The Cyclemaster is the most sensible and logical method of' motorising ' the ordinary pedal cycle yet invented. But it is more than that, It is an absolutely job of engineering—brilliantly designed, precision-made from the tinest materials by one Of the.

by Andrew Pattle

The Cyclemaster power wheel made its first publicappearance at the Utrecht Industries Fair in April 1950 but thestory begins in 1948, just after World War II. A group ofGerman engineers was sent to Den Haag in the Netherlands to workfor HNG (Hart, Nibbrig &Greeve NV - importers of cars andmotor cycles). They were to help with the development of atwo-stroke car that had been designed by DKW in Chemnitze. A prototype was built byPennock NV, Den Haag but, becauseof very high costs, this never went into production. In hisbriefcase, one of the Germans had a set of blueprints for atwo-stroke bicycle motor that had the tank, engine andcarburettor built into a wheel. This had been designed byDKW but never went into productionbecause of the war. In turn, this DKW power wheel was derived from the Sachs Saxonette of the 1930s. This Germanwas Bernhard Neumann (a designer from DKW). He got together with two otherdesigners from HNG, Rinus Bruynzeeland Nico Groenerdijke, to study the blueprints. A prototypewas made but, once again, high cost prevented the project goingany further in the Netherlands. The engine proved to bevery difficult to work on; you had to take it out of the bikeevery time you wanted to work on it. However, the threedesigners saw the possibility of using many of the parts from theDKW blueprints to make a differentbicycle motor. They went ahead with this without sayinganything to from HNG. When thenew motor was ready they presented it to from HNG who had expected to see the DKW motor. Instead they saw a motor withtank, all mounted above the front wheel of a bike. Thethree engineers used the first two letters of each of their namesto make up the name of the new engine: Bernard,Rinus and Nico—BeRiNi. The engine wasalso given the type number M13.

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HNG began production of the newengine in November 1949. The first engines were 25.7cc,this was changed to 32cc in 1951.

Because the Germans were classed as prisoners-of-war, the DKWbicycle motor blueprints were placed in the hands of the InterproBuro: an international organisation (English, American &French) that had been formed to help to build up industry in theNetherlands after the war. 'Interpro Pats. Pend.' isstamped on every Cyclemaster cover. HNG started a factoryto build the M13 although many of the parts were made inEngland. The new factory was called the PluvierMotorenfabriek.

Interpro sent the DKW blueprints toEngland; the German name on the blueprints was RadMeister, whichtranslates as Cyclemaster. By June of 1950 the Britishversion of the Cyclemaster had been launched. A companycalled Cyclemaster Ltd was formed at 26 Old Brompton Road,South Kensington, London to market the unit, which wasmanufactured by EMI Factories inHayes, Middlesex. By this time the Cyclemaster had beenre-styled into the familiar design which was to last, with onlyminor modifications, until production ceased. At itslaunch, the following technical specification was given:

First version of the Cyclemaster

The Cyclemaster wheel sold in the Netherlands for theequivalent of £27 or, for about £38, it was availablein a special frame with a rubber-sprung bottom-link frontfork. Just like the M13, the first engines were 25.7cc andlater 32cc; the type number was M14. The Pluvier factorynever made any engine parts or bikes; these were made by otherfactories, Cyclemaster Ltd for example. What is sometimescalled the 'Dutch Cyclemaster' is, in fact, the very firstmodel. This had no hub brake, a Bantamag ignition and anAmal carburettor; the magneto cover had a 'CM' logo with curved lines and no 'CyclemasterMade in England' plate. The side cover had two holes: onefor the tap and one for the filter, the fuel tank had radialribs. The bicycle was made in Germany by Rabeneick; thewheels, head lamp, rear lamp and saddle came from Holland. Cylinder capacity was 25.7cc in 1950. One year later thiswas changed to 32cc—still with the Bantamag and Amalcarburettor but now the magneto cover had straight lines and a'Cyclemaster Made in England' plate.

