|
Clyno Motorcycles by the late
Ailwyn Smith
A history of the
company from 1909 to 1916
written by one of the company's founders
|
 |
1909
During 1909 two cousins A. P. Smith and F. W. A Smith, sons of two
directors of the family business Messrs Smith and Grace Ltd.,
Transmission of Power Specialists and Iron Founders, Thrapston,
Northants, formed as a partnership, The Clyno Engineering Co., for the
purpose of marketing an adjustable belt pulley for Motor Cycles.
A Clyno machine from collection at the Black
Country Living
Museum, Dudley. |
They rented a small workshop in Thrapston at 5/-
per week and first worked at the business part time only. The
pulley, adjustable by means of two inclined cam faces, one on
the adjustable flange and the other on the adjusting collar,
filled a need amongst motor cyclists and sufficient orders were
soon received to necessitate the partners devoting their whole
time to the business and eventually obtaining extra help. The
pulleys sold at 12/6d each, bored to suit any make of Motor
Cycle engine. A point was made of invariably dispatching orders
the same day as received.
The plant employed in these early days
a 6.5inch centre lathe, a small sensitive drilling machine, and
a key slotter, converted from a carpenter's tenon machine. This
plant was driven by a very old Crossley 2.5h.p. gas engine.
Electric light, generated by a dynamo driven by the engine
installed. |
1910
Early in this year the partners thoughts turned to the
manufacture of complete Motor Cycles and a prototype was duly
built, using Chater Lea frame fittings and Stevens engines, made
by the Stevens Motor Manufacturing Co. Ltd., Wolverhampton.
It
was a belt driven 350c.c. machine of simple construction. A few
of these were sold locally. In these early days
successful participation in Motor Cycle Trials was felt to be
the best method of advertising. |
A close up of the engine in the machine
above. |
Clyno's original factory in Wolverhampton.
|
Ailwyn Smith's home, Aboyne House. |
This first machine was entered and ridden by Frank
Smith in the A.C.U. quarterly non-stop trials with repeated
success.
About this time a motor cycle stand was patented, this
consisting of telescopic tubes, independently adjustable so that
on uneven ground the machine would stand upright.
The stand did
not sell in large quantities and with the advent of the side car
combination was abandoned. |
| Later in 1910 a more powerful machine was built
utilising the 5/6h.p. 'V' twin Stevens Engine, mounted in
a long, low (for those days) frame. This machine was run in the
quarterly trials, also in the M.C.C. London-Edinburgh and
London-Exeter trials.
Its low build, light weight (under 200
lbs) large engine and high gear ratio made it a very pleasant
machine to handle. It was the forerunner of the very successful
sidecar machine of later years, even in its belt driven form it
was capable of a good performance with a sidecar.
Meantime the orders placed with the Stevens Motor manufacturing
Co., resulted in a visit of their representative to Thrapston,
this visit being the prelude to negotiations for the purchase of
the Stevens concern, which was in Voluntary liquidation. |
The Clyno 750c.c. machine, built in 1914,
that is on display at the National Motorcycle Museum,
Birmingham. |
Clyno's original factory in Wolverhampton.
Fort Works were purchased from the Stevens Motor
manufacturing Co., but appear to have been greatly extended by
Clyno. Its possible that the original buildings, which were much
smaller, were demolished in the process. Behind the
offices was the spares department, under Mr. Heckford. |
This purchase was eventually
completed and on 15th October 1910 the business was transferred
from Thrapston to Wolverhampton, and for a time was carried on
under the names of The Clyno Engineering Co., and The
Stevens Manufacturing Co., but the latter name was soon dropped.
The firm exhibited for the first time at the 1910
Motor Cycle Show at Olympia, showing Motor Cycles,
Adjustable pulleys and Telescopic stands. |
1911
The limitation of a single fixed gear and belt drive were apparent in
1910, and with the increased manufacturing facilities at Wolverhampton,
a two speed, chain driven machine was evolved and it is thought to be
the first to enclose chains in pressed aluminium cases.
| It was this machine
that Frank Smith drove so successfully in all the important
trials in 1911, he also embarked on a programme of attacking
hitherto unclimbed and what were considered unclimbable hills,
all with the 5/6h.p. chain driven Motor Cycle and
sidecar. Notable hills successfully climbed were Porlock and the
North Devon terrors, Honister as well as many other Lake
District hills etc., etc.
The question of a suitable sidecar
frame was given careful attention, hitherto sidecar frames were
very light flimsy affairs, clipped to the Motor Cycle frame,
generally in three places, they were quite
unsuited to strenuous trials and other use.
A very robust
sidecar frame, attached to the Motor Cycle in four places by
taper plugs secured into appropriate sockets, solidly brazed to
the Motor Cycle frame, was made, this design remained virtually
unaltered for many years. It was imitated by all and sundry. |
The Clyno First World War motorcycle
machine gun carrier at the National Motorcycle Museum. |
1912
 |
The success of the
1911 trials policy had its effect in 1912 which was a very busy
year, orders in excess of the manufacturing capacity being
received.
During this year the Clyno Motor
Cycle Detachable and Interchangeable wheel was introduced and
fitted, this invention first fitted to Clyno Machines, was one
of the most important developments in Motor cycling history.
