Speedwaycycle at the road entrance. Ref 1
Speedwaycycle at the road entrance. Ref 1
Hjorted moped, mc museum
Text and pictures Björn Bellander Pictures current 2013 Swedish version  Official website  17 pages
 
since 060105
Updateredd
2017-12-08

© Björn Bellander
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See also the following of my websites about Hjorted Mopedmuseum
Collected pictures

Inledning   Iloverken  Ilo38  Raleigh  Lohman 18  Dongo  BSA  Kuli  Victoria  Fuchs  ABG VAP  MAW  Cyclemaster   Mini Motor  Berini  BSA 2  Rex  ÖWA  Solex  Velmo  ILO 60H  Colibri  Follis  Phänomen  Brennabor  Lutz  Dvigatel  Whizzer  DKW 115  Sparta  Ariel 3wheel  Velocette  Nimbus  Svecia
 Zundapp Delphin  Mustad  Links
Page 1
created 131026

Swedish version

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Hjorted museum


Info about the speedway cycle outside. Ref 1

Info about the speedway cycle outside. Ref 1"Artwork". Ref 1
"Artwork". Ref 1Info about "Artwork" Quadruppel. Ref 1
Info about "Artwork" Quadruppel. Ref 1Raleigh moped. Ref 1
Raleigh moped. Ref 1Info about Raleigh moped. Ref. 1
Info about Raleigh moped. Ref. 1
The owner Bosse Ellergren at entrance disk. Ref 1

The owner Bosse Ellergren at entrance disk. Ref 1Ad about the museum. Ref 1
Ad about the museum. Ref 1
Entrance ticket. Ref 1

 Entrance ticket. Ref 1

Museum videos

Mopedmuseum in Hjorted. Ref 1 

This Mopedmuseum was opened 2008. As everything that is good, this collection has developed during many years. It was something that was bound to be a moped museum.

The man behind is Bosse Ellergren who is the father of this collection, but of course not alone. He has a brother who has supported in the background and a wife who helped in a woman's way.

Bosse, who today 2013 is over 70 started his moped activities as a 13 year boy when he got a moped. It was a Velmo with which he only made one tour. The engine broke down and he flow through a fence and after that he had to push his moped back home. Bosse was bloody but not serious hurt. This moped never ran again.

Bosse change later direction in his life and worked as a sailor for several years. When he came home cars were the great interests in Sweden. At this time cars were a must to get mates and girls. Later he started a firm and lived in Stockholm. His moped interest was resting low in his soul.

It is a truth as times went on, Bosse became older and maybe wiser and soon he reached pension. His family decided to move for Hjorted. One place of many i Sweden. The cause for Hjorthed is a well kept secret. Here he had a house and a garage.

A man must have some sort of occupation and this is normally easy to fix. The moped thoughts arose from where no one knows and he started to buy old cycles. Later he had to fix them and make them drivable. The nostalgia and knowledge about them naturally grew, just as the number of mopeds. All these vehicles where gathered in all possible spaces of the family house, just nearby the present museum. Once the family made a journey over to England and bought a Royal Enfield pedal cycle from 1902. This had a help engine mounted by the side. It was the moped from this time and may be the finest object.

Now all of his spaces were filled up with different cycles, mostly of Swedish brands, but even odd ones from East Europe and one from Russia. Other common moped countries are France, Germany and Italy. All of them with wonders for each country.

The Royal Enfield help unit was put in the last empty place, the entrance hall of the house. This with wife Pamela's permission. Now something must be done. Sell or organize a new garage or why not a museum. With the help of his brother they started 2007 to build a house 150 m² big. Now the first thing was to place everything in a nice way and get everything ready for 2008, when Hjorted Mopedmuseum was planned to open. Now Bosse had grown up and reached his goal.


Page 2

Swedish version

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Mopeds and Ilo engine
Miele 60H 1936

Info about  Mielecycle with Ilo engine 1936. Ref 1
Info about Mielecycle with Ilo engine 1936. Ref 1
Ilo F48 1952 as hub engine. As delivered from factory. Ref 1

Ilo F48 1952 as hub engine. As delivered from factory. Ref 1
Ilo info 1936. Ref 1
Ilo info 1936. Ref 1Ilo engine. Ref 1
Ilo engine. Ref 1Ilo 60H 1936. Ref 1
Ilo 60H 1936. Ref 1

Links

ILO factory

ILO Motorenwerke

ILO geschichte

ILO werk Pinneberg

 

Ilo "tire destroyer". Ref 1
Ilo-works

Ilo-works was the largest manufacturer of small two stroke engines. Most moped producers bought their engines from Ilo.  Except one in picture there were other  types mounted under the pedal centre very common.

This company was founded already 1911 by Heinrich Christiansen. He was only 35 years old when he outside Altona bought a bankrupt works. He started the Norddeutsche Maschinenfabrik.

His plan was to start production for Germany's railway system. After two years he was bound to built more works and moved to Pinneberg outside Hamburg.

The most important product was a working rail wagon. This was used when rails was mounted and to compress road bed. For this several small engines were needed. This was the beginning for the Ilo engine. There were many new working ways.

After the war 1918 Ilo works got economical worries, but was saved by the working rail wagon which patent he sold to Krupp 1921.

Now Heinrich put all efforts on the two stroke engine to be used for motorcycles, light transporters and as a help engine. Ilo works was very well-known 1930 as the logotype was put up on the large works roof.

This logo was constructed by a written I and it could be misunderstood for a J. Therefore the casted logo looks like JLO. This logo sign is Esperanto and means "tools".

During WWII ILO  became an important deliverer for Reichswehr and Heinrich was nominated as chief for weapon production. At this time there was 170 war prisons working as slaves. They lived in barracks placed inside the works area. In spite of the place near Hamburg the factory was not bombed and after the war the factory was undestroyed.

The founder of ILO Heinrich died 1949 and was succeeded by his son Heinrich.

 

For him it was easy to start the company as the works were in good order. It has not been plundered by the occupying power.

It was luck that this area became the English zone. Just on a small distance, near of Rostock, Ernest Heinkel aircraft factory was emptied and everything was moved to Russia.

Ilo works started to produce simple things which was needed in the country, like crutches, egg cups and lighters. The factory also worked with supply for the English Rhine army.

There was great need for small engines for all three wheelers, which made that the logistics worked. The moped started to be popular and ILO got a large increase up to 1959.

In the beginning of 1959 Heinrich decided to sell his company and the buyer was Rockwell international from USA. The purpose was to start production of snow scooters. This started 1960. The downfall for moped engines was stopped and an increase in sales 1969 till 283000.

In the middle of 1960 large investments were made and a new foundry was built and in the same timed 500000 DM was invested in a automatic high store. This was the main investments for several factories.

The rivalry from Japan asserted it's influence, together with a reduction of engine and snow mobile sales 1971. They made that these products were given up. The workers number were reduced to 320. The company was sold to Tecumseh Products Company, also from USA. They put interst in engines for agriculture, road building, house building sector and furthermore place was rented by Toyota for handling of their European spare parts center, in the unused parts of the high store.

A turn came but not high enough and ILO had losses from 1987 and  the bankruptcy took place on the 31 of December 1990.

