Norton Manx Motorcycle 1946-53 (long stroke) 1953-62 (short stroke)

Norton Manx

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Perhaps the most familiar of all racing motor bikes on the tracks of the 1950s, the Manx Norton put up a galiant rearguard action against the advance of the continental multi-cylinders. Single-overhead-camshaft with shaft-and-bevel drive up to the cambox, the 1930's design changed little over the years. In 1950 the new Featherbed frame was introduced on the Manx works racers. Hugely successful, it was a design that was to accommodate Norton and many other makes in the years that followed.

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Norton ES2 Motorcycle 1927 - 1964

Norton ES2

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A deluxe version of the Model 18, the ES2 was part of Norton's post-war programme for 17 years. In 1949 the 370lb ES2 was good for around 80mph and would return around 75mpg at a steady 45mph. Years later, despite numerous changes that included substituting aluminium for cast iron as cylinder-head material and raising the compression ratio, the top speed had not improved noticeably.

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Harley-Davidson WLD Motorcycle 1940s

Harley-Davidson WLD

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The WLD motor bike was a high compression version of the WL series, which first appeared in 1937. Harley introduced its first 45cu.in. side-valve V-twins, the D series, in 1929, to compete with Indian and Excelsior. The "Forty-fives" were smaller and lighter than Harley's big twins, although equally rugged, proven by their later success as military motorcycles.

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Indian Chief Roadmaster Motorcycle 1940s

Indian Chief Roadmaster

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After World War 2, the only Indian motorbike that returned to production was the big V-twin Chief. Still powered by the old side-valve engine, it exchanged its leaf-spring front suspension for a girder type design, that had already been used on a small number of military Indians built during the war.

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Indian Scout Motorcycle 1920

Indian Scout

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The first of Indian's famous Scout models were introduced in 1920. The work of irish-born designer Charles B. Franklin, the Scout used Indian's familiar 42-degree, V-twin configuration and side-valves. The engine was mounted in a twin-loop cradle frame that was fitted with Indian's traditional leaf-sprung fork. The design of the Scout engine was so successful that it was scaled up in 1922 to create the Chief.

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Henderson Model KJ Motorcycle 1929

Henderson Model KJ

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In 1929 Henderson introduced the KJ, a new machine designed by Arthur Constantine. It retained the 79cu. in. (1301cc) capacity of earlier K series models but the crankshaft now had five main bearings and alloy pistons were used. New frames allowed lower seats and a streamlined fuel tank, which included an instrument panel. Sadly the KJ was short-lived as Schwinn pulled out of the motorcycle business. The last Hendersons were made in 1931.

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Excelsior Super X Motorcycle 1925

Excelsior Super X

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The Excelsior Super X was introduced in 1925 and was the first of a new class of American 45cu. in motorcycles. Followed swiftly into the marketplace by Indian and Harley-Davidson forty-fives, the Excelsior featured a neat unit-construction engine/gearbox. The engine was mounted in a duplex cradle frame with leading-link forks. Performance was exceptional at 65mph (105km/h), which gained the Super X an enviable reputation.

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AJS Model 8 Motorcycle 1960

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In 1960 the AJS Model 8 appeared as a 350cc single. It featured a scaled up engine with a 20mm longer stroke, not simply a bored-out 250, having the same dimensions as the discontinued "heavyweight" 350 Model 16CS scrambler  of the previous year. The Model 8's engine differed from the 250 in having a compression of 6:9:1, an exhaust-valve lifter on the exhaust rocker, and ingenious flat-faced cast-iron flywheels. This scaled-up 250 was similar to BSA's enlarged C15 250, the B40 350, and was an attempt to deal with the criticism of the "heavyweight" Model 16 as a plodding, over laden, scaled down 500.

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AJS Model 16C Motorcycle 1959, 1960, 1961, 1962, 1963, 1964

AJS Model 16C

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Produced from 1959 to 1964, the AJS Model 16C was one of the most successful "mudpluggers" of its day. Similar to its predecessor the 16MC, the 16C employed a redesigned engine with a new long-stroke configuration of 74x81mm rather than the earlier 69x93mm. Valve diameters were increased and power output went up from 19 to 23bhp @ 6200rpm.

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AJS Model 18CS Motorcycle 1950-1964

AJS Model 18CS

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The basis of the AJS Model 18 500cc was a long-stroke single ohv engine from 1953, one of whose manifestations had been the Matchless G3L used by the British Army in WW2. The 18CS was produced between 1950 and 1964. Comprising of an all-alloy engine in a sprung frame, it was aimed more at scrambles use than trails. A feature when introduced were the "fat" rear suspension units that immediately became known as "jampots". They were an improvement over the slimmer versions as the internal pressure was lower but was still prone to variable damping as the temperature changed.

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AJS Model 20 Motorcycle 1938

AJS Model 20

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Once Edward Turner had come up with the Speed Twin for Triumph in 1938, other major British factories were forced to respond with their own versions of the vertical twin engine. The last manufacturer to unveil such a design in the export-or-die post-war years was Associated Motor Cycles, joining the fray in 1949 with a 500cc model in the two AMC marque liveries. The AJS version was known as the Model 20 and was a docile and comfortable machine, with useful torque for accelerating.

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AJS Model 7R Motorcycle 1948

AJS Model 7R

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Announced for the 1948 season, the handsome 348cc AJS Model 7R had little in common with the pre-war road-racing R7 AJS. A sleek black and gold beauty, it was similar to the rival Velocette Mk7 racer, which shared the same bore and stroke dimensions but it was lighter than the Velo, using magnesium-alloy crankcases, timing gear casing and conical wheel hubs and aluminium fuel and oil tanks. Nicknamed the "Boys Racer" the model was of course raced by the original factory team but was primarily intended as an over-the-counter racer for the ordinary club rider.

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AJS Model 16MS Motorcycle 1935

AJS Model 16MS

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The basis of the AJS Model 16 MS was a long-stroke single overhead valve engine of 1935, the same as used in the wartime Matchless GL3. The orthodox but very tough push rod engine featured dry sump lubrication with an external oil tank. Flywheels were cast iron but were lightened for 1954. An all-alloy version of the engine appeared for competition models in 1950 with an alloy head for roadsters following in 1951. Further improvements to the model were made and despite the presence of the AMC "lightweight" single by 1960, sales of the old G3/Model 16 had actually increased by 1961 giving evidence of the loyalty to the long stroke formula.

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