AJ S & MATCHLES POSTWA R SINGLE Postwar Singles Postwar Singles The bedrock of AMC's postwar production was their line of road singles from which came the off-road variants. The models had prewar roots,and wartime service so offered the solid, reliable 1945-1969 performance, coupled with a first class paint finish, of a workhorse, at a time when it was essential. Their history and subsequent development is traced here in words and pictures. Roy Bacon

Roy Bacon has over 40 books to his credit and is acknowledged as a leading authority on the subject. A chartered engineer, he comments on design, as well as describing history he has lived through. RO Y BACO N MOTORCYCL E MONOGRAPH S 1

Motorcycle Monographs are a handy, pocket-sized series of books for the enthusiast and general reader alike. Each book covers a single marque, model or machine in depth, the authoritive text being fully supported by contemporary photographs to provide a complete reference source. of all ages and types and from all countries are covered by the constantly expanding list; offering history in the pocket.

All titles and the full list of the range may be obtained from the publisher. Niton Publishing, P.O. Box 3, Ventnor, Isle of Wight, PO38 2AS.

ISBNwww.-.info 1 85579 002 5 MOTORCYCLE MONOGRAPHS - NO. 11 AJS & Matchless Postwar Singles

1945 - 1969

Roy Bacon

www.ajs-matchless.info NITON PUBLISHING First published in United Kingdom by: Niton Publishing PO Box 3 . Ventnor . Isle of Wight PO38 2AS

Acknowledgements The author would like to thank those who helped this book by supplying photographs. Most came from EMAP archives, or Motor Cycle News by courtesy of Editor Malcolm Gough. Others came from the Mick Woollett archive and some from the author's files

© Copyright Roy Bacon 1990 Reprinted 1993

Filmset by Crossprint, Isle of Wight Reprinted by The Manor Design & Printing Partnership Whitwell, Isle of Wight

ISBN 1 85579 002 5 A CIP catalogue record for this book is available from the British Library

All rights reserved. No part of this publica- tion may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, electrical, chemical, mechanical, optical, photocopy, recording or otherwise withour prior written permission from the publishers to whom all enquiries must be addressed. www.ajs-matchless.info

Front Cover: The Matchless Clubman G3L for 1949 as shown on the front cover of The Motor Cycle late the previous year

Back Cover: The AJS model 18S for 1954, with sprung frame and jampots, as advertised in the motorcycle press.

Road test of a 1962 Matchless G80 which was also tried with a attached. The same registration number was to appear on a test AJS as well!

Contents Introduction 4 Prewar origins and wartime service 6 Postwar start 10 Spring-frame models 30 www.ajs-matchless.infoRevised engines 39 Duplex frame 46 Singles in competition 53 Specifications 54 Introduction

The AJS and Matchless heavyweight singles of the post-war years had their origins in models of the mid- 19305. After the war, they continued, with limited altera- tions, for some two decades, gradually becoming obso- lete as fashions and needs changed. Although customers for their very British style of somewhat staid motorcycling faded away over the years, the reputation of the names remained high, thanks to the fine build quality and excellent paint finish of their prod- ucts. From 1945 to 1966, both AJS and Matchless road models represented the epitome of the British single with its heavy flywheels, low engine speed and great pulling power. Alongside the road models, there were competition versions. At first, these differed in no more than minor details, which any clubman of the day could devise for a road machine. Later, the competition models became more specialised and, in time, split into two streams, these being for trials or scrambles use. One scrambler continued alone to carry the Matchless name up to 1969, before the marque vanished. However, the name was revived in the late 1980s with another concept.

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4 www.ajs-matchless.info

Gordon Jackson on a big AJS during a 1960 scramble; a type of event in which he was competi- tive, although he was better known for his trials riding skills.

5 Prewar origins and wartime service

Both the AJS and Matchless over-extended as the decade ended companies had their roots in the with the Depression. The technical dawn of motorcycling and followed enterprise remained, however, with their own paths up to 1931. Then an overhead-camshaft engine ap- they amalgamated, AJS going into pearing in 1927 and a transverse V- liquidation and being taken over by twin in 1931, but then the money ran Matchless. out. AJS had been founded by the The Matchless firm was founded Stevens family and first won in the by the Collier brothers who were TT races in 1914, and then in 1920, soon successful in the track and 1921 and 1922. They rode the crest road races of the early Edwardian of that wave through the 1920s, but era. They moved on to Brooklands

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The start of the singles line came with this 1935 Matchless G3 which set the style and general design.

6 PREWAR ORIGINS & WARTIME SERVICE

In 1941, the G3 gained telescopic front forks to become the G3L and served the services well. and the new TT races when these pany kept to a simple range of singles were first run, enjoying equal suc- and V-twins. The exotic Silver Hawk cess and three TT wins in the first was listed up to 1935, but found few four years of the event. customers as riders were so hard During the 1920s, they had more up. success in reliability trials and built The first signs of real amalgama- up a good range of machines to sell tion appeared in 1935 when Match- to the public. For 1930, they intro- less introduced their G3 Clubman duced the V-twin Silver Arrow, and and AJS their similar model 16. Both the next year the much more excit- had 348 cc engines, and the AJS ing V-4 Silver Hawk, which had an ranks soon included larger and overhead camshaft engine despite smaller versions plus twin-port and the hard times. side-valve models. Matchless fol- They were successful enough to lowed suit in 1936, so that in a short be able to absorb AJS, whose pro- space of time little was left from the duction they moved from Wolver- past, other than the massive V-twins hampton to their works at Plum- that were sold for hauling . stead, in South London. The AJS In 1937, the Sunbeam company models survived the transfer well was taken over by Matchless and, enough, although the overhead- with AJS, the three firms were regis- camshaft models dropped out of tered as Associated Motor Cycles or sightwww.ajs-matchless.info for a year or two, and the range AMC. The combination did not stay continued with little change for a together for long, and in 1943 the while. The Matchless models did Sunbeam name was sold to the BSA the same and, as with many firms group, but the AMC name remained during those difficult times, the com- at Plumstead. From then on, it was

7 AJS & MATCHLESS SINGLES

At the end of the war, the G3L was given a coat of black paint and ran on for the civilian market. used to refer to the two marques as being in the Matchless form. The a pair, this becoming more and more only real difference lay in the posi- acceptable as their ranges became tion of the magneto, which went common. This was well in hand by ahead of the cylinder on the AJS and the end of the 1930s, while for 1940, behind it on the Matchless. Both the Matchless models adopted a had the dynamo behind the crank- frame with single downtube, which case, above the gearbox, so it was was very similar to the one AJS had difficult to remove in the former used for some time. case, and even more so in the latter. During the war, AMC produced The early war-time machine was some 80,000 machines, all but a few the Matchless G3 of 348 cc with

www.ajs-matchless.infoDrive side of the model 18 AJS which was as for the other singles with the infamous pressed-steel chaincase.

