History of the Marque-- Bsa

BSA

History Of The Marque--

GEOFFREY WOOD

FOURTEEN MEN, gunsmiths by trade, sat around a long boardroom table in Birmingham, England and watched as Mr. E. Otto prepared to demonstrate his invention - a bicycle. In 1861, the gunsmiths had formed the Birmingham Small Arms Company and as the musket business had been poor in 1880, they were looking about for a new item to produce.

Mr. Otto proceeded to demonstrate his bicycle by lifting it onto the table, riding it the length of the table, down the stairs and then out the door and down the street. So impressed were the gunsmiths that production was started and in the next few years, over 1.000 BSA bicycles were manufactured and sold.

In 1888, the company forsook the bicycle trade and returned to gun manu facturing. The armament demand soon slacked off again and so, in 1893. the gunsmiths returned to the transportation field and began making parts for bicycles. The concern produced their own complete bicycle in 1908 and from then on, BSA was to stay in the two-wheeled field.

• It is not intended to say that BSA is concerned only with two-wheeled trans portation. for today, the BSA group is made up of 35 separate corporations which produce everything from motorcycles to rare metals, machine tools, guns, plastics. car bodies, and coal mining equipment. From the humble beginning of five gun smiths banded together in 1692 to produce muskets for King William III's army, the BSA group has grown until today it is an industrial giant of England.

It is in the motorcycle field that BSA is best known, though, and in 1905 the com pany experimented with their first motor cycle. It was not until 1910 that the first BSA models were manufactured and these were 3½ and 4½ hp models with belt drive. The two 500cc single had a bore and stroke of 85mm x 88mm, measure ments that were to become legendary in the BSA line.

BSA motorcycle development followed standard practice in those early days with single cylinder side-valve engines, belt drive and dummy-rim brakes being accept ed practice. To test the soundness of their design, the company had a bash at the Isle of Man TT race in 1913 with a team of six 500cc singles. Only one finished, in seventh place. An experimental two speed hub was tried which proved to be successful.

After World War I the motorcycle boom was on and the Birmingham group fielded an extensive line to garner the4r share of the rapidly expanding sales. To augment the 500 and 556cc single cylinder models, a 770cc side valve V-twin was added to the range in 1919. The new twin featured a three-speed transmission and dummy-rim brakes on both wheels. That same year the company produced a "light" car pow ered with the 90° V-twin engine and BSA was to dabble in this field until World War II.

In 1921, the factory again had a try at the TT races but met with such failure that they eschewed racing for many years after. Six 500cc models were built with single cylinder engines canted forward to give a "sloper" appearance. Dummy-rim brakes were still used, but the three speed gearbox and chain drive had replaced the belt drive. All six machines failed to finish the race.

Returning to the drawing boards, the BSA engineers made up for their racing failure by producing some outstanding road models. In 1922, the company produced their first 350. a side-valve single which was followed the next year by an OHV version. That same year the 250cc SV "round tank" model was introduced and this thumper quickly established an enviable reputation for its reliability, ease of handling and low maintenance expense. The 250 featured a two-speed gearbox. In an attempt to satisfy the demand for a more powerful machine in 1922, BSA made a 985cc V-twin to further enhance their growing line.

The year 1927 was a momentous one, as this was the year the company began producing good OHV singles that were destined to become the hallmark of BSA. The famous 500cc "H" or "sloper" model was introduced which featured an 85mm x 88mm single cylinder engine mounted in a duplex cradle frame. The three-speed gearbox was standardized on all BSAs, and the new single had internal expanding brakes. Due to the oil sump being low in the crankcase, the sloper had a low center of gravity and therefore handled very well and proved to be quite fast and very popular. The price was a modest 65 pounds.

By 1930. the BSA range had been expanded to no less than 17 models. BSA had well and truly assumed world leadership in motorcycle production and they were destined to wear this title until the mid-fif'ies when the scooter and mo-ped craze took over. During that year, one out of four motorcvcles sold were from BSA.

The smallest in the range was the 174cc two-stroke. Next came the 250cc SV single, the 350cc single in either SV. OHV or sloper OHV form, the 500cc single the same as the 350 range, the 557cc sloper and the 770cc and 986cc SV V-twins. In addition, the popular 500cc OHV sloper could be had in "tuned" trim with a red s^ar on the engine's timing cover. The Red Star model had a higher compression ratio and special valves, springs and cams. It produced 24 hp at 5,250 rpm (compared to the 18 hp of the standard model) and had a top speed in the mid-eighties. The tuned version cost 6 pounds extra.

