British Vintage Motorcycles Archives

Brough Superior SS100

When it came to his best-known motorcycle, George Brough did not beat about the bush. ‘Superior’ said it all! To be fair, it was. Saying that, Brough – and his small team of Nottingham-based engineers – were responsible only for the frame. The engine and cycle parts were outsourced. Initially, JAP – and later Matchless – provided the power. All the parts, though, still had to be coaxed to work as one. Brough and the boys clearly made a good job of it – since the SS100 was widely considered to be the best bike in the world at the time. The Superior range as a whole was produced from 1919 to 1940.

George Brough was among a group of riders, who, time and again, proved the Superior’s worth. Both at circuits – and in land speed record attempts – the bike was a regular sight, in the ’20s and ’30s. As usual, racing ‘improved the breed’. In time, track-side tweaks trickled down into mainstream SS100 production.

TE Lawrence – better known as ‘Lawrence of Arabia’ – was in love with Brough Superiors. He owned a succession of them … all topped off with his trademark stainless steel tank. Sadly, he was to be fatally injured, whilst riding one of them. Of course, his best-known mode of transport was the cantankerous camel. But, for many, no ‘ship of the desert’ could ever match a Brough Superior SS100 steaming along at full chat!

Panther M100

A swift glance at the Panther M100 showed up its most striking asset. Compared with your average engine design, the M100’s looked distinctly skewed. Enter the 598cc Sloper motor. It was tilted forward 45°. If that caused technically-minded riders to be concerned about oil circulation, no worries. The M100 was eminently reliable.

The Sloper’s cylinder block was blessed with a long stroke. 100mm, to be precise. Hence an abundance of neck-twisting torque. In a good way! That was handy – since many M100s had side-cars attached. This was before automobiles were two a penny, after all. The M100’s top speed was 68mph. And if you were the one wedged in the Watsonian ‘chair’, that was probably quite quick enough!

Panther was based in Cleckheaton, Yorkshire. No surprise, then, that its bikes were solid, rugged and dependable! Panther started out as Phelon and Moore (P&M). The first Sloper-equipped bike appeared in 1904. The single-cylinder push-rod powerplant came with two air-cooled overhead valves. Sporting its dramatically-inclined mill, a parked-up Panther was guaranteed to draw a crowd. It was only made bigger by the way in which the exhausts swooped down from the steeply-banked ports. And this from a bike born and bred in Yorkshire … not a county associated with razzmatazz. As alluded to, this was a time when motorcycles and side-cars were still standard family transport. It followed that a Panther’s top priority was to get from A to B – and back again – with a minimum of fuss. The M100 accomplished that – and with style thrown in, for good measure. Connoisseurs of classic motorcycles, rejoice!

Sunbeam S8

Even in England’s ‘Black Country’, the sun does still shine. Aptly, then, Sunbeam’s factory was located there – in Wolverhampton, West Midlands. From the outset – in 1912 – the company gained a name for classy, reliable motorcycles. They were renowned as “gentlemen’s machines”. The S8 was certainly one of them. It was made between ’49 and ’56. Innovation was thrown in, too, for good measure. The first Sunbeam, for example, featured a fully-enclosed chain – keeping both bike and rider clean. Assuming the owner had oiled his chain, that is!

It is fair to say that the S8’s predecessor – the Sunbeam S7 – did not exactly smother itself in glory. It was comfortable, certainly – but that was about it. The S7 was overweight, lacked manoeuvrability – and its brakes were not the best. Those deficiencies were redressed – to some extent, at least – by the S7 De Luxe version. It fell to the S8, though, to get the good ship Sunbeam fully seaworthy again.

The S8 was a sports bike. That was only to be expected. After all, development engineer George Dance set speed records on Sunbeams. And, in the early Twenties, Sunbeam won the Senior TT – twice. As far back as 1913, a single-cylinder 3.5bhp Sunbeam raced to success. The twin-cylinder S8, then, was the latest in a string of performance-based Sunbeams. Plainly, S8 stylist Erling Poppe had been inspired by BMW’s R75. Indeed, rights to the German-built bike had been passed to BSA – as part of war reparations. Then, in ’43, BSA acquired Sunbeam – from AMC. Under Poppe’s design aegis, the S8 shed the portliness of the S7. Plus, it now sported a solid set of front forks. Even the exhaust note had been modified for the S8 – to something more sonorous. Top speed was a heady 85mph. Handling had come on leaps and bounds … not literally, of course! So, all things considered, the Sunbeam S8 shone a warm ray of light on its Black Country roots.

Rudge Ulster

The Rudge Ulster was based on the Rudge Multi. The latter – launched in 1911 – came with 21 ‘infinitely variable’ gears. ‘Multi’, indeed, then! In theory, there was not a slope in the UK it could not get up. An intricate rear pulley system auto-adjusted the bike’s final drive belt. The ratios were selected via a lengthy gear-lever, located to the left of the fuel-tank. From early on, Rudges sported spring-up stands. Back mudguards were hinged – facilitating wheel removal.