8 PREWAR ORIGINS & WARTIME SERVICE

Harry Louis of The Motor Cycle with a competition AJS and Jock West of AMC on a road model in the Isle of Man for the 1947 TT. overhead valves, four-speed Burman other makes. gearbox, rigid frame and girder forks. The G3L was used for an experi- This was built up to 1942, but from ment with rear suspension in 1944, 1941, AMC also produced the G3L, but otherwise continued to be built which was lighter and fitted with unaltered until the end of the war. telescopic front forks. It became a Thus, it was fully developed for Forces' favourite, for it was fast peace-time use and went over to enough to cope easily with convoy this with minimal change, other than duty, while the new forks gave it colour. comfort and roadholding denied to www.ajs-matchless.info

9 Postwar start

After the war, AMC continued and this, each marque had its adher- extended the practice of duplicat- ents, and the firm fostered this by ing its models in the ranges of both advertising each range separately, marques. At first, there were some and by running two competition features to distinguish one from the teams in both trials and scrambles. other but, in time, these disappeared The first post-war AJS models until the process was simple badge were announced a week ahead of engineering. The only exceptions the Matchless ones, and each range were the road racing machines and comprised two very similar singles. the final Matchless models. These were of 348 and 497 cc, the To enthusiasts and clubmen of AJS ones being coded as the models the time, it was well known that the 16M and 18 respectively, while the machines were all built on the same Matchless versionswere the G3L and line at Plumstead, using the same G80 Clubman. All were based heav- detail parts in most areas. Despite ily on the wartime G3L and, thus,

A 1948 AJS road www.ajs-matchless.infosingle undergoing a test during trials carried out in 1955 before the general introduction of the annual MoT.

10 POSTWAR START

Hugh Viney's AJS as used for the 1948 Sottish Six Days Trial, the second year of his hat-trick of wins. could trace their roots back to 1935. chine first and by model type only; All were to continue to use a coding all Matchless models start with the system of number plus letter suffix 'G' anyway. for AJS, and letter 'G' plus number The single-cylinder engines used plus similar suffix for Matchless. To by the four models were all based avoid repetition, the machines are on a 93 mm stroke, which was com- henceforth listed with the AJS ma- bined with a 69 mm bore for the

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Drive side of a 1948 competition Matchless which was little altered from the standard machine.

11 AJS & MATCHLESS SINGLES

First of the sprung models was this 1949 AJS model 18S with candlestick rear units. smaller and an 82.5 mm bore for the The built-up crankshaft had fly- larger. Their construction was in wheels whose balance weighting the traditional British style with varied between the engine sizes to overhead valves, separate gearbox cope with the different piston and dry-sump lubrication, which weights. The detail parts were kept the crankcase small and com- common, the drive-side mainshaft pact. being a keyed, parallel, fit in the

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The competition Matchless with alloy engine at the 1950 New York show; smaller petrol tank also reduced the machine weight.

12 POSTWAR START wheel where it was held by a nut. sleeve pressed into the big-end eye For the timing-side shaft, there was of the connecting rod. The rod was a taper fit and a nut, but no key. bushed at its small-end for the fully- The crankpin was a parallel fit in floating gudgeon pin, which held both wheels, and had the bearing the three-ring piston and was re- sleeve pressed on to it and nuts to tained by circlips. The piston was hold it in place. This form of con- conventional, with a split skirt, and struction allowed the use of a tough the compression ratios were 6.35:1 pin and hard sleeve without heat- for the 348 cc engine, and 6.0:1 for treatment problems, or the need to the 497 cc one. The ratio of the radius the edge of the pin-hole in the larger engine was set with a single wheels. Later one-piece replace- compression plate under the cylin-

Rigid model 16M for 1951 with little change from its postwar restart or prewar introduction. ments could have problems on both der; in later years, and for the com- counts, as the heat treatment to petition engines, these were often combine the right degrees of tough- used to arrive at the desired figure. ness and hardness was tricky to get The crankshaft turned in a pair of correct. In addition, this form ball races on the drive side and in a needed a radius in the shoulder bush and a roller race on the timing corner, and without a matching side. These bearings were housed radius for the pin-hole, there could in the crankcase whose light-alloy bewww.ajs-matchless.info a clash, high stress and pin break- castings met on the engine centre- age. line, there being an array of bolts to The big-end bearing comprised a clamp the two halves together. light-alloy cage with three rows of There were different crankcases for rollers that ran in the hardened the two engine sizes, but both had a

13 AJS & MATCHLESS SINGLES

The competition AJS single with alloy engine and cylindrical toolbox as seen in 1951. timing chest incorporated in the lets. right-side case with the oil pump The box was a light-alloy housing beneath it. casting with a side cover held by The top face of the crankcase was three nuts. It was bushed for the machined to take the cast-iron cyl- rocker spindles, each of which had inder, which was held on four short a separate arm splined to each end studs by long nuts. The cylinder fins and retained by a nut. The as- were regular, except where cut away sembled box was fitted on top of the for the two pushrod tubes, and ran head with a gasket to seal the joint, down most of the length of the bar- and the pushrod tubes ran down rel. At the top, the cylinder was from the box to the crankcase. In- spigoted into the cast-iron head, with side the tubes were the pushrods, a gasket to seal the joint, and four which had adjusters at their upper bolts held the head down. ends, and which sat in tappets that The top of the cylinder head was moved in guides pressed into the machined to take the rocker box, crankcase. which sat over the single well cast A cam went below each tappet, into the head. This well ran round the camshafts being gear driven from the valve guides, which were a pinion mounted on the crankshaft. pressedwww.ajs-matchless.info in to a dimension. Each The shafts themselves differed, one valve had a cap and was controlled being short while the other extended by duplex coil springs that had a through the wall of the timing cover seating located on the guide and to drive the magneto by chain and were retained by a collar and col- two sprockets. For the AJS, this

14 POSTWAR START

Jampots for the rear suspension on this 1951 model 18S AJS which still had a saddle rather than a dualseat. longer shaft went at the front and guide was cut away so that a valve carried the exhaust cam, while for lifter could reach through it to the the Matchless it was to the rear and pushrod. The lifter turned in a hole had the inlet cam. In practice, the in the crankcase, was held in place two camshafts were common to both by its return spring and was con- marques, at that time, and were nected by cable to a handlebar trig- simply switched over as necessary. ger. In either case, the exhaust tappet The timing cover varied to suit

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Still a saddle for this 1952 model 18S which had a revised gearbox and small access cover in the chaincase.

15 AJS & MATCHLESS SINGLES the marque, for it included the inner set the chain tension. wall of the magneto chaincase. This Removal of the dynamo was a wall ran to front or rear as needed, major task compared with machines but the main section was essentially that used the mag-dyno where the common to both types. An outer generator came off really easily. On cover enclosed the chain, and was the AMC models, it meant opening shaped and marked to suit, while up the primary chaincase to gain the magneto was mounted on a plat- access to the sprocket. On the AJS, form to the front (AJS) or rear it was feasible to pull the gearbox (Matchless) of the cylinder and back to allow the dynamo out, but above the engine mounting plates. Matchless owners were faced with a The magneto was a standard Lucas more difficult job. Their rear- component with manual advance mounted magneto obscured the from a lever mounted on the handle- dynamo and forced them to remove bar. the whole of the primary drive to Lucas also supplied the 6 volt E3 gain access to the dynamo. To fol- dynamo which was unique to AMC, low the AJS path was only feasible if as it was chain driven. This drive they removed the inner timing cover was taken from the left-hand end of first and, thus, lost their ignition the crankshaft, a sprocket being timing. Owners came to dread charg- machined as part of the main engine ing problems! one, while the chain ran inside the The engine was lubricated by a primary chaincase. The dynamo dry-sump system supplied by an was clamped in the engine plates, external tank. The oil pump was a behind the engine and above the two-diameter rotating plunger, gearbox, so it could be rotated to which was driven by a worm cut

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An underslung pilot light was one of the few changes for this 1952 model 18 AJS along with the revised gearbox.

