The History of BSA Motorcycles
BSA was founded in 1861, originally in the gun trade. They produced their first motorcycle in 1903 and their first motor car in 1907. They purchased Daimler in 1910.
World War 1 saw the company return to manufacturing arms and it greatly expanded its operations. They produced rifles, guns, shells, motorcycles and other vehicles for the war effort. After the war, BSA bought assets in Airco, however, they did not go into aviation.
By World War II, BSA had 67 factories. BSA operations were also dispersed to other companies under licence. During the war it produced over a million Lee-Enfield rifles, Sten sub machine guns and half a million Browning machine guns. Wartime demands included motorcycle production. 126,000 BSA M20 motorcycles were supplied to the armed forces.
BSA continued to expand the range of metal goods it produced. The BSA Group bought Triumph Motorcycles in 1951, making them the largest producer of motorcycles in the world. The cycle and motor cycle interests of Ariel, Sunbeam and New Hudson were also acquired.
The Group continued to expand throughout the 1950s but by 1965 competition from Japan and Europe was eroding BSA’s market share.
Reorganisation in 1971 concentrated motorcycle production at Meriden, with production of components and engines at BSA’s Small Heath. At the same time there were redundancies and the selling of assets and Barclays Bank arranged financial backing to the tune of 10 million.
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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 AC Cars
AC Cars was established in 1907 and is the oldest British car manufacturer that is still producing vehicles today.
The AC name came from the name of their first commercial three wheeler – the autocarrier, which was designed and manufactured by John Weller.
In 1908, a new passenger version called the “AC Sociable” was introduced. It was the first time that the initials AC had been used.
The Ace arrived in 1953, designed by John Tojerio. The distinctive body was produced in aluminium and looked similar to contemporary Ferrari models and it would also form the basis for the lengedary Cobra.
The AC Cobra was produced during the 1960s and is perhaps one of the most iconic cars of all time.
The first ‘75 Cobra Mark I’ (including the prototype) were fitted with the 260 engine (4.2L). The remaining 51 ‘Mark I’ model were fitted with a larger version of the Windsor Ford engine, the 289 in³ (4.7L) V8.
AC also produced the AC Frua until 1973. The AC Frua was built on a stretched Cobra 427 MK III coil spring chassis using a very angular handsome steel body designed and built by Pietro Frua. With the demise of the Frua, AC went on building lesser cars and eventually fell into bankruptcy in the late 1970s. The company’s tooling and eventually the right to use the name, were licensed by Autocraft, a Cobra parts reseller and replica car manufacturer owned by Brian Angliss.
In 2006 Carol Shelby’s own Shelby Cobra sold at an auction in Arizona for £2.8million.
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The history of Mack Trucks
America has always had a love affair with automobiles, and in the early 1900s, trucks were an afterthought and were being assembled using surplus car parts. John Mack changed this.
By 1911, the company was the premier manufacturer of heavy-duty trucks, making 600 units a year.
Over the years, there had been few Mack models as famous as the AC model. The Mack BJ and BB models, the first of the early B Series introduced in 1927, represented the company’s first trucks developed in response to the demand for larger capacity, higher speed haulage.
In 1991, Mack developed the High Swirl/Moderately High Injection Pressure Combustion System to optimise the mixing of diesel fuel and air in its E7 and E9 engines. The system increased combustion efficiency, and in the process, improved fuel economy, lowers emissions, maintains oil viscosity, and lengthened oil change intervals.
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History of Foden Trucks
Foden Trucks date back to 1856.
Edwin Foden began his career at Plant & Hancock. He left them for an apprenticeship at Crewe Railway works but later returned at the age of 19, and he became a partner in the company.
In 1887, the company was renamed Edwin Foden Sons & Co Ltd.
Experimental steam lorries were first produced shortly after the turn of the 20th century.
Edwin’s son, Edwin Richard, saw the future in diesel power, and in 1932, he resigned from the board of directors, and subsequently retired at the age of 62. His son Dennis, could not afford to resign but was not prepared to let things carry on as they were and with financial input from the immediate family, a new company was set up to design and produce diesel lorries.
In 1932, Foden changed their production almost immediately and concentrated on diesel, although some steam vehicles production took place until 1934.
1964 saw Foden design a new model to compete in the 32 ton market.
The company suffered in the early 1970s, and was bailed out by the Government. In 1980, PACCAR acquired the company, but following other acquisitions and changes within the company, the last Foden truck was produced in July 2006, putting an end to the 150 year history of the Foden Trucks.
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