But now to the birth of a very famous motorcycle. Sometime around 1908 the Stevens brothers decided to build complete machines and towards the end of the following year were able to place two models before the public, after extensive testing of prototypes.

Though engines would continue to be supplied to the trade under the Stevens name they wished to have something different on the tanks of their machines. Albert Jack was the only brother with a middle name, so it was his initials that were chosen for the famous A.J.S. trademark.

From a 1914 advert.

The first A.J.S. or AJs as they would become known was the model 'A' which had a 2.5h.p. single cylinder air cooled engine with side valves, cylinder dimensions of 70 x 77.5mm and a capacity of 298c.c.

Druid forks were fitted but there were  neither clutch or gears and a belt drive was used. It sold for 37guineas (£38.85).

The model 'B' had the same engine, frame and forks, but a two speed countershaft gear, clutch and all chain drive, selling for 44guineas (£46.20). Both models were of first class quality in materials and workmanship and finished in best black enamel. Bright parts were nickel plated and the tank was silver with black panels lined with green. Good numbers of orders were soon coming in for the attractive machine and the factory kept very busy indeed.

We will stay with A.J.S. for a while longer, though it will take us well ahead of our story. It will be remembered that the Stevens brothers were all keen on competition events and when the Auto Cycle Union moved the Isle of Man Tourist Trophy races to the famous 37 mile circuit that took in the mountain, which is much the same as used to this day, A.J.S. decided to have a go.

This first T.T. over the long circuit took place in 1911. By now the Stevens had a good business manufacturing motorcycles and entered two machines for the Junior race, which was restricted to machines of up to 300c.c. in the case of single cylinder engines and 340c.c. for twins. This much favoured the multi cylinder machines and indeed it would be 1914 before a single won a T.T. race. The two A.J.S. machines to be ridden "by Jack Stevens himself and private owner J.D. Corke were very similar to the catalogued models, though tuned up somewhat with the stroke lengthened to 77.5mm, giving a capacity of 298c.c.

As far as the Wolverhampton machines are concerned the story of the 1911 Junior T.T. is soon told. Race winner P.J. Evans, later to found the famous Birmingham car distributors that still bear his name, won on a Humber at an average speed for the 150 miles of 41.45m.p.h. He also set the fastest lap with a time of 53minutes 24 seconds at an average speed of 42m.p.h.

During the race Jack Stevens had been going very well in 6th position, but took a nasty tumble which twisted the forks. He carried on to finish 16^th, one place behind Corke. Jack Stevens had done what he had set out to do, competed in the world's greatest road race and finished proving the reliability of the A.J.S. The marque would of course go on to great things in the motorcycling world.

The A.J.S. showing in the T.T. brought forth increased orders and the works were kept so busy meeting this demand that no thought could be given to preparing machines for the following years T.T. so this would be a convenient point to go back a few years. First we will note a little known commercial vehicle made in Wolverhampton.

The Sedan lorries were of French origin but the Sedan Auto Car Syndicate was formed with offices in London to manufacture vehicles in England. The address given in advertisements for the factory seems rather unlikely, being Lichfield Street, Wolverhampton. The connection with the town is proved by the index number of the vehicle that appeared on the company's illustrations, DA 286.

The Sedan was an unorthodox vehicle with a front wheel drive. It had a 22h.p. horizontally opposed twin cylinder engine under a coal scuttle shaped bonnet with a radiator mounted behind the driver. It was a very early example of an articulated lorry and had a very small turning circle. Very few Sedan's can have been made though it is known that Coalite used at least one two tonner for coal deliveries during 1910.

At this time many motor cycles were of the fixed gear variety, which means they had no variable gear. They had a direct drive which in most cases was by belt from the engine to the rear wheel and most were also devoid of a clutch.

Many designs were put on the market to give variable speeds with a clutch, some of which were by Villiers.

Now the firm began to think about adding an engine to their range of products and a four stroke overhead valve engine with kick start and two speed gear in unit was made and shown to the trade, however they were not impressed. The design was so far ahead of the present state of the art.

In view of this attitude Frank Farrar, who after several years with the firm, had in 1912 taken a financial interest in the company, decided to design a two stroke. A bold move for at this time two strokes, with the odd exception, were not very good motors and gave plenty of trouble. However despite a certain amount of opposition at the works a prototype was built. A frame was constructed for it and Farrar tested it on the road. The engine came up to all his expectations and he could see he had a winner. He soon apprised the company of this, only to be met with a lot of opposition when it was suggested that the engine should go into production.

It is well known that all this proved to be a great success. Villiers two strokes would be made by the million and used in untold applications. Before the engine could really get going in a big way however, the war came along and Villiers had to go over to munition production.

