concessionaireship for Zrindapp mopeds and scooters, which led eventually to a tu scooter of their own, based on \-/ the Zundapp Bella but using a Villiers power unit. There had AMBASSADOR been close co-operation with ONE doesn't normally associate the DMW works (the telescopic the town of Ascot with motor front forks fitted to the later 'cycle manufacture, but it was Ambassador motor cycles were there that former Brooklands manufactured by Metal Profiles, ace Kaye Don started the DMW subsidary), and in production in 1947 of a utility 1963 manufacture ceased at two-stroke - possibly the last in Ascot, the whole operation Britain to retain pressed-steel being transferred to the DMW girder forks. Later, however, factory at Dudley. Ambassador design became An improved frame which more adventurous, with married a DMW front section to electric-start Villiers engined the previous Ambassador rear models, and fashionable semi- was put in hand, but only a enclosure of the rear of the handful of Dudley-built machine. Ambassadors were produced Ambassador, too, took on the before the venture was ended. 1961 Ambassador Electra 250 ASCOT-PULLtN BAKER ON paper, at least, the Ascot- THERE is one "first" at least, Pullin had everything going for that Frank Baker could claim for it; unit construction, total his little Villiers-engined two- enclosure behind the strokes from West Heath, panels of a pressed-steel frame, Birmingham; they were the first handlebar facia panel, bikes in the world to adopt, in handlebar windscreen - even 1928, the new wonder paint, hydraulic brakes, something celir-rlose! But not only that, for very few had in 1928. The the Baker had tank side panels machine's designer, Cyril Pullin, in primrose yellow which, said was a former TT winner who Frank, was a safety factor in that had done brilliant work for the they could be seen more readily company - but it has to on the rr:ad. However, there be said that the Ascot-Pullin was an alternative and equally was rather less than brilliant in adventurous finish of its handling, and it gained the crystallized black enamel, for reputation of being something those who preferred it. of a killer. After the collapse of his The manufacturers, the Ascot earlier concern, Beardmore- Motor Manufacturing Precision, Frank Baker had Company, of Letchworth, were begun again in the old Triple-H mainly interested in building works, with the Hobbis brothers under licence a Czech-designed (who had been partners in the and for that purpose had failed Triple-H concern) in installed a number of heavy charge of production. A notable body presses. The motor cycle feature was the "Baker Patent was really just a means of Brazeless Frame" , which used keeping the presses occupied bolted-up straight tubes in 1952 Ariel VH 500 many years. Solid and reliable, in otherwise slack periods" much the same way as did though hardly adventurous, the There were so many problems Francis-Barnett, except that on (it ARIEL Page models provided Ariel on the car side had a pressed- the Baker even the girder front ARIEL produced both the most with a reasonable living until steel cylinder block, of all forks were of bolted-up and the least adventurous Edward Turner revamped the things), that Ascot ran out of construction. model into the capital, and though they did For 1930 a 250cc side-valve motor cycles of the British ohv sporting joined industry. A very old established Red Hunter. manage to cure some of the model the range, the firm, the name was first used in Turner had been hired in motor cycle's ills, the whole engine being of James manu- had folded by the end facture, but before the end of 1870 when James Starley and 1929 to develop his idea of a venture 1929, stock being the year the James company William Hillman patented a Square Four, which was one of of remaining prices tensioned wire-spoke wheel. the most adventurous models sold off at rock-bottom had taken over Baker, final As was common, manufacture of any British company. for several years afterwards. models being made that year. of bicycles led to manufacture although unfortunately flawed of motor cycles, and when by production compromises. Charles Sangster's company He was left in charge of design Cycle'Components Ltd took after Components Ltd went over both Ariel and , the bust and Jack Sangster bought former was producing three- out Ariel. and four-wheelers. The single cylinder models Motor cycie development continued as the backbone of continued apace, encouraged Ariel production after the by Sangster, although after the second war, supplemented by First War Ariel models were 500 and 650cc twins and the essentially the same as pre-war Four" The company's last fling - examples. This changed in again an interesting experiment 1925 when Val Page joined the - was with the two-stroke firm. He laid down a couple of Leader and Arrow range, new designs, a 557cc sidevalve designed by Val Page. Four- and 496cc overhead valve, stroke production ceased in which would stand the 1959 and the company made its company in good stead for last motor cycle in 1966. 1928 Ascot.Pullin 500

38 THE CLASSIC MOTOR CYCLE OCTOBER 1gtr 1923 Bradbury Sports

BRADBURY Foliowing a lapse in output, this A LIKENESS of the Duke of machine was reintroduced at Wellington adorns the petrol the 1909 Stanley Show, and tanks of Bradbury motor cycles. was welcomed by both press This has nothing to do with the and public. quality of iron used, but The Bradbury was developed signifies that the company and improved during the pre- began making sewing war years, and by 1913 the machines in the Wellington company could offer a 31/zhp Works, Oldham. The first horizontally opposed twin and a Bradbury models appeared in 6hp vee-twin. After the war 1901, with rated at 2 motor cycle production and 21/zhp which were brazed continued until 1925, the last onto the frame tubes and made model being a 350cc side-valve. 1929 Baker 250 under a J.J^ Birch patent. Bradbury may never have A 4hp three-wheeler been in the forefront of appeared in 1904, but the technical development, but company soon standardised their machines, generally production of a solidly built and finished in a distinguished reliable 37zhp model with an shade of dark green, had a well engine of their own design. deserved reputation for quality.

