Bicycles (except children's bicycles) are almost always required to have a frame or serial number. Some manufacturers use a date-code as part of the serial number. For example, a Brompton uses YYMMXXX as their serial code, so a Brompton with a serial number of was manufactured in 2013.06 or June 2013. Jan 4, 2019 - Explore livefish's board 'Motobecane' on Pinterest. See more ideas about Bicycle, Bike, Vintage bicycles.
| Private | |
| Industry | Bicycles, Mopeds, Motorcycles |
|---|---|
| Founded | 1923 |
| Defunct | 1981 |
| Headquarters | France |
| Products | Bicycle and related components, mopeds and motorcycles |
Motobécane was a French manufacturer of bicycles, mopeds, motorcycles, and other small vehicles, established in 1923. 'Motobécane' is a compound of 'moto', short for motorcycle; 'bécane' is slang for 'bike.'
Motobécane is a different corporation from Motobecane USA, which imports a wide range of bicycles from Taiwan manufactured by Kinesis Industry Co. Ltd. under the Motobécane trademark.
Luis Ocana won Tour de France on Motobecane branded bike in 1973.
In 1981, the original Motobécane filed for bankruptcy and was purchased by Yamaha and reformed in 1984 as MBK. The French company continues to make motorscooters. They also made fingerbar mowers[clarification needed] at least up to 1981.
Motorcycles[edit]
For many years Motobecane was France's largest manufacturer of motorcycles. Charles Benoit and Abel Bardin joined in 1922 and designed their first motorcycle in 1923, a 175 cc (10.7 cu in) single cylinder two-stroke-engined bike. By the 1930s Motobecane was producing a best-selling range of motorcycles. In 1933, they produced their first four-stroke machine with 250 cc (15 cu in) capacity. During the 1930s, they manufactured a longitudinal shaft-drive inline-four engine motorcycle in 500 and 750 cc (31 and 46 cu in). During this period, the firm entered road racing competitions and won the Bol d'or endurance race.
After the Second World War they produced the single-cylinder D45 motorbike that filled a need for cheap transportation. The successor was the Z46, equipped with modern suspension. Like many European motorcycle manufacturers, the 1960s proved difficult for Motobécane as cars became affordable. As a result, sales decreased. The arrival of cheap, efficient Japanese motorcycles also hurt sales. They continued to produce two-cylinder 125cc motorcycles throughout the 1970s. They also manufactured a small number of two-stroke, three-cylinder 350cc and 500cc bikes.
For a time in the late 1970s and early 1980s, the company competed in Grand Prix motorcycle racing claiming several victories in the 125cc class and finishing second in the 1980 125cc road racing world championship.
Bicycles[edit]
Motobécane was a major manufacturer in the French bicycle industry. Motobecane is known for designing very light weight mountain bicycles. Motobecane was the first French maker to start using Japanese parts, in the late 1970s. This was a very good move on their part, because at that time Japanese derailleurs and crank sets were much better than the older French designs common on mid-priced 10-speeds. The change was largely due to the influence of their U.S. importer, Ben Lawee. The frames on Motobécane's mid-to-upper bikes were typically double-buttedlugged steel made from Vitus or Reynolds 531 molybdenum/manganese steel tubing with Nervex lugs. Unlike most French makers of the era, Motobecane used Swiss thread bottom brackets for most models. Motobécane finished their frames in beautiful and high-quality paint, a practice not often followed in the French industry. Considered the second most prestigious French bicycle (after Peugeot, whose more durable design they emulated, but ahead of Gitane), Motobécane's mid-range bikes were good value; the company kept prices reasonable by matching high-quality frames with lower-priced, but higher-quality components from Japan, at a time when competitors were putting higher-priced, lower quality French components on mid-range bikes. Motobécane bicycles included the Nomade, Mirage, Super Mirage, Super Touring, Grand Touring, Sprint, Super Sprint, Jubilee Sport, Grand Record, Le Champion, and Team Champion.
In addition to the standard diamond frame bicycles, Motobécane produced mixte frame versions; the mixte frame Grand Touring had twin lateral stays in place of a top tube, extending from the head tube to the seat tube, while the Super Touring and Grand Jubilé had a single top tube sloping down towards the seat tube, but diverging into twin lateral stays just before the seat tube. Later mixte Grand Touring models also used this design. Motobécane also produced a tandem bicycle.
