The building of MC Museum. Ref 1 MC Museum Surahammar Sweden
Pictures current 2006, 2008, 2013 2015 2016. 41 pages
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30-years jubilee 2015
since 060110
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This presentation of motorcycles in MC-museum Surahammar Sweden doesn't show all what's inside. There are also several competition, speedway and military cycles. Further there are about 50 mopeds and early high roller cycles from the beginning of 19 th century.
See also cars from 1897 and 1903. Museum story,
Moped collection.
Vincent  Heinkel  Honda  Yamaha  Suzuki  Lilac  Triumph  Norton ES2  Norton Atlas  Air engine Loppan  Ducati  Rex  Indian  BSA  Sarolea 500  Royal Enfield  Moto Guzzi  Monarch  Carolus  FN  Ariel  Coventry Eagle  Husqvarna  Matchless  Colibri  Colibri cycle  Power Pack moped engine  Monark  DKW  Harley Davidsson  TWN 
Laverda  MV-Augusta  Gilera  Park  Terrot Salsbury Club Bill-Nilsson "Professor" Lundberger Junak Rudge AJS Velocette EBE  CZ 250  Chater-Lea  Don Derek Rickman  Rickman  DS  Maico  Greeves  Club/links

page 1
Created 2007


Swedish version


Ref 1







Vincent-HRD 1000 cc 1952. Ref 1
Vincent 1928-1956
Philip Conrad Vincent was sent home to England by his parents. They lived in Argentina. Here in Cambridge he finished his mechanical engineer studies. He had decided to become a motorcycle manufacturer. 1927 he was ready with his first cycle equipped with a 350 cc MAG engine. Philip went together with Frank Walker and when HRD was for sale they bought this firm. In the 1930 th Vincent-HRD was a well established company. 1931 another partner entered the firm. It was Philip Irwing. This new partnership showed up a 500 cc engine with high camshaft and pushrods which were parallel with the valves. This was a new way of construction and was presented 1935. Now rapidly a series of new models were sold. Among them a 1000 cc. After some introductory problems all were solved till WWII. After the war new models came and were called A, B, C, and D series. Vincent won lots of victories and dominated the race tracks. Although people bought less motorcycles and the economy became bad. After cooperation with NSU the production ceased 1956. Vincent was sold to Harper Engineering with the promise that they should for all future time produce spare parts. See my links.

page 2


Swedish version


Ref 1


Heinkel history

Heinkel Tourist

Heinkel Kabine

Private Heinkels

Heinkel Club

Heinkel Kabine 153 S Irish made. Ref 1 Heinkel Kabine T153S Irish made. 1951-1965
Ernst Heinkel, 1888-1958, formed his company 1922 in Rostock for producing airplanes. He had earlier worked for Albatross. Well known fighter plane during WWI. He developed several successful types of airplanes. About this you can read as much as you like on internet. After WWII when war material were forbidden to manufacture in Germany by German owned companies, he started to make two stroke engines and delivered among others to SAAB the three cylinder variant. This despite that his works had been moved and blown up by the Russians. Heinkel manufactured also mini cars and scooters 1950. The production from Heinkel of small cars and scooters characterized that they had mostly 4-stroke engines. For ex. Heinkel Tourist 1953, and Heinkel Kabine. The idea was that the unit must be as light as possibly and for this reason didn't need any big engine. Max 200 cc. The scooter was sold in large numbers, while the small car was not popular enough so he lost money on that production. In the middle of 50 th Heinkel was again allowed to produce airplanes in cooperation with the Americans. F104-Starfighter. When this happened Heinkel sold the production rights of Heinkel Kabine to Ireland. That company had big difficulties to maintain the quality and their license was withdrawn. At this time the Vereigente-Flugzueg-Werke was formed, VFW, 1965, to Weserflug and Focke-Wulf, and 1980 this company was then joined with Messerschmitt-Bölkow-Blohm. Ernst Heinkel was not popular in the Nazi party and all his works were confiscated by the Nazis. They could do that because Germany had established planned economy. By this reason he was one of the first that started with airplane production 1955 on license for an American fighter F104 Starfighter. This was a short story about Heinkel. Those who want to read more search my links or on the internet. Of great interest is his book "Stormy Life".

page 3


Swedish version

Honda CB Super Sport 750 1972

Ref 1


Life of Soichiro


Honda 750. Ref 1 Honda 1849 -
Soichiro Honda, 1906-1991. He worked at home in his father's garage for bicycles and motorcycles. He realized, after the WWII, that people needed transportation vehicles and bought one stock of surplus mc engines. With these he built his first mc 1947 and called it Type A. (Bugatti called his first car for Type 1). 1948 he formed Honda Motor Company. When he got his partner Fujisawa, who also had the knowledge how to handle finances, they succeeded to roll the company through the difficult years after the war. In the middle of the 1950 th the company started to grow and late 1959 they had a good grip of the market. He realized that big selling was due to success on the competition tracks and he made that. 1958 he put out an enormous seller, a moped with 50 cc engine. Just what Asia needed. 100000 was manufactured a month!! 1968 the CB750 four was announced. This was a mc with several new things like electric starter and disk brakes. Now Honda was controlling the market and produced one after the other of hits. Very much depending of that he never let a bad construction leave the works. He never got a bad reputation. This Honda 750 four in Surahammar MC museum is a motorcycle that made the world astonished and did completely outclass the English mc industry.

page 4


Swedish version

Yamaha 1971

Yamaha 1971. Ref1


Yamaha Motor


Ref 1
Yamaha 1955 -
Yamaha AS 2J 1971. The original founder for this mark is Torakusu Yamaha. He founded Yamaha Corporation and lived between 1851-1906 and had specialized on music instruments. Motor cycle manufacturing was not started until 1955. As a late actor in this market, which characterized of a struggle for life between the different companies. Yamaha succeeded to get a place in front of this market mostly depending on their success in racing tracks. In the beginning Yamaha had only 2-stroke engines, but after 15 years the first four-stroke engine was started to be produced. Then Yamaha sold lots of different models. With excellent knowledge in electronic industry, music instruments, Yamaha did develop very advanced constructions for their motorcycles. Among, they made the first 2-stroke with indirect lubrication and rotation valve called YPVS. They did great success with their 50 cc model, which was sold in thousands foremost in Asia.

page 5


Swedish version

Suzuki 250 cc 1971

Ref 1


Suzuki history


Ref 1
Suzuki 1952 -
Suzuki was a textile company, 1909, which started to make motorcycles 1952. As all those manufacturers that survived the first years Suzuki had lots of money and support from its textile company. Founder was Michio Suzuki. The first mc on the market was a 36 cc 2 stroke one. 1954 Suzuki produced 6000 a month. This production speed together with what Honda and Yamaha produced showed the strength of what the Japan companies had. The need on the market was almost impossibly to satisfy. Suzuki followed the same ideology to get its name known. They started with racing competitions and good ones too. Most well known was the GS and GSX models. Suzuki and other mc companies have no interesting history, like the English, to tell about. Possible Honda has, as Honda didn't start with money from financially strong company. The truth is that all mc marks in Japan have been started with overflow money from large profits in mother company.

page 6


Swedish version

Lilac LS 18

Ref 1




Ref 1
Lilac LS18 1961 250 cc
Lilac was manufactured in Japan during the 50th by Marusho Industri. The owner Masashi Ito made motorcycles with with 125cc to 300cc. The name Lilac means a spring flower. In the end of 50 th the mc market in Japan became filled up and Masashi decided to export. He put his money on a 4-stroke shaft drive machine. His products had good reputation and an American importer in California agreed about delivery. But when 400 were sold the guarantee cost raised caused by among others a bad drilled oil channel and and a bad piston ring. The sale went down to zero and Lilac was bankruptcy. In Europe only few new cycles of this type were sold. In Sweden none. This example is assumed to be imported by a French legionary according to history. The company continued to be a subcontractor for Honda. After some years Ito tried to export motorcycles again. He copied BMW 500 and wrote a contract with an importer in America for 400 a month. In the end it was no final agreement, sales ceased and with that also the new name Marusho ST Magnum Electra. After model year 1967 and 900 cycles the manufacturing ended for good. The link I have given you is very informative.
Not shown at museum.

page 7


Swedish version

Triumph Cub -64
 Ref 1
Ref 1
Ref 1


Triumph history


Ref 1
Triumph 1885-1983, 1990-
Triumph heritage is from the beginning a German firm founded by Sigfried Bettman, who immigrated to England from the German Empire. Here he opened an import export firm 1883. This was, 1885, named Triumph Cycle Company. The factory was placed in the industry town of Coventry. He also started TWN in Germany. 1902 the first motorcycle was produced with a Belgian engine. Triumph has a very up and down history and among, it went bankruptcy during time between wars. Bettman disappeared from the board 1933 and Jacob Sangster bought the company 1936. The mark Trumpf-Adler office machine was a cooperation between Triumph and Adler. During the period after WWII when the English taught Japan the last thing for an motorcycle, how to build a frame, the whole English motorcycle industry was outclassed. Government money was put in the industry to keep the production to continue and despite more money and joining companies the production decreased. As the last death the unions didn't accept a movement of production and the company Norton-Villiers-Triumph went bankruptcy 1983. The mark Triumph became in private hands and 1990 new production started 1990.
Not shown at museum.

page 8


Swedish version

Norton ES2 1953

Norton ES 2 1955. Ref 1
Ref 1
Ref 1


Norton history


Norton ES 2 500 cc 23 hk 1953. Ref 1
The man from salvation army, James Lansdown was the one who loved precision. He created Norton, 1902, cycle. The firm was founded already 1898. With this he sold part for bicycles. In the beginning he used engines from Clement or Motor Rev. When Norton with Rem Fowler won the first Isle of Man TT, James decided to construct his own engine. Well James had no good health and because of being away very much, the firm went bankruptcy and soon he died. Any way it was started, or saved, by one of his part deliveries. The time between wars was an continuing development and competition. Norton was a winning machine. The constructions from Norton were for the time advanced. Besides the cycle won Isle of Man more times than anyone else. They had no competition from other producers. During WWII Norton got a army contract and delivered over 100000 single and side car cycles. Even a model with third wheel drive. This is something one never hear of. The three wheel drive are only well known from BMW and Zündapp. After the war Norton continued their dominance, with featherbed frame and the famous Manx models. The company also put money for selling in America with a racing team. They won most competitions and had almost HD on knee. Difficulties, strikes and Japanese import pushed Norton out of money and with government money Norton was joined to NVT (Norton Villiers Triumph Group). In spite of big reductions one didn't succeed to kill Norton completely. At last the company was sold to a Canadian Company inclusive the name and later Norton Motorcycles of Canada was founded. The goal of this company was to build nostalgia machines in small series.

