The History Of Hyosung Motorcycles

Hyosung Motorcycles were originally known in nineteen seventy eight as a division created by the The Hyosung company Suite of companies. This company operates as a most South Korean sort of companies with divisions which scale from engineering to monetary services. The Hyosung company initiated making Suzuki motor bike models below permission from the Suzuki company for the local market the region of Changwon, Korea in the late 1970s. Around 1986, Hyosung founded their own R&D hub in Hamamatsu, Japan, and the close pace, hyosung prompt large-scale manufacturing of their designs. Hyosung were selected as the exclusive motorbike provider for the 1988 Summer Olympics in Seoul, The company motorcycles and scooters enjoyed a summit in immortalization at that time. During 2003, Hyosung Motors & Equipment Inc. was separated from the Hyosung Aggregation and became a separate entity. In Summer 2007, The Hyosung company Motors Division was acquired by fresh Korean conglomerate, S&T Collection ( Science and Technology ), and the denomination changed to S&T Motors, though most models are still intent underneath the The company name. S&T Group is the third owner of the Hyosung brand in the last few years.

Today, Hyosung motorcycles can be bought or have been bought in virtually all areas throughout United States and Canada, Central and south america, The european union, along with Australia. The latter is among the top selling nations for The company motorcycles and scooters, where the sportbike 250cc displacement models rank amongst the most popular models. Though that is not typical, the majority of The company motorcycles experience los sale volumes in most countries where these models are sold under many names, including S&T Motors in South Korea, Naza Blade in Malaysia, United Motors and ATK in the North America., and Kazinski in Brazil. The organization has often been criticized for improper or absence of " brand loyalty " for their high - quality motorcycles, which in turn prompted loads of confusion with riders all over the world and has deter the company or brand to fully take off. Nonetheless, economic problems and several ownership changes throughout the years have forced the business to take these different branding relationships in order to survive and continue manufacturing models..

Hyosung ' s top selling and succesfulll designs are the Aquila GV250 cruiser motorbike, GV650 cruiser, GT250R sportbike, and GT650R sportbike, and most recently the ST7 cruiser. However the company does make various other products, such as 50 through 250cc scooters, and 50, 90, and 450cc ATVs. The TE450S Atv has a potent engine and compares confidently to other models in its class. In 2010 S&T Motors updated virtually all models to electronic fuel injection as well making some cosmetic touches on the sport bike models. Most The company models enjoy a very good level of quality though technology is often a few years back and design changes are few and far in between compared to the top Asian brands such as Suzuki, Kawasaki, Honda, and Yamaha. All models are well priced ( below Asian counterparts ) in most markets and make excellent and affordable beginner bikes for many The company riders worldwide. Depending on the country where you purchase your Hyosung motorcycle, getting parts and quality service may or not be difficult, but in most cases access to parts and accessories makes for a more enjoyable experience with your The Hyosung company.

The company motorcycles have been ridden around the world for well over thirty years, despite the speculations and the turmoil the company has faced throughout the years, there are not signs that The Hyosung company motorcycles will ever cease production.

The History Of Norton Motorcycles

James Lansdowne Norton, was born in Birmingham in 1869 and raised in a strictly religious middle class family. He was unknowledgeable to a toolmaker when he down school and was immediately involved in making bicycle derbies. Work was interrupted when he suffered a severe bout of rheumatic fever when he was 19. The outbreak was therefrom bad that the doctor advised that a sea trip would be the best contour of convalescence, and in 1888, he went to New York and back on one of the new Trans Atlantic liners.

The trip helped but he suffered ill health all his life which prematurely aged him and led him to be nicknamed Pa whilst still a TT competitor. His adjacent adventure came in 1898, when he set up the Norton Manufacturing Company in Bromsgrove Way, Birmingham.

One of his friends was Charles Riley Garrard, a wealthy entrepreneur, who decided that the new lust was a likely green stuff - spinner. At that time, the French were pioneers, and in 1902, Garrard complete a deal to import Clement engines which he would frame into bicycles and market as the Clement - Garrard.

Norton was these days building frames for Garrard and in November 1902 advertised the primitive Norton, called the Energette. It was claimed to be the example doctors bike and suitable for business, sailing and rapid.

In addition to building frames for Garrard, and his own Energette, Norton had been expanding the components side of the business. It was overt that Norton had decided to diversify. The agnomen Energette was dropped in November 1903 and this was the first hint that a larger machine was on its way.

The 1907 TT marked a turning point in motorcycle history. Until then, French machines had largely dominated the racing scene. The international rules of the day had led to some strange machines being developed. The authorities refused to change the regulations, which had led to such dangerous machines being built.

No one gave Rem Fowler or the untried Norton much of a chance in the TT - until the race started. Fowler shot ahead and led the whole field at the end of the first lap. However, trouble struck with Fowler coming off and some mechanical problems. His time would have placed him third had there been an overall classification, beaten only by Charlie Collier on a Matchless and Jack Marshall on a Triumph.

The Norton Company was growing up. During 1908, the Norton twin was enlarged to 76 x 80mm and 725. 8cc and a production machine was prepared for Fowler to ride at the TT. Two Nortons entered, ridden by Fowler and F C Perryman. Both failed to finish, Perryman ran out of fuel and Fowler suffered stretched valves.

By 1910, Norton was well known to enthusiasts throughout the UK, the big four was in production, and Norton turned his mind to a little single cylinder two - stroke engine to power a true lightweight. It had dimensions of 55 x 65mm, 154cc. The complete bike, which inherited the Nortonette name, weighed 65lb. The engine went on display at the Olympia Show in November 1910.

