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A-C Classic Motorcycles


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1940s Aberdale 1940s Aberdale


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1920s ABG Paris Tricycle 1920s ABG Paris


This firm is almost forgotten as a maker of motorcycles (1903-1933) but is remembered for their 'King Dick' adjustable spanners whicj they also manufactured at the Tyseley works. Abingdons were reliable, sturdy motorcycles and many were exported to the colonies.


This firm is almost forgotten as a maker of motorcycles (1903-1933) but is remembered for their 'King Dick' adjustable spanners whicj they also manufactured at the Tyseley works. Abingdons were reliable, sturdy motorcycles and many were exported to the colonies.


AEE was a brand of British motorcycle from 1919 to 1925.


A.E.Reynolds was first a Scott dealer and then the man behind some very special, de luxe examples of that marquee built from 1931 to 1934. When Scott's triple failed to materialize and that firm was unwilling to take up his ideas on a series on engines based on a 125cc module he moved on to his own notions of what was to be done.

The result showed how far ahead he was thinking and the prototype was first seen in the Island during the 1937 TT period. It was still a twin-cylinder two-stroke but of 340cc and air-cooled. The engine was all-alloy with pressed-in cylinder liners and he head and block were each in one piece. The crankcase compromised four castings all well ribbed for strength and cooling, and with air passages to cool the area between the cylinders. The case had two end sections whose joint lay on the cylinder centre and the central part was split horizontally with a split centre bearing.

The production model did not appear until 1938 and by then the Amal was on a curved induction pipe, ignition was by flywheel magneto and a dynamo had appeared in front of the crankcase, where it was chain driven and in turn drove the oil pump.

For 1939 the 350 twin continued and was joined by a second model with a 249cc Villiers engine. This went into the same cycle parts and again the dynamo was mounted in front of the crankcase.

The war brought production of the machines to a halt and long after it the last half-dozen were still sitting on the top floor of the shop, dusty but mainly complete, although not all had an engine.

Aeromere Capriolo

In 1947 Aero-Caproni turned to motorcycle production, beginning with a 48cc ciclomotore two-stroke. By 1951 they were producing sophisticated and elegant little four speed 75cc fourstrokes with pressed steel chassis, later enlarged to 100cc and 125cc. Their more interesting machines included a horizontally opposed 149cc twin of 1955, and competition machines with 75cc engines using the Küchen desmodromic system of the 1920s.

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1962 Aeromere Capriolo 125 Aeromere Capriolo Image provided courtesey of

A.H. Haden Motorcycles

A,H, Haden motorcycles was a British motorcycle marque from Birmingham, England. The Haden marque was best known from 1912-1924.

Haden was originally a bicycle-making business in Hockley, Birmingham, a business first listed in Kelly's Directory in 1882, shortly before the safety bicycle was introduced in 1885. The business passed from G.J. Haden to his son A.H. Haden, who continued making bicycles from 1902-1912. The business had introduced motorcycles alongside its bicycle range from around 1906, and went into more extensive motorcycle production shortly before World War I following A.H. Haden's 1913 purchase of the Regal motorcycle company. Production for the consumer market began again in 1919, after the war had ended.

The main Haden motorcycle was marketed under the Haden name as "The New Comet", in various models ("De Luxe", "Sporting" and "Two-Stroke Combination" with sidecar). It was a long-standing independent brand, using a 293cc Climax two-stroke engine with internal fly-wheels, and the Haden A1 frame which had apparently "revolutionised the motor-cycle business in this country" (Review of Commerce). It also used parts from Villiers, PeCo, JAP, and Precision. It was entered as a standard machine in the Isle of Man TT races in 1920 (9th or 10th place, sources differ) and 1921, and secured a world record at Brooklands in 1921. The New Comet was discontinued in 1924, but from 1931 small numbers of 198cc models were produced with Villiers parts. The machine was probably named "The New Comet" to distinguish it from the earlier "Comet" motorcycle produced by the Comet Motor Works, at New Cross, London (1902-1907). It is possible A.H. Haden had bought out the owners of the earlier London-based Comet.

One fully-restored New Comet is known to exist, as of 2005.

Alfred's sons took over the business after 1937. It then became "Haden Bros.", and made tank parts during World War II. Haden Bros. continued to be well-known for making cycle and motorcycle parts, and these were sold worldwide from 1954 until 2002 when the company Folded. One of the brothers also founded the famous Haden kettle manufacturing company.


