Unknown engine. Ref 1
Unknown engine. Ref 1
Arvika car museum, motorcycles
Text and pictures Björn Bellander, 21 pages
Pictures current 2002, 08, 11, 15, 16, 17

Back  Swedish version  Arvika museum hemsida

since 060110
Updated
2021-09-05
© Björn Bellander



 

Look also in the following of my websites about Arvika wehicle museum
  Arvika museum cars, Arvika museum mopeds
Union SRM, Norton, Huskvarna spec, TFA Racer, Adler, EBE, NSU, Huskvarna MotoReve, Velocette, Indian, Moto Guzzi, Harley Davidsson, Coventry Victor 3 wheel, Fulda, Douglas, BMW, TWN, Ariel, Metisse, Rumi TWN Scooter, Links

 Page 1

Created 130427

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Swedish version

Union SRM

Museum info Union. Ref 1
Museum info Union. Ref 1Museum info Union Ref 1
Museum info 2 Union. Ref 1Museum info Union. Ref 1
Museum info SRM backracer. Ref 1


Links

Union story

Ohs works

Union SRM. Ref 1
Union SRM. Ref 1

Union SRM 350 1950
Partly transcript from museum info.

Birger Berggren was before the WWII successful in motorcycle competitions. His specialty was the  motocross type before the war and had support from Husqvarna and Folke Mannerstedt.

After the war he was active in road racing which was called TT at that time and was successful by driving a 2 cylinders Husqvarna from the middle of 1930.

As being factory chief at Union factory he developed a TT motorcycle based on a standard frame from Husqvarna and a SRM engine.

His victory in the Inter Nordic 350 class at Hedemora 1950 caused attention and made also attractid attention as the engine was designed for Speedway or sand track competitions. But he didn't follow up this victory.

After the Union bankruptcy this cycle was kept by the estate.

Engine: 1-cyl. SRM overhead valve 350 cc. 35 ps/6000 rpm.
Gearbox: Norton 4 gears.
Front fork: AJS tele hydraulic.


Union Super Sport 1951

It is just like that the four mc marks Furir, Eiber, Suecia and Union have some heritage.

All four have been started and produced by one person. All were for it's time extraordinary good vehicles and all ceased because of their lack of background money.

About these Union motorcycle they are  the most advanced motorcycle which have been build in Sweden and this happened in the end of 1940 just after the war. The effort lasted up to 1951. Union ceased as owner didn't have assets enough from their granters of loans and when the leading person died and no one more could give guarantee for working money. The bank account was cancelled. May be it was short thinking to stop the economical basis, when production  just was to be started, and a positive result supposed.

In Sweden Husqvarna had developed an engine from the original English Sturmy Archer. It became the Husqvarna 112 TV. It was supposed to be used by the Swedish army and the engine model was called M/42  and produced by Albin and frame by Monark. Birger Berggren who was very much involved in this and also knew all the best engineers like Mannerstedt, started the Union project for a heavy MC i Sweden, and the origin model was M/42.

The Albin engine was chosen and was updated by Mannerstedt and Gunnar Hagström. Mannerstedt was not fully connected in the project. Birger found a financier through his family contacts. It was Erik Berglund who was the owner of OHS old iron works and HABO sulfite factory 1894-1978, large areas of forest, also their own power station several manors and OHS railway 1907-1967. The railway is a veteran one today and still working. This consortium had money enough to invest in interesting projects.

For working buildings the locals of Tiederman, Årjäng near the border to Norway, was taken over. This was because several aluminum parts were planned to be casted in Norway

The plans was to produce a series of 300 units. All of them were sold in advance rather quickly and and time was in a bright scene for the company. Some minor misfortunes which didn't reflect very much was that Norway chose NATO for defense, a military machine was not current and Sweden couldn't decide for a new M42.

What was much worse that the financer Erik Berglund died 1950 and his successor, his son Stig, took the advice from his board not to put more money in Union.

One of four Union Super Sport 1951 at Eds MC museum. Ref 1
One of four Union Super Sport 1951 at Eds MC museum. Ref 1
This was the situation when the production should start and all the ordered machines had to be delivered. A bankruptcy became necessary 1951, in spite the debt of the company was only 225000 Skr. A small sum today but rather large at the time. The quantity of cycles became only 42 and of them 4 sport cycles.

Now when the strong man in OHS concern had died OHS was sold 1960 and all companies around were left off 1978. Today there is only the power station and some surrounding buildings left in the forest of Smaland county. Just near by the power station is the veteran railway still working for tourists.

If Union had have a longer contract with OHS concern about money the company may have got a god start with the 300 ordered machines and may be survived for say 10 years. But the future in the 60th and 70th for motorcycles was not too good for large motorcycles. This time didn't come until 1980-90.

Birger Berggren who was the dedicated person for this project took this forced shut down very hard. He moved to Arvika where he opened a machine business for delivery to the surrounding industry. His interest for motor and specially motorcycles continued. In this activity he was often seen in veteran rally competitions.


SRM Backracer.
Partly transcript from museum info.

SRM back racer ca 1950. Ref 1
SRM back racer ca 1950. Ref 1
This motorcycle in museum was developed during the beginning of 1950 and the aim was supposedly first to be used for competitions in  Tanderud hill climbs, Ottebol. Birger Berggren was always the leader for the arrangement.

It is unsure how many competitions the machine competed in. Probably only once. It was conventionally built and had for the time a typical look.

The SRM engine had Birger access to. This because Union had a production license before Union was bankruptcy.

Look at the detail work! All weight savings in engine plates and rear chain drive. This shows a feeling for details by Birger Berggren.

Engine: 1-cyl. SRM overhead valve 500 cc.
Power: 50 ps on methyl alcohol.
 

Union mod. 50-A1 1950.
Partly transcript from museum info.

Union standard mod 50-A1.
Union standard mod 50-A1.
Union became the last (latest) trial to construct a heavy full Swedish motorcycle for roads. It was projected after the war by Birger Berggren and Torbjörn Holmberg.

The origin of the project was the Swedish army motorcycle M/42, equipped with a much modified frame and front fork.

The Albin engine was modified and build all over in aluminum. Gearbox was an English Burman.

