Drawing for Lambretta prototype. Ref 49 Technical museum Malmö. MC
Text and pictures Björn Bellander. Pictures current 2010.
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Created 120315
Updated
2017-06-05
© Björn Bellander
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Page 1

Swedish version

Indian 1916?

Indian 1916 at Storvik Odds and Ends museum. Ref 1

Storvik Odds and ends

MC-Collection

Indian history

Hall of Fame

 

Techical museum Malmö MC:s. 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. They 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.


Page 2

Swedish version

Lambretta Sport

 

Cushman Co

Cushman Centennial

Cushman Airborne

Bilder Cushman

Lambretta story 1

Lambretta story 3

Lambretta wiki 1

Lambretta wiki 2

Lambretta wiki 3

Cesare Pallavicino

 

Lambretta sport at Malmö technical museum. Ref 1
 
Lambretta story.

Ferdinando Innocenti. Ref 49
After WWII there were many talent engineers and contractors in Italy. One of those was Ferdinando Innocenti. He was one in the golden group of managers who were born in the end of 1800 and beginning of 1900. During this time the sons were matched in the same profession as his father had, from the very bottom and most of them were black smiths. Most of the sons got a basic technical education. For this they had extraordinary use of the WWI. They developed good leader qualifications. An other important this was of cause that it was high demand after all sorts of products. They also learned hqw to produce war material in large amount and how to organize mass production. But real mass production was not done until WWII.

Dante, the father, Innocenti who was a black smith had 2 sons. Ferdinando, f. 1891, and Rosalino. These worked by their father and learned the profession. Ferdinando started in the firm to make business with iron. They had a commission which gave much money through drainage of the marshland around Maremma..

Example of scaffolding. Ref 49.The great luck was that the German company Mannesmann sold seamless tubes. To make these tubes Mannesmann had developed machines. Ferdinando used these tubes to develop new products. The first was to use pipes for ladder of scaffoldings. To make this he bought a system from England. The pipes were produced in northern Italy, Dalmine, close to Milano.

Example of scaffolding according to Innocenti. Ref 49Fascist regime in Italy now had taken over and it was a heavy depression on the market. As a luck Innocenti had contact within the Vatican. There were large commissions there and Ferdinando's system was an important factor. He got also order for sucker VM and the world trade fair 1936.

The center of industry was situated in the northern of Italy around Milano. Ferdinando decided to move one part of his company there. He could also get much free manpower because of unemployment. Here he produced his scaffoldings and left only a small part in Rome, as a sales office. Ferdandino was the only owner of this company.

The company was now grown quickly, most due to the great building planes from the fascist regime and the need to produce kits for the armed forces in Italy. There were many industrial companies that surfed on this expansion. The Ferdandino company was now so large that it had to be split into 4 different parts. These were organized so that the complete company got knowledge to take orders without hiring other special knowledge from outside, like electricians.

Innocenti factories in Milano. Ref 48.During the WWII the Milano factories were set up for producing ammunition of heavier caliber. For this mission the seamless tubes matched nicely. In order not to pay the profit for tax all that money was put into expansion. Innocenti merged with pipe producer Dalmine and bought also machinery from Germany. Furthermore a production agreement was written between Italy and Germany. Ferdandino had now an immense large production establishment in Milano. In the end of the war this large factory was bombed rather heavy.

Lambretta prototype. Ref 49Ferdinando realized early that he had to be prepared for the time after war. He should put money in a cheap vehicle, which later got the name scooter. The second plan was to develop heavy machines for pipe production and for the third develop the sintering process.

American solders using scooters in Italy 1944. Ref 49.Cushman model 53. Ref 49.





The American forces in Rome used a small motorcycle primary used by parachute forces. This little vehicle was also the free time transporter for the soldiers.

Cushman scooter. Ref 49The scooter was named Cushman and produced in America. The parachute people had got 4700 copies. The main meaning was that they should use them on the roads which the Germans had destroyed.

Now Innocenti should make an "Cushman" of their own!

