F.E. Baker Ltd
F. E. Baker Ltd was a British motorcycle engine and cyclecar engine manufacturer based in the Precision Works, Moorsom Street, Birmingham, England. Founded in 1906 by Frank Edward Baker, the company produced motorcycle engines under the Precision trademark until 1919. Precision engines were used by a wide range of motorcycle manufacturers in the United Kingdom and in other parts of the Commonwealth and were also used in cyclecars. Many manufacturers used the 'Precision' trademark as part of their model names, and in 1912 there was a 'Precision' motorcycle sold in Australia, but it is unclear if this was manufactured by F.E. Baker or just permitted use of the trademark by a motorcycle manufacturer.
| Private | |
| Industry | Motorcycle |
| Successor | Beardmore Precision Motorcycles |
| Founded | 1906 |
| Founder | Frank Edward Baker |
| Defunct | 1919 |
| Headquarters | , United Kingdom |
| Products | Motorcycle engines |
| Owner | Frank Edward Baker |
Number of employees | 800 |
History
Frank Baker's engine production business grew at a fast rate, and in 1911 they added an 'excellently equipped fitting shop at the works of Messrs Webley and Scott' and by the 1911 Olympia Motorcycle Show in London there were 96 motorcycles with Baker's Precision engines.[1]
Tom Biggs was appointed as chief designer in 1913.[2] Frank Baker stopped motorcycle & engine production during the First World War.[3] After the war they started to produced their own motorcycle with Precision 2-stroke engine designed by Tom Biggs, and to inject capital into the company in 1919 the company came to a financial arrangement with William Beardmore and Company, a Scottish engineering and shipbuilding company based in Glasgow, and became Beardmore Precision Motorcycles.[3]
Motorcycle engines
F.E. Baker sold engines to motorcycle manufacturers and to dealers under the Precision name, and for some of the larger customers they had their own name cast into the timing cover and the word Precision absent from the crankcase casting. An article in 1914 says that the Peerless Precision V-twin made solely for export was now to be made available in the home market 'under certain circumstances'.[4] Differences from the UK engines included round cylinder fins instead of square and an external flywheel. There was a thriving export market for Precision engines, especially in Australia, where companies like Lewis of Adelaide used the Precision engines. Engines were distributed through sole agents as follows :
A.G. Healing of Melbourne for Australia
Victor S. Welsford of Durban for South Africa, Rhodesia and Portuguese East Africa
J.B. Clarkson Ltd of Wellington for New Zealand is added to adverts from c1913
Whether F.E. Baker manufactured a complete motorcycle is unclear, even though a 1912 Precision motorcycle is featured on an Australian postage stamp issued in 2018. It seems more likely the motorcycle was built by another manufacturer using a Precision engine and allowed to use the Precision name. Many Precision engined motorcycles used 'Precision' as part of the model name, hence Ivy-Precision, Grandex-Precision, etc.
A remarkably wide range of engines was developed over just a few years - this list is mainly taken from the home market motorcycle engine catalogue circa 1913 (except where otherwise indicated) so does not include variants specific to the overseas market, or the engines adapted for cyclecar use which had modifications like alternative magneto locations.