The production started 1949 in the old factory buildings for monopoly of Swedish tobacco  in Charlottenberg.

Sorry to say there were only four units of the sport model completed before production was stopped.

Engine: 1-cyl. overhead valve 500 cc. 25 ps
Weight 150 kg.


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Swedish version

Norton

Info  Norton Manx. Ref 1
Info Norton Manx. Ref. 1
Norton 30M Manx 1959. Ref 1
Norton 30M Manx 1959. Ref. 1
Norton late 1920th. New tank. Mod. 18,19. Ref 1
 Norton late 1920th. New tank. Mod. 18,19. Ref 1
Norton with the typical bar and Sturmey Archer gearbox. Ref 1
Norton with the typical bar and Sturmey Archer gearbox. Ref 1

Links

Norton history

Norton Wankel

Norton Models


Norton ES2 1953 at MC museem  Surahammar. Ref 1
Norton ES2 1953 at MC museem Surahammar. Ref 1

Norton special.  Norbsa with Rocketengine 1967 at MC museum Sura. Ref 1
Norton special. Norbsa with Rocket engine 1967 at MC museum Sura. Ref 1
Norton Commando Mk III 1975 at MC Collection museum. Ref 1
Norton Commando Mk III 1975 at MC Collection museum. Ref 1
Norton Wankel 1986 at MC Collection museum. Ref 1
Norton Wankel 1986 at MC Collection museum. Ref 1

Norton 30M Manx 1959. Ref 1
Norton 30M Manx 1959. Ref 1
 
Norton

The man from salvation army, James Lansdown was the one who loved precision. He created Norton, 1902, cycle.

The firm was founded already 1898. With this he sold part for bicycles. In the beginning he used engines from Clement or Motor Rev.

When Norton with Rem Fowler won the first Isle of Man TT, James decided to construct his own engine. Well James had no good health and because of being away very much, the firm went bankruptcy and soon he died. Any way it was restarted and saved, by one of his part deliveries.

Norton 6H at Dala rally 2009. Ref 1
Norton 6H at Dala rally 2009. Ref 1
The time between wars were a continuing development and competition. Norton was a winning machine. The constructions from Norton were for the time advanced. Besides the cycle won Isle of Man more times than anyone else. They had no competition from other producers.
During WWII Norton got a army contract and delivered over 100000 single and side car cycles. Even a model with third wheel drive. This is something one never hear of. The three wheel drive are only well known from BMW and Zündapp.

After the war Norton continued their dominance, with Featherbed frame and the famous Manx models. The company also put money for selling in America with a racing team. They won most competitions and had almost HD on knee.

Difficulties, strikes and Japanese import pushed Norton out of money and with government money Norton was joined to NVT (Norton Villiers Triumph Group). In spite of big reductions one didn't succeed to kill Norton completely.

At last the company was sold to a Canadian Company inclusive the name and later Norton Motorcycles of Canada was founded. The goal of this company was to build nostalgia machines in small series.

 


Norton 30M Manx
Partly transcript from museum info.

Norton Manx is the most classical competition motorcycle with a large C. The engine was developed already 1930 and was updated gradually.

The famous featherbed frame was introduced 1950 and the next year the model could be bought by private drivers during the name Manx.

Norton Manx dominated all road racing competitions during 1950 th word wide. From the middle of 1950 Norton had hard competition by the Italian multi machines like Gilera, MV Augusta and Moto Guzzi.

Norton ended production of the Manx model 1962, when the famous Norton factory in Bracebridge street was closed and production of road machine was  moved to AMC factories in London.

The Manx motorcycle on stand in museum is an original mc and has matching frame and engine n:o.

Engine: 1-cyl. DOHC 500 cc 47 hk /6500 rpm. weight: 142 kg. Top speed: 130 mph (209 km/tim).



 Page 3

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Swedish version

Huskvarna spec.

Museum info Huskvarna spec. 1953. Ref 1
Museum info Huskvarna spec. 1953. Ref 1


Links

 

Huskvarna special. Ref 1
Huskvarna special. Ref 1
 
Huskvarna special 1953.
Partly transcript from museum info.

The racing driver Birger Berggren's career was principle over when he built one at the time, attentively competition cycle. It was the Husqvarna Special shown in the museum. The origin was Husqvarna dream MC and equipped with opne half of HVA GP engine.

Birger put effort in the 175 cc class which was aimed for two stroke engines which were very common on the marked.

Birger had still his contacts with Husqvarna from the time before war and probably he got one new Dream mc.

One HVA two cylinders engines was standing in his garage. This engine was used and changed into a one cylinder engine. Then the dream mc and the modified engine were built together.

The cycle was ready for Hedemora 1953. Curt Borgenstam wrote in paper Teknikens Värld (15/53). A very nice machine for a mc driver's eyes!

Sorry to say it became no winner, but anyhow it was eccentric and still is 50 years later.

Engine: 1 cyl. overhead valve 350 cc. Original the half of a GP engine from 1935.
Frame: HVA 281 Dream mc 1953.
Gearbox: NSU 4 gears


 Page 4

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Swedish version

TFA racer 1954

Museum info about TFA. Ref 1

Museum info about TFA. Ref 1TFA racer. Ref 1
TFA racer. Ref 1


Links

Lasse in Rottne
 

Prototyp excam engine at Huskvarna museum. Ref 1
Prototyp excam engine at Huskvarna museum. Ref 1
 

TFA racer. Ref 1
TFA racer. Ref 1
 
TFA-racer.
Partly transcript from museum info.

Autumn 1953 the paper "Technic for all" and engineer Folke Mannerstedt made an agreement to develop one Swedish TT motorcycle.

Mannerstedt got now an opportunity to develop his since long time idea for his "excam" engine. It was an sensational idea.

It was a two cylinders V engine 125 cc, which in it's strongest model developed 18-20 ps at 14000 rpm. Not even the fastest factory cycles from MV Augusta could do better than that.

The cycle itself except the engine was built by one of the early fifties most briliant TT-drivers Henry "Lill-Orsa" Bohlin. His origin was a Puch 125 cc from 1950. It was modified with a new rear end which built up a linked spring arm.

One refinement was that it was both air and oil cold. The engine had an oil pump which when warm, delivered 4-6 kg/cm². When engine was cold the oil pressure tended to explode both oil pipes and channels.