page 9


Swedish version

Norton Atlas

Norton 1931 500 cc 24 hk sportmodell tävlingsnr 36. Ref 1
Norton 500 cc 1931. Ref 1



Norton Atlas. Lottericykel 2006. Ref 1
Norton Atlas
At the museum, every year a motorcycle is sold through a lottery. This is a thing that MCHK, the mother motorcycle club in Sweden handles. There are 6000 (2006) lots á Skr 25:-. There are no difficulties to sell them. The only bad thing for Surahammar is that we sell only 1000 of them so it is a small possibility that there will be a winner in our area. This cycle has American steering wheel, and the former owner was from county of Gotland Sweden. This action is not more active.
Not shown at museum.

page 10


Swedish version

Airplane engine

Ref 1



Ref 1
Flying flea
In the 30 th Nils Eiber had the feeling that a small lightweight airplane could be built. For this an engine was needed and in cooperation with engine firm Drott an engine was built in Eibers workshop. This was in Stockholm at Kungsholms Strand. A 2 stroke 2 cylinders, air-cooled engine, with 1150 cc was built 1935. It was sold for Skr 1050:-. Although the airplane authority did not accepted it for power in an airplane. The idea with a flying flea engine was totally wrong and the project was cancelled. Not until 1980 th Sweden allowed this kind of thinking with small flying airplanes.

page 11


Swedish version


Ref 1


Swedish Ducatiklubben

Ducati history


Ref 1
Ducati 1923 -
1926 the Ducati family founded a company together with some other investors. Their goal was to manufacture radio components. During WWII their factory premises were destroyed both by the allied bombings and the German retreat completely. But already 1946 they presented a motorcycle with the name Ducati at the Milano exhibition. This cycle was constructed by Cucciolo. 1952 a future model was sold with electric starter and automatic gearbox, the same years when Fabio Taglioni started his work at Ducati. This man hade his own opinions how a good motorcycle should be constructed. During this time several different types with the special Ducati look were sold. Many leading competition drivers made the name known. For ex Mike Hailwood. During the 70 and 80 th Ducati started to put money on super bikes, and even later. In the 80 th they almost went bankruptcy but was saved bay the Cagiva group. The same that bought Husqvarna. Cagiva was also on the way to leave the market but was saved by an American group, Texas Pacific Group, in the middle of 1990. After this Ducati has made several bike successes with different designers.  The bike on stand is from 1968, 250 cc, with desmodromic valves.

page 12


Swedish version

Rex 84 cc 1933

Ref 1



Ref 1
Rex 1933
For this Rex with support engine information is hard to find. The motor has 84 cc. 2 hp and is stated to be driven maximum 65 km/h. The badge Rex can be found in several countries in Europe including USA. In Sweden the merchant Axel Peter Nilsson started to mount cycles 1896. 1909 he started Machine factory Rex and 1923 he put money on lightweight mc which were tax free and weighed under 50 kg.
Not shown at museum.

page 13


Swedish version

Indian Scout 1932

Indian Scout 1932. Ref 1


Indian history

Indian Sccout 1932. Ref 1
Indian 1901-1953
There were three mates that came together. Hendee, Hedström and Henshaw. This was the necessary mix of persons to start with engine driven cycles. They wanted to see what such a thing was good for and got together. Hendee wanted to build, Hedström designing and Henshaw was a helper. The three was happy with the design and started to take orders before it was on wheels. This happened in Springfield 1901. The selling went on good. Perhaps in America in those days everything were able to sell and specially motor vehicles. For a long time they ordered engines from Thor factory, but soon they realized that there were more money in manufacturing if they had their own engine. This happened 1907 when the V-twin was announced. The development went on and soon the front wheel had a plate spring. The competition team pushed everything forward. Electric starter and also electric light came before WWII. Indian should become the only bike mark that could give Harley Davidsson a match as far as up to 1953. Despite many attempts, with joining of Royale Enfield, Vincent and Matchless, to start again there were not any continued existence. The Indian mark is so loved by people that production of parts has been started for all models. Buying an old Indian is no spare part problem.
Not shown at museum.

page 14


Swedish version

BSA HB23 1937
BSA HB24 1937. Ref 1
BSA Sloper 1931. Ref 1
BSA 350 cc Blue Star 1934. Ref 1
BSA Shooting Star 1968. Ref 1
Ref 1
Ref 1


BSA models

Private BSA


BSA HB24 1937. Ref 1
BSA Sloper 1931. Ref 1BSA Blue Star 350 cc 1934. Ref 1BSA Shooting Star 450 1968. Ref 1BSA. Ref 1
BSA 1903-1990
Birmingham Small Arms produced  10000 rifles a week and 145000 machine guns before WWI. This was the result that William III in the end of 1600 th understood that he needed a war industry independent of foreign countries. Already 1903 the first bike was built, although it had Belgian Minerva engines. These bikes were green which became the BSA color. Till WWII several different models were sold with increasing volumes. Names as Sloper, Blue Star and the M-Range. The last well known for it's use by AAA as support bike on the English roads. During WWII they delivered lots of model M20 for the defense. BSA took as war booty over the MC design apartment from Adler but didn't used the information. Instead Ariel got it in their hands. After the war BSA started with a cheap machine and sold ca 500000 till 1963. This was a copy of the DKW 2-stroke bike converted to inch and mirrored. Well known are all A-models like A10, A65, Gold Star, Rocket, Spitfire and so on. The declining production from BSA forced action together with Triumph and Norton. This turned out to be a failure when the employers wanted to decide themselves. Four years later all were fired and a national company NVT started to produce spare parts for these English bikes. Some new production were aimed but with foreign engines in the end of 1990.
Not shown at museum.

page 15


Swedish version

Sarolea 500 1929

Sarolea 500 cc 1929. Ref 1
Ref 1

Sarolea. Ref 1


Private Sarolea

Sarolea 500 cc 1929. Ref 1
Sarolea 1850-1956
Sarolea was founded 1850 as a company working with parts for weapons and bicycles by Joseph Sarolea. He died 1894 but was succeeded by a very energetic man who managed the firm till 1949. During the time between the wars several models were announced on the market. These had 350 to 600 cc. They returned after the war but at that time the will to fight for selling was gone and the joining with FN was established. The last type was a 2 cyl 600 cc named Atlantic. Very handsome. During this time Sarolea as a mark disappeared in the middle of 1950. In Sweden there was Fleron that was the main importer with it's founder Axel Löfström.
 Not shown at museum.

page 16


Swedish version

Royal Enfield

Royal Enfield 500 1929. Ref 1

Royal Enfield 1950. One cyl and 2 ports. Ref 1

Engine for the two ports motor. Ref 1

Speedometer. Ref 1


Royal Enfield Story

Royal Bullet


Ref 1
Royal Enfield 1890-
It took more than ten years for Royale Enfield to establish starting in the last tenth years of 18 hundred. All was ended in bankruptcy 1907. This is one way for other companies to procure something cheap which match the buyers own interests. This was also done by Alldays and Onions. This is a name that indicate an import company. 1910 Royal started to produce cycles with, as most did, an imported engine. In this case Motosacoche and later JAP-motors. WWI brought of course side car models with a Vickers machine gun mounted. See links. Time between wars was a consolidation period and several model were for sale. The time for depression in the 30 th showed of course a declining sale although Enfield hade reserves to handle this period. Just like BSA during the 50 th Royal had a cheap 2-stroke 150 cc bike. But mostly they produced 350-500 cc bikes. For WWII Enfield produced a military machine and also a lightweight model which could follow the paratroopers in their gliders. After war shows both up and downs. The most known model was the Bullet. This bike was later sold to Indian army and in this way it was preserved to the motorcycle world as a retro machine. Today you can get a newly manufactured Royal Enfield to be bought all over the world. Note that it is named only Enfield because India could not accept the name Royal.

page 17


Swedish version

Moto Guzzi

Moto Guzzi Galletto 1952

Moto Guzzi 250. Ref 1

Moto Guzzi 250 info. Ref 1

Motot Guzzi 850. Ref 1

Moto Guzzi 850 info. Ref 1

MotoGuzzi history

Moto Guzzi 160 cc Galetto 1952. Ref 1
Moto Guzzi 1921 -
The name was born 1920 when the Italian designer constructed a 2 cylinders 500 cc machine with overhead camshafts. Company Moto Guzzi was officially stated 1921. This was the result of the meeting between Giorgio Parodi, Giovanni Ravelli and Carlo Guzzi. In Italy success for bikes are the same as winning in competitions. This was something that became a sign for Moto Guzzi. The first appearance was not a good one but was forgotten some months later. Between 1921-1957 Moto Guzzi won 11 Tourist Trophies and 14 world championships and for this Moto Guzzi became well known all over the world. Guzzi produced not only lots of fantastic competition bikes, but even bikes to earn money on, as scooters, mopeds and ordinary bikes for the people. The original owners died 1955 and 1964. At once the company went into financially problems and was bought by DeTomaso 1973. Guzzi got new money and a 4 cyl. motor was designed. Today Moto Guzzi is owned by Piaggio but continues to be a free manufacturer. The picture shows a scooter from 1952 with 160 cc.

page 18


Swedish version

Monarch Vitesse

Monarch Vitesse. Ref 1



Monarch Vitesse. Ref 1
Monarch 1919-1921
Monarch Vitesse was produced by Excelsior in Birmingham as a cheap model. It was equipped with an engine from Villiers as this one or Jap motors. Note the footrests.
Not shown at museum.

page 19


Swedish version


Carolus. Ref 1

Article about Carolus in paper Signalhornet 1982 by Stig-Åke Fagerström. Ref. 39, 40.


