Velocette manufactured motorcycles from 1905 to 1971 and in 1998
and was formerly known as Veloce.
The firm was run by the Goodman family. During the nineteenth century they
arrived from Germany and changed their name from Gütgemann to Taylor
and traded, for a while, with partner William Gue, as Taylor Gue,
before changing their family name, finally, to Goodman.
As Taylor Gue, they made frames for Ormonde,
took that business over late in 1904, and that enabled them to produce
their own machine the following year.
1905 Trading as Taylor Gue, the company produced its first motorcycle.
Called the Veloce, it had a 2hp engine and belt drive, but it was
not a success and was discontinued.
1910 After a gap of five years, sons Percy and Eugene joined the firm and
the next model appeared. It was quite advanced and had a 2½hp engine with
overhead inlet- and side exhaust-valves, mechanical lubrication and a two-speed
gearbox. As well as this sophisticated model there was a conventional 3½hp
1912 A ladies' 2½hp version, with an open frame, was offered for a couple
1913 A machine with an enlarged engine was entered in the TT, without success.
During this year the company changed tack to produce the first of their
very successful two-strokes. As these models were lightweight, the name
was change from Veloce to Velocette - a name that was to
remain famous in the history of motorcycles.
1914 More models were produced, including a ladies' version, but the arrival
of World War I brought manufacture to a close.
1919 The model reappeared, almost unchanged except for the addition of
a drum rear-brake. Other models arrived, with new frames.
1921 The machines now had three speeds, but none had a clutch.
1922 The famous Velcoette clutch arrived. The design was ingenious
as it fitted in a small space between the drives to avoid altering the
layout and positioning of the engine or gearbox. How it was devised remained
an enigma for the whole of the company's lifetime. Throughout the following
years, variations of a model with a larger engine were produced.
1924 Following on from an advanced but unreliable two-stroke that was originally
designed for the TT, the company developed a powerful four-stroke with
overhead-cams. This classic design was the model K and would become
the blueprint for future models. It had a 348cc engine with the camshaft
driven by shaft and bevels, and a narrow crankcase. This arrangement would
remain a design feature for the Velocette single.
1925 Having unsuccessfully entered the Junior TT, the company developed
an engine - using a stroboscope. This enabled them to study it operating
at high speed, but in slow motion. This clever move enabled them to identify
the problems and put them right.
1926 With their engine troubles behind them, Alec Bennett entered the TT
and won by over ten minutes.
1927 The success at the TT the previous year brought such a demand for
Velocette motorcycles that the firm moved to Hall Green, Birmingham,
taking over the premises of the recently disolved Humphries and Dawes firm builders of the OK marque.
The model U had taken over from
all the rest and was the only one in production. Sports and economy versions
of this model were also available. The success of the older model K
had inspired the arrival of the sports KSS - this had narrow mudguards,
a larger fuel tank and a tuned engine. Following on from this came the
KS - this combined the KSS style with the cheaper K
1928 Druid forks had previously
been used and these were now replaced by Webb Forks
forks. The first machines produced were under the Veloce label,
but due to popular demand it quickly changed to Velocette. Alec
Bennett won again at the TT. During that year Harold Willis designed a
positive-stop, foot-change gear mechanism. This had a big impact in the
racing world as it saved time and was also very safe, as the riders' hands
remained on the handlebars.
1929 Freddie Hicks had a win at the TT and this took their success record
to three wins in four years.
1930 The new decade brought new designs. One in particular, the KTP,
had coil ignition and twin exhausts, but it was not very popular.
1933 A new design was introduced. This was the MOV with ohv and
intended as a gap filler between models. This classic design was so successful
that the company continued to produce it throughout its existence.
1935 The MSS appeared. This resulted from increasing the bore size of the 495cc
1938-1939 During the previous few years, progressive KTT development
had led to the production of Mk numbers. In both years the Junior
TT was won by Stanley Woods. During 1939 two new and innovative models
appeared. Both were twins (one for road and the other for racing), both
had the crankshaft set along the frame and both had a four-speed gearbox.
The racing twin was never raced. The road model never progressed beyond
prototype but the suspension design was used after the war.
WWII The company built machines for the French and for the RAF - less exotic
certainly, but good, reliable road machines for military service.
1947-1949 The firm returned to making both racing and road models, including
the LE. This was most notable as being clean and easy to ride as
it was small, smooth and very quiet. It was aimed at the mass market. It
didn't quite make the impact intended and proved to be unsuccessful and
costly. While advanced, it was sedate and economical - and unpopular, but
it was the arrival of the scooterette that did achieve that success. As
for the scooter, it was never really able to compete with its neat and
nifty Italian counterpart. Despite its flaccid sales, the LE remained
in production from 1949 until 1970. Success came at the TT in all three
of those years. Freddie Frith won all five races to take the world title.
1950 Bob Foster took the title that year.
1951-1953 Engine changes were made to the LE and the MAC
and rear suspension was introduced.
1955 A Scrambler appeared, with a tuned engine.
1956 The Endurance was produced for the American market. Velocette
also announced the arrival of two sports models the Viper and the
Venom - high-performance machines, fast and powerful.
1957 The kick-start Valiant arrived. This was a sports model based
on the amended LE. Although it was advanced it was cumbersome and
expensive, and not very popular as there were cheaper and better performing
1958 The LE adopted four-speeds, foot change and kick-start. It
sold well to many police forces as it was quick and quiet.
1960s The two sports models (Viper and Venom) were produced
in many variations and with many different names.
1961 The last of the true new models was produced. Known as the Viceroy
scooter, it was scorned by Velocette enthusiasts and a big mistake.
The machine was huge and unwieldy, and as it arrived when the market was
dwindling, it was not a success.
1964 The Vogue went into production. It was a great improvement,
had a glass-fibre body, twin headlights and many other refinements, but
it didn't do well.
1965 Enthusiasts were pleased to see the arrival of the Thruxton
- a souped-up Venom, which was their most powerful machine and one
of the best contemporary singles. It was a speedy, high performance sports
machine with clean lines.
1966-1968 The market was shrinking and times were hard. The company lost
money on the Viceroy and Vogue.
1969 Things picked up a little as Floyd Clymer arranged for the Indian
Velocette to be built by Italjet.
1970 Floyd Clymer
died and his project and ideas went with him. By the end of that year the
firm was in serious trouble.
1971 The company went into liquidation, but the Goodman family settled
all outstanding debts.
Post 1971, spares parts were still available as the rights to the name had passed
to Matt Holder and then on to his son David Holder. Permission was eventually
given by one of the Goodman relatives for David Holder to use the Velocette
name on a complete machine.
1998 A Classic Bike show in Stafford exhibited a road model with a revised
Thruxton engine. There were also plans for a street-scrambler.