This company had managed for 80 years and could not meet the new marked. In  Pinneberg a museum was opened where all ILO product gathered.


Ilo 38 cc

The small ILO tire destroyer was very popular in the beginning of it's time. As all help engines it was a two stroke type and had 38 cc cylinder volume.

This type had no disadvantages as Lohman type and was easy to start.

The problem was of course the way to put power on rear wheel. This system was dependent on the contact surface and friction  on the rear wheel.

If it was a wet road, which often is the case, power was lost.


Page 3

Swedish version

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Raleigh Runabout

Raleigh RM6 info. Ref 1
Raleigh RM6 info. Ref 1
Raleigh mc at former Museum Grandfather's time in Helsingborg. Ref 1
Raleigh mc at former Museum Grandfather's time in Helsingborg. Ref 1Sun mc at former museum at Grandfather's time in Helsingborg. Ref 1
Sun mc at former museum at Grandfather's time in Helsingborg. Ref 1Royal Enfield cycle with Wall Auto wheel. Ref 1
Royal Enfield cycle with Wall Auto wheel. Ref 1BSA moped info. Ref 1
BSA moped info. Ref 1BSA moped with help engine mounted on original cycle mounted. Ref 1
BSA moped with help engine mounted on original cycle mounted. Ref 1

Links

Raleigh Cycle Co

Raleigh mopeds

More about RM moped

Bonhams Auction 1964

Raleigh MC

Royal Enfield Cycle story

TI-Group

Sturmey-Archer

Philips Cycles

Norman Cycles

Hercules Cycles

Triumph Cycles

Reliant car

Raleigh RM moped. See info page 1. Ref 1
 
Raleigh

This was a brand which produced cycles, mopeds, motorcycles, 3 wheelers, 3-wheeled cars, cars and support parts for cycles.

All started with that three mates, Wodhead, Angois and Ellis started to produce cycles 1887. Then the story is a repeat of the DeDion development.

Frank Bowden had bought a cycle from one of these partners. He found it to be a good subject and was willing to put money in there firm. He offered them a sum of money for their company. They accepted. Bowden was an investor and put money in companies that were capable of development.

After three years the production had raised so much that new larger locals were needed. The company moved to Russel Street in Nottingham. The brand of the cycle changed just as the company to Raleigh. The cause was that it moved away from Raleigh Street!

Frank Bowden died 1921 and his son Harold took over the lead.. He kept it for another 17 years, or up to 1938.

In order to widen the sales, new production opened in Dublin Ireland 1939. A cooperation was started with Sturmey-Archer, which was the hub producer of the time. They also developed a hub with several gears. This production lasted till 1976.

It must be known that there were several cycle producers in England and several of them had factories in Nottingham. For example Sturmey-Archer, Norman Cycles in Ashford, Triumph and Hercules in Ashford. There was also cooperation with Huffy in USA. With this last one Raleigh got a very big partner.

After the war they produced a very popular cycle, which was exported around the whole world. It was Raleigh Sport Roadster, fully build in aluminum and equipped with the 3-5 gear hub from Sturmey-Archer. This export was very large.

In order to offer a cycle for short transport distances, a cycle with small wheels and open frame was constructed. This was an imitate of Moulton Bicycle. This type had also springs and rear luggage carrier.

There was no problem to copy the rear carrier, but the spring system was more difficult to copy.

Instead a new type of tire was introduced, so called balloon wheels. This tire could take the irregularities in the road surface. This product was called Raleigh RSW.

During short periods between 1899 and 1906, 1919 and 1933 motorcycles were built. It was a three wheeler type with the driver in the rear and passengers in front where the two wheels were mounted.

1930 a trial with covered three wheeler were built on licenses. Furthermore there was a variant with 4 wheels driven by a  cardan shaft. But the board didn't like this and closed, and also the engine production. The designer T.L. Williams left and started his own production. He called his car for Reliant.

In the 50th when cycles had a declining selling, moped was on the production list. The most popular moped was the RM6 which had an rigid front fork of cycle type.  This production continued till 1971.

When the need for cycles decreased during late 50th, brittish Cycle Corporation was established. This was coordinated with Tube Investments, the pipe producer. Raleigh bought BSA Cycles. TI Investments was the owner of Philips, Hercules, Sun, Armstrong and Norman. All were cycle producers. TI then bought Raleigh and founded TI-Raleigh. All production was moved to Nottingham, except for Sun which stayed in Carlston. TI also owned Brooks Saddle, Sturmey-Archer and Reynolds Tubing.

Great changes were made from 1980, when sub firms were started in several countries like Denmark and Canada. The production was reduced in UK. Later this was ceased and all parts were imported from Taiwan.

The help wheel on the Royal Enfield cycle is a separate construction, by Wall Autowheel. A.O. Smith in USA took over the production rights and by time several different types showed like Briggs&Stratton and Johnsson. See the small picture , where the cycle also could be a Relaeigh.

All assembly was laid down 2003 and cycles were ready made, imported from Vietnam. 2012 a Dutch company Accell took over the charge of Raleigh UK, Canada and USA. Just the same evaluation happened in Sweden.


Page 4

Swedish version

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Tire destroyer in the main hub.

Lohmann

Dongo


Info Lohman engine. Ref 1
Info Lohman engine. Ref 1Info Dongo moped 1954. Ref 1
 Info Dongo moped 1954. Ref 1

Links

Lohmann engine 1

Lohmann engine 2

Lohmann engine



Dongo


 

Lohmann two stroke diesel 1954. Ref 1
 
Lohmann 18 cc

This is a help engine which saw daylight already 1949 by Herman Teegen in Germany.

It was produced in 51000 copies at the Lohman Werke. It runs on the two stroke way and ignition worked on the diesel principle.

The compression was variable and for this reason different kind of petrols were possible to be used.. The most common was kerosene mixed with petrol and two stroke oil.

This type of engine was hard to control if not the right mixture was used. The engine used a carburettor.

The compression figure was between 14:1 and 18:1. This was controlled by manually handle and a movable cylinder piston.

The engine was pressed against the rear wheel and powered the wheel over a groove roller.

The engine was very cheap to run and possible cost of about 0,03 Skr/10 km.

The engine needed 0,01 /km at 6000 rpm and gave 0,8 ps. Volume was 18 cc. Sold for 1289 Dm.

Bugatti also built a 10,5 cc moped diesel engine. See this link.

Engine: 1 cyl 2 stroke, lying, diesel, 18 cc 0,75 ps/5000 rpm . Weight 6 kg. Sold 1952 for 360 Skr complete.

 


Dongo help engine. Ref 1.

Dongo

This is a Hungarian moped engine constructed to be mounted under the main cycle hub. It was sold during the early 50th up to 1962.

This engine had as a pattern the Italian Gilera Mosquito.

Two models were sold, Berva 1958 and Panni scooter 1959. Both had 50 cc 2-stroke with 2 gears.

Production ceased January 1962.
 