As the Abingdon this make dated back to Edwardian times but they were better known in engineering circles for their range of tools and King Dick spanners in particular.

They used their own range of ohv engines and for 1930 listed eight models. All had engines set vertically in a straightforward frame with girder forks and a saddle tank. The magneto went to the rear and the lines were rather vintage and quite conventional.

The whole range as it as for 1932, but during that year the firm stopped building motorcycles and concentrated on hand tools.


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1971 Allsport Steen 90cc 1971 Allsport Steen 90cc  


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1956 Alpino 125 1956 Alpino 125  
1960 Alpino 48 1960 Alpino 48  

Associated Motor Cycles (AMC) History

Associated Motor Cycles (AMC) was a British motorcycle manufacturer founded, by the Collier brothers, as a parent company for the Matchless and AJS motorcycle companies. It later absorbed Francis-Barnett, James, and Norton before incorporation into Norton-Villiers. AMC motorcycle history.


From his native Italy, Anzani moved to France where he became involved in cycle racing. He moved on to motor cycles and designed and built a record breaking lightweight engine. In 1907 he set up a small workshop in Paris with three staff and while they were building his engines he designed a hydrofoil powered by one of his engines and propellers.

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1929 Anzani Stayer 1929 Anzani Stayer Very rare stayer Anzani V2 ohv. engine.


Armor cyclemotors were part of the Alcyon company.

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1918 Armor 175 1918 Armor 175
1930 Armor Cyclemotor (BMA) with 100cc Zurcher engine Armor Cyclemotor This Armor BMA is a variation of the Alcyon BMA, which was known as the Alcyonette.


Locally made at Coventry, Arnos produced a comparatively small number of motorcycles between 1906 and 1914 with 249cc, 348cc or 498cc engines.

Ascot Pullin

Although it had a host of modern features (enclosed chains, hydraulic brakes and interchangable wheels) the 498cc motorcycles never gained popularity and the Letchworth factory only produced them between 1928 and 1930.


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1975 Aspes Juma 125 1975 Aspes Juma 125
1979 Aspes 125 RCG 1929 Automoto, 250sv, 250cc


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1937 Astra 1937 Astra 500cc.


Utah-based ATK made its reputation building motocross bikes with both two-stroke and four-stroke engines, most of which were sold in the States. Following a change of ownership, the firm introduced a pair of purposeful street legal Dirt Sports machines in 1994.


Austral was a French manufacturer in Paris in the beginning of the last century. It has a Zurcher engine (the same as the Alcyon).

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1913 Austral 250cc s/v 1913 Austral 250cc s/v 500cc.

It's an extremely rare machine, perhaps even the last one in the world.

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1919 Autoped Ever Ready, 155cc 1919 Autoped Ever Ready, 155cc


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Azenave Moped
Azenave Moped

An Azenave moped featuring a rigid back end and a telescopic front fork. The engine is a VAP ABG 48cc single cylinder two stroke and the specification includes drum brakes, a full lighting kit rear carrier, Luxuor headlight and Huret speedometer.

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F.E. Baker was involved with American machines in Edwardian times, the Precision make of engine and machine either side on World War 1 and the Beardmore-Precision in the early twenties. This last was too innovative to succeed and he then turned to Villiers-powered models to retrieve the situation.

In March 1930 a four-stroke was added with a 249cc James side-valve engine and this was a sign of an impending merger. Late in the year Frank Bake sold out to the James company and they went on to use his frame for some of their models.

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1927 Baker, 196cc 1927 Baker, 196cc


The Bartali concern was founded by the renowned Gino Bartali as a manufacturer of high end racing bicycles. Bartali, born on the 18th July 1914, became one of the worlds best known and successful racing cyclist's, notably winning the Tour de France in 1938 and 1948 and the Giro d' Italia in 1936, 1937 and 1946 in a career that spanned three decades and included numerous other wins in all the major races. His rivalry , both on and off their cycles, with Bianchi team-mate, Fausto Coppi, is legendary. It is said to have divided Italy into two camps, those who supported the conservative and devout Bartali and those who found Coppi's "celebrity" lifestyle more attractive. As with many sporting stars, Bartali sought to capitalise on his name following retirement, the obvious product being bicycles. Now highly regarded by collectors Bartali cycles appear to have been less successful than the man who lent his name to them, struggling to establish themselves in a crowded marketplace and are consequently rare. The 1950's witnessed a change in Italian society as the country recovered from the effects of the Second World War. Growing prosperity among the populace resulted in a surge in sales for lightweight machines encouraged by Italian vehicle regulations that were particularly kind to machines below 175cc. It is therefore not surprising that the company would endeavour to capture a slice of the booming Italian lightweight motorcycle market of the 1950's.

