The early days of motorcycling were both exciting and experimental, as manufacturers tested various types of motorcycle to fit a growing customer base with variable needs. The small lightweight market showed a fair amount of interest from punters, and so many established companies turned their attention to small capacity, affordable bikes.
Veloce was one such company, and in 1913, they released a 206cc two-stroke model that was to be the start of a long series of small capacity two-strokes. It was in fact these machines modified the name of the company to “Velocette” later down the line – an amalgamation of “Veloce” and “Motorcyclette” as these bikes were known.
By the late 1920s, the Velocette two-strokes had evolved to under-square 250cc singles, with overhung crankshafts, an external flywheel and automatic lubrication. The bikes were well liked, being fast and agile, with a decent level of stopping power. They were built to a high standard and were available for a modest price.
The ultimate expression of the two-stroke line up at Velocette came in the form of the GTP, which was introduced in 1930. It was very much a sporting machine built to high spec, and stood out amongst other run-of-the-mill lightweights that were on the market.
The GTP featured several updates over its two-stroke predecessors. The overhung crankshaft was replaced with a more conventional set up, and the crankcase contained a mechanical pump that drew the oil supply from a separate compartment in the petrol tank. The exposed chrome flywheel remained – a feature that really set the bike apart from the others in the Velocette pack. The Webb front fork was fitted with steering and side friction dampers, similar to those on the USS sports models.
A significant update was the introduction of coil ignition over a magneto. Velocette were keen to use this method as it was one that had been adopted by the majority of motor car manufacturers, and looked to be the future of the spark.
The GTP retailed at £38, with full electric lighting equipment, electric horn and licence holder that was standard with each bike. A rear carrier was available as an optional extra for those wishing to move additional equipment. It was finished in high-quality black stove-enamel paint with gold leaf detail, and the easy starting GTP could top out at 56mph, with a cruise speed of 50mph – not bad for a small 250!
The GTP continued in production until 1946 and received minor updates to the spec along the way. 1932 was a key year, where the GTP was updated with pumped lubrication controlled by the throttle. This resulted in a more metered flow into the engine; wide throttle settings gave more oil and low settings gave less, resulting in a cleaner running, more efficient engine. The three-speed hand-change box was also replaced in 1932 with a four-speed positive-stop foot-change gearbox with an adjustable lever to suit the foot size of the rider.
The GTP was one of those bikes that broke the mould. It doubled up as a ride-to-work mount, and one that could compete in local trials competitions. It could even trundle up hill climbs if required, and here is a testament to that capability.
This 1935 GTP was snapped at the Motorcycle Day at the Brooklands Museum. The bike put through its paces up Test Hill, with owner John Hirst gripping the bars. Watch here for a video of the climb.
Thank to Alex at The Classic Motorcycle Channel for the photos of this lovely little GTP.
an article by The Girder Club
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