A production racer Multi won the 1914 Senior TT. And – for the Rudge race team – there was more success to come. It was in ’28, though, that the firm secured its place in history. A Rudge won that year’s Ulster GP. A street-legal version duly appeared. It was named after the illustrious Irish road race. The Ulster inherited the engineering subtleties of its Rudge roadster predecessors. Unsurprisingly, it was a serious seller. Graham Walker was Rudge’s sales manager. Fittingly, it had fallen to him to pilot the Ulster to victory.

The Ulster only added to the roll-call of Rudge’s technical innovations. A 500cc single, its engine was fitted with four valves. They helped output 30bhp. That pushed a dry weight of just 290lb. The Ulster featured Rudge’s linked braking system. The foot-pedal retarded both drum brakes – while the hand lever applied added front-end bite. Ahead of the game, to say the least. On the racing front, Rudge carried on winning well into the Thirties. In ’39, however, financial problems came to a head. Rudge folded shortly thereafter. The Ulster, though, had carried the flag for one of the most forward-looking firms in motorcycling history!

Norton CS1

When it comes to ‘Brit bikes’, classic Nortons are as iconic as they come. That certainly included the CS1. Norton was based in Bracebridge Street, Birmingham. In 1913, the fledgling firm went bust. In true champion style, however, it got back on its feet, dusted itself down and came out for another round! James Norton teamed up with Bob Shelley and his brother-in-law – ace tuner Dan ‘Wizard’ O’Donovan. The chemistry must have been spot-on, if the Isle of Man TT was anything to go by. Rex Judd was among the riders to win on Nortons in that most illustrious of road races.

The CS1 arrived on ‘the island’ in ’27 – prepped for its first TT outing. The ‘CamShaft 1’ production racer boasted a bevel-driven overhead cam engine. It was a sensation from the second Stanley Woods swung a leg over the saddle. Fast-forward a year – and the CS1 roadster appeared, in supersport mode. Again, rival marques were left reeling in its wake. Sadly, James ‘Pa’ Norton – company founder – died before his bikes saw success.

Before taking on the CS1, ‘Wizard’ O’Donovan had plenty of practice. He had previously built the ‘Brooklands Special’. It was designed specifically for the unique challenges of the legendary English oval. When sold, Brooklands Specials came with a certificate – confirming they had reached 75mph. Detuned Specials were sorted for street use. The roadster’s sale certificate guaranteed 70mph – just 5mph less than the racer. So, the CS1 had a tough act to follow. It did so, though, with aplomb. Stylishly engineered, it sported silver-and-black paint – Norton’s trademark colour scheme. It was a shame ‘Pa’ Norton’s heart could not hold out a little while longer. Never really a businessman, he loved bikes to the core of his being. He would have loved to have seen – and heard – one of his company’s masterpieces, at full chat. Still, at least the Norton CS1 has been exhilarating classic bike fans for many a year since!

Ariel Square Four

The Ariel Square Four was designed by Edward Turner. His finest hour was yet to come. He would go on to oversee Triumph – in its Sixties glory days. The first version of the Square Four, though, was released in ’28 – back when Bonnevilles and Tridents were but blurs on the ‘Brit bikes’ horizon. Square Four referenced the bike’s 1,000cc motor. It was, in effect, two sets of parallel twins – one in front of the other. The exhaust port was shared. The downside of that layout was that – while the front brace of cylinders enjoyed lots of cooling air – the rear two did not. That could make them a tad recalcitrant – especially on hot days!

The ’58 model Square Four was good for 105mph. Warp-factor speed for a road-bike, at the time. And – by definition – more than enough to keep ‘ton-up boys’ entertained. They were the 100mph Rockers – who had the occasional contretemps with Mods. Turner – and Triumph – would do brisk business with them, in the coming years. What made the Square Four’s top whack stat still more impressive, was its weight. 465lb needed careful coaxing through corners.

As its name suggested, the Square Four was a solid-looking motorcycle. In the sense of impressively robust, that is. Its telescopic front – and plunger rear – suspension units complemented each other nicely. The four-header exhaust set-up sat neatly between the two. The ‘Squariel’ – as it was affectionately dubbed – soon took its place in the rapidly-growing roster of popular British bikes. All in all, then, the Ariel Square Four can hold its head high. Even in the company of the mythical machines toward which Edward Turner was moving!

Triumph Speed Twin

On the face of it, the Triumph Speed Twin was the quintessence of Englishness. But, it had Germany to thank for its existence. In 1902, two Germans – Siegfried Bettman and Mauritz Schulte – grafted a Belgian-made Minerva motor onto a bicycle. Believe it or not, Triumph was in business! Three years later, the Coventry-based company produced its own engine. It obviously ran well. Before too long, ‘Trusty Triumph’ had entered the biker vocabulary.