We must now come to another new Wolverhampton motorcycle marque that would attain fame throughout the world for ordinary use and in every aspect of motorcycling competition. We refer of course to the Sunbeam.

If John Marston had taken a lot of persuasion to start making cars he needed  a great deal more to consider motorcycles, for he did not care for them at all.

An advert from 1912.

None the less there had been some clandestine experiments by one or two of his workers, chiefly James Morgan deputy works manager under William Newill. Morgan had fitted a Swiss made motorcycle engine into a Sunbeam pedal cycle frame sometime around 1903, and he rode this machine quite a lot, though perhaps not in John Marston’s presence.

One Sunday morning while riding along the Penn Road he had an accident. James Morgan fell from his machine and died from the injuries received. This of course put paid to any official Sunbeam involvement in powered two wheelers and in fact it is said that John Marston forbade even mention of them in his hearing.

However as the years passed and motor bicycles became more practical and much more in demand John Marston at last agreed that they should be produced in his factory, laying down of course that they should be of the best possible quality and design.

John Greenwood remained at Sunbeamland for the rest of his career and his sons Cyril and Charlie also found employment at Sunbeam, though later Cyril would move over to A.J.S.

The first Sunbeam motor cycle engine and mechanical parts were designed by Harry Stevens, a brilliant engineer who was responsible for the Stevens engines that were used in so many applications. His designs powered Clyno, AJS and the first Sunbeams; three local marques of great repute.

The first Sunbeam was a single-cylinder side valve, air cooled machine with cylinders of 75 x 79mm. It was of first class workmanship and materials, and had as would be expected fully enclosed transmission in oil bath gear cases. The high quality of the Sunbeam at once earned it the slogan “The gentleman’s motor bicycle”.

Having taken in the introduction of a great Wolverhampton motorcycle we return to Star who for 1910 offered six models and were being kept busy producing their excellent cars.

The Star monoplane.

A monoplane was designed by Granville Bradshaw, but the first Star aero engine was nothing more than a car engine tuned up and lightened a bit. It turned out to be a complete failure being too low on power and too high on weight. Two further engines were designed and these were a much better proposition. The cylinders were each made from a 4" steel bar, a flange being left at one end for bolting to the crankcase. The water jackets were copper plated, put in a plating bath and were 0.125” thick. The process to apply the plating took three weeks. The complete Star Monoplane, based rather on the very successful French Antoinette was exhibited at the 1910 Aero Show, Olympia. When the exhibition finished it drew many complimentary notices.

After Returning to Wolverhampton it was entered for the Wolverhampton Flying Week held during August 1910. Unfortunately it was one of the wettest summers on record and very little flying was done. It is not thought that the Star flew at the meeting, but at sometime Joe Lisle did leave the ground with it in a brief hop. In no way could it be seen that the design would prove a success and all thought of building aeroplanes was sensibly abandoned and the making of fine cars concentrated upon

Trading profit on motors was announced as over £20,000, and when Mr. J. Rawlings a director for over ten years, and one of the largest shareholders from the beginning of the Star Cycle Co. died, Mr. Edward Lisle junior was elected to fill the vacant place on the board.

For the 1911 season Star announced that shaft drive would be used throughout their range, Rudge Whitworth detachable wheels could be specified as could direct drive on top. Thee Stars contested the Standard Car Race at Brooklands and took first three places only to be disqualified as being non standard. The prize went to a Singer, however later one of the cars took the 12 hour record for its class at 67m.p.h.

During 1911 and 1912 the motor trade had its share of ups and downs. In 1911 Star were very busy turning out about 12 quality cars a week, a lot of overtime and week end working taking place. The men got a bit fed up with it all and there was a strike, but soon settled after one day. By the way the rate for engine fitters was £1.14s.0d. per week (£l.70.) and with piece work this could go up to £2.10s.0d.(£2.50.) for a 55 hour week. During the following year trade went very slack and many hands were laid off.

The Motor Car Journal for June3rd, 1911 reported that new extensions were made to the Star works. The buildings included a new erecting shop, a new engine test house and across the road extensions to the body building shops. Wearwell had closed their Pountney Street factory and Star acquired it, installing plant for castings and repairs. Later it would be used as the test house.

Towards the end of 1911 all twin cylinder cars were dropped and a new four cylinder car introduced for 1912. It had a 10h.p. engine with cylinders of 68 x 120mm looking something like a miniature Mercedes. It sold for £250, a good motor for the money.

Other features of the 1913 Star motorcycle were free engine clutch and three speed gearbox. The catalogue was at pains to point out that these followed car practice. The clutch was of the leather faced cone variety, mounted on the engine shaft and operated by a foot pedal, whilst the gearbox was of the sliding gear type and had direct drive on top. The change speed lever was mounted on the top tube, a kick starter was provided and the all chain transmission was fully enclosed. Forks were of a special design and could be adjusted to suit the weight of the rider. The machine cost 65 guineas (£68.25). Star also listed sidecars built under Turner patents which cost 15 guineas (15.75).

