History Of Ariel Motorcycles
The name Ariel was first used on a bicycle. James Starley teamed up with William Hillman in the early 1870s and among their first innovations was the wire spoked wheel and an all-metal lightweight frame. The company was based in Bournbrook, Birmingham.
By 1872, the pair went their separate ways. James continued with his cycles, winning races and setting speed records and eventually set up a business with his sons. Eventually in the late 1880s, Ariel Cycles became part of the Rudge-Whitworth concern, which was itself an amalgamation of a number of small cycle manufacturers, most notably the Rudge Cycle Co and the Whitworth Cycle Co.
The name Ariel was again used in the early 1890s, when it was registered as a trade name, and a limited number of cycles were produced. It was around this time that only one make of pneumatic bicycle tyre was mass-produced and that was by Dunlop. As bicycles were a major form of transport for the majority of people, it was big business for Dunlop. As well as producing these tyres, Dunlop also resumed bicycle manufacturing in 1896 after a two-year break. This caused huge unrest in the cycle manufacturing world.
A company known as Cycle Components Manufacturing acquired Ariel in 1897, and moved it into the Dale Road works, along with its core manufacturing business.
It was from here that the first motorised Ariel (a tricycle) was launched in 1898 and later, in 1901, the first Ariel motorcycle fitted with a Minerva 211cc engine was launched.
Ariel progressed to large and medium single cylinders and on occasions V-twins, using mostly bought in engines, or engines manufactured under licence. These included MAG, JAP and AKD. The singles from 1910 were based on the 482cc White and Poppe SV. This engine was originally bought in, but was then made under licence up to 1926.
During World War 1, Ariel contributed motorcycles to the war effort but was not a major supplier to the War Department. Most Ariels were used for dispatch duties and home-front service work.
From 1901 to 1916, they also produced cars and in 1925, the company employed a new designer, Val Page, who was fresh from JAP in the same year.
The range of Ariel singles had their basic design laid down by Val Page in late 1925, when he first joined the firm. For the 1927 models, he moved the magneto behind the engine with chain drive from the camshaft, which set the pattern for 30 years. Cylinders may have been inclined for some years, but the essence of the engine was untouched.
In the 500cc class, the E was the standard model with two port head and dimensions of 81.8 x 95mm to give 499cc. The F was the deluxe version, whilst the G was the special with polished engine internals. It also had a backrest pad bolted to the rear mudguard to emphasise its sporting nature.
The smallest models were based on 65 x 75mm dimensions and were 249cc, but the LB was a side valve engine and the others were OHV. Both had twin port heads, and the LF was the deluxe model and the LG was a tuned sporting model. All of the models were known as Colts by their riders, although the name really belonged to the OHV models only. All had three speed gearboxes and similar cycle parts.
1931 saw a considerable change as the trend was now for inclined engines, and Ariel backed their horse both ways by following the new style and keeping some of the old. They also notched up a sensation at the show where the Square Four made its debut.
The 250cc models were still the side valve LB and OHV LF, but their cylinders were inclined forward by 30 degrees. Two versions of the OHV model were offered with one or two port heads and listed as the L1F31 and L2F31. Ariel had for that year, and the next, adopted a year dating suffix for their models.
The most impressive model was the Square Four, nicknamed the Squariel. The design was by Edward Turner, and the engine layout was unique. The prototype was exceptionally compact with all four cranks overhung and gears in the centre coupling the shafts and taking the power back to the three-speed gearbox built in unit with the engine.
It was a little too special for economic production at the time, so the left rear crank gained an outer web and this drove back to the four-speed gearbox. The engine was based on 51 x 61 mm with a 498cc capacity. A single camshaft ran across the top of the cylinder head to open the valves and was chain driven on the right.
The four engine was still a compact unit and able to slot between the duplex downtubes of the sloper single frame and drive the same gearbox. The cycle parts were much as the rest of the range and included a tank top instrument panel.
In January 1932, the company learnt that it had won the Maudes Trophy for the previous year in recognition of the Ariel Sevens test, which ran seven models in tests that featured the same number.
Despite this success, the group had problems and during 1932, ran into financial trouble, but Jack Sangster, whose family had been involved with it from Victorian days, was determined to save it. He managed this and re-established Ariel with a slimmed down workforce, factory and range.
Ariel was one of many manufacturers in England to supply motorcycles for the World War 2 effort. Although Ariel built over 42,000 bikes, not much is known about these historic models. The British War Office held a series of tests to determine the suitability of civilian motorcycles for military use during a six month period in 1935. The 10,000 mile test was on both streets & off-road conditions, with a 5,000 mile check-up and a full tear-down inspection at the conclusion of the testing. Seven motorcycle manufacturers were chosen to participate including: Ariel, BSA, Matchless, New Imperial, Norton, Royal Enfield, and Triumph.
The Four underwent a major revamp. Edward Turner had carried this out for the 1936 season, but development problems delayed it, together with Turners move to Triumph. Thus the new four, known as the 4G, was not shown until the 1937 season and went into production in September 1936.
At the same time, a 599cc version of the four was proposed as the model 4F. This came by reducing the bores to 50.4mm, but these machines seem to have been exported. About 400 are believed to have been made.
In August 1939 Ariel offered the 1939 VA 497cc OHV single for evaluation against the War Office's Norton 16H. They also tested the 1939 W/VA 497cc side-valve single which had been lightened. The Ariels performed very well but by the end of testing Ariel had designed a new prototype, the W/NG.
The whole range continued as it was for 1940, but the company then concentrated on a service version of the NG for the duration plus a number of the OG and a small batch of the VA from spares stocks. The services found the Ariel single just as tough and reliable as it had been in civilian life.
