Chapter Five Part Four

We now turn to motorcycles and first a look at Sunbeam in1927. The company’s range of machines were now fitted with a modified exhaust layout. The traditional transverse silencer at the front had been moved to the left hand rear, as on the majority of bikes. A new design of fork was also introduced. There had been a number of fork failures in the 1926 T.T. and a much improved Druid pattern was developed. A clear example of how racing improved the breed. It is said that these new forks were the best girder type ever fitted and that they were superior to some of the much later Tele forks. Wired on tyres were also fitted to most new Sunbeams.
During l927 a new Sunbeam model came out with a 70 x 90mm overhead valve, 347c.c. engine and was listed at £69.6s.0d.(£69.30).

Other models were as before but the 85 x l05.5mm, 599c.c. side valve had been reduced by £10 and now sold for £84, whilst the sidecar outfit now cost £110.5s.0d. (£110.25), a reduction of 12guineas (£12.60).

From their Graiseley works A.J.S. also offered a fine and comprehensive range of machines starting from the Kl2, a 248c.c. sidevalve machine listed at £39.17s.6d. (£39.88) to the Kl, 799c.c. sidevalve ‘V’ twin sidecar outfit at £95. There were also some very fine overhead camshaft models on offer.

Howard Davies was achieving reasonable sales for his HRD machines, and about 40 people were employed at his Fryer Street works. They turned out some very fine quality sporting machines including what must have been the ideal of any speedman, the 500c.c. Super 90 T.T. Replica. It was fitted with a Duplex frame and single port ohv JAP engine and although reduced from the previous year by around £8 it still cost a hefty £94.10s.0d.(£94.50). A twin port 600c.c. ohv JAP engine could be fitted for an extra 5 guineas (£5.25). Equipment on this model included Webb forks fitted with steering dampers, racing knee grips and a route card holder on top of the tank.

There were three other models all prefixed by the "Howard Davies" name. The 75 had a 490c.c. ohv engine with cylinder dimensions of 85.5 x 85mm and cost £63.3s.0d. (£63.15). The 80 included a twin Port 344c.c. ohv engine and sold at £78.15s.0d. (£78.75). Some side valve machines were also offered, the 596c.c. model being listed at £65.2s.0d. (£65.10). HRD also offered a very attractive “Launch” sidecar with a fabric covered boat shaped body and a flat deck, with a cowl ventilator and a small flag staff at the rear.

It appears that at this time Diamond were in the doldrums, their range being reduced to just one model, which they continued with detail improvements until 1928.

Having dealt briefly with production machines we again turn to the sporting side and take a quick look at A.J.S. and Sunbeam machines in trials.

The great George Dance won the Reliance cup for best performance in the Reliance Cup Trial, where Sunbeam riders also won the Trade and Club team prizes as well as two silver cups. The premier award and team prize also went to Sunbeams in the Power Cup Trial, whilst in the Lancs Grand National and in the North East Rough Riders Trial the premier award in each went to Sunbeam rider Alec Jackson. In both events Eddie Flintoff was runner up on a Sunbeam.

Among A.J.S. trials success we can list all of their machines entered in the London to Edinburgh Trial. They all finished and received Gold medals. A.J.S. also achieved the best performance of the day in the Traver's Trophy Trial with a 350c.c. combo, and for the third year the Premier award. Other successes included best sidecar performance in the Kickham Trial, two premier cups and six gold medals in the Colmore Cup Trial. In the London to Lands End no less than 13 riders of AJs received gold medals and major awards were won in the International Six Days and Scottish Six Days Trials.

A.J.S. also had many successes in speed events as far afield as India, South Africa, Egypt and the USA. In Europe Jimmy Simpson won the European Grand Prix in Germany by no less than 30 minutes, and also the Swiss Grand Prix, Belgian Grand Prix and Austrian Grand Prix. In the first two he set the fastest lap on his 349c.c. overhead camshaft machine and at home he won the Brooklands G.P.

