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The Welbike was a British single-seat motorcycle produced during World War II at the direction of Station IX — the 'Inter Services Research Bureau' — based at Welwyn, UK, for use by Special Operations Executive (SOE). It has the distinction of being the smallest motorcycle ever used by the British Armed Forces.^[1] Between 1942 and 1943, 3,641 units (plus a prototype and some pilot models) were built and, although not much used by the SOE, some were issued to the British 1st and 6th Airborne Divisions and some were used at Arnhem during Operation Market Garden.^[2]

The Italians, Germans and Americans also developed small motorcycles for their airborne forces during World War II.

Ten Villiers Engines For New Season The Advertiser (Adelaide, SA: 1931 - 1954) Thursday 19 November 1953 p 8 Article Illustrated Abstract: The Villiers Engineering Co. Of Wolverhampton, has announced that its 1954 range of two-stroke motor cycle power units will total 10 models 737 words. The first combat engine number was 200976 (1972), not all 750 engines after this number are combat. The 750 combat engine has a C at the top front of the cylinder head and it was originally fitted with 32mm carbs.

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Development[edit]

The original prototype was designed by SOE motor cycle enthusiast Harry Lester,^[3] from an idea developed by Lt. Colonel John Dolphin, the Commanding Officer of Station IX, the secret Inter-Services Military Research Establishment based in a mansion called The Frythe (latterly owned by the pharmaceutical company GSK) an hour's drive north of London near the town of Welwyn in Hertfordshire,^[4] which had been taken over for the war effort.^[5] Powered by a Villiers 98 cm³ (6.0 cu in) single-cylinder two-stroke petrol (gasoline) engine, the Welbike was designed to fit into a CLE Canister – the standard parachute airdrop container 51 inches (130 cm) long, 15 inches (38 cm) high, and 12 inches (30 cm) wide.^[2] Once deployed, they were easily assembled and ready for use as quickly as possible.^[1] The name Welbike comes from the custom that all the clandestine equipment devised at Station IX in Welwyn had names starting with Wel, e.g., Welman, Welrod.^[6] There was very limited space in the airborne equipment container, so the Welbike, which was carried in the container at an angle, had no suspension, no lights and just a single rear brake.^[7]

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The fuel tank was as small as possible and, because its bottom feed point was located lower than the carburetor, had to be pressurised occasionally by a hand pump built into the tank. The range on maximum capacity of 6.5 imperial pints (3.7 L; 7.8 US pt) of fuel was 90 miles (140 km) at about 30 mph (48 km/h). Tanks were pressurised before the Welbike went into action to save time. The Welbike was then packed into the parachute container with the rear wheel to the base of the parachute canister, which had a percussion head to minimise damage on landing. Once it hit the ground all that was needed was to twist the handlebars into position and lock them on spring-loaded pins. The saddle was pulled up and the footrests folded out ready to push start the two stroke engine and ride into action.^[7] The aim was that a paratrooper could remove the Welbike from its special green container (which was marked in white lettering with the words Motor Cycle) and its easily identified coloured parachute, and be on the road within 11 seconds.^[8] The prototype survived extensive drop testing at the Special Operations School at Arisaig in Scotland where it was demonstrated to the commando forces.^[9]

Mopar Engine Serial Numbers

The prototype was then sent to the Excelsior Ltd for further development. A number of pre-production 'pilot' machines were built for further testing and experimental modifications at the Airborne Forces Experimental Establishment at RAF Sherburn-in-Elmet near Leeds in September 1942, including dropping them from aircraft to land by parachute. The Villiers engine was found to be seriously underpowered when ridden by a fully equipped soldier, so it was retuned for maximum power.^[1]

The simple design of the Welbike meant that it was easy and quick to produce and from 1942 went into full production for issue to airborne forces. By 1943 it was also being widely used by ground assault forces, including the Commandos and the Royal Marines Commando units, particularly for beach landings at Anzio and Normandy. The small size of the Welbike meant that it also proved very useful as a general airfield transport by the Royal Air Force and aircrews based in the large Far East airfields would 'stow away' a Welbike if they could find one.^[1]

There were three production versions of the Welbike. The first 1,200 were known as the Mark 1 and were really the developed version of the original prototype with tuned engines. These did not have a rear mudguard fitted however. 1,400 Mark 2 Series 1 Welbikes were produced and these had a range of minor modifications, including the addition of the rear mudguard. The final batch of 1,340 was the Mark 2 Series 2 and had 'saddle' fuel tanks with a splash shielding between them and an improved filler cap, as the original design required the removal of the pressurisation pump which was too time consuming.^[1]

In combat situations, however, the Welbike could prove a liability as paratroops needed to get under cover as quickly as possible and had to find the Welbike containers before they could even start to assemble them. The difference in weight between a parachutist and a container meant that they often landed some distance apart, rather defeating the purpose, and some were captured by enemy forces or lost before they could even be used. The low power and small wheels also meant that they struggled to cope adequately with the often rough battlefield roads so were often abandoned by troops who found it easier to continue on foot.^[1] Another problem for the Welbike was that, by the time it was in mass production, much larger gliders had been developed that could carry bigger and more powerful motorcycles such as the Royal Enfield WD/RE.^[2]

Production[edit]

Prototype Frame number 1.

