In the early days of motorcycling, long before the major marques we know today had established their positions in the business, there was the Dreadnought – a machine that helped blaze the trail for the motorcycle as we know it. Built in Britain in 1902 by Harold “Oily” Karslake, the Dreadnought was no production model or factory prototype, but a true one-off motorcycle, purpose-built to tackle the challenges of motorcycling at the dawn of the 20th century.
The motorcycle was in fact given its name later in life, and took inspiration from the revolutionary Royal Navy battleship – HMS Dreadnought. It acquired the nickname in veteran motorcycle circles due to its rugged, no-nonsense looks, and reputation for reliability in the early trials and endurance events.
Harold Karslake was an engineer, inventor, and passionate early motorcyclist. Dissatisfied with the performance and reliability of the motor bicycles of his time, he set about building his own machine, using the best components he could source.
The heart of the motorcycle was first on the list, and after perusing a number of options, Harold settled on a French De Dion 402cc air-cooled four stroke single, which had been made under licence by MMC (Motor Manufacturing Company) of Coventry. The motor was a bit of a lump and was really intended for a motor tricycle where its height and weight could be accommodated, but Harold wanted a motorcycle with power and presence.
Harold purchased the engine for a discounted sum of £4.10s; he remarks in early literature:
“After some correspondence I went to see it, taking £5 with me (all I possessed). The engine turned out to be new, but the owner said that it had a terrible knock in it. No wonder! The contact breaker was put on the wrong way round. I didn’t tell him so, but got it for £4.10s and nearly killed myself carrying it to the station.”
The carburation was via an AMAC two-lever spray carburettor with concentric control wires, albeit it was later fitted with a two-lever Brown & Barlow instrument. The engine was kept lubricated by means of a constant loss system, fed into the cranks from a pressurised oil compartment by a hand pump located on the seat tube. It featured direct drive to the rear wheel by means of a belt – a standard setup of this era.
A common belief of combustion at the time, was that a quick evacuation of the exhaust gasses helped produce a more powerful machine. To that end Harold deduced that two exhaust outlets would be better than one, and so he took an extra exhaust pipe from a hole drilled into the exhaust valve pocket. It was far from ornate, as he used two short lengths of spoke with nipples to act as a crude turnbuckle arrangement and tie it all together.
Next, the skeleton of the bike. Harold was able to source a loop-type frame which may well have been from a Quadrant. It featured braced rigid front forks, and to soak up the bumps, a lowered saddle supported by telescopic spring struts.
Long wooden footboards were fitted which stretched from the front of the crankcase to beneath the rear wheel spindle. The petrol tank was slung from the top frame tube while the separate oil tank was sandwiched between the saddle tube and rear mudguard. The configuration provided the Dreadnought with quite the distinctive look.
Harold was a comparatively tall man, and the seating position, foot boards and handlebars were all designed to accommodate his height. It did however look purposeful, with a configuration that could stand up to the rough roads and punishing endurance events of the day.
The components on the bike were developed over the years to keep up with ‘modern’ technology, or to suit the type of challenge and/or terrain that the setup had to endure. That was until 1909 when the specification of the Dreadnought had crystalised and considered the final design.
The Dreadnought really showcased its potential in long distance trials, and in 1909 Karslake won the “24 Hours” Motor Cycling Club (MCC) event covering a staggering 466 miles – quite a feat for such a rudimentary machine with a two-speed gear and live axle rear wheel… oh and brakes that may as well have been stuck on for show! Harold soon became a known face in the MCC, as did the trusty Dreadnought.
In 1910, Harold participated in the London-Edinburgh; and in 1911, he won the gold medal for the Winter Ride and the silver medal in the “Land’s End Trial” – in total, the bike had covered some 60,000 – 70,000 miles in eight years.
The bike lay low for some years until it was again unearthed for the 1923 London-Edinburgh. The motorcycle industry had by now moved on quite a bit, however the primitive, pioneer-era, and eccentric Dreadnought put up a credible performance against its modern counterparts which rattled competitors and manufacturers alike.
The next highly publicised appearance was the maiden London-Brighton run for motorcycles in 1930. The bike was ridden by no other than George Brough (an acquaintance of Karslake) who, complete with ocelot fur gauntlets, thrashed it down the Brighton road to claim fastest time. That must have been quite the spectacle. The bike even donned a registration number from one of George’s Demonstrators for the purposes of the event.
The Dreadnought was gifted to the Vintage Motorcycle Club by Harold with the proviso that it should be used rather than sit in a dusty museum. It is said to be good for a comfortable cruising speed of 35 to 40 mph, and one hell of an enticing ride!
The following extract was written by Harold Karslake and published in a small booklet in 1911 which describes, in his own words, what the Dreadnought was all about…
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My “Dreadnought”
In the early days of motorcycling we all had ideas of our own as to what would improve the machine of the day. My ideal was a 65 by 65 outside flywheel engine, overhead valves, belt drive, 1 3/4 tandem tyres, and weighing complete just over 100 lbs., and I had one. After using it for two years and making many alterations to it, I decided that a lightweight was not suitable for all round riding. Thus it came about that I decided upon building a machine myself, and early in 1903 I got hold of a stout loop frame and set to work to acquire the various component parts. Some I obtained from friends and some were bought through the Motor-Cycle then just started. It was a quaint little paper at the time, compared with the present sumptuous publication, and 2d too.