The very first version of the Cyclemaster was nevercommercially available in Britain. All British 25.7ccCyclemasters have the later 'straight-line' styling, whereasmachines intended for Holland retained the earlier 'curved line'styling until the cylinder capacity was increased in 1951.

In its first year on the British market the Cyclemaster was incompetition with nine other cyclemotor units (ten if one includesthe VéloSoleX); however, it did have several advantagesover the others: it was one of the neatest designs. Withthe exception of the controls and cables the entire machine wasin one unit and fitting a Cyclemaster was not much more difficultthan fitting a normal back wheel. There were no extras likefuel tanks, sprockets or pulleys to bolt on and it did notrequire any modification to the cycle (eg: sawing mudguards). Despite being thesmallest capacity cyclemotor on the British market (the 18ccLohmann was not available in Britain at the time) it wouldout-perform many of its rivals, thanks to its efficient enginedesign with a flat-top piston and rotary inlet valve. Beingfitted with a clutch it was easier to control in traffic thanfixed-engine machines.

The Cyclemaster exhibited at the Cycle and Motor Cycle Show atEarls Court in November 1951 incorporated the new feature of acoaster brake in the hub. This improvement had twoadvantages over a rim brake: it was more efficient (Cyclemasterrims often become contaminated with oil, impairing the efficacyof a rim brake) and it left the rider's left hand free to operatethe clutch when stopping. The Cyclemaster now cost£27 10s - the price had gone up in August 1951 - andCyclemaster Ltd had moved to 38a St George's Drive,Victoria, London. Although production Cyclemasters werepainted black with a red 'CM' symbol on the magneto cover, themodel exhibited at the 1951 show was finished in silver-grey - aportent of things to come. The Cyclemasters sold in Britainwere still 25.7cc models despite the fact that 32cc engine partswere being made for the Netherlands.

By April 1952 Cyclemaster Ltd was advertising the fact that ithad sold over 50,000 units in Britain.

1952 saw several changes to the Cyclemaster: the capacity wasnow increased to 32cc, there were styling changes to the tank andcarburettor cover, the magneto was changed to one with lightingcoils and the black colour scheme was changed to 'polychromaticgrey' with red ribs on the tank and carburettor cover. Themagneto fitted was the Wipac Migemag - the Series 90 MkI. Despite all these changes the price remained at£27 10s.

Cyclemaster's publicity was not as up-to-date as the actualmachines: at the end of 1952 the advertisements still showed apicture of the 25.7cc model.

Cyclemaster advert, November 1952

UK production had passed the100,000 mark by the end of the year. The 100,000th unit wasfinished under the watchful eyes of the Chairman of EMI and three directors of Cyclemaster Ltd - aphotograph of the event appearing in the weekly motor cyclemagazines.

The Cyclemaster would now only have minor detail changes forthe rest of its production; the most significant of thesehappened in 1953. At this year's Cycle and Motor Cycle Showthe Cyclemaster was exhibited with a new carburettor which hadbeen developed by the Bletchley Engineering Co Ltd. BEC had collaborated closely withCyclemaster in developing this carburettor but the agreement didnot give Cyclemaster exclusive rights to it. BEC carburettors were also used bySinclair-Goddard for their Power Pak cyclemotor, and on some ofthe small industrial engines produced by Vincent.

Although not strictly within the scope of this article,mention must be made here of the Cyclemate. This waslaunched by Cyclemaster at the 1954 show and consisted of aslightly modified Cyclemaster engine mounted ahead of the bottombracket on a mixte type cycle specially built for thepurpose by Norman Cycles of Ashford, Kent. This was anattempt by Cyclemaster to break into the moped market. Sales of mopeds were rapidly increasing and taking over fromcyclemotors but the Cyclemate was not destined to reach theheights of popularity gained by the Cyclemaster.