It showed also that the aluminum castings was porous so oil forced it's way straight through. At one test occasion the engine revved easy 10000 rpm, but instead oil ejected in all directions. Furthermore so much oil was suck up in engine that the spark plug became oily.

This TFA-racer started only once at Westcost competition in Falkenberg 1954. It must break the race after two things had happened. Battery lost power and one valve spring got loose..

Engine: Two cylinders air and oil cold overhead valve V-engine with the Mannerstedt excam valve mechanism.
Volume: 125 cm³. Power 18-20 ps at 14000 rpm.

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Swedish version

Adler

Copy of original  instruction book for MB250 in Swedish. Ref. 1 Ref. 1
My copy of original instruction book for MB250 in Swedish. Ref. 1
Museum info Adler MB250S. Ref. 1
Museum info Adler MB250S. Ref. 1

Links

Adlerwerke history

Adler Motor Veteran Club

Adler 1906 at Torsong motormuseum. Ref 1
Adler 1906 at Torsong motormuseum. Ref 1
Adler MB 200 1954 at MC Collection. Ref 1
Adler MB 200 1954 at MC Collection. Ref 1
Adler 250 twin 1956 at  Valborundan rally 2008. Ref 1
Adler 250 twin 1956 at Valborundan rally 2008. Ref 1

Adler. Ref 1
Adler. Ref 1
 
Adler

It is a pity that the mark Adler disappeared from production in the middle of 1950th. Up to WWII the company had a good production of cars, motorcycles and office machines.

This should have been a security for them to manage the market competition after the war. But no. First the board failed to modernize the car brand Adler and the production ceased 1948.

The plan was to concentrate on motorcycles and office machines. Soon the motorcycle production had to cooperate with Triumph as the factory became placed in the English Zone and Triumph had taken their latest mc constructions. It was not possible to produce the same cycle both in England and in Germany.

This became the end of a long time production which started already 1899. Now they had only the office production left. This was bought 1960 by the American Litton concern, which then, 1978, sold it to Volkswagen. Lastly 1987 Olivetti in Italy bought Adler. When the computerizing came Adler was overtaken by a Holding company.

This kind of selling and reconstructing are normally the end of a company. All these different companies have now taken all free money. In this case there were only the buildings left. They were rebuilt and rented to different companies. That is the way.
About Adler cars see Motortechnica or Svedino car.
Read more about Adler.

Compare, in Sweden, where the buildings of the different companies are sold and then rented the locals for their most profitable rests.

Adler MB250S. Ref. 1
Adler MB250S. Ref. 1
Adler MV 250S. Ref. 1
Adler MV 250S. Ref. 1

 Page 6

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Swedish version

EBE 1921-1929

EBE 175 cc. Ref 1
EBE 175 cc. Ref 1

Links

Rolf Gülich

Museum info EBE Monark Sport 1927. Ref 1
Museum info EBE Monark Sport 1927. Ref 1
EBE Monark Sport 1927 at Eds MC museum. Ref 1
EBE Monark Sport 1927 at Eds MC museum. Ref 1
EBE Sport 1928 at Eds MC museum. Ref 1

EBE Sport 1928 at Eds MC museum. Ref 1

EBE/Monark Sport 1927. Ref 1
EBE/Monark Sport 1927. Ref 1
 
EBE

In the city of Åmål in Sweden one could 1923 see one EBE 500 equipped with side wagon driving around. It was a lady Selma Danielsson who used her mc all year around. But it was not for the EBE 500 that the motorcycle industry should made it's name.

EBE ad. Ref 1
EBE ad. Ref 1
EBE is motorcycle history because a man from Gävle, KG Lindqvist, designed a small help engine for bicycles 1917. The name became EBE

He got help from the director of SEM in Åmål to start up production. The engine was a four stroke one and it had also free coupling. This was not common at this time 1917.

This help engine for cycles was so interesting that the 2 Swedish princes Carl and Bertil bought one each.

This happened during the WWI and the company went bankruptcy 1921. They started again 1922.

Now Lindqvist had a new type of frame and it was very light. Only 47 hk.

EBE Sport at Eds MC museum. Ref 1
EBE Sport at Eds MC museum. Ref 1
1924 Lindkvist had a new engine with 175 cc and this type was also bought by Princes Carl and Bertil, 1926.



The EBE Factory won several competitions with their mc. The driver was Lindqvist son Henry. He was very able for driving. He won both a Swedish record and one Scandinavian record. Another driver  had bought a cycle and he had also succeeded in his competitions with EBE.

EBE factory could not survive only with motorcycles. They also worked with machine production such as feathers for cars, lorries and busses.

All this for no use. The factory went bankruptcy 1929.

The owner KG Lindqvist was not sorry for that. He started up with other projects, such as boat engines like the Triumph 1933. His both sons took over and started the Brother Lindqvist engine factory and the name today is Componenta.


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Swedish version

NSU 351 OT 1951

Museum info about NSU. Ref 1
Museum info about NSU. Ref 1NSU. Ref 1
NSU. Ref 1NSU. Ref 1
NSU. Ref 1

Links

NSU Bison

Torsongs MC Museum

Nostalgy museum Grangesberg

NSU at Torsongs motormuseum. Ref 1
NSU at Torsomg museum Ref. 1 NSU at Torsongs motormuseum. Ref 1
NSU at Torsångs museum. Ref. 1 NSU 1904 at Torsongs museum. Ref 1
NSU 1904 at Torsångs museum. Ref. 1

NSU 351 OT. Ref 1
NSU 351 OT. Ref 1
 
In the 1930th NSU was the largest manufacturer of motor bikes in Europe.

On the other hand this firm started 1900 in the city of Neckarsulm to produce knitting machines and the name was Neckarsulm Strickmachinen.

The name of the bike became first Neckarsulm Fahrradwerke, but it was supposed to be a difficult name for a bike. Instead it was called NSU.  Compare with Yamaha which from the beginning was a company making music instruments and Suzuki which was a textile company.