Pilot models Frame number 2 to 13. The Prototype and Pilot models are distinguished by teardrop shaped saddle tanks. At least two of these early Welbikes have been saved (number 2 and one other).

1. Contract 294/23/S.789 dated 26 August 1942 for 1,000 (changed to 1,200) Welbikes Frame number 14 to 1214, War Department number C4658444 to C4659673. Received 15 October 1942.

2. Contract 294/23/S.1649 dated 19 November 1942 for 1,400 Welbikes Frame number 1214 to 2613, War Department number C5152014 to C5153413. Received Feb 1943 to 14 March 1943.

3. Contract 294/23/S.1946 dated 27 December 1942 for 1,341 (reduced to 1,241) Welbikes Frame number 2614 to 3954 War Department number C5153414 to C5154654.

4. Contract 294/23/S.3662 dated 21 June 1943 for 7,778 (reduced to 1,241 then reduced to 0) Frame number 3955 to 5195 War Department number C5367454 to C5368694. CANCELLED.

It appears that only the Mark II Welbikes had a contract number dataplate. This was brass and was attached to the frame below the seat post.

Corgi scooter[edit]

Many of the later models never saw action and were disposed of at the end of the war, mostly exported to the USA where they were sold by a New York department store.^[3] The lack of a front brake meant that they could not legally be used on the road, however, so most were bought by farmers for off road use. The originator John Dolphin developed his ideas further and set up the Corgi Motorcycle Co Ltd. of which he was Managing Director,^[4] and had them produced as the Corgi by Brockhouse Engineering (Southport) Ltd., who had been manufacturing military trailers during the war. The Corgi scooter was powered by an Excelsior Spryt Autocycle engine and went into production in 1947. Most were initially exported to North America branded as the 'Indian Papoose' and not sold in the UK until early 1948, with some 27,050 being manufactured. The single-speed two-stroke engine was too slow, however, and even despite the high post war demand for transport, lack of power and reliability problems meant it was discontinued in October 1954.^[3]

Corgi scooters were sometimes painted a military green but were not much used by the British armed forces. A few were used by the Royal Navy. The concept continued to be developed by other manufacturers, however, and led to the folding HondaMonkey bike of the 1960s.^[7]

Survivors[edit]

There are surviving Welbikes in countries around the world including the UK, US (where many were sold surplus after World War II) Canada, Australia, South Africa, India, the Netherlands, France and Belgium. Welbikes are quite rare and very few survive with the original War Department number intact as it was painted on. Many restorations have added a typical or estimated War Department number when the original was missing. The only permanent identity of a Welbike is the frame serial number which is stamped on the front of the frame, above the fork.

Examples include:

• RAF Harrington Aviation Museum, Harrington, Northampton, UK: WD Number C5152111
• South African National Museum of Military History, Johannesburg, South Africa: WD Number C4659131
• National Motor Museum, Beaulieu^[10]

Two of the Prototype/Pilot models have been preserved: Serial number 2 found in Oregon, restored and sold to a collector in the Netherlands, and another with an unknown number in the UK.

Colin MacGregor Stevens' (MVPA Member 954 since 1977) private collection in Richmond, British Columbia, Canada, had three complete Welbikes Mark II: Frame Serial number 1253;^[11] Frame Serial number 3839, found in original condition in Ohio, USA;^[11] and Frame Serial number 2348, found in Australia, apparently one of the 302 Welbikes boxed for export and delivered on 16 March 1943.^[12]

Some Mk. II Welbikes had a contract dataplate on the frame, below the seat.

See also[edit]

References[edit]

1. ^ ^abcdefOrchard, C. J.; Madden S. J. (1997). British Forces Motorcycles 1925–45. Sutton Publishing Ltd. ISBN978-0-7509-1445-1.
2. ^ ^abc'Airborne wheels the Welbike'. Maroon Beret. November 1985. Retrieved 22 April 2009.
3. ^ ^abcMiller, Peter. 'From Welbike to Corgi'. Retrieved 24 April 2009.
4. ^ ^ab'British Army Officers'. Retrieved 23 April 2009.
5. ^'Special Operations Executive'. Retrieved 23 April 2009.
6. ^'WWII Welbikes'. Retrieved 22 April 2009.
7. ^ ^abcKemp, Andrew; De Cet (2004). Classic British Bikes. Mirco. Bookmart Ltd. ISBN978-1-86147-136-9.
8. ^'Welbike Scooter'. Retrieved 24 April 2009.
9. ^'Memories of Inter Services Research Bureau'. BBC WW2 People's War. Retrieved 25 April 2009.
10. ^'Welbike - The National Motor Museum Trust'.
11. ^ ^ab'My MVs'. Colin MacGregor Stevens. Archived from the original on 3 March 2012. Retrieved 18 September 2018.
12. ^'Welbike'. 30 September 2011. Archived from the original on 30 September 2011. Retrieved 18 September 2018.