Production commenced in Florence during 1953 with Bartali motorcycles being offered in a range of capacities from 50cc to 160cc. The 160cc unit construction two stroke Marziano, equipped with a four speed gearbox represented the top of the range in 1955

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1955 Bartali Marziano Bartali Marziano Beautifully restored, it is finished to a high standard in black and silver. Bartali motorcycles, like their pedal powered cousins, were built to the highest standards, which undoubtedly resulted in a premium sales price whilst their low manufacturing volume made them vulnerable to the downturn in the market that occurred during the 1960's as people moved to four wheels. Production ceased in 1961 making, which combined with the low numbers built ensures their rarity today.


H.P.Baughan was a trials man first and last, involved for many years with the ACU Western Centre and ISDT selection tests. He and his staff at the works in Stroud, Gloucestershire, were more often, it seemed, organising something for the ACU, preparing reports or producing results sheets than running a business.

The firm began in 1920 with the production of cyclecars but their day-to-day business remained service and repair work for quite a while. The motorcycle began in 1928 and nearly all were built for competition.

Baughan continued until 1936 when motorcycle production ceased and the firm moved to other fields.


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1927 Bayliss Thomas 350 JAP, 350cc 1927 Bayliss Thomas 350 JAP, 350cc


This was an experimental model built to appear at Olympia and unusual in that it was a lightweight with shaft drive. The prototype was made by Berwick Motor Company of Tweedmouth on the east coast of Northumbria but a move was then made to Banbury, where preparation for production was put in hand.

The engine was a modified Villers and it was intended to offer both 247 and 343cc sizes. To suit the shaft drive it was turned so the crankshaft lay along the machine and this was extended to drive the three-speed gearbox bolted to it. The clutch went in a flywheel between the two and the flywheel magneto at the front. The cylinder was mounted vertically with the carburettor at the rear and the exhaust on the left.

The gearbox had hand-change and its output shaft went on the right. A universal joint attended to the alignment and the shaft itself was enclosed. It drove an underslung worm at the rear wheel.

The effect was one of unit construction and it went into a duplex frame as most such did. This had a fabricated headstock with the two tank rails and two downtubes both emerging from the base of the gusseted area. The first ran nearly straight back to the rear wheel and the second went down and under the power unit to the same point. A massive section of the rear mudguard went between the two pairs to brace them and act as a seat stay. Sadly no more was heard of this interesting design.


Powered by the 70bhp, 1300cc flat-four engine normally found in a Ditroen GS car, the French-built BFG was intended.

Bilyard & King

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1924 Bilyard & King 3 1/2 hp, 500cc 1924 Bilyard & King 3 1/2 hp, 500cc


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1958 Binz S50 scooter 1958 Binz S50 scooter Made in Germany, one of only 1800 made.


In the early days of the 20th Century Blotto Brothers had a good reputation in France for commercial delivery trikes so it was only logical for them to branch into motorized versions.

Bradbury & Co., Wellington Works, Oldham, were well known in veteran days for building some very sturdy motorcycles with a rather extraordinary feature: the crankcase of the motor was brazed into the frame! This feature dates back to the early days of the company's motorcycles, but not back to the absolute beginning. The first Bradbury motorcycle advertisement I have seen appeared in The Cycle Trader on 10th January 1902.

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1929 Blotto Auto-Tri Triporteur 1929 Blotto Auto-Tri Triporteur

This Auto-Tri - powered by a prototype 350cc Anzani engine - was one of the first.

3-wheeled commercials were known as triporteurs. And, in France, since the earliest days, there was a tradition of annual races of triporteurs through the streets of Paris.

Blue Bird Cycles

Bradbury & Co., Wellington Works, Oldham, were well known in veteran days for building some very sturdy motorcycles with a rather extraordinary feature: the crankcase of the motor was brazed into the frame! This feature dates back to the early days of the company's motorcycles, but not back to the absolute beginning. The first Bradbury motorcycle advertisement I have seen appeared in The Cycle Trader on 10th January 1902.