Page 5

Swedish version

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BSA
Kuli
Victoria

Info BSA hub engine 1954. Ref 1
Info BSA hub engine 1954. Ref 1
Info Kuli engine. Ref 1
Info Kuli engine. Ref 1
Close picture Kuli engine. Ref 1
Close picture Kuli engine. Ref 1The drive construction. Ref 48
The drive construction. Ref 48Info Victoria engine. Ref 1
Info Victoria engine. Ref 1BSA Easy Rider. Ref 49
BSA Easy Rider. Ref 49Engine in BSA Easy Rider. Ref 49
Engine in BSA Easy Rider. Ref 49Chain saw engines at Eskilstuna market 2008. Ref 1.
Chain saw engines at Eskilstuna market 2008. Ref 1.

Links

BSA Winged Wheel 1

BSA Winged Wheel 2

BSA_Ariel 3 wheeler

Wallis 3 wheeler

BSA Moped

BSA easy rider

Kuli moped motor 1

Kuli moped motor 2

Vicky historia 1

Victoria 3

Victoria motor

Victoria modeller

 

BSA hub engine 1954. Ref 1
 
This BSA rear hub engine was shown on market 1953 and christened to Winged Wheel. In England cycles with help engine was started to be called moped and followed English law. The "new things" was officially called mopeds. They were much more rigid, had gearbox and above all faster.

In any case, this engine unit with the name BSA was a guarantee for something good and therefore sold mostly for the name.

The entrance on the market for BSA was not so lucky. The models Dandy and Beagle are typical examples. See also Ariel-3.

The Winged Wheel was only sold on the British market. The second hub engine was Cyclemaster. Though the moped market 1955 could see other mopeds, Winged Wheel survived some years, but totally, not so many were sold.


Kuli 1954. Ref 1

Kuli

Just a thought. One moped engine fully constructed and manufactured i Sweden. Already 1947-48. The working name was first TFA-engine, but got then after the first serial production the name Rondo and resellers were Konsum and PUB.

The name Kuli was used by other resellers. The last name was a travesty on the Rickshaws you see in some Asian countries. Kuli is the name of the hauler. This is a good name for a moped engine.

Gottfried Darck an engineer in Stockholm began to construct a moped engine, hoping to earn some money.

His main idea was that it must be able to mount on all sorts of cycles, without any need for workshop.

To create such a help engine, usually is easy in the beginning. But it always is a point when problems arise. In the start it was discussion how the engine should be mounted. Gottfrid had many suggestions to deal with.

Mount on the front wheel, on the steering handle, inside the frame, over the pedal center, under the pedal center, on the rear carrier or inside the rear wheel. At last after all considerations he chose to mount it besides the rear wheel just like Victoria and Saxonet. This idea was known in Sweden since 1947.

Everything was nice until one had to deal with construction to get the power over to the wheel without dismantle the rear wheel.

As all ready made solutions this seems to be very simple. But it demands a longer time of pondering. Between the spokes a split ring, which had 2+1 projecting reaching just outside the spokes. On these a belt disk drive is mounted. Now it was possible to mount drive components without dismantle the rear wheel.

But we have forgotten the three projectors could put power to the wheel without interfere the spokes.

In the center of the wheel you have the wheel bearing and brake, inside the hub. Around this the three projectors are screwed together clamped together. In this way the foot brake was still working. Then it was only three wires for gas, compression valve and clutch. Genius. See picture.

1950 AB Allmotor in Örebro began to produce the KULI-engine. About 100 engines were made, mostly for testing.

1951 the serial production started in smaller extent at Görtz workshop in Örebro and about 500 engines were produced.

1953 was the real brake through for help engines and KULI-engine was in serial production at Johnson works. At these works later sintermetal was produced for bushings inhibed with oil.

The modern not allowed engine year 2000 variant today is the motor saw.

Between the years 1953 and 1956 4000 engines were made and sold for 450 Skr.


"Vicky" moped hos Hjorteds museum. Ref 1.

Victoria FM 38 with 38 cc engine was mounted in order to drive the rear wheel through a chain. It was produced between 1946 and 1954.

The company was founded by Max Frankenstein Burger and Max Ottenstein. This was as early as 1886 and as all others in this time they produced normal pedal cycles. The place was Nuremberg. Already after 2 years they had sold 1000 cycles. Now it was time to give the firm a suitable name. They chose "Victoria Werke AG" 1899. If a firm earns lots of money it must be invested and already 1901 they started to sell motorcycles and the engines used were Cudel or Fafnir.

Trial was made, but not successfully, with cars. Instead it was found that  motorcycles with small engines was what the market asked for. After WWI 1920 the production of larger motorcycles were resumed. A popular model was mounted and the engine was a side valve 2 cylinders BMW engine with 494 cc.

Victoria was active on race tracks and won many victories in the 20th and early 30th. 1937, it was popular to beat records and several producers built light weight cycles. Many had a Fichtel&Sachs engine.

The popular 90 cc cycles were the model for those during the 50th popular mopeds in England. In England they were called Auto-Cycles. In France they called BMA. Short for Bicyclette Moteur Auxiliaire. England mostly used Villiers engines.
FM 38 was very popular and was produced in totally 40000 copies.

The peace treaty after WWII said that no bigger motorcycles with an engine larger than 350 cc were allowed and the copies were restricted to 10000 a year. The company was forced to produce engines less than 60 cc. This became as a part of the German wonder after the war. Large amount of cycle engines were flooded the market.

Albert Roder who was chief construction leader at Victoria. He was the man who constructed the FM38. This engine was first on the market and was meant as a help engine for cycles.

Victoria world record cycle at Rydaholm museum. Ref 1
Victoria world record cycle at Rydaholm museum. Ref 1

The picture above shows the racing cycle Victoria FM38, which George Dotterweich on the motorway made a world record with 79 km/h. It is shown at Rydaholm museum. Picture 1, 2, 3.

This rear mounted engine showed several advantages compared to those who had front wheel drive. This construction became leading.

Page 6

Swedish version

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Fuchs
ABG VAP4
MAW

Info Fuchs engine. Ref 1

Info Fuchs engine. Ref 1Info ABG VAP4 1952. Ref 1
Info ABG VAP4 1952. Ref 1MAW 52. Ref 1
MAW 52. Ref 1

Links

Fuchs FM40

Fuchs instruktionsbok 53

Fuchs FM40S

MAW

MAW moped

VAP4 Griffon

VAP4 France

ABG VAP4

VAP4 Manual

How the chain is mounted. Picture from instruction catalogue.
How the chain is mounted. Picture from instruction catalogue. Ref.48How the chain is mounted. Picture from instruction catalogue.Hur kedjehjul monteras.
How the chain is mounted. Picture from instruction catalogue.Hur kedjehjul monteras. Ref. 48

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Info about VGB på Björkenäs museum. Ref 1
Info about VGB på Björkenäs museum. Ref 1

 

Fuchs moped på museet. Ref 1
 

The Fuchs engine is relative to the Victoria type.
It depends on this way. The original designer was from the beginning Fuchs, he had returned from Germany to Austria.

Here he now created his own engine Fuchs FM40, produced 1949 -51. This help engine can be recognized by the protection cover for inlet and ignition system. . This cover is oval while model FM40S has a round cover, produced 1952-55.

This engine became a hard concurrent for Victoria. These engines is mostly identical.

The factory in Austria  was HMW, Halleiner Motorwerk Salzburg.Factory in Austria var HMW, Halleiner Motorwerk Salzburg.