However, to return to the subject, I bought a front wheel which ran on the machine until early this year. The back wheel I built up myself. And then came the question of the engine. I watched the advertisements and at last saw one of a 3 1/2 BAT, 80 by 80, at Woking. After some correspondence I went to see it, taking £5 with me (all I possessed). The engine turned out to be new, but the owner said that it had a terrible knock in it. No wonder! The contact breaker was put on the wrong way round. I didn’t tell him so, but got it for £4.10s and nearly killed myself carrying it to the station. It fitted my frame very well, and I was then able to fit the belt rim and make the tanks.
As I was building the machine in my spare time, it was the end of the year before I got everything done to my liking, but early in January I had my trial run on it. Although I only went three miles, I think it was the most enjoyable run I have ever had. And all my own work too. At Easter I went on my first long run to Huntingdon. I did it non-stop, and wasn’t I proud! But, as usual, pride went before a fall. I couldn’t start the engine next day as the contact breaker (De Dion trembling blade) had got out of adjustment, and many were the sorry tricks it served me before I understood it.
At the end of the summer (1904) I decided to fit a seat in place of a saddle, and thought out it’s present sprung seat. this has proved satisfactory in every way, and I am vain enough to think it is of the pattern which will be fitted as a standard in ten years time. I also lowered the foot boards to their present position, and with a new type of handle-bars the machine was getting quite comfortable. This sufficed for 1905.
In 1906 I ventured further afield, and went on a holiday tour around Cornwall, returning via North Devon. As the machine was fitted with only a single gear of 4 1/2 to 1, I had to push up a good many hills and I consequently began to think of two speed gears, which I had scorned hitherto. In those days there was no choice of gears. It was Vindec or N.S.U. or trouble. It was over a year before I could get one, an N.S.U., and it has served me magnificently ever since. I cannot find words to describe its worth, but its present day popularity speaks for me. When in North Devon in 1906 I was shown the redoubtable Barbrook Mill Hill; I registered a vow to conquer it. To enable me to do this I fitted a chain from the gear to a large pulley on the bottom bracket, and so got 14-1 on the low gear. With this I was able to climb the hill at the first attempt, a thing that had never been accomplished before. The hill is now too well known to need any description here. I also climbed Porlock Hill after a number of attempts to get round the first corner in the saddle. This was at Easter 1908. As the cylinder had now got considerably worn, I decided to have the engine re-bored, and this was done, increasing it to 86 mm. I also used the cycle as a passenger machine this year, taking a friend on a trailer. Then belt troubles began, so I got a Whittle which ended them promptly. I also fitted the live axle and bearings.
In January 1909, I was invited to a M.C.C. Smoking Concert, and although I did not know a single person there I was made perfectly at home. I was so pleased with the boys that I decided to join them. At Whitsuntide I entered my first competition, the London-Edinburgh – and I got through without any trouble, but lost my medal for being ahead of time at York. My next competition was the M.C.C. 24 hours, 466 miles. In this competition I was lucky in two ways. I won the handsome silver cup outright, and made the acquaintance of Hugh Gibson. I cannot speak too highly of him, for we rode for twelve hours within 30 seconds of one another’s time, and yet he corrected my watch outside each control, so that we should compete on skill and not watches. The old machines ran perfectly throughout. A fortnight later we started together on the M.C.C. ride, London to Land’s End and back, but after trouble at the start, I got as far as Launceston, where I broke my engine shaft, and parted with Gibson. I trained home, the first and only time the “Dreadnought” has not come home under power. It was this year that I suggested the Winter Ride, and got laughed at for it. Who laughs now?
In 1910 I had a much more ambitious programme, and having caught the competition fever, I joined the Herts County A.C. (Motor Cycle Section). At Easter I went on the Harrogate Tour, when the big end seized at Wentbridge, but I worked all night, and next day I climbed Sutton Bank, and then had to ride dead on time to qualify for a bronze medal. how’s that for a “holiday”? At Whitsun I did the London-Edinburgh and back, and later on, I rode for the M.C.C. in the Teams Trial, non-stop. Then I beat the crowd at the M.C.C. Petrol Consumption trial, besides some other medals for minor events.
I had found so much trouble with accumulators spilling acid and eating up tank sides and wires that I decided to give dry batteries a trial. I was approached by Messrs Siemens Brothers & Co. to try their’s, and, although I did not altogether trust the system, I gave it a fair trial and found it completely successful. Since adapting these batteries I have had no ignition troubles whatever, and, as far as attention is concerned, the ignition system might just as well not be there. the results I have obtained from the Siemens dry batteries have been extensively published, and it is not necessary for me to repeat them here.
My first event for this season (1911) was the Winter Ride last Christmas, when I obtained a gold medal. Then followed the Land’s End ride at Easter, which captured for me the silver medal. This was undoubtedly my best ride, as I survived where half the modern machines failed. On the London-Edinburgh ride at Whitsuntide I gained the gold medal, but my frame broke on the return journey. Then there was the M.C.C. 100-mile non-stop, including three hills used for hill climbing competitions. Then I won the silver medal, and since a number of other events. Thus I have qualified for eight awards out of eight entries – 100 per cent.
To return to the machine itself, it has run something like 60,000 or 70,000 miles, and the engine has still the original main bearings on both sides. This is undoubtedly due to the low compression and heavy flywheels. All but one of the other bearings have been renewed from time to time, and a new piston and several sets of rings fitted. The successful running of the “Dreadnought” in competitions is due, in a large measure, to the brainy work put in by by my friend Mr Simpkins, the clever inventor of the ingenious system of chain drive bearing his name, and it would be unfair on my part if I did not give him his due in this respect.
Harold Karslake – 1911
an article by The Girder Club
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