| Model | Capacity | HP Rating | Bore x Stroke (mm) | Notes |
|---|---|---|---|---|
| Junior | 170cc | 2 | 60 x 60 | Introduced Nov 1913, an unusual 4-stroke single with unit-construction and horizontal valves at the rear of the engine |
| Junior | 199cc | 2 | 65 x 60 | 1915 update, with bore increased to 65mm and vertical side-valves at the rear of the engine |
| ? | 225cc | 2 1/2 | 64 x 70 | 2-stroke Appears in Nov 1914 Buyers guide for 3 makers, and Nov 1915 Buyer Guide solely for Grandex |
| M | 293cc | 2 3/4 | 70 x 76 | Lightweight Touring 4-stroke side-valve single |
| MTT | 350cc | 2 3/4 | 70 x 90 | Lightweight T.T. 4-stroke side-valve single |
| MO | 350cc | 2 3/4 | 70 x 90 | 4-stroke overhead-valve single |
| ME | 350cc | 2 3/4 | 70 x 90 | "Green" 4-stroke water-cooled side-valve single (Gustavus Green designed cooling) 5 bhp guaranteed |
| D | 499cc | 3 3/4 | 85 x 88 | Standard Touring 4-stroke side-valve single |
| DTT | 499cc | 3 3/4 | 85 x 88 | Standard T.T. 4-stroke side-valve single |
| DO | 499cc | 3 3/4 | 85 x 88 | Standard 4-stroke overhead-valve single |
| DW | 499cc | 3 3/4 | 85 x 88 | Standard 4-stroke water-cooled side-valve single |
| E | 499cc | 3 3/4 | 85 x 88 | "Green" 4-stroke water-cooled side-valve single (Gustavus Green designed cooling) 8 bhp guaranteed |
| R | 499cc | 4 | 60 x 88 | 4-stroke V-twin side-valve - all the V-twins had 50 degrees between cylinders |
| P | 598cc | 4 1/4 | 89 x 96 | 4-stroke side-valve touring and side-car |
| PW | 598cc | 4 1/4 | 89 x 96 | 4-stroke single side-valve water-cooled |
| 602cc | 4 1/4 | 66 x 88 | 1914 Export market 4-stroke V-twin (circular cylinder fins instead of square), external flywheel | |
| L | 750cc | 6 | 75 x 85 | 4-stroke V-twin side-valve |
| LO | 654cc | 6 | 4-stroke V-twin overhead-valve | |
| K | 965cc | 8 | 85 x 85 | 4-stroke V-twin side-valve |
| KW | 965cc | 8 | 85 x 85 | 4-stroke V-twin water-cooled side-valve |
The "Green" engine was unusual in that it was water cooled but with heat exchangers mounted directly on either side of the cylinder. It was used by Ernest Smith and Woodhouse, who were motorcycle manufacturers (1912-1915), in their Regal-Green motorcycle in 1914. They had used other Baker 'Precision' engines in their previous motorcycles which they marketed as Regal-Precision.
Another unusual engine project was the development during 1912 of the engine invented by Dr Archibald Low in 1911. The engine was titled the Forced Induction Engine, but it used normal atmospheric induction but high pressure fuel admitted directly into the cylinder at peak compression, so in modern parlance would be a gasoline direct injection engine. The engine was 104mm bore by 78mm stroke producing 15 bhp at 3,300rpm.[5] It appears this engine did not make it into production, but it embodied some principles that have parallels in diesel engine and gasoline direct injection engines of the future. Details of the engine can be found in US Patent 1124157 of 1913.[6]
The 170cc engine had the unusual characteristic of horizontal overhead valves located at the rear of the cylinder, as well as unit-construction (see images). The valves were changed the next year to normal side-valves but remained across the rear of the engine, so this was an unusual engine. Engine capacity was increased to 199cc at the same time.
The 225cc Precision 2-stroke engine that appears against 3 different manufacturers in the November 1914 buyers guide (see info below) also appears in the 1915 Buyers Guide in the model by Grandex and in a short article on 1916 Torpedo motorcycles in November 1915,[7] suggesting this engine did enter into production, though production may have been restricted due to the war effort. Even before war orders instructed companies to turn to making parts soleley for the war effort, there were serious problems with loss of staff who volunteered for war service.
