Sunbeam motorcycles are admired for their high level of build quality and supreme performance, and the marque owes its foundations to a talented entrepreneur called John Marston. In that respect, lets rewind the clock to find out about the founder and how he came to build such a reputed brand.
John Marston was born in Shropshire in 1836. At the tender age of 15, he was sent to the industrial powerhouse of Wolverhampton to be apprenticed to Edward Perry as a Japanware and Tinsmith manufacturer. The apprenticeship was an important piece of the puzzle. It not only provided John with the tools of the trade, but also introduced him into the world of the manufacturing industry and educated him on what cogs were needed to make the wheels of a factory turn. A few years later, John took the plunge and braved the purchase of a Bilston born Japanware company, and it was not long until he began turning a healthy profit and business blossomed.
In his downtime, John Marston was an avid cyclist. At a time when various industries were expanding and relocating, the hard frontline workers needed a mode of transport to get them from A to B, and the humble bicycle was becoming ever more popular. John spotted an opportunity to mix business with pleasure, and in 1887 he established the Sunbeamland Cycle Factory in his Paul Street premises, manufacturing and assembling pedal bicycles he branded Sunbeam. The bicycles were finished in black and gold leaf, perhaps a nod to the painted finish often seen on Japanware products. Legend has it that one day, John had parked the bicycle up against a stone wall, when his wife Ellen noted the sunshine rays bouncing off the frame; and from this remark, the trademark name was born and registered in 1888. The two-wheeled era at Sunbeam had begun.
In February 1889, Sunbeam bicycles were exhibited at the Stanley Show for the first time, and this coincided with expansion of personnel at the factory. John was on a mission.
Image credit: Tony Pickering
In 1892, the Harrison Carter designed ‘Little Oil Bath’ arrived on scene – a neat feature that maintained lubrication to the chains, and a feature that would be a Sunbeam signature for almost seventy years. In 1895 the Marston business was incorporated under the Companies Act – a sign of the expansion of thriving company.
The Sunbeam factory continued to churn out exceptionally well-made and expensive bicycles, which were commonly acquired by privileged clientele. In the background, the combustion revolution was starting to develop traction, and the team at Sunbeamland began to talk about the next step in the Marston story. In 1899 Sunbeam developed their very own motorcar; the automobile was completely hand built in the Sunbeam factory, and even the smallest of detail such as the spark plugs were conceived in-house. Although Sunbeam never put the car into production, it was a bold demonstration of their capability in the automotive world. A couple of years later, Sunbeam teamed up with a chap called Maxwell Maberley Smith to announce a De Dion powered quadricycle, or a voiturette… an eccentric and odd contraption that had its four wheels arranged in a diamond formation on a four-track system. A few hundred of these mechanical sofas were produced and sold for a grand sum of £130, until 1904, at which point Sunbeam had turned its focus to the importation of French Berliet motorcars which were modified and sold as Sunbeams.
The peculiar Sunbeam-Mabley (Sunbeam apparently misspelled the Mr Maberly-Smith’s name…)
As the years rolled on, the cheap and humble motorcycle became more and more popular with the public, who wanted an affordable mode of transport – particularly as the road network matured. John Marston was not a fan of the motorcycle; he considered them to be unsafe and a nuisance, however who better to enter the business… the early motorcycle was, in simple terms, an engine mounted into a bicycle frame – both of which Sunbeam had already mastered.
In 1911, John Marston instructed the team at Sunbeamland to develop a motorcycle that would be typical of the Sunbeam ethos of high-quality and refined machines. The task fell to John Greenwood, a highly competent engineer and rider, supported by Harry Stevens of A.J.S. The result was a 2 ¾ hp 349cc side valve mounted in a robust frame, painted in Olive Green (it did not take long before the iconic black enamel and gold pinstriping made an entrance) and with the emblematic “Little Oil Bath” chain case. The motorcycle was, from the start, labelled “The Gentleman’s Motorcycle”, and immediately showed its worth in trials events, with Greenwood winning a gold medal in the 1912 Auto Cycle Union Reliability Trial in the hills of the Lake District – the best performance by a 2 ¾ HP machine. The other Sunbeam taking part experienced a couple of minor issues – primarily rider error when the rider forgot to turn the petrol on after the lunch stop! The Sunbeams were popular and as late as 1914 prospective customers would have to subscribe to a waiting list, such was the demand.