Page 2 about Carolus in Paper Signalhornet

Carolus 1928. Ref 1
Carolus 1925-1930
There was a small mechanical firm in Enköping Sweden which worked with scales and other things for the food industry. There were the two brothers Gustav and August Karlsson. They needed a complement for their production and as motorcycles were popular they choose that. Through cooperation with a machine shop they got an engine made by Ludwig Widesson in Stockholm. They produced other details themselves. Sales should be done through a local bike seller in Enköping, Ragnar Carlsson. Production started 1925, but no more than a hundred cycles were produced. Only 9 were registered 1929. Why this type of cycle were chosen was due to that it was both tax and free from drivers license. Anyway this was changed 1929 and because of that the production ceased. Ragnar Carlsson, the bike seller, also produced the same cycle but with another engine. It was called Ragne. He moved 1934 to Borlänge and changed name to Ragnegård. Here he produced a 98 cc cycle which got the name Range Jr.
Read more in the article by Stig-Åke Fagerström about Carolus. Only in Swedish.
Not shown at museum.

page 20


Swedish  version


FN Super Sport 600 cc M86 1937. Ref 1


FN History


FN Super Sport. Ref 1
FN 1902-1965
FN was a company which was established just nearby Sarolea in the Belgian town of Herstal. Here they started to manufacture, what all other firms did, bicycles and motorcycles. The bicycle from FN had the curiosity to be driven by a prop shaft instead of a chain. This bicycle was on the market 1898. The first motorcycle came 1901. It had a 133 cc motor and was driven by a riveted leather strap for "chain". The engine capacity was successively increased from 133, to 188, 300, 347 to a four cylinders engine with 748 cc. By this reason it was called Type 700. FN is known for its unusual front spring construction which came after the WWI. They had bought the construction from Switzerland. 1959 they produced their own mopeds with several different names. For ex. the sport model Rocket. Together with Sarolea they designed a type S. 1967 the last moped left the production line of FN.
Not shown at museum.

page 21


Swedish version


Ariel 500 cc 1929. Ref 1


Private Ariel site

Ariel history

Ariel Owner Club


Ariel 500 cc 1929. Ref 1
Ariel 1902-1970
One of the most successful marks in England. In the beginning of mc history the development went ahead like stepping in stairs. For Ariel it started with bicycles 1870. At that time James Starley invented the wire spoke wheel. This was a necessary invention for motorcycle progress. Benz used it on his first 3 wheeler 1886. Next step was the invention of rubber tire which hadn't go applicability until 1898. The wire spoke wheel was produced by Starley's company, which later became Ariel. Their first motor bicycle came 1901 as a three wheeler with DeDion engine. Ariel went of course bankruptcy as all other firms, but was saved by Charles Sangster. He got Ariel on feet again with a 2 stroke motor, 3 geared box and kick start. Charles son Jack took over and continued with Jap engines until a famous designer named Val Page was employed. He brought with him a concept for a four cylinder engine which was called Square four. This type was kept together with twins as far as to the end of 1970 when discontinuing was inevitable in spite of a possibly contract for the English defense. Ariel got constructions from BSA who had taken it as war booty. With these Ariel made their models Arrow and Leader.
Not shown at museum.

page 22


Swedish version

Coventry Eagle

Coventry Eagle Flying 500 1931. Ref 1


All models

Eagle last flight


Coventry Eagle Flying 500 1931, Ref 1
Coventry Eagle 1909-1939
As everybody else Eagle started with bicycles. They continued with a bicycle with support engine. The motor was positioned on the front wheel 1900. Then they had a 3-wheeler in true Benz spirit. Several marks tried this but the buyers didn't like it. Perhaps depending on bad roads. During WWI company was sleeping and started again 1921. Now they had gearbox and engines from JAP. A similar frame like BMW layout came 1927. Or was it the other way? This cycle which is on stand at the museum is a Flying 500 from 1932.

page 23


Swedish version


Husqvarna 1000 cc 1935. Ref 1
Husqvarna 350 cc 1936. Ref 1
Huskvarna 350 cc 1936. Ref 1

Husqvarna 550 cc mod 180 1926. Ref 1
Husqvarna mod 180 550 cc 1926. Ref 1


CD:s for different Husqvarna

Husqvarna works museum

Husqvarna 1000 cc 1935. Ref 1
Huskvarna 1903 -
Husqvarna 1000 cc almost identical to a Indian or HD, technically from the 30 th. The company started to sell bicycles and later they put in a small engine. Already 1920 they had their own 550 motor and later a 1000 cc. With this they went into competitions. It was a success mostly due to the brilliant designer Folke Mannerstedt. Huskvarna won several World Championships. During the 30 th they brought in line with what people wanted. Cheap 2-stroke bikes were sold. With successful models of these types Huskvarna managed till end of 50 th. With the help of world known drivers like Bill Nilsson, Håkan Carlqvist and Torsten Hallman Huskvarna became a Cross machine with a high reputation. The bad luck for Huskvarna was that they had an extremely wide production program and among these products they had freezers. Eletrolux was also a freezer producer and had to invest overflow money. Huskvarna was bought and all products that didn't suit Electrolux were sold. The motorcycle part was bought by Cagiva in Italy 1986. Sorry to say all these kind of fusions are leading to that the mark disappears from market some time later. In this case Huskvarna, as a company, ended all production and lots of good engineers and workers went out of job. The end result of the fusion with Electrolux, became only a short time higher book-keeping finances for Electrolux. For some time Huskvarna only produced freezers and alike. The best ad at that time was "Do as Electrolux buy Huskvarna". Several of the designers and drivers started their own production. Husaberg! They had difficulties with money and had big problems to economically fight the Japanese dragoons. Today in the honorable workshops of Huskvarna city it is only a very nice museum. Pity, Sweden might have had a mc producer with a high standard.
Not shown at museum.

page 24


Swedish version


Ref 1

Ref 1

Matchless. Ref. 1

Matchless. Ref. 1

Matchless. Ref. 1

Matchless. Ref. 1


Matchless history

Matchless. Ref. 1

Matchless 1904-

Many mc-owners become unbelievable market faithful. This is specially valid for Matchless (M), Ariel and AJS owners. These marks were joined in the end together to a company called AMC. It is obvious that in time between wars M had lots of money because they went in for expansion through buying other companies. Usually the result of this was that the originals marks kept their identity for some years. Every producer had some good constructions that M wanted to lay their hand on. Anyway M started with bicycle producing, support engines and a 3-wheeler 1904.  The name Matchless was not official until 1926 after the founder H.H.Collier's dead. The first own engine came 1923. Till then they had used JAP, Blackburn and MAG engines. Most of them was twin types. Time between wars was a good one for M and 1931 they bought AJS. 1935 the first G model came. This became a term M used together with a number. In the middle of WWII they got an order for a military model, something they didn't got earlier, 1939. M put up their old prepared military type G3 which they had offered already before war. At the end of war M had producer 80000 of this one. During the 50 th new types likes G9, G45 competition one, G11, G2, G12, G80. M bought Norton, James and Francis-Barnett. 1966 lack of money and a reconstruction made that the name changes to Norton-Villiers. For some years M hybrids were sold before all production ceased. Later the names recovered on the nostalgia market.

page 25


Swedish version




Colibri. Ref 1
Colibri 1915

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 was 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. See also next picture.

page 26


Swedish version


Ref 1


Colibri. Ref 1

Colibri was also available as a frame mounted engine 1919. It had several similarities with FN 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. See also former picture.
Not shown at museum.

page 27


Swedish version

Power Pack

Ref 1


Power Pack. Ref 1
Power Pack 1952-

English roller drive support engine. Manufacturer Sinclair Goddard London. Was equipped with one gear and could be lifted from rear wheel contact. Prize in Sweden 1953 385:-.
Not shown at museum.

page 28


Swedish version

Monark Blue Fighter

Ref 1


Monark MC


Monark Blue Fighter. Ref 1

During the 50 th Monark sold a whole series of bikes with the name Blue-, Stinget, Arrow, Master, Fighter and Spirit. This series were very popular. But the story about Monark started way back in the 19 th century. The business genius Birger Svensson, who was a farmers son, started to buy, mount and sell bicycles. 1944 he had, at his factories, over 2000 workers. Although he died the same year. One of his most important demands was that all money had to be reinvested and that all selling were subject to confidence between seller and buyer. He didn't want to be dependent of banks. Like IKEA! The buyer had always the right to return the article. The first bike was sold already 1913 with the name Sleipner. The bicycle factory never designed their own engine. The reason was that Monark wanted to be independent of the changes in the market. They had also the philosophy that every wholesale dealer could get any name on it. For ex. Maraton, Vimpeln, Centrum or Erlan. This was of course the local name of the shop. During the 50 th Monark was the biggest mc seller in Sweden with 30000 sold machines. The MCB concern was founded when they 1960 bought Nymanbolagen in Uppsala Sweden and took over the production of bicycles from Huskvarna. In the middle of 70 th they stopped completely with mc production.
Not shown at museum.

page 29


Swedish version


Ref 1


DKW history

Alle modellen


DKW. Ref 1
DKW 1916-

DKW was a name formed by the words "Dampf-Kraft-Wagen". It was founded 1916 by the Dane Jörgen Skafte Rasmussen who from 1920 built light 2-stroke bikes.

During time between the wars DKW was the largest mc producer. After WWII the Zschopay factory was in the east zone and cycles from here were named MZ. Compare with the BMW situation.

East Germany was not allowed to use the name DKW. In 1949 production started in Ingolstadt in the west zone, using the name DKW, today main place for Auto Union to produce mc and cars.

In the 50th DKW designed several models which were copied on the terms of war compensation claims and were sold almost identically. For ex. the RT 125 cc was copied by BSA to a new name Bantam.