Motorcycles that used Precision engines
Before WW1 there was a booming business with mainly cycle makers adding motorcycles to their production. This was facilitated by companies that provided engines, forks, seats, gearboxes, magnetos, lights and belt drives, allowing the frame maker to assemble his motorcycle. One of the main engine suppliers was JA Prestwich Industries (known as JAP), and to some extent F.E. Baker were targeting their market. The Precision V-twin introduced at the Olympia show in November 1911, followed the same 50 degree V angle as the existing JAP V-twin. While some motorcycle and cyclecar manufacturers stuck to a single supplier, others swapped between engine suppliers, and some allowed customers to decide which engine they wanted fitting. In November each year the Motor Cycle show was held at Olympia, and a Buyers Guide published which in most cases revealed the engine supplier used by the companies, enabling an idea of the large number of motorcycles using Precision engines in the UK.[8]
| Name | Capacity | Notes |
|---|---|---|
| A.S.L. | 499cc | Air Springs Ltd, Stafford (motorcycles had air suspension) |
| Brown | 292cc | Brown Brother Ltd, Great Eastern Street, London |
| Calthorpe | 170cc, 199cc | The Minstrel and Rea Cycle Co., Birmingham |
| Campion | 597cc, 750cc V-twin, 965cc V-twin, 499cc Green | Campion Cycle Company Ltd, Stodman Street, Newark |
| Dene | 199cc, 499cc, 597cc, 750cc V-twin, 225cc 2-stroke | Dene Motor Co, Haymarket, Newcastle-on-Tyne |
| D.O.T. | 499cc, 597cc | H. Reed & Co, Deansgate, Manchester |
| Dunkley | 199cc, 499cc V-twin | Dunkley, Jamaica Row, Birmingham. |
| ELI | 292cc, 499cc, 597cc | Eli Clarke Motor Mfg. Co., Station Road, Bristol |
| Elswick | 498cc V-twin | Elswick,[9] |
| Endrick | 499cc, 597cc | Endrick, Olton, Near Birmingham |
| Grandex-Precision | 170cc, 199cc, 292cc, 350cc, 499cc, 597cc, 499cc V-twin, 750cc V-twin, 225cc 2-stroke | Grandex Cycle Co., 28, Grays Inn Rd., London |
| Ivy | 292, 350cc, 499cc, 597cc, 750cc V-twin and 499cc Green engines | S.A. Newman, Lichfield Road, Birmingham |
| Ixion | 499cc, 597cc | Ixion Motor Manufacturing Co, Gt. Tindal St, Ladywood, Birmingham |
| Juno | 597cc | Metropolitan Machinists Co., 75-6 Bishopgate Street Without, London |
| Kumfurt | 499cc | Kumfurt Motorcycles and Accessories Co, Cookham Rise, near Maidenhead, Berkshire |
| Little Giant | 199cc, 225cc 2-stroke | Little Giant Motocyclette Co., 101 High Street, Uxbridge, Middlesex |
| Martin Junior | 199cc | Cars and Motor Sundries, Ltd. (Martin Dept.), 175 Shaftesbury Avenue, London, W.C. |
| Mead | 199cc, 499cc, 597cc | Mead Cycles of Paradise Street, Liverpool |
| Midget Bicar | 499cc, 597cc | J. T. Brown, Oxford Road, Reading |
| New Comet | 199cc, 292cc, 499cc, 597cc | A.H. Haden, Princip Street, Birmingham. Also used the Green engine c1913. |
| OK | 292cc, 499cc, 597cc | Humphries & Dawes, Hall Green Works, Lancaster Street, Birmingham |
| Osmond | 499cc | Osmonds Ltd, Greet, Birmingham |
| Pilot | 199cc, 499cc, 597cc, 499cc V-twin | Pilot Cycle and Motor Co., 117 Soho Road and Farm Street, Birmingham. |
| Regal-Precision | 350cc Green, 499cc Green,[10] 602cc V-twin | Ernest Smith and Woodhouse, 15 High Street, Saltley, Birmingham |
| ROC | 598cc | Messrs Robertsons, 159 Great Portland Street, London |
| Samson | 499cc | Reg Samson, Birmingham |
| Steelhouse | 499cc | 123 Steelhouse Lane, Birmingham |
| Sun | 170cc, 499cc, 597cc | Sun Cycle and Fittings Co., Aston Brook Street, Birmingham. |
| Torpedo | 225cc 2-stroke, 293cc, 498cc V-twin, 597cc[7] | F. Hopper & Co, Barton-on-Humber, South Humberside |
| Victoria | 170cc, 292cc, 499cc, 498cc V-twin, 598cc | Victoria Motor and Cycle Co. Ltd., Dennistoun, Glasgow, Scotland |
| Westovian | 499cc, 498cc V-twin | R. V. Heath of South Shields |
| Win-Precision | 499cc | Wincycle Trading Co., 106/107 Great Saffron Hill, London. |
Other makes of motorcycle to use Precision engines before WW1, include Zenith, Cleveland, New Imperial, Coventry-Eagle, Armis, Chater-Lea, S.G. Neal (Neal Precision) and in Australia A.G. Healing had distribution rights for the engines, making their own motorcycles under the tradename 'Peerless', but also supplying others such as Vivian Lewis Ltd, and Bullock.
