Historic Motorcycle Brands
Humber
By 1896, Coventry-based Humber’s bicycles had a reputation for innovation that led to experiments with powered versions. Humber’s motorcycles soon rose to prominence, but bike production gave way to car-only Humbers from 1930.
Humber claimed the honour of creating the first practical motorcycle made in Britain, by fitting a Humber bicycle with an E J Pennington two-horsepower motor in 1896.
By 1899 the next Humber converted-bicycle-motorcycle was improved over the virtual clip-on Pennington engine conversion and used what was most likely a de Dion-Bouton engine. Drive was via an epicyclic-geared hub.
On 10th July 1899, Bert Yates won a motorcycle race in Coventry on this Humber motorcycle, despite problems with its hot tube ignition.
By this time, Thomas Humber, who owned the brand’s Beeston (Nottingham) factory had split from his original partnership with Fred Cooper and Thomas Marriott, both of whom continued to make ‘Humber’ brand bicycles in other factories.
Thomas Humber was certain that his Beeston-produced designs and products were superior, so they were known as ‘Genuine Humber’ or ‘Beeston Humber’ machines. So, bicycle buyers were aware of the brand differences.
1904 Humber – Yesterdays Antique Motorcycles
When the first Humber production motorcycle appeared in 1902 – a 2hp licence-built P&M ‘sloper’ design – it was available as a ‘Beeston Humber’, with spring-head front forks or as a standard model, with rigid forks. Thus the ‘Beeston’ differentiation was used on Humber’s motorcycles, despite the fact that they were both Thomas Humber products.
For 1903, the 1.75hp and 2.75hp P&M-licensed bikes offered were complemented by a 1.5hp Minerva-powered, belt-driven model.
The P&M licence-build programs continued until 1906, when Humber simply ran out of factory space, thanks to increasing sales of Humber cars.
1910 Humber – Bonhams
When a new factory opened in 1908, motorcycle production resumed, but with Humber’s own, 487cc, 3.5hp, side-valve single, with optional two-speed Roc hub. A lightweight 2hp model was added in 1910.
In 1911 a 340cc, 2.75hp 45-degree V-twin, with identical bore and stroke measurements of 60mm was released. It had a main connecting rod, with the second one pivoting from it. This engine powered the Humber that won the 1911 Junior TT.
For 1913 the range continued, but with the addition of water-cooling on the 3.5hp engine, to improve its reliability as a sidecar powerplant.
In 1913 Humber revealed an air-cooled, flat-triple, three-cylinder engine, with a 370cc front cylinder and twin 185cc rear cylinders that shared a common combustion chamber.
Humber flat-twin – Yesterdays Antique Motorcycles
However, the 1914 production model was a more conventional, 6hp, water-cooled, flat-twin, with the cylinders in-line with the frame. It had a three-speed gearbox and a fully enclosed rear chain drive.
Production of motorcycles during WWI was confined to the 3.5hp sidecar model.
Humber air-cooled flat-twin – Yesterdays Antique Motorcycles
An air-cooled 3.5hp flat twin was the first model produced after the War, and at the Olympia Show, in November 1919, Humber released more powerful 600cc, 4hp/4.5hp versions.
1927 Humber 350cc – Bonhams
The flat twin was the sole model until 1923, when Humber replaced it with a new-design, 2.75hp, 350cc side valve single. The new engine secured Humber the Team Prize in the 1923 ACU Six Days Trial and remained in production until Humber ceased motorcycle manufacture at the end of 1930.
The flat-twin was withdrawn fairly soon after the 350cc single was introduced in 1923.
1928 Humber 350cc OCS – British Motorcycle Charitable Trust
The side-valve single was obviously designed with planned more sporting developments, because overhead-valve and overhead-camshaft variants appeared in 1927.
Motorcycle production demise
1930 Rootes plant – Coventry Transport Museum
In the background, Humber had taken over commercial vehicle maker, Commer, in 1925 and also had a share in the bread-and-butter car maker, Hillman Motor Car Company.
In 1928, Humber’s chairman was obliged to report a loss for the second year running and although Commer’s turnover was substantially increased, Commer did not make a profit. Sales of Humber cars, being high-class, were more influenced by conditions than were mass-produced vehicles.
Salvation for Humber was sought through amalgamation of Humber with its partly-owned subsidiary, Hillman. The chairman explained that Hillman made popular medium priced cars and would provide a suitable counterbalance for the distinctive Humber products.
However, the Rootes brothers also had an interest in Hillman, so as a result of the amalgamation, Rootes acquired 60 percent of Humber’s ordinary capital: sufficient for a controlling interest.
Rootes’ consolidation of the Hillman and Humber businesses and their future didn’t include motorcycles, so Humber’s bike production ended abruptly in 1930.
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