Several fusions took place on the market and when those have ended, DKW as a mark came to a halt. DKW is replaced by Auto-Union with parent VAG concern 1964. The last 2-stroke engine was made 1976.
Not shown at museum. Instead there is a 175 DKW

About Jörgen Skafte Rasmussen and DKW

A future great industrialist was born 1878 in the Danish town of Naskov. He was baptized to Jörgen Skafte Rasmussen. His father was a boat captain, Hans Peder Rasmussen and mother Maren Johanna Skafte. His father died during Jörgen's early years. His mother died when he was 19 years old and he moved to his half-sister in Byköping where he got work at a local village black smith.

Jörgen Skafte moved 1898 to Germany in order to study. He started at High School in Mittweida, but he had to leave school after 2 years, as he evidently had behaved unsuitable. He then started at the university of Zwickau where he completed his studies and examined 1902.

1904 his first company was established. Rasmussen & Ernst in Chemnitz. Here he produced different utility stuffs. After 2 years he moved to Zschopau. Here he had bought an old mill in which earlier textiles were made. This city is situated in a wool district that's why it became a textile mill.

After WWI Jörgen came i contact with Hugo Ruppe. He was very good engineer wich already in the 1920 th experimented with two stroke engines. His inventions were always before in time and as he was a bad business man he always failed with what he did.
Except with Rasmussen's engine....

After WWI Hugo started to work with Jörgen Rasmusen in Zschopau. He developed a small engine to be used as a help engine for bikes. It was called "Das Kleine Wunder", but told in ads as "Des Knaben Wunsch".

Rasmussen took care of this and informed  about the engine on the market. 10000 were sold. Despite this success Huga Ruppe ended his work and moved to Berlin and started a new company, with Picolo på museet i Ziegenhagen Tyskland. Ref. 1new ideas which also were before in time. Together with his sons he produced cars like Piccolo. Ruppe died poor and forgotten 1949.

His main inventions should although generate several companies which made good business with help engines over whole of Europe. For ex. ILO, NV, Huskvarna, Zündapp, Puch and others. Not to forget DKW.

With this engine Rasmussen did success and sold in the beginning of 1920 more than 30000 engines. These were produced in his earlier bought "Textile mill" in Zschopau. 1928 he was the largest deliverer of motorcycles in the world.

Jörgen Skafte now earned lots of money. He invested in development of a car. The first trials with this failed when the engine which was mounted on the right side and put power for wheels through a chain didn't have enough with power. During this trial period he had contact with a small electrical cycle car producer, Slaby & Behringer. This car was bought by Rasmussen and equipped with his 2 Slaby Beringer med testbilar och 2 taktsmotor. Ref. 55stroke engine in order to be the next sale. He got a large order from Japan. The engine was developed and became water cooled and volume was raised to 500 cc. His cycle car got traction on rear wheels, equipped with wooden body imitated leather and sold as DKW P15.

The half timbered house in Zschopau was not big enough for the production of this car. With his money Rasumssen could now buy the share majority in Audi works. Audi had economy problems. At the same time he had bought a Wanderer med den 6 cylindriga motorn av Ferd. Porsche. Ref. 1license from the famous WWI fighter ess Eddie Rickenbacker in USA. It was about a 6 cylinder engine, which was aimed to be used in Audi cars. Anyway it was only used in Wanderer cars. Here we have a historical accident when other sources say that Porsche constructed this engine and I don't know the connection.

May be Porsche developed the Rickenbacker engine. Rickenbacker produced in the beginning small car on license by Austin Seven.

1929 Rasmussens car drove Monte Carlo rally with a 600 cc engine. Following year Rassmussen's car set 12 international record for sport cars.

1930 the design was changed and the car got front wheel drive and at the same time was DKW the most sold car in Germany.

Hugo Ruppe had during his time in Berlin made research in 2 stroke engines which were equipped with compressor cylinders. With this development V4 engines were made with 2 cylinders pressing air like a compressor inside the crank house and 2 were working cylinders. This system lost much power The power raise was not acceptable. This type of engine was mounted in DKW Schwebeklasse. It had also rear wheel drive.

In the same time "Der Kleine Wunder" was developed with the help of engineer Adolf Schnuerle's principle that cylinder ports had to be put on the same side. The petroleum gas went through the crank house with the help of crankshaft rotation. In this way there became better filling of the petroleum air mixture. Furthermore there was no need to provide the piston top with a steering.

Sorry to say that the depression hit hard summer 1932 against Rasmussen's investments and Saxony Regional/Stat Bank, which financed all Rasmussen's development projects, hit their brakes. An economical improvement must come.

The solution was a merging of Audiwerke, Horchwerke, Wanderer car production and Rasmussen's Zschopauwerke/DKW was the reslt. This became Audi Union AG and it had their head office in Chemnitz. It is at this time the four rings occur. This mark symbolize the four car badges.
Rasmussen's withdraw

The reorganization demanded that Rasmussen had to be removed and due to different opinions he resigned from the board. 1934.

1938 Rasmussen got through a decision  from Nazi government Franz Gürtner a compensation of 1.3 million Reichmarks. This is in today value 5.3 million Euro. This money became worthless when war ended. It is to be supposed that West Germany later replaced him.

Jörgen Skafte moved to Potsdam near Berlin where he bought a property. In this place he lived up to 1945, when he escaped to Flensburg and then 1948 moved to Hareskovby in Denmark. In this place he started a production of a motorcycle with Villers engine and badge it to DISA. This name is read Danish Industry Syndikat A/S.

At the age of 75 he moved to Copenhagen. Jörgen Skafte Rasmussen died 1964 and left 3 children, one daughter and 2 sons. His fourth son had died in a Russian internment camp 1945.
The new company Audi Union AG became soon the next biggest car company i Germany after Opel.

But the war was close and all civilian production ceased 1942. At that time Audi Union had produced 250000 DKW cars.

After the war the Russian occupation power removed the Zschopau and Zwickau  factories in order to move them to Russia. Arresting of civilians after the war and many were brought to trial and sentenced to death for war crimes.

The conductive layer succeeded to escape to West Germany where Volkswagen used them to open the new DKW factory in the city of Ingolstadt Bayern. This became the new Auto Union (note t in Auto) factory. The factory in Zwickau became production center for Trabant and Zschopau became the place for MZ motorcycles.

Trabant death was the fall of the wall 1989-1991. MZ ceased 2008 and the old Rasmussen textile mill became a night club and got the name MZ-Werk.

page 30


Swedish version

Harley Davidsson

Ref 1


Harley History


Harley Davidsson. Ref 1
Harley Davidsson 1903 -
1953 it was on the way to be a catastrophe for HD when Norton was the name on all lips at Daytona Raceway. HD could not accept this so they gave their test driver, Paul Goldsmith, order to bring back record from Norton, to drive again with a 37 hp bike and raised the record for highest speed with 42 km/h. HD was though created long before by the 2 mates William Harley and Artur Davidsson. They started to produce motorcycles in Milwaukee. The two men were a good combination and already after some years they had developed a V-twin, a layout that should remain till today. They understood that in order to sell they must have several resellers and they created that. Already 1912 they had over 200 in America. The models replaced each other but engine type and layout were the same. To get the name known they joined all types of competitions in America. Like dirt track and hill Climb. At these types of tracks the English bikes could not compete. There only fighter was Indian, but this mark ceased 1953. The main engine was designed 1926 and was still in production till 1972. American Machinery Foundry bought the company 1969 and it came into finance difficulties because of the US Tariff Commission. The company went down on number of employees and became in conflict with the labors. The quality fell drastically and the cycle got the nickname "Hardly ablesome". AMF sold 1981 and HD got its good reputation back. New models were developed and with background of nostalgia HD can sell cycles with a much higher price than the Japanese bikes and yet they have full time job.

page 31


Swedish version

Info TWN. Ref 1


TWN aus Nürnberg


TWN. Ref 1
TWN is short of the words Triumph-Werk-Nürnberg. This was founded by Sigfried Bettman according to his investors when he in the beginning of 1900 started to produce Triumph bikes in England. His plan was that this firm should import and sell motorcycles. Read further about Triumph.

page 32


Swedish version



Moto Laverda


Laverda. Ref 1
Pieto Laverda was an industrial man i Italy. He started a machine workshop 1873. There they manufactured agriculture equipments, machinery for wine industry and engines. He had no ideas on motorcycles. Today the firm Laverda Harvester is still in business. Pietro who died 1930 had several sons. They were technical interested and worked with motorcycles in their home garage. Lastly they found that they could earn money on their knowledge. They started the firm Laverda 1949. In the beginning they manufactured small motorcycles like 50 cc and 125 cc. During the 50 th period they developed more and more bigger engines and came up to 1000 cc and also 3 cylinders engines. Laverda was famous for the good quality and almost lifelong durability. When money ceased 1969 they were forced to work together with others when making new types. For example with Huskvarna for a cross cycle Laverda went on with increasing expensive projects like a V6 engine and was then forced to merge with Aprilia. They were not happy with this. The 3 cylinder engine with 180 degree crankshaft was not the least vibration free. This was not what the buyers wanted. Everything turned to an end and at last Piaggio bought the name. Everybody thought that Laverda should turn to the good old days, but no. Laverda is a name without production and is waiting for better times.
Not shown at museum.

page 33


Swedish version

MV Augusta

Info MV Augusta. Ref 1

MC Museum Surahammar. Ref. 49

Augostino. Ref. 49


MV Augusta Home Page

MV Augusta


MV Augusta. Ref 1
MV Augusta

Italy has always had a high industrial technology. In the beginning the industry didn't produce so much things for the public, but was forced after the WWII to make a change in this thinking. Because of stop with military productions and in order to keep their labor, things for the people like motorcycles had to be produced. This was the situation for Augusta factory. It was started by Count Giovanni Augusta 1923. The production at that time was for the air force. Sorry to say Giovanni died already 1927 and the factory was handed over to his sons and wife. At the end of WWII in order to keep labor, the sons that always had been interested in motorcycles, cycles were on the production line. Already 1945 they had a prototype ready named Vespa 98. The name Vespa was already registered by Piaggio and they kept only the name 98. During the 50 th they manufactured mostly 125 to 150 cc engines in so called cafe racers. In the 60 th when small cycles no longer could be sold they went over to 350cc and 4 cyl 600 cc engines. When first man Domenico Augusta died 1971 the leading group lost interest and the company soon stopped the production. The name was  in the hands of the family up to 1991 when it was bought by Cagiva. This brand had earlier bought other mc names like Huskvarna. Cagiva put work on high qualified sport cycles and took part in advanced competitions. The image should be like Ferrari in the way that Augusta/Cagive produced both cycles and engines. The colors of MV Augusta were red and silver. Cagiva now put money on Augusta and Huskvarna. Sorry to say the economy was not good and MV Augusta was sold to Malaysian car maker Proton. The brand didn't come in good hands and it was bought back by an Italian consortium GEVI Spa. 2007 they had a racing cycle ready for the superbike series. This is the situation for the moment for MV August 2008.
Not shown at museum.

