The story of Velocette Motorcycles starts with Johannes Gütgemann, a young German immigrant who came to England at age 19 in 1876. He married Elizabeth Ore, settled in Birmingham, and changed his name to John Taylor, later becoming John Goodman after gaining British citizenship in 1911. It’s remarkable that the family behind such a classic English motorcycle brand actually had German roots.
The company had its origins as “Taylor, Gue Co Ltd”, founded in 1896 by John Goodman and William Gue, which initially made cycle frames and parts. The business began modestly, manufacturing bicycle frames and components before venturing into powered vehicles. In January 1904, they were working on a tri-car powered by a 3.5HP water-cooled four-stroke engine, demonstrating early ambitions in motorised transport.
In 1904, Ormonde merged with engine maker Kelecombe. When that company failed, Taylor Gue bought the assets and built their first motorcycle, the Veloce, in 1905. This first 2hp belt-drive model did not sell well and was discontinued. Still, John Taylor founded Veloce Limited in 1905 to make cycles and related products, setting the stage for a legendary motorcycle company.
The Goodman Sons and Technical Innovation
The company’s luck improved when John’s sons, Percy and Eugene, joined around 1910. Both were skilled engineers and played a key role in building Velocette’s reputation for innovation. Percy Taylor even patented a two-speed transmission that was built into the engine, an early example of unit construction (UK Patent 24499, 1910), which was far ahead of its time.
A key moment came in 1913 when the company launched its first lightweight two-stroke motorcycle. Instead of calling it “Veloce,” they named it “Velocette,” a name that suggested agility and charm. The name was so popular with dealers and customers that, after 1913, all future models were called Velocette.
Between 1913 and 1925, Velocette focused on making high-quality two-stroke motorcycles, mostly around 250 cc. These bikes were known for their advanced features, like a throttle-controlled oil pump, and earned a strong reputation. The company developed several models, including the A, H, and U series, leading up to the GTP, which was made until 1946.
The Revolutionary Velocette K Series: Racing Glory Begins
By the early 1920s, the Goodman brothers at Veloce recognised that to compete and grow, they needed a more advanced motorcycle. They developed the overhead camshaft (OHC) 350 cc ‘K’ series engine, which was introduced in 1925. An overhead camshaft engine that could fit into existing frames. The result was an extremely narrow and very strong crankshaft capable of high revolutions without flexing. This design also gave all single-cylinder Velocettes a unique feature: a clutch positioned inboard of the final-drive sprocket.
After some early problems, Veloce entered modified ‘K’ models in races like the Isle of Man TT and Brooklands. The new engine proved reliable and smooth, leading to many racing wins and the launch of the KTT production racing model, made from 1928 to 1949.
A major breakthrough happened in 1926 when racer Alec Bennett asked to ride a K series in the Junior TT, promising to pay only if he won. He won by more than ten minutes, which instantly boosted Velocette’s reputation. The following demand was so high that the company moved to Hall Green, Birmingham, taking over the former Humphries and Dawes premises.
The 1929 KTT was the first production motorcycle with a positive-stop, foot-operated gear change, an innovation that later became standard on almost all motorcycles. Roadster models from the K series included the KSS (super sports), KTS (touring sports), KTP (twin exhaust ports), and KN (normal), helping Velocette earn a reputation for making advanced sporting bikes.
The Velocette M Series: Commercial Success Through Practicality
Although the K series was great for racing, it was costly to make because it needed careful hand assembly. In 1933, the company introduced a new line of overhead-valve (OHV) motorcycles to lower production costs. These new bikes were simpler, faster to build, and needed less skilled labour.
The first of these new models was the MOV, with a 250 cc engine (68 mm bore and stroke). It sold well right away, offering lively performance for its time (78 mph) and reliable handling. The MAC 350 cc followed in 1934 and was even more popular, bringing in much-needed money for the company.
From the mid-1930s to the 1940s, the M series was key to Velocette’s success. These bikes combined great engineering with affordable prices, helping the company survive the tough war years and beyond.
World War II and Post-War Racing Dominance
During World War II, Velocette helped the war effort by making military versions of their bikes, like the MDD and MAF models based on the 349cc MAC. After the war, the company returned to racing and road bike production with renewed energy.
Right after the war, Velocette had its biggest racing successes. At the 1947 Isle of Man TT, the company took the top four spots in the Junior race, showcasing its engineering skills. The factory also developed advanced double-overhead-camshaft (DOHC) racing bikes for the 350cc class.
In 1949, Velocette became the first FIM 350cc World Champion, and they repeated the feat in 1950. Legendary rider Freddie Frith won the first 350cc World Championship in 1949, taking five Grand Prix wins, including the Isle of Man TT. The new engine also powered Bob Foster to the 1950 title.
Known for quality, Velocette was a constant presence in international motorcycle racing from the mid-1920s to the 1950s. Their achievements included two World Championship titles (1949–1950, 350 cc) and a legendary 24-hour record of over 100 mph (161 km/h) for single-cylinder, 500 cc bikes, which still stands.