During the period between the wars they designed a motorcycle like a band wagon equipped with Opel engine. This small "motor bikeband car" helped the farmers after the war to save the growth of the year, when all tractors had been taken as war booty by the Russians. See Sinsheim military

In the beginning NSU started to use Zedel v-twins, but thought they could make a better one themselves. In the 50th NSU was much involved in competitions and record driving. They built special models for this.

They also produced a scooter of their own and had licenses for Vespa and Lambretta. In the 60th NSU bought a license to build Wankel engine, developed and produced mc:s and cars for this concept. They also projected a peoples car together with Porsche.

The wnakel project was very expensive and became the direct cause for NSU to run into economical problems. VW-Porsche bought the NSU company.

Today the big factory locals, not so much damaged during the war, are rebuilt with a nice museum. Locals are used by other companies and living apartments.

 

NSU 351 OT 1951
Partly transcript from museum info.

NSU was one of the largest German Motorcycle producer. They always built high quality mc:s 1901-1958.

The cycle in museum is a model from before WWII but built just after the war, waiting for the new generation. It was Max 250 sold from 1952.

The mc in museum was only produced in 455 units 1950 - 1951. Just this copy has still the same owner as when new. It was sold from Sigurd Höglund mc shop in Arvika.

Engine: 1 cyl. overhead valve. Weight 145 kg.
Top speed 110 km/h
Price new: 2510 Skr.


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Swedish version

Husqvarna Moto Reve mod 70A 1914


Museum info about Moto Reve. Ref 1
Museum info about Moto Reve. Ref 1Husqvarna Moto Reve 70A 1914. Ref 1
Husqvarna Moto Reve 70A 1914. Ref 1

Links

Moto Reve

Huskvarna MotoReve MC

Huskvarna MC Story

Huskvarna Moto Reve 70A 1914. Ref 1
Huskvarna Moto Reve 70A 1914. Ref 1
 

Husqvarna Moto Reve mod 70A 1914.
Partly transcript from museum info.

Huskvarna weapon factory was established 1689. The company was changed to a stock company 1867 and in it's foundries and it's engineering workshops several things like pedal bikes, sew machines, stoves, house hold machines, army rifles, hunting weapons and also power saws.

According to my link Huskvarna MC the name Husqvarna was always usedon the cycles.

Husqvarna presented their first mc 1903. It was equipped with a Belgium FN engine giving 1¼ ps.

The factory produced then motorcycles continuously, excluding the years during the WWII up to 1987. This year the product was sold to Italian Cagiva. Today 2013 the name is owned by BMW.

Read more about Huskvarna in my website.

Engine 2 cylvacuum operated inlet, från Moto Reve, Schweiz. 405 cc 3,5 ps. Price new 1914: 1300 Skr.


 Page 9

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Swedish version

Velocette


Museum info Velocette. Ref 1
Museum info Velocette. Ref 1Velocette Mac 350 1952. Ref 1

Links

Velocette Club

Velocette pictures

Velocette wikipedia

Velocette KSS at Valborundan rally 2008. Ref 1
Velocette KSS at Valborundan rally 2008. Ref 1
 





 

Velocette Mac 350 1952. Ref 1
Velocette Mac 350 1952. Ref 1
 
Velocette

Velocette motorcycles was established 1905, at that time the producer was Taylor & Gue.

Velocette was an English company between the years 1904-1968. The produced Veloce MC:s in Hall Green, Birmingham. The successes was mainly in road racing during the 50t.h

The founder was John Goodman, born with the name Johannes Gütgerman. Changed later name to John Taylor before he formally changed to Goodman. His co worker was Willian Gue. The company name was up to 1905 Taylor & Gue. His sons Percy and Eugene were also member.

Their first mc was named Veloce. Later the same year it was changed to Veloce Limited. They had in mind to produce motorcycles, close up parts and give service. The first engine was a four stroke. The first two stroke came 1913 and got the name Velocette. The following models inherit this name.

1933 they decides to introduce a new mc with overhead four stroke engine. The main taks was to cut cost in order offer mc:s which had big demand.

This series was called the K-series. It was though more expensive to produce as the cylinder head had to be more expensive to mount because of it's camshaft drive.

It was now decided to change to a simpler cylinder head construction and this called for less work.

The first of these was MOW and they used a 250 cc engine. It had square cylinder, 68x69. This mc became a immediate success. 1934 the MAC 350 cc was introduced and this became even more popular and the company earned much money.

Now they got funds to develop the earlier more expensive engine, Velocette. This mc was offered on the market 1935, and named Velocette MSS 500 cc.

This last mc got also a more firm frame and could easy be completed with a side wagon.

The name Velocette became now the name on all mc:s that were produced. John Taylor change also name 1935 to Goodman.

The company ceased their production 1971.


 Page 10

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Swedish version


Museum info Indian. Ref 1
 Museum info Indian. Ref 1

Links

Indian history

Hall of Fame

Indian Chief at Valborundan rally 2008. Ref 1
Indian Chief at Valborundan rally 2008. Ref 1Indian Scout 750 1931 at Valborundanrally 2009. Ref 1
Indian Scout 750 1931 at Valborundanrally 2009. Ref 1Indian Scout 500 1926 at Dala rally 2008. Ref 1
Indian Scout 500 1926 at Dala rally 2008. Ref 1

Indian Chief 1946. Ref 1
Indian Chief 1946. Ref 1
 
Indian 1901-1953

There were three mates that came together. Hendee, Hedström and Henshaw.

This was the necessary mix of persons to start with engine driven cycles. They wanted to see what such a thing was good for. They got together.

Hendee wanted to build, Hedström designing and Henshaw was a helper. The three was happy with the design and started to take orders before it was on wheels. This happened in Springfield 1901.

The selling went on good. Perhaps in America in those days everything were able to sell and specially motor vehicles.

For a long time they ordered engines from Thor factory, but soon they realized that there were more money in manufacturing if they had their own engine.

This happened 1907 when the V-twin was announced. The development went on and soon the front wheel had a plate spring.

The competition team pushed everything forward. Electric starter and also electric light came before WWII. Indian should become the only bike mark that could give Harley Davidsson a match as far as up to 1953.

Despite many attempts, with joining of Royale Enfield, Vincent and Matchless, to start again there were not any continued existence.

The Indian mark is so loved by people that production of parts has been started for all models.