page 34


Swedish version


Info tablå. Ref 1



Gilera history
very interesting

Classic Gilera



Gilera. Ref.1
Guiseppe Gilera was born during those happy days when everything was possible. You just need to have ideas and be fond of engines. Born 1887 in the north of Italy he started already at age of 15 to practice as a mechanic trainee at Bianchi factory where they produced motorcycles. He continued also at the Swiss company Moto Rev and also at their factory. At the age of 22 he had his own small workshop and produced his first motorcycle. This was in Milano. Maybe he also met Ettore Bugatti who also had his starting career in Milano and had just the same start in life. Bugatti won a prize at the Milano fair. Gilera drove with his small racing team and won hill climbs as well as cycle racings. Investors got their eyes on Mr Gilera and they saw in him a person who could construct motorcycles on which they could earn money. A lawyer got so impressed that he introduced him for money people. This made that Gilera could open his own factory. Now it was just rolling on for Guiseppe and during the 30 th he made several wining models. Later he got the opportunity to buy the so called Rondine engine from Caproni factory. This became later the famous 4 cyl engine. This was copied all over the world and specially in Japan. Several well known constructors and drivers were gathered in the Gilera team. like Geoff Duke and Taruffi. Even Colombo which designed the Ferrari V12 60° worked with him and made his engines better. The only son of Guiseppe died 1957 and because of this the leading board lost interest in the factory. There were not any new cycles coming and soon selling had stopped. The factory was put out of business. As time went on the name Gilera was bought by the giant Piaggio who put the production of Vespas at Gilera. Today you can buy a new Gilera/Piaggio.

page 35


Swedish version


Park history. Ref 1

Park engine. Ref 1

Park frame. Ref 1

Carl Park article in paper Signalhornet 1982. Ref 39, 40
Carl Park article page 2

Carl Park´s tombstone. Ref Wei Öhlund

Park. Ref 1
Carl Erik Persson-Park 1885-1916
Carl was born in Morbyn Västanfors 1885 1201. He was christened to Karl-Erik in the family where 9 children were born. His father was a farmer. 

When his parent died he was placed 1897 at shoemaker Wilhelm Pettersson i Söderbärke as a foster child. 1902 he moved to Västanfors and started to work at a cycle work shop.

1905 he moved to Torshälla near Eskilstuna and probably he got employee at Söderblom casting works. He worked as a grinder. The machine work by his mc engine block may have been done here. Söderblom had an extensive production of steam machines and locomotives. Söderblom produced also their own mc-cycle of which about 10 were made. About 1907 he bought one of their motorcycles.

Now he also started his Cycle workshop 1907 in Vasteras. It was placed at Stora Gatan 53. He had a small apartment at the same street no 66. The quarter was named Park. The same year he changed named to Park. This must have a connection with the quarter. His name is noted in the parish register.

Now he start working at ASEA as a cutter. He was old enough to marry a suitable girl. Her name was Ingeborg and their first child became Elisabet, born 1910.

Carl was the type to be an inventor and had some patents. The mc from Söderblom, which he used had only an engine with 188 cc. It was too weak according to Carl. Therefore he started to think to produce a cycle of his own. The motor block may have been casted at ASEA where his father-in-law worked as a casting leader.

This means that the drawing must have been done there and may be to be found in the archive of ABB.

Clip from Januari Stockholm paper 1916 at Carl visit military. The working was done at Söderblom. Here he had worked earlier as a grinder. He had still good contacts with Söderblom in Torshälla. Several part for his mc were bought from FN in Belgium. The frame came from NSU in Germany.

Whether it was import for the first cycle may be unsure, but sure is when serial production started, he was forced to import to get orders in his business.


When the cycle production started, he picked up his idea for skies mounted on the cycle. For this he searched for patent and was also in Stockholm to show them according the a photo in Stockholm newspaper.

The patent was allowed after his dead. Only a few weeks after the travel to Stockholm. On the 6 th of February 1916 he was out on the Malaren Ice for testing and with him there were two friends going with.

When they came just outside Torshälla stream the ice didn't carry them and all three went into water. Carl drowned but the other three succeeded to be saved. The motorcycle was salvaged rather at once. With the registration no U89 may be that later owner can be found, in the case a new owner brought it in order again.

The estate sold his workshop and contents and also an agreement of compensation for the patents in Carl's name. Here a very clever mechanic and inventor was lost only 32 year old.

Carl had at least one child, Elisabet. She got later a child which got the name Wei Öhlund. He has helped me with this story about his mothers father. From his mails I have taken this text freely. Carl was buried in Vasteras Ö:a cemetery and his grandchild takes care of the grave. Orginal text page 1, pace 2
There was a Swedish engineer named Otto Eriksson who got his first employee 1916 at Carl Park in Vasteras.

He got the next year work at Ångström turbine at Lidingö. In this work he was involved with the export of a condensing turbine locomotive to Argentina. He moved later by buying to Hörnsjöfors manor. Before and after he was working for Ljungströms.

He owned even patents for several farm assistance machinery and others. Most interesting is the pressure cooker. It was produced in Ockelbo. Fact about Otto Eriksson from the book Hörnsjöfors Works and Västerfärnebo.

Carl Parks activities were rather big to be in Sweden and some 100 mc:s may be produced. The Swedish army used his invention for mc skies.

His motorcycles had a frame from NSU, a 2 cyl engine 500 cc, which gave 5 ps of his own construction. No bad figures in early 1900. Carl Park drowned 1916 02 06 during a test tour for mc skies outside Torshälla.

The last parts of the Park MC have been taken over for renovation to a complete  MC 2011. According a source it is the rests  of the accident cycle which sank outside Torshälla stream.

page 36


Swedish version


Terrot. Ref 1

Terrot. Ref. 1

Terrot. Ref 1

Terrot. Ref 1.

Info Terrot. Ref 1



Terrot Story

Terrot Classics

Terrot Cycle museum

Terrot RD. Ref 1
Terrot RD

France which in the end 1800 was the leading country when talking about cars. Roads were built and vehicles were quickly developed in this country which not had a demand for a parson in front making a warning with a flag. This made that foreign already 1887 were interested to start factories for motor vehicles in France. One of these was Charles Terrrot and Wilhelm Stücklen. They moved their machine shop from Germany 1887 to Dijon in France. The meaning was to start producing bicycles and later 1902 motorcycles. Switzerland was also a leading engine producer in the childhood for motorcycles.

From this neighbor country Terrot bought their first engine with 2 ps. Later they bought also the Switzerland Mag, Dufeaux and the English Chater-Lea, Gieaudan and JAP.

The engine of their own from Terrot came not until 1926.
1929 Terrot produced their 10000:th cycle. 1951 the first scooter was sold and the mopeds were very popular.

When bad times arrived in 1950 Peugeot became the new owner 1958. In this time when producing motorcycles almost disappeared the mark Terrot was terminated 1961.
Free after Wikipedia.
Not shown at museum.

page 37


Swedish version


Info. Notera felstavningen. Ref 1

Salsbury. Ref 1

Engine room. Ref 1

Cushman. Ref 49

Cushman modell 53 in Rome. Ref 49


Salsbury history

Cushman Co

Pictures Cushman

Cushman Airborn

Jim Cushman site

Salsbury på museet. Ref 1
Salsbury scooter

Scooters started to sell before WWI. Among them one can see Hildebrand & Müllar. During the war several models were used. These are meant to be the first generation.

Second generation is sold between 1936 - 1968. Then the scooter era was over.

This type of Salsbury was produced 1936 to 1948. It's sister scooter kept on till 1968 mostly because of military orders.

Salsbury and Cushman didn't like each other and I cannot find any real cause. Probably is that they could not agree with each other to use  a common engine. Cushman had bought a license from Salsbury and that they later didn't came to an agreement. This made that Cushman had their own engine which was called Husky.

The two persons that started Salsbury. Foster Salsbury and Austin Elmore, they designed a model which was called Motor Glide. It was a conventional scooter with central placed engine and chain drive.

This scooter had variable gearbox of the same type as snow scooters have today.

This became a very successful construction and the scooter became very popular.

Both Lambretta and Piaggio (Vespa) bought licenses for this type. Innocenti (Lambretta) had seen the Cushman scooter been used by American forces in the Italy war. Salsbury became the standard for all scooters. 1946 the company was bought by Northrop Aircraft Inc. and 1954 it was sold to Emery Eng.

Salsbury continued to sell building kits and also scooters mounted by spare parts. Salsbury later fortunes is wrapped in obscurity.

Cushman stared production after Salsbury, Their first model was not a good one. But they were lucky and got a contract from military and even with a model to be landed by parachute. Compare Welbike in England and Corgi at Falkoping museum. The Cushman engine was equipped with centrifugal coupling. Cushman continued their production up to 1968.

Looking at pictures from Japan scooters one can see are that they also had license production of a type as Salsbury/Cushman scooter.

page 38


Swedish version

Bill Nilsson
world champ visiting

Bill Nilsson during the meeting. Ref 1

Bill Nilsson in great form. Ref 1

Bill and Lennart and member of the club were  treated to sandwich and coffee Ref 1


Bill Nilsson 80 years
17/12 2012

Bill Nilsson 1

Bill Nilsson 2

Bill Nilsson 3

Bill Nisson 4
Best website


Bill Nilsson and Stig-Åke Fagerström shaking hand. Ref 1
Bill Nilsson

Bill was invited to visit Sura MC museum on the 4 of May 2013. This fantastic world champion, several times, now 80 years since December 2012.