1929 SS100 mr:del came wilh a certificate BROUGH SUPERIOR guaranteeing that it would ,llLL|AM Brough was tess than achieve the magic "ton". cleased when his son George ln the same vein, but for the :ecided to call his own brand of touring rider. was the SS80, a -otor cycle the Brough side-valve engined machine of S.lperior, for it implied rhat rhe immense refinement. lt was an 1921 Beardmore Precision ." E. 816Llgh was the lnferior. SS80 which one salisfred 3eorge's model first appeared customer dubbed "The Rolls BEARDMORE.PRECISION backing of shipbuilders William :: :he '1920 Show, a JAP- Royce of motor cycles", a tag lN pre-World War One days the Beardmore Ltd, Baker :'grned vee-twin sports tourer, which was exploited to the full Precision company were announced mmediately a complete motor :.d established a by George Brough, and which suppliers of proprietary engines cycie, to be known reputation for luxury as the and speed. has remained associated with in a very big way, being the only Beardmore-Precision. This B rou gh himself demonstrated the marque ever since. serious rival to JAP in this field. broke new ground in :s capability several by winning 5'1 out Airnost all Brough production lndeed, business built up so ways; it was fully sprung front :':he 52 sprints he entered in was taken up with vee-twins of well that Frank Baker, founder and i'ear, the engine and ' 322 and'23. various sizes, types and makes, of Precision, was able to buiid a gearbox were buiit in unit, and --i'eputation was sealed irr ' but George Brough had an brand-new factory alongside the fuel tank was part of the l-l ,., hen the SS100 was -"r:-:aa obsession with four cyclinder the railway at Kings Norton in frame construction. Based on a racer machines, and several 1913 (the works are still there; To the firsr, 350cc two-stroke , - .- ' oone 113mph at .: prototypes were made over the except that nowadays they model were added a couple of 1' ^ the hands Ben -, =- ls of years (some even reached produce Tripiex safety-glass car side-valves, and a Barr & Stroud .._' SS100 was -- :-: production) culminating in the windscreensa). sleeve'valve, but by 1924 the --'r:-:::,anewOhVJAP Golden Dream of 1938. After the With the returrr of peace, it venture was faltering, and a -- ; -. ' :::l ^tc a new cradle war no more motor cycles were ".- was expected that Precision disastrous saily !nto the world ".- . t, :z'a el. ruler-type made, the ostensible reason ...I: wouid take up where they left of TT racing with an ingenious ::. ::: :, Brough and being ttrat there was no suitable (:i-srake. off, but late in 1919 came a i:ut untried design brought -:. : | Each engines in production. change of direction. With rhe down the curtain. --: --r:: :'.':-:r C rClE OCTOBER 198tt 39

! and the first Bown products carried an Aeolus trade-mark (the name can still be seen in tu the plasterwork frontage of the \_/ factory). When Bown-Villiers BOWN production resumed in 1922, BOWN may not have been the the Aeolus name was dropped - onlyWelsh motor cycle, but it possibly because few could was probably the best-known. pronounce it! - but atter 1924 The works were at Lwynypia, the works were sold to the Tonypandy, and between 1950 Coronet Camera companY and and 1958 a series of "Bown production, now of cycles onlY, hand-built" mopeds and Villiers moved to London and to a new lightweights was produced. trademark. However, the ancestry of the After WW2 Bown re-entered Bown was not Welsh at all. the market with a 98cc Villiers- Bown literature spoke proudly engi ned Aberdale autocycle, of nearly a century of cycle and eventually supplanted by a motor cycle production, but Sachs-engined moped, but what it didn't say was that the soon the London works were original works were just off closed, and all production was Summer Lane, Birmingham, concentrated at LlwYnYPia.

1951 Bown

period a variety of capacities and types of engine were offered, ranging from 147cc to 500cc. JAP, Villiers and all supplied the motive power. ln 1925 Calthorpe began to make their own engines, a 350cc ohv unit and a 500cc cammy job. The former was fitted into a machine known as the Popular, and it was also the 1965 BSA A65 basis for the lvory. The BSA and comfortable machines. 1934 Calthorpe lvory 250 camshaft unit was never THE history of BSA is almost When Walter Handley won a entirely successful and the history of the British motor coveted Brookiands Gold Star CALTHORPE Calthorpe soon concentrated cycle industry, for although the on a tuned Empire Star, a new MENTION the name Calthorpe entirely on the lvory, which was company did not produce its legend was launched - the BSA and the word which will almost made in 250cc and 500cc first complete machine until Gold Star, which many saw as invariably follow is "lvory". lt is versions as well. 1910, it soon came to dominate the epitome of the post-war true that the Calthorpe lvory is When financial troubles the market at home and abroad. sporting single. probably the best known model forced the factory to close in That first model was a 31/zhP During the second war, BSA of the make, and certainly one 1938, the jigs, tools and spares belt drive single. much like the M20 500cc side-valves did of the most attractive motor were bought up by Vic Banner many other belt drive singles sterling service. and the cycles of the vintage period (for who, backed by Bruce Douglas produced by other factories, but company acquired, by way of it was launched in 1928), but of the famous Bristol family, very well made. lt was soon war reparations, the design for there had been Calthorpes put a -engined joined by a 41/zhp model, which a DKW 125cc two-stroke. With a since 1911 when George Hands Calthorpe into production, also saw service in the Great little rejigging this emerged as had founded the firm. calling it thq Cavalier. When War. the Bantam. perhaps the most The very first model was war was declared, the factory ln the inter-war period. BSA's ubiquitous "learner-bike" ever. fitted with a 211cc two-stroke building, which was on Bristol motor cycle range expanded A range of single, twin and, engine. but there soon followed Airport, was requisitioned for enormously, and the list of eventual ly, triple-cycli ndered fou r-strokes, powered by security reasons and the popular models is lengthY, but a machines kept the company proprietary units from Precision Calthorpe marque disappeared few which stand out are the busy aftr the war and into the and JAP. During the vintage for ever. Round Tank 250, the Slopers, 1960s, but a decline had set in the big vee-twins, and the Star and a series of unfortunate range. Beginning with 350 and launches lowered morale inside CEDOS Northampton) raced Cedos 500cc ohv-engined models, the and outside the company. ln rnachines in local competitions, range soon expanded to include 1973 the London Stock FUNNY sort of name, Cedos? and had a substantial financial a 250. lt was soon followed bY Exchange suspended dealings Well, yes; but in fact it came interest in the company. the Empire Star series, which in BSA shares - the end had from the Christian names of the However, for the firm's one and continued the theme of sporting arrived. two brothers who founded the only essay at lsle of Man racing, marque, Cedric and Oscar in 1923, Norman Black was Hanwell. The Cedos was engaged, to ride Blackburne- Northampton town's local powered machines in the 350cc motor cycle, with a production Junior and 250cc Lightweight span from 1919 to 1929. Mostly events. Slipped timing put the machines were two-stroke Norman out of the Junior, but lightweights, but the marque he ran home a creditable fifth in could shoW quite a sporting the Lightweight. streak at times, for there were Cedos machines (by then, Blackburne and Bradshaw- 1-12 and 247cc Villiers two- powered rnodels, not to strokes) were last listed in 1928, mention a hefty great 990cc but after reorganisation the vee-twin. company existed as Percy Spokes (later a well- manufacturers of car silencers 1927 Cedos known motor cycle dealer in into the 1970s.