Buying an old Indian is no spare part problem

 


 Page 11

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Swedish version

AJS

MUseum info AJS. Ref 1

Links

AJS History

AJS K8 500 1926 at Dala rally 2008. Ref 1
AJS K8 500 1926 at Dala rally 2008. Ref 1
AJS 18F 1952 at dala rally 2008. Ref 1

AJS 18F 1952 at dala rally 2008. Ref 1
AJS 7R 350 1954 at Motor Show Jönköping 2013. Ref 1
AJS 7R 350 1954 at Motor Show Jönköping 2013. Ref 1AJS at Technics in Grandfather's time museum. Ref 1
AJS at Technics in Grandfather's time museum. Ref 1

AJS 18CS 1954. Ref 1
AJS 18CS 1954. Ref 1

AJS

The motorcycle which shown here is made at the end of the original owner's production. It was the family Stevens

1931. A.J Stevens Motorcycle Ltd. Wolverhampton was in economical difficulties and had to sell their company to Colliers & Co in London. This firm stood behind the mark Matchless cycles.

But much had happened before this. Already 1874 Joseph Stevens had registered his firm Joseph Stevens & Co. This company was working with screws and other small details made of steel or brass. The qualifications were perfect for this company to take care of the petrol engine in order to produce some sort of vehicle.

The Stevens family had 9 children and also in the former generation there were several heirs. One should also know that at this time a producer of screws had to know much of all sorts of special threads as the Whitford thread standard was not official until 1841 and in common use about 1860. Different threads were very important in spinning mills during this time.

The senior son Harry was the boy that should bring the firm working in the direction for vehicles. He bought an engine from America 1894. It was a Michel one cylinder petrol engine. It was not a good construction when it didn't run well.

This was not accepted by the severe engineer Harry Stevens. The result was that they had to make it better. This work was put in action and 1897 they were ready. The engine gave 1.75 hp.

They understood with the help of such engines power could be transferred to working machines in a garage. Harry saw also the potential to mount them on bicycles and in this was earn money. The high wheels were on the way out and normal cycles were popular. 

Now the brothers started Stevens Motor Manufacturing Co. In their old working place there were an old BSA cycle and in this the mounted the Mitchell engine in order to test their ideas. During the time the delivered the rebuilt engine to Wearwell Cycle Co. Before for this cycle producer they had delivered parts like spokes screws and nuts and other details for their production.

This firm was owned by William Clark and he understood on a more expensive product like a cycle with engine than simple cycles. Stevens Motor got the contract to deliver engines after that he had seen the BSA cycle.

This new motor bike was called Wearwell-Stevens motor bicycle. It had a mechanical exhaust valve and an automatic inlet valve. From 1902 the engine was improved continuous and Steven wanted of course make one themselves. They also tried to produce a three wheeler 1903.

During the down period in business about 1905 Stevens had to divide the motor company from the screw part just to save it from the up and downs in production. Anyway it went well with both till their largest custom had to be suspended because of improprieties with money.

This was the reason for that Stevens created a new company A.J. Stevens Co Ltd. This became AJS. The production was now running good together with success on the racing tracks. In the end 1930 AJS held 114 world records with AJS cycles.

The Stevens brothers decided during the second part of 1920th to start with cars and busses. This continued up to 1931 when depression forced them to sell AJS and the motor company to Collier & Sons. Now AJS became a mark within Matchless Motor Cycles. Cars and busses went to Crossley Motors. Stevens Screw Co was still in the hands of Stevens bothers.

At Colliers AJS became the second mark and was only used when racing cycles were merchandised. For this reason the AJS mark disappeared and became only a special cycle.

Collier change it's name to AMC and later in the 70 th it became Norton Villiers. The production changed to  Cross/Scrambler machines and the enthusiast Fluff Brown was their prime driver. His son has then re-created the name AJS in order to sell both touring and cross machines.

How did the screw company manage in these hard times? The still living family members Jim and Joan decides 1991 to continue with their Screw Co in small scale and this will continue as far as they decide.


 Page 12

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Swedish version

Museum info Moto Guzzi. Ref 1
Museum info Moto Guzzi. Ref 1

Links

MotoGuzzi history

Moto Guzzi 160 cc Galetto 1952 at MC museum Sura. Ref 1
Moto Guzzi 160 cc Galetto 1952 at MC museum Sura. Ref 1Moto Guzzi 250 1947 at MC museum Sura. Ref 1
Moto Guzzi 250 1947 at MC museum Sura. Ref 1Moto Guzzi V850 GT 1973 at MC museum Sura. Ref 1
Moto Guzzi V850 GT 1973 at MC museum Sura. Ref 1

Moto Guzzi 500 GTS 1936. Ref 1
Moto Guzzi 500 GTS 1936. Ref 1
 
Moto Guzzi 1921 -

The name was born 1920 when the Italian designer constructed a 2 cylinders 500 cc machine with overhead camshafts.

Company Moto Guzzi was officially stated 1921. This was the result of the meeting between Giorgio Parodi, Giovanni Ravelli and Carlo Guzzi.

In Italy success for bikes are the same as winning in competitions. This was something that became a sign for Moto Guzzi. The first appearance was not a good one but was forgotten some months later.

Between 1921-1957 Moto Guzzi won 11 Tourist Trophies and 14 world championships and for this Moto Guzzi became well known all over the world.

Guzzi produced not only lots of fantastical competition bikes, but even bikes to earn money on, as scooters, mopeds and ordinary bikes for the people.

The original owners died 1955 and 1964. At once the company went into financially problems and was bought by DeTomaso 1973. Guzzi got new money and a 4 cyl. motor was designed.

Today, 2013, Moto Guzzi is owned by Piaggio but continue to be a free manufacturer. The picture shows the 500 GTS from 1952 with 500 cc.  