He could for two hours tell us about his life on a motorcycle. Of course with help of suitable questions from MCHK chairman.

Sorry to say the inviting people had not arranged video recording of his stories. At this meeting also Lennart Carlquist had showed up. Also a cross cycle driver but not as well known as Bill Nilsson. Lennart is easy to mix with Håkan Carlquist another world champion now living i France. Lennart gave nice comments on Bill´s speech.

At Bill's active time it was still possibly to build a cross cycle of his own. Bill did. He got an AJS 7R 350 through contacts. He changed this engine with a larger stroke and also larger bore up to 500 cc. He took a frame from a Husqvarna cycle. This cycle was then named Crescent. He won World championship 1957 and 1960 he won with a Husqvarna. Compare the 2 drive cycle at Assa museum.

Bill who still lives in his home town Hallstavik. Here he has a workshop for motorcycles. He renovates engines and older cycles. In the first place cross cycles.

He is an important link for active speedway drivers in Sweden and is one of them who keep engines up to date, among others for Gregory "Greg" Hancock.

He has got, because of cross driving, a worn out body. This has given him a new hip joint. At his visit at Sura MC museum he used a pair of crutch to keep safe.

His wife Mona, used for this kind of visits, was specially taken care of with visits on other, for her, more interesting places in Surahammar.

As an author of this text was my humble goal, as a driver of touring cycles, to get the opportunity to shake hands with this legend.

I have now shaked hands with three famous hands. Ingemar Johansson, Roland Stoltz and Bill Nilsson.
My life is beginning to be complete.

Now if the leading group in our mc clug could invite other famous drivers within the cross sport. Sten "Storken" Lundin, Åke Jonsson, Rolf Tibblin and other legends. There are at least 10 of them. It might be several nice club meetings.

Bill Nilsson died on the 25 th of August 2013.

"Now, what did I say". Ref 1 Lennart Carlqvist. Ref 1 Husqvarna VM-cycle 500 cc. Ref 1

page 39


Swedish version

Harry "Professorn" Lundbergers showcase at Sura MC museum

Young Harry during the 40th. Ref 1

Harry at great age. Ref 1



Harry in home town Spånga

MCHK tidningen

About Harry

Cycle historic

Bungalow MC museum



Professor´s showcase at the museum. Ref 1
Harry Albert Olof Lundberger

This personality within the motor cycle sport was born on the 18th of February 1918 at Söderberga estate in Spånga. He stayed in Spånga all his life. His parents was Magnus and Hilda.
His father was running a cycle shop and competed with cycles. Harry had two older brothers Kalle and Martin. They worked also in the cycle shop. His father Magnus died already when Harry was 12 years. Harry had no problems in school and it was easy for him to learn as he had very good memory.
In spite of that he had no problems in school but he was not allowed to continue for higher studies. Maybe most depending that his father died so early and that the family could not afford this higher education. In this way Harry became educated by his surrounding.

Harry worked in the industry and had much "enterprising" for living. He had great interest for motorcycles together with his brother Kalle who continued to work with the cycle shop. Around the cycle shop yard all kind of mc scrap was gathered. Harry knew everything worth to know about the MC hobby and gathered the right valuable parts for selling. His first motorcycle was a FN 350 cc.

He competed with those motorcycles, he for the moment owned. The transportation to the track was made with a Volvo Taxi model. His best placement was made with his Eiber mounted cycle, mounted in a Norton frame. With this combination he took a 4 th place in national class at Hedemora 1950.

Harry never learned accuracy. His goal was only that the cycle should function for the moment. He used much binding wires (see picture) and for this sake he got the nickname "Pula". Later when he was active with speedway driving he was named "Spånga-Jim".

He earned the name "Professor" during the     60 th and 70 th cause his vast knowledge about motorcycles. After the war he was also leader for Vendelsö Speedway Motor Club The Tigers. Maybe for this reason he is named Captain on his youth photo. It is told that when driving, he took the cycle in a sack and mounted it on track.

His mc knowledge was learned during the war when he made his military service at Cavalry Regiment K1. His leader found that it was better for him to go to Royal library to study literature. With his good memory he learned all details in the motor papers of the time.

The military also took advantage of his memory when they sent him to England to take delivery of Gloster Gladiator, when Sweden bought air fighters for the defense. This fighters were placed at Barkarby Air Field. He worked with mounting of this English biplane fighter. This plane was the main air fighter to defend Stockholm.

During late 50 th Harry was member of Swedish Historic Flying Union and also very active member with MCHK.

He often held speech about motorcycles. It was not nice for other speakers, if they had not checked their statements properly. They were immediate corrected. It was for this behavior he got the nickname "Professor".

Because his financial situation he got several mentors. One among these was Holger Anderssson at Lisjö, the wonderful place for veteran mc:s. Harry always stayed there when it was veteran competitions in Surahammar. When Harry stopped driving mc he gave Holger his Eiber 500 cc. This mc was later moved to the MC-museum. Sorry to say, Harry might not have remembered that he had promised the cycle to other persons also. His well known mc "Twenty questions" was given to Falköpings museum. The last serious mentor was "Esso" Gunnarsson.

Harry never had any closed relation with a girl. Yet he was engaged some years with Marianne. But she could perhaps not wait, and married another man and got children. Yet they often met during the 80 th and 90 th in her summerhouse at Bispö.

Those occasions, I myself have met Harry are three. The first on a market outside Uppsala were he sold parts. I bought some meters of vacuum rubber pipe. The second was at Wärsta market. Here he sat sleeping in a car. The third was when my brother Jan had invited him to Brostugan in order to show him his Allard J2. Harry had been involved in an accident with this car when he came under an ice racing wheel. Harry made the comment with "I became a little spotted". See Jancars.

I must also mention that Harry liked very much to got to Isle of Man. To this place he made journeys totally 30 times and of them 20 with his Honda 90cc moped (see picture). This moped was later given to Murrays mc museum. Note that this museum  is closed.

Many people say that Harry was a careless fellow. He had no control of anything. That is not the case. Anyway he had planned his funeral complete. His motorcycles were given away and the funeral was well planned. The jazz musician Lars "Sumpen" Sundbom was engaged to play in the church and also to overview that everything followed his desires. Lars Sundbom was also an educated priest and lives today in a side building to Ramnäs manor.

When winter 2004 came Harry became ill and was treated in hospital. He then got a place in a convalescent home.

During the 2 hours long funeral there were only 3 Psalms played, but instead nevertheless, more jazz music were played by Sumpens Swingster. The way out "Psalm" was High Society which was his favorite hymn. Harry had heard this tune when Louis Armstrong and Ella Fitzgerald visited the concert house in Stockholm for the first time.

Harry "Professor" Lundberger died in the old peoples home Lingonet in Tensta on the 8 th of April 2005 at 87 years of age. He had company by one of the great MC legends Esso Gunnarsson (died 2003) and wife Irene Gunnarsson Sjödahl.

Eiber engine. Ref 1 Eiber engine with the famous binding wires. Ref 1 Eiber engine. Ref 1 Eiber engine. Ref 1
Last time when Harry drove in Surahammar. Ref 1 Harry showing his Eiber. Ref 1 Harry in Surahammar. Ref 1 Harry driving his old Eiber. Ref 1
Info note at Sura MC museum.  Ref 1 Harry´s Honda moped on display at Murrays  museum Bungalow in England. Ref 1 Info about Eiber engine. Ref 1 Complete Eiber engine. Ref 1
Picture from Jancars and Brostugan. Ref 1 Harry in front of Jan´s Allard J2 at Brostugan. Ref 1 Picture from Brostugan when Harry took place  in the Allard.  Ref 1 Jan offering Harry coffee and cake. Ref 1

page 40


Swedish version


Junak museum info. Ref 1

Junak 350 motor. Ref 1

Junak ignition system. Ref 1

Junak motor right side. Ref 1

The spring system of the transport platform. Ref 1

A Junak M10 from wikipedia.


  Junak transporter at museum. Ref 1


A cycle which is in Sweden very rare. The one that is shown in museum is owned by a Polish man living i Sweden. Of course he is interested to bring over his homeland mc.

The Junak motorcycle industry was not started until early 1950. After the WWII. The name "Junak" means "brave young man".

Between 1956-1965 91400 cycle were produced in several different models. The cycle in museum is a special 3 wheels B20. This model was produced in 2500 units. All parts were made in Poland.

In Poland there was a construction firm which during 1951-52 developed the basic drawings for the Junak cycle. One can see that it is not a west construction which has been brought in line west Polish thinking.

The engineers had earlier developed the Polish military motorcycle, which was used during WWII. T Rudawski was the man behind WWII cycle even named Sokol (Eagle) 500, 600.

After the war Poland was occupied by Russia (more or less). This made that they had quality problems. The supply for material was bad. Compare the Trabant car which chariot must be made of pressed paper or some sort of plastic.

You can only study the engine to understand that this cycle was very expensive in Poland. This led to a big sales reduction and the production was ceased 1965. This despite they called it the "Polish Harley".

50 years later this cycle is the most advanced cycle in Poland. The sales has been restarted during 2000. See link.

Links: Junak  Junak Germany  Junak sales

page 41


Swedish version

Rudge Special

Rudge museum info. Ref. 1

Rudge instrument. Ref 1

Close up oicture of Rudge 600 cc motor. Ref 1.

Rudge. Ref 49.

Rudge Ulster 500 cc 1936. Ref 49.


Rudge Whitworth

Rudge motorcycle

Rudge motor club

  Rudge Special 1956. Ref 1

Most owners of motorcycles may know about the word "rudge". They don't think about the cycle, instead it is about spoke rim wheels, which all sport cars were equipped with. Precise it was the company Rudge-Whitworth which had constructed the type quick looking of the rim 1907. This was and is called "Rudge" fastening. The idea has taken up by the modern racing cars, but because a fully other cause. Rapid change of wheels.

This coming into being Rudge company is a another story. As every other firms working with transport vehicles Rudge started with bikes. Accessories for bikes, rims for cars and motorcycles. One period Rudge also produced 3 wheeled cars. In England they were called "Cyclecars".