This engine became quite popular in Sweden, although one could buy both Victoria and Kuli.

The production of the Fuchs engine is a sort of development, because of the short time it was sold on the market.

Later mopeds, built like a real mc-moped were much better and also more durable. This much because of it's frame.


MAW help engine. Ref 1

MAW

One in Sweden very uncommon cycle with help engine. The name MAW had it's production in Magdeburg. This city is situated in former East Germany.

The brand is in German short for Messgeräte und Armaturenverk Karl Marx. Not so easy to understand. In production there were two models Hühnenschreck and Hackenwärmer.

To differ from other engines which were mounted to put power on rear wheel. This is mounted in font of rear hub.

This might not be anything of importance, instead MAW wanted to differ from other producers.

The engine power is put over a chain to the rear wheel. Sorry enough I can not in detail see how this is done. It might be about the same as Kuli system. See pictures.

There was another help engine producer in West Berlin AMO. MAW is almost a copy which the East German state had copied as it's own.

One can see MAW as an updated version of AMO. This brand AMO was already out of date when MAW started with it's version 1954.

MAW was very popular in East Germany mostly depending on that there was no other choice. On the other hand it sold bad in other countries.

As help engine the production ended 1959, while the use for transport mopeds went on till 1964.

 

ABF VAP4 help engine. Ref 1

ABG VAP4

ABG was a help engine with an interesting history. It began already 1942 in France, when a man named Pierre Verots designed a engine mounted on the rear side of the cycle.

He was an employee at the company La Bougie BG. This name was changes to ABG when merging with Ariés. The company was placed in Paris which wasn't the best during the German occupation. It is supposed that the first model, called VAP. It was produced in 250 copies.

When resources were done after documentations about ABG factory, it was found all were destroyed as also the production locals. Instead search for survives were done just to get a production list.

The Vichy government, during the 40th i France, had a regulation 1943 about smaller engines. Sizes over 125 cc should be named motorcyclette, 125 cc to 50 cc named velomoteur and under 50 cc were classed as bicyclette, later for cyclomoteur. The VAP engine was though over 50 cc, but none cared about this. It was shown at Paris fair 1946.

The first model which was called VAP had 53 cc engine and built by La Bougie BG.  The brand VAP stood for Verots-Andoit Propulseur. Any production for this model was nothing to talk about until after the war and it is believed that at least 2500 were produced. This figure have come up after the study of engine numbers on survives.

VAP4 became known 1948 and was in production up to 1956. It was produced in thousands. It was also the most common help engine in England. The engine was mounted in the rear hub and the drive was a chain. The engine was hanging in the chain which automatically gave the tension. It was also equipped with a special fastening of the gear ring. See picture.

VAP4 is visibly known by the round cover for ignition. Compare to VAP3 which cover is oval.

The VAP2 model came with a 51 cc engine and VAP3 got 48 cc 1947. The company had to connect to regulations of this engine class less than 50 cc.

All engines had a drive system with a large gear ring fastened on the spokes. The engine had a gear on the output axle on which a small gear wheel was mounted. This gear had access inside the gear ring.

Over 100000 engines were produced for Europe. A large number of these were exported to Sweden.

The ABF company had a large number of development  for this engine. Notice can be made for VAPA, VAPB and VAPG. From these The A model had direct coupling, B had manual coupling and G had 2 gears. These were produced up to 1958.

1957 an engine supposed to be mounted inside the frame in front of pedals. This model VAP 57 was exported to England and was used for cycles and scooter mopeds.

This engine became popular mounted in the English cycle Elswick-Hopper. Now this moped started to look like a modern moped.

1959 an engine with automatic coupling and drive with V-belt. It became very popular, just as the German variant from NSU and Sachs. Model name became VAP Pi2 and was sold until 1960.

VAP610 was changed and exhaust was directed frontwards and carburettor directed backwards. The engine was now specially made for being installed in the frame. It was sold in two models up to 1966.

There was also one model to be mounted on front wheel, made for roller drive. This was made from 1959 till 1969. This Velovap survived all VAP models and late copies were produced by Cazenave.

 

Page 7

Swedish version

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Cyclemaster
Berini
BSA

Info Cyclemaster. Ref 1
Info Cyclemaster. Ref 1Info Berini. Ref 1
Info Berini. Ref 1Berini at museum. Ref 1
Berini at museum. Ref 1

Links

Cyclemaster

Cyclemaster history

Cyclemaster story

Cyclemaster help engine

Berini

Sachs Saxonette

Cyclemaster produced in England. Ref 1
Cyclemaster
 
The story about Cyclemaster is very interesting. This started already 1932 when the small engine producer Sachs, launched their Sachs Saxonette.

It was partly equipped with drive inbuilt i the rear sheel of a cycle and with power output by Sachs Saxonette. Ref 48gearwheel. This unit  was first shown in Berlin 1936 and started to be sold 1938. See the picture from the 1998 model. 

This type had such good selling that DKW designed a model of their own. This could not be produced because of the 1939 war against Poland. This construction was stored and was activated after the war.

After the war Germany was imposed the task to share constructions with other countries in order to have their industry working after the occupation and war damages. The west alliance established a company, Interpro Pats. Pend., which under the casing of war indemnity sent engineers and constructions in order to start industry productions.

Among all, except like the Russians took over whole industries, a group of engineers was sent to Holland in order to help the company HNG in Haag to develop a DKW car, which was designed just before the war in Chemnitz. A prototype was built by the coachwork builder Pennock, but it was seen to be too expensive.

DKW help engine 1921. Ref 48One of the German engineers Bernhard Neumann had secretly brought drawings for the DKW help engine. Similar the engine on picture. HNG tried to design this too but could not afford this one either.

The construction department of HNG then started a group with Bernhard Neuman and 2 Dutch employees with the task to beside their ordinary work design a variant of this engine.

Berini help engine. Ref 48It became a front wheel mounted cycle engine which got the name Berini. This was the three designers first two letters in their names. Bernhard, Rinus and Nico.

The primarily drawings was war indemnity. They were sent to England 1949. It became the company EMI, which was the receiver. BSA/Ariel got also drawings from Adler.

Now it was a company with more money than in Holland. A cycle engine was quickly produced and it got the translated German name Radmeister to English Cyclemaster. Model id was M13. It was advertized as Magic Wheel.

This engine had only 25,7 cc and could be recognized because it was black painted. The drive was over a chain. This type was started to sell 1950. A selling company was established and this administrated the sales. The request was very big and prize about £27 seamed to be what people wanted to pay.

In Holland this type was put together by Pluvier factory. All parts were produced in England. In this unit also the rear hub was followed and the type had no brake.

The next model M14 came 1952 with 32 cc engine. This was silber painted. In England there was in the beginning of 50th 10 different help engines to chose between. 1952 there were 50000 copies sold and in the end 100000 were produced.

The German variant from Rabeneick. Ref 48In Germany Cyclemaster was produced on license by  Rabeneick from 1952. This cycle can be recognized by the exhaust silencer. It could be demounted for cleaning. Cyclemaster was also produced in Switzerland and also as a copy in China.

The market started 1954 rather wanted to buy a more developed so called moped. Its engine was mounted in the frame. Cycle help engines was reduced drastically.