 Page 13

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Swedish version

Harley Davidsson 20J 1920

Museum info Harley Davidsson. Ref 1

Links

Harley History

HD Story

Harley Davidsson 750 V SH 1931 at Eds MC museum. Ref 1
Harley Davidsson 750 V SH 1931 at Eds MC museum. Ref 1Harley Davidsson 1000V 1927 at Eds MC museum. Ref 1
Harley Davidsson 1000V 1927 at Eds MC museum. Ref 1
Harley Davidsson "Pea Shooter" 346 cc 1928. Ref 1.
Harley Davidsson "Pea Shooter" 346 cc 1928. Ref 1.
Harley Davidson aat Ivar museum Hoting. Ref 1
Harley Davidson aat Ivar museum Hoting. Ref 1

Harley Davidsson 20J 1920. Ref 1
Harley Davidsson 20J 1920. Ref 1
 

Harley Davidsson 1903

1953 it was on the way to be a catastrophe for HD when Norton was the name on all lips at Daytona Show.

HD could not accept this so they gave their test driver, Paul Goldsmith, order to bring back record from Norton. He drove again with a 37 hp bike and raised the record for highest speed with 42 km/h.

HD though was created long before by the 2 mates William Harley and Artur Davidsson. They started to produce motorcycles in Milwaukee.

The two men were a good combination and already after some years they had developed a V-twin, a design that should remain till today. They understood that in order to sell they must have several resellers and it was create. Already 1912 they had over 200 in America.

The models replaced each other but engine type and layout were the same. To get the name known they joined all types of competitions in America. Like dirt track and hill Climb.

 The English  types of bikes could not compete in hill climb and track competitions. There only antagonist was Indian, but this mark was ceased 1953.

The main engine was designed 1926 and still in production till 1972. American Machinery Foundry bought the company 1969 and it came into finance difficulties because of the US Tariff Commission. The company went down on number of employees and become in conflict with the labors.

The quality fell drastically and the cycle got the nickname "Hardly able some". AMF sold 1981 and HD got its good reputation back. New models were developed and with  nostalgia background HD can sell cycles with a much higher price than the Japanese bikes and yet they have full time job.


 Page 14

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Swedish version

Coventry Victor

Info Coventry Eagle Arvika museum. Ref. 1
Info Coventry Eagle Arvika museum. Ref. 1Coventry Eagle. Ref. 1
Coventry Eagle. Ref. 1Coventry Eagle. Ref. 1
Coventry Eagle. Ref. 1Coventry Eagle. Ref. 1
Coventry Eagle. Ref. 1Coventry Eagle. Ref. 1
Coventry Eagle. Ref. 1

Fulda

Fram King Fulda S7 1959. Ref 1
Fram King Fulda S7 1959. Ref 1
Museum info Fulda. Ref 1
Museum info Fulda. Ref 1
Museum info 2  Fulda. Ref 1
Museum info 2 Fulda. Ref 1
Museum info 3 Fulda. Ref 1

Museum info 3 Fulda. Ref 1

Links
Coventry Victor

Coventry Victor Motors

Coventry Victor MC

Fram-King Fulda
Fulda S7

Fram-King
 

Coventry Victor. Ref 1
Coventry Victor. Ref 1
Fram King Fulda S7. Ref 1
 Fram King Fulda S7. Ref 1
Coventry Victor
Partly transcript from museum info.

Coventry Victor was in the beginning of 1911 mostly known for producing stationary engines. From 1919 Victor also produced boxer engines between 500 and 750 cc for motorcycles.

The company was at the time the leading producer of boxer engines. Coventry sold their product to other producers, but also sold own motorcycles.

Between the years 1926-1938 Coventry also build three wheelers. There were both air cold and water cold engines. The Midget model was the cheapest of and priced new for 75 pounds.

It was a simple type and had no self start and the drive was by chain. 1949 again some new prototypes were built for a later sedan model. It had a four cylinders boxer engine with 750 cc, but it was no serial production.

The museum car was sold new in Örebro and came later as a used car to Arvika 1937. After one year the car was taken out of the register, but was never scraped and instead preserved in Arvika area.

Coventry Victor car was renovated as a project work at the Arvika Vehicle museum during the Winter 1995-1996.

Engine: Two cylinders overhead valve air cold boxer. Volume: 700 cm³. Power: 10 - 12 ps.

Fram King Fulda S7 1959
Partly transcript from museum info.

In the shadow of WWII the need for cheap cars was great. The German Norbert Stevenson constructed in the end of 1940 a small simple three wheeled car. It was named Fulda after the village were it was built.

The first prototype was ready 1950. Economical help had come from a Bosch merchant Karl Schmidt. Next prototype used corrugated sheet-iron,1953, and later a more rounded version covered with aluminum. The plastic variant was not on the market until 1957.

In Sweden one was allowed to drive these three-wheeled cars with motorcycle driving license. This was the cause why quite many was sold.

The first cars came to Sweden 1954-1955. They were license built by Nordwest-Deutscher Fahrzeugbau, NWF. The cars were imported by Sica-Import. NWF went bankruptcy 1955.

The Swedish motorcycle producer Fram-King started 1957 to build Fuldamobil on license. Fram-King had engaged one of the engineers from Fulda, Adolf Sandler. He had just developed a chariot by glass fiber for Fulda and suggested the Swedish firm to use that.

The frame was manufactured by Fram in Uppsala. The chariot in glass fiber was made by a firm Venplast, on the island of Ven in Öresund. Unfortunately their production locals was set on fire and it was taken over by Fibre in Roskilde.

The Swedish car became a better product than the German. The production of Fram-Fulda continued between 1957-1962. Totally 411 cars were built.

Engine: One cylinder two stroke Sachs.
Volume: 198 cm³. Power: 10 ps at 5250 rpm.
Weight: 310 kg. Glass fiber chariot.
Top speed: 80 km/h. Petrol consumption: 0,25 l/min.

 Page 15

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Swedish version

Douglas FW 1920

Info Douglas at museum. Ref. 1
Info Douglas at museum. Ref. 1

Links

Douglas

Douglas picture site

Douglas Wiki

Douglas MC info

Douglas History

Douglas Dragonfly

Douglas. Ref. 1
Douglas. Ref. 1Douglas engine. Ref. 1
Douglas engine. Ref. 1Douglas at Beaulieu in England. Ref 1
Douglas at Beaulieu in England. Ref 1Douglas 600 1929 at  Eds mc museum. Ref 1
Douglas 600 1929 at Eds mc museum. Ref 1Douglas 1914 at MC Collection. Ref 1
Douglas 1914 at MC Collection. Ref 1Douglas E.W. Sport 1927 at MC Collection. Ref 1
Douglas E.W. Sport 1927 at MC Collection. Ref 1Douglas motor E.W. Sport 1927 at MC Collection. Ref 1
Douglas motor E.W. Sport 1927 at MC Collection. Ref 1

Douglas FW 1920. Ref 1
Douglas FW 1920. Ref 1
 
Douglas FW 1920
Partly transcript from museum info.

