Members of a cowboy club. Ref 1
Members of a cowboy club. Ref 1
Chaparral MC museum
Text, pictures Björn Bellander 1998, 2007, 10, 16
Chaparral official website  10 pages
 Back  Swedish version Museum closed
since 060105
Updated
2021-06-12

©Björn Bellander

 
See also my following websites about Chaparral museum
Chaparral CarChaparral Car galleryChaparral MC galleryChaparral meeting 98 galleryOther objects
AJS  Triumph  Allon  ABC  New Hudson  Sarolea  Klement  FN  EBE  Henderson Exelsior Links
Page 1

Created 131026 Swedish version

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AJS

AJS 1928 at Torsong museum. Ref. 1
 AJS 1928 at Torsong museum. Ref. 1
AJS. Ref. 1
AJS. Ref. 1

Links


 A.J.S History

A.J.S Stevens

A.J.S Motorcycles

A.J.S Vintage
AJS. Ref 1
AJS. Ref 1
 
A.J.S story

The motorcycle which is 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 Mitchell 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 way 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 on this they mounted the Mitchell engine in order to test their ideas. During the time they delivered the rebuilt engine to Wearwell Cycle Co. Before this cycle production they had delivered parts like spokes, screws and nuts and other details from their production.

This firm was owned by William Clark and he understood that there were more money in  expensive products like a cycle with engine than simple cycles. Stevens Motor got the contract to deliver engines after that William 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 yearly and Steven Motors wanted of course to produce 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 Steven 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 decide 1991 to continue with their Screw Co in small scale and this will continue as far as they wish.


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Swedish version

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Triumph P1925

Triumph P1925 at Hoting MC museum. Ref 1
Triumph P1925 at Hoting MC museum. Ref 1
Triumph. Ref. 1
Triumph. Ref. 1
Triumph race. Ref. 1
Triumph race. Ref. 1

Links

Triumph historia

Triumph models

Bilsportmuseum

  Triumph P1925. Ref 1 
Triumph P1925. Ref 1
 
Triumph 1885-1983, 1990-

Triumph heritage is from the beginning a German firm founded by Sigfried Bettman, who immigrated to England from the German Empire.

Here he opened an import export firm 1883. This was, 1885, named Triumph Cycle Company. The factory was placed in the industry town of Coventry.

He also started TWN in Germany. 1902 the first motorcycle was produced with a Belgian engine. Triumph has a very up and down history and among, it went bankruptcy during time between wars.

Bettman disappeared from the board 1933 and Jacob Sangster bought the company 1936. The mark Trumpf-Adler office machines was a cooperation between Triumph and Adler.

During the period after WWII when the English taught Japan the last things, how to build a motorcycle frame, the whole English motorcycle industry was outclassed.

Government money was put in the industry to keep the production to continue and despite more money and joining companies the production decreased.

As the last death the unions didn't accept a movement of production and the company Norton-Villiers-Triumph went bankruptcy 1983.

The mark Triumph became in private hands and 1990 new production started.


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Swedish version

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Allon


Allon footrest. Ref 1
 Allon footrest. Ref 1
Allon. Ref. 1

Allon. Ref. 1

Links

Allon timeline
 

Allon. Ref 1
Allon. Ref 1
Allon

Alldays & Onions built motorcycles in Sparkbrook England between years 1903 and 1915. Villiers engine were used.

One can follow the firm way back into 1800, as Alldays & Onions Pneumatic Engineering Company i Birmingham. They built cars 1898 and their first mc came 1903.

After 1915 Alldays moved to Small Heath and sold a new mc with the name Allon up to 1927. 

During WWI mainly mcs were built. The company then changed name to Alldays Peacock.

Enfield had more than 10 years birth process. It started in the beginning of last decade of 1800.

This ended with bankruptcy 1907. Bankruptcies is a possibility for others to take over a production cheap.

Alldays and Onions, is a name which assume an import firm. This import firm bought Enfield company after bankruptcy.

1910 they started to produce motorcycles which many else use an imported engine. In this case a Motosacoche and later JAP engines.


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Swedish version

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ABC

 ABC. Ref. 1
ABC. Ref. 1
ABC. Ref. 1
ABC. Ref. 1

Links

ABC MC

ABC pictures

ABC engine pic.

All British Engine

ABC MC brand

Granville Bradshaw

Toroidal motor

MC med Bi-rotary motor

ABC. Ref 1
ABC. Ref 1
 
ABC

The motorcycle ABC firm went many curious ways during its lifetime. It started 1912, or maybe earlier. The company All British (Motorcycle) Co was established by Ronald Charteris.

The meaning was to construct and produce a piston engine. It was the way at that time. Ronald's best friend Granville Bradshaw was a helping hand. He was the one supposed to do the work.

Granville was one of the best engineers at that time. One must remember that he had ideas far ahead. There were no production equipment to be able to machine his ideas. But often it showed that his constructions could not stand the strains.

