Issue 129 : June - July 2003
Lee Bay Rally
HD UK's 100th
Ducati Multistrada
Rudge
The Brigadier
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Lee Bay Rally
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Nothing new under the sun
The Rudge originally manufactured cycles, having started in the 1870's in the upstairs room of a pub where the landlord was one Dan Rudge. Ultimately they continued with bicycles but started to manufacture motor cycles in 1910. From the start they were innovators. They invented the multigear, a variable gear which expanded the drive belt pulley and at the same time maintained a constant tension in the belt. This transmission may be seen nowadays as only one better than direct drive from an engine slapped into the bottom bearing of what is essentially a pushbike frame.However it was very successful against its rivals. Admittedly, when we compare contemporary chain drive bikes with countershaft gearboxes like Indians and Harleys, Rudges and the generality of British motorcycles look primitive by comparison. Rudge- Whitworth as it was titled at that time, soon got the idea that development was best done by racing and they had earned a nice row of trophies before WW1. After WW1, research into four valve technology was in full swing, emanating first from aero engine development. The Triumph Ricardo was the first into production but Rudge had actually built one before. (John Bloor, owner of modern Triumph has a fine example of a 'Riccy' in his reception area at the Hinckley factory). Rudge success of the mid twenties bikes was with the four valve four speed models. They were fast, advanced and appealing. No other manufacturer stuck with the four valve arrangement like Rudge. The vast majority of their four strokes were in this configuration. Although the 1936 -39 two valve 250's proved to be very fast in the hands of the Pike brothers, who in the early fifties were working in the BSA comp shop involved with the development of the BSA Gold Star . In 1928 the first saddle tank models were produced and Graham Walker, (Murray's father) won the Ulster GP on one. From thereon the firm produced a top of the range model which was to celebrate that victory called simply the 'Ulster'. 1930 was their glory year having a 1,2,3 victory in the lightweight (350 cc) TT races on the IOM, a result which boosted sales. They were the last pushrod engined machines to win a TT race after which they became Rudge, having dropped the Whitworth.  Some famous names cut their racing careers with Rudges, Enzo Ferrari for one. But those times were hard, and bankruptcy stalked the firm mercilessly, even though many illustrious manufacturers both foreign and British, purchased Rudge Engines under the 'Python'name, H.R.D, Grindlay Peerless, Monet Guyon, Cotton to name a few. (My personal ambition is to own a model 'P' HRD, in my view one of the most refined motorcycles of the thirties, fully sprung and a lively performance.) Late in 1936, Rudge in Coventry were taken over by EMI who continued to produce until 1940 from Hayes Middlesex. The factory was given over to war work and never revived after 1945. I suppose to the average 'Streetbiker' reader this might all be the ramblings of a silly old buffer going on about the good old days. Well I started as a teenager on this hobby with old bikes ( I ride a modern Triumph Sprint RS also). I simply thought the Rudge, apart from its rigid rear end was a better made and more advanced bike than all the Norbeesumphs of the sixties when I started motorcycling. It oozed quality, with features like a hand operated stand which could be used astride the bike. (Just look at what passes for a stand with many modern bikes.) They had coupled brakes with a proportional compensator. Just as some of the modern Honda range. A late Rudge Ulster 'out of the box' could do about 95mph and developed about 34 BHP at 5620 rpm . Basically my interest was spurred by learning that without question all the major advances in motorcycle design were achieved in the thirties, by talented and bold engineers armed only with brains and a slide rule. No CAD or CAM for them. Ultimately, as we all know , it took the Japanese to refine and develop these ideas and build reliable motorcycles which we can all now enjoy without worrying about breakdowns etc. It is said Honda took a keen interest in the Rudge engine and studied its design closely. The RUDGE ENTHUSIASTS CLUB ( www.Rudge.co.uk ) , has about 850 members and it operates worldwide. Spares are available via the club and all sorts of advice on restoration etc is easily obtainable. The club has regional meetings, a quarterly magazine, and an annual rally . We also have a second hand spares resource so anyone out there knowing of any bits or having parts surplus to requirements can make them available to other members by contacting the second hand spares officer. Obviously , riders rights and all the current Eurocrap, ie daytime lights, emissions, type approval etc - you name it , matters to us. The only compensation is of course that when the ultimate nanny state, Sweden, gets its way on remote vehicle control, they cannot affect us on the old bikes because the machines do not have engine management systems beyond the rider's control. I suppose then, if they cannot control old bikes they will try to ban us from public roads. I am always reminding the people in my club that issues affecting the mainstream matter to us also, they take some convincing I can tell you. Many ride modern machines. Sadly such clubs have an ageing population, and need new blood. That goes for all classic clubs, the demography of motorcycling is of great interest to us currently. For example the Vincent owners average age is 59. They will indeed need new members if they are to keep going but, have the additional problems that the machines are priced beyond the reach of many current license holders who might be interested in owning a classic which takes a lot of fettling and fiddling. If anyone out there has hankered after a true classic now is the time. Rudges are not fetching idiotic sums like some 'classic' marques , and yet are not so primitive that they cannot be enjoyed fully. I believe in riding them, and I will be soon just as soon as I have hatched my Ulster project in the New Year. For all information, application forms etc, check out the website.  |
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John Crispin describes the virtues of the innovative Rudge and reflects on how many modern mechanical ideas have their roots farther back in time than might be imagined.