The foundry company Douglas develop their first motorcycle 1907. Douglas was a pioneer with boxer engines (see also Coventry Victor) and kept this engine type all years up to, when production ceased 1956.

After the first world war three engine volumes were produced, 350, 500 and 600 cc.

The mc shown in the museum has 600 cc and is one of the oldest known Douglas in Sweden. This cycle is in unusually original stand.

The cycle was bought new in Gothenburg by a sea captain, but was sold again rather soon to a travelling tailor in Sillerud outside Årjäng.

The cycle was used in the area throughout the years without being registered. It has also some time been working as a stationary engine for a thresher.

Engine: 2 cyl. side valve boxer. 600 cc 4 ps.


Douglas 600 1929

Already 1907 was this mark on sale. The owners did control the production up to 1935 when they sold the company to the investment company Bond.

It was two brothers William and Edward who 1882 started a smithy. From their product there were mostly casted details. In the beginning of 1900 they got commission to cast details for a motorcycle named Fée. This name was later changed to Fairy. In the motorcycle company there were two constructors Joseph Barter and Walter Moore. They developed a 200 cc engine for bicycles. The progress for Light Motors was not good. Joseph Barter was hired at Douglas which at this time had included machining works.

Joseph got now the opportunity to develop a boxer engine where the cylinders were placed along in the frame. This became the identity for Douglas during a long time.

1907 their first cycles was presented on the market. The selling was not as high as expected and Douglas survived on their main competence which was casting and machining.

1910 started in a good way and they got orders for 1300 cycles. This created a certain stability in the company. 1913 they produced with 400 employees about 100 cycles a day. This was a remarkable figure at this time, when neither transports or selling organization were created.

Douglas was known for quality and their motorcycles kept going without service for long distances. This made that for the coming WWI they got orders from the defense and the company had an economical stability up to 1918. The production was during this time 25000 machines.

The company developed itself in a modern way and tried both rear suspension and disc brake in front, although the buyers had no acceptance for these novelties.

After the WWI the requirement for all the military machines, which were sold back on the civil market, a rebuilding set to change them for private use was offered. Here Douglas had much work to do. In the same time the demand for new vehicles was large in the beginning of 20th.

Douglas which was a powerful machine which included a high engine moment. It became very popular as a side car cycle. This was the right time before the small cars conquered the buyers. The old constructors had now ended and new men had taken over.

Pullin and Dixon developed new types of engines and also a new gearbox. Douglas also tried to sell so called cycle cars 1913 till 1922, but this was just a parenthesis.

In the end of 1920 a new model was shown. This was not sufficient tested and they got big problems which almost led to bankruptcy. The two constructors ended their employments with large internal frictions with the board and the company had no competent people for developing. The lead succeeded to solve all problems with the model EW.

Douglas also hoped for a new type of competition class in England. It was called Dirt Track. For this the founders of Douglas wanted to sell the MC part of the company to Bond Aircraft Eng. 1935. Douglas wanted probably to put work on casting and machining. They were economical hard pressed by the depression.

After WWII Bond had not the power to adopt itself for the new marked which showed up and the demand sank drastically. In this situation most investment trust companies tried to solve problems in a short term way. They search for a license to build another product. But normally the company had no heritage for the new production. This led only to hide what they ought to have done earlier.

A license was bought, for production and development, in England of Vespa Scooter. This was the way up to 1957, when production of Douglas machines ceased. Before this happened the company had developed a new type of Douglas machine.  This was sold under the name of Dragonfly. This cycle was too simple and with it's weak engine and high weight. It was not what people wanted.

Now after WWII the marked search for big, heavy and impulsive cycles, even if people didn't really needed that kind.


 Page 16

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Swedish version

BMW

Info om BMW R 75. Ref. 1
Info om BMW R 75. Ref. 1BMW R75 i militärutförande. Ref. 1
BMW R75 i militärutförande. Ref. 1

Links

All BMW

BMW R75 i militärutförande. Ref. 1
BMW R75 i militärutförande. Ref. 1
 
BMW R 1939

BMW's constructor Max Friz designed the first motorcycle.

BMW R32. It was equipped with a 2 cyl. boxer engine which was mounted crosswise in the frame. The cycle had a separate gearbox and propelled the rear wheel by a shaft.

BMW has kept this principle since then. A single cyl. cycle was also produced although still with separate gearbox and propeller shaft.

After R32, R39 and R2 came. R39 had hard soldered frame and plate spring for the front wheel. During WWII they delivered a model R75 with side carriage. See also R75 from Sinsheim.

Itwas also equipped with drive for the third wheel. Zündapp had also a similar cycle. With a 500 cc BMW got first price VM 54 and 56.

You can find all different BMW models here.

 


 Page 17

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Swedish version

TWN

TWN Boss info. Ref. 1
TWN Boss info. Ref. 1
Links

Arv ika museum. Ref. 1
TWN Boss. Arvika museum. Ref. 1
 
TWN

TWN is short of the words Triumph-Werk-Nürnberg. This was founded by Sigfried Bettman according to his investors when he in the beginning of 1900 started to produce Triumph bikes in England. His plan was that this firm should import and sell motorcycles. Read further about Triumph.

 Page 18

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Swedish version

Ariel

Info Ariel. Ref. 1
Info Ariel. Ref. 1Info Ariel. Ref. 1
Info Ariel. Ref. 1Ariel Square Four. Ref. 1
Ariel Square Four. Ref. 1

Links

Private Ariel site

Ariel history

Ariel Owner Club

 

 

 

Ariel Four. Ref. 1
Ariel Four. Ref. 1
 
Ariel 1902-1970

For one of the most successful marks in England. In the beginning the development went ahead like stepps in a stair.

For Ariel it started with bicycles 1870. At that time James Starley invented the wire spoke wheel. This was a necessary invention for motorcycle progress.