In England this engine had escaped from sales tax. This was now decided to come to an end 1955. This was the last death and though the prize was lowered, the selling was not better.

BSA Winged Wheel. Ref 48Even other producers had started with constructions alike. For example BSA, but too late, 1953. They sold one model named Winged Wheel with 35 cc engine.

EMI sold their part of the production 1955 and other "side hanger" were ceased. At last it was only Power Pak and Cyclemaster left. Production ceased 1961. But instead people could choose between 12 different moped models.


Page 8

Swedish version

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Minimotor
ILO 60H


Info Minimotor. Ref 1
Info Minimotor. Ref 1Info ILO 60H 1936. Ref 1
Info ILO 60H 1936. Ref 1

Links

Minimotor 1950

Minimotor story

Trojan minimotor

Bonham Minimotor

Johnson Motor Wheel

DKW "Arschwärmer" Ref 1
DKW "Arschwärmer" Ref 1
Ad for help engine fm30. Ref 48

Ad for help engine fm30. Ref 48

Mini motor. Ref 1
 
Minimotor

The war was over in Italy. After 5 years of hard times and only war production the country hopefully was going to raise again.

As all other European countries the demand for all kind of transport vehicles was large. Ferdinando Innocenti prepared his huge company to start production with scooters.

He employed an air plane engineer D'ascanio to show a proper suggestion. Sorry to say it was not good enough for Innocenti, as he wanted to use pipes in the construction as Innocenti company produced these.

Instead  it became Cesare Pallavivino who got the Lambretta mission. D'ascanio instead went to Piaggio with his construction. It became Vespa.

At the same time Vincenti Piatti worked 1946 with a small help engine for cycles. This small help engine was first produced in Italy. The company Trojan in England bought a license for this construction and started production. Compare this engine with the same from DKW.

This small engine was sold in several different models and needs. For example as an industry engine for movable turners and for grass cutters. The biggest production was for help engine.

This type of engine was sold in large quantities in England for £21, as at this time there were no other producer. Compare with Cyclemaster which was sold for £27 1951.

Already 1948 there were 10 different types of help engines to chose between. Minimotor worked with a drive wheel directly on the rear rubber tire.

To take of drive the whole engine was lifted from the rear wheel with a handle just in front of the saddle. The drive pressure was regulated with the help of a spring.

This production continued up to 1961, when also Cyclemaster ceased production.


ILO 60H. Ref 1
ILO 60H

Info Ilo "Arschwärmer" Ref 48


Page 9

Swedish version

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Rex
ÖWA
Solex

Info Rex help engine. Ref 1
Info Rex help engine. Ref 1
Info ÖWA help engine. Ref 1

Info ÖWA help engine. Ref 1Info Solex help engine. Ref 1
Info Solex help engine. Ref 1ÖWA wheel was first named Austro Motorette. Ref 1
ÖWA wheel was first named Austro Motorette. Ref 1Solex at Nostalgi museum Grängesberg. Ref 1
Solex at Nostalgi museum Grängesberg. Ref 1

Links


Rex mopeder

ÖWA hjälpmotor

ÖWA story

VeloSolex

Solex 2013

 




 

 

Rex hjälpmotor. Ref 1
Rex

  Assembly instructions for Rex. Ref 48

Fahrradmotors Rex 1952

Motor: Zweitakt, Einzylinder mit Flachkolben, Hub 32 mm, Bohrung 35 mm, Hubraum 31 ccm, Verdichtungsverhältnis 1: 5,6, Vorzündung 2,6mm.

Dauerleistung: etwa 0,6 PS bei n = 3500. Dauergeschwindigkeit: etwa 20 bis 25 km pro Stunde

Zylinder: Leichtmetall - Zylinder mit eingezogener Perlitgußbüchse.

Zylinderkopf: Leichtmetall, abnehmbar

Zündung: Spezial-Umlaufmagnet, Bosch UE I R 11 mit Zündkerze W 95 T I

Vergaser: Bing-Vergaser Type BJF 1/9,5

Untersetzung: im Motor 1:4, durch Riemenantrieb 1:5

Gesamtuntersetzung: 1:20

Kraftübertragung: Riemenantrieb durch endlosen Gummigewebe-Keilriemen.

Benzintank: am Lenkerschaft befestigt, Inhalt etwa 1,75 l, ausreichend für über 100 km Fahrt

Kraftstoff: Normales Oel-Benzin-Zweitakt-Gemisch 1:25 bis 1:30

Steigungsvermögen: etwa 5 % ohne Mittreten

Kräftstoffverbrauch etwa 1,4 Liter pro 100 km (bei mittleren Drehzahlen).

Gewicht der Gesamtanlage: etwa 5,5 kg komplett mit Tank und allen Einbauteilen.
Ref 48.



ÖWA hjälpmotor. Ref 1
 
ÖWA 1918 - 1925

In Vienna after WWI there was a self supporting company, Arsenalen. It owned everything that was needed for it's production. Iron work, working of iron and production of food.

After WWI 1919, the government decided  that this company had to be integrated with other industries in Austria.

All the larger units for the iron working parts were differentiated. This became Austria works. ÖWA. In this area they produced machines and tool, different kind of engines and other things. Among all the help engine ÖWA. Everything were a substitute for war materials from 1920 up to 1925.

The allied weapon commission only allowed a certain amount of weapons. It was also preferable to close the iron works.

1925 it was decided that everything worth money had to be sold. This took 3 years to carry through and was not ready until 1929. Among all this was the production off ÖWA help engine, or as the name was Austro Motorette.

Several companies bought production license, but for this one must buy all necessary production tools. This was not easy to find buyers. Production started in Germany, but without license. Even Sweden was interested to produce this engine.

Enough with ÖWA engines were sold in Sweden. All vehicle museums could find an ÖWA for their exhibition in the 2000.

The engine with 83 cc and 1 ps 1925, produced in Germany on license. It was sold as a unit with cycle front wheel and fork. The engine had not any coupling and ignition was handled by a spring percussion igniter.

After WWI this motor was produced as a substitute for war material. Determination came that the area for the factory had to be scratch.

The Swede Bertil Gylling whose wife had connections with the owners at ÖWA, went down there 1925 and offered a low price. He got it all and for this reason got quite a lot of ÖWA Wheels to sell. About 3000 from the 4000 engines he brought to Sweden.

Several countries bought production licenses and all parts and production tools which was left were sold. There is unclear though how this closing down carried through.

At the Technical museum in Stockholm one new engine never used from 1926 can be seen. Normally the motor was mounted on the left side of the front wheel center and gave power to this.

A planet gear gave the right rotation speed before the power was left to the wheel. The engine was a single cyl 2 stroke.

The motor had a low current system with 6 volt. A so called hammer made contact to an anvil instead of a spark plug, when the piston was in it's top position. The very insignificant spark hopefully activated the fuel mixture. It was able to change this anvil from outside by the driver.

Two copies of ÖWA cycles were driven from Stockholm to Helsingfors over Haparanda and according to newspapers they succeeded to make it.

The remaining copies left in Sweden 1939 were sold for 65:- a piece. One ÖWA can also be seen at Rydaholm museum.

 



 Solex moped. Ref 1
 
Solex

Here you can see a Solex. It was produced by a French company founded 1946. The production place was Paris. The company began with radiators, carburettors and micrometers before they began with help engines.