16 POSTWAR START

A dualseat for the 1953 Matchless G80S enhanced its lines as well as improving rider comfort. into the timing-side mainshaft. The There was no pressure release plunger lay along the timing chest, valve, so the oil from the feed pump just below the crankshaft, and had a went straight into the crankshaft cam-track cut into it near one end. A and the big-end. There was also a fixed pin engaged with this so that feed to the cylinder wall with a ball the plunger was forced to move to- valve in it so that the bore received and-fro as it rotated. The combina- more oil when the engine was cold. tionwww.ajs-matchless.info of the two movements provided Once the engine had warmed up, both feed and scavenge pumping, less oil was passed this way, but the latter of greater capacity thanks more was splashed up from the big- to its larger plunger diameter. end.

17 AJS & MATCHLESS SINGLES

The competition model 18C for 1953 when rigid machines were still popular for trials work. A pressure feed was taken from by a flange-mounted Amal carburet- the front end plate of the pump for tor with separate float chamber. For the rocker box. This line fed into the the 348 cc engine,a type 76 of 1 in. box where an adjustable needle bore was used, while the 497 cc valve controlled its flow, after which engine was fitted with a type 89 of 1- the oil drained down the pushrod 3/32 in. No air filter was listed, even tubes to lubricate the cams and as an option, at that time. On the timing gears. Engine breathing was exhaust side, there was a pipe that by a simple flap-valve, which was ran down to a tubular silencer on fitted into the rear of the drive-side the right. For the smaller engine, main-bearing housing in the crank- the pipe ran above the footrest, but case. for the larger one, it went below it. The engine was supplied with fuel All models were fitted with a

www.ajs-matchless.infoNice 1954 model 16MS being shown by the French Monneret family who had much to do with AMC for many years.

18 POSTWAR START

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A 1954 Matchless being craned off its work trolley at the factory prior to road testing.

19 AJS & MATCHLESS SINGLES

The last year for the rigid models was 1955 and this is the G3L with full-width hubs front and rear. separate four-speed Burman gear- that ran round it with a clamping box with footchange. This was screw at the rear. It was very prone driven by a single-strand primary to leaking oil and was to plague chain and multi-plate clutch, while owners for many years. the engine sprocket incorporated a The clutch plates were clamped two-lobe, cam-type shock absorber. together by four compression The primary drive was enclosed by springs. The friction plates had a two-part, pressed-steel case, which fabric inserts pressed into their cut- had a seal at the joint and a band outs, there being four plates for the

www.ajs-matchless.info By 1955 this 16MS had pilot lights and auto-advance ignition as well as the new hubs.

20 POSTWAR START

350s and five for the 500s. The clutch to a sleeve gear, which was concen- chain wheel ran on free rollers, while tric with the mainshaft, while the the centre was splined to the gear- layshaft went below them. The gears box mainshaft. Clutch operation were moved by selectors fitted to a was by means of a lever on the right barrel cam which, in turn, was ro- and a long pushrod that ran across tated by the positive stop mecha- to the pressure plate. nism. A gear pedal went on the right- The gearbox was in the traditional hand side, as did the kickstart lever. British style with the clutch out- The kickstart turned a , board of the final drive sprocket and which meshed with a ratchet gear both on the left-hand side of the on the extreme end of the main- machine. The sprocket was splined shaft, and was returned by a clock

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A 1955 Matchless single with its traditional lines that were due for some changes for the next year.

21 AJS & MATCHLESS SINGLES spring. The whole gearbox mecha- separate caps to clamp on the front nism went into a light-alloy shell, wheel spindle. The forks turned in which was fitted with inner and outer cup-and-cone bearings, and no steer- covers on the right. ing damper was offered, even as an A rigid frame held the engine and option. gearbox in front and rear plates, Both wheel hubs were spoked to these differing between the marques 19 in. rims and turned on special to suit the alternative magneto loca- taper-roller bearings. These bear- tion. The frames were of the tube- ings were not the usual items as, for and-lug type, brazed together into each wheel, the spindle formed the front and rear sections. The front inner race for both and carried the combined the top, seat and downtu- two roller cages and rollers to make bes, while the rear comprised the a single assembly. Only the two upper chainstays and the lower rails, outer races were separate, one being which ran from the downtube to the located with a spring ring in the hub, rear wheel. while the other was adjustable by For the front suspension, AMC threaded ring and locknut to set the continued with the Teledraulic forks bearings. The front wheel had a they had developed for the wartime solid spindle that ran across be- G3L. These had external springs, tween the fork legs, but the rear which were concealed by shrouds, wheel spindle was shorter and hol- and hydraulic damping. The lower low with a longer spindle that ran legs were in light alloy and had through it to the rear fork lugs. This

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The smaller sprung competition model 16MCS of 1955 which had to carry the same weight as the larger single.

22 POSTWAR START

Works rider, Bob Manns, about to take the first of the 1956 Matchless G3LC trials models out for its road test. unusual construction had been used sprocket. Both brakes were of the by AMC for some time and provided single-leading-shoe type, and each an excellent wheel bearing, albeit shoe had a collar, at the cam end, rather more expensive and critical which could be adjusted to com- in adjustment than most. pensate for brake lining wear. Rear Both hubs had a separate 6½ in. brake operation was by pedal and brakewww.ajs-matchless.info drum. That at the front had a rod on the left. small flange for the fixing screws All models had a 3.25 x 19 in. front that held it to the hub, but the rear tyre, and the 348 cc machines used drum had more of an inner wall and the same size at the rear. For the 497 incorporated the rear wheel cc models, the rear tyre was 3.50 x

23 AJS & MATCHLESS SINGLES

19 in. and the wheel was not quickly- was matched by the battery carrier detachable. Neither mudguard was on the left. A toolbox went behind valanced but, as was usual, the rear the oil tank, above the upper chain- stay of the front mudguard doubled stay, while a pillion pad and foot- as a front stand, while the rear sec- rests were available as options. The tion of the rear mudguard could be 3 gallon petrol tank had twin taps, detached to assist wheel removal. kneegrips and marque transfers, In addition to the front stand, there these last being the AJS letters or was a rear one and a prop stand, the 'flying M' for Matchless. with ample foot, which flew back if Controls were conventional, both the weight was taken off it. A lifting air and ignition levers being handle was provided to help ma- mounted on the handlebars which, noeuvre the machine on to the rear thus, were quite crowded with stand, and there was an optional clutch, front brake and valve lifter rear carrier to replace it if desired. levers as well as the twistgrip, horn The oil tank went under the button and dipswitch. The main saddle on the right-hand side and light switch, with the ammeter, went

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An AJS single hitched up to a Watsonian ambulance sidecar for the Iraqi Ministry of Health to try out in the narrow streets of Baghdad in 1956.