It will have been noticed that Simpson had been riding an overhead cam machine. Though the 'Big Port' AJS was still a very fast and competitive motorcycle, it had been beaten in the 1926 Junior T.T. by a Velocette with an overhead camshaft. Other manufacturers including Norton were developing engines with this valve layout, so the Stevens Brothers decided they would need overhead cam engines for their works machines. As we have seen above, this was the right thing to do.

The task of designing the new engine went to Chief Engineer Phil Walker. He positioned the camshaft across the cylinder head and operated it with a chain drive that was kept in tension by a Weller device. The oil pump was mounted on the outside of the aluminium drive chain cover. The specification included dry sump lubrication and caged roller big end bearings. Very deep fins were cast into the cylinder head.

Before the European races the cammy AJ had appeared in the Isle of Man for the 1927 T.T., where Jimmy Simpson managed to take third place in the Junior race. Notwithstanding this and the successes on the continent the Stevens brothers were none too happy with the new engine. Whilst it was reliable, it did not have the speed that was required and so for 1928 they would revert to pushrod operated overhead valves. The four speed gearbox was also dropped in favour of a three speed model.

9 A.J.S. machines were entered for the 1927 Junior T.T. along with 3 HRDs and 4 Sunbeams. HRD machines were being produced and sold in reasonable numbers and many owners were keen clubmen, who used their mounts in competitions with little if any support from the works. Amongst numerous successes there were race wins in Germany, Japan and Australia, whilst in the London to Exeter Trial all three HRDs entered received gold medals.

For the 1927 Junior the three works entries were led by the redoubtable Freddie Dixon who had been keen to ride the Wolverhampton machines. He modified his machine in a number of ways including upright handlebars, a back rest to the saddle, footboards, and windscreen. Strange fittings for a racing machine, but Dixon was an individualist. The Sunbeams had been improved and many enthusiasts thought they could do well with Dodson expected to put up a good show. The firm favourite was Wal Handley on his Rex Acme and from the start of the race it looked like a runaway win, as he led by a good margin. He continued in the lead for the first six laps and set a new Junior record of 68.18mph. With only 20 miles to go the Rex cried “enough” and Wal was sidelined to allow Dixon to go into the lead. He went on to win by something over 8 minutes from Harold Willis on a Velocette and the A.J.S. of Jimmy Simpson came in 3rd. Simpson was indeed lucky to have finished, for whilst travelling at around. 80m.p.h. he struck a stray dog. Jimmy managed to stay aboard the AJ and continued at unabated speed. As a result of the bump a chain guard came adrift and got entangled with the chain. Jim stopped and dropped it off with his bare hands and then continued to claim his third place, a very good effort. Freddie Dixon's winning time of 3 hours 55minutes 54 seconds (an average speed of 67.l9m.p.h.) was a Junior record.

Other Wolverhampton machine placings were for A.J.S. South African rider L.R. Cohen who came in 8th, Syd Jackson finished 13th and J.E. Wade finished in 15th place. Tommy Spann and A.G. Melrose were 17th and 19th on Sunbeams and the other two HRDs retired. As no Wolverhampton machines competed in the lightweight classes we shall now look at the Senior. Although there were 15 Wolverhampton made machines in the race the results would not be to good for them. Riders included Jimmy Simpson, Charlie Hough and newcomer to the AJ Team, Aussie Arthur Simcock.

HRD was represented by Howard Davies, C.P. Wood and Junior winner Freddie Dixon and on Sunbeams were Graham Walker, Charlie Dodson and Dick Birch.
Whilst the Wolverhampton teams were formidable,  Nortons were now in the ascendancy and with such jockeys as Stanley Woods and Alec Bennett on works machines the Birmingham marque had to be favourite. From the start the two star riders dominated the proceedings, though by lap 5 Woods had a 4 minute advantage over his team mate. The Irishman then had to retire with mechanical trouble and Alec Bennett went on to win his third Senior T.T. by just over 9 minutes from Jimmy Guthrie riding a New Hudson, the Scotsman’s first T.T. placing. 3rd spot fell to Tom Simister on a Triumph. Bennett's time had been 3 hours 51 minutes 42 seconds, an average speed of 68.41m.p.h. Woods had set a new lap record at 70.9m.p.h.
Of the Wolverhampton machines Graham Walker had the best result with 5th place. Dodson on a Sunbeam finished in 8th place and Dick Birch, also on a Sunbeam came in 16th. A.J.S. riders George Rowley, Charlie Hough and R.F. Parkinson came in 9th, 11th, and 15th respectively. Freddie Dixon took 6th spot on his HRD but both Howard Davies and Clarrie Wood retired. A pity as this was his last appearance in an Isle of Man T.T. Davies had been a great rider and had stamped his name on T.T. history.
It was also the last time an official works HRD would be seen in the Island races. Soon after, the HRD company went into voluntary liquidation. At this time a chill wind was beginning to blow through the motorcycle industry and all manufacturers were feeling it. Of course it hit the smaller and specialised firms harder. To add to the economic pressures of the day, the press launched one of its frequent vendettas against motorcycles in general and in particular against powerful sporting machines.
This hit HRD sales hard and without enough capital to fall back on there was no alternative but to end production. A great pity for in its short life the HRD had blazed its name across the motorcycle world and brought fame and prestige to its home town of Wolverhampton. Gaffer Howard Davies was one of the greats of motorcycling with a fine record of successes as a rider and manufacturer.
Eventually the name was bought by Phil Vincent and production moved to Stevenage and the Vincent HRD was born After the closure of the Fryer Street works Howard Davies had various jobs in the motor trade, working for amongst others Alvis, and Star and Swallow Coachbuilding, but all in all he was very unfairly treated and died of cancer in 1973. It is ironic that he and Phil Vincent were not to meet until both attended a Vincent Owners Club function in 1969.

Having digressed to consider the end of HRD production in Wolverhampton we shall now look at the report of the 1927 Amateur T.T. The T.T. attracted 75 entries, 21 more than the previous year. It included twenty three 350c.c. machines, 12 up on 1926. This gave the organisers food for thought regarding the putting on of a separate race for the Junior machines. The race day was very wet, even worse than 1926 and there were 6 none starters. The race included 4 A.J.S. machines, 3 HRDs and no less than 13 Sunbeams.

The race was run in atrocious conditions and won by Tim Hunt, riding a Norton in a time of 3 hours 53 minutes 55 seconds, an average speed of 57.66m.p.h. Hunt also made the fastest lap at 60.46m.p.h., a very good effort in the prevailing conditions. Best placing by a Wolverhampton machine fell to W.H.T. Meageen riding an HRD, who took 7th place. Dick Birch came next in on his Sunbeam and only 25 of the 69 starters completed the course. The finishers included 6 Sunbeams, 5 HRDs and 2 A.J.S., not bad at all.

Between the two Isle of Man races came the Ulster Grand Prix in which Wolverhampton machinery had so far not done at all well, however things were about to change.

The 1927 Ulster was the first occasion when a massed start had been used, and in the 350c.c. class Charlie Dodson on his Sunbeam dominated the race, leading from start to finish, to win with a time of 2 hours 51 minutes 54 seconds. This was at an average speed of 7l.55m.p.h.,  the first ever above 70m.p.h. 2nd place fell to Charlie Hough who brought his AJS home, 7 minutes and 3 seconds behind the winner.

The Wolverhampton riders did not figure in the 500c.c. race. It turned into a three corner dog fight between Jimmy Shaw on a Norton, Frank Longman now riding a Rudge and Stanley Woods, also on a Norton. At the end they finished with less than a minute between them.

Before going on to 1928 we shall look at yet another Guy Motors vehicle that was ahead of its time. Over the past few years, six wheel, double decker, long distance coaches have become a familiar sight on our motorways. There is nothing new in this, its all been done before, but in a much smaller way. As we have seen the Guy six wheel passenger service vehicle was proving popular with major operators. Customers included Land Liners Ltd. who proposed to run a regular service between London and Manchester. Full fronted double deck bodywork was fitted to the Guy FCX72 chassis which had accommodation for 44 passengers. This could be converted into 21 sleeping berths for an overnight journey and included toilet and catering facilities. You could even have bacon and egg on board. There were no motorways then and the journey time was ten hours. The fare for a daytime journey was 23 shillings (£1.15) and an extra seven shillings was charged for a night journey, making it £l.l0s.0d.{£1.50). Guy were also developing a new two axle double deck bus chassis, as this configuration was getting popular with operators.
We now come to 1928 when there would be some changes in the Wolverhampton motor firms. Although Star only produced around 20 cars per week, it must be remembered that they made most of the vehicles themselves, unlike many other manufacturers who bought in a large percentage of components. The Star works in the Frederick Street and Stewart Street area were very self contained but cramped. True the body building department had moved to the new site at Bushbury and other sections were following, but this was a big operation which would involve the moving of hundreds of tons of machinery and stores. Before the move had been completed however, the Lisle family sold out to Sidney Guy. The sale was by exchange of shares and it is said that Joseph Lisle received substantial compensation for not being appointed to the board. Dick Lisle was now employed as manager of the hardening shop but soon left and moved away from Wolverhampton.

Before the take over Star had been building some excellent commercial vehicles including their very fast “Flyer” coaches, which were purchased by Scottish Motor Transport amongst others. Users of Star vans included several London Stores such as Selfridges, the Daily Mail and the Express & Star. Another notable customer was the Prince of Wales (Duke of Windsor) who purchased a low loading chassis fitted with horse box bodywork by Vincents of Reading. Star also supplied a few 18/50 saloons to Scotland Yard for Flying Squad duties. It is believed that six specially tuned engines were produced for this order.

At this time there had been a few problems with cylinder bore wear and a new design of engine brought out for the 18/50. It had a quite unique cylinder block that was made of tough cast iron, suitable for the stresses involved, whilst the separate barrels were centrifugally cast in iron of special hard wearing qualities. This solved much of the problem.

Whilst Guy would continue Star car production as before, they would of course have to consider what to do regarding the commercial vehicle side of the business. They were producing an extensive range of similar vehicles and so some of the Star models were dropped, but a new 1.5 tonner with a “Flyer” engine was introduced .

These were very difficult times for the motor industry and problems were arising for Clyno.

Whilst production at the large and modern Bushbury factory continued at a high level, all was by no means well. Price cutting in the trade continued to eat into profit margins and they became dangerously low. During 1928 Morris introduced the 8h.p. Morris “Minor” to sell at £125. Clyno responded with the 9h.p. “Century” at ten pounds less. Production of 15,000 “Centurys” per year was envisaged, but it proved to be a disaster and indeed became known around the works as the “Cemetery”.

There can be no doubt it did put a few nails in the Clyno coffin. Price cutting had been applied to such an extent that the only place where more could be done was on the body work. This was carried out and a very shoddy job resulted. The car proved very hard to sell, in fact some agents even returned the demonstration models to the works and in all only about 300 “Centurys” were sold.

Perhaps here we can continue so as to wind up the Clyno story. For 1929 only two models were listed, the 9h.p. and the 12h.p. There were price reductions and the 12h.p. sold for £130, but it just could not compete with the overhead camshaft 8h.p. Morris “Minor” which sold for £l25. Although very ambitious, a 22h.p. straight eight was under development and prototypes were road tested. The end could no longer be staved off and during March 1929 a receiver was appointed and production brought to an end. Yet another famous name of both the motorcycle and car world died. Frank Smith moved to Star's nearby factory as works manager.
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