The late Ailwyn Smith. Photo courtesy
of Chris Smith. |
| Opposite the offices of the Company
in Pelham Street
was the old Wolverhampton Humber Cycle factory, long
since unoccupied, and negotiations for its purchase were
started, these works were eventually taken over and laid out for
the manufacture of frames and the assembly of completed motor
cycles and sidecars. Engine and gear box manufacture continued in the original factory
across the road in Pelham Street.
|
Clyno cars leaving Ashes Works and
entering Pelham Street. Ashes Works were previously occupied by
the Humber Cycle Company. Photo courtesy of the late Geoff Stevens.
|
Ashes Works in Pelham Street, today. Taken
from the same position as in the previous photograph. |
The factory was considerably
extended and the whole of the available ground space occupied by
work shops.
The policy of running in all important trials, not only
in Britain, but also abroad, was persisted in, with marked
success.
|
| Another view of Ashes Works,
which were also called Tower Works.
Many of the buildings were
destroyed in a fire, but these have survived.
|
|
 |
The photograph shows the interior of the works. It was taken
during the assembly of ABC Dragonfly engines, in the first world
war. Courtesy of Jim Boulton.
View the 1912
catalogue |
 |
|
1913
Mr. W. Comery joined the firm as Chief Designer and
immediately set about redesigning the machine using basically the same
5/6h.p. engine but substituting a 3 speed gear box and an entirely new
frame. This machine was very successful and easily held its own against
increasing competition.
| The running of machines in trials was intensified
and well known drivers with considerable trials experience
joined the staff, Hugh Gibson and Archie Cocks being amongst
them.
Two young works testers, C.V. Freeman (actually the first
employee of the company) and L. R. Pearson, both having great
success in many trials. Rev. P. W. Bishoff and his wife also
participated privately in a number of trials using Clyno
outfits. Financial difficulties were not nonexistent during
1913. |
 |
Development was rapid and inclined to outstrip the financial
resources of the company, which was still a private partnership. Later
in 1913 it was decided to fill an obvious need for a light, simple and
cheap solo Motor Cycle, and a 250c.c single cylinder, 2 stroke machine
was designed. This machine had a 2 speed gear and belt drive, and was
novel, in that the engine and gear box were of unit construction, chains
being entirely absent. It was one of the first machines to be sold
completely equipped with lamps, horn and number plates, ready for the
road at an all in price. This was exhibited at the 1913 Motor Cycle
show, being very successful and sold in large numbers.
 |
In 1912, the company sold a
version of its sidecar machine for use as a commercial delivery
van.
The basic price of the machine was £81.10s.0d, the body was
extra and designed according to individual purchaser's
requirements.
The motorcycle could deliver 5-6h.p. and sales of
the product were very high. |
1914
The machines marketed in 1913 were continued with
minor modifications. Several models of the sidecar bodies
were standardised and the running of trials continued.
The end of the summer brought the first World war, which
in view of the financial embarrassment mentioned earlier
was a blow to the concern. The death of Mr. N. Smith, father of
A.P.Smith in November 1914, increased these difficulties, as Mr
Smith was one of the guarantors.
1915
After an anxious time early in the year, the issuing of War
Contracts relieved the situation somewhat, and the manufacture
of a Motor Cycle combination with machine gun attached was
developed in conjunction with Messrs. Vickers Ltd. It was known
as the Vickers-Clyno machine gun motor cycle outfit, and
together with the ancillary motor cycle machine gun ammunition
carriers, were manufactured in large numbers. |
The Clyno 750c.c. machine, built in 1914,
that is on display at the National Motorcycle Museum,
Birmingham. |
 |
The Clyno Staff outing to
Stourport in 1915. The photograph is taken behind the Pelham
Street works, looking towards Great Brickkiln Street.
The
building on the left used to be a school, but is now a social
club. Frank Smith is on the extreme left in a Peugeot, and Ailwyn is on the extreme right in a Panhard. Photo courtesy of
the late Jim Boulton. |
| The Clyno 8h.p. de Luxe
Combination. From an advert. |
 |
1916
The product of the factory was still primarily the machine
gun outfits, together with a number of the two stroke solo motor cycles
for Army use. During the early part of the year the hitherto
successful partnership showed signs of strain and the question of a
dissolution could not be ignored. Eventually this course was decided
upon, A. P. Smith retiring from the business, leaving Frank Smith in
charge. A.P. Smith relinquished any active part in the running of the
business as from June 1916. Dissolution agreement was
reached 4th July 1916 and the partnership was officially dissolved as
from 30th September 1916 by an Indenture dated 4th October 1917.
Below is a list of some of
the Clyno employees:
| W. Comery |
Chief Designer |
| S.C. Poole |
Assistant |
| J.M. Wylie |
Buyer |
| C. Franklin |
Records |
| H. Gibson |
Sales and Trial rider |
| C. H. Crole-Rees |
Sales Manager |
| A. Cocks |
Sales and Trial rider |
| F. Lloyd Parton |
Commercial Manager |
| Florence Gould |
Chief Clerk |
| H. Meadows |
Works Manager |
| H. Wiggett |
Machine shop Superintendent |
| J. H. Gould |
Assembly and Fitting
Superintendent |
| G. E. Newey |
Machine Shop Foreman |
| A. F. Knight |
Sales |
Very few motorcycles were produced after
Ailwyn Smith's departure, the company concentrated solely on the
production of cars.
I would like to thank
Chris Smith, Ailwyn's grandson for allowing us to include this important
document from his family archive.
Chris Smith and a Clyno motorcycle.
Many of
the motorcycles were designed by Arthur G. Booth.
Read a paper that was given by him and view some of his Clyno
photographs |
|
|