The cycle itself was constructed during WWII and selling started 1946. Up to 1988 the cycle was produced in 70 countries.

The owners were gradually Dassault, Renault and MotoBecane/MBK. VéloSoleX was sold in more than 7 million copies over the world before production ceased in France 1988

The production was resumed in both China and Hungary after 1988, but laid down in Hungary 2002.

Production was resumed again in France 2005 selling a more modern version.


Page 10

Swedish version

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Velmo
Colibri

Info Velmo engine. Ref 1
Info Velmo engine. Ref 1
Info Colibri help engine. Ref 1

Info Colibri help engine. Ref 1Colibri at Gråfors collections. Ref 1
Colibri at Gråfors collections. Ref 1
Shows Velmo engine block. Ref 1
 Shows Velmo engine block. Ref 1

Links

Velmo Nordap

Velmo


 


 

Velmo help engine. Ref 1
 
Velmo 1953 

Charles Gustaf Valdemar Kroon in Vansbro, started as salesman, bike repair man and last as a producer.

He built his first motorcycle already 1909. Beside the common bike production, motorcycles were made at the end of 1930, but mainly during 1950.

Kroon tested both rear and front wheel drives 1936-1940.

Velmo help engine was introduced from 1952.

It was introduced on the market as the "flying tea plate". The construction was a rather odd engine mounted inside the front wheel.

The drive were gear wheels. When interest for these engines died, it is said that Velmo was sold for 95 Skr.

The meaning was to to take sales from which was produced by Rabineick.

Engine: 1 cyl. two stroke, private production. 32 cc 0,37 ps/4400 rpm. Top speed: 25,9 km/h. Weight: 8 kg.

Price new: 465 Skr.


 

 

 

 

 

 

 

 


Colibri hjälpmotor. Ref 1

 
Colibri 1915 - 1919

Factory owner Emil Jern in Gävle Sweden designed an auxiliary engine for bicycles.

It was first called Furir and mounted on the front wheel of a common bicycle. Whole unit with its patent was sold to 2 Gävle inhabitants who started the engine factory Furir.

Earlier their main product were pumps and 1919 the company was reconstructed and named Colibri.

This became the first support engine for bicycles in Sweden and was sold in large series.

This became the first help engine for normal cycles in Sweden and sold in large series.

Colibri was also available as a frame mounted engine 1919. It had several similarities with Colibri engine detail. Ref 1FN from this time. 1921 a twin was
manufactured. This was mounted across in the frame. The company went out of money 1923 and the remaining spare parts were sold and advertised as long as to 1928.


Page 11

Swedish version

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Follis
Phänomen
Brennabor

Info Follis. Ref 1
Info Follis. Ref 1
Follis 1950. Ref 48

Follis 1950. Ref 48Info Phänomen Bobby. Ref 1
Info Phänomen Bobby. Ref 1Info Brennabor. Ref 1
Info Brennabor. Ref 1
Phänomen 98 cc. Ref 48

Phänomen 98 cc. Ref 48Brennabor Saxonette 1938. Ref 48
Brennabor Saxonette 1938. Ref 48

Links

Franska cyklar

Follis moped

Follis

Robur

Robur Werke

Tyska motorcyklar

Brennabor fordon

Brennabor


 


 

Follis 1952. Ref 1
 
Follis

Follis was a French design and got applauds by the Swedish motor press when it started to sell. It was supposed to be a very nice moped equipped with all necessary options that was needed.

The first year 1953 the moped had also rear springs and that the engine was controlled from handles on the steering handle.

The controls were gas, blow cock, front brake, rear brake, buttons for light and signal horn. 

One must remember that 1953 the help engine still was leading the help marked. For this reason one can understand that the motor press loved this moped.

The cycle had no foot brake on the rear wheel. The engine gave 0.5 ps at 2200 rpm an 0,7 ps at 4600 rpm. Prize i Sweden 875:- Skr.

The picture shows a later year model. But still it has all controls, rear spring system and gear in the rear hub. You can also see that it is abundant equipped. Note the rear spring is taken away.


Phänomen. Ref 1
 
Phänomen

This company started 1907 and first produced, as everybody, cycles and motorcycles. On the other hand Gustaf Hiller started already 1888.

The firm was christened 1910 to AG Phänomen Werke Gustaf Hiller. Up to middle war period their biggest success was producing a 3 wheeler. The engine was in the beginning an air cold V2 engine with 880 cc. Later 1912 they used an air cold 1536 cc engine. Swedish post office bought many three wheelers for their activities.

It was a heavy aggregate mounted on the front wheel, but yet the construction could stand the work. "The car" became popular for all sort of local transports in the beginning of 50th in southern Europe.

This production went on till 1939, when war production started. This was mostly small lorries. During this time about 3000 were working included slave workers.

After 1925 the private car production ceased and Phänomen concentrated on their own lorry, Granit.

After the war the company was nationalized, which was placed in East Germany. Here they produced lorries with the name Robur. This continued till 1989.

1950 the company Meister bought all rights to produce, 98 cc, motorcycles and cycles with help engines. Phänomen bought the cycle company Mamuth.

Meister designed  a moped which was produced at Phänomen. It was far before all cycles with help engines during the 50th.

Meister had the possibility to sell in West Germany and Phänomen sold in East Germany. This production continued with different models up to the reunion of Germany 1989. The work then ceased 1991. 1995 when East Germany began to stabilize, a company established and bought the compentence of Robur lorries, and started to make spare parts. This was reorganized 1999.

When this happened Gustaf Hiller was since long time gone.


Brennabor factory with 6000 employees in the 30th. Ref 48
Brennabor factory complex with 6000 employees.

Brennabor. Ref 1
 
Brennabor became a giant company and then after some year closed down.

In spite of all bombing during the war some production locals were still left after the war. The worst thing was that the factory was in the eastern zone, and the Russian lead placed heavier tractor production their.

Today 2005 there is only a museum in place. IBG (Intrest group Brennabor) has there activity there, with yearly meetings.

The company was established with the for that time popular cycle production. From 1892 the cycles were named Brennabor. Everything started by three brothers Reichstein. They had many products even children cycles.

In the beginning of 1900 they were the leading producer of cycles, but search for new products. 1901 they tried with motorcycles. 1908 serial production started.

Between 1902 and 1908 they had orders for 3 an 4 wheels vehicles and after 1908 most production was serial. During WWI motorcycles ceased from 1916.

After WWI Brennabor put much money on cars and from 1919 Brennabor Typ P was sold. The company became now, during the middle of 20th the largest deliverer of cars after Opel.

In the end of 1930 they started with small motorcycles and one popular model adjusted to their Brennabor cycle. It had a Sachonette engine from 1938.

During the war the production facilities were destroyed by the allied bombers. The factory was demounted by the Russians during occupation and a joint decision with the allied that companies which had worked for the Nazi regime should be bound to war indemnity.

In the old locals the ZF group moved in 1991 and established a training center.

The moped which is shown is produced in Denmark 1960 by Smith in Odense.

About Brennabor production sortiment can be studied in the link Brennarbor vehicles.


