A Sunbeam racing car on display.

Unfortunately the great success would not be repeated for only Guiness managed to complete the race, taking third place.

Two Sunbeams at the works in 1924.

A 1909 Briton.

On a brighter note, some records were broken by Star cars during the year. A streamlined 20.lh.p. single seater taking nine class records at Brooklands including 500 miles at 78.8m.p.h. This particular record being taken from the Coupe de L’Auto Sunbeam, which must have been most pleasing to all at Star.

On the production side twenty cars were supplied to the Roumanian War Office and a 15/20 was supplied to Prince Aldenburg, a brother-in-law to Czar Nicholas.

At this time a few cars were built with bull nose radiators for a leading London motor agent Charles Friswell, to be sold by him as 'Knight of the Road'. Only a handful were produced but for a short time Star adopted a rounded radiator on some of their other cars.

Incidentally Star also made a few cars for a Scottish motor agent for sale under the ‘This Thistle’ trade mark, again very few were produced. It will be remembered that some of the vehicles for the Commercial Vehicle Show had been destroyed in the fire. Due to this all the range could not be exhibited. On show were two one ton vans fitted with pneumatic tyres. They had 15/20h.p., four cylinder 90 x l20mm engines and four speed gearboxes, and were priced at £310. A 30 to 40cwt chassis was also exhibited but neither the 'Starlet' 8cwt van or the 4 tonner could be shown.

On the private cars detachable wheels had been standardised and there were now three basic models, all with four cylinder engines. The 12/15 cost £350 and the 15.9 long stroke £460. Star had over the past few years really grown and could now be placed among the top six motor manufacturers in the country.

The press reported that although no dividends had been paid for some years, 9% was predicted for the year 1912 /13.

An advert from 1912.

The two A.J.S. machines entered in the Junior were quite standard 298c.c. motorcycles, although rather ahead of their time were the internal expanding rear wheel brakes. At the end of the first day’s racing W. Heaton held 4th place and was the first single cylinder rider in the first ten. Cyril Williams had a poor race but was among those to compete on the second day. Right from the start he struck trouble being delayed for over 2 minutes making adjustments, and he would not figure at all in the race. However Heaton held on to his 4th place and moved up to 3rd on lap two, when trouble struck causing him to be delayed. In fact he had to mend three punctures during the final laps. None the less he managed to finish 10^th. The race was won by Hugh Mason riding an N.U.T. at an average speed of 43.75m.p.h.

No doubt the Stevens brothers would have been pleased with Heaton's plucky performance but would have realised that they had much to do if they wished for success in international motorcycle racing. That they got down to it in no certain way we shall see later.

With regard to road machines, A.J.S. had introduced for the 1913 season a side car machine in the shape of a 6h.p. air cooled ‘V’ twin with 74 x 81mm cylinders, three speed gearbox and all enclosed chain transmission. It became an immediate success and the big twin AJ became a very well liked and famous motorcycle, remaining in production for many years.

The Clyno two speed gear was a simple design and foot operated with a separate chain for each gear. To move off, a pedal was pushed to the rear to engage the low gear by expanding rings within a drum, and for high gear the pedal was pushed forward. The outfit was listed at £91 and a solo machine listed at £75. Clyno did not go in for road racing, though that it had been considered is proved by the fact that a racing sidecar outfit had been prepared and entered for the 1913 Grand Prix at Picardie. Illness prevented Frank Smith from riding and nothing more seems to have been heard of the project.

Clyno did support trials and were very successful, winning many more awards than could be listed here. Mention can be made however, of the sidecar cup from the prestigious London to Edinburgh in which three Clyno riders took gold medals.

Baruch Beckley on his Sunbeam.

During 1913, Turner's Motor Manufacturing Company decided to discontinue steam car production. They had lasted longer than most, though the Turner steam cars had proved successful since 1904 and had sold in good numbers. The directors of the company had foreseen that as the internal combustion engine became more efficient the steamer would be at a great disadvantage and that petrol would lead to the demise of steam. Turner's had of course built a few Seymour petrol cars back in 1906 and they now brought out what they claimed to be the first light petrol motor. The car was powered by a 9h.p. 'V' twin air cooled engine with a two speed gearbox mounted in a tubular frame and with rather sketchy bodywork. The following year a 10h.p. water cooled four cylinder car had been introduced which sold for £185.