24 POSTWAR START

The scrambles G3LCS of 1956 with the new short- stroke engine with pushrod tunnel integral with the barrel. into a small panel mounted in the only the exhaust system, pushrod back of the headlamp shell. Four tubes and some minor details were stays supported the shell from the chrome-plated. The petrol tank was fork yokes, and the upper yoke car- lined in gold for AJS models, and in ried the 80 mph or 140 kph speed- silver with a black pinstripe for ometer, the choice depending on Matchless versions, while the mar- the country for which the machine que name transfers were coloured was destined. to match. The finish was in black for most Thus, with little real alteration parts, including the wheel rims, and from their war-time production,

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By 1957 the AJS 16MC trials model was fitted with the AMC gearbox and Girling rear units.

25 AJS & MATCHLESS SINGLES

AMC were back in business and had rod for all was shortened by ½ in., a two-model range for both mar- and a two-start oil pump worm and ques. This soon doubled in size, for plunger were adopted. During the 1946 saw the introduction of com- year, the timing-side roller bearing petition versions of each model, was omitted and the bush made which had a letter 'C' added to their longer to compensate. The road model type. Therefore, the smaller models were given a flare to their machines became the 16MC and chainguards, while the 348 cc ex- G3LC. haust pipe copied the 497 cc one to The changes for competition use run under the footrest. The Match- were minimal, most parts being as less tanks were fitted with a chrome-

The road Matchless G80S of 1957 with long, thin toolbox to match the oil tank. standard. The silencer was upswept plated 'flying M' badge in place of and the lights became optional, the transfer, and this finish was also while light-alloy mudguards, still in applied to the handlebars and wheel black, were fitted. The control cables rims. The rims were further deco- were duplicated and the wheels had rated with black centres lined with heavy-gauge spokes. The tyres were gold for AJS and silver for Match- of a trials pattern and the sizes were less. altered to 2.75 x 21 in. front and 4.00 The main change for 1948 was to x 19 in. rear. The gearing was low- 7 in. brakes for both wheels, the ered, but the standard 3 gallon pet- front brake adopting a two-bolt rolwww.ajs-matchless.info tank was retained, as was the anchor for its backplate. The han- finish. dlebar clamp was changed to four The eight models continued much bolts to secure it, arid there were as they were for 1947, but with some fork modifications and an adjust- engine alterations. The connecting ment to the saddle springs for alter-

26 POSTWAR START

Gordon Jackson discussing his prototype 1959 trials machine with Harry Louis of The Motor Cycle. ing the seat height. The competi- early post-war austerity was begin- tion models had their front tyre ning to be beaten, although there section increased to 3.00 in., and the was still a long way to go. finish was brightened a little more. During the year, the 348 cc en- For export, the singles had gines began to use the 497 cc bot- chrome-plated petrol tanks with tom half, so these became common painted and lined panels, the Match- in most respects. The flywheel di- less colour being red, which was ameter of the larger engine became matched by the wheel rim centres, the standard, but the balance weight- both areas being lined in silver. This ing still differed to match the two finishwww.ajs-matchless.info harked back to that used in sizes of piston. the late 1930s and showed that the

27 AJS & MATCHLESS SINGLES POSTWAR START

The works Matchless singles used in the 1958www.ajs-matchless.info ISDT standing outside Angus Herbert's shop in Sevenoaks during a run out with the press men from Motor Cycling. 28 29 Spring-frame models

The range of machines was in- and G80S. creased to twelve for 1949 with the Both sizes of engine were modi- addition of versions with pivoted- fied for all models by the adoption fork rear suspension. They were of hairpin valve springs. This meant distinguished by the addition of a a new cylinder head for both engine letter 'S' to the model type and only sizes plus a common rocker box. built for the road. Thus, the AJS ma- The opportunity was taken to move chines were the 16MS and 18S, while the exhaust valve lifter up to the the Matchless models were the G3LS rocker box, where it was out of sight

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Road going Matchless G3 for 1959, the year the machine codings changed. Alternator and coil ignition replaced the magneto and dynamo from 1958.

30 SPRING-FRAME MODELS

A trio of 1959 model 16C trials machines with their small brakes and shortened subframe. Virtually their final form. and where its operating cable was frame members and carried the pin no longer in danger of being burnt on which the rear fork pivoted. Thus, on the exhaust pipe. The engine fins this fork straddled the bridge and were made deeper, and an air filter required the pin to be pressed out option was made available for the when dismantling the parts to re- first time. place the fork bushes. The rigid frame continued much The rear suspension units were as before, but with sidecar lugs, and made by AMC and, due to their slim the front section was common to lines, were later known as 'candle- both rigid and sprung road models. sticks'. Each had covers to enclose The rigid rear remained as it was, the compression spring and was while the sprung type had two side hydraulically damped, but the vol- rails, a bridge and subframe. The ume of oil was to prove critical and rails ran along each side, from the insufficient to give the damping bottom of the downtube, under the facility any real length of life. The engine and gearbox, to extend to the units had clevis ends, top and bot- rear to support the pillion rests and tom, which made them unique, and silencer. The rear subframe had a made it awkward for owners to loopwww.ajs-matchless.info on each side, which ran back change to proprietary types. from the seat nose to the rear unit The sprung models had twin top mounting and then down to the toolboxes, one being tucked into rails. The bridge was a massive, the subframe corner on each side, light-alloy casting that linked the and were fitted with a centre stand,

31 AJS & MATCHLESS SINGLES

The 1960 model 18 with new, duplex frame and smaller headlamp shell but still much as in the past. while retaining the saddle for the more extensive alterations, for they rider. For all models, there was a changed to an all-alloy top half held quarter-turn petrol filler cap, rec- down by four sleeve nuts that were tangular form of rear lamp, dynamo screwed on to long studs in the control unit mounting on the side of crankcase. The cylinder head had the battery carrier, and option of a the valve seats cast in place, and the steering damper. For the competi- barrel an iron liner, while no gasket tion models alone, there was an was used between the two. The undershield to protect the crank- engines were fitted with Lucas case. The finish remained as for 'wader' magnetos, and both capaci- 1948, other than the chrome-plating ties drove through the five-spring of the new rear lamp body. clutch. On the outside, the appear- There were more changes for ance was much improved by a slim 1950, with a new silencer with offset 2¼ gallon petrol tank, while the inlet and outlet pipes, standard toolbox became cylindrical and was taper-roller bearings in the rear mounted under the saddle. The wheels, a five-spring clutch for the headlamp was made quickly-detach- 497 cc models, and a torque stay for able, and the finish for all models the front brake. The road models was as in 1949, except for the were given ribbed mudguards and chrome-plating of a minor detail of longerwww.ajs-matchless.info carburettor bodies, while the the front forks, and the use of a toolbox on the rigid machines was transfer for the competition Match- repositioned between the chain- less petrol tank. stays on the right-hand side. The finish stayed as it was for The competition models received 1951, but an oval tank badge was