40 THE CLASSIC MOTOR CYCLE OCTOBER 198t '1920 introduced a 5/6hp JAP- engined twin with a novel system of rear suspension, but tu prove \-/ this did not successful. 1922 saw the launch of the COVENTRY-EAGLE first of the 980cc sports vee- AS early as 1899 Coventry- twins (using JAP power again), Eagle were making a 2e/ahp initiating the machine which tricycle, and by 1 902 the factory would later be known as the could offer a three motor cycle Flying 8 - probably Coventry- range. Though rnore of an Eagle's most famous, and assembly plant. putting certainly its most glamorous, together proprietary parts to motor cycle. form a complete machine, than A new range of lightweights a factory proper, Coventry- with pressed-steel frames was Eagle soon acquired a displayed in 1927, and these 1937 Coventry Eagle Silent Superb reputation for fine finish and soon gained the name Silent reliability. Superb. Coventry-Eagle 250cc machine, available with were gradually phased out. The The company survived the obviously liked names, for they either two- or four-stroke last new model Coventry-Eagle First War and continued as a also supplied the "Flying" motive power. ever offered was the 98 or 1 25cc "bitsa"-manufacturer, although epithet to all of the four-stroke After 1937 the Flying 350 and Villiers-engined Cadet, which its products had a distinctive range. Another name was 500cc models were fitted with had a tubular frame but pressed look to them. lt was also always Pullman, given to a semi- Matchless engines, and the forks. The Cadet, and Coventry- willing to experirnent, and in enclosed. ful ly-suspended, pressed-steel frame machines Eagle. bowed out in 1939.

DMW pressed-steel mid * sections, SMALL, maybe, but DMW (the and swinging-arm rear initials stood for Dawson suspension in which the entire Motors, Wolverhampton), were fork moved rearward to adjust first-class engineers who turned the chain. so ensuring that the out a range of Villiers-engined rear wheel could never get out two-strokes far superior to of alignment. those of their competitors. DMW were by no means Though Smokey Dawson had disgraced in the road-racing built a few grass- track DMW field, either, and the 250cc specials before WW2, in Starmaker-powered Hornet addition to grafting rear model was usually well in the springing to rigid-frame models running at British short-circuit during the war, the first genuine meetings. Motor cycle DMW motor cycles appeared in production didn't really come to 1945 and were straightforward a definite end, but merely 12Scc two-strokes. petered out, the occasional Later machines featured machine being built right up to composite frames with square- 1971. The factory still exists, tube main loops allied to and can supply Villiers spares. 1962 DMW Deemster

1925 Dot-Bradshaw

DOT following year, however, only a ANOTHER concern which has 150cc Dot-Villiers was being never gone made. 1925 Diamond-JAP officially out of Lying fallow during the production, Dot today make 'thirties, Dot returned during DIAMOND Dot-Armstrong rear shock WW2. rnaking a 125cc Villiers- PRODUCT of the Dorset, Ford & From time to time they dallied absorbers - and might well engined three-wheeled truck for Mee Manufacturing Company, with the TT Races, too, though build a few more bikes some the Ministry of Food, but the the Wolverhampton-built not with any outstanding day. A Manchester make, Dot biggest impact came in the Diamond was, in the 'twenties, success; in fact, between '1920 were founded in 1902 by Harry 'fifties, when perky little 197cc a typical Villiers-engined and 1931, only one Diamond Reed, who himself rode Dot Dot-Villiers scramblers began to lightweight. Nevertheless, the ever finished the course - machines in the TT races (he wallop the stuffing out of company had their flashes of seventh in the 1926 Junior won the 1908 twin-cylinder heavier and less agile four- inspiration including, just event. class. and was second on a strokes. before WW1, a 350cc side-valve The last Diamond to be 350cc Dot-Bradshaw outfit in When Villiers opted out of with shaft-and-bevel drive from marketed was a 1931 350cc the 1924 TT). proprietary engine manufacture the engine to the gearbox. ln Villiers model, but the factory Dot were possibly the biggest in 1966, Dot were left stranded. the early'twenties Diarnond continued to build frames for users of the oil-cooled 349cc A few more bikes were made, experimented with JAP, Barr & other makers (such as SGS), car Bradshaw engine, and still with Sachs and Minarelli Stroud, Bradshaw, and trailers, and other fabrications, catalogued a model with this engines, but it wasn't the same, Blackburne engines. fading out in the late 1930s. unit as late as 1931; by the somehow, . . .