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1920 Blue Bird 1920 Blue Bird This picture was kindly provided by
1920 Bluebird BlueBird
Engine: 6hp JAP 50o V-twin, 770 cc
Lubrication: Best and Lloyd drip feed and hand pump, total loss
Ignition: Splitdorf magneto, chain driven
Carburettor: Brown & Barlow fitted
Transmission: Direct belt
Frame: Healing fittings. Druid Mark 2 fork
Wheels: Healing 26x3 beaded edge
Brakes: Single shoe acting on belt rim
Tanks: Combined petrol/oil, Edwards Brothers (EB), Melbourne
Builder: A. G. Healing, Melbourne
Original Finish: Frame black enamel. Tank with blue panels with Blue Bird in yellow script. Yellow pinstripes. Nickel wheel rims and hubs, handlebars etc.

BM Bonvicini

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1961 BM Bonvicini, 50cc 1961 BM Bonvicini, 50cc


Notable for its vast length and for being designed to carry three people, the Bohmerland was produced in Czechoslovakia between 1923 and 1939. Designed and built by Albin Liebisch, the Bohmerland was powered by a 600cc, 16bhp single-cylinder engine. As well as the long wheelbase "Langtouren", with its rear pannier fuel tanks, there was a shorter Jubilee model, and a sportier bike called the Racer.


The 1973 Border Bandits fabricated and built by Rob North of Triumph Triple fame. One of the first mono shock motorcycles ever built if not THE first. Rob used a auto leveling shock from a citroen car. It runs on around 1800 PSI of oil and came with a custom pump also built by Rob. The amazing thing was that after 15 plus years in a storage closet in Robs shop in El Cajon California the thing STILL had pressure in it!

The power plant is a AT1 Yamaha motor the frame and most other components were built or modified by Rob and Ward Ring acting in partnership.

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1973 Border Bandit 125cc 1973 Border Bandit 125cc


The Bown moped was actually a German Hercules with Sachs engine. It was also badged in Germany as a Triumph (Triumph Werke Nürnberg). Although the period advertising mentioned nothing of this heritage, re-badging and re-assembling German or French mopeds as British was a viable proposition - mainly because German machines were well-made and already had an established track-record, while re-tooling to manufacture a completely new British moped was a very risky concern (as many other companies discovered to their cost).

Bradbury & Co., Wellington Works, Oldham, were well known in veteran days for building some very sturdy motorcycles with a rather extraordinary feature: the crankcase of the motor was brazed into the frame! This feature dates back to the early days of the company's motorcycles, but not back to the absolute beginning. The first Bradbury motorcycle advertisement I have seen appeared in The Cycle Trader on 10th January 1902.

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1950s Bown Moped Bown Moped



Bradbury & Co., Wellington Works, Oldham, were well known in veteran days for building some very sturdy motorcycles with a rather extraordinary feature: the crankcase of the motor was brazed into the frame! This feature dates back to the early days of the company's motorcycles, but not back to the absolute beginning. The first Bradbury motorcycle advertisement I have seen appeared in The Cycle Trader on 10th January 1902.

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1902 Bradbury Minerva 1902 Bradbury Minerva This picture was kindly provided by
1903 Bradbury Peerless 1903 Bradbury Peerless This picture was kindly provided by
1904 Bradbury Peerless 1904 Bradbury Peerless This picture was kindly provided by


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1949 Breda, 65cc Breda

British Anzani

This company was a builder of engines rather than complete machines but did produce a prototype in June 1939 that was interesting because it foresaw a post-war trend. This was the clip-on, which attached to a standard bicycle and thus took the work out of travel. It had a short boom period post-war along with the autocycle, although both were swept away in time by the moped.

At the time British Anzani were themselves too busy to contemplate production and then came the war. Thus no more was heard of the unit but it was an interesting foretaste of what was to come to satisfy the demand for transport at the lowest cost.


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1913 Bullock Precision 1913 Bullock Precision Veteran motorcycles with overhead valves are rather rare, but it seems that a number of Australian-assembled motorcycles used ohv Precision motors. This Bullock - a product of the Bullock Cycle Works in Adelaide - uses the 2 3/4 hp version in pure Sun cycle parts.This picture was kindly provided by
1915 Bullock Precision, 4hp 1915 Bullock Precision, 4hp the bike uses the "Big 4" Precision motor and an Armstrong 3-speed hub gear. An interesting feature is the hand starter fitted adjacent to the rear wheel; the plan being to spin the motor over via the rear wheel and belt while the machine is on the stand. This picture was kindly provided by
Bullock Vintage Bike Bullock Vintage Bike  

Busy Bee

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1952 Busy Bee 1952 Busy Bee

The only way to obtain one of these unique cyclemotor engines was to make it yourself. Because the Busy Bee was never sold as a complete unit.