A 1913 Sunbeam at the 2024 Sunbeam 100 at the Brooklands Museum
The little 2 ¾ hp went from strength to strength, and won countless trials and hill climb events at the hands of legendary factory riders that included Tommy de la Hay and Howard Davies. In 1913, three mountains – Snowdon, Ben Nevis and Mount Tosari in Java – were climbed by 2 ¾ hp bikes, a testament to their stamina and reliability.
A 1913 Sunbeam at the 2023 VMCC Giants Run
In 1913 Sunbeam announced an addition to the catalogue – a grunt of a motorcycle intended for sidecar work, powered by a proprietary 770cc 6hp J.A.P twin. Sunbeam were keen to maintain top standards, and legend has it that the craftsmen at Sunbeamland stripped each engine on receipt from Tottenham to make sure it was up to Sunbeam quality.
Sunbeam continued to put V-twins to the market year on year and many were provided to support the war effort. The twins had a variety of motors throughout their lifetime which included a 798cc Abingdon King Dick, an 8hp 996cc MAG unit (the majority of which were supplied to the Russian Army) and J.A.Prestwich units with capacities of 5hp 645cc and 8hp 996cc. At the end of the Great War, many of the 8hp JAPs were converted to civilian trim, however the need for heavyweights had reduced and by 1923 the twins had been phased out.
A 996cc 8hp MAG V Twin sidecar outfit at the 2024 VMCC Banbury Run
Ok, that fast forwarded quickly… let’s rewind back to 1913. The 2 ¾ hp had been outshone by a more robust and no-expense-spared 3 ½ hp 499cc side valve machine that performed extremely well. In 1914, Howard Davies enrolled into the Sunbeam team and took a race-primed 3 ½ hp to the world’s greatest road race – the Isle of Man TT. Davies had a blinding ride and took second in the Senior category, with the Sunbeam Team winning the constructor’s title.
The slogan “Win on Sunday, Sell on Monday” could not have been any more relevant with a TT achievement, and Sunbeam returned to the factory in high spirits. The little 2 ¾ hp was dropped from the line up and development work continued on the 3 ½ and 6 hp machines. Then, darkness loomed on the horizon as lights started to go out all over Europe, and the First World War was declared. Sunbeam were forced to alter stance and focus on the production of vehicle and aircraft radiators, and motorcycles were put on the back burner and produced on a small scale. The 3 ½ hp became a ‘General Service’ machine for the War Department, and the 6hp was joined by 8hp MAG Swiss powered utility outfit. All had the option of sidecars for wartime matters, which included a stretcher for casualty evacuation (labelled an ambulance!); or on the other side of the coin, a machine-gun equipped armoured sidecar. A bespoke 4 hp model with final belt drive was also built for the French Army which came complete with a translated French instruction manual!
In 1918, tragedy struck the Marston family. Roland Marston (son of John Marston) who had been expected to eventually succeed his old man, died suddenly at the age of 45. A day after he was buried, John Marson died, followed by his wife Ellen only a few days later. The heartbreak was felt throughout Wolverhampton; it was to affect the firm deeply and the company entered the following decade in the control of others and as part of Nobel Industries.
At last, on 11th November 1918, an Armistice was declared, and the violence ceased. In the wake of the Great War, motor vehicles were a remarkable formula to maintain camaraderie and moral, and so despite the tribulations, the immediate post war years saw a great frenzy of activity in the motorcycle industry, and that was certainly the case at Sunbeamland.