42 THE CI-ASSIC MOTOR CYCI.E OCTOBER 1986 and the first Bown Products carried an Aeolus trade-mark (the name can still be seen in the plasterwork frontage of the factory). When Bown-Villiers BOWN oroduction resumed in 1922, BOWN may not have been the ihe Aeolus name was droPPed - only Welsh motor cYcle, but it possibly because few could was probably the best-known. pronounce itl - but aller 1924 The works were at LwYnYPia, the works were sold to the Tonypandy, and between 1950 Coronet Camera comPanY and and 1958 a series of "Bown Droduction, now of cYcles onlY, hand-built" mopeds and Villiers moved to London and to a new lightweights was Produced. Aberdale trademark. However, the ancestrY of the After WW2 Bown re-entered Bown was not Welsh at all. the market with a 98cc Villiers- Bown literature spoke ProudlY enoined Aberdale autocYcle, of nearly a century of cYcle and ev6ntually supplanted bY a motor cycle production, but Sachs-engined moPed, but what it didn't say was that the soon the London works were original works were just off closed, and all Production was Summer Lane, Birmingham, concentrated at LlwYnYPia.

1951 Bown

period a variety of caPacities and types of engine were offered, ranging from 147cc to 500cc. JAP, Villiers and Blackburne all suPPlied the motive power. ln 1925 Calthorpe began to make their own engines. a 350cc ohv unit and a 500cc cammy job. The former was fitted into a machine known as the Popular, and it was also the 1965 BSA A65 basis for the lvory. The BSA and comfortable machines. 1934 Calthorpe lvory 250 camshaft unit was never THE history of BSA is almost When Walter HandleY won a entirely successful and the history of the British motor coveted Brookiands Gold Star CALTHORPE Calthorpe soon concentrated cvcle industrY, for although the on a tuned Empire Star, a new MENTION the name CalthorPe entirely on the lvorY, which was company did not Produce its legend was launched - the BSA and the word which will almost made in 250cc and 500cc first complete machine until Gold Star, which manY saw as invariably follow is "lvory". lt is versions as well. 1910, it soon came to dominate the epitome of the post-war true that the CalthorPe lvorY is When financial troubles the market at home and abroad. sporting single. probably the best known model forced the factorY to close in That first model was a 31/zhP During the second war, BSA of the make, and certainlY one 1938, the jigs, tools and sPares belt drive single, much like the M20 500cc side-valves did of the most attractive motor were bought up bY Vic Banner many other belt drive singles sterling service, and the cycles of the vintage period (for who, backed by Bruce Douglas produced by other factories, but company acquired, by way of it was launched in 1928), but of the famous Bristol familY. verv well made. lt was soon war reparations, the design for there had been CalthorPes put a Matchless-engined which a DKW 125cc two-stroke. With a Hands Calthorpe into production, -alsoioined by a 41/zhP model, since 1911 when George saw service in the Great little rejigging this emerged as had founded the firm. calling it the Cavalier. When War. the Bantam, Perhaps the most The very first model was war was declared, the factory ln the inter-war Period, BSA's ubiquitous "learner-bike" ever. fitted with a 211cc two-stroke building. which was on Bristol motor cycle range exPanded A range of single, twin and, engine, but there soon followed Airport, was requisitioned for enormously, and the list of eventually, triPle-cYclindered four-strokes, powered bY security reasons and the popular models is lengthY, but a machines kept the comPanY proprietary units from Precision Calthorpe marque disaPPeared few which stand out are the busy aftr the war and into the and JAP. During the vintage for ever. Round Tank 250, the SloPers, 1960s, but a decline had set in and the Star and a series of unfortunate the big vee-twins, Northampton) raced Cedos Beginning with 350 and launches lowered morale inside CEDOS range. machines in local comPetitions 500ic ohv-engined models, the and outside the comPanY' ln name, Cedos? and had a substantial financial range soon expanded to include 1973 the London Stock FUNNY sort of fact it came interest in the comPanY. a 250. lt was soon followed bY Exchange suspended dealings Well, yes; but in of the However, for the firm's one and the Empire Star series, which in BSA shares - the end had from the Christian names who founded the only essay at lsle of Man racing. continued the theme of sPorting a rrived. two brothers marque, Cedric and Oscar in 1923, Norman Black was Hanwell. The Cedos was engaged, to ride Blackburne- Northampton town's local powered machines in the 350cc motor cycle, with a Production Junior and 250cc Lightweight span from 1919 to 1929' MostlY events. Slipped timing Put the machines were two-stroke Norman out of the Junior, but lightweights, but the marque he ran home a creditable fifth in could show quite a sPorting the Lightweight. streak at times, for there were Cedos machines (by then, Blackburne and Bradshaw- 172 and 247cc Villiers two- powered models, not to strokes) were last listed in 1928 mention a heftY great 990cc but after reorganisation the vee-twin. company existed as Percy Spokes (later a well- manufacturers of car silencers in into the 1970s. 1927 Cedos known motor cYcle dealer