In the early 80's Motobécane launched a new range of bikes under the 'Profil' name. These bikes were made from 2040 tubing and this had been 'Ovaled' or formed into a tear-drop shape to aid aerodynamics (supposedly one of the first bikes designed in a wind tunnel). They included some hidden cabling through the top tube and full use of Shimano's Adamax 600 ax components which had been designed specifically for aerodynamics.
French bicycles before 1980 often used French-threaded bottom brackets (now difficult to find replacement parts for). French bottom brackets, like Italian ones, used right-hand threading on the fixed cups, making them subject to loosening by precession. Motobécane broke ranks with most other French manufacturers in the mid-70s, using Swiss-threaded bottom brackets (also difficult to find replacement parts for now). Swiss bottom brackets were identical to French, save that the fixed cups were reverse-threaded (like English ones), making them immune to loosening by precession. For more information, see bottom bracket specifications.
In addition, French headsets are sized and threaded slightly differently from the more common English headset.
The name Motobécane is also used for current bikes of Taiwanese manufacture. These vehicles bear no relation to the older French made bicycles, other than the name.
Mopeds[edit]
Motobécane introduced a moped, the Mobylette, in 1949; over the next 48 years, Motobécane manufactured 14 million Mobylettes. In India the same model was manufactured under licence by Mopeds India Ltd under the name Suvega. In the UK Raleigh manufactured Mobylettes under licence from Motobecane as the 'RM' series from 1960 until 1971. In the late 1960s these 'Raleigh' mopeds accounted for 38% of UK moped sales. American retailer Montgomery Ward imported Motobecane mopeds and sold them via their catalog under the Riverside captive import brand.
The motorcycles up to the v40 version without shock absorbers ago, had a maximum speed of 25Km hour and were limited to 0.23Kw, after this series and from 1961, with the use of Japanese parts and adding rear suspension was born the Models V50 and higher, able to reach a speed of 45Km hour and with a power of 1.2 kW.
In 1978, Canadian Walter Muma rode a 50V 11,500 miles on a 3-month trip that began in Toronto, brought him to Alaska, and back to Toronto.[1]
After being acquired by Yamaha, MBK continued producing mopeds, becoming a force in French moped racing.
Cars[edit]
In 1942, responding to the disappearance of civilian fuel supplies, the directors instructed an engineer called Éric Jaulmes to look into the possibility of producing a two-seater pedal car to compete with the Vélocar.[2] The result was a three-wheel pedal car.[2] Pedal power reached the single rear wheel via a chain and an 8-speed cycle-style gear system.[2] The emphasis was on weight reduction, and the vehicle weighed just over 30 kg, of which approximately 28 kg was accounted for by mechanical components and just 4 kg by the light metal lozenge style body.[2] A single central fin on the tail-piece of the body was featured not for aerodynamic reasons but in order to accommodate the rear wheel.[2]
During the 1950s and 1960s automobile use and ownership in France grew consistently, and much of this growth came at the expense of motorcycle producers. Long lens photographs appearing in L’Auto-Journal in December 1961 showed the results of a serious Motobécane project to fight back by developing a small “quadricycle” format automobile.[3] One of the pictures showed the Motobécane prototype on a boulevard near the company’s plant and the Porte de Valette being overtaken by a Renault 4CV: the little Renault looked uncharacteristically large and the Motobecane, positioned between the Renault and a Paris bus, looked barely larger than a child’s pedal car.[3] In fact the prototype was 2730 mm long and 1180 mm wide, which was enough to accommodate two people side by side in a fashionably boxy little body: from the side, at first glance, it was hard to tell which end was which: however, the cut-out sections on each side covered with a dark coloured fabric 'door' was angled towards the front of the car.[3][4][5]
Although the manufacturer was unfamiliar with automobile technology, they were happy to incorporate into the design a form of the innovative infinitely variable transmission which a few years later became a defining feature of DAF cars.[3] Power came from a 125 cc two stroke engine installed at an angle of 7 degrees from the vertical in order to keep the flat front hood/bonnet low enough for the windscreen to be foldable forwards over it in the manner of a traditional Jeep.[3] The prototype's motor-cycle connections were apparent from the large spoked wheels which might not have survived on a production version of the car.[3]
Both a two-seater “KM2” microcar and a “KM2U” microvan were foreseen. In the event, however, neither passed beyond the prototype stage.[3]
Scooters[edit]
Under the name MBK, the company continues to manufacture scooters for the European market.
Sources[edit]
- ^Al Strange (July 5, 1978). 'Moped traveler likes to see the country'. The Record-Gazette. Peace River, Alberta, Canada.
