America produced some absolute thumpers in the early days of the motorcycle. The market was saturated with bold “kick-back” motorcycles that were full of torque and comfort – all thanks to the pioneers such as Harley-Davidson and Indian. If you could picture the confusion then, when a small company from Ohio leapt into the American scene with a small-capacity two-stroke.
The Cleveland Motorcycle Manufacturing Company started out in Cleveland, Ohio (would you believe) in 1902. It took them a number of years before they were really in action, and this came in 1915 in the form of a unique 221cc two-stroke single-cylinder machine which was in fact quite advanced for the time. The motor and gearbox were combined into one unit and mounted transversely in the frame, a configuration that necessitated a worm gear to turn the drive through 90 degrees to work with the chain final drive.
The unit could be removed in one lump from the machine if so required – a bit of a bonus for those who were partial to a bit of self-repair and wanted to be able to split the mechanical parts from the frame in one foul swoop. The bike had two speed ratios of 5 and 10 to 1, and a clutch, with chain final drive. The early models lacked a kick-starter. In fact a kick-start was not really needed as the low compression of the motorcycle made for a pretty simple walking start for those with an ounce of stamina.
In the development phase of their all-new motorcycle, the Cleveland Motor Co. had been keeping a watchful eye on their European equivalents. As the first customer-purchased Cleveland rolled out of the factory in America, the British were well ahead on the concept of two-strokes. The Scott Motorcycle Co. for example had patented their first two-stroke in 1901 (a twin-cylinder fitted to a Premier bicycle) and had honed the art of the double hitter for a number of years. It is no wonder then, that Cleveland, in general terms, took further inspiration from the motorcycles across the pond. The forks for example have nuances of a Triumph Junior front end, and the early cylindrical tank also bore resemblance to the Baby Triumph. Furthermore, the Cleveland used British parts, notably a Birmingham fabricated “Brown & Barlow” carburettor which enabled to bike to breathe.
“For camping, hunting, fishing, cross-country touring, weekend trips and vacations, there is no motorcycle like the Cleveland Lightweight. Half the weight, half the fuel, and half the price of the average machine, it makes seventy-five miles on a gallon of gasoline, and costs only $160.00”.
It all sounded positive, but was the Cleveland actually any good? The bike needed to be put to the test, and this task was handed to a chap called George Austin from Seattle. In 1917, the motorcycle was put through its paces in a test of endurance. Austin packed 542 miles into 24 hours in poor weather and darkness, and on roads that were in a terrible state. The reliable Cleveland failed to miss a beat and ran at a rate of 77 miles per gallon, dampening the myth that two-strokes were fuel-thirsty machines. It was a positive step for the company, who now had some substance to back up their claims of a steadfast motorcycle.
“Riding the Cleveland Motorcycle beats the cars for time and money saved and throws in better health and enjoyment for good measure. The Cleveland is the lightest, lowest-price real motorcycle made in America. As safe and easy to ride as a bicycle, 75 miles to the gallon, and 15,000 miles on tyres!”.
An export market was set up by Cleveland, who shipped a number of their machines over to Britain, even when hostilities were in full flow. The concessionaire was North Western Motors Ltd of Liverpool who marketed the Cleveland to the British market for £85.00. This was quite a sum compared to other motorcycles on the market (the Triumph Junior in comparison sold for £65.00), and sales were weak as a result.
The Cleveland received several modifications in its unfortunate short life. The colour scheme started out in a pearl grey palette however by 1917 it was an all-khaki finish. A kick-starter found its way onto the machine in 1916 (an optional extra!) and by 1919 pretty much all trace of plating had disappeared from the machine, presumably a casualty of the Great War and retrenchment measures.
In 1920 the frame sprouted an extra tube under the fuel tank, which itself had been modified into a tapered shape with flat side-panels. The pressed steel mudguards lost their skirts, and the rubber covered footrests were replaced with footboards. Pressed steel now featured in the front fork construction, as the Cleveland homed in on its American identity, and a slate finish to the tanks and toolbox indicated that trade conditions were on the up.
In 1921 the Cleveland received its most prominent set of updates. The colour palette diverted to royal blue with the wheel rims set in cream, and in order to deal with heavier component parts, the capacity of the machine was boosted to 269cc with a lowering of the top gear to 6 to 1. It was a top bike, but really its heyday was over as the four-strokes dominated the scene, and by 1925 the two-stroke was officially dead in the water. In fact the days of Cleveland as a whole at this point were numbered – the company went on to produce some heftier motorcycles that reached the 1000cc capacity, but the shop was boarded up in 1929, and that was the end of the Ohio-based firm.
The model featured in this article is a 1921 270cc Cleveland that had made it onto the shelves of a dealership in France. It is suspected that the Cleveland was initially purchased by a Mr Nolay BERGERET who, in 1923, requested a breakdown of the prices of the Cleveland options. The Cleveland was available to the discerning motorcyclist for 3750 Francs with electric lighting available for an extra 200 Francs. In 1927 the motorcycle was registered to Jean René from Lille with an index of 281-D-14 (as shown in the older photo).
In 1974, Gramer Alain owned the motorcycle. The doctor, from Lille, later became part of the “Confrérie des Vieux Clous” – a brotherhood that sorted out vintage motorcycle events. It has passed through several hands and is now with Henri in France, who is fortunate enough to have a valued piece of American motorcycle history.
Thank you to Henri Verslegers for sending over the photos of this wonderful old motorcycle.
an article by The Girder Club
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