Page 12

Swedish version

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Lutz
Dvigatel D4
Whizzer Classic

Info about Lutz 1951. Ref 1

Info about Lutz 1951. Ref 1Info about Dvigatel help engine. Ref 1
Info about Dvigatel help engine. Ref 1Info about Whizzer help engine. Ref 1
Info about Whizzer help engine. Ref 1

Links

Lutz GMBH

TFA Lutz

Panther Farradwerke

Lutz help engine

Dvigatel motor

Whizzer mc

Whizzer moped bike


 


 

Cycle with Lutz help engine. Ref 1
 
Lutz M58.

Otto Lutz had studied machine technique at high school in Stuttgart.

His engine interest became so strong after war, that he started a firm 1946.

Here he constructed a 49 cc engine with a special drive system.

He got patent for this solution and mounted it in cycles which were for sale up to 1955. The production was done by Panther Fahrradwerke AG. He sold about 3000 st.

The help engines time lasted only till 1955 for the smaller ones. Only Cyclemaster could continue till the beginning of 1960. The market demanded real mopeds after 1955. 

After the bankruptcy for Lutz, he went back as teacher in machine technique. He started to work as president for Air and trial institution in Braunschweig.

The private moped of Otto Lutz was given away after his dead for Brauschweig town museum.

Test in a Swedish motor paper. Ref 48
Opinon and testdriving: From the mopeds earlier been tested in this place is Lutz the one that mostly look like a light motorcycle, for both strength and design. A lightweight cycle without gears. The test driving gave proof that Lutz correspond to it's rumour from the continent as a alpen killer. The trial institution had records that the 0.62 ps are so effective in slopes, that moped testers, could register the best test in a snowy hill. If Lutz as for strength and design look alike a light weight cycle, so is this valid also for the equipment. It is possible to slip start with the coupling, and this can in worst case be used in heavy hillsides by raising the moment when revving the engine. The strong cone coupling is rather unique among moped constructions. Normally mopeds should not be slipped to start. If something must be remarked at Lutz, can be noticed that the hypoid gear is not a silent one. Lutz is recommended for common motor people in first case and as a patient moped for common use or to be used for a transport cycle, tandem an three wheelers.


Rysk Dvigatel help engine. Ref 1

Dvigatel D4 1957

Information about this Russian help engine cannot be found. The remarkable thing is that the saddle is not covered with leather and instead has only a formed steel plate.


Amerikansk Whizzer moped. Ref 1
 
Whizzer Classic 1999

In Los Angelse there was a company named Breene&Taylor. They produced carburettors and air plane spare parts. 1939 they sold a help engine for cycles, which got the name Whizzer Model D.

It was a tire destroyer with an engine giving 1/8 ps. It was there first design and carried many serious faults. An updated model E came but still many faults. Mainly it was the casting that broke down. Only 300 kits were sold for private mounting.

The construction was sold to Dietrich Kohlsaat, who was a lawyer and Martin Goldman who was a financier. These two produced a new model E which were sold 1940-1942 for 1500 kits. The production was stil made at Breene&Taylor. Now the models F and H followed and time had come to 1946. Up to 1948 139000 were out on the market.

During the war they had special admission to produce and sell these for employees in war industry, as they should be able to transport themselves to work. The local transport system is not even today worked out to take care of workers logistics.

When war ended 1945 a great demand was for personal transports. Now it was free to sell. In USA where there were no customs between states, a common currency, the same stipulations between states, and with a population of 300 millions it is easy with a good selling to earn enough with money.

Compare with Europe with all customs, different currency and stipulations, which were a depresseing factor in trade. This before European Union.

Whizzer had been sold as a kit up to 1947, when Clevland Welding designed a special constructed cycle, which was sold ready mounted with engine.

1948 together with series J sold with 3 ps engine and the modelnames Ambassador and Sportsman. It was equipped with kick start, ignition and generator. The were now on the border to be a motorcycle. The company had also moved to Pontiac Michigan.

The downfall in selling had come much earlier than 1970. Stipulations for a 16 years border for driver, drivers license and a lot of imported cycles from Japan made that selling ceased. The company reconstructed  to Whizzer Motor Company.

1992 a short time of nostalgia happened. It was for all those old drivers who wanted to feel the wind in their faces. It was a small raise in selling. New modern production of old Whizzer was made by Nostalgia cycles 1993-1997. They were sold to gray haired gentlemen, who wanted to feel their young motorcycle.

The company was sold 1998 with all patents.

In 2000 some Whizzer were imported to Sweden, but selling was difficult as it only could be registered as a motorcycle.


Page 13

Swedish version

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DKW 115
Sparta

Info DKW 115. Ref 1

Info DKW 115. Ref 1Info Sparta GT 1966. Ref 1
Info Sparta GT 1966. Ref 1
The nurse moped with a Berini engine mounted in central hub.Sjukskötaremopeden.  Ref 1.
The nurse moped with a Berini engine mounted in central hub. Sjukskötare- mopeden. Ref 1.
Info nurse moped. Ref 1
 
Info nurse moped. Ref 1

Links

DKW Hummel

Hercules

Sparta B.V.

Modern Sparta

 

DKW 115 moped. Ref 1
 
DKW 115-155

In Germany the moped producers DKW, Victoria and Express had merged to "Zweirad Union".

These three offered the shown moped in different colors. It got the nickname "Plate-banana". This model had a bad selling during the period 1961-1972, when only 13551 were produced.

All of the mopeds had the DKW engine which was called Hummel. It was equipped with a 3 gear box.

Most mopeds of this type was private imported to Sweden.

The type had difficulties with registration in Sweden, mainly for it's weight which was 78 kg.

The bound for a light mc in Sweden was 75 kg. Furthermore the engine power was 3 and 3.7 ps. The border for a EU moped today is 2 ps. This demands registration and drivers license. With 3.7 ps it was for sure a motorcycle. 

These three offered different models and to differ them from each other they had own colors.

 


Sparta GT 1966. Ref 1
 
Sparta

This Sparta GT 50 1966 is produced by a Dutch company which started 1917 as Verbeek & Schakel. The Sparta name was taken from a concurrent. 1931 the first moped came with 78 cc engine.

After WWII they concentrated fully on mopeds with one small exception. They didn't use engines of their own, instead bought them from Sach and ILO.

Help engine production took place in Holland during 1930th but ceased when war break out.

After the war the Allied supported the Dutch industry to start again. Among these both Cyclemaster and Berini started to be developed in Holland. 

Sparta was also sold as an motorcycle. See Eds museum.

Sparta is today most known for cycles with a simple electric motor. Very interesting.

Info for the small picture. It is a Sparta MA50. Also called the nurse moped. At that time it was only women.

Sparta in Holland concentrated on local-government nurses, who drove around to take care of old people.

It had a Berini engine mounted in the pedal hub an drove with a roller against rear wheel. It was equipped with bone protection. The engine was produced by Pluvier, see Cyclemaster 

Don't know if it was sold enough with copies to be paid. For sure the government bought enough of them. If the nurse liked it is another thing.

Holland was a big importer of panzer-cars before war from Landskrona Works in Sweden and also Thulin aircarfts sold rotation engines during WWI. After WWI Sweden bought several Fokker fighters.