- ^ abcde'Automobilia'. Toutes les voitures françaises 1940 - 46 (les années sans salon). Paris: Histoire & collections. Nr. 26: 47. 2003.
- ^ abcdefg'Automobilia'. Toutes les voitures françaises 1962 (salon Paris oct 1961). Paris: Histoire & collections. Nr. 19: Page 36. 1200.
- ^A picture of a Motobécane Microcar KM2 prototype
- ^Another picture of a Motobécane Microcar KM2 prototype
External links[edit]
HOW OLD IS MY BICYCLE?
‘How old is my bicycle?’ is a question I get asked a lot, nearly as much as: ‘I have a bicycle that looks like one of yours; if I send you pictures please can you identify it for me?’
The answer, in short, is that I do not have time to tell you either. I’m not being callous about this. With an estimated 15,000 bicycle manufacturers, the odds are stacked against me recognizing yours; in any case, I do not claim to be an expert, just an assiduous recorder of information. To sift through information to try and find similar pictures to your unidentified bicycle would take me months, and I’m already doing similar research on my own bikes. Not only do I have a full-time job (I run my own business restoring and selling vintage vehicles) and am a hands-on parent of a young child, but I spend a minimum 30 hours every week building, updating and maintaining these free websites to help you do your own research. My hobby usually takes a backseat. Insomnia is my saving grace, otherwise there would be no time for any of this.
My purpose for creating these databases is simple. In the ‘old days’ (a time which seems to have ended in the past twenty five years or so), a youngster became an apprentice in a chosen field and learned its history from the older employees. Thus, for example, an apprentice mechanic was handed down an invaluable unwritten guide to repairing vehicles that could not be learned at college nor from books, because, as well as specific information about various models, it helped a youngster understand the way they were designed and built.
Similarly, to learn about vintage bicycles, we ask questions of our elders in the hobby. The key point here is that the elders who were around while our favourite vintage machines were still on the road are no longer with us, the last of them having passed on in the past thirty years or so. Now we must depend on those who gleaned that first-hand knowledge from them; these chaps were the ‘youngsters’ then, but now they’re getting older themselves, most in their seventies and eighties. They don’t usually use computers, so much of their knowledge is stored in their heads. By the time we learn from them, it’s second-generation information. My contemporaries and I are in a younger age group – forties to sixties – and we’re busy learning and recording what we can before it’s lost forever. We study 100-year-old magazines to see when certain new innovations were first reviewed (it helps us date bicycles with similar features), read correspondence of the time to try to understand contemporary views and opinions, research old catalogues, meet fellow enthusiasts, help each other with restorations, ride our old bikes as much as possible, and work with our elders to pick up tips and wisdom.
If you can help in any way by contributing to this research, please get in touch. My email is embedded in the picture below.
By recording and sharing this knowledge while it’s still as fresh as possible, our fabulous vintage hobbies will continue for centuries to come.
TO FIND OUT HOW OLD YOUR BIKE IS – JOIN THE VETERAN CYCLE CLUB!
Although we are in the so-called ‘Information Age’ and the internet provides a surplus of it – some of it accurate, much of it misleading – there is nowhere near enough information on vintage bicycles. This surprises many people. Sometimes, folks with no experience of the vintage hobby who may have recently unearthed an old bicycle contact me and demand that I immediately tell them what it is, how old it is and what it’s worth. I try to explain as politely as possible that such a service does not exist, and they are often abusive as a result. Usually they want me to identify it so they can sell it on ebay. Luckily, I remembered an old Sufi saying, ‘Only explain things to people in a language they understand.’ So now I answer that such a service, which will obviously increase the value of their unidentified machine, will cost them £50 + VAT. It’s still not a service I actually offer – but at least they are less abusive.
The question remains: ‘How old is my bicycle?’ Also, ‘I have a bicycle that looks like one of yours; if I send you pictures please can you identify it for me?’
The answer is simple. The Veteran Cycle Club (V-CC) has a system of ‘marque enthusiasts’ – volunteers who compile what information they can about particular manufacturers. By joining the V-CC you can access whatever information is available. If that doesn’t help, if it is interesting enough, you might be able to send pictures of it to the the V-CC magazine, or take it to vintage shows and ask exhibitors, or keep an eye on ebay to see if something similar ever comes up. Identifying an unknown bicycle is hard work. You may be lucky, but more than likely it will remain a mystery.