THE CLASSIC MOTOR CYCLE OCTOBER 1ffi 40 1920 introduced a 5/6hp JAP- engined twin with a novel tu system of rear suspension, but this did not prove successful. 1922 saw the launch of the COVENTRY-EAGLE first of the 980cc sports vee- AS early as 1899 Coventry- twins (using JAP power again), Eagle were making a 23/ahp initiating the machine which tricycle, and by 1 902 the factory would iater be known as the could offer a three motor cycle Flying 8 - probably Coventry- range. Though more of an Eagle's most famous, and assembly plant, putting certainly its most glamorous, together proprietary parts to motor cycle" form a compiete machine, than A new range of lightweights a factory proper, Coventry- with pressed-steel frames was Eagle soon acquired a displayed in 1927, and these reputation for fine finish and soon gained the name Silent 1937 Goventry Eagle Silent Superb reliability. Superb. Coventry-Eagle 250cc machine, available with were gradually phased The company survived the out. The obviously liked names, for they either two- or four-stroke last new model Coventry-Eagle First War and continued as a also supplied the "Flying" motive power. ever offered was the 98 or 1 25cc " bitsa "-manufacturer, although epithet to all of the four-stroke After 1937 the Flying 350 and Villiers-engined Cadet, which its products had a distinctive range^ Another name was 500cc models were fitted with had a tubular frame but pressed look to them. lt was also always Pullman, given to a semi- Matchless engines, and the forks. The Cadet. and C6ventry- willing to experiment, and in enclosed, fu lly-suspended, pressed-steel f rame machines Eagle, bowed out in 1939. DMW pressed-steel m id-sections. SMALL, maybe, but DMW (the and swinging-arm rear initials stood for Dawson suspension in which the entire Motors, Wolverhampton ), were fork moved rearward to adjust first-class engineers who turned the chain. so ensuring that the out a range of Villiers-engined rear wheel could never get out two-strokes far superior to of alignment. those of their competitors. DMW were by no means Though Smokey Dawson had disgraced in the road-racing built a few grass- track DIVIW field, either, and the 250cc specials before WW2, in Starmaker-powered Hornet addition to grafting rear model was usually well in the springing to rigid-frame models running at British short-circuit during the war, the first genuine meetings. Motor cycle DMW motor cycles appeared in production didn't really come to 1945 and were straightforward a definite end, but merely 12Scc two-strokes. petered out. the occasional Later mach ines featur"ed machine being built right up to composite frames with square- 1971. The factory still exists. tube main loops allied to and can supply Villiers spares^

1962 OMW Deemster

1925 Dot-Bradshaw DOT following year. however, 'l50cc only a ANOTHER concern which has Dot-Villiers was being 1925 Diamond.JAP never officially gone out of made. Lying fallow during fhe DIAMOND production, Dot today make 'thirties, Dot returned during Dot-Armstrong rear shock WW2, making a 125cc Villieis- PRODUCT ofthe Dorset, Ford & From time to time they dallied absorbers and might Mee Manufacturing - well engined three-wheeled truck for Company, with the TT Races, too, though build a few more the Wolverhampton-built bikes some the Ministry of Food, but the not with any outstanding day. A Manchester make, Dot Diamond was, in biggest impact came in the the 'twenties, success; in fact, between 1920 were founded in 1902 by Harry 'fifties, a typical Villiers-engined when perky little 197cc and 1931, only one Diamond Reed, who himself rode Dot Dot-Villiers scramblers I ightweig began to ht. Nevertheless, the ever finished the course machines in (he company - the TT races wallop the stuffing out of had their flashes of seventh in the 1926 Junior won the 1908 twin-cylinder inspiration including, just heavier and less agile four- event. class. and was second on a strokes. before WW1, a 350cc side-valve The last Diamond to be 350cc Dot-Bradshaw in with shaft-and-bevel ,l931 outfit When Villiers opted out of drive from marketed was a 350cc the 1924 Sidecar TT). proprietary the engine to the gearbox. ln engine manufacture Villiers model, but the factory Dot were possibly the biggest in 1966, the early'twenties Diamond Dot were left stranded. continued to build frames for users of the oil-cooled 349cc A few more bikes experimented with JAP. Barr & (such were made, other makers as SGS), car Bradshaw engine, and still with Sachs and Minarelli Stroud, Bradshaw, and trailers, and other fabrications. catalogued a model with this engines. but it wasn't the same, Blackburne engines. fading out in the late 1930s. unit as late as 1931 ; by the somehow. . , .

42 THE CI-ASSIC MOTOR CYCI..E OCTOBER 1986 1952 Excelsior Talisman Twin

1955 Douglas Dragonfly EXCELSIOB ln complete contrast was the lN 1896 Bayliss, Thomas and Co Mechanical Marvel, a four-valve DOUGLAS The vintage period was imported a 11/ahp Minerva 250cc single of Blackburne MANY companies begin with extraordinarily successfu I for engine from Belgium and fitted design. lt was successful but borrowed money and Douglas the company, and the range of it into one of their bicycles, the over-complicated, and in 1935 was no exception. ln 1882 motor cycles offered increased trade name of which was the overhead cam 250cc William and Edward Douglas dramatically. ln the end, it Excelsior..lt was the first motor Manxman made its debut. lt set up a blacksmithing business became over-stretched for by cycle to be sold in England. ln soon gained a reputation for on a loan of f10. This soon 1931 there were seven engine 1903 an Excelsior became the speed and reliability, and was expanded into a foundry, types, each produced in a first motor cycle to exceed joined by 350cc and 500cc providing cast iron manhole variety of capacities. There 60mph, Harry Martin doing the versions. Denis Parkinson covers and lamp posts for followed a succession of deed in Phoenix Park, Dublin. enjoyed particular success with Bristol and castings for the Fairy liquidations and rebirths, but Experimentation with engines a Manxman. motor cycle made by Light the horizontally opposed twin proceeded in an unorthodox During the Second War Motors Ltd. was a continuing theme. manner, as befitted such a Excelsior made the parachute- When Light Motors went After the second war a brand pioneer, with single cylinder borne Welbike, and continued bankrupt, the Douglas brothers new machine was introduced. 650cc and 850cc behemoths. the 98cc Autobyk and took over production, featuring torsion bar After the First War the the 125cc Universal. The 250cc employing the machine's suspension and a transverse company was sold to R. Walker Talisman Twin was introduced designer Joseph Barter and his engine of square dimensions. and Sons, who introduced a for 1949, and twin- and triple- assistant Walter Moore" The The T35 went through several programme of racing to cylindered two-stroke engines Douglas 23/4hptwin was soon in developments, ending in the "improve the breed". JAP and were supplied to Berkeley for production and every year Dragonfly of 1954 which had Blackburne-engined sporting their three-wheelers. Excelsior seemed to bring an improved unusual styling but more models carried the company was still independent, but the model. The machine proved conventional running gear. This banner (and incidentally, the motor cycle side of the firm was popular, and did well in trials, could not save the company in logo of a man waving a banner allowed to run down until a final hill climbs and the lsle of Man the end, and in 1957 the curtain is said to derive from urge in the early '60s produced TT. Many thousands of Douglas was finally brought down on Longfellow's poem the heavy Monarch scooter. lt twins were pressed into service the lives and times of the "Excelsior"), though when was too little (or rather, too big) during the Great War. Douglas motor cycle, times became hard they too late and production of the concentrated on cheap, Villiers- 98cc Consort and 150cc engined lightweights. Universal ceased in 1964.