Granville got first a task to construct some details for Douglas engine. This became a success and the cycle put a new record on Brookland track.

The most successful engine construction was made 1920. It was a two cylinder engine with cylinders opposite each other mounted along.

This type was then used in all ABC machines. It is also assumed that this engine gave Max Friz at BMW the idea for their engine 1926.

ABC established in Hersham. WWI also started. Bradshaw had since his teenage been interested in air planes. He had also constructed one, Star Aircraft. He also piloted this himself. The engine normally at that time was the rotation engine. The English model was constructed by Bradshaw.

An aircraft factory Sopwith took care of the production. Sorry to say this engine was not good enough, but it was mounted in lots of aircrafts like Sopwith Camel. This was a well known plane during the war. If you read Biggles this was the best plane on the western front. The air craft had an engine that was kept high, but anyway it had an unsure running. The problems were so big that development was taken over by RAE, situated in Farnborough. Sopwith Camel got instead the French  Clerget or Rohne engine. ABC was as a private company a part of Sopwith and produced a smaller amount of MC:s during the war.

After the war the need for aircrafts and rotations engines disappeared. Sopwith now search for a product to produce, instead of dismissing their employees.

The ABC company was bought by Sopwith. ABC had laid in fallow during the war. The old two cylinder engine woke up 1919. This motorcycle was a construction of it's time, but anyway very advanced.

The engine was an overhead valve and the cycle got front fork with plate spring. Even the rear wheel got plate spring.

The difference between the later BMW was that  ABC had chain drive and there was no kick start. To get the mc engine to start one had to push it. Through developments some new things were mounted on later models.

Sopwith were going to produce it and 3000 copies were made. They had on the other hand no control of the costs. The mc was sold for £70, but this rose to £160, but to pay cost Sopwith needed £300. The culture in the company  was so that they didn' care about money. This was a result of a total out of economical control from wartime. BMC had the same culture when producing the minis.

Endles troubles with the engine made that selling ceased. The only thing was to close down the Sopwith company.

The owners started however a new aircraft company Hawker. This company produced a famous fighter aircraft Hawker Hurricane till WWII. Post war came Haker Hunter which Sweden also bought.

ABC now changed policy to produce aircraft engines, smaller cars and motorcycles. The main part was the 2 cylinder engine.

The ABC motorcycle production was closed down 1923 and Bradshaw became consulting engineer. This made that he was free to sell his own constructions. First he got mission for an engine to Panther mc. But he had something else to earn money on. That was play machines.

After WWII Bradshaw worked with odd  engine constructions. These have today 2000 come so far that they may be commercial. This was called toroidal engines. See link.

Bradshaw had many fantastics constructions, but few came so far that they could pay their cost. At  Malmo Technical musem there is an prototype for a Swedish aircraft engine designed for Swedish B17 bomber. See also the link Birotary. This type of engine is normally used for hydraulic engines.

Bradshaw sold production right to Gnome & Rohne in France. Here they produced their version up to 1925. Even in Berlin there was a license holder by ABC, although without cooperation with Bradshaw.

Granville Bradshaw past away 1969. 


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Swedish version

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New Hudson

New Hudson. Ref. 1
New Hudson. Ref. 1

Links

New Hudson

New Hudson. Ref 1
New Hudson. Ref 1
 
New Hudson

This mark started as many other with production of cycles. Their factory was placed in the industrial district of Bermingham.

The man behind was Georg Patterson and he started 1902. Anyway he didn't succeed to please his customers and the production was down till 1910 and also during WWI.

New Hudson was always accurate to show their product at race arrangements and try to make good result. But it was not always successful. The company had thought not sufficient financial resources.

Then when depression struck the world the production of motorcycles ceased 1932. In order to just get some money he continued with pedal cycles. They also produced parts for Girling brake system.

During WWII they started with 98 cc motorcycles and Villiers engine. The cycle production was bought by BSA 1943. The name New Hudson was kept. They lost support production of car parts when Girling was bought by Lucas.

Left was only stock selling for New Hudson, only that the parts were produced by BSA.


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Swedish version

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Sarolea
 
Sarolea. Ref. 1

Sarolea. Ref. 1


Links

Private Sarolea

Sarolea. Ref 1
Sarolea. Ref 1
 
Sarolea 1850-1956

Sarolea was founded 1850 as a company working with parts for weapons and bicycles by Joseph Sarolea. He died 1894 but was succeeded by a very energetic man who managed the firm till 1949.

During the time between the wars several models were announced on the market. These had 350 to 600 cc.

The  company returned after the war but at that time the will to fight for selling was gone and the merging with FN was established.

The last type was a 2 cyl 600 cc named Atlantic. Very handsome. During this time Sarolea as a mark disappeared in the middle of 1950.

In Sweden there was Fleron that was the main importer with it's founder Axel Löfström.


