Mercury Motorcycles and Scooters

Mercury Industries (Birmingham) Ltd., were founded in 1947 and produced large numbers of bicycles, initially in Birmingham and then in Dudley.

The photograph that's used in the above advert. Courtesy of Jim Boulton.

Bob Ashwin's 1957 Mercury 'Dolphin' scooter, seen at the Black Country Vehicle Rally, that was held at the Black Country Living Museum, Dudley, on 14th July, 2002.

A Grey Streak advertisement. Courtesy of  J. Jewkes

A Pippin advertisement. Courtesy of  J. Jewkes

J. Jewkes' Hermes as seen at the 2003 Black Country Vehicle Rally at the Black Country Living Museum, Dudley.

New Courier Motorcycles

New Courier produced bicycles and tricycles at their Alexander Street works. In 1899 they built a few powered tricycles with a 2h.p. De Dion engine. The passenger sat between the two front wheels.

Norton Villiers Motorcycles

Villiers, the famous Wolverhampton engine manufacturer, was set up by Charles Marston in 1898. He was the eldest son of John Marston, of Sunbeam fame. Villiers was founded to produce pedals for Sunbeam cycles, which was eventually superceded by the manufacture of their patented free wheel. Engine production began in 1911, but initial sales were low, and few were produced. Their first two stroke engine, launched in 1913, was extremely successful. Over the intervening years, sales of their numerous engines remained extremely high. Their two millionth engine was built in 1956. Another important factor in their success was the Villiers flywheel magneto which was well known all over the world.

In the early 1960's the company was taken over by Manganese Bronze Bearings, who also purchased Associated Motor Cycles (A.M.C.) in 1966. A.M.C. was formed in 1931 when A.J.S. was purchased by Matchless. In 1952 A.M.C. acquired Norton Motors Limited who produced Norton motorbikes. After A.M.C.'s collapse and take-over in 1966, a new company called Norton Villiers was formed, which would produce machines using the Norton name.

A new flagship machine was needed to replace the current ageing models and so in 1967 the Commando was developed, just in time for the Earls Court Show. The first production machines

were completed in April 1968, but there were bending problems with the frame and so a new frame was introduced in January 1969. The original model, now called the 'Fastback' was joined by the 'S Type' which had a high level left-side exhaust and a 2.5 gallon petrol tank.

Initially the engines were produced in Wolverhampton, the frames in Manchester and the components were assembled at Burrage Grove, Plumstead. The Plumstead works were subject to a Greater London Council compulsory purchase order, late in 1968 and closed in the following July. After a Government subsidy, an assembly line was set up in a factory at North Way, Andover, with the Test Department in an aircraft hanger on nearby Thruxton Airfield. Manufacturing was transferred to Wolverhampton, where about 80 complete machines were produced each week. Components and complete engines and gearboxes were also shipped overnight, from Wolverhampton to the Andover assembly line.

Right from the beginning the Commando took part in racing events, and after its win in the 1969 Hutchinson 100 and a second place in the Production T.T., the company decided to produce a racing model. This led to the development of the successful 750c.c. overhead valve 'Production Racer'. It featured a tuned engine, front disk brake and was finished in bright yellow, which led to the machine being known as the 'Yellow Peril'.

A new version of the 'S Type' was introduced in March 1970. It was called the 'Roadster' and had a 750c.c. O.H.V. engine and a low-level exhaust, with upward angled silencers and reverse cones. The model 'S' was discontinued in June. September 1970 saw the introduction of the 'Fastback MK. 2', which was soon replaced by the Mk.3. It had alloy levers and modified stands and chain guards.

The ‘Street Scrambler’ and the ‘Hi Rider’ were launched in May 1971 and the ‘Fastback Long Range’ with a larger petrol tank, was launched in July. January 1972 saw the appearance of the ‘Mk.4 Fastback’, an updated ‘Roadster’ and the ‘750 Interstate’, with its high performance ‘Combat’ engine. The ‘Combat’ could deliver 65 b.h.p. at 6500r.p.m. with a 10 to 1 compression ratio. Unfortunately the engine proved to be extremely unreliable, main bearing failures were common and pistons tended to break off at a slot, under the oil control ring. These problems gave the company a bad reputation, which wasn’t helped by the fact that the ‘Commando’ suffered from quality control problems which were well covered in the motorcycling press.

In January 1973 the ‘Mk.5 Fastback’ was launched and the ‘Long Range’ was discontinued. In April the ‘Roadster’, ‘Hi Rider’ and the ‘Interstate’ all began to use a new 828c.c. engine. Development work also began on a 500c.c. twin, stepped piston engine, with a monocoque pressed steel frame. The new engine was called the ‘Wulf’, but the project was dropped in favour of developing the rotary Wankel type engine which was inherited from BSA.

Things went well that year for the Norton racing team, as Peter Williams won the 1973 Formula 750 T.T. and Mick Grant came in second. Unfortunately the company itself was in deep financial trouble and redundancy notices were issued at Andover, which was followed by a sit-in at the works. The situation continued to deteriorate in 1974 and came to a head in June when the Government withdrew its subsidy. There was a general election and luckily the incoming Labour Government restored the subsidy. The company decided to close two of its sites and concentrate production at Wolverhampton and Small Heath. This caused a lot of industrial unrest at Meriden, and resulted in a workers’ sit in, which stopped production at Small Heath. By the end of the year the company had lost over 3 million pounds.

Even during these hard times the company still managed to produce new models. 1974 saw the release of the ‘828 Roadster’, the ‘Mk.2 Hi Rider’, the ‘JPN Replica’ and the ‘Mk.2a Interstate’. Only two of these were to continue in production the following year. Early in 1975 the company reduced its range of models to just two machines, the ‘Mk.3 Interstate’ and the ‘Roadster’. Both machines were improved by the fitting of an electric starter, a left side gear change, right foot brake and rear disk brake.

Things went from bad to worse in July when the Industry Minister recalled a loan for 4 million pounds and refused to renew the company’s export credits. The company then went into receivership and redundancies were announced for all of the staff at the various sites. At Wolverhampton an action committee was formed in an effort to continue production and develop the ‘Wulf’ engine. The works were picketed and a prototype machine called the ‘Norton 76’ was produced. This came to nothing as the Wolverhampton works had closed for good. It was a sad end to such an important company, and a bitter one. Many of the local workers never received the money that was owed to them. Norton Villiers Triumph managed to survive when the Government stepped in to save part of the company, but unfortunately this did not include the Wolverhampton works.

The British motor cycle industry was in its death throes.  The market for British machines disappeared, there was not enough demand to maintain the factory.  With a  strange burst of enthusiasm the company bought the gates from the now demolished Tong Castle and erected them at their works entrance in Marston Road.  It was a last gesture.