During the early thirties, the sloper design was dropped and emphasis was placed on the vertical singles, forerunners of the B-31 and B-33 models so popular after the war. As with the Red Star models, special tuned versions of the vertical singles were offered in both 350cc and 500cc sizes. These were called the Blue Stars and they were capable of 75 mph and 85 mph respectively.

In 1935, an improved series of singles was introduced and once again there were the "Star" models for the motorsportsman. Called the Empire Star, the model was available in either 250cc. 350cc or 500cc sizes. The Empire Stars featured engines that were almost identical to the post-war B-31 and B-33. A fast road machine, the Empire Star was attractively finished with a black frame, and a dark green gas tank with the now famous Star Emblem.

In 1937. after a 16-year absence from the racing game, BSA decided to compete at the famed Brookiands track with a specially prepared 500cc Empire Star. The famous racing man, Walter Handley, was engaged and the goal was to capture a coveted "Gold Star" award given to those lapping the track at over 100 mph.

On June 30. 1937 the alcohol-burning single was successful; Walter won a race at 102.27 mph and lapped at 107.57, thus bringing home a Gold Star award.

BSA continued to lead the sales field and offered the greatest range of motor cycles of any manufacturer in the world. Take the 1938 range, for instance. No less than 17 models were available: 250cc SV and OHV models, a 350cc SV and two OHV models, a 500 SV and 500cc OHV model, a 600cc SV model, a 750 OHV V-twin and the 1000cc SV V-twin. In addition, there were 250cc, 350cc and 500cc Empire Star models for the rider desiring a fast road machine, and a special 350cc trials model with upswept exhaust. small gas tank, narrow chrome fenders and knobby tires.

The above machines total only 14. though, and the last 3 models were the ones that gladdened the hearts of British motorsportsmen. Patterned after Walter Handley's Empire Star. the new model was appropriately named the Gold Star.

Available in either road, track or trials trim, the 500cc Gold Star was the most specialized mount that BSA had ever pro duced. Money was not the most plentiful item in those post-depression days, and many European motorsport enthusiasts could not afford both a "pukka" OHC racing model and a street machine. Here was BSA's answer then, a high perform ance OHV machine that could serve as both a competition model and a street bike.

The technical specifications of the M 24 Gold Star were interesting. The bore and stroke were 82mm x 94mm, and peak horsepower was 30 at 5,800 rpm, with 6,500 rpm listed as peak permissible revs. The compression ratio was 7.5 to I for gasoline or petrol-benzol and up to 10 to I for alcohol fuel.

The cylinder and head were cast in aluminum alloy with inserted valve seats and a cylinder liner. Double-coil valve springs were used and the carburetor was an Amal TT type with a 1-5/32" bore.

Possessing a rather "cobby" appearance, the Gold Star had a large 3Vi-gallon fuel tank for road or track use and a girder fork was standard at the front. Tire sizes were 3.00 x 20" front and 3.50 x 19" rear. The brakes were a husky 7" x 1-3/8" and provided exceptional stopping power. The Gold Star weighed in at 325 to 350 lbs., depending on whether the machine was stripped for competition or fitted with full road equipment. Standard top gear ratio was 4.8 to 1 on the road model and up to 4.2 on the racing machine. This provided speeds of 95 and close to 110 mph for the two models. A trials model was also available for any dirt type of event.

For 1939 the range of models offered was the same as in 1938 except that the faster Silver Star replaced the Empire Star in the 350 and 500cc sizes. The 250cc Empire Star was dropped and replaced by the C10 and Cll models. The Gold Star model was also available with a special close ratio gearbox. In late 1939, BSA also built a few hairpin valve spring Silver Stars but then World War II halted production of all sporting machines.

In the pre-war era, BSA machines won a fair share of trials and other types of competitions, but it was not until after the war that the Gold Stars would really come into their own. Probably the most noteworthy pre-war racing result was in to 88mm with an 85mm bore and the 350 had measurements of 71mm x 88mm.

The two engines had alloy heads and cylinders and produced 33 hp and 25 hp respectively. A new plunger rear suspension was adopted and an 8" front brake provided exceptional stopping power.

