A. J. Stevens & Co. Ltd was a British automobile and motorcycle manufacturer in operation from 1909 to 1931. The company was founded by Joe Stevens in Wolverhampton, England. After the firm was sold, the name continued to be used by Matchless, Associated Motorcycles and Norton-Villiers on four-stroke motorcycles until 1969, and since the name's resale in 1974, on lightweight, two-stroke scramblers and today on small-capacity roadsters and cruisers. The company held 117 motorcycle world records.
AJSAJS 500cc OHC Racer 1931AJS 350cc TV 1936Preference Share of the A. J. Stevens and Company (1914) Ltd., issued 11. February 1926AJS Silver Streak 1938AJS H5 Shuttleworth Snap Replica
Joe Stevens, father of Harry, George, Albert John (‘Jack’), and Joe Stevens Junior, was an engineer who owned the Stevens Screw Company Ltd, in Wednesfield, near Wolverhampton. Stevens had a reputation for quality engineering before the company built its first motorcycle in 1897, using a Mitchell single-cylinder four-stroke imported from the US. Before long, Stevens began making engines, starting off with a better-built version of the Mitchell but the family soon developed their own designs, including parallel-twins and V-twins, which were sold as proprietary engines to other manufacturers, including Werner, Wolf and Clyno.[1][2]
In 1909, after a Wearwell motorcycle fitted with a Stevens side-valve single-cylinder engine won a trophy for a 24-hour non-stop run in 1909, Jack Stevens decided to contest the Tourist Trophy in the Isle of Man. A new company, A J Stevens & Co (AJS), was founded, with premises in Retreat Street, Wolverhampton, to manufacture motorcycles and the first model appeared at the Motor Cycle Show in 1910. Its engine, a two-speed 298cc side-valve, was made to come within the 300cc limit for Junior machines in the 1911 Isle of Man TT races and was slightly larger than the 292cc used for the proprietary engines. Jack Stevens came 16th on AJS's official entry, one place behind private owner J.D. Corke on an identical machine.
Albert John Stevens lent his initials to the company, but it was a family concern. In 1922 for example, Harry Stevens acted as managing director, George Stevens as commercial manager, Joe Stevens Junior managing the experimental section and Jack Stevens as production manager.[1][3]
AJS did not contest the 1912 TT as it was busy satisfying the demand for its products, but was 10th in the 1913 Junior. With the Junior limit raised to 350cc for 1914, the AJS motorcycle had grown to 349cc, with four-speed gears and chain final drive. AJS achieved their first TT victory in the Junior 1914 Isle of Man TT race that year through Eric Williams, whilst also taking second, third, fourth and sixth place. The old Screw Company's facilities could not cope with the demand and with the company reconstituted as A.J. Stevens and Company (1914) Ltd, AJS moved to a new factory built around Graiseley House, in the Blakenhall district, a short distance south of the Retreat Street premises, which were relegated to the being the company's office and repair department.[4] The 349cc machine (known as the 2+3⁄4hp) was most in demand but the company also produced an 800cc (6hp) V-twin.
On 3 November 1916, the Ministry of Munitions prohibited the production of non-military motorcycles, and AJS went over to manufacturing munitions, but in early 1917 the Ministry received an order from Russia for military vehicles, and AJS was given a contract to produce part of the order with its AJS Model D machine. This kept AJS busy until Ministry of Munitions restrictions were lifted in January 1919.[3]
When production of the 350 resumed in 1920, it was much improved. The side-valve engine was replaced by a new overhead-valve design that produced 10bhp. It also had internal expanding brakes and chain primary drive. Cyril Williams won the first post war 1920 Isle of Man TT Junior race on his 350, even though he had to push the motorcycle home for almost four miles (mostly downhill) after a breakdown. AJS took the first four places in the 1921 Isle of Man TT, and Howard R Davies bettered his second place in the Junior by winning the Senior on the same 350cc AJS. This was the first time a 350 had won the 500cc Senior TT race.[5] In 1922 Manxman Tom Sheard won the Junior on an AJS, with G Grinton, also on an AJS, taking second.