Benz used it on his first 3 wheeler 1886. Next step was the invention of rubber tire which hadn't go applicability until 1898.

The wire spoke wheel was produce by Starley's company, which later became Ariel. Their first motor bicycle came 1901 as a three wheeler with DeDion engine.

Ariel went of course bankruptcy as all other firms, but was saved by Charles Sangster. He got Ariel on feet again with a 2 stroke motor, 3 geared box and kick start.

Charles son Jack took over and continued with Jap engines until a famous designer named Val Page was employed. He brought with him a concept for a four cylinder engine which was called Square four.

This type was kept together with twins as far as to the end of 1970 when discontinuing was inevitable in spite of a possibly contract for the English defense.

Ariel got constructions from BSA who had taken it as war booty. With these Ariel made their models Arrow and Leader.

Motor Ariel Four. Ref. 1
Motor Ariel Four. Ref. 1


 Page 19

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Swedish version

Metisse/Rickman

Rickman cycles at museum. Ref. 1
Rickman cycles at museum. Ref. 1
Museum info Rickman AJS 1964. Ref. 1
Museum info Rickman AJS 1964. Ref. 1Metisse enduro. Ref. 1
Metisse enduro. Ref. 1Metisse with engine acc. to buyer's wish. Ref. 1
Metisse with engine acc. to buyer's wish. Ref. 1

Links

Metisse

Rickman

Metisse Enduro. Ref. 1
Metisse Enduro. Ref. 1
 

The brothers Don and Derek.

On thepicture below the brothers Don and Derek facing Torsten Hallman in the middle.

For this arrangement MC club in Surahammar had invited the Rickman brothers from England.

 

A separate tent was raised behind the museum and included a small scene. The brothers entered this and told all motorcycle fans about their life and mc production.

This was very popular in spite of the rainy day. Some well known Swedish drivers could also be seen around Rickman brothers. Torsten Hallman, Erik Stenlund, Kurt Grahn (Swedish importer), Roinne Lööf, Cenneth Lööf and others.

Bröderna Rickman to the left and right in the middle Torsten Hallman. Ref. 1
Bröderna Rickman to the left and right in the middle Torsten Hallman. Ref. 1


 Page 20

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Swedish version

Rumi

Info Rumi. Ref. 1
Info Rumi. Ref. 1
Rumi. Ref. 1
Rumi. Ref. 1Rumi motor. Ref. 1
Rumi motor. Ref. 1

Links

Rumi Classic

Rumi wikipedia

Rumi. Ref. 1
Rumi. Ref. 1
Rumi 1940-end of 1960. Italy

From the beginning Rumi was a foundry for details to the textile industry.

During WWII Rumi got job for details for submarines and torpedoes.

When war was over Rumi decided 1950 to start producing smaller motorbikes. The engine should be a 2 cylinders.

Motor is 2-stroke and 125cc. This one was also used in in the popular scooter.

During 1960 they got economical trouble and the company was liquidated.

The owner  Donnino Rumi went back to what he liked best to do, be a sculptor.


Page 21

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Swedish version

TWN Contessa

TWN Contessa Arv ika museum. Ref. 1
Info TWN Contessa Arv ika museum. Ref. 1Arv ika museum. Ref. 1
TWN Contessa Arv ika museum. Ref. 1

Links

TWN Contessa Scooterclub

TWN Boss

TWN Contessa. Ref. 1
TWN Contessa. Ref. 1
TWN Contessa

Founded by two expatriate Germans – Siegfried Bettman and Maurice Schultz – in Coventry in 1897. Rhey started to build Triumph  motorcycles in 1903 and opened a second factory in Nürnberg Germany named TWN.

In 1929 the two companies split, the German one becoming Triumph Werke Nürnberg, or ‘TWN’ in the UK. TWN jumped started with the scooters and bandwagons in the mid-1950s with a range of models, one of which – the Contessa – was powered by a ‘split single’ two-stroke engine, a type the company had first developed in the 1930s.

The Contessa featured 10” wheels, electric starter and a four-speed gearbox, and was reckoned good for a top speed of around 60mph.
No more TWN motorcycles were made after the company’s take-over by Grundig in 1958, although the Contessa was continued by Hercules, fitted with a Sachs engine.

The Contessa on show was first registered in February 1957 and fully restored in 1994, since when it has not been used, this TWN Contessa had been on museum display and was acquired by the vendor circa 2001.

A type rarely encountered in the UK, the machine is offered with parts booklet, old-style logbook and Swansea V5 registration document.
Two spare batteries are included in the sale.
Text from Bonhams sale.

Other Car MC museums in this website
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Museumlist
Adalen car museum
Arnolds_cars & odds ends
Arvika car mc museum
Assa car museum
AUDI Ingolstadt
Autoseum
Autostadt

Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
Bugatti 2000
Bugatti 2018
BiancoRosso
BMW
Beaulieu England
Bynanders Car MC
Car sport museum Karlskrona
Chaparral carmuseum
Duxford England
Dalén musem
Eds Motorcycle museum
Enoch Thulin Landskrona
Falkoping MC Museum
Foundries and mines
Garage round in Halsingland
Grangesberg Nostalgi
Grafors Collection
Grangesberg Locos
Hannover air museum
Hassleholm mil. vehicles
Holmgren VW collection
Haynes England
Hjorted Mopedmuseum
Harnosand carmuseum
Huskvarna museum
Ivar Car museum Hoting
Koping car museum
Krylbo-Norbergs rail
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz 2000
Mercedes Benz 2018
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Museum joerney 2018
My ArtGlas collection
Outbordmuseum Varb.
NSU 2018
Otto Walz 2018
pansarmuseum_eng
Peugeot 2018
Porsche 2000
Porsche 2018
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum 2000
Sinsheim museum 2018
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm museum
Sagen Technical museum
Surahammar MC
Swedish Air force museum
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb
Technical museum Stockholm
Ullared carmuseum
Volkswagen
Volvo Industrial museum
Ziegenhagen

Other sites
Military service
Travels
My Heritage

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in bjorns-story.se with the apropriate permission:
Reference 1: © Björn Bellander
bjorn.bellander(at)telia.com
Reference 48:©Access from website

Reference 49: ©Picture from Wikipedia
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