32 SPRING-FRAME MODELS used by the AJS models, and the was concealed, and the 348 cc metal Matchless 'M' for the compe- models were fitted with the five- tition versions of that marque. This spring clutch. side of the range was doubled by the The competition models changed introduction of sprung-frame ver- to a Burman type BA gearbox, and sions, which were coded by the the sprung versions had a single addition of a letter 'S' to the 'C' and toolbox on the right, the item being the basic model. The results were common with the road machine. The the AJS 16MCS and 18CS, while the rigid competition machines contin- Matchless equivalents were the ued with their cylindrical toolbox G3LCS and G80CS. and, during the year, the competi- All the models with rear suspen- tion engines changed to a flanged sion had new rear units that year, bush for the timing-side main bear- these being of a larger diameter with ing. greater oil capacity. They soon be- The flanged bush went into all en- came known as 'jampots', and the gines for 1952, the year the Match- name not only stuck, but became less finally copied the AJS and had that used for the magazine put out its magneto moved to the front of by the British AMC owners' club. All the engine. In this, it did not com- the road models changed to a light- pletely follow the AJS, for the ar- alloy cylinder head, but kept the rangement of the inner and outer iron barrel. In addition, the horn timing covers differed, as did the button was screwed into the right- line of the engine. The 497 cc road hand side handlebar, so its wiring engine lost its compression plate,

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Apart from the seat, this 1960 machine is the final form for the Matchless G3C

33 AJS & MATCHLESS SINGLES

A 1961 G80 showing the cast alloy chaincase which replaced the pressed-steel type for the road models in 1958. and the cylinder was lengthened a as was its clutch, which had four or little to compensate. five friction plates as demanded by All models changed to a new engine power and machine use. Due Burman B52 gearbox, which was to the change of clutch mechanism, more compact and had a ball-ramp it was necessary to fit an adjuster clutch-lift mechanism. In other re- screw in the centre of the pressure spects, the B52 was conventional, plate, and access to this was pro-

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For scrambling in 1961, AJS offered this model 18CS, which took considerable strength to get the best from it.

34 SPRING-FRAME MODELS vided by a small plate in the outer was similar, except that the lining chaincase. was in silver with a red pinstripe, Other changes for 1952 included and the alloy tank badge round with a light-alloy front brake backplate, a 'flying wings'. handlebar clamp with three bolts, Little was altered for 1953, al- and an underslung pilot lamp. This though a dualseat appeared for all lamp was never of any use, except the sprung road models, and there for parking, and was never popular were some detail changes, includ- with owners. It was only used be- ing a plastic rear lamp. The finish cause the new form of headlight was continued austere at home, but unable to accommodate a pilot bulb, export machines made use of what but this problem did not remain for nickel there was to revert to chrome-

The timing side of the 1961 Matchless G80CS with the oil tank on the left to allow space for the massive GP carburettor and air filter. too long. plating for tanks and wheel rims. The 1952 finish was affected by More happened in 1954, when all the shortage of nickel at that time, models were fitted with larger car- which restricted the use of chrome- burettors and the inlet ports were plating. In its place, AMC used what opened-up to suit. The sizes went they called an Argenised finish, up to 1-1/16 in. for all the 348 cc which gave a matt aluminium effect engines, and to 1-5/32 in. for the 497 and was applied to the wheel rims cc ones. For the larger road models, andwww.ajs-matchless.info some other details. The painted there was a rotating magnet mag- parts remained in black, the AJS neto, with an auto-advance mecha- tanks being lined in gold and fitted nism built into the magneto with a new die-cast badge forming sprocket, and a new timing cover the marque name. The Matchless with a bulge to clear this. The en-

35 AJS & MATCHLESS SINGLES gine was modified internally, the while that for the 497 cc sprung ma- timing-side mainshaft being made a chines remained at 3.00 in. The parallel press-fit in the flywheel. petrol tank was fitted with a wing- For the cycle parts, there was a nut filler cap. new full-width front hub with some The home-market finish remained cooling fins, but still with a 7 in. as it had been for 1952, except that brake within. The underslung park- the wheel rims were chrome-plated ing lamp was replaced by twin pi- once more, the road versions also lots, one on each side of the head- having lined, painted centres. The lamp and equally ineffective. The new front hub was left in its natural access cover in the outer chaincase finish and there were round plastic became a dome so that the whole tank badges for the road model clutch became accessible, and the petrol tanks, the Matchless one dynamo control unit was moved keeping the 'flying wings'. The

Little changed on the model 18 AJS for 1962, other than to the tank badges and the finish options. under the seat. The road model competition tanks reverted to trans- mudguards were flared, and the fers in gold for AJS and silver for petrol tank size for the 497 cc mod- Matchless, both looking extremely els was increased to 3¾ gallons. smart. On the competition side, the new It was all change to the carburet- front hub and clutch access dome tors for 1955 with the introduction werewww.ajs-matchless.info adopted, along with an all- of the Monobloc type. The 348 cc welded frame front half for the rigid road models were fitted with a 1-1/ models and a dualseat for the sprin- 16 in. type 376, while the 497 cc road gers. The front tyre sections went machines used a 1-5/32 in. type 389. back to 2.75 in. for the trials models, The same sizes went on to the rigid

36 SPRING-FRAME MODELS

Matchless G3C for 1962 fitted with the optional lighting system that was still offered for the competition models. competition models, but the sprung magnet magneto with auto-advance, ones were fitted with TT carburet- so also required the same timing tors of 1-1/16 in. and 1-3/16 in. sizes cover outer with the clearance bulge. to the two engine capacities. The There was a new silencer for all 348 cc road engine copied the larger models. version with a change to a rotating- On the cycle side, the full-width

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Final year for the true AMC singles was 1963 when this model 18 had a more rounded shape to its toolbox and oil tank.

37 AJS & MATCHLESS SINGLES front hub was replaced by another went on to the 348 cc road models, with the cooling fins in a barrel pro- and the finish for all was unaltered, file. It was joined by a full-width hub except for leaving the rear hub in its at the rear, which was also in light- natural finish. alloy, and this offered a quickly-de- This brought the AMC range to a tachable facility for the sprung-frame watershed, for all the rigid models models. The diameter of the front were dropped at the end of 1955. It forks was increased and the frame was springers only from then on, modified to provide a hole for the plus new short-stroke engines for air filter hose, while pressed-steel scrambles use. This was to signal pillion footrest lugs were added for the beginning of the separation the road springers. The headlamp between the two competition func- shell was made deeper so that it tions of trials and scrambles. In could accommodate the speedome- time, this would lead to the use of ter as well as the ammeter and light 348 cc engines only in the former, switch. The 3¾ gallon petrol tank and 497 cc ones in the latter.

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38 Revised engines

In all but one case, the models the new scrambles models, hence that continued kept their existing the decision. The problem did not type code, regardless of any other arise with the larger engine, as the changes. The exception was the 348 18C and G80C were dropped and cc model built for trials use, which only the scrambles model built in continued as the 16MC or G3LC that capacity, not the trials one. despite a change to rear suspen- The road models continued with sion. It was a situation that lent little alteration to the engine, other itself to confusion, but the 16MCS than increases in compression ratio and G3LCS codings were applied to and the addition of a magnetic oil

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Lovely Matchless G80CS of 1963 which remained in the lists even though most riders had turned to two-strokes.