The 1922 machine was a classic design that would become famous as the ‘Big Port’ on account of its large-diameter exhaust port and pipe (initially 15⁄8inches, but changed in successive years). The OHV 350 would be the mainstay of the company's racing efforts until 1927 and in production form (first offered to the public in 1923), was also AJS's most popular sports motorcycle throughout the 1920s. At this time, the company produced a comprehensive range of other models ranging from 250 to 1,000cc. These were generally given a model number, plus letter to denote the year of manufacture (for example, B meant 1924, F 1925, G 1926).
In 1929 for example, the AJS range consisted of: M1 Deluxe 996cc side-valve V-twin £76/10/0; M2 Standard 996cc side-valve V-twin £66/0/0; M3 Deluxe Touring 349cc side-valve single £48/10/0; M4 Deluxe Sporting 349cc side-valve single £48/10/0; M5 Standard Sporting 349cc side-valve single £45/0/0; M6 349cc overhead-valve single £54/10/0 (twin port), £52/0/0 (single port); MR6 Special Sports 349cc overhead-valve single £62/0/0; M7 349cc overhead-camshaft single £62/0/0; M8 498cc overhead-valve single £62/0/0 (twin port), £59/10/0 (single port); MR8 Special Sports 498cc overhead-valve single £72/0/0; M9 Deluxe Touring 498cc side-valve £54/0/0; M10 498cc overhead-camshaft single £72/0/0; M12 Lightweight 248cc side-valve single £39/17/6. Several of these were intended to pull one of the 12 AJS sidecars also on offer, including sports, touring and commercial models.[6]
By 1927, it had become clear that push-rod overhead-valve designs were becoming dated in racing, so AJS introduced two new chain-driven overhead-camshaft racing models, the 349cc K7 and the 498cc K10. Jimmy Simpson rode a 350 to third place in the Junior TT and won races in Europe but in 1928 AJS used the overhead-valve engine in the TT. In 1929 there were again two machines with an overhead cam, this time the 349cc M7 and the 498cc M10. Wal Handley came second in the 1929 Junior TT for AJS. The following year Jimmie Guthrie won the 1930 Lightweight TT on a 250cc AJS.[3] The R7,350 ohc, won 8 of the 9 Grand Prix and established at Montlhery, near Paris, a number of world records, including 1 hour at an average of 104.5 miles per hour and 2 hours at an average of 99.5
In 1931, the AJS S3 V-twin was released, a 496cc transverse V-twin tourer with shaft primary drive[7] and alloy cylinder heads.[8] It had been expensive to develop and was slow to sell. Even though it held 117 world records, the AJS company was now in financial trouble.
The 1935 film No Limit was set at the Isle of Man TT. The film starred George Formby as an aspiring racer who travels to the Isle of Man with his modified and streamlined 1928 "Rainbow" motorcycle, which he has christened a Shuttleworth Snap, in order to compete at the races. In the film fictitious motorcycle companies were used, and the Shuttleworth Snap was in fact a 1928 AJS H5.
Although best known for their motorcycles the company made a few experimental cars with Meadows engines in 1923 but decided not to go into full production.
AJS had manufactured car bodies for Clyno, but in 1929 Clyno went under.[3] AJS returned to car making in 1929 with the Nine powered by a 1018cc side-valve Coventry-Climax engine producing 24bhp (18kW) and driving through a three-speed gearbox. The cars were quite expensive at £210 for the two-seater and £320 for the fabric bodied saloon. About 1,000 were made.
The company also started making buses and coaches. The first model was the Pilot with a Meadows engine. This was followed by the Commodore with a Coventry Climax L6 engine and finally by the Admiral. Just over 200 buses were built.[3]
In 1931, A. J. Stevens & Co went into administration. After BSA failed to obtain control, the motorcycle assets were bought by the Collier brothers London company Matchless and the car manufacturer Crossley Motors. Crossley incorporated some improvements such as a four-speed gearbox and using parts acquired from AJS built about 300 cars between December 1931 and May 1932. Assembly took place in the Stockport factory used by Willys Overland Crossley. Motorcycle production moved to Plumstead in London.
A 1½-litre model was planned, but failed to materialize except to appear on the Willys-Overland-Crossley stand at the 1932 London Motor Show.
In 1938, AJS became part of a group called Associated Motorcycles, formed by the Colliers as a management company for its various interests. After this Matchless and AJS generally shared models using different badging, although the AJS name was used for several unique racers.