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Swedish version

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Klement. Ref. 1
Klement. Ref. 1
Klement. Ref. 1
Klement. Ref. 1

Links


Laurin & Klement

Vaclav Klement
Klement. Ref 1
Klement. Ref 1
 
I can't identify this mc. May be it is a Klement. In that case one can suppose it is made by Klement & Larin factory later merged to Skoda. The Laurin & Klement factory late became Skoda.

 

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Swedish version

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FN

FN. Ref. 1

FN. Ref. 1

Links

FN History

FN Motorcycles

FN. Ref 1
FN. Ref 1
 
FN 1902-1965

FN was a company which was established just nearby Sarolea in the Belgian town of Herstal.

Here they started to manufacture, what all other firms did, bicycles and motorcycles. The bicycle from FN had the curiosity to be driven by a prop shaft instead of a chain. This bicycle was on the market 1898.

The first real motorcycle came 1901. It had a 133 cc motor and was driven by a riveted leather strap for "chain".

The engine capacity was successively increased from 133, to 188, 300, 347 to a four cylinders engine with 748 cc. By this reason it was called Type 700.

FN is known for its unusual front spring construction which came after the WWI. They had bought the it from Switzerland.

1959 FN produced their own mopeds with several different names. For ex. the sport model Rocket. Together with Sarolea they designed a type S.

1967 the last moped left the production line of FN.


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Swedish version

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EBE

One early EBE at  Gråfors collection. Ref 1
One early EBE at Gråfors collection. Ref 1
EBE. Ref. 1
EBE. Ref. 1


Links

EBE. Ref 1
EBE. Ref 1
 
EBE

In city of Åmål 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 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 this was very light. Only 47 kg.

EBE Sport at Eds MC museum. Ref 11924 Lindkvist had a new engine with 175 cc and this type was bought by Princes Carl and Bertil, 1926.
(EBE Sport at Eds MC museum. Ref 1).

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

EBE factory could not survive only with motorcycles. They also worked with machine production such as springs 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 Triumf. 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

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Excelsior

Excelsior. Ref. 1
Excelsior. Ref. 1
Excelsior. Ref. 1
Excelsior. Ref. 1
Excelsior. Ref. 1
Excelsior. Ref. 1

Links

Excelsior/Hendersson. Ref 1
Excelsior/Hendersson. Ref 1
 
Henderson/Excelsior USA

William Henderson was one of the brothers whose father was vice President in Winton Motor Car Company.

William got his education here and became interested in motorcycles. His father was not pleased with this because he found that it was no long term money in motorcycles. Despite this William got money from his father to start his company Henderson & Co. Here he designed his 4 cylinder engine and it was mounted into a mc frame.

The production was modest and when his design became known he realized that he needed more money to get the production resources. Therefore he sold his motorcycle concept to Excelsior in Chicago.

Here William became chief engineer. In the end of 1918 the brothers got tired on Excelsior and instead started their own firm ACE in Philadelphia.

Here he built a new four cylinder engine. This one was not allowed to have any part alike his old engine.  It was good success and the future looked good. Unfortunately William died in a motorcycle accident when a car hit him test driving a new cycle 1922.

This was very ill-timed when a new cycle was on the way to be launched.

Now it was shown how important William was for the firm and it was declining. At last there was nothing more to be done than to sell. Indian bought the ACE license 1926.

The motorcycle was now built under the name of Indian up to 1943.

At  Henderson a Swede were working. He handled the competition organisation. His name was Helmer Pettersson. He would later in the 30, 40 and 50th be an important man when Volvo established it's production 1927.


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Swedish version

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Chaparral museum 2015
MC part

Mopeder. Ref. 1 Mopeds. Ref. 1 Overview. Ref. 1
Overview. Ref. 1
Overview. Ref. 1
Overview. Ref. 1
Overview. Ref. 1
Overview. Ref. 1
Mopeds. Ref. 1
Overview. Ref. 1

Links
The modern part of MC:s. Ref 1
The modern part of MC:s. Ref 1
MC:s on upper level. Ref. 1Ural. Ref. 1
MC:s on upper level. Ref. 1, Ural. Ref. 1
Monark. Ref. 1Speedway bikes. Ref. 1
Monark. Ref. 1, Speedway bikes. Ref. 1
 
I devide the museum in the old part that was much mored serious and the newky bought mc:s. The old collection was moved but was still situated in the old part of the museum. It seems that there was no plan for this. The first collection is shown above. The first pictures shows mc:s froom 1960 and later. There were also cycles in the upper floor. I found it very interesting  so it became separate photoes. There are one Ural, I think, one Monark Blue Stinget 250 military and one Speedway cycle of older date, surely found in a the dark place of Småland.
The result has been sorry to say not a serious museum or Chaparral better know what visitors want to see.

Other Cars MC museums in this website
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AUDI Ingolstadt
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Pictures from the following owners have been used in
bjorns-story.se with the necessary agreements:   
Referens 1: ©Björn Bellander 
 bjorn.bellander(at)telia.com
Reference 39: © Hasse Carlsson Signalhornet

 
Website about Chaparral MC museum
 10 pages.

© Copyright Björn Bellander  2006-