Another interesting thing is that Thulin got a large order short before end of WWI for Aircrafts and engines from Germany over Holland.

Thulin started with production, and when war ended the company stood there with all depts. In the same time Thulin crashed and died. The border which were left could not handle the situation and when money were missing for producton of Thulin car it was bankruptcy. Instead Volvo started 1927.


Page 14

Swedish version

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BSA Ariel Three

Info about Ariel 3. Ref 1

Info about Ariel 3. Ref 1Ariel 3 motorinstallation. Ref 1
Ariel 3 motorinstallation. Ref 1
Frame for Ariel 3 wheel moped. Ref 48

Frame for Ariel 3 wheel moped. Ref 48Demonstration of the 3-wheeler. Ref 48
Demonstration of the 3-wheeler. Ref 48The inventor George Wallis with his 3-wheeler modell Honda. Ref 48
The inventor George Wallis with his 3-wheeler modell Honda. Ref 48

Links

BSA Ariel

Ariel Two stroke

George Wallis

Ariel 3. Ref 1
 
BSA Ariel Three

George Wallis was the type to be an inventor. He lived life as long as money poured into his bank account.

He was born 1903 in Grimsby Sheffield. The family arranged a job as a pupil for him at Poenix Car Co. George had a nice life till money ceased.

Yet Wallis had some advantages which Rootes Motor Co liked and he got work there. His father didn't knew.

After some time he was offered work at Harley Davidsson in order to take care of their English activities. In this he had to handle the racing drives. 5 HD machines came from USA and 3 of them were updated for racing. They drove Brookland 200 miles Solo race and won.

HD put more work for George but he had other planes. His inventions ideas had given result in a motorcycle with hub centered steering. With this he raced successfully 1926.

In the Olympia show he had one on stand. He got several orders but the production was not prepared and he could not deliver.

Wallis was now employee for the Australia speedway team. This was handled in his firm for spare parts.

With this firm he got order from Decca radar. For this he developed details during the war and delivered parts.

But he could not stop to invent things and among all he had a manure spreader . With this he earned lots of money.

Now he quit contract with Decca and also production of photo equipments. One new idea had come to his mind and it was the 3 wheel moped. This type was able to lean.

The first person that got license was Raleigh. After this BSA which had economical  troubles and search something to earn money on. They got a world license. It took 8 month to negotiate with BSA and the result that BSA later sold the Ariel 3 was not successful. It was a bad production and got a weak marketing.

Wallis sold a license to Daiahatsu who marketed it as Hallo. It sold quit well.

The last license wanted Honda to buy, but in this situation George sold his entire company to Honda, instead he got £200000. 


Page 15

Swedish version

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Velocette LE
Nimbus
 

Info about Velocette LE. Ref 1
Info about Velocette LE. Ref 1Info about Nimbus. Ref 1
Info about Nimbus. Ref 1


Links

 





 


Velocette LE. Ref 1
 

Velocette LE

Velocette motorcycles was established 1905 and the firm was named Taylor & Gue.

This English motorcycle company lived between 1904-1968. The factory was placed in Hall Green, Birmingham. Successes were made within road racing during 1950.

The company was founded by John Goodman, christened as Johannes Gütgerman and changed later name to John Taylor before he formally changed to Goodman. Fellow man was William Gue. His sons Percy and Eugene were also members in the firm.

Their first mc was named Veloce. Later this year the firm name changed to Veloce Limited. They planned to produce motorcycles and products nearby and service. First they had four stroke engines. The first two stroke came 1913 and was named Velocette. The following models heritage this name.

1933 they decided to introduce a new mc with overhead valves, when they had in mind to lower the production cost in order to offer a mc that more people wanted.

This was called the K-series and instead it was more expensive to produce. This because more parts had to be produced by hand of the parts in top head with it's overhead construction.

It was decided that a simpler construction for the top head should be designed, which demanded less work for montage.

The first of these were MOV, which used 250 cc engine and square cylinder, 68x69. This cycle became a success at once. 1934 the MAC 350 was introduced. This became even mor popular and was the cash winner for the company.

Now they had money to show the more expensive model. 1935 this was on the market as a new model named Velocette MSS 500 cc.

This mc got also a new and more rigid frame. The meaning was that it could take a side wagon.

This was now the name for produced cycles. John Taylor changed name to John Goodman.

The company stopped producing motorcycles 1971.


Nimbus. Ref 1
 
Nimbus 1919-1960

For once the Nimbus production didn't start by a company that earlier began with bicycles. 1919 Nielsen and Fisker merged to produce a motorcycle.

They had already earlier established a company which already 1910 started with vacuum cleaners. The main plan was that together with their already established product trying to earn more money through a motorcycle. This won't be any problem as the market at this time was positive.

Now not any problems show up as their motorcycle Nimbus was well looked forward and totally 12000 machines were sold.
The Swede Song Group Swe-Danes, included among the three singers Alice Babs, told once why they had got popular with "You got to have your own style".

Nimbus had this unusual style. No other cycle had the same construction. 4 cylinders engine, engine block partly from Austin seven, telescope in front, shaft drive and a frame of flat iron which were riveted together. This became their developed model named Nimbus C.

The interest for this Nimbus didn't raise until a company with the name Nimbus was officially started. Not after 1920 the sales started to expand. This was of course why buy a motorcycle by a vacuum cleaner salesman.

Selling a motorcycle in Denmark was though not easy when government in often put on taxes for motor vehicles. The luck for Nimbus factory was that they got a rolling contract from the Danish army. This made them continue with production despite low civil sales.

As long as this contract was working Nimbus continued, but when it came to an end 1960 the production ceased.


Page 16

Swedish version

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Svecia
Zündapp Delphin

Info om Svecia. Ref 1
Info om Svecia. Ref 1Svecia. Ref 1
Svecia. Ref 1Info om Delphin båtmotor. Ref 1
Info om Delphin båtmotor. Ref 1


Links

Svecia Car& Motor

Zundapp Delphin

You Tube Delphin
 


 

Svecia. Ref 1
 
Svecia

Svecia was a machine firm in Stockholm. They imported motorcycles. These got the name Svecia. Normally it was a NSU motorcycle.

Zundapp Delphin. Ref 1

Zündapp Delphin 1958

This is not a moped engine, but good to be used in a small fishing boat.


Page 17

Swedish version

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Mustad Scooter

Mopedscooter. Ref 1
Mopedscooter. Ref 1Mopedscooter. Ref 1
Mopedscooter. Ref 1

Links




 

Norsk moped scooter. Ref 1
 
Mustad scooter
Motor AMO FM 50K 49,7 cc 1,2 ps
Registered as a light mc. Producer Mustad & Son Gothenburg.

This moped scooter is a Norwegian construction. A disaster, which was produced in Sweden. It had a very short life on the market. It was dangerous when braking with front wheel and could easy turn over.


Other Car MC museums in this website

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
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
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Outbordmuseum Varb.
Porsche
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum
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 has been used in bjorns-story with the appropriate allowance:   
Reference 1: ©Björn Bellander 
bjorn.bellander(at)telia.com
Reference 48: ©Collected from website

Reference 49: ©Picture/text from Wikipedia
Website about Hjoted Moped museum
17 pages.

© Copyright Björn Bellander 2006-