The site of the Wolverhampton factory, now a supermarket, is marked by a sculpture, The Lone Rider, designed by Steve Field and carved by Robert Bowers, assisted by Michael Scheuermann.[9][10][11]
Stevens Motorcycles
The Stevens brothers tried again and started a new company as Stevens Brothers (Wolverhampton) Ltd to make 3-wheel delivery vans. (They could not call them AJS, as that name belonged to the Colliers.) These used a 588cc single-cylinder engine driving the rear wheels through a 3-speed gearbox and chain drive. The van could carry 5cwt. It was improved in 1935 with shaft drive and uprated to 8cwt. The last ones were made in 1936. In 1934 they also produced a new range of motorcycles under the Stevens name. These were made until 1938 after which the company continued until 1956 as a general engineering business.
AJS Radios
AJS designer Harry Stevens was a keen amateur 'ham' radio operator since before World War I. In 1922, following the launch of Britain's first radio stations and the formation of the BBC he convinced the rest of the AJS board that radio receivers had a big future. The first radios made by AJS Wireless and Scientific Instruments were launched in 1923, all high quality models aimed at the top end of the market. The most expensive cost £75, which was substantially more than many AJS motorcycles, although prices soon fell. Initial sales were good and by 1925, there were 10 models ranging from under £14 in a simple wooden case to over £50 with a finely veneered console cabinet. Radio production was increased and moved to a factory in Stewart Street. However, radio technology had advanced rapidly and AJS was forced to offer new designs in order to compete. The company's reliance on battery power held them back at a time when rivals were turning to mains power and AJS was forced to adopt cheaper mass-production techniques. In 1928, the company decided to give up radio manufacture and sold the factory and remaining components to the Symphony Gramophone and Radio Company.[12]
AJS Racing under AMC
AJS 7R 350cc Racer 1948AJS 7R 350cc Racer 1950
Under AMC the AJS badge may have been put on the "bread and butter" Matchless motorcycles, but the Colliers were mindful of the AJS racing heritage, and used the name on some innovative racing machinery. These racing bikes kept the AJS name alive.
In 1935, at the Olympia Show, an air-cooled SOHC AJS 50° V4 was shown, a fully equipped road going version, which did not make it into production. In 1936 Harold Daniell rode a supercharged race version in the Isle of Man Senior TT, but despite its high top speed, it lacked acceleration.[13]
In 1939, a water-cooled and supercharged version of the 495cc AJS V4 was built to compete against the supercharged BMWs then dominating racing. In 1939 the dry sump V4 was the first bike to lap the Ulster Grand Prix course at over 100mph (160km/h). It weighed 405lb (184kg). and its top speed was 135mph (217km/h). Then World War II intervened.[14]
At the end of the 1940s and start of the 1950s, the AJS Porcupine, a 500cc forward-facing parallel twin, and the AJS 7R (32bhp, 350cc OHC single) were being raced alongside their AMC stablemates the Matchless G50 (effectively a 500cc 7R) and by 1951, the Matchless G45 (a 500cc vertical twin).[15] The AJS Porcupine had been designed for supercharging, before the rules changed banning supercharged racing motorcycles, but even so, Les Graham won the 1949 World Championship on an unsupercharged AJS E90 500cc Porcupine.[16]
In 1951 AJS development engineer Ike Hatch developed a 75.5mm bore × 78mm stroke, three-valve-head version of the 7R making 36bhp (27kW). It was called the AJS 7R3, and was Ike's response to the Italian multi-cylinder racers. They did well enough in their first year, not as well the second. For 1954 Jack Williams, the works team manager, developed the bike further, lowering the engine in the frame, and making some tuning changes that gave 40bhp (30kW) @ 7800rpm. It immediately won the first two rounds of the World Championship and took first at the Isle of Man TT. These were factory specials, but one has survived, and a second has been reconstructed from spares.[17]
AMC withdrew from the world of works and one-off road racing at the end of the 1954, with the death of Ike Hatch, and in the face of fierce competition from the other European bikes. After this AJS made a production version of the standard two-valve AJS 7R, for privateers. In 1954 Norton was also moved to the Plumstead works.