A couple of old 3 ½ hp Sunbeams free to explore in France
At the start of 1919 civilian production of motorcycles was given the green light by the Government and manufacturers were able to set out their stalls for the buying public. The Sunbeam catalogue was relatively simple and comprised the 3 ½ hp side valve, and 8 hp V-twin. The competition scene was back on, and Sunbeam were keen to show their worth. The prices of machines soared dramatically with a post-war frenzy and demand for the sense of freedom which motorcycles offered, albeit this bubble soon burst as ex-W.D. machines were repatriated.
A 1923 3 ½ hp with footboards and foot operated horn
The Sprint and Hill Climb scene became a popular past-time in the post-war years. The events were often held on closed public roads. George Dance, a Sunbeam mechanic and legendary sprint and hill climb racer, used standard 350c.c. and 500c.c. Sunbeams, with modified, cut-down frames to streamline the bike. At the time that Dance was developing the Sprint, he was challenged to a race by Captain Palethorpe (of the sausage family!) on his super-tuned two-stroke Scott. A small stake was put down and the route defined as a dash between two Worcestershire towns. Dance smashed the race and often remarked that he had been “waiting a week” before Captain Palethorpe made an appearance at the finishing line! Dance was virtually unbeatable, and as Development Engineer at the works, the famous Sprint models were his creation that made the Sunbeam catalogue for 1924.
A 1921 Sunbeam Sprint (note: this one has been heavily modified over the years)
In 1920, the Isle of Man TT was back in full throttle, and Sunbeam sent their team ready for action with specially tailored leathers to reduce wind resistance. The leathers must have helped, with Tommy de la Hay winning the Senior at an average race speed of 51.79 mph, and George Dance setting a new lap record before breaking at inlet valve at Creg-ny-Baa and having to wait for a new one to be dropped to him to enable him to continue.
“The Rolls-Royce of single cylinder machines”
In 1921 Sunbeam introduced a new weapon – the “Longstroke”. An update on the existing 85mm x 88mm powerplant, it now had a 77mm x 105mm ratio which provided a fast and thrilling 492cc engine. The 1921 French Grand Prix proved a successful testing ground for the Longstroke. Alec Bennett took the chequered flag, shortly followed by Tommy de la Hay.
Alec Bennett at the 1921 Isle of Man TT
The iconic Longstroke was officially born. It was the quickest side-valve out there, and quickly earned the well-deserved title – the Speedmans Machine. The motto stuck and the name was used to promote the first production model in the 1922 Sunbeam catalogue – the 3 ½ HP TT Sporting Model.
This was very much an over-the-counter racing machine based on the GP bikes – no kickstart, slimline mudguards and dropped handlebars; and this proved an enticing proposition for young dare-devils eager to follow in the footsteps of their racing heroes. The ’22 brochure also featured the 596cc 4 ½hp; a machine that suited the addition of a sidecar, and one which would remain in production longer than any other flat tank motorcycle. That year, the Senior TT was once again won by Alec Bennett on a Longstroke who completed a lap of 59.99mph (this was the last side-valve to win a TT race).
A 1925 Sunbeam Longstroke Sport
In 1923, the 2 ¾hp 350cc side-valve made a comeback – this time with a revised 70 x 90mm bore and stroke. This little bike was in fact, quite important, as it formed the basis of all of the future overhead-valve models.
In 1924, the 8hp twin had been phased out and the catalogue updated into Model denotations. The [Model 1] was the 350cc 2 ¾hp with full road equipment (a tourer), the [Model 2] the same but with less of the bells and whistles and a more sporting machine. The [Model 3] comprised the standard 500cc 3 ½hp that had been around since 1915 ; the [Model 4] the same set-up but with a 600cc 4 ¼hp motor; the [Model 5] the 500cc 3 ½hp ‘Light Solo’, a short-stroke version of the Model 6; the [Model 6] was the 500cc 3 ½hp Longstroke; and finally the [Model 7] was the 600cc 4 ¼hp. Then, later the same year, along came the eagerly anticipated overhead-valve machines. The [Model 8] took the 350cc OHV spot; the [Model 9] the 500cc OHV; and then there were the Sprint models were slimline tanks – the [Models 10 and 11] for the 350 OHV and 500 OHV respectively… and breathe! A new feature on the OHV bikes were internal-expanding brakes, replacing the simple, archaic “belt rim” style brakes… albeit some would argue that there was little difference in stopping power!