Corradino D'Ascanio, the designer of Vespa. Ref 49.For this job Ferdinando engaged an air planes engineer D'Ascanio. He suggested a scooter with self-supporting frame. Ferdinando didn't like this as he wanted to use the tubes which he produced. For this reason D'Ascanio had to leave and two other air plane engineers were engaged instead.

Pier Luigi Torre and Cesare Pallavicinos ritning på Lambretta. Ref 49.Cesare Pallavicino. They became the fathers of the Lambretta scooter. It got partly a tube frame and because of this a bit cheaper to produce in smaller volumes. This was important in the beginning.  D'Asconio instead went to Piaggio and sold his construction there. It became the Vespa. 

Bombed production building. Ref 49.The name Lambretta was generated by the river Lambro which flow along Milano just outside  the area named Lambrado where the factory of Innocenti was built. 

In the beginning there were large troubles to start production and while Vespa started 1946, Lambretta could not get their production running until 1947. Therefore there was large economical difficulties. But thanks to big selling of presses Innocenti managed. In the beginning only 10 scooters were assembled against the planned 150 a day. Not until 1948 they had reached 80 a day. These had also construction problems, mostly because the scooter was not thoroughly tested.

Videoabout a Lambretta Sport. Ref 1Whole time, in the beginning the scooter became developed and several improvements were made. The first model got the name Lambretta type M. This last M stood for motor cycle.

The demand for cheap vehicles was though so large that the customers accepted everything, only they got their delivery.

Ferdinado's son Luigi started 1949 to work in the company. In order to give satisfaction to the marked Innocenti sold production licenses to several countries. Among them NSU in Germany NSU Prima (Lambretta copy) seen at MC museum Surahammar. Ref 1started to produce a NSU scooter 1959. A complete factory was sold to Venezuela. At last Lambretta was produced in all countries except Asia. New models were introduced in the end of the 50 th. The scooter had now got it's final appearance.

In Milano large factory buildings stood unused and in the beginning of 1960 the there was an agreement BMC production of Innocenti Mini. Ref 49with Leyland (BMC) to produce their models. Here the BMC A40 and Mini was assembled in a old fashion way. This work had nothing to do with Innocenti.

It was now time for Ferdinando to withdraw and he died 1966 and his son Luigi took over. At the same time the vehicle market started to decrease considerable. The different production leaders who earlier were controlled with hard hands to take The new model by Bertone Luna. Ref 49advantage of the production effects within the company, only wanted to show up their own good result. The profit sank to a catastrophic level. It didn't help with new models.

Luigi became tired of this, the Italian way to make difficulties. He put the whole production factory for sale. Not unexpected it became a buyer from India 1973, who bought the scooter production This is the preserved factory entrance to Lambretta. Ref 49for 6 billion. BMC production was laid down, mostly because it was an old construction.

The large Innocenti factory  was empty once more.


Page 3

Swedish version

NV Prototyp
1000 cc

Museum info about NV prototype. Ref 1

NV 42 1000. Ref see link.

NV-42 1000 cc. Ref. see link.

NV-42 1000 cc. Ref See link

NV-42 1000 cc

 

Techical museum Malmö MC:s. Ref. 1

NV terrain running mc with side wagon. 1000 cc.

This is one of the two existing motorcycles a project, which was the "JAS project" in the beginning 1940.

Inspired by the German troops consisting of armored cars units followed by motorcycles and machine guns. The Swedish army 1942 wanted a cycle like the Germans.

AB Nymans workshop got instructions to design a new motorcycle. From the beginning only 2 prototypes. If these made the tests another 750 copies should be ordered.

The meaning was to use as many details from the solo motorcycle Albin/Monark M/42 (500 cc) as possibly. Instead it should be a 1200 cc. The Harley Davidsson should be the pattern.

3 factory new Harley Davidsson was bought and partly copied. The instruction was also that a side wagon had to be driven by a propeller shaft and it must be able be declutched. A BMW 500 cc TV was bought as model.

An order for totally 3 375 000 Skr was confirmed by Nyman 1943.

This large contract included testing and control of the vehicle. During the production severe problems showed up and the whole project time was prolonged. In February 1945 the Swedish metal strike broke out.