We now come to 1914 and the last few months of peace before Europe was plunged into war. People who really understood international affairs had for some years known that war with Germany was inevitable, but the vast majority of folk just would not believe that it could happen, and though storm clouds were now on the horizon, most chose to ignore them. Everything went on as before and during the year there were some very fine performances by both cars and motorcycles that had been made in Wolverhampton.

First a look at the competition side. In March Chassagne was at Brooklands with a 12 cylinder Sunbeam racing car of 9084c.c. His record breaking spree included one mile in 29.82 seconds, at an average speed of l20.13m.p.h. and five miles at 114.08m.p.h. In June the soon to be famous Malcolm Campbell won an 8.5 mile handicap driving a 1913 Coupe de La Auto car at an average speed of 86m.p.h.

During May, two of the six cylinder Sunbeam Grand Prix cars had been taken to America for the famous Indianapolis 500 mile race. H. Grant achieved 7th place at 75.69m.p.h., but Chassagne was sidelined early on in the race with a burst tyre. There were of course many, many more Sunbeam successes, far too many to record here.

We will now consider the great and very important racing successes of Wolverhampton made vehicles. Towards the end of May came the Auto Cycle Union's Tourist Trophy Races in the Isle of Man and for the Junior race there were no less than five A.J.S. machines.  The races had now reverted to one day affairs with the Juniors required to cover six laps of the mountain circuit, something over 220 miles.

The AJ's were rather special. The cylinder and pistons were machined from solid billets of steel and all chain transmission was used. The four speeds were achieved by fitting a two speed P & M epicyclic gear and a two speed countershaft. Cylinder dimensions were 74 x 81mm. and the engine capacity was 348c.c. with side valves. The practice period had shown the Wolverhampton machines to be very fast indeed. The riders were Cyril Williams and Eric Williams (not related), Bert Haddock, Billy Jones and W. Heaton. The last three were seen to be the most competent riders.

It would perhaps be as well to mention here that T.T. races were, and indeed still are interval start, so that the first rider on the road on corrected time may not have been race leader.

Unfortunately Heaton crashed, hitting the bank on Snaefell, damaging the front whee1 and forks. He managed to make some running repairs and carried on but now well down the field.The race ended with A.J.S. rider Eric Williams first in 4 hours 6 minutes 50 seconds, an average speed of 45.58m.p.h., a Junior record.

There was a sad note to the race however, indeed tragedy struck in the closing stages. F.J. Walker after his crash had come through into third place, but for some reason, perhaps still somewhat dazed from the accident, perhaps trying just a little to hard, failed to slow down on taking the chequered flag and crashed into a barrier. Poor Walker received severe injuries which were to prove fatal, a sad end to a most gallant ride.

We are now able to look at the 19l4 Senior T.T. race for machines of up to 500c.c. Sunbeam were making their T.T. debut, and we can note that AJS would contest the Junior classes and Sunbeam the Senior. Three Sunbeams had been entered to be ridden by works tester Howard R. Davies. Note the initials, they would become famous on the tank of a very fine motorcycle, as we shall see in due course. His team mates were Vernon Busby and Charlie Noakes. In the event the later was unable to ride and his place taken by another member of the testing staff Tommy de la Hay, another who would became very famous indeed.

The machines it goes without saying were beautiful motorcycles of first class finish and workmanship and were really standard roadsters that had been assembled with extra special care. They were accurately tuned and a modified lubrication system was fitted.

Though fast, with a top speed of over 70m.p.h. the Sunbeams were not expected to win, and indeed the riders had been instructed to ride to finish, as Sunbeam were desirous to prove the reliability of their machines in this tough 7 lap race.

In the early stages Tim Wood led on his Scott and by the third lap the best of the Sunbeams, that ridden by Davies was down the field in 12th place, however he now speeded up to such effect that on the next lap he had come through to 5th spot and was motoring at such speed that he would finish the race equal second with Oliver Godfrey on an Indian. The winner proved to be Cyril Pullin on a Rudge Multi with a time of 4 hours 32minutes 48 seconds, a speed of 49.49m.p.h., a record. This by the way was the first win by a single cylinder machine over the mountain circuit. Davies had finished a little over six minutes behind the winner, whilst Busby came in 11^th and de La Hay 13th.
So Sunbeam had achieved what they set out to do, and proved the reliability of their machines. They would now of course set their sights higher, but due to conditions beyond their control would have to wait a few years to achieve those ambitions.