1928 Federation-JAP 500 1928 Dunelt Model K 250 FEDERATION animal, with a JAP engine (up DUNELT effect. The big Dunelt came into AMONG the many factories to and including a hefty vee- DESERVING a place in history- its own as as a sidecar haulier, which line Kings Road, Tyseley. twin) or, in the smaller models, if onlyforthinking uptwoof the but gradually its sales were Birmingham there were a fair a Villiers two-stroke. lt was sold 'nost ghastly model names in overtaken by the nippy 250cc smattering of motor cycle only by Co-Op shops - the :he whole of motor cycledom; Model K, using the same works - AKD, Excelsior. purchaser thereby drawing his :he Dunelt Drake and Dunelt stepped piston principle. Coulson, and others; but one of "divvi", or discount, if he was a ',/uf ure, would you believe? The ln the late 'twenties and early the largest plants was that of member - but therein lay the rarne is actually a contraction 'thirties. overhead-valve the Co-Operative Wholesale rub. Ordinary bike shops hated of Dunford & Elliott, a Sheffield Sturmey-Archer engines were Society Ltd. Large, yes, but the Federation as representing steel-making firm who had employed (there was also, for Federation Works was by no unfair competition, and they r.arch engineering works in 1 930, a face-cam ohc 250cc), but means devoted solely to motor refused in no uncertain terms to tsirmingham. after closure of the Birmingham cycles, for the Co-Op built repair or overhaul it; on the From the Birmingham works, production ended at prams and pushchairs, cycles, other hand, few Co-Op f actory, in 1919, came a most Sheffield in 1935. A 1956 moped tubular furniture, and various establishments had workshops, unusual 500cc two-stroke single didn't get beyond the prototype other examples of tube so the customer was stuck. The incorporating a stepped piston stage, but Dunelt special steels manipulation. last Federation of all, in 1937, which (so Dunelt publicity were being made until very The Federation motor cycle featured a 125cc Mk.9D Villiers claimedl gave a supercharging recently. was a very straightforward unit^

TNE CLASSIC MOTOB CYCLE OCTOBER 1986 43 r" and the catchPhrase "Built Like A Bridge" was aPPlied to it. As well as the strength and tu simolicitv of this design, the \-/ coniptete motor cycle could be FRANCIS.BARNETT packed, broken down, into a savlng GORDON Francis (son of very small space, one half of shipping costs on exports. Graham Francis, were Lea-Francis) hit uPon the idea of Sporting achievements straight, bolted-uP frame tubes obtained mainlY bY TommY durino the Great War. Meeten, both at the TT and lmmetiately afterwards, in Brooklands; Mrs Meeten the frugality of these 1 91 9, the firm of Francis-Barnett oroved 196mPg was formed, Gordon having machines bY averaging i928 Francisfarnett in-line twin test. the daughter of Arthur on an ACU observed and some married also 1940 when, like TriumPh, the name reintroduced Barnett, manufacturer of lnvicta Francis-Barnetts were like the works i n daring new designs saw ridden up Snowden and Ben Francis-Barnett motor cycles. March 1920 was blitzed. 150cc Fulmar. GrouP product a 292cc JAP- Nevis. Coventry the first - Production recommenced in rationalisation saw James and luxurY machine, soon Francis-Barnett's most engined 1945, but in 1947 F-B became F-B motor cYcles become by two-stroke and famous model must be the ioined with part of the AMC emPire. The increasingly similar, eventuallY fou r-stroke variants. Cruiser, introduced in 1933 in the same iporting of iange was now comPosed of both being built The fi rst straight-tubed an l-beam frame, PlentY (James) factory. Both marques a two -strokes in various was seen at the 1923 sheet metal bodYwork and frames capacities, with the Cruiser came to an end in 1966. Show. on a 't50cc utilitY model 250cc engine. lt lasted until