After totally paid 650 000 Skr the army responsible division decided 1946 to withdraw the order and gave Nyman Workshop 85 000 for compensation.

The main reason was that the new terrain car showed better mowing abilities and it could also take more soldiers and was also more comfortable. All this for about the same cost as the motor cycle.

Two copies of the motorcycle was built for about the cost of 1 million pro each in today money value.

Owner: County museum Varberg.
Transcript of photo from info at museum. The three pictures of the cycle with side wagon are pictured in the army locals. This in spite of the Russian site, where they can be seen.


Page 4

Swedish version

Monark-Albin 42 500 cc

En M/42 på Ivars museum i Hoting. Ref 1

M/42 på Eds museum. Ref 1

M/42 kopierad från en inskickad bild på en blogg. MC:n från Falköpings museum.

Eds mc museum

Ivars museum Hoting

Union

Techical museum Malmö MC:s. Ref. 1
 
Army mc m/42

This mc was produced by Monark/Albin.
Motor 500 cc. 19,6 hp. Cylinder diameter 79 mm. stroke 101,2. Dry sump lubrication. 3 gear box, activated by a pedal combination with clutch.
 

Front and rear wheel exchangeable.
Adjustable hydraulic absorber inbuilt in the front parallel spring fork.

 

Rear spring of plunger type.
Electric system Bosch, later SEN with a magnet generator.
As power fuel a combination mixture of spirit-petrol called motyl.
A special pump with petrol for easy start when engine was cold.

This engine became later the model for later construction of an army mc. This project was not brought to an end. After the war the 2 prototypes built by NV were used as idea for the project by Bengt Berggren and his Union mc.


Page 5

Swedish version

Furir 1915
118 cc

Colibri Eds museum. Ref 1

Furir, MC museet Surahammar. Ref 1

Furir/Colibri MC museet Surahammar. Ref 1

Eds mc museum

MC museum Surahammar

Colibri

Colibri 1919

Techical museum Malmö MC:s. 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

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.


Page 6

Swedish version

Colibri year?

One of a kind race model?

Colibri 125 cc. Gråfors samlingar. Ref 1

Grafors collection

Okänd model av Colibri. Ref 1

Any info about this motorcycle could not be found in the museum. Compare the front fork with other models in the websites. The type of fork look like an early Indian or it can be a Colibri like in link Grafors collection.

Other Car MC museums in this website

Museumlist
Adalen car museum
Arnolds_cars & odds ends
Arvika car mc museum
Assa car museum
AUDI Ingolstadt
Autoseum
Autostadt
Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
Bugatti
BiancoRosso
BMW
Beaulieu England
Bynander Bil MC
Car sport museum Karlskrona
Chaparral carmuseum
Duxford England
Dahlén musem
Eds Motorcycle museum
Enoch Thulin Landskrona
Falkoping MC Museum
Foundries and mines
Garage round in Halsingland
Grangesberg Nostalgi
Grafors Collection
Grangesberg Locos
Hannover air museum
Hassleholm mil. vehicles
Holmgren VW collection
Haynes England
Hjorted Mopedmuseum
Harnosand carmuseum
Huskvarna museum
Ivar Car museum Hoting
Koping car museum
Krylbo-Norbergs rail
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical
Mercedes Benz
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Outbordmuseum Varb.
Porsche
Rydaholms Car Museum
Robot Museum Swe.
Regnsjo, SAF cars
Panzermuseum Swe
ScaniaVabis museum
Sinsheim museum
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm
Sagen Technical museum
Surahammar MC
Swedish Air force m
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb.
Technical museum Stockholm
Ullared carmuseum
Volkswagen
Volvo Industrial museum
Ziegenhagen

Other sites
Military service
Travels
My Heritage

Trainmuseum Sweden
Vasteras Flygmuseum
Hagfors Industrimuseum
Maritim Gothenburg
Karlskrona Marina

Pictures from the following owners have been used in bjorns-story.se with the appropriate allowance:
Referece 1: © Björn Bellander  bjorn.bellander(at)telia.com

Referens 48: ©Picture from website.
Referens 49: ©Picture from Wikipedia.
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© Copyright Björn Bellander 2006-