A 1924 Model 7 600cc. Credit: Armands Abele
In 1925 Sunbeam fielded their new overhead-cam (OHC) machine. This was an attempt to keep up with the competition, most notably from the infamous Norton team with their fast and raucous Camshaft Model 1. The Sunbeam OHC was known at the works as the ‘Crocodile’ (apparently because it went ‘tick tock’ like the crocodile in ‘Peter Pan’) and testing took place over long periods on the Brooklands bank and over the sandy shores of Pendine.
A unicorn photo: the Crocodile Sunbeam
The Crocodile was taken to the TT and raced by Graham Walker and George Dance among others, however the new machines were riddled with issues and did not do particularly well. That was the end of the OHC.
The 1926 Sunbeam brochure was almost a carbon copy on the previous year, albeit Sunbeam were pushed to lower prices with a shift in the supply-v-demand ratio, and competition from other manufacturers that had bounced back from the war. The clash of the motorcycle companies was fierce; but what Sunbeam had above others, was a customer service experience that was second-to-none. After all, the public were buying into the Rolls-Royce of single cylinder machines. The reality was that Sunbeam were in fact on a par with most other quality machines, but if a customer complained, the Marstons would do their best to resolve the issue. As an example – in 1926 a retired naval officer from Portsmouth purchased a Longstroke; on receipt of the bike, he found that he could not slow the tick-over to a suitable speed, and so contacted his Sunbeam dealer who promptly returned the machine to Sunbeamland. The factory tested the bike, found it to be substandard, and replaced it for an entirely new machine. Not a bad service for the 1920s!
Sunbeam motorcycles continued to feature in events around the globe such as the French GP and Hungarian TT. In England, the main achievements were in trials and scrambles events, not so much in the IOM TT, where a number of motorcycles experienced failure in the forks over the harsh terrain of the mountain course. The added weight of twin-port OHV motors in the original lightweight frames needed a rethink.
A 1928 Model 6 Sunbeam (a quick one at that!) at the 2023 Dorset Giants Run
In 1927, the frames and cycle parts of all Sunbeam models were toughened up; however with this came extra weight and a very different style of ride. The elegant, streamlined Sprints were dropped from the line-up, and in came the new racing models – the Model 80 (350cc OHV) and Model 90 (500 OHV) which featured a new style of rounded tank which was later dubbed the ‘bullnose’. In fact tank design was now a hot and contentious topic as the futuristic saddle tank was on the horizon.
A bullnose Sunbeam at the 2024 VMCC Banbury Run
In 1927/28 Sunbeam was amalgamated into the conglomerate of Imperial Chemical Industries (ICI). There was mixed opinion on the takeover, however 1928 turned out to be a successful year for both sales and competition. The Model 90 racer continued to be developed and improved by George Dance & co. and at the hands of the factory team, won the German and Belgian GPs, and the Italian and Hungarian Senior TT races. At the IOM Senior, despite dreadful weather conditions, Charlie Dodson took the chequered flag on his Model 90 and Sunbeam took the overall team prize. The factory honoured the win by having its longest serving employee Mr alRowe hoist a flag over the new Elms Works (constructed across the road from Sunbeamland) and unofficial celebrations took place in pubs all over Wolverhampton. The buzz around a TT victory was needed for Sunbeam who had been lacking in recent years on the mountain circuit.
A Model 9 500cc OHV at the 2024 VMCC Giants Run
In November 1928, Sunbeam made the switch to the bulbous saddle tank, saying goodbye to the era of the simple and sophisticated flat tankers. Sunbeam had out experimenting with the new saddle tank design under the cover of darkness… well not quite… what they did in fact was camouflage the prototypes with dirty black paint to give the resemblance of home-made specials. Whether others were fooled by this crafty conduct is anyone’s guess!