1928 Grindlay'Peerless 500 Sports

19tii! 24DC 250 GRINDLAY.PEERLESS valver, a 350cc twin-Port racer, a 680cc GREEVES manaoer in 1956 and from then lT WAS Bill LaceY who gave sportster, a 250cc a 172cc two- is the onlY the co.-mpany excelled at off- Grindlav-Peerless their most vee-twin and GREEVES ProbablY ln late'20s an cycle which started with road sport. Stonebridge made lasting moment of glory. ln the stroke. the motor version of the 350 was a lawn mower. a his works debut in 1957 on a afternoon of WednesdaY economv the trinity of side-valve Aza a note. 197cc mount, won the 350cc Auoust 1,1928 (a daY which had fitted wiih the wheel chair and f5 (made Bert Greeves event and came second in the bein warm but not too hot) engine bY JAP). However, when at his cousin Derry 500. The Hawkstone had Lacev oot off his nickel-Plated, Lacey's success motorised and elsewhere Preston-Cobb's wheelchair with arrived: the Scottish trials bike sOoci iAP-engined GrindlaY Brooklands be the engine from an Atco the followed shortlY. havino oacked 103.3 miles into could not ProPerlY on bY such a small led to more than a fiver in ComDetition machinerY 60 miiLites at Brooklands. lt capitalised result case, the pocket; it led to the lnvacar dominited production after was a world record. concern and, in anY his were not and thence to 1964, with the arrival of the By way of a change, GrindlaY- Depression Years invalid carriage sporting Greeves motor cYcles. (nearlv) all-Greeves 250cc Peerless had not come to motor oood for sales of Rudge-made PYthon Powered bY Villiers or British bhallehoer scrambler and the cvcles via bicYcles - the firm irachines. graduallY rePlaced the Anzani two-stroke engines, the Anolianlrials iron. Road bikes oiioinallv manufactured engines despite or range incorPorated road, trials wele teptesented bY the Essex sid6cars. The first two-wheeler JAP units but - of their high then scrambles machines. Mk2 and the Sports Twin, both came in 1923, a smart machine perhaPs because - and motor cYcle Bert Greeves hired Brian usinq Villiers 4T engines. The fitted with a 1,000cc vee-twin oerformance levels, in 1934' Stonebridge as develoPment Easttoaster (1966) was the last Barr and Stroud sleeve-valve broduction ceased ' survives, with engineer-cu m-comPetitions civilian road bike. motor. Other models followed The firm still rapidlv, mostly using JAP John GrindlaY as chairman, as Sundries Ltd. HAWKER and another part was taken over powei, including a 4/zhP side- Coventry Moior THE end of World War One saw bv Sheffield-SimPlex, there to the Sopwith Aviation ComPanY buita tfre ingenious Ner-a-Car. trouble, with a vast Meanwhi le SoPwith started in deeo (his factory at Canbury Park Road, again, using HarrY Hawker Kinoston-on-Thames. no former chief test Pilot) as front airclaft contracts, but a lot of man, under the name of the half-built aircraft for which Hawker Engineering ComPanY. there was now no market. First Product was a two- Difficulties in getting the ABC stroke with an engine of motor cYcle into quantity Hawker's own make, but later a oroduction didn't helP, so in 350cc Blackburne-engined side- 1921 TommY SoPwith decided valve was added. BY 1924, to cut his losses and call in the however, aircraft business had receiver. begun to pick uP, so motor Part of the old SoPwith works cvc-le manufacture was Phased was leased to LeYland Motors out. The world-famous Hawker (who would eventuallY, build Siddeley GrouP is the Present- Hawker 350 ihe Trolan two-stroke car there), day successor. 1923 THE CLASSIC MOTOR CYCLE OCTOBER 1986 44

T -

1915 Humber 6hp l9tlluy HUMBER STARTING with pedal cycles announced in November 1914. under sub-contract from the and tricycles in the 1880s, World War One brought the PRODUCT of the Newman Brampton chain company, and Humber took a short-cut when shutters down on that one, but family, and with works in in 1929 ventured into the they entered motor cycle Humber flat-twins were Lichfield Road. Aston, commercial vehicle world with manufacture in 1900. by resumed when peace returned, Birmingham, the lvy was a a one-wheel-in-front three- buildingtheP&Mengine eventually giving way to side- strongly individualistic motor wheeler known at first as the under licence. After a few and overhead-valve singles, cycle. For.inded in 1908, the lvy Karryall; this was displayed years, however, they were and even a smart 500cc ohc factory used Precision engines at the Olympia Show, but the standing on thelr own feet, model with shaft-and-bevel from 1911 onward (even a few manufacturing rights were sold building conventional singles drive to the camshaft. Green-Precisions, with water- to Raleigh, the vehicle and, from 1911 onwards (in Cars had been built since jacketed cylinders). but post- becoming the Raleigh Karryall. which year Percy Evans won pre-WW1 days, and gradually WW1 the majority of lvy models From that there developed the the Junior TT on one) small the car side eclipsed the motor fitted two-stroke engines of the Raleigh Safety Seven three- vee-twins. cycles, which had gone by company's own design and wheeled car, a direct ancestor One of the Humber s ngies 1930. A merger with Hillman make. of today's Reliant. had been water-cooled. and led to the formation of the They built, also, the The last lvy motor cycles, water-cooling was a ga in Rootes Group, taken over by Brampton Biflex and Brampton with Villiers and JAP engines, featured on the 6hp'lat-twin Chrysler in the 1960s. Monarch girder front forks were listed for 1932.

1928 James 350 1939/1940 Model D JAMES As the Depression bit harder LIKE many manufacturers the factory began to adopt LEVIS Development proceeded James began by making Villiers two-stroke units until LEVIS may now be irrevocably down the usual path, with the bicycles, in 1880. The first eventually the decision was associated with denim addition of gearboxes and motor cycle came in 1902, a taken to abandon engine garments now, but at one time alterations to the frame and Minerva-engined cl ip-on, manufacture and concentrate it captured the very essence of running gear. ln 1922 Geoff followed shortly by a diamond on small capacity machines. the sporting two-stroke motor Davison proved that the framed machine with an FN The Baker marque was acquired cycle. William and Arthur company was on the right track engine. A very advanced motor too, which gave James the Butterfield were engineers who by winning the French and cycle, with stub axles, hub- right to use Frank Baker's became attracted to powered Belgian Grands Prix, the centre steering and internal patented frame design which, transport; William designed an Lightweight TT and gaining a expanding drum brakes was like Francis-Barnett's, was a engine and shortly afterwards gold in the ISDT. offered in 1908, but the public straight-tu be, bolt-u p affair. they were in business, making However, two-stroke did not buy and James began The Second War saw many complete machines. The name technology was beginning to to concentrate on more 125cc James MLs in action and has a classical derivation, from catch up with the Levis, and orthodox, though sophisticated, a civilianised version was "levis et celer" - light and they put more effort into the products. produced after 1945, along with speedy. range of road machines, The range for 1914 included a the Autocycle (the first use of Three models were made expanding it to include such two-stroke, a 600cc side-valve that now generic name). The before the war, and afterwards models as the Popular and the single and a 500cc side-valve range expanded as more the company grew, thanks to Levisette. ln the late'20s the vee-twin. During the war James Villiers engines became the demand for light, cheap company launched a new made ammunition and motor available, and James found motor cycles. ln 1920 they were range of four-strokes, which cycle production did not considerable success in trials, showing a 21/thp model proved popular and successful. resume fully until 1922. under competition manager (guaranteed to do 120mpg) and Starting with 250s and 350s, Through the 1920s a wide and rider Norman Moore. a2Vzhp variant. The latter Levis eventually made a 600cc range was on offer, with a ln 1951 AMCtookthe concern machine was ridden with great fou r-stroke (campaigned to variety of engine types and over, rationalising production success by R.O. Clark (later a great effect by Bob Foster), but configurations. The power and eventually amalgamating it dealer in Norwich), who came the second war brought motor units were of James' own with Francis-Barnett. James fourth in the 350cc class of the cycle production to a close. The manufacture, and the flagship continued to make two-stroke 1920TT, winning the 250cc name Leviss can now be found model was an overhead valve lightweights, including some class. Naturally a TT replica on pumping equipment - the 500cc vee-twin, a counterpart attractive ones like the Sports was made available to same firm but different spelling. of the pre-war twin. Captain, until 1966. capitalise on Clark's success. It avoids confusion.

