This is the story of a lovely old New Hudson. Before we put the bike in the spotlight, lets have a look at where it all started – all the way back in 1903.
The New Hudson Cycle Company was the brainchild of a Liverpudlian chap called George Patterson. Patterson was a bicycle maker by trade, but in 1903 he took a sideway-step into the production of combustion-powered bikes. This was to be the era of the motorcycle.
The first New Hudson machines were primitive and fitted with motors from the likes of De Dion and Minerva, which were then stuck in a modified New Hudson bicycle frame to produce, what was to be, a motorcycle. The market at this time was fierce as companies battled tooth and nail to be top of the pack, and ultimately those that were well funded or incredibly astute came up trumps. New Hudson found it all a bit hard, and were forced into hibernation, but later reappeared in 1910 with an iron fist, ready to take on the competitive industry.
The motorcycles were initially fitted with the industry-renowned J.A.P. motors, which were fitted into a New Hudson frame, with Druid Girder Forks and various transmission options. It was a positive move as sales picked up and New Hudson moved into real business. The drawing boards were then placed at full tilt as the factory set to work on their own motor. A New Hudson 3½hp engine was released, and by 1913 the J.A.P engines had been dropped. New Hudson were now a well-oiled, self-sufficient machine.
WW1 somewhat altered the dynamics at New Hudson who were drafted in to churn out bicycles and munitions. The family sold the factory to HJ Bructon after the war and in 1919 they were producing near on 2000 motorcycles per year. New Hudson continued with the market and as the ‘20s rolled forward, they started to develop their competitive spirit. In 1927 Bert Le Vack was the first to break 100 mph at Brooklands on a 500cc OHV New Hudson, before he jumped across the English Channel and broke further records at Arpajon and Montlhéry. In the same year, Jimmy Guthrie took second place in the Isle of Man TT Senior at 66.02mph.
It was all looking good for New Hudson and a much needed boost for their sales. In 1928 the brochure boasted a rounded selection of motorcycles that included over-the-counter racers (the Power Plus machines that were replica models of the Jimmy Guthrie TT racer) – or on the opposite end of the spectrum – more practical side-valve models that benefited from trickled-down improvements from the racier brothers.
One such bike was the New Hudson Model 81 – the ‘Semi Sports’ option that featured the New Hudson 346cc side-valve and sat in the middle of the lineup. In a nutshell, the Model 81 aimed to offer dependable performance without excessive complexity. The side-valve may not have delivered the raw power of the overhead-valve rivals, but it provided a smooth and untroublesome ride, with simple maintenance and good fuel economy – qualities that mattered to the typical owner of the day.
The Model 81 featured a rigid frame and girder front forks, which was standard practice at the time, though it meant that long-distance comfort was still largely dependent on the quality of the sprung saddle (which at the time was a Lycett “Aerolastic” Super Saddle).
“Ample power and stamina, perfect balance, splendid road-holding qualities, ease of control, sure and safe braking, utmost silence. Exceptional finish and specification, including Dunlop Tyres, Saddle Tank, Renold Chains. So many extras at the modest inclusive price.”
The brakes were provided by internal expanding front and rear drum brakes at both ends – they would stop you, but by modern standards are somewhat feeble and require plenty of forethought by the rider.
The gearbox was a hand-change three-speed unit mounted on the right-hand side of the bike. It was a similar setup to the Sturmey Archer boxes of the day, that featured a handle running up one side of the bike from the gearbox – but this one was of a New Hudson design. Riders of the period grew adept at mastering the technique of changing gear while managing throttle, clutch and road conditions – a far cry from the effortless twist-and-go controls of modern machines!
The styling on the Model 81 was sober but attractive, with a black enamel finish and gold coach lining, affording it the restrained elegance typical of British motorcycles of the period. It was a machine aimed at the practical motorcyclist who valued durability and economy over outright performance.
This Model 81 was purchased by Roger Mills in 2022. Roger had been on the hunt for a vintage-era motorcycle for some time, when out of the blue, he had a phone call about a prospective bike that sat in the classifieds section of the latest edition of the VMCC Club Journal.
“After having several different bikes and restoring several others over the previous years, I decided that I wanted something older to do certain VMCC runs on, and to do the Graham Walker run on, so it was a case of looking on-line and in magazines to find a light-weight bike to suit my needs.”
“I found and inquired about a few and then I had a call from a friend to say there was a New Hudson for sale in Kent. I quickly phoned to see if the bike was still available, which it was and a couple of days later went to look at it – it was just what I was looking for!”
A deal was done, and the bike was put on a trailer to move to its new home in Hampshire. The bike had already been sympathetically restored by the previous owner (Neil Osborne), and so there was little to do other than ride and relish the machine. However, for those who have ridden a motorcycle of this era, you will know that it takes a bit of time to master the mechanics!
“Bearing in mind I had never ridden anything this old, it was a case of trial and error. Over the next few days, I got the knack of starting it and decided to have-a-go at riding it. The closest thing that I had ridden to this with hand gear change was an Excelsior Autobyke, so I must admit it was a bit nerve racking.”
“The first few laps around the close went well so it was time for the open road – that also went well once I got the hang of changing gear by hand, working the hand throttle, the hand choke and the hand advanced-retired lever all at the same time – yes I felt I needed to have more hands to start with, but now it just seems to come easier every time I ride it”.
The New Hudson is a well known bike on the south coast and Roger has used it for many events in the last couple of years.
“Since owning it I have ridden in three VMCC Dorset Section Giants Runs and two Graham Walker Runs. I also use it regularly for pub meets and different shows where it always draws a few inquisitive people who ask – how old is it? what is this for? what is that for? etc.
All in all, its a great bike to ride and brings a smile to my face every-time I’m out on it”.
The Model 81 may not have the glamour of its TT-winning brothers, but it represents something arguably more important: honest, high-quality machines that were built for everyday riders in an age of tremendous innovation. It provided affordable, robust transportation at a time when car ownership was still out of reach for many. Models like the 81 helped cement New Hudson’s place in the market, though the firm would ultimately cease motorcycle production in the early 1930s.
This Model 81 is one that is still well used, as it should be, and represents a tribute to the lads and lasses that built these dependable machines that mark a short-lived chapter in British motorcycle heritage.
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Roger let me have a jump on his bike, and this is me, in the saddle of the New Hudson in Eling Harbour – lucky for him I didn’t make a run for it!
an article by The Girder Club
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love this write up and the photos
Cheers for spending the time to make in happen Roger