As the life of Star motorcycle production was so brief we will stay with them to the end. For 1914 the 4.25h.p. was continued with detail improvements including an internal expanding rear brake. It was joined by a big twin machine which had the popular 6h.p. 76 x 85mm JAP ‘V’ twin motor.

The 770c.c. machine cost 75 guineas (£78.75.). A sidecar of Star design was also introduced and featured plungers in cylinders for springing rather than the usual laminated ‘C’ springs. It has a good quality coach built body and cost 16 guineas (£l6.80.).

In their publicity at this time Star pointed out that oil bath chain cases were not fitted as too much lubrication interferes with the clutch on the engine shaft, and the slipping clutch in the gearbox. An oil bath gear case was however fitted from the gearbox to the rear wheel. It seems that not all that many Star motorcycles found customers, production must have been small. Early in the war production ceased and would not be started again.

Much earlier we have seen how Louis Coatalen, Chief  Engineer at Sunbeam was keen on competition work, and he pursued this interest with vigour. We now come to a result of this, the first great victory for a British car in international motor racing.

Sunbeam cars had first raced abroad during 1911 with a four cylinder car having 80 x 149mm cylinders and a capacity of 2996c.c., giving 58b.h.p. at 2400r.p.m. The specification included a Bosch high tension magneto, single Claudel carburettor, and a four speed gearbox with direct drive on third. The race, the Coupe de L’Auto was over 12 laps of a circuit near Boulogne, a total distance of 387miles. The driver was T. Richards. In the race he was holding 7th place on lap eight when forced out with broken steering.

Coatalen made a much more determined effort the following year, and his cars had been tested over the circuit for some months prior to the 1912 race, which would run concurrently with the French Grand Prix.

The race would be tough and held over two days with drivers required to cover ten 47.5 mile laps on each day, the total race distance being 956miles, all of course over ordinary public roads.

A 150h.p. Sunbeam racer at Brooklands.

For the 1912 Coupe de L 'Auto, Coatalen, who had now been given a seat on the Sunbeam board, had 4 cars and engaged crack continental drivers for them: Callois, Dario Resta, Mendinger and Victor Rigal.

All told 31 cars would contest the Coupe, 14 of them British. 14 would fight it out for the Grand Prix in which class no British cars were taking part. On race day first away at 5.30 am was Rigal on the Sunbeam followed at 30 second intervals by the remainder.  At the end of the first lap Rigal was first through but when corrected times were posted the lead was held by Victor Hemery on a Lorraine Deitrich of around 15 litres. He had started 7^th, the first of the GP cars to go. Soon however American Bruce Brown driving a 14 litre Fiat took the lead and he would hold his lead on subsequent laps. What though of the smaller cars.

Dario Resta at the wheel of a Sunbeam Grand Prix racer.

So at the end of the first day Sunbeam were very well placed in the Grand Prix ahead of many much more powerful cars, but in their class they dominated things with 1^st,  2nd and 4th places. Third had gone to Hancock on a Vauxhall.

The second day proved to be wet and Bruce Brown retained his overnight lead hotly pursued by Boillot's Peugeot, a battle royal taking place between these two great drivers. Soon however the Fiat began to give trouble and Bruce Brown had to retire. This put Boillot into a very secure position, whilst in the Coupe Sunbeam held the first three places as Hancock had also been forced out with mechanical bothers. The little Sunbeams were also holding 3rd, 4th, and 5th places in the Grand Prix, a truly magnificent performance, giving quite a few of the big boys a fright and any designers present something to think about.

The 1912 French Grand Prix resulted in a win for Georges Boillot driving a Peugeot with a time of l3 hours 58 minutes 0.02 seconds for the two day’s racing at an average speed of 66.45m.p.h. Second about 12 minutes down was Louis Wagner on the Fiat. Third came Victor Rigal, something like 40 minutes after the winner, with team mate Dario Resta next home. Medinger took 5th spot despite trouble in the closing stages. A really wonderful performance.

Louis Coatalen and his team of drivers had done a great job for Sunbeam, for Wolverhampton and indeed for Britain. Their performance would change the face of motor racing, for these cars were in no way freaks. The engines being basically standard four cylinder 80 x 149mm 12/16 motors, but with enlarged valves and special tuning that produced just over 73b.h.p. at 2600r.p.m. This would mark the end of the giant and often freak racing cars, some with over five times the engine capacity of the Wolverhampton cars. The Sunbeam success caused something of a sensation among the motoring fraternity. The RAC gave a banquet and special medals were presented to the drivers and to Louis Coatalen and one to Mr. W. Ilife for his work as company secretary since its formation.