The progress started before 1850 when Daniel Rudge, who build high wheelers, invented the adjustable ball bearing. Equipped with this the bike got a better balance. Rudge contracted a French racing cyclist, Charles Terront. He won important races in France with these bikes.

Note that France was the leading country for all sorts of racing, while they were positive to build new roads and arrange competitions for bikes, cars and motorbikes.

The main idea of the bearing came from the time when Daniel made his military service in France. French German war 1870-71. Henry Clarke the fellow worker met a Frenchman whose bike seemed to be much better than all others. Daniel and his mate decided to find out the secret. It is said that they made the Frenchman drunk. Now they could dismount the bike to look at the secret. They found that the high wheel was mounted with ball bearings instead of  plain bearings. This was the bearing that Daniel made further development to a useful product for his own produced bikes.

Daniel was now lucky that among all other bike producers in England it was one company with the leaders of Walter Phillips and George Price. They searched for a capable engineer and they chose Daniel Rudge. Now the bikes were updated and a the merging of companies in several steps became the result. This was good and they earned much money.

Daniel became unfortunately ill, cancer, 1880 and died only 39 years old. The company was divided into two parts. The cycle part merged with another one and became The Tangent & Coventry Tricycle Company,. This became later D. Rudge Whitworth & Co and 1911 when the first motorcycle started to sell became Rudge Whitworth Cycles Company.

The company had a style showing many new ideas, like the multi gear box. It was about the same construction as the Volvo 343. It is simple to explain it this way, but it was of course a construction for it's time. The most important thing was that the driving belt was adjustable in relation of the rear wheel. With this construction they won Isle of Man TT, 1913. This construction was not good when the engines power raised and 1923 they had to change for gearboxes of normal type. Just like Volvo did.

Rudge produced engines with IOE, (inlet over exhaust). The second update of engine was updating the cylinder head with 2 inlet and 2 outlet valves. They were placed parallel. This idea with multi valves had been tried on Triumph Ricardo head. 1921. Well known is the Ricardo head for A-Ford engine.

This construction was developed in several steps and lastly Rudge had a cylinder head where the valves were place radial. With this type Rudge won 1930 Junior TT. This winning mc got the name Ulster and was offered for sale as a replica.

During the depression 1930 the sales was reduced considerable in spite of several updates on the engine. The valves were placed semi radial. (parallel valves radial ports). The cylinder head was cast iron.

The valve arrangement was complete closed (see picture). The economy was still bad and may be the changeover to work for the war effort and producing radar equipments  saved Rudge from shutting down 1939. Any new production didn't start after the war 1945.
Not shown at museum.


page 42


Swedish version

AJS 350

Info AJS. Ref. 1



AJS History

AJS Vintage






 AJS 350. Ref. 1
AJS 350

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

page 43


Swedish version


Info Velocette. Ref. 1

Velocette. Ref. 1


Velocette Club

Velocette pictures

Velocette wikipedia









Velocette. Ref. 1

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

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

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

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

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

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

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

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

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

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

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

The company ceased their production 1971.

page 44


Swedish version



EBE Monark

Rolf Gülich

Storvik Prylmuseum

EBE Sport på Eds MC museum. Ref 1






EBE Monark. Ref. 1


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

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

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

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

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

Now Lindqvist had a new type of frame and this was very light. Only 47 kg.
1924 Lindkvist had a new engine with 175 cc and this type was bought by Princes Carl and Bertil, 1926, also.

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

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

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

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

page 45



Swedish version

CZ 250

CZ 250 C2 485 1981

CZ info. Ref. 1






CZ 250. Ref. 1


The weapon factory CZ in Czechoslovakia started to produce motorcycles.

This country was one of the biggest producer of weapons. On of the reasons was that the nazi wanted control over the country.

Another reason was that the country was so far away that no bombers could reach the factories in the beginning of WWII.

It became after the war a large producer of tanks for Russia.

There are many rumors that the quality of these tanks were not so good.

The mc on picture came 1981 with an engine of 485 cc.

The first which were imported to Sweden got the model year 1946. The engine was a construction of their own

page 46


Swedish version


Info Chater-Lea. Ref. 1

Chater-Lea. Ref. 1

Detail engine. Ref. 1



Chater-Leas med sidovagn. Ref.1


Chater-Lea was amc producer which disappeared already 1936. During 1890 they started to make different fasteners and most important were for pipes.

William Chater-Lea founded his company 1890 in order to produce parts for cycles. Cars were made between 1907 and 1922.


The first car was delivered on the market 1907 and was named Carette. It was equipped with a 6 hp air cold V-twin and had chain drive on one rear wheel. 1923 came a new model with 8 hp. water cold and 4 cylinders. It had also a 3 gear gear box.


Parts were sold to the growing mc producers in England during the beginning of 1900. Their high quality products were very longed for and Chater-Lea became popular.

The development were of course firt to deliver frames 1903 and with this work Chater-Lead had full time work.

The company now got the name Chater-Lea Manufacturing Company Limited. This was the situation before WWI.

Chater-Lea was also reseller og engines, as Blackburne and Villiers. For these engines the produced frames. These were 350 and 545 cc.

About 1920 the company was ready to sell their own mc and offered two models, one with 350 cc and one side carrier with 545 cc. A complete mc with Chater-Lea engine came 1925. This engine was a rebuilt Blackburne. It hade overhead cams and valves. This work had been made by their development engineer  Dougal Marchant.

Lucky for this company that they got an order for 800 side carrier machines from AAA. These were used as assistance mc:s on the roads. The shown MC is a AAA model.

William Chater-Lea died 1927 and his sons Hohn and Bernhard took over the lead.

From 1930 the production slowed down and after a total of 5000 machines the production ceased 1936. This down production was depending on that Blackburne stopped to produce and deliver engines parts.

After this Chater-Lea continued to produce parts up to 1987.

 page 47


Swedish Version

Rickman brother visit

Rickman cycles at museum. Ref. 1

One Swedish Rickman. Ref 1

Rickman Cross cyclesr with Metisse frame. Ref 1

Cross cycles. Ref. 1
Metisse  Rickman

MC-museum website

Picture from Rickman brothers visit at museum 150606.
Rickman brothers to the left and right. Ref. 1

The brothers Don and Derek.

The brothers Don and Derek facing Torsten Hallman in the middle.

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

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

This was very popular in spite of the rainy day. More than 177 paying guests came to se this.

Some well known Swedish drivers could also be seen around Rickman brothers. Torsten Hallman, Erik Stenlund, Kurt Grahn (Swedish importer), Roinne Lööf, Kenneth Lööf and others.


 page 48


Swedish Version

DS 1925
(David Senning)

V2 MAG motor 742 cc 15 hk. Ref. 1

Växellåda tillverkad av Hammars Mekaniska i Bjursås. Ref. 1

DS sedd från vänster sida. Ref. 1

MAG motor från vänster sida. Ref. 1

DS maskin på Hedemora MC museum. Ref. 1

Original specifikation på Hedemora MC museum. Ref. 1

DS mc på Motala museum. Ref. 1

DS mc och Davuíd Senning. Skannat från infoblad.


David Senning short story.
Pictures stolen from

 Hedemora MC museum

David Senning, DS. Ref. 1

DS 750 1925
Translated from infopaper.

Veterinary David Senning in Dala-Husby were driving several reliability competitions with motorcycle. He tested several different marks, but wanted to make them better. He also wanted to make his own type.

Senning was in contact with Gustaf Dahlin 1922 and together they started to build one prototype series of 10 cycles using Husqvarna frames and Swiss M.A.G engines.

The serial production of these DS machines started with two models 1924. One with 750 cc and one with 500 cc engine. The 500 cc could only be ordered in advance.

Advanced construction.

The frame was seamless casted in malleable - toughened cast iron from Hällefors Works. Compare Maico. The frames became quite cheap to produce and if there was a frame break the customer was recommended to buy a new frame.

The gearboxes were manufactured by the Mechanical works of Brother Hammar in Bjursås. Several construction details were lent from other badges, such as screws and rear break drum from T-Ford.

Engines were bought.

Motosachoshe, M.A.G. in Schwitzerland manufactured engines and motorcycles from 1899 to 1957.

These engines were well known and of good quality. Several European mc producers bought them. For DS one two cylinder V-form 742 cc engine with 15 ps.

The production moved 1924 to Hedemora. From 1927 the selling started to reduce and ceased after 500 and 600 unit were manufactured.

One complete mc cost 1500 Skr 1925 equipped with standard engine. Equipped with sport engine and aluminum piston the prize was 1600 Skr.

The DS cycle, with all it's construction details, is a good example for the gumption which the Swedish motorcycle industry had during 1920. The great  motorcycle decade in Sweden.


Ekström, Gert Swedish motor cycle history, Hudiksvall 1989, s 22-25, 51.
Tragatsch, Erwin.The Illustrated Encyclopedia of Motorcycles, London 1988, s 230-231.
Swedish Motor paper 1924, 1925.
DS-catalog 1924, 1925.

 page 49


Swedish Version


Rickman at Sura MC museum. Ref. 1

Rickman at Sura MC museum. Ref. 1

Rickman Brothers


Rickman story

Mk V range

Metisse 8v Mk V

Metisse motorcycles

Rickmans heritage

Rickman at Sura MC museum. ref. 1

Rickman motor cycles

In 1950 the two brothers Don and Derek Rickman who in their youth competed in motocross around in England. They had some success and had also demand on their cross and trial machines.

It was in this way that during the 50th the Japanese mc:s started to make their success and showed which one was best. The old English marks were the only that Don and Derek could use.

Including bad competition result there were less sale and also less income. The English producers started to lower competitions and developing their cross cycles ceased.

BSA, Norton, AJS, Matchless and other marks as Francis Barnet and James stopped all their competition activities. Don and Derek were no more winners.

When their are problems there are also solutions. Including several years of knowledge the brothers started to produce their own special. In the first hand they constructed a frame which suit their type of competitions namely cross.

Their new special was ready to start competing 1959 and the result made a great amazement in England. The engine was a standard one from Triumph twin. Now they often won their competitions against marks as Gilera and MV Augusta.

Of course it was naturally that they got askings for a copy. In their small work shop in New Milton, kits were manufactured with different engines and other options from the English MC industry.