The Speed Twin was launched in ’37. Its parallel-twin motor made it faster and smoother than its single-cylinder rivals. The 498cc motor made 29bhp. Top speed was 90mph – heady stuff, at the time. The new bike was the brainchild of Edward Turner. It displayed commercial courage – as well as styling skill. The motorcycle industry is inherently conservative. In other words, “If it ain’t broke, don’t fix it!” Single-cylinder ‘thumpers’ had monopolized the market for years. Turner’s Speed Twin, then, broke the engine layout mould.

Mr. Turner did double-duty at Triumph. He was both head of design and general manager. His administrative tasks clearly did not impinge upon his creativity. The Speed Twin looked great standing still. And – with a dry weight of just 365lb – it looked even better, swinging through corners. Edward Turner – visionary that he was – had dreamed up a bike ahead of its time. The Triumph Speed Twin was a blueprint for many a motorcycle to come. ‘Brit bikes’ were on the march … and coming to a showroom near you!

Scott Squirrel

Scott may not be the most famous manufacturer in motorcycling history – but it certainly has its place. As, indeed, does Scott’s most celebrated bike, the Squirrel. The British marque won the Senior TT – in both 1912 and ’13. And the Scott trial – which began in ’14 – and became a bastion of off-road motorsport – was named after the Yorkshire firm. Founded in ’08, Scott went on to produce finely-crafted motorbikes for decades to come.

Engineering excellence – forged in competition’s crucible – flowed down into Scott roadsters. The Squirrel was the prime beneficiary. Squirrels came in several flavours. There were Super Squirrels, Sports Squirrels and Flying Squirrels. All came with a 596cc motor – mated to a 3-speed hand-change ‘box. Squirrels handled well, looked and sounded good – and merrily skipped up to 70mph. In the Twenties, that was quick!

Squirrels were apt to be temperamental, though. Mechanically, they played up a bit, from time to time. And – with their hefty price-tags – that did not go down well with owners. As the model aged – and its cutting edge blunted – sales declined. To this day, though, there is many a motorcyclist who is nuts about Squirrels. With luck – over the years – a few of them were horded away. So, you never know … Scott Squirrels may again be a common sight, on the highways and byways of Britain.

Excelsior Manxman

Excelsior was the first British motorbike manufacturer. The company’s best-known machine, the Manxman, was named after the TT – Tourist Trophy. That being the ultimate devil-may-care road race – through the picturesque scenery of the Isle of Man.

In ’33, Excelsior took the Lightweight TT title. Overnight, the English firm became a motorcycling name to be reckoned with. The bike which achieved said feat was dubbed the ‘Mechanical Marvel’! Keen to capitalise on their success, Excelsior conceived a racing replica roadster. At the last, though, the project was cancelled. Excelsior were worried about long-term sales. They feared its engine might prove too complex for Clubman-level ‘tinkering’!

While that eleventh hour change of heart was a loss to amateur racing, it was a boon to road riders. Instead of the ‘race rep’ they had planned, Excelsior served up the more orthodox Manxman. Its single overhead camshaft motor came in 250, 350 and 500cc versions. For those so inclined, a bit of light tuning sorted it for the track. In standard trim, it was more than adequate for country lane heroics. In short, the Excelsior Manxman pleased everyone. In so doing, it signalled the finest hour for an historic marque!

Ariel Red Hunter

The Red Hunter was indigenous to the English Midlands. Ariel was based in Bournbrook, Birmingham. One of the original motorcycle manufacturers, it set up shop in 1902. By the ’30s, Ariel was doing brisk business – so was in a position to attract top talent. That meant high-calibre designers like Edward Turner, Val Page and Bert Hopwood. All three became icons of British bike-building. Turner, in particular, proved pivotal to the success of two-wheeled Triumphs.

Ariel produced a steady stream of stylish, yet practical machines. One of the best was the Red Hunter. It was among a batch of single-cylinder four-strokes from the firm. These bikes were a great success – and a godsend to Ariel. Financial woes forced the factory to close temporarily. Jack Sangster then took over the Ariel reins – from father Charles, the firm’s founder. Sangster reached out to Val Page – requesting that he come up with something to save the sinking ship. Page’s response was the Red Hunter. It would not be long before the ailing firm was up on its feet again.

The Red Hunter’s top speed – 82mph – was pretty damned quick in ’37. Especially, from a 497cc motor. To extract that stat from just 26bhp was testament to Ariel engineering. Sadly, suspension tech of the era was not in the same league. Namely, girder forks at the front – and a rigid rear end! Even so, Red Hunter handling was impressive – given the constraints. At least, a comfortably-sprung seat helped make up for the deficiencies. That said – with its push-rod single-pot motor – it was never going to be the smoothest of rides. At the time, though, the Red Hunter was a luxury product. Certainly, it looked the part – resplendent in its ‘red robin’ plumage. As classic bikes go, the Ariel Red Hunter was really quite refined. And could shift a bit, too!