The History of Thornycroft Trucks
The era started in 1862, when John I Thornycroft designed a steam car. Two years later, he formed the Steam Carriage and Wagon Company, with works at Chiswick, London. However, the project ceased due to over-zealous legislation for road vehicles, and Thornycroft took up shipbuilding, also at Chiswick.
Thornycroft took up road vehicle work again in 1895, whilst continuing with his shipbuilding and marine engineering business, and built his first steam vehicle at the Chiswick works. The Thornycroft Steam Wagon Company of Chiswick put steam lorries and vans into production, and a new factory was set up at Basingstoke, Hampshire in 1898, to meet demand. The following year, Thornycroft steam wagons were supplied to the Army for the first time and London’s first powered bus was a Thornycroft steam double decker.
In 1901, 3 ton steam lorries were ordered by the Government and handed over to the Army. Attracted by the possibility of orders and a £500 prize for the winning vehicle, several firms, including Thornycroft, entered a War Office competition held at Aldershot for the best type of powered vehicle for military use. The winner was Thornycroft’s steam lorry Manufacturer’s No 99 which was followed in second place by a Foden lorry – also steam driven
The first Thornycroft motor vehicle was introduced in 1902, a commercial vehicle with a 4 ton load capacity.
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The History of Matchless Motorcycles
For a while, Matchless were the largest motorcycle maker and from the turn of the century, the Collier Brothers were involved in powered two wheelers. Both Harry and Charlie Collier believed in competition, and before World War 1, the marque was well established. The company’s premises were in Plumstead, South East London, and were well removed from the Midlands centre of the industry, but this seemed to have little effect on their prosperity.
At the start of the 1930s, the company had a range of singles much as any other manufacturer, plus a big V-twin for sidecar work. They also had the new Silver Arrow, which was kept under wraps until the last minute. The problem was that enthusiasts would clamour for advanced developments and sophistication but would never purchase it. Fortunately, Matchless continued with their line of straight forward machines which sold well and kept them solvent.
The Silver Arrow had been a focus of interest when it was first shown, and within 12 months, the company unveiled a machine with a four cylinder overhead camshaft engine at Olympia. It was called the Silver Hawk.
The 1934 range was slimmed down a little, and among the casualties was the Silver Arrow, D, D/5, D/6, D6 and D7. The mudguard beading was changed to a gold line in 1935 and a change to chrome plated wheel rims reflected the move away from the economies of the depression years. In April 1935, an important new model was announced which was to set the style and format for the range from then on. The new G3 was known as the Clubman. It had a vertical cylinder and used the trusted 69 x 93 mm dimensions to obtain 348cc. It had an OHV, a magneto tucked behind the engine and a dynamo beneath that, where it was chain driven from the crankshaft.
During the 1930s, Matchless supplied engines to Brough Superior, Calthorpe, Coventry Eagle, OEC and OK Supreme.
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The History of Singer Cars
The company was established by George Singer in Coventry to make bicycles in 1875.
Singer made their first four wheel car in 1905. It was made under licence from Lea-Francis and had a 3 cylinder 1400 cc engine.
In 1911 the first big seller appeared with the 1100cc ‘Ten’ with Singer’s own engine. The use of their own power plants spread through the range until by the outbreak of the World War I all models except the low-volume 3.3 litre 20hp were so equipped.
Singer stopped building motorcycles at the outbreak of the First World War. As with most companies, the factory was devoted to producing war materials, and profits soared and for the first time since introducing cars to the range, the company were in a healthy financial state.
The range continued in a complex manner using developments of the OHC ‘Junior’ engine first with the ‘Nine’, the 14/6 and the sporty 1.5 litre known as the ‘Le Mans’ in 1933.
Singer plants again produced a wide variety of arms and aero equipment during World War 2, but financially the company was not in good shape at the end of the war, and maintained a limited product line.
In 1948 the all new ‘SM1500’ with independent front suspension and a separate chassis was announced, which was based on American styling.
Despite the Hunter’s success, Singer never recovered from the events of the 1930s, and in 1955 was in danger of closing its doors as banks refused to lend more money. Ignoring the fate of others who had done the same, the Singer brand was absorbed into the Rootes Group whose brands largely sold badge engineered versions of each other’s cars.
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The History of Brough Superior Motorcycles
The superior was the machine of legends. It was an early superbike before the term was coined and was the “Rolls Royce” of the motorcycle world.
Much of the legend came from performance by specific men and machines and from the showstoppers that George produced year after year for Olympia and Earls Court.
He also made machines he liked to ride, which may explain the gradual move from all out performance and total sports styling to high-speed sports tourers. There was no such thing as a Standard Superior as for the price charged, there was very individual attention.
It is not surprising that the Brough story is full of specials for all people. The best-known owner outside the world of motorcycling was T E Lawrence. George was a perfectionist, and as a hard rider, one of the most stringent and critical inspectors of the machines that carried his name. Many of his customers were friends and all would have their needs and wishes discussed before the machine was put in hand.
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