This winning machine must have a name and it first baptized as Mongrei. This word means bastard or a "street crossing" taken from wild dogs. Although Rickman brothers had the feeling that it was not a good selling name. Instead they took the French word translation "Metisse". This became the Rickman cycles name for the future.

The cause for the French choice was that Derek was married to a French girl. Some means that they took her name, but that must be wrong as she was not a bastard.

The brothers made extraordinarily splendid meticulous produced kits. The frame was put together with Reynold light pipes of the material 531. These pipes were soldered together and after that pressure tested to control leak proof. Then the frame was chromed. In this frame some of the pipes were used for oil as a container. It was important to get a light mc.

Well there were also some other equipment necessary on these cross cycles. Covering parts, wheel covers and petrol tank. A new material which was both light and sustainable had shown up at this time and it was armed plastic. Their production ended at last that they produced and delivered these options for competition machines. Still there were the customer that could decide which engine to mount. Much were lego manufactured at Mitchenhall Brothers.

Competition machines have a short time to live before the surrounding machines are developed into a better stand. The common English mc engines were heavy and commonly slow. The new two stroke engines which now overflowed the market were small, light and could deliver quick horse power. Competitions classes for these became popular with 250 cc and 125 cc.

It was Zündapp in Germany which delivered 125 cc and Montessa in Spain made the 250 cc:s. These cycles got the id MX, but still the main name was Metisse.

The interest for these two stroke engines raised in the beginning of 1960. Rickman provided one modell "Rickman Petite Metisse" with a 196 cc Bultaco engine. Now Rickman became general agent for Bultaco.

The small workshop became now too narrow for this production and 1964 a new factory was built with 8000 m² ready in New Milton. Here the Rickman production got place to manufacture several parts for their models. Such as front fork and wheel centers. The company was first to deliver disc brakes both front and rear 1966.

The demand for successful competition machines remanufactured as street machines was high. Road racing was close. Another factory unit was added 1969. Here complete machines were put together. The first Road Racing mc which was used in competition won its race. Engines used were AJS 7R and  Matchless G50. Later even Aermacchi and FATH-4.

Now the American market was very important. Here the models Petite Metisse Montesa 250 cc and Micro Metisse with Zündapp 125 cc were sold. Up to 1973 12000 of these were manufactured and 90 % exported to USA. This market disappeared after 1974.

Now the Road Racing model as the image it was sold under the nick name Café racer. For these mc:s there were Honda CR and Kawasaki engines.

With all their success despite the degenerating English mc industry Rickman succeeded to keep their production rolling. This gave them the Queens Industry prize 1973.

They had now reach all their goals and 1980 all productions were ceased. Factory machines were sold together with the whole spare parts store. 1982 Pat French bought the still remaining accesses including the name. He started to produce a new model MKIV. May be without success. During the economical decline 1990 he was obliged to slow down. Now the Metisse enthusiast Gerry Lisi entered as a partner. A new factory was built and this unit with Pat and Gerry continued until Pat withdraw.

Rickman, as a badge survived and during 2000 they offer new machine models. One nostalgia cross copied after Steve McQueen Desert Racer and one MarkV with 1000 cc. This engine, Adelaide 8, is delivered for this mc as a Café racer or today more as a touring machine.

 page 50


Swedish Version


Maico. Ref. 1

Maico 250 cc 1956. Ref. 49

Maico 400G. Notera framgaffeln. Ref. 49

Maicoletta scooter. Ref. 49

Maicomobile. Ref. 49



Maico story

Maico. Ref. 1


This was a mark which not sold so many street machines. Instead they made themselves known for motocross and trial cycles.

Maico as being a company started 1926 in Pfäffingen/Tübingen ,West Germany. This year they started to produce cycles with 98 cc and 123 cc engines from Zündapp. During this time the 2 stroke engines had it's main developments.

The men behind Maico was two brothers William and Otto Maistch (Maisch) and the company got of course their name even if they spelled a little different and also simpler.

2 stroke engines could give more power for given cc than four stroke. When the four stroke should give more power they became heavy. A cycle hade to be light.

After WWII and during the 50 th the marked was sucking, like children after sweet candy, after 2 stroke and there where buyers for all kinds. The production were mopeds, scooters, micro cars and the important motocross and trial mc:s

Maico tried with 2 models of scooters. One smaller which should compete with all others, Maicoletta, and one which was rather large and powerful called Maicomobil. The bigger one was aimed for long touring. Motorcycles were not normally equipped with protection for the driver. Maicomobil was nearly a micro car. See picture

But the best MC:s were the enduro and trial types. These they sold much more than all street machines which were produced.

The company had several key inventions for their type of machines. They were so important that other producers had to copy the construction ideas from Maico.

The new kind of front fork with wheel center behind, allowed that it was possible build a much longer spring. This was an important change for cross machines. The force for the driver became notable less and it was possible to drive without being tired a longer period for the driver.

Handling a well balanced cross cycle and a good driver like, Adolf Weil, Åke Jonsson and Willy Bauer it was easy to take one of the three first places. As Maico didn't have the economical strength like the Japanese badges like Honda. Maico never won any championship.

1972 and 1973 Maico went into Road Racing and driver was Börje Jansson. He succeeded to win 3 125cc Grand Prix Race.

In  America Maico had great success around 1980 with their 490 cc and 500 cc. From these machines the most sought after model MX, heritage.

As all cross machine producers they also had armed plastic in fenders, covers and petrol tank. All to get a lower weight.

But in order to compete about the world championship and the same type of races a firm have to sell many standard machines to earn the development costs for the race specials. This was not the fact for Maico.

1983 the company informed that there were no money left. Yet they continued to produce a small amount of cycles during two years. This was done by left over from spare parts.

The shut down came 1986, when a Dutch company bought the company including the name.

But the name Maico is in many way a cult and many old drivers are interested to renovate old competition machines.

 page 51


Swedish Version


Info Greeves. Ref. 1

Greeves Invacar model 70. Ref. 49

Greeves Griffon MX. Ref. 49

Greeves history

Bert Greeves


Invacar developments


Rysk handikappbil
Rydaholm museum

Invacar Villiers

Greeves at MC  museum Surahammar. Ref. 1


In Lyons France a boy was born 1906 by English parents. He was baptized to Oscar Bertram  Greeves. This boy was aimed to make a lucky carrier. He was appointed MBE by the English Queen.

It is a high honour to get the title Member of British Empire. May be his friend joked with him changing the title to OBG instead..

The city of Lyon is known for car production and among them Pilain.

The family soon moved back to England. Here Bert Greeves got his first job at Austin factory in Longbridge. But he was aimed for something else and opened a garage works in London.

He understood that the market needed wheelchairs with engines instead of the electric slow, short running wheelchairs which were available. He got help with this idea from his handicapped cousin Derry Preston-Cobb. For his wheelchair they mounted a Villiers 2 stroke engine 1942.

This creation was during the war developed into several different models. Bert understood that after the war many handicapped soldiers would come home from the war and they should need something better than what Ministry of Health offered them.

In cooperation with the Ministry he developed a "Invacar". His suggestion won the purchase for this kind. His prototype suggestion was a 3-wheel car with 147 cc Villiers engine. This car was then developed and got a stronger engine from Steyr with 500 cc or 600 cc. But the ministry only allowed Invacar which followed the stipulations for a 147 cc Villiers. If the handicapped persons wanted something else they were not free. This also meant that other producer could deliver Invacars.

The system was that the Invacar was allotted for free. The car was formerly in the ownership of the Ministry. This was of course a dream order for Greeves even if he was not alone. The production of these car was far over 10000.

The production was rolling and it was not much work for Bert Greeves. Furthermore his cousin Derry controlled this production.

Bert who was interested in mc driving. He was also qute good to handle this kind of cycle. It was close for him to start with cycle and mc production for motocross and trial. He developed the mc:s for the actual competition classes.

This production was depending of free time in the Invacar factory and was slowed down much in the beginning.

Bert Greeves had also started a casting activity. This would affect his constructions of cross, trial and scrambler cycles.

His first motorcycle started to be developed from 1951. The cycle was released 1952. The new in his cycle was that the front frame part was casted and looked like a I-beam down to the bottom of the engine. The material was LM6 silicon aluminum alloy. The front wheel had a spring system with a leading link and rubber was the power element. Compare with the constructions from Husqvarna in this time. The rest of the frame was soldered to the casted part.

The first engine was a Villiers one but even a British Anzani. Anzani was a name of a Frenchman who even had production in England. He had during and after the WWI produced rotation air plane engines.

Greeves changed during the 60 th the Leading Link system and went over to Telescope absorbers. He also left the front casting frame part for chrome molybden 531 pipes. His competitive Rickman had started with just this 1962.

Greeves now employed a factory driver in Brian Stonebridge. The Villiers engine had now become so heavily trimmed that it could not stand a full competition. Now Aermacchi and Bultaco became options.

After 1973 the sales sank heavily, but Greeves got an important order from Royal Artillery motorcycle team. For them he constructed a new model called Griffon. In the same time a new vehicle security law came saying that his 3-wheels Invacars were not allowed to drive by traffic security reasons, for handicapped persons.

All those free Invacars had to be sent back to the Ministry of Health for scrapping. Instead there should be 4 wheel cars for handicapped.

The result was that Greeves decided to end his production 1976 and his company was laid down. Some years later Rickman also stopped his activities. Bert Greeves died 1993.

Other Car MC museums in this website

Adalen car museum
Arnolds_cars & odds ends
Arvika car mc museum
Assa car museum
AUDI Ingolstadt

Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
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
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz
MC-Collection Sweden
MC museum Hedemora
Motala museum
Munktell museum
Outbordmuseum Varb.
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum
Skokloster car museum
SSK Boxcar
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
Volvo Industrial museum

Other sites
Military service
My Heritage

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in with the appropriate allowance:
Reference 1: © Björn Bellander bjorn.bellander(at)
Reference 39: © Hasse Carlsson Signalhornet
Reference 40: © S-Å Fagerström
Reference 48: ©Allmänt förekommande på webbsidor.
Reference 49: ©Bild från Wikipedia.
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© Copyright Björn Bellander 2006-