CONVENTRY EAGLE

   CONVENTRY EAGLE
   

Coventry Eagle of Foleshill Road, Coventry. The company produced motorcycles between 1899 and 1940.

1897 Formerly known as HOSTHICK but when Hotchkiss died and  left the company, it came under the control of Edmund Mayo and Bernard Rotherham at Lincoln Street and was named as Coventry-Eagle Cycle and Motor Co.

Production began with the building of bicycles and then tricycles assembled from bought-in parts. These cycles were well-built and popular, which accounted for the continued success of the firm.

1898 The earliest motorcycle range had included a model with an MMC engine hung from the down-tube and by this time it had increased to a range of singles in loop frames, with sprung forks and belt final-drive. In an attempt to add a passenger, the solo could tow a trailer. There was also a forecar and later a sidecar. During this period they also produced machines under the Royal Eagle name.

1901 Re-named as the New Coventry Eagle Co.

1901 Edmund Mayo's son Arthur Edmund Mayo joins the company as secretary.

1903 Bernard Rotherham emigrates to the USA.

Edmund Mayo's son Percy Laurence Mayo joins the business.

1911 Seek the bankruptcy of Clement Gardner and Co. '...Edmund Mayo and Arthur Edmund Mayo, both of Foleshill-road, Coventry, in the county of Warwick, Cycle Factors, carrying on business under the name or style of Coventry Eagle Cycle and Motor Company, creditors of the said Clement Gardner and Co. Limited...'
1912 Listed in Spennell's directory of Coventry as Cycle Manufacturers. 

1912-1913 Eagle cars made in Coventry

1913-1917 For a list of the models and prices of motorcycles see the 1917 Red Book

1914 The range now included three models. The smallest was lightweight and powered by a 269cc Villiers engine driving a two-speed gearbox by chain and belt final-drive and with Druid forks. It was also available as a single-speed machine The other two models used Abingdon engines as a 3.5hp single and a 5hp to 6hp V-twin, with tree speeds and belt final-drive.

1916 There was also a model with a 2.5hp JAP engine.

Post-World War I. Only singles were produced.

Sometime they moved to 201 Foleshill Road

1921 The company returned to V-twins for this year only. There were two sidecar models that had either a 500cc single or a 680cc V-twin JAP engine.

1922 The company produced only singles, once again, using engines from Villiers, JAP and King Dick.

1923 The JAP V-twin returned, together with the appearance of the famous sporting twin Flying Eight. In various forms, this sporting twin would become one of the best remembered motorcycles. There was also a 147cc two-stroke of their own design.

1924 The two-stroke engine was enlarged to 170cc and the Flying Eight was available with sv or ohv JAP engines. With the latter and a Jardine gearbox, it became the second most expensive machine on the market.

1925 The two-stroke engine was enlarged again - to an Aza 175cc, with an Albion two-speed gearbox.

Two-strokes were then dropped altogether for a couple of seasons as the company concentrated on a wide range of four-strokes in single, twin forms and even with sidecar outfits.

1928 The policy of four-stroke only came to an end with the arrival of twin-port, super-sport Villiers engines in 147cc, 172cc and 172cc twin-port, super-sports forms appeared in a set of pressed steel cycle parts. The company also began to use forks from pressed sheet steel. Although this was common in Europe, Coventry Eagle were the first major British company to use this method - a move that proved to be very successful for the following decade.

1929 There were minor frame changes and the arrival of 196cc Villiers and 197c JAP engines brought the range to five models. The Flying Eights continued to progress and a similar name style was used on models with 344cc and 490cc two-port ohv JAP engines, known as the Flying 350 and the Flying 500. Both had a new cradle frame and tubular Webb girder forks.

1930 Most of the range continued and new models were added using dry-sump Sturmey-Archerinclined engines of 348cc and 495cc in conventional tubular frames.

1930 Introduced the 'Flying 8' machine

1931 Twins were dropped and only the production of two-strokes continued for some years. Many of the models were stylish and distinctive with large exhaust systems, as on the Silent Superb. The most basic was the 98cc Marvel. Other model names were Wonder and Eclipse, most in a pressed steel frame.

JAP-powered four-strokes returned for a season or two.

1935 The next sensation was the Pullman, with a new type of pressed-steel frame with enclosure of the mechanics and rear wheel. The rear suspension was controlled by leaf springs running along the frame sides.

1937 The four-stroke singles returned, using Matchless engines in three sizes. These, plus a variety of two-strokes, from an autocycle to the Pullman, ran on to the end of the decade.

1940 Production of motorcycles, drastically cut because of the war, soon ceased and never resumed.

WWII Factory used for manufacturing machine guns, partly due to the fact that one of the Hotchkiss family was a co-founder of the company as Hotchkiss, Mayo and Meek.

They continued to sell cycles until 1968 under the management of George Kenwrick and A. Douglas Mayo.

1968 Following loss of their Smethwick factory, Coventry Eagle relocated to the Elswick-Hopper's