With the G15 line, AMC had built on the merits of the G12 but there were numerous changes to frame, forks, swinging arm, primary chaincase, transmission, cycle parts and lubrication system. The P11 was the last line of bikes with bonds to AMC. It used a modified G85CS frame but there were stronger forks, completely new cycle parts (making some was rather costly), altered lubrication and modified primary chaincases, to mention a few.
The G15 series was offered as 3 brands: Matchless G15 comprising G15Mk2, G15CS and G15CSR; AJS Model 33 comprising M33Mk2, M33CS and M33CSR; and last not least Norton N15CS (no Norton-branded roadster made as it would compete against the Atlas). The G15 series was produced from 1963 to 1969. They were initially for export only, but by 1965 these models were available in UK and Europe too.
Associated Motorcycles and the AJS name eventually ended up with Norton-Villiers in 1966. In late 1968 the Plumstead works at Burrage Grove, where engines from the Wolverhampton plant and frames from the Manchester plant were assembled into complete machines, were presented with a Greater London Councilcompulsory purchase order. The Plumstead works closed in July 1969. It is believed that production of the G15 series was halted late in 1968 (model year 1969) with unsold samples on offer through 1969. The AJS Model 33 was the last AJS badged four-stroke produced.
AJS two-strokes and Norton road racer
From 1962 Cotton motorcycles were the main customer for 250 Starmaker engines. The 250 Starmaker engines were used in the Cotton Cobra scrambler and the Telstar Racer. Cotton therefore was very involved in the development of the Starmaker engine..
Peter Inchely formerly from Ariel and BSA was involved with the 250 Road Race project. Inchley rode a Bultaco-based 6-speed, 250 Villiers Starmaker-powered special to 3rd place in the 1966 Lightweight TT. Several pre production AJS 250 Racers were built and raced but the project came to halt in 1967 after an unsuccessful second TT attempt. The scrambles project continued with considerable success.
From 1966 to 1968, Villiers developed the "Stormer" Motocross motorcycle. In 1968 Malcolm Davis won the British 250 Championship on a pre Stormer, Y4 scrambler.
In late 1967, a special project was undertaken with the Stormer. Four bikes were built at Marston Road,[citation needed] all equipped with spark arrestors on the end of the tailpipe and with a rudimentary lighting system. Three of them had 250cc engines and were badged as AJS machines. The fourth one had the "360" engine (actually only 334cc) and was badged as a Matchless. This bike was probably the last one built with a Matchless badge and the only two-stroke Matchless. The four bikes were taken on by members of the Royal Air Force motor Sports Association and entered in the 1968 International Six-Days Trial.
The two-stroke AJSs had been built in Wolverhampton, at the Villiers factory but in 1970 the UK government provided a special subsidy that enabled AJS to open a new factory on Walworth Industrial Estate in Andover, where they assembled Stormer off-road motorcycles. The competition department was located next to the famous race track at Thruxton, Andover.
AJS scramblers were produced from 1968 until 1974 in 250, 370 and 410 guises. The early 250 was designated the Y4. In 1969 The 370 (Y5) was added and the name changed to Stormer. The 410 followed in 1972.
A little known about motorcycle was the 37AT Trials bike which was partially built by Cotton Motorcycles using some AJS parts and Villiers's 37A engine.
By 1974, Norton Villiers was having financial trouble, and the rights to manufacture the Stormer under the AJS banner were purchased. In September 1974 the business was moved to Goodworth Clatford near Andover. Initially selling spare parts for existing motorcycles, the business expanded to produce complete motorcycles still using the Starmaker-based engines under the FB-AJS name.
The Starmaker/Stormer four-speed engine was becoming outdated and could not compete with the new arrivals from manufacturers such as Husqvarna, CZ and later, scrambles bikes from Maico, Suzuki, Honda, Kawasaki and Yamaha.
From 1974 Stormer-based scrambles and trail bikes were sold from modified AJS stock. Keeping the model updated until 1980. During the early 1980s off-road and trail bike with Austrian Rotax engines of 250cc, 410cc and 495cc were produced.