As I have stated before, the V-CC archives and Ray Miller’s Encyclopaedia are invaluable resources: these ongoing projects are becoming the world’s primary source of information on vintage bicycles. The V-CC’s system of marque specialists is unrivalled throughout the world. I recommend every vintage bicycle enthusiast to join the V-CC to access these (and many other) excellent facilities.
FRAME NUMBER DATING
Bicycles that can be dated with 100% accuracy are the exception. Marque enthusiasts use records of shop ledgers that recorded dates sold and frame numbers, and then calculate the ages of other bicycles by comparing them with known frame numbers. Sometimes the date sold does not reflect when a bicycle was actually manufactured (for example, Dursley Pedersens were very expensive, badly marketed and often took a long time to sell). Only certain manufacturers’ frame number sequencing is known. Many did not use chronoligical sequences.
Many manufacturers used ‘bought-in’ bikes at different times, ie made by a different company. This happened in particular in the 1890s when frame styles changed every few years. Frames made by top companies with the old designs were sold off through the trade, so smaller companies then sold bicycles using the old frames with different parts years after!
The records of the majority of the smaller companies no longer exist: you’d be surprised how fast the entire history of a company disappears once the factory closes. There were also a lot of ‘dodgy practices’ within the bicycle trade, with companies regularly liquidating and starting up again and spurious production claims often made for advertising purposes and to inflate a company’s worth. Few published their true production figures. It’s a nightmare trying to make sense of it a hundred years later.
A catalogue description is a good guide, though we rarely have a manufacturer’s catalogue for every year, so may not know for how many years a model was current. Also, though we now consider a catalogue description to be an accurate guide to a bicycle’s specification, despite the catalogue options listed a customer could choose any option whatsoever, even components sold by a competing company.
It’s possible to date Sturmey-Archer hubs, so if the rear hub is original to the bike that often helps.
Bear in mind that owners often updated their bicycles over the years; though we might like our bike to match its catalogue description, updated parts are also a valid part of its history and provenance.
Details of the following manufacturers have been published, so I hope this page can provide an easy reference point. I’ll add to it as I find more.
RALEIGH FRAME NUMBER DATING
MY NOTES:
1.The Raleigh Heron Head transfer was introduced in 1908. In the same year, mudguards received a forward extension.
2. Raleigh’s ‘R’ lamp bracket was superseded in September 1927 by the heron lamp bracket (see below). The company had been taking steps to make it harder for makers of cheap bicycles to copy Raleigh parts. The ‘R’ bracket was easy to copy, so they introduced this more complex lamp bracket instead.
Consult the list below to help remember when these companies were still ‘original’ before being taken over by Raleigh:
Humber 1932
Triumph 1932
Rudge-Whitworth 1943
Three Spires 1954
BSA , New Hudson, Sunbeam 1957
Phillips 1960
Hercules 1960
Norman 1960
Sun 1960
Carlton 1960
RUDGE-WHITWORTH FRAME NUMBER DATING
Production has been attributed as follows, with frame numbers as at 31 July each year:
1898, 70,000;
1900, 118,200;
1901, 140,754;
1902, 169,739;
1903, 210,950;
1904, 223,672;
1905, 272,991;
1906, 350,235;
1907, 427,114;
1908, 488,139;
1909, 538,390;
1910, 585,010;
1911, 626,400;
1912, 663,066;
1913, 697,524;
1914, 726,731;
1915, 740,862;
1916, 745,621;
1917, 749,192;
1918, 751,213;
1919, 755,622.
SUNBEAM FRAME NUMBER DATING
1909 = 96,739 (declared)
1910 = 101,700 (calculated)
1911 = 106,700 (calculated)
1912 = 111,642 (declared)
PREMIER FRAME NUMBER DATING
BEESTON HUMBER FRAME NUMBER DATING
ELSWICK HOPPER FRAME NUMBER DATING
SINGER
The following dated bicycle frame numbers from the Singer Car Club (not guaranteed):
1903 – 142069
1903 – 172676
1905 – 184483
1908 – 225451
1909 – 232178
TRIUMPH
I started to collate frame numbers from 1890s-1920 Triumph bicycles, and will update it as I go along. You can see it at the new Triumph Bicycle Museum
GERMAN NSU BICYCLES
(translated from German)
Serial Number Search
There’s no definite official information about part numbers and corresponding registration years. This data is approximate. With an accuracy of + / – one years, but they are assumed to be relatively safe.