The Velocette LE: An Innovative Misstep
After the war, Velocette launched the LE (Little Engine), a 150cc water-cooled flat-twin motorcycle with shaft drive, made for quiet and reliable city commuting. This bike was very different from anything Velocette had made before.
The LE became popular with British police, with more than fifty forces using it for city patrols. Because saluting while riding the LE was unsafe, officers were allowed to nod instead. This led to the riders being called ‘Noddys’ and the bikes being known as ‘the Noddy Bike.’
Despite its advanced design and use by the police, the LE did not sell as well as Velocette hoped. Development and production costs were high, and sales to the public were disappointing.
The Venom, Viper, and the Legendary 24-Hour Record
In the mid-1950s, Velocette went back to its sporting roots by launching new high-performance single-cylinder bikes. The 499 cc Velocette MSS was a hit in American desert racing in 1954. This led to the 1956 release of scrambler and enduro versions: the 349 cc Viper and 499 cc Venom.
The Venom secured Velocette’s place in motorcycle history with a remarkable achievement. In 1961, a specially prepared Velocette Venom and a team of riders set a 24-hour world record, averaging 100.05 mph (161.01 km/h) at the Montlhéry racetrack in France. It was the first motorcycle to average over 100 mph for 24 hours, and no 500cc or single-cylinder bike has broken this record.
A group of Velocette enthusiasts from around the world faced discomfort and real danger to ride a basic Velocette Venom without lights around the Montlhéry track for 24 hours. They lapped at 107 mph to average 100.5 mph. This showed how solid Velocette’s engineering was—after 24 hours of hard riding, the engine was still in perfect shape.
Building on the Venom’s success, Velocette developed the Venom further in 1965 with a full racing kit, creating the top-of-the-line Velocette Thruxton. It became a popular and successful clubman racer, winning the 1967 Isle of Man Production TT. That year, Neil Kelly won the first 500cc class Production TT on a Thruxton, with another Thruxton in second place—a final highlight for the company.
The Viceroy Scooter: A Fatal Miscalculation
In 1960, Velocette made a decision that turned out badly. They introduced the Viceroy, an unusual 250 cc opposed twin two-stroke scooter. The Viceroy had a front-mounted twin-cylinder engine and a fuel tank under the front legshield, both of which were unique.
The Viceroy had an electric start, 12-volt electrics, a low centre of gravity, over 15 hp (11 kW), and could cruise comfortably at 65 mph (105 km/h). Despite its good performance and features, it was launched when the market and rider preferences were changing, so it did not sell well.
The Viceroy’s failure was compounded by the introduction of the Vogue in 1963, an updated LE with full fibreglass bodywork. The company lost a lot of money developing the Viceroy from 1956 to 1960, then lost more by overstocking parts and investing in the Vogue, which also failed. Only a few hundred Vogues were sold over five years, and the development costs were never recovered.
The Final Years and Closure
The late 1960s marked the end of Velocette motorcycles. The Viper and Vogue ended in 1968, the Special, Scrambler, and Endurance models ended in 1969, and the MSS Venom and Thruxton finished production in 1970.
Veloce Ltd. closed in February 1971. The company had struggled since 1956 because of changes in hire-purchase laws and fuel rationing during the Suez Crisis. They faced significant financial challenges: heavy losses from Viceroy and Vogue, tough competition from Japanese brands, and the challenges of being a small, family-run business focused on handcrafted quality.
Velocette’s focus on hand-built quality raised production costs, making it hard to compete with larger companies that make mass-produced bikes. These financial pressures led to Velocette’s voluntary liquidation in 1971, ending an era for the respected brand.
The Goodman family stayed true to their values and paid off all outstanding debts. It was a dignified end for a company that always kept its integrity.
Legacy and Technical Innovations
Velocette was one of several motorcycle makers in Birmingham, but as a small, family-owned company, it sold nearly as many hand-built bikes as the much larger BSA and Norton brands. This shows just how desirable and high-quality Velocette motorcycles were.
Although Veloce was a small company, it was a major technical innovator. Many of its patented designs, such as the positive-stop footshift and the swinging-arm rear suspension with hydraulic dampers, are now standard on motorcycles. These innovations from the 1920s and 1930s are still used today.
Today, Velocette motorcycles are loved by enthusiasts and collectors around the world. The Velocette Owners Club is still active, helping to keep these classic bikes running by preserving knowledge and parts. Museums like the National Motorcycle Museum in Birmingham have large Velocette collections, so future generations can enjoy their engineering and racing history.
In the end, Velocette’s story is about engineering passion winning out over business concerns. This small family company competed with industry giants, won world championships, set records that still stand, and created innovations still used today. Even though financial mistakes led to its closure, Velocette’s technical achievements and quality make its name a symbol of excellence in motorcycle history.