On 24th January 1955 the Government closed a loophole in thelaw and imposed a 25% Purchase Tax on cyclemotors. Untilthis time a cyclemotor unit was not subject to Purchase Taxprovided it was bought separately from the cycle it was to befitted to. To combat the effect of this tax the basic priceof the Cyclemaster wheel was dropped to £26 8s givinga total price of £33. During the year the price wasdropped further: first to £32 13s 11d and then to£29 19s 2d (£24 15s 3d basic),but by the time of the London Show in November 1955 the price wasgoing back up again, standing at £30 18s 3d.

Cyclemaster Ltd separated from EMI during this year. Both the manufacturingand the office were moved to Tudor Works in Chertsey Road,Byfleet, Weybridge, Surrey. Early in 1956 the sales officemoved back to London—to 154 Shepherds Bush Road.

By now the cyclemotor market was beginning to dwindle. In 1957 the Cyclemaster was one of only six makes of cyclemotoravailable whereas potential customers could choose from 32 makesof moped. Cyclemaster Ltd diversified its business toreflect this change in the market. In addition to theCyclemaster and Cyclemate they included the Berini M22 mopedand the Piatti scooter in their range of machines. DuringFebruary 1957 the price of Cyclemasters dropped again to£25 0s 6d. The Shepherds Bush office closedin August 1957 and moved back to the Tudor Works.

These were tough times for Cyclemaster: there were creditorsmeetings in December 1957 and January 1958. Arescue package had been proposed at the December meeting but,despite this, it was decided at the January 1958 meeting thatCyclemaster would go into voluntary liquidation.

A new company, Planloc Engineering, was formed in March 1958to buy the remains of the Cyclemaster business. Planloccontinued the production of the Cyclemaster, Cyclemate and Piattifrom Tudor Works. By 1960 Cyclemaster had been taken overagain, this time by by Britax (London) Ltd. Productionremained at Byfleet but the Tudor Works was now called ProctorWorks. The Cyclemaster was now selling at£29 11s 3d with only the Itom and the Power Pakstill competing in the cyclemotor market. The demand forcyclemotors had now all but vanished and marketing of all threeof these machines ceased in 1961.

In Germany Rabeneick made their own version of theCyclemaster, starting in 1952. It used the same bike as inDutch machines but with German headlamp, rear lamp and saddle.The capacity was 32cc and the magneto cover had straight linesand a 'Cyclemaster' name plate (but saying 'Made in Germany'instead of 'Made in England'). A Rabeneick logo was carriedon the cover instead of the CMlogo. Ignition was by Bosch. Some RabeneickCyclemasters had Wipac ignition; these ones have a magneto coverwith a CM logo. The side coverhad just one hole for the tap; the carburettor was a float-lessMeco with its filter on the inside. The cover was held inplace by four screws. The option of a conventional Amalcarburettor was available. The silencer had a detachableside cover held in place by two screws. This was to makecleaning easier. Like HNG, Rabeneick used the model numberM14. This version of the Cyclemaster was also marketedunder the name 'Taxi'.

In 1954 Rabeneick made their own version of the Cyclemate;this was called the M53. Unlike the Norman Cyclemate, thishad belt drive instead of chain. The engine used Boschignition and, therefore, a magneto cover with the Rabeneicklogo. The float-less Meco carburettor was used on thismachine too.

In the Netherlands there were other variants of the originalBerini/Cyclemaster engine. Type number M15 was theBoatMaster, an outboard motor suitable for small boats. Type M16 was the LandMaster, a stationary engine. Verylittle is known about the LandMaster and it is extremelyrare.

In 1952 HNG produced the CycleStar,type number M19. The 32cc engine was also developed fromthe DKW blueprints and uses many ofthe same parts as the M13 & M14. The engine fits underthe bottom bracket and uses a roller drive to the rearwheel. The CycleStar had a spring fork using rubber bandsand short leading links.

Another rare Dutch model is the Cyclemaster de Luxe. Itwas made in 1956 for one year only and consists of a normalCyclemaster wheel mounted in the CycleStar spring-fork frame.

Another version of the Cyclemaster, based on the RabeneickTaxi was made in Switzerland by Motosacoche and there wasa pirate version produced by Flying Pigeon in the People'sRepublic of China.