Norton Manufacturing Company became Norton Motors and the company moved to new premises in Sampson Road North. Bob Shelley, a well - known executive in Birmingham who purchased the company at auction, had saved the company. Sensibly, he realised that Norton was the companys greatest asset and he kept him on as joint managing director.

Initially, World War 1 made little difference to Norton. The factory had not been invited to the War Office trials of 1912 held at Brooklands, as it seemed that the powers to be did not consider the little Birmingham factory to be worthy of a trial.

Without the need to concentrate on producing military models, Norton were left to pursue a normal development programme, and in November 1914 announced the 1915 range, which marked a big step forward. For the first time a proper countershaft gearbox and all chain drive were fitted to the two main models - the 633cc Big Four and the standard 490cc.

In 1915, there was no shortage of bikes for the civilian buyer, and no lack of petrol. The motorcycle buyers guide listed over 250 machines, registrations had risen to 138, 496 and Norton were selling all they could make. The War Office had done them a favour by ignoring them, for the profits to be made by private sales were in excess to those generated by Government contracts. Norton launched deluxe and sports sidecars, which, after a brief period of being on sale fitted only to new Norton machines went on general sale.

1916 began with the launch of a model that was to be the backbone of the Norton range until 1954 - the 16H. It was a 490cc TT model fitted with the Sturmey - Archer 3 speed gearbox and clutch and a fully enclosed chain primary drive. In May, Norton moved to Phillip Street in Aston, Birmingham that was a far bigger premises.

July 1916 saw petrol rationing introduced, which limited the majority of people to half a gallon. There were vague mentions of a military model being produced by Norton with press stories relating to a military Norton model.

The machine was the Model 16 with colonial specification, ground clearance was increased to 6 inches, it had a stronger frame, bigger fuel tank and increased space between the tyres and the mudguards to allow for the build up of mud. However, the War Office did not appear to have been impressed, as it is believed that no orders were placed. The Russians, however, placed an order for machines that were powered by the 633cc Big Four engine. However, events were overtaking Russia and the export of motorcycles was put on hold.

The History Of Velocette Motorcycles

A family of motorcyclists built the Velocette and this showed through the design and excellence of the manufacturing. That family was the Goodmans, and three generations were to bridle the Foyer Infant firm over the age.

Between 1913 and 1925, they produced hot property, huge grade 250cc two - renown, which gained an outstanding reputation, and were entered in competitions, congenerous as the Isle of Man TT. The single - drainpipe machines had many unskilled outlook, analogous as a throttle controlled oil pump, which set them apart from other manufacturers. The workshop gradually developed this appliance from the ' A ' series and variants ( A, AC2 - coil ignition, two - speed gearbox, AC3 - three speed gearbox, etc. ), then the ' H ' series, the model U and variants.

In the early 1920s, Veloce realised that in adjustment to wax as a company, it needed a new engine of unusual specification and developed an overhead camshaft ( OHC ) 350 cc appliance, confessed as the ' K ' series, which was introduced in 1925. Meeting a instance of teething troubles with this new design, Veloce entered into nimble events resembling as the Isle of Man TT and Brooklands races, and the reliability and saccharine running qualities of their new tool led to a string of speedball successes.

By 1930, they had made their matronymic in the TT with Junior wins in 1926, 1928 and 1929 using their OHC engine. They had also reached the end of development for their first two - stroke engine and so had a new one to offer.

It was the 249cc GTP, and it moved away from the overhung crankshaft of its predecessors to the more normal one.

The other machines all had 348cc OHC engines, with their slim, light lines and bevel and shaft drive on the right. The magneto went to the rear where it was chain driven, lubrication was dry sump and the dynamo, when fitted went in front of the crankcase and was driven by a flat belt.

There were three models, with the KSS the one for sporting roadwork. For the racer, there was the Mark I KTT, which was the first production - racing machine to be sold to the public and was based firmly on the 1928 works model.

The third machine was the KTP, which had coil ignition, the points came on the end of the camshaft, the dynamo was in the magneto position and it had the twin exhaust ports.

The company introduced four - speed gearboxes in 1933 for the KSS and KTS models. However, there was a big gap between the small two - stroke and the sports camshaft models.

To fill the gap, Velocette experimented with a side valve 350cc which lacked power and then came up with another classic, the 248cc MOV. This had an OHV engine, a high gear driven camshaft, enclosed valves and nearly square dimensions. It was obvious that it would rev and provide lively performance and no one was disappointed for early road models were good for 60mph and later tuned models for 100mph.

To fill the gap, Velocette experimented with a side valve 350cc which lacked power and then came up with another classic, the 248cc MOV. This had an OHV engine, a high gear driven camshaft, enclosed valves and nearly square dimensions. It was obvious that it would rev and provide lively performance and no one was disappointed for early road models were good for 60mph and later tuned models for 100mph.

The road range was listed for 1940, but before production could really get under way, war broke out and the company switched to general contracts. These were the production Velocettes, but others were built as experiments, one offs and for their own racing. With the easy interchange of many parts or assemblies, it was often no problem to arrange and the practice spread to private owners.

After World War 2, the company sought to capture what it saw as a developing need for personal transport and created the LE model with the help of Phil Irving of Vincent fame. It was a 192 cc watercooled flat twin with side - valves, a pressed steel frame and telescopic forks and swingarm. It was sophisticated and expensive. Unfortunately it proved less successful than the firm had anticipated and although it became Veloce ' s best selling model ever, the massive tooling costs for this all - new machine were barely recouped.

The late 1960s were the last years of production for Velocette motorcycles, production for the Velocette Viper and Vogue ending in 1968, Special, Scrambler and Endurance in 1969, and MSS Venom and Velocette Thruxton in 1970.

Veloce Ltd closed in February 1971.