If you were a magazine enthusiast in the early 1950s, and also had some basic engineering skills, you could manufacture your own cycle-attachment engine!

The 'Busy Bee' was a rear-mounted cycle-attachment that you could manufacture on your Myford lathe thanks to a series of articles in the 'Model Engineer' magazine, a periodical that helped you make all sorts of engines to fit into model applications.

The series introducing the 'Busy Bee' started with issue dated 29th March 1951 (the relevant articles are reproduced below), and continued in alternate issues throughout 1951 (volumes 104 and 105).

Quite a few of these home-built clip-on engines were manufactured and - perhaps surprisingly - some of are still around today.


One of several Japanese firms that built bikes heavily based on British singles and parallel twins in the 1950s, Cabton failed to survive the more competitive decade on the 1960s.


This make first appeared in the early 1920s and sold in small numbers as it was not widely advertised. Models built used bought-in engines and other components in a similar manner to many others and in 1930 were typified by the 500cc DP with Sturmey-Archer engine, hand-change and chrome-plated tank.

The make then dropped from sight but reappeared in 1937 when it was one of a number of firms that used the 122cc Villiers unit-construction engine to build a lightweight machine.

The model was just what the commuter needed and this proceeded into 1938 without change, while for 1939 all that appeared was a choice of tyre sections. It was the same for 1940 but production then ceased and did not start up again post-war, when Carlton returned to the bicycle industry they had always been in.


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mid 1930s Carter Model E, or late Model D mid 1930s Carter Model E, or late Model D 48v motor.


Louis Cazenave started making bicycles around 1900, in Belin, Gironde. Small motocycles were added to the product range, probably in the late 1920s. Cazenave cyclemotors were introduced to the public at a trade show in 1950, among the 25 Cazenave bicycles on display stood a Cazenave cycle sporting a VAP4 engine and engine covers.

By 1954, Cazenave had seven models on offer, two having monotube girder frame and roller-drive engine below the pedals. In 1964, Cazenave took over Paloma and VAP (which had recently lost the support of ABG), and all production moved to Belin.

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1961 Cazenave Model 421 Moped Cazenave Model 421 Moped Rare French moped.
1961 Cazenave Moped 1961 Cazenave Moped

ABG VAP 57 engine.

Cazenave’s gimmick in Great Britain at the time was its price - under £40.


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1952 Cerbiatto Mosquito Cyclemotor 1952 Cerbiatto Mosquito Cyclemotor A rare Italian lightweight, powered by the renowned Mosquito engine.


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1972 Chapparal 100cc 1972 Chapparal 100cc  


This Wolverhampton company announced two models for the 1939 season. Both were powered by Villiers engines, one of 98cc with a two-speed gearbox and the other a 122cc unit-construction motor with three gears.

The machines were available with rigid frames or with rear suspension and came complete with speedometer, rear carrier and horn. Production only lasted a few months, after which the make vanished from the lists with few bikes built.


Chiorda Italy, made bicycles and mopeds. Taken over by Bianchi.

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1972 Chiorda MO Gyromat 40 1972 Chiorda MO Gyromat 40 48cc.


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1953 Cimatti 125 Cimatti classic bike  
1966 Cimatti Moped 1966 Cimatti Moped  


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1968 Clark Scamp 1968 Clark Scamp 48cc. The Clark Scamp was made at Binstead on the Isle of Wight for only about a year in 1967 - 68. Few survive.
1968 Clark Scamp Clark Scamp Clark Scamp History.
Clark Scamp Clark Moped This rare 49cc moped was made on the Isle of Wight.


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1974 Cooper 250 Enduro 1974 Cooper 250 Enduro  



The Corah company was established in Kings Norton, Worcestershire during 1908. Their first machine, a 2.5hp single was displayed at the 1908 Stanley show and was rapidly followed by a 3.5hp and 3.5 and 6hp twins. By 1910 the range had been revised to include three JAP engines with the option of a two speed P&M gear. The following year saw the adoption of a new engine designed in house featuring a rotary valve and shaft drive, however, this does not appear to have been particularly successful as the company reverted to JAP power units, continuing with these until production ceased in 1914.