1900 ~ 7000
1910 ~ 18,000
1925 ~ 550,000
1929 ~ 675,000
1930 ~ 685,000
1931 ~ 692,000
1932 ~ 700,000
1933 ~ 720,000
1934 ~ 770,000
1935 ~ 920,000
1936 ~ 1,000,000
1937 ~ 1.200.000
1938 ~ 1,300,000
1939 ~ 1,450,000
1940 ~ 1,550,000
1941 ~ 1,650,000
1942 ~ 1,700,000
1943 ~ 1,750,000
1944 ~ 1,800,000
1945 ~ 1,806,000
1946 Renumbered: Prewar numbers re-used. For example, 800,000 might be 1935 or 1956.
1947 ~ 55,000
1948 ~ 100,000
1949 ~ 175,000
1950 ~ 320,000
1951 ~ 420,000
1952 ~ 570,000
1953 ~ 650,000
1954 ~ 700,000
1955 ~ 750,000
1956 ~ 800,000
1957 ~ 900.000 to about 990.000
From 1957 / 990,000 Onwards: NSU used the same numbers as prewar again, so it’s confusing.
DATING FROM TORPEDO REAR HUBS
The best bet on post-1957 machines is to check the Torpedo rear wheel hubs. Since around 1920 they used a production stamp, with which they can be dated:
“36”, therefore stands for example for the production date in 1936; later, there were also some 1-digit numbers:
“5” or “55”, built in 1955
“6” or “56”, Built in 1956
“7”, built 1957
In 1958 there were also letters:
“A”, built in 1958
“B”, built in 1959
“C”, built in 1960
“D”, built in 1961
“E”, built in 1962
(Front hubs do not have date indicators)
STURMEY ARCHER DATING GUIDE
If you want further details of Sturmey Archer hubs, buy the superb book The Sturmey Archer Story by Tony Hadland, available through the V-CC.
THE INTRODUCTION OF CHROME: 1930
The cycle industry was an early adopter of the new chrome process, and chrome was first used on bicycles in 1928.
Maurice Selbach is believed to have been the first British manufacturer to have used it in 1928 (see extract from his 1929 catalogue, below)
Shelby was one of the first US manufacturers to use chrome; their 1928 ‘Lindy’ model had a mixture of chrome and nickel.
It was offered as an option in 1930 by various British manufacturers (see extract from 1930 Raleigh catalogue, below) and by BSA in 1931 (I don’t have a copy of the BSA 1930 catalogue to check). Catalogues were generally printed the year before the season indicated in a catalogue. By 1933 it had become widely used.
If you want to date a vintage bicycle and it has chrome parts, it is generally accepted that it would have been made from 1930 onwards, or updated if made earlier.
WHEEL RIM DIMENSIONS
Here’s a handy 1911 reference guide for the rim dimensions on 26″ and 28″ wheels, both wired-edge and beaded-edge.
I’ve also reproduced the following wheel and tyre guides on the tyre page, but it may be useful to have all this reference stuff on one page.
MODERN TYRE SIZES
Bicycle tyre sizes are so confusing! Vintage motorcycle tyres are logical, those for cycles are not. Here’s a chart to help…
Some time ago, I asked John and Sue Middleton why they sold their wonderful bicycle museum in Camelford, Cornwall. They explained they’d always been upset that they received little support from fellow enthusiasts or vintage cycle clubs. But the turning point was apparently an incident when a visitor parked his car right in front of the entrance, and a big argument ensued when John tried to get him to move it. The driver insisted he had the right to park wherever he liked. I suppose ‘the great British public’ is an animal best avoided if you don’t have a thick skin, because statistically you’re eventually going to meet every sort of person in such circumstances.
Motobecane Bicycle Serial Number Database
I belong to many vintage clubs, but I refuse to have anything to do with their politics. Hobbyists, by definition, are eccentric (myself included): put more than one in a room together and the outcome is unpredictable. I support clubs because they help our hobby. I have wonderful friends within the hobby. I keep the two separate. I actually do spend an inordinate amount of time answering emails and phonecalls regarding obscure anomalies of our cycling and motorcycle history (I’m also a Veteran Motorcycle Club marque specialist). The questions I respond to are generally tricky ones that can’t be easily answered by the V-CC, those from fellow enthusiasts who have a similar machine to one of my own, and folks who need help with stuff left to them from enthusiast dads who have passed away. But, like other volunteers, there’s only so much time in the day to dedicate to our hobbies, and as much as I love vintage vehicles, I also have a fabulous life outside the hobby that takes priority. Good luck researching your bicycle …and I hope you continue to enjoy these websites 🙂
Serial Number Database Software
NSU DATING thanks to – http://www.fahrrad.nsu24.de