As the 1920s drew to a close, the overhead-valve engines were the popular choice; however the Longstroke models still attracted an avid fan-base, with many riders favouring the mechanical silence and ease of maintenance of the side-valves. Sunbeam were now in sync with other manufacturers, and retained the same quality, workmanship and finish that were synonymous with the output of the Wolverhampton factory. The orders flowed into Sunbeamland, with many customers deploying their new machines into the amateur racing scene. Sunbeam motorcycles were seen in trials and speedway events, and there was an excitable buzz in the Sunbeam camp as the IOM TT approached, with Ixion forecasting an all-round Sunbeam win, despite fierce competition from the new Ulsters. In the Senior TT, and on wet roads, the Rudge Ulsters took the early lead, however this was short lived as the mighty Sunbeam powered forth and took first and second at the hands of Charlie Dodson and Alec Bennett. Dodson then took his 90 to the French GP at Le Mans, and won that one as well. In all, 1929 was an outstanding year for the Sunbeam team with multiple wins across the continent. We all know however, that good things never last…
A TT90 Bullnose at the Sunbeam 100 at the Brooklands Museum
In 1930, a beaming Charlie Dodson featured on the front cover of the Sunbeam catalogue, which had been slightly watered down on the previous year (with the Model 3 and 4 being discontinued). Sunbeam had now introduced the long awaited four-speed gearbox, but with this came many teething problems which the factory battled to resolve. 1930 would be the last year that Sunbeam appeared at the Isle of Man; this time round, Rudge dominated the field, with Dodson crossing the line in fourth position.
In June 1930, a re-styled longstroke appeared on the scene. It was to be known as the Lion in recognition of ICI’s ownership of John Marston Ltd, the lion being the ICI symbol. The Lion arrived at the same time as the depression, which in turn resulted in the closure of the competition department at Sunbeam. The noble Druid forks were replaced with a Webb-type centre spring girder fork, and the tanks became chrome-plated with black and gold panels. Sunbeam as we know it was in a period of transition.
A 1930 Sunbeam Lion resting up at the 2023 Goodwood Revival
In 1931 Sunbeam introduced a new machine. It was a 344cc OHV and was an attempt to combat the Great Depression by launching a bike in a simplistic form with a lean purposeful stance, and at a reasonable price of £65.00. The motorcycle had its oil contained in an integrated sump cast into the crankcase, a bore and stroke of 74 x 80mm, and an old-fashioned three-speed gearbox. It took the Model 10 stamp previously allocated to the Sprint and was more basic in form to the Model 8. Despite best intentions, the Model 10 did not achieve high sales and it is believed that only a dozen or so are still in existence, with perhaps a handful on the road.
1931 Model 10. Credit: Ian Soady
The era of the depression was a time when motorcycles of old were unbelievably cheap. In fact, many people made the decision to move their prized machines into shed, the attic, or the loft… ultimately it was an era that preserved thousands of bikes that are still being uncovered today.
The 1931 Sunbeam catalogue was radically condensed, a direct result of the slump in the economy. There were now only three models – the Lion, the Model 9 (and its racing counterpart the Model 90) and the Model 10, all with reductions in price to balance out the lack of cash in people’s pockets. In a time of uncertainty, Sunbeam needed to be a little resourceful. At the works, the stores of the spares department had been cleared, with some parts being sold to a local retailer, and others being used to assemble ‘factory specials’ that were sold to the works staff at a discounted price.
A 1930 Model 9 sidecar outfit at the VMCC Banbury Run
1932 looked a bit more positive. The 9A was introduced, which was in principle a bored-out Model 9 to increase the capacity to 599cc in an overhead valve form. The TT was run on a private basis, which enabled Sunbeam the freedom to pick and choose its association to the privateer riders based on the final results!