AJS Motorcycles Ltd. (today)
In September 1974 after the collapse of Norton Villiers, Fluff Brown and Clive Ellis took over the AJS concern, tooling and parts for the AJS Stormer scrambles bikes. They started trading as FB-AJS of Andover, at Flint Farm, Goodworth Clatford in Hampshire and were granted rights to manufacture motorcycles under the FB-AJS name. FB-AJS became incorporated as AJS Motorcycles Ltd. in August 1987. Clive Ellis left the company in 1975. Fluff Brown continued to supply the trade with Stormer spare parts he also manufactured and sold scrambles bikes for the clubman racer throughout the 1970s and 1980s, finally using Austrian Rotax engines and a new chassis developed by Brian Curtis. In the 1990s Fluff Brown, along with his eldest son Nick, produced replica Cotton Cobra 250 Pre'65 scramblers and replica Cotton Telstar racers. Fluff's venture formed the platform for AJS Motorcycles Ltd. and the continuation of the business today.
Today whilst AJS have a degree of design control over the aesthetic features of their products, they no longer have involvement in the mechanical design of their motorcycles or scooters, opting instead for a mass produced base model manufactured in China[18] which then has logos and custom detailing features fitted to set them apart from other. Their 124cc range are built around the Jianshe JS125 frame and engine. These are first imported from China then distributed through their UK dealer network and exported to Germany, Portugal, Cyprus, Czech Republic, Japan and S. Korea.[19]
The Norton Motorcycle Company is a brand of motorcycles headquartered in Solihull, West Midlands,, England. For some years around 1990, the rights to use the name on motorcycles was owned by North American financiers.
Velocette is a range of motorcycles made by Veloce Ltd, in Hall Green, Birmingham, England. One of several motorcycle manufacturers in Birmingham, Velocette was a small, family-owned firm, selling almost as many hand-built motorcycles during its lifetime as the mass-produced machines of the giant BSA and Norton concerns. Renowned for the quality of its products, the company was "always in the picture" in international motorcycle racing from the mid-1920s until the 1950s, culminating in two World Championship titles and its legendary and still-unbeaten 24 hours at over 100 mph (161 km/h) record. Veloce, while small, was a great technical innovator and many of its patented designs are commonplace on motorcycles today, including the positive-stop foot shift and swinging arm rear suspension with hydraulic dampers. The business suffered a gradual commercial decline during the late 1960s, eventually closing in February 1971.
Royal Enfield was a brand name under which The Enfield Cycle Company Limited of Redditch, Worcestershire, England, sold motorcycles, bicycles, lawnmowers and stationary engines which it manufactured. Enfield Cycle Company also used the brand name "Enfield" without the "Royal".
Excelsior, based in Coventry, was a British bicycle, motorcycle and car maker. They were Britain’s first motorcycle manufacturer, starting production of their own ‘motor-bicycle’ in 1896. Initially they had premises at Lower Ford Street, Coventry, and 287-295 Stoney Stanton Road, Hillfields, Coventry, Warwickshire before moving to Kings Road, Tyseley, Birmingham in 1921.
Sunbeam Cycles made by John Marston Limited of Wolverhampton was a British brand of bicycles and, from 1912 to 1956 motorcycles.
Matchless is one of the oldest marques of British motorcycles, manufactured in Plumstead, London, between 1899 and 1966. A wide range of models were produced under the Matchless name, ranging from small two-strokes to 750 cc four-stroke twins. Matchless had a long history of racing success; a Matchless ridden by Charlie Collier won the first single-cylinder race in the first Isle of Man TT in 1907.
The Cotton Motor Company, was a British motorcycle manufacturer of 11a Bristol Road, Gloucester, and was founded by Frank Willoughby Cotton in 1918. F.W. presided over the company until his retirement in 1953. The company was reconstituted as E. Cotton (Motorcycles) Ltd, and traded until 1980. The marque was later resurrected in the late 1990s by a business which manufactured replicas of earlier machines.
Associated Motor Cycles (AMC) was a British motorcycle manufacturer founded by the Collier brothers as a parent company for the Matchless and AJS motorcycle companies. It later absorbed Francis-Barnett, James, and Norton before incorporation into Norton-Villiers. Henry Herbert Collier founded Matchless as a cycle company in 1878. His sons Henry (Harry) and Charles (Charlie) joined him and the name was changed to H. Collier & Sons.
Norton-Villiers was a British motorcycle manufacturer formed in the 1960s following the collapse of AMC. With the general decline of the British motorcycle industry, under a British Government initiative it was later combined with the remnants of BSA Triumph to form Norton-Villiers-Triumph.