Cyclecars that used Precision engines
The following cyclecars used 'Precision' engines.
The Premier cyclecar used a 7-9 hp Precision air-cooled engine.[11]
The Morgan three-wheeler from 1912 to 1914 had a Precision V-twin engine option.[12]
The Bradwell 4-wheeled cyclecar.
The Depford from Depford Co., Evelyn Street, Deptford, London used either the Blumfield, J.A.P., or Precision water-cooled engines.[13]
The Dewcar, a British four-wheeled cyclecar made from 1913 to 1914 by D.E.W. Engineering Co Ltd of Eynsford, Kent using the single cylinder 597cc air-cooled engine.
The J.A.R. cyclecar by J.A. Ryley of Martinean Street, Birmingham used the 964cc air-cooled Precision engine (J.A. Riley produced complete kits of parts to be built by manufacturers or private individuals).[13]
The Ranger made by the Ranger Cycle Co, West Orchard, Coventry used the water-cooled version of the 964cc V-twin.[13]
The V.A.L. monocar made by V.A.L. Motors, 314 Bradford Street, Birmingham made monocars, and at the 1913 show offered either a model using water cooled Precision V-twin (model KW), or the single cylinder 499cc water-cooled Green motor.[13]
The Walker 1912-1914 cyclecar made by R. Walker and Sons of Tyseley, Birmingham, used Precision engines.
The Wall Tricarriage of 1913-1915 made by A.W. Wall of Hay Mills, Birmingham used 4 1/4 hp (for goods carrying) or 6 hp (for the two-seater) Precision engines.[13]
The Warne cyclecar, was launched in 1912 with a JAP air-cooled engine, but by 1913 had swapped to air-cooled or water-cooled Precision engines (models K and KW).[13]
The Woodrow cyclecar changed from using JAP engines to Precision engines in 1914 or 1915.
At the end of WW1 the Grahame-White buckboard used the 350cc Precision 2-stroke engine.[14]
References
- "Precision". Retrieved 21 March 2009.
- "Beardmore Precision Motorcycles". Retrieved 14 August 2008.
- "Birmingham's Industrial History". Retrieved 21 March 2009.
- New Precision Engines, The Motor Cycle, 26 November 1914, p595
- Precision and Low Engines, The Motor Cycle, 28 Nov 1912, p1427
- US 1124157, LOW ARCHIBALD MONTGOMERY, "INTERNAL-COMBUSTION ENGINE USING LIQUID FUEL."
- The 1916 Torpedos, The Motor Cycle, 25 November 1915, p525
- Buyers Guide, The Motor Cycle, 19 Nov 1914, pp574-581
- "Roland Winn Trophy", Bradford Weekly Telegraph, 19 September 1913, p15
- Regal-Green for 1914, The Motor Cycle, 20 Nov 1913, p1514
- The Light Car - a technical history, C.F. Caunter, HMSO 1970, p38
- "Morgan 3-Wheeler 1909-1952", Eric Eadon, 2012"
- The Olympia Show - Cyclecars at the show, The Motor Cycle, 27th November 1913, pp1587-1593
- Forgotten Makes No76 Graham-White, Motorsport, July 1987, p696 https://www.motorsportmagazine.com/archive/article/july-1987/66/simplicity-itself