We remain in the Isle of Man, for a few weeks after the motorcycle races had finished, along came the Royal Automobile Club's T.T. race for the four wheelers. The race had been last held in 1908 and as we have noted above, Star had contested the event in 1906 and 1907 without success. They did not enter in 1908 but were now back again for what was to be the last T.T. until 1922. This proved to be Star’s last T.T. race. Sunbeam motorcycles had made their island debut a few weeks prior in the T.T. and now Sunbeam cars made their first T.T. appearance.

The race would be tough and held over two days. Drivers were required to cover 16 laps of the 37.75 mile mountain circuit, a total of 600 miles. The entry consisted of 22 cars which included two Stars and three Sunbeams with Richard Lisle and R.F. Crossman at the wheels of the former and K. Lee Guiness, Dario Resta, and Algernon Lee Guiness representing Sunbeam. This was a very strong team indeed.

The Stars which caused much comment by being painted brilliant red had four cylinder engines with cylinder dimensions of 90 x 129.5mm, giving a capacity of 3308c.c. They were known to be fast, with a top speed in the region of 96mph.

The Sunbeams were perhaps more sophisticated machines, they also had four cylinder engines but with cylinder dimensions of 81.5 x l60mm, the longest stroke in the race. This gave a capacity of 3255c.c. and developed 99b.h.p. at 3,000 r.p.m. A double overhead camshaft and 16 valve head was fitted, with a gearbox of very light construction, made of Vickers Vanadium steel, of only 2mm thickness.
At the end of the practice period the Sunbeams were firm favourites to win, though many thought the Vauxhalls might spring a surprise and the Belgian Minervas could not be discounted. They were a bit unpopular for the clouds of smoke that their sleeve valve engine produced. Also going well in practice had been W.O. Bentley driving a D.F.P. Bentley which would of course become a very famous name in the motoring world. We shall not be meeting him here, he had no connection with the local industry, though from time to time he did have the gloves on with Coatalen in the motoring press.

But now to the race. During the night proceeding the first day there had been very heavy rain, none the less an over keen official had spread salt on the road. This was one of the compounds used for dust prevention, prevalent at the time, however it prevented the road drying out for sometime. As it did dry the dust got into the drivers’ eyes with very painful results. When the race got under way Sunbeam were soon in trouble for Resta dropped out early on the first lap with big end trouble. It was soon seen that the race would be between the Sunbeams and the Minervas, and so it proved to be. At the end of the first day K.L. Guiness led his brother Algy with Minervas in third and fourth places. The Stars faired badly because Crossman had suffered mechanical trouble and Lisle had crashed to become the only non mechanical retirement of the race.

The second day dawned fine as the cars were brought from their overnight impounding. No work at all had been permitted and now most drivers had some adjustments to make. When racing started the two Sunbeams maintained their lead and in fact the regularity of their running became a talking point amongst spectators around the course, so that when KLG came through and Algy did not appear at his expected time there was something of a sensation. The Minervas had gone through and it soon became known that the second Sunbeam had retired with a seized universal joint. The late Sunbeam was harried by the Minervas but as drivers began the 14th lap with two to go, Guiness held a lead of 19minutes over C. Rieken in the leading Minerva. With other Minervas in third and fourth places there were many changes of position during the last 75 miles, but the leader held his place and K. L. Guiness brought his Sunbeam in to win the 1914 Tourist Trophy. His time was 10hours 37minutes 49 seconds, an average speed of 56.44m.p.h., about twenty minutes ahead of C. Riecken' s Minerva which had made the fastest lap at 59.3m.p.h. Third place fell to another Minerva driven by Leon Molon with G. Porporato finishing 5^th. Minerva took the team prize. Only six cars finished this gruelling race. The Daily Telegraph gave the prizes of £1,000 to the winner, £250 to the runner up and £300 to the winning team.

An advert from 1914.