The AJS 500 cc Porcupine was a British racing motorcycle built by Associated Motor Cycles (AMC), which débuted in 1945 with a horizontal-engine designated E90S. The later E95 model was developed with an inclined-engine. AMC produced AJS and Matchless brands at the time.
The AJS 7R was a British 350 cc racing motorcycle built from 1948 to 1963 by Associated Motor Cycles. It was also commonly known as the ‘Boy Racer’, and won victories both for the factory and for privateers right from its introduction in 1948.
The Matchless G80 is a single cylinder 500 cc British motorcycle built by Associated Motorcycles (AMC) between 1946 and 1966. During the 1950s and 1960s, the main export product for AMC was the AJS/Matchless range – the road bikes were very similar, often with only the badges distinguishing one marque from the other; the equivalent AJS being the Model 18.
Francis & Barnett Limited was an English motorcycle manufacturer founded in 1919 by Gordon Inglesby Francis and Arthur Barnett and based in Lower Ford Street, Coventry, England. Early motor cycles were affectionately known as ' Franny B'. Motorcycles were produced for enthusiasts and were reasonably affordable for citizens for use as general transport. The majority of the lighter motorcycles used Villiers and later Two-stroke engine and later Associated Motor Cycles AMC engines. During the 1930s the 250cc Cruiser model 250 cc (15 cu in) was developed with a faired engine that protected those riding from any oil or dirt – one of the first of its kind to do so. AMC took over Francis & Barnett Limited in 1947 combining this with the James motorcycle models in 1957. The combined company remained in business until 1966.
Greeves Motorcycles was a British motorcycle manufacturer founded by Bert Greeves which produced a range of road machines, and later competition mounts for observed trials, scrambles and road racing. The original company produced motorcycles from 1952, funded by a contract with the Ministry of Pensions for their Invacar, a three-wheeler for disabled drivers.
Peter Williams was a British former professional motorcycle racer. He competed in Grand Prix motorcycle road racing from 1966 to 1973. He also competed at many levels on home short-circuit races. He raced many times on the Isle of Man TT course from 1966 to 1973. His father was Jack Williams who ran the Associated Motor Cycles (AMC) race department. Williams trained in mechanical engineering and introduced via racing alloy wheels, an innovation which is commonplace on today's road bikes, and was also an early pioneer of solo-motorcycle disc brakes.
The Matchless G50 is an historic racing British motorcycle made by Associated Motorcycles (AMC) at the former Matchless works in Plumstead, London. Developed in 1958 from the 350 cc AJS 7R, but with the engine capacity increased to 500 cc, 180 G50s were built in the next four years. Although less powerful than its main competitor the Norton Manx the G50 proved highly competitive at three hundred pounds and was faster round bends. If success is measured by longevity then this is the most successful Matchless motorcycle, and high specification replicas are still being produced to this day, although financial problems at AMC ended production in 1963.
The Matchless G12 is a British motorcycle made by Associated Motor Cycles at the former Matchless factory in Plumstead, London. Developed in 1958 specifically to capture the potentially lucrative US market, the last G12 was produced in 1966.
Colin Jordan Seeley was a British motorcycle retailer who later became a motorcycle sidecar racer, motorcycle designer, constructor and retailer of accessories. In 1992 he was involved in running the Norton Rotary race team.
The Norton Commando Production Racer was a hand built production racer produced by Norton-Villiers from 1970 - 1972. It was based on the road-going Norton Commando, and although fitted with lights it was never intended as a road bike. The model was commonly known as the Yellow Peril.
References
1 2 Title: AJS, The History of a Great Motorcycle, Publisher: Patrick Stephens Ltd, Copyright: 1969 Gregor Grant, SBN 85059 038 8
↑ Title: The Illustrated Encyclopedia of Motorcycles, Editor: Erwin Tragatsch, Publisher: New Burlington Books, Copyright: 1979 Quarto Publishing, Edition: 1988 Revised, Page 70-71, ISBN978-0-906286-07-4
↑ "2000 and 2001 Review". Archived from the original on 10 March 2007. Retrieved 25 October 2006.Goodwood Revival Meeting, September 2000 . Retrieved 25 October 2006.
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