External links[edit]

• D-Day Paratroopers Historical Center Saint-Côme-du-Mont, France

Not to be confused with Amherst Villiers, automotive engineer and developer of the supercharger for the 'Blower Bentley'

Villiers Engineering was a manufacturer of motorcycles and cycle parts, and an engineering company based in Villiers Street, Wolverhampton, England.

Early history[edit]

In the 1890s John Marston's Sunbeam had become extremely successful by relying on high quality of production and finish. But Marston was dissatisfied with the pedals on his machines, which he bought in. In 1890 he dispatched his son Charles to the US on a selling trip, but included in his instructions that Charles must discuss pedal engineering with Pratt and Whitney in Hartford, Connecticut and come back with a high-class pedal and the machinery for making it. Charles said that the Villiers Engineering Co. was 'the ultimate fruit' of his trip to the US,^[1] being impressed by the production system and the labour saving devices. He pointed out that 'it was not possible to develop these at Sunbeamland, which had long been working on another plan, but it was possible to start them in a new factory'.^[1]

As a result of the tour, in 1898, John Marston bought a small Japanning works based in Villiers Street, Wolverhampton. Under the direction of Charles, the company made cycle parts for the Sunbeam company. As the factory was producing more parts than Sunbeam required, it sold components to other manufacturers.

Honda Engine Serial Numbers

1902 was a momentous year for Villiers. Firstly, John Marston sold the company to his son Charles for £6,000 on a loan against future profits. Secondly, it developed and patented the cycle free-wheel, which every cycle manufacturer required. The production of free wheels reached its peak just after the Second World War, as the company produced 80,000 per week or 4 million per year.

Production pre First World War[edit]

Apart from the production of freewheels outlined above, the company produced its first engine in early 1912, a 350 cc four-stroke complete with integral two-speed gearbox. Later that year it developed a 269 cc two-stroke (70mm bore and stroke) and the simplcity of this engine and attractive price made it a rapid success. During 1913 the Sun-Villers motorcycle was launched manufactured by the Sun Cycle & Fittings Co.

By 1914 the Villiers 269 cc 2-stroke engine had been adopted by a large number of motorcycle manufacturers, such as the Allday (Alldays & Onions), The Royal Ruby, The New Ryder, the Bown-Villiers, the Coventry-Eagle, the Gerrard, Sparkbrook, the Invicta (A. Barnett & Co), the Ixion, the Juno, and the Roulette.^[2]

In spite of the huge success of the 269 cc two-stroke, the four-stroke engine had not completely been shelved, as in October 1914, J.H Motors of Oldham announced^[3] two motorcycles, the No.1 fitted with a 2.75HP Villiers four-stroke engine of 349cc (74.5 x 80mm bore and stroke), and a 2.5HP two-stroke model using the Villiers 269 cc engine. Whether many of either model were made before war orders halted production in 1915 is unclear.

Other manufacturers known to use Villiers engines up to 1915 include the Campion, The Hobart,^[4] the Chater-Lea, the Diamond, and the Excelsior.

Production during World War One[edit]

During World War One, in common with many firms not directly involved in making military transport, the Villiers factory changed to production of munitions, in particular fuses for 75mm shells. Companies engaged in war work still worked on new models anticipating the end of the war, with Villiers applying for 16 engine-related patents during the war. One particular issue was a generic problem – the fact that before the war most engines relied on German-made magnetos for ignition, which caused a major issue during the war. In January 1917 Villiers patented their solution to this problem – the flywheel-magneto, which became a standard feature of their engines.^[5]

Production in the inter-war years[edit]

Immediately after the war Villiers picked up where they had left off, with supply of the 269 cc engine, now as the Mark II engine with different method of attaching the exhaust. By 1919 the bikes that used the Villiers engines included the Excelsior lightweight, the Diamond (D.F.& M. Engineering Co), the Royal Ruby, the Wolf Lightweight (Wulfruna Engineering), the Carfield, the Ruffells, the P.V. (Elliston & Fell), the Sparkbrook, the Yvel, the P&S lightweight (Pearson and Sopwith), the Chater-Lea, the Campion, the Victoria (of Glasgow), the Hobart, the Olympic, the Ixion, the Bown-Villiers, the Wilkin, and the Saltley. The engine remained much the same, and continued to use a separate magneto, though it did have an oil pump to provide crankcase and piston lubrication via a hollow crankcase bolt – a design that Villiers had patented during 1914/1915.^[6]