39 AJS & MATCHLESS SINGLES filter in the crankcase. The pushrod they were, except that the front tubes were shortened so that they brake cam lever was moved to the ran into the underside of the cylin- top of the backplate. More notice- der head, rather than higher up, and able was a new oil tank, which was the head was altered to suit. The oil long and thin to fit into the subframe feed to the cylinder bore was dis- corner on the right-hand side of the pensed with, and the magneto shield machine. It was matched on the left-

For 1964 the singles were fitted with Norton Roadholder front forks, and Norton hubs and brakes as on this G3. no longer fitted. hand side by a combined toolbox The gearbox remained the Bur- and battery carrier with a front panel man B52, and the primary chain- to join this to the oil tank. This case the two-part pressed-steel as- cleaning up process was extended sembly. The frame was altered by the addition of a cover over the mainly in respect of the seat tube. chain adjuster above the gearbox, This became vertical and incorpo- and by grouping the controls and rated the rear fork pivot lug, but the cables. The front mudguard was rear loop and twin side rails re- tidied-up by the deletion of the front mained much as before. The rear stay, and the rear stay no longer fork continued to pivot on a pin doubled as a front stand, the centre pressed into place, but the absence stand being considered adequate of www.ajs-matchless.infothe separate bridge made assem- for all needs. The finish stayed as bly and dismantling that much more before except for a small increase in awkward. the diameter of the AJS badge. The forks and wheels stayed as The 348 cc trials model retained

40 REVISED ENGINES

Last year for the road singles was 1966 when this Matchless was built, still much as in its original image. the all-alloy engine in a new frame bush on the timing side to support with pivoted-fork rear suspension. the crankshaft. Its wheelbase was reduced by Both engines were fitted with a mounting the fork pivot ahead of the Monobloc carburettor, the smaller seat tube. The frame itself was still with a 376 of 1-1/16 in. bore, and the built-up, as the others, although each larger with a 1-3/16 in. type 389. part became a welded assembly. The Compression ratios were quite high machine continued with a saddle at 9.9:1 and 8.7:1 respectively, and and was fitted with a single toolbox sports valve timing was used. The in the left-hand subframe corner. exhaust pipe carried a silencer, but The scrambles models were built an extension was available to re- in both engine capacities and had place it when racing. new short-stroke power units. The The frame, forks and wheels were smaller had dimensions of 72 x 85.5 much as for the road models, and mm, and the larger 86 x 85.5 mm, so the machines were fitted with a du- the stroke was common and the alseat and sports mudguards. Full capacities remained at 348 and 497 electrical equipment, including cc. The engines were all-alloy and lights and horn, could be supplied had the pushrod tunnels cast within and was more often fitted for the the head and barrel. Inside went USA street scrambler or enduro forgedwww.ajs-matchless.info steel flywheels with the main- market, where the combination of shafts simply pressed into place, the scrambles specification with a while the big-end had a stronger degree of road equipment was de- crankpin and a single row of caged sirable. A slim 2 gallon petrol tank rollers. A roller race assisted the was fitted, but the oil tank remained

41 AJS & MATCHLESS SINGLES as that of the trials machine and the ton models, the box internals were finish continued unchanged. left as they were, but the positive- During 1956, the gearbox for all stop mechanism was made more models was changed to one based compact, and the clutch and its lift heavily on the design of the type mechanism revised. The new fitted to Norton machines. The mechanism required a screw ad- reason behind this was partly the juster in the pressure plate, which take-over of Norton by AMC back in meant a simple pushrod to lift it in 1953, but also a standardisation place of the split rod with mush- programme, which was to enable room end of the past that had done the one gearbox to be fitted to all so much to lift the Norton clutch AMC and Norton models of 350 cc or squarely and assist in clean gear more. The new design became changes. The new clutch centre known as the AMC box, but essen- included a shock absorber, so the tially it was based on one first built face-cam device on the crankshaft by Sturmey-Archer in the early was no longer needed. With its 1930s. This design had been taken removal, the clearance dome in the over by Norton in 1935 and built for outer chaincase was reduced in size. them by Burman, with an improve- The new gearbox continued on ment in the gear pedal position the 1957 models, all of which had appearing in 1949 to suit the Norton their rear suspension 'jampots' twin. changed to Girling units. AMC had For the AMC group and the Nor- finally admitted that someone else

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The Matchless G80CS for 1966 and still available with lights for use in trail riding and enduros.

42 REVISED ENGINES

The Matchless scrambler became the G85CS in 1966 with cycle parts very similar to those of the successful Rickman brothers. knew better on the subject, but even Some were for flat-track events, so then did not fit stock items. Their they had a rigid frame, light forks Girling units might have had stan- and no front brake, while the power dard mounting eyes at the top, but came from the all-alloy, short-stroke the lower fixings continued as the scrambles engine with raised com- clevises of old. pression ratio, central plug and All models had styling ribs added Grand Prix carburettor. Along with to their oil tanks and toolbox lids, this were larger-capacity scrambles and the road models were given an models with the engines stretched option of separate chrome-plated to 89 x 96 mm and 597 cc. Normally, side panels for the petrol tank. these were built in the CS mode Except for this, their finish contin- without any road equipment, but ued in black with gold or silver lining the engine was also used in some but the wheel rims were chrome- flat-track machines. plated only, except for export Match- There were significant changes less models, which had red centres. to the road models for 1958, as they On the competition side, the 348 turned to alternator electrics and cc scrambles models were fitted with coil ignition. Thus, the dynamo and a larger 1-1/8 in. type 389 Monobloc its drive were dropped along with and the long thin oil tank with ribs. the pressed-steel primary chaincase. This also went on the 497 cc model. In their place came a Lucas RM15 al- Thewww.ajs-matchless.info finish of both trials and ternator, which went on the left- scrambles machines was unaltered. hand end of the crankshaft with the The basic scrambles machines stator located in the outer half of the led to other, more specialised, chaincase. The two halves of the models built mainly for the USA. chaincase were cast in light-alloy

43 AJS & MATCHLESS SINGLES and held together by a row of small reflector. An ignition switch was screws. An access plug went on the added to the centre of the light clutch centre-line to enable adjust- switch to make a combined fitting, ments to be made, and a second but the layout of the controls was plug acted as a filler hole and a unaltered. The finish continued as means of checking chain tension. before, but all models now had On the timing side, the engine chrome-plated wheel rims. The

The Rickman Matchless powered Metisse in 1962 when it was already the dominant force in large capacity scramble events. line was completely altered, as the option of the chrome-plated tank magneto was dispensed with, along panels remained available and was with its drive, so the timing chest joined, for that one year only, by was much reduced in size. Within it another with the panels painted. The went the two cams, as of old, with colours offered were gold for AJS the inlet camshaft driving the igni- and off-white for Matchless, the tion cam and its auto-advance plastic beading used round the edge mechanism. The points plate was being in blue or red respectively. mounted on the small inner timing These bead colours were also used cover and concealed by a polished with the chrome-plated panels. outer. The ignition coil went up Little altered for the competition under the tank, and the alternator models for 1958, but they were given rectifierwww.ajs-matchless.info was mounted under the du- the option of a 3 gallon petrol tank. alseat. The scrambles machines had a new The road machines did away with dualseat, wider mudguards and an the twin pilot lights for 1958, so the oil tank that was set in more, but pilot bulb went into the headlamp otherwise continued as standard

