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- engine 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 cars 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 Douglas 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 car 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 Rover, 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 engines 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 Brough Superior 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.