The Mark III engine embodied some changes to crankcase and brushes in 1919/1920, and in March 1920 the new Villiers Mark IV engine complete with flywheel magneto was revealed.^[7] In May 1920 a new British Excelsior lightweight model was announced, this being the first motorcycle to show the new Villiers engine using the flywheel-magneto instead of a separate magneto.^[8]

In September 1922 Villiers announced the details of their new 1923 engine range,^[9] which included 147 cc, 250 cc and 343 cc engines. These engines featured a radial finned cylinder head, with both the inlet and exhaust port being at the front of the engine, and they all had the Villiers flywheel-magneto. While the 147 cc relied on petrol-oil mixture for crankshaft lubrication, the two larger engines used a separate oil feed system. The new 250 cc engine produced 25 per cent more power than the older 269 cc engine.

In 1926 Villiers introduced an even smaller engine, the 125 cc with twin exhaust ports and side mounted carburettor, and in 1927 they introduced the 344cc twin 2-stroke. Villiers were to go on to produce a wide range of single and twin cylinder 2-strokes primarily for motorcycle use. At the end of the 1920s they also started producing engines for stationary use, with the first model being the water-cooled WX11 and in 1933 the air-cooled Mar-vil. Villiers engines were also used in lawn mowers, for example the 147 cc engine was used in the Atco mowers of the 1920s and in 1931 it was joined by a 98 cc Villiers engine, known as the Midget.

The Villiers company also had links to the Seagull outboard marine engines, both of which owed their existence to John Marston. The Seagull engines used the Villiers flywheel magneto, and a 'Seagull-Villiers' carburetor.

In 1936, L. E. Baynes and Sir John Carden, trading as Carden-Baynes Aircraft of Heston Aerodrome, launched the Carden-Baynes Auxiliary, a light aircraft which was essentially a motorized Abbott-Baynes Scud 3 glider. This carried a retractable 249 cc Villiers engine driving a push-propeller and producing 9 bhp, and the fuel tank held enough to run the engine for thirty minutes. The 249 cc Carden-Baynes Auxiliary is believed to be the lowest-powered aircraft in the history of powered flight.

Production during the Second World War[edit]

During the war part of Villiers production was again turned to fuses for shells, with over 10 million produced, although they continued to make engines and cycleparts. Their engines were also used in small motorcycles designed for air drop with paratroopers – the Excelsior Welbike and the James ML paratrooper's machine known as the Clockwork Mouse.

Post-war production[edit]

In 1956, Villiers produced its two millionth engine and presented it to the Science Museum in London.

In 1957 Villiers absorbed JA Prestwich Industries, makers of the J.A.P. engines. In 1962 the company were claiming that:

'jointly the two companies produce a vast range of two-stroke and four-stroke petrol engines and four-stroke diesel engines from 1/3 to 16 b.h.p. These are the engines which power many of Britain's two-stroke motor cycles, scooters and three wheelers, and the great majority of the motor mowers, cultivators, concrete mixers, generating sets, elevators, pumping sets. etc.'

Villiers manufactured a range of single and twin two-stroke engines (from 98 cc to 325 cc) for light motorcycle and vehicle manufacturers until the 1960s.

In the early 1960s, the company was taken over by Manganese Bronze Holdings, and in 1966 together with AMC became Norton-Villiers, and in 1972 merged with the BSA group to become Norton-Villiers-Triumph, which eventually went into liquidation in 1978.

References[edit]

Notes

1. ^ ^abVon Harten & Marston (1979), p. 58
2. ^'55 two-stroke and lightweight motorcycles', Motor Cycle, 23 July 1914
3. ^'Latest Designs', Motor Cycle, 15 October 1914, pp436-437
4. ^'For Sale 1915 Hobart-Villiers', Motor Cycle, 6 July 1916, Advertisements P26
5. ^'Improvements in or relating to Magneto-devices for Internal-combustion Engines', Patent GB111391, 31-1-1917
6. ^'Improvements in Oil Supply Systems for Crank Chambers and the like', Patent GB191509423, 1915
7. ^'A New Flywheel Magneto', The Motor Cycle, 25 March 1920, p363
8. ^'New Machines and an Old Name', The Motor Cycle, 13 May 1920, p540
9. ^'Three Sizes of Villiers Engine', The Motor Cycle, 28 September 1922, pp437-438

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Bibliography

• Von Harten, Marjorie; Marston, Melissa (1979), Man of Wolverhampton: Life and Times of Sir Charles Marston, Coombe Springs Press, ISBN978-0-900306-53-2

External links[edit]