44 REVISED ENGINES with the same finish. They also had Matchless top was Arctic white and the option of a colour finish for the the lower part in red. petrol tank, oil tank and toolbox - The trials models became the 16C blue for AJS and red for Matchless. and G3C with changes to a smaller For the trials machine, the option subframe, long inclined Girling rear only applied to the petrol tank and units, and a two-part rear fork. This was in the same colours. had the pivot pin brazed into the All models were given new codes right-hand leg, while the left leg was for 1959, as the letter 'S' was dropped held in place by a cotter pin. Not from them, being superfluous when something to inspire too much all had rear suspension. This made confidence, although it seemed to the road models the 16 or G3, and 18 work well enough in practice. Both or G80, but the only change was to brakes went down in size to 5½ in. deeper mudguards, the front one and worked in light, offset hubs. A carrying the number plate on its cylindrical toolbox was fitted on top sides. of the rear engine mounting plates, The changes to the finish were and the finish continued in black more complex, although the basic with gold or silver lining, plus the standard scheme in black remained option in blue or red as before. as it had been for many years. The The codes for the scrambles options began with the chrome- models became 16CS and G3CS for plated tank panels and continued the smaller model, and 18CS and with a colour option for the petrol G80CS for the larger. Otherwise, tank, oil tank, mudguards and tool- they ran on as they were, with just a box. This was in blue for AJS and change to the option colour for the Arctic white for Matchless, and in- Matchless oil tank and toolbox from cluded the chrome-plated tank red to white. At the end of the year, panels, which mounted on blue or and the decade, the smaller black beading. A further option scrambles model was dropped, so provided a two-tone tank finish, and the competition side split firmly into in this case a plated embellishing 348 cc for trials and 497 cc for strip went between the colours. For scrambles. For the road machines, AJS the tank top was blue and the it was time for a new frame. lower portion in light grey, while the www.ajs-matchless.info

45 Duplex frame

All, except the trials models, tank alone, the other items remain- changed to a new frame with duplex ing in black. downtubes for 1960. This retained The 497 cc scrambles models had the separate rear loop and contin- their oil tank moved over to the left- ued with the special Girling units hand side of the machine to make with clevis lower ends, but the down- room for a 1-3/8 in. Grand Prix carbu- tubes ran back under the engine to rettor and its air filter. They re- the seat tube, so there were no sepa- tained the magneto for ignition, but rate rails. had the option of an alternator to The engines continued as they power the lighting system when this were, but the cycle parts for the was fitted. Whether this was so or road models included a new 4¼ gal- not, the cast light-alloy chaincase lon petrol tank, two-level dualseat was fitted and the battery, when and shallower headlamp shell. The called for, was mounted below the road model colours were as for 1959, air filter. The machine could be sup- including the options, with an addi- plied with a 1-3/16 in. Monobloc in tional one of the two-tone petrol place of the GP and its air filter, in

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The 16MS as prepared for the 1951 Clubmans TT with alloy engine and TT carburettor but no match for the winning BSA Gold Star.

46 DUPLEX FRAME

Gordon Jackson in the Perce Simon trial of November 1960 under the eyes of Neville Goss in trilby, Bob Snelling and Ralph Venables. which case the cams were changed Miller and Jeff Smith on Ariel and to suit. The cylindrical toolbox could BSA machines being prime examples be fitted if required and the finish - but few could emulate them. was as in 1959. So, AMC fitted shorter mudguards Little was altered for 1961, as the and larger tank badges on their road world was moving on while AMC models for 1961. They added a stood still. The accent was on per- marque badge to the outer timing formance, the learner market then cover and reversed the option col- being restricted to 250 cc, but turn- ours. Thus, the single colour was ing to 650 cc, or larger, twins as soon grey for AJS and red for Matchless, as possible. Customers for staid while the two-tone tanks were grey road singles became fewer, while top and blue lower or red and white the competition future lay with two- respectively. For the competition strokes,www.ajs-matchless.info for they were simply so machines, there were no changes to much easier for the average rider to specification or finish. come to terms with. Experts might There were changes to the 348 cc have done wonders in trials and road models for 1962, as the old scrambles on four-strokes - Sammy long-stroke engine was finally re-

47 AJS & MATCHLESS SINGLES

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Artie Ratcliffe winning the Cotswold Cups trial in March 1950 with his Matchless G3LC works machine.

48 DUPLEX FRAME placed by one with dimensions of 74 ish options were reduced to petrol x81 mm, but the capacity still worked tank colour alternatives in blue for out at 348 cc. The revised engine AJS and red for Matchless. They did had the pushrod tunnel cast into the not escape the move to model cylinder,as on the scrambles mo- names, however, so the 16C became tors, but the barrel material re- the Experts, and the G3C the Maes- mained as cast-iron. The carburet- tro. For the scrambles machines, tor was increased in size to a 1-1/8 the names were Southerner for the in. type 389 Monobloc, and the valves 18CS, Marksman for the G80CS, and followed suit. Typhoon for the G80TCS, this last A sports version of the new 348 cc being the 597 cc single built for the model was also offered by both USA. marques, being listed as the 16S or In practice, no-one seemed to use G3S. For this, little was altered, other the model names, and owners cer- than the handlebars, which were tainly continued to refer to their inverted, and the mudguards and machines by the old model codes. chainguard, which were chrome- The sports 350 did not run on for plated. 1963, but the other models did, and Other changes common to both all were fitted with standard Girling sizes of road model were a key for rear units. The road machines were the ignition switch and a roll-on given a more rounded shape to their centre stand. The tank badges be- oil tank and toolbox, went to 18 in. came much larger and were die-cast wheels, and were fitted with a nar- in zinc alloy. Due to their size, they rower dualseat. A full rear chain- became known as 'knee-knockers', a case option was listed for them, the name that has survived to today. mudguards became of D-section, the The 1962 road model finish was silencer lost its tailpipe, and the still in black, but the option was for petrol tank was recessed on each all painted parts to be coloured, with side for the kneegrips, so its capac- mudguards in white and the rest in ity went down to 4 gallons. blue for AJS, and Tartan red for The road models and the scram- Matchless. This attempt to jazz up blers changed to a new front hub, the old-stagers was taken further by which turned on stock ball races, giving them, and all the others in the rather than the taper rollers of the range, model names. Thus, the 16 past. The new hub had fewer cool- became the Sceptre, and the G3 the ing fins and its brake was the same Mercury, while the 16S and G3S had diameter as before, but it accepted 'Sports' tagged on their names. The wider shoes and linings. The tyres largerwww.ajs-matchless.info road models were listed as for the road machines became 3.25 the 18, or Statesman, and G80, or x 18 in. front and rear for the 348 cc, Major. and the same front with a 3.50 x 18 There were no changes to the in. rear for the 497 cc ones. The competition models, and their fin- trials models stayed as they were,