THE CLASSIC MOTOR CYCLE OCTOBER 1986

I component supplies meant that it did not really take off until 1922. That same year the tu supersports Ouicksix was also announced but despite that, and several Brooklands records, FOR A factory which made luck did not run Martinsyde's motor cycles for only a few way. A fire in the factory years, Martinsyde has an stretched the firm's finances to extraordinary lasting breaking point and although an reputatiorr. Helmuth Martin and Official Receiver was called in George Handasyde were and a 23/ahp economy model originally aeroplane launched. the doors were constructors, but at the end of closed in 1923. the Great War they turned to The Bat company, never too two- and three-wheelers to secure itself, bought up the keep the works busy. A unique remains and marketed Bat- 1922 Martinsyde 3%hp 6hp motor. with the exhaust until 1926. The valve over the inlet. was used rest, however, was not silence, to power the first Martinsydes for the Martinsyde Register in 1919. keeps both the name and the A3t/zhp model, on similar machines alive, and as proof of lines and with a similar but the engineering excellence, in smaller engine, was also 1984 Neil Bromilow rode a 1922 announced, but problems with 678cc Martinsyde 9,933 miles frame breakages and around Australia.

19tO McEvoy Four McEVOY and even 172 and 247cc Villiers MICHAEL McEvoy was a Rolls- lightweights. Royce employee when he first The McEvoy had a very started building powerful vee- sporting image, fostered by twin motor cycles at his home George Patchett (who claimed in Duffield, Derby - and for that in 1928 to have done 116mph reason his own name didn't hands-off) and Archie Birkin, appear on the sales brochure. but an ohc single and a straight Soon, though, McEvoy Motor four designed by Monty Cycles (1926) Ltd had been Beaumont failed to get off the formed, with works at Leaper ground. There were McEvoy Street, Derby and the range speedway machines, too, but in expanded rapidly to embrace the 1930s the McEvoy company not only Anzani and JAP acquired a licence to build '1,000cc twins. but JAP and Zoller superchargers, and the 1950 Matchless G80 Blackburne-engined singles motor cycle side was halted.

MATCHLESS production to the Plumstead lF ANY company can claim to works and in the following be founded on sporting success years Matchless and AJS it is Matchless. The early history models grew increasingly of the marque is littered with similar. The G-range of 1935 set victories in the TT and at the tone for much of the rest of Brooklands, gained by Harry the company's life, with and Charlie Collier, sons of the thousands of G3L 350s being firm's founder. After used by the armed forces in the experimenting with a number second war; it was on these of proprietary engines (de machines that the famous Dion, MMC etc) the Colliers Teledraulic front fork first 1921 Ner-a-car settled on JAP and MAG units, appeared. NER-A.CAR and Hawker), began to build and by the mid-20s they were After the war, production of REALLY, the Ner-a-car name improved versions. designing and making their the 350cc and 500cc singles was a double pun; not only Using a channel-steel chassis own singles and vee-twins. continued as the backbone of could it claim by virtue of and hub-centre steering, the Proof of the ingenuity of both marques. and they did voluminous mudguarding to bike had an exceptionally low Matchless's design team came very well in trials" A twin be "near a car", but the centre of gravity, and acquired in 1929 with the launch of the cylinder 500 was added to the designer was an American a reputation as "the bike you Silver Arrow, a narrow-angle range in 1948, growing to 600cc named Carl Neracher. First couldn't fall off ". The basic vee-twin of 400cc. A year later in 1955 and 650cc in 1958. prototypes were built at model fitted a 283cc two-stroke the Show revealed another A new range of singles, Syracuse, New York, in 1916 engine, but later side-valve and strikingly new model, the Silver launched in 1958. never really with financial backing from ohv 349cc Blackburne models Hawk, an overhead camshaft, caught on, and the AMC group razor-blade magnate King C. were added, the final (1926) de 600cc narrow-angle vee-four. (including James, Francis- Gillette. Some USA-built Nera- luxe model featuring swinging- Both engines were remarkably Barnett and, in 1963. Norton) cars were imported into Britain arm rear springing and a car- compact, but neither sold well. got into increasingly troubled in 1919, but the Sheffield type bucket seat. When the AJS concern was financial waters and in 1966 the Simplex company then bought Cause of the collapse of forced to sell up in 1931, company folded" Norton Villiers a manufacturing licence and, Sheffield Simplex, however, Matchless bought the name took over for a while, but they leasing part of the former was not the motor cycle, but and most of the factory too found life in the motor cycle Sopwith Aviation factory at difficulties with the firm's equipment and transferred AJS business too difficult. Kingston-on-Thames (see ABC Shefflex lorry plant.

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