In 1933, the Model 10 was canned and in came the era of the modest tiddler 250s. The first was the Model 14, a 250cc OHV which was essentially a 350cc Model 8 with a smaller bore fabricated into the cylinder casting. The second was the ‘Little 90’, patterned on the Model 90 with hairpin valve springs and sporting equipment specification (the next year it was replaced by the Little 95). The big Model 90 had gone, its place taken by the Model 95 – a single port version with a downdraught flange-mounted carburettor and a hi-tech foot-change!
A Model 95 raced by Walter Rusk at the IOM TT – taken at the Sammy Miller Museum
At this point in time Sunbeam were really feeling the pinch. The sales of motorcycles had decelerated, a result of the poor economy, poor trade, and temptations of the second hand market which afforded the public more freedom of choice. The 1934 Sunbeam stand at Olympia featured the new Model 16 – a high-camshaft 250cc mounted in a duplex cradle frame which many would argue was the worst Sunbeam ever produced. This was an idea of where Sunbeam were in the mid-1930s; a radical transformation was required if they were to survive in the competitive motorcycle market.
The front cover of the 1935 Sunbeam brochure
In 1936 Sunbeam focussed on the production of sportier models, which now featured a cradle frame. ICI had at this point in time made the decision to trade the bicycle and motorcycle divisions to focus on more profitable sides of the business, and this caught the attention of the Collier Brothers who ran Associated Motorcycles (AMC). The acquisition took place in August of 1937, and when the AMC team descended on Sunbeamland, they were shocked to find antiquated production techniques, and old and worn-out jigs, tools and machinery. AMC decided to move the stock of frames, tanks, engines and components to their London factory. The obsolete machinery, factory records, catalogues, and other paperwork was incinerated. AMC had acquired the benefit of a brand name, dealer network, and devoted customer base. Two new divisions were formed – Sunbeam Bicycles Limited, and Sunbeam Motor Cycles Limited, and production began at Plumstead.
A 1936 Sunbeam Lion at the VMCC Giants Run
In 1938 the Wolverhampton Sunbeam motorcycle series consisted of ten models, all with an ‘A’ prefix followed by the model and serial numbers. AMC even kept the old Sunbeam model designations, principally the 500 OHV “Light Solo” revived the previous year, as well as the ICI Lion as a trademark.
A Sunbeam A25 (500cc OHV) at the Sammy Miller Museum
Then later that year, AMC released the ‘B’ series of overhead-valve models with capacities ranging from 250cc (B23) to the 600cc B28. The bikes featured a high camshaft style motor with the cylinder barrel sunk deep into the large crankcase, and stood out with their massive timing covers with the Sunbeam script cast into the metalwork. As the Second World War surfaced, AMC turned its focus to support the military. The focus turned to the Matchless G3 army models and the Sunbeam tools and production lines were dismantled for the final time.
The Sunbeam name continued for a number of years. AMC sold the trademark to BSA in 1943 and in 1947 a heavy grand tourer pioneered by Erling Poppe went on sale as the S7. It was heavy which resulted in lacklustre acceleration and handling, it was expensive, and it ultimately did not live up to expectations that were associated with the Sunbeam brand. There are many out there however, who now swear by these sloggers.
A Sunbeam S7. Credit: Bruce McWilliam
A streamlined version, the S8, was introduced in 1949 while the S7 continued as the de-luxe model. The bikes were built in small numbers until 1956 when they were discontinued. In one last ditched attempt to keep the Sunbeam name alive, the title appeared on a scooter that was a duplicate of the Triumph Tigress. A variety of versions of the scooter were released, but BSA had failed to keep up with the time, and in 1965 the scoters were withdrawn, and thus came an official end to the Sunbeam name on motorcycles.
The quality of the workmanship and materials that went into developing and building Sunbeam motorcycles over the years is still prominent in the modern age, with many bikes still thumping along road, lanes, and tracks around the world. It is little wonder why they are so popular in vintage motorcycle circles, and little wonder why they earned the well-deserved title “The Gentleman’s Motorcycle”.
an article by The Girder Club
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