Well Wolverhampton could be proud. A.J.S. had won the motorcycle T.T. and Sunbeam had proved victorious in the car T.T.

Just a few weeks after the ACU T.T. Cyril Williams was at Brooklands with his second place A.J.S. for a race over 56 laps, a distance of 150 miles. From the start a battle developed between Len Bailey on a Douglas and E. Keyte riding a Royal Enfield with Williams a good third. Bailey soon struck trouble and had to drop back. By the 18th lap there was much passing and re-passing for the lead between Keyte and Williams. On lap 29 the A.J.S. man went into the lead which he would not relinquish and went on to win from Keyte at an average speed of 53.99m.p.h.

Later at a Motorcycling Club meeting at Brooklands Bert Haddock won a 350c.c. scratch race for A.J.S. and came second in the two lap 500c.c. sidecar race. To finish off he was runner up on a 350c.c. outfit in the Harry Smith Gold Cup race.

The Wolverhampton motorcycle factories also had lots of trials successes during the year. Among those of Clyno were a gold in the Jarrott Cup Contest, highest marks in the Bristol Trial, Gold Medal and special prize in the Paris - Nice Trial and a class win in the Wolverhampton and District Auto Club hill climb. These are just a few of the successes of the big twin Clyno. The new lightweight also took part in sporting events and did very well.

Clyno gaffer Frank Smith himself rode in most of the events with great success. An experiment was made with Sankey artillery wheels for some of the trials outfits, but they were subject to cracking when used for the Scottish Six Days.  None the less Hugh Gibson, Frank Smith, G. Nott, G. Wray and the Rev. Percy Bischoff, who would later work for Sunbeam all took Gold Medals. The lightweight riders also did well, A.G. Cocks and Rex Pearson both taking Golds. In all the reports the Clyno outfits were said to be very impressive on the hills.

Other Wolverhampton successes in the Scottish Six Days were on A.J.S. machines. A. Downie won Gold, Bert Haddock, Silver and Charlie Noakes won a Gold with Vernon Busby taking one of the two Sunbeam Silvers.

Now a look at what the Wolverhampton firms were offering to the public, and has we have not for sometime considered Wolf we shall start here.

Now what of Star during 1914. The Presto Gear Case Company which Star had owned since 1896 was voluntarily wound up. The Star factory was fully self contained having its own foundry, cupola and plating shops as well as facilities for crankshaft balancing. It was the only firm in. the district with this equipment, it proved useful to Sunbeam who among other things used it to balance their aero engine cranks.

The Star range of cars were all four cylinder. The 10/12, 12/15 and 15.9 all had cylinder dimensions of 80 x l20mm, the smaller engine having cylinders cast on block the others in pairs. All had a leather faced cone clutch and shaft drive. They ranged in price from £300 to £385. The 20.1h.p. had cylinder dimensions of 90 x 150mm and cost £460. Star also offered a range of commercial vehicles.

Associated company the Briton Motor Company, which turned out lighter, cheaper versions of the Star offered four cylinder models with cylinder dimensions of 66 x 130mm for just ten bob (50p) under £200. The range included an 80 x l20mm four, 15.9h.p. at £236.5s.0d. (£236.25). These are chassis prices, complete Britons cost between £68 and £130 extra.

Briton like Star also offered commercial vehicles, though they made very few. The 10/12h.p. twin 98 x 120mm 5cwt cost £155 and a 7cwt four cylinder 68.8 x 120mm was listed at £155.

On August 4th England was at war with Germany, very many people thought it would all be over by Christmas. They were soon to be disillusioned of course, but at first things carried on much as before. New motor cars and motorcycles were still being produced and were available in the showrooms. Even motor sport carried on for some time, however that will come in the following chapter.

We now consider a new and to be very famous marque that was born a short time before hostilities broke out. As noted above Sidney Guy was works manager at Sunbeam, having held that position since 1909, he now decided to set up on his own account to manufacture commercial vehicles. He was perhaps a little unlucky in his timing for within a few months the country was at war and only few vehicles had been made when the factory went over to war work.

Guy of course became famous for its public service vehicles and as early as 1914 a few were turned out. One, a 14 seater charabanc gave good service in the Scottish Highlands.

Hamilton McArthur Hobson.