The Gold Star was progressively developed and in 1954 an improved engine was produced. Possessing massive square fins, the 500cc and 350cc engines were producing 30 and 37 hp in road racing trim. The connecting rod was shortened, the rockers were eccentrically mounted to do away with the "nut and bolt" tappets and thus lighten the valve gear, and a Nimoc 80 exhaust valve was used. Reliability at racing speeds was further enhanced by the use of a "timed" mechanical crankcase breather and an EN.36 crankpin. The frame had previously been changed in 1953 to a duplex front-down-tube cradle frame with swinging arm rear suspension. The Gold Stars were available in clubman, trials, moto-cross, or road racing trim.

In the early fifties, American motorcyclists were asking for more powerful British motorcycles and BSA responded with the Golden Flash, a fast 650cc vertical twin. The big twin has been subsequently developed and can now be had in sports road trim or as a scrambler. The latest twins sport alloy heads and "tuned" engines which offer the discriminating the Isle of Man was won by Harold Clark at 75.18 mph and BSA was to garner this trophy every year until 1957 when the event was dropped. A great tribute to the 350's popularity was in 1955 when the first 27 places went to Gold Star riders.

The 500cc Gold Star was not quite as successful and did not win a Clubman TT event until 1954 when Alastair King turned the tide at 85.76 mph. Notable Manx Grand Prix performances were turned in by J. J. Wood in 1955 when he captured third place at 85.34 mph in the Junior Class and in 1956 by Alan Rutherford when he averaged 85.89 mph in the same event. Another notable performance was the fifth place in the 1954 French Grand Prix 350 class by New Zealander. Barry Stormont.

The record of the works trials and moto-cross team is even better. After gaining a third place in the 1950 British trials season, John Draper won the famed Scottish 6 Days Trial in 1951. Bill Nickelson added many lustrous chapters to the BSA story by dominating the 1952 and 1953 European trials events and Jeff Smith obtained a third place in World Moto-Cross standings. In 1955 the Scottish Trials again fell prey to BSA with Smith the victor, and John Draper garnered the World MotoCross championship with other Gold Star riders in second, fourth and sixth positions. BSA fortunes then dropped a bit, as 1938, when E. R. Evans rode his Gold Star into 5th place in the Ulster Grand Prix at 79.04 mph. Ahead of Evans were only the winning supercharged BMW at 93.98 mph, two works Velocettes and a privately entered Manx Norton.

After the war there was little need for sporting motorcycles for a few years and BSA concentrated on getting Europe back on wheels. The 350cc B-31 and 500cc B-33 models were the mainstay of the range with the new telescopic front fork and a rigid frame. In 1947, the competition variants made their debut and these ironengined models were basically trials machines. The 125cc Bantam two-stroke also proved popular in the post-war era and in 1947, the 500cc Star twin made its debut.

In 1949, the Gold Star model was reintroduced in 350cc form and this was followed in 1950 by the 500cc model. The new Gold Stars were redesigned. The stroke on the 500cc model was shortened buyer a very fast sports machine.

The present BSA range has something for everyone. There is a 75cc OHV lightweight, several 175cc two-strokes, 250cc road, trials and scrambles models, 350cc road and enduro models, and 500cc and 650cc vertical twins in several degrees of tune and specifications. Lamentably, the Gold Star model was dropped from production at the end of the 1963 season.

The BSA competition policy was much the same during the post-war era as in the pre-war days. Rather than build special "works" type racing models, the philosophy was to sponsor a factory team in sporting events, particularly trials and scrambles, and to use the standard Gold Star model. Nevertheless, their competition record is impressive indeed.

With the introduction of the 350cc Gold Star in 1939, BSA began their dominance of Junior class "Clubman" racing in England. The 1949 Junior Clubman TT in Draper could do no better than third in the 1958 Moto-Cross season, and Broer Dirks, fourth place in 1959.

In 1960 the new 250cc Star scrambler was used in the "Coup d' Europe" MotoCross Championship and Jeff Smith rewarded the factory with second place in championship standings. The little 250 was also used by the factory team in the 1963 Scottish Trials and Arthur Lampkin promptly plonked home the winner.

The BSA "Stars" are on the rise again and after a mediocre sixth place in 1962 moto-cross standings, the Birmingham group has come back strongly with a new lightweight mount based not on the old Gold Star, but on an enlarged 350cc B-40 model. Jeff Smith upset the invincible Swedish aces this past season and defeated Rolf Tibblin for the World MotoCross Championship.

From muskets to Moto-Cross, that is the story of BSA. •