The BSA group took control of Ariel in 1944.
By 1872, the pair went their separate ways. James continued with his cycles, winning races and setting speed records and eventually set up a business with his sons. Eventually in the late 1880s, Ariel Cycles became part of the Rudge-Whitworth concern, which was itself an amalgamation of a number of small cycle manufacturers, most notably the Rudge Cycle Co and the Whitworth Cycle Co.
The name Ariel was again used in the early 1890s, when it was registered as a trade name, and a limited number of cycles were produced. It was around this time that only one make of pneumatic bicycle tyre was mass-produced and that was by Dunlop. As bicycles were a major form of transport for the majority of people, it was big business for Dunlop. As well as producing these tyres, Dunlop also resumed bicycle manufacturing in 1896 after a two-year break. This caused huge unrest in the cycle manufacturing world.
A company known as Cycle Components Manufacturing acquired Ariel in 1897, and moved it into the Dale Road works, along with its core manufacturing business.
It was from here that the first motorised Ariel (a tricycle) was launched in 1898 and later, in 1901, the first Ariel motorcycle fitted with a Minerva 211cc engine was launched.
Ariel progressed to large and medium single cylinders and on occasions V-twins, using mostly bought in engines, or engines manufactured under licence. These included MAG, JAP and AKD. The singles from 1910 were based on the 482cc White and Poppe SV. This engine was originally bought in, but was then made under licence up to 1926.
During World War 1, Ariel contributed motorcycles to the war effort but was not a major supplier to the War Department. Most Ariels were used for dispatch duties and home-front service work.
From 1901 to 1916, they also produced cars and in 1925, the company employed a new designer, Val Page, who was fresh from JAP in the same year.
The range of Ariel singles had their basic design laid down by Val Page in late 1925, when he first joined the firm. For the 1927 models, he moved the magneto behind the engine with chain drive from the camshaft, which set the pattern for 30 years. Cylinders may have been inclined for some years, but the essence of the engine was untouched.
In the 500cc class, the E was the standard model with two port head and dimensions of 81.8 x 95mm to give 499cc. The F was the deluxe version, whilst the G was the special with polished engine internals. It also had a backrest pad bolted to the rear mudguard to emphasise its sporting nature.
The smallest models were based on 65 x 75mm dimensions and were 249cc, but the LB was a side valve engine and the others were OHV. Both had twin port heads, and the LF was the deluxe model and the LG was a tuned sporting model. All of the models were known as Colts by their riders, although the name really belonged to the OHV models only. All had three speed gearboxes and similar cycle parts.
1931 saw a considerable change as the trend was now for inclined engines, and Ariel backed their horse both ways by following the new style and keeping some of the old. They also notched up a sensation at the show where the Square Four made its debut.
The 250cc models were still the side valve LB and OHV LF, but their cylinders were inclined forward by 30 degrees. Two versions of the OHV model were offered with one or two port heads and listed as the L1F31 and L2F31. Ariel had for that year, and the next, adopted a year dating suffix for their models.
The most impressive model was the Square Four, nicknamed the Squariel. The design was by Edward Turner, and the engine layout was unique. The prototype was exceptionally compact with all four cranks overhung and gears in the centre coupling the shafts and taking the power back to the three-speed gearbox built in unit with the engine.
It was a little too special for economic production at the time, so the left rear crank gained an outer web and this drove back to the four-speed gearbox. The engine was based on 51 x 61 mm with a 498cc capacity. A single camshaft ran across the top of the cylinder head to open the valves and was chain driven on the right.
The four engine was still a compact unit and able to slot between the duplex downtubes of the sloper single frame and drive the same gearbox. The cycle parts were much as the rest of the range and included a tank top instrument panel.
In January 1932, the company learnt that it had won the Maudes Trophy for the previous year in recognition of the Ariel Sevens test, which ran seven models in tests that featured the same number.
Despite this success, the group had problems and during 1932, ran into financial trouble, but Jack Sangster, whose family had been involved with it from Victorian days, was determined to save it. He managed this and re-established Ariel with a slimmed down workforce, factory and range.
Ariel was one of many manufacturers in England to supply motorcycles for the World War 2 effort. Although Ariel built over 42,000 bikes, not much is known about these historic models. The British War Office held a series of tests to determine the suitability of civilian motorcycles for military use during a six month period in 1935. The 10,000 mile test was on both streets & off-road conditions, with a 5,000 mile check-up and a full tear-down inspection at the conclusion of the testing. Seven motorcycle manufacturers were chosen to participate including: Ariel, BSA, Matchless, New Imperial, Norton, Royal Enfield, and Triumph.
The Four underwent a major revamp. Edward Turner had carried this out for the 1936 season, but development problems delayed it, together with Turners move to Triumph. Thus the new four, known as the 4G, was not shown until the 1937 season and went into production in September 1936.
At the same time, a 599cc version of the four was proposed as the model 4F. This came by reducing the bores to 50.4mm, but these machines seem to have been exported. About 400 are believed to have been made.
In August 1939 Ariel offered the 1939 VA 497cc OHV single for evaluation against the War Office's Norton 16H. They also tested the 1939 W/VA 497cc side-valve single which had been lightened. The Ariels performed very well but by the end of testing Ariel had designed a new prototype, the W/NG.
The whole range continued as it was for 1940, but the company then concentrated on a service version of the NG for the duration plus a number of the OG and a small batch of the VA from spares stocks. The services found the Ariel single just as tough and reliable as it had been in civilian life.
The BSA group took control of Ariel in 1944.