49 AJS & MATCHLESS SINGLES

The 1956 ISDT Matchless machines on show at Earls Court later that year, complete with German mud! as did the general finish. The road brakes but, while the rear contin- machines were given a double zig- ued at its old 7 in. size, the front zag line on the petrol tank shoulder, grew to a more useful 8 in. and the option colours applied to The engines were changed to the the petrol tank, oil tank and toolbox dimensions first used by the 1956 only. The competition models lost scrambles motors, so the smaller all their finish options, so were only had a 72 mm bore, the larger an 86 to be had in the standard black. mm bore, and both an 85.5 mm There were considerably more stroke. They copied the old design changes to the road models for 1964, in having the pushrod tunnel inte- as the effects of using standard parts gral with the cylinder,but kept this became more pronounced. On the in cast-iron, along with a light-alloy cyclewww.ajs-matchless.info side, this entailed the fitment head. The bottom half was as used of Norton Roadholder front forks in the scrambles engines, with steel and Norton hubs front and rear. Both flywheels, a single-row, caged-roller hubs were full-width, light-alloy big-end, and roller bearing plus plain types with single-leading-shoe bush to support the timing-side

50 DUPLEX FRAME

mainshaft. kept the AMC forks and wheels as of The lubrication system was al- old, but the engines were fitted with tered to a Norton duplex gear pump the Norton oil pump. Their finish with a direct feed into the crank- was as in 1963. shaft end, driven by a worm nut on Little was altered for 1965, but the crankshaft. On the other end of the trials model was dropped, for it the crankshaft, the alternator was was totally out of place in the sea of changed to an RM19 type, and the two-strokes that now dominated the carburettor for the 497 cc engine sport. For the road models, there became the same size as that of the was a small diamond-shaped tank 348 cc one at 1-1/8 in. All models badge for AJS, and a smaller 'M' went over to a magnetic speedome- badge for Matchless. The same ter, and the finish was the same as in machines were also offered as the 1963, the AJS optional colour being Norton models 50 and ES2, with a Polychromatic blue. change of tank badge, and this did For the 1964 trials models, there nothing to endear them to any of the was a change to the same engine marque enthusiasts. There was no dimensions as the road 348 cc ma- change to the standard finish, but chines. To suit the intended use, the options were no longer listed. they were fitted with the linered, The scrambles models continued light-alloy barrel, but no longer had unchanged. a dynamo listed, even as an option. For 1966, the road singles ran on On the outside, there were shorter as they were, but late in the year Girling rear units and a small pad their production came to an end. with fibreglass base as a seat, in Thus ended some two decades of place of the saddle. The finish was post-war production of models that unaltered. The scrambles singles were, at one time, the backbone of

www.ajs-matchless.info A G85CS fitted with an AJS tank for Peter Gaunt to ride in the 1966 ISDT in which he won a gold medal.

51 AJS & MATCHLESS SINGLES the industry. Quiet, reliable work- the frame with polished light-alloy horses, without much style or glam- mudguards and a red petrol tank. our, but essential for their tasks for The G85CS stayed in production much of that time. up to 1969 and was altered for 1967 Despite the problems, the com- by a change to a 932 Concentric petition side produced a new model, carburettor. During this period, the the Matchless G85CS, which alone G80CS was made available in the had no AJS equivalent. It continued USA as a roadster or street scram- with the 497 cc scrambles engine bler with lights and a silencer. Few fitted with a 1-3/8 in. Grand Prix were built, and they were more a carburettor. This, and the gearbox, means of reducing the spares hold- were installed in a new, all-welded ing than a serious attempt at provid- duplex frame. The forks remained ing an additional model in the lists. AMC, as did the hubs, the front one At the close of this period, the having the fins machined off and AMC singles line came to an end. A housing the usual 7 in. front brake. rather sad finale for machines that At the rear, the hub was still an AMC had played such an important part item, but from the overhead-cam- in the history of the industry, but shaft racing models and, thus, of they were revived again in the 1980s conical form with an 8¼ in. drum. as interest in classic machines grew The rear wheel diameter went down apace. Owners and riders once again to 18 in., but the tyre sections stayed enjoyed the fine finish and easy rid- as they were. A central oil tank was ing bestowed by the big flywheels fitted, and the finish was silver for and tall gearing.

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52 Singles in competition AJS and Matchless OHV singles Brian Stonebridge for Matchless, played little or no part in the road both having many successes. In Eu- racing scene, as that was left to their rope, Auguste Mingels won the overhead-camshaft cousins. Else- scrambles championship in 1953 where, especially in the trials world, using a Matchless for most events it was a very different picture up to and, later in the 1950s, Dave Curtis the early 1960s, for they had many rode the same make to many wins. successes in both one-day trials and During the 1960s, the big scram- the Scottish Six Days. In this last, bler continued, but was also used as they took the premier award no less an enduro machine with lights and than ten times in the 15 events run road equipment added. The final from 1947 to 1961. version, the G85CS, was very similar Hugh Viney was their trials maes- to the Rickman Metisse, and AMC tro in the early days, winning the were also to supply Rickman with first three post-war events and again engines. in 1953. All these successes were on At club level, the AMC competi- AJS machines, while Artie Ratcliffe tion models played their part for used a Matchless to win in 1950 and many years. In addition, during the 1954. Then Gordon Jackson took early post-war years, the ex-WD G3L over and finished first in 1956,1958, was often recruited for grass track 1960 and 1961, the last being the his- or scrambles events, where it ran toric occasion when he dropped only well enough, usually with the bene- one mark during the entire week. fit of alcohol fuel to keep the all-iron In the scrambles field, early works engine cool. riders were Geoff Ward for AJS and

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53 AJS & Matchless Specifications All models had a single cylinder, overhead valves, four-speed gearbox, tele­ scopic front forks and, where fitted, a six volt electric system.

1- 1953-6.53 2- 1953-6.3 3- 1954-9.4 4 www.ajs-matchless.info5 6 - 1954-8.5 - 1955-376 - 1955-389 7- 1955-TT 8- 1954-1-1/16 9- 1954- 1-5/32 10- 1954-1-5/32, 1955-1-3/16 11- 1948-6.56 12- 1948-5.83 13- 1955-3.75 14- 1954-3.75 15- 1950-2.25 16- 1948-3.00x21, 1954-2.75x21 17- 1948 on-7

54 SPECIFICATIONS

AJS & Matchless Specifications

1- 1959-16 & G3 2- 1962, also 16S & G3S 3- 1959-18 & G80 4 www.ajs-matchless.info5 6 - 1959-16S & G3CS - 1953-6.53, 1956-7.5 - 1953-6.3, 1956-7.3 7- 1955-376 8- 1955-389 9- 1957-389 10- 1954- 1-1/16 11- 1954- 1-5/32 12- 1957- 1-1/8 13- 1958-coil 14- 1957-5.80 15- 1957-5.01, 1963-4.79 16- 1957-6.48 17- 1955-3.75, 1960-4.25 18- 1963-4 19- 1954-3.75, 1960-4.25, 1963-4 20- 1963-3.25x18 21- 1963-3.50x18

55 AJS & MATCHLESS SINGLES AJS & Matchless Specifications

www.ajs-matchless.info1 2 3 - 1960-GP or 389 - 1967-932 - 1960-1-3/8 or 1-3/16 4- 1967-32mm 5- 1957-6.48 6- 1957-6.12, 1959-5.80

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