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1914 Corah

This example, featuring a direct belt drive and a side valve JAP engine displacing 500cc is offered in usable condition with much of the finish either being original or from an early restoration. It is fitted with a rear carrier equipped with leather fronted toolboxes and a full lighting set.

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Coventry Premier

The Coventry Premier was a British car and cyclecar manufacturer based in Coventry from 1912 to 1923.

The company can trace its origins back to 1876 when Hillman and Herbert was founded as bicycle makers. William Hillman went on to set up his own Hillman car company in 1907. Hillman and Herbert changed its name to the Premier Cycle company in 1892 and added motor cycles from 1908 and a cyclecar in 1912. This had a 998 cc air cooled V-twin engine and chain drive to the rear axle. A proper light car designed by the works manager G.W.A. Brown, who had been with Talbot, was added in 1914 with four cylinder engine of 1592 cc and shaft drive.

The company changed its name from Premier to Coventry Premier Ltd in November 1914. Testing of the 4 cylinder car continued during the war but when peacetime production restarted in 1919 it did not appear. Brown had moved to Arrol-Johnston in 1917. Instead the company launched the 8 hp Super Runabout two seat, three wheeled cyclecar with 1056 cc, water cooled, V twin engine, shaft drive to a rear mounted gearbox and chain drive to the rear wheels.

In 1921 Coventry Premier was bought by Singer and the three wheeler was replaced by a four wheeled version using the same engine but now having the gearbox combined with the rear axle eliminating the chain drive. In 1923 the badge appeared on a basic version of the Singer Ten. The name was no longer used on cars from 1924 but bicycle making continued for a few more years.
About 500 three wheel and 1200 four wheeled cars were made.


This make of bike was first seen in 1919, with the flat-twin engine type they always used and had built for others from 1911.

By 1930 they had two engines, a 499cc ohv and a 688cc sv. In addition to the two road models there was also a speedway bike powered by the 499cc ohv engine and suitably modified for the sport.

For 1932 the 499 ohv model took the name Royal Grand Sports and the speedway bike became Dirt Track No. 1. There was also a No. 2 and this had a 600cc ohv engine. For 1933 this was taken to its logical conclusion and went into a second version of the Super Six, while the 499cc ohv and two Dirt Track models al continued.

None of this lasted long, the days of the flat twin in Speedway had passed and the road models were looking very vintage and had few changes. For 1934 the range was down to two models, the 499cc Royal Grand Sport and the 688cc sv Super Six. The following year there was only the side-valve model and that was no longer listed by the end of 1935. From then on the company stuck to its three-wheelers, until they too lapsed in 1938.


Famous for its exotic 1000cc, overhead-camshaft V-twins, Cyclone began to build bikes in 1913 and won many races with them. But the American firm's roadsters were not profitable, and Cyclone production lasted only for a few years.

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Cyclone Classic Bike Cyclone Classic Bike Bevel drive to the overhead cams. 111mph in 1915!


Cyclorev was one of many small French manufacturers who attempted to cash in on the cyclemotor boom years of the early fifties. The company used engines supplied locally by le Mistral. The model is so rare now that there is very little information about it.

The parent company BVF was located at 36 rue Désiré-Claude, St Etienne (Loire). The first models, in 1952, used le Poulain or VAP engines. The le Mistral engine was introduced in 1954, but by 1955 production finished.

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1954 CYCLOREV Cyclomoteur 1954 CYCLOREV Cyclomoteur
  • 1954 CYCLOREV de Luxe
  • 48cc le Mistral engine
  • 2 Speed with Automatic Clutch


The Cymota was copy of the VeloSoleX 650 (45cc, 0.3 hp) and was made by Cymota Motor Components Ltd at Leamington Road, Erdington, Birmingham, UK, between 1950 and 1952.

The engine was covered by a sheet-metal cowling, a 1.7 litre fuel tank is mounted above the engine, a Miller magneto ignition fitted to replace the French SEV version and an Amal 308/12 (12 mm) carburettor fitted to replace the French version.

Blue Star Garages appeared as the sole concessionaires selling it as a clip-on cycle motor, its manufacturer given as Cymo Ltd and it is advertised as "The sensation of the nation". Only about 200 Cymota units were sold.

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1952 Cymota Cyclemotor

1952 Cymota Cyclemotor  

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