geometry, intake and exhaust manifold length, size ,etc are all designed to help improve the low end torque characteristic of the oversquare cylinder. over reving the engine will just cause wear and tear without any 'decent torque' output. decent torque in my definition is anything not less than peak torque the higher you go in the rev range.These engines coupled with the tall ratio drives are meant just for cruising. period.The Pulsar engines are a bit undersquare, cbr250 and the ninja 250 are a better example of undersquare engines. Undersquares are basically our screamers. The short stroke length (which in turn means lighter internals) is a primary reason that these engines can scream upto 12k and even 18k in the older cbr250rr i4s.But these engines dont have a good low end volumetric efficiency, but it gets better the faster it revs (valvetrain permitting), the higher the bore/stroke ratio the lesser torque it produces in low end and higher it scales to the higher end of the rev range. These engines typically have peaky torque outputs compared to the flat or plateau torque curve you can expect from the longstrokes.These engines paired with fairly close ratio drives can accelerate faster cause the gearboxes allows them much greater access to the torque. These engines are designed for getting the maximum acceleration possible from it. Period, (the pulsar engine is a bit squarish in this aspect because it also has to serve the purpose of a daily commuter, but the kawa 250s and honda 250s fits the bill more than perfectly)So lets go back to the 220 beating your 500 scenario. If the 220s is accelerating past you, it will be hard for you to catch up.But if the 500 was already on a charge and the 220 is trying to catch up, it would be stressfull on the little 220ccPS:220 owner here

These engines have different dimension.

The 500 has 84mm bore and 90 mm stroke
The 220 has 67mm bore and 62.4 mm stroke


Oversquare engines have pistons that need to travel a longer distance than Undersquare (the internals are heavier because of this (thicker c/s because of additional length and to distribute the stresses), which in turn means more internal momentum), this is one of the factor why longstrokes dont rev much.


^these engines cannot be be over reved with any benefits. The valvetrain, port and head geometry, intake and exhaust manifold length, size ,etc are all designed to help improve the low end torque characteristic of the oversquare cylinder. over reving the engine will just cause wear and tear without any 'decent torque' output. decent torque in my definition is anything not less than peak torque the higher you go in the rev range.

These engines coupled with the tall ratio drives are meant just for cruising. period.

Well now I'm really confused. The apache has an over-square design with a bore:stroke ratio 5:4 and it's one of the most rev-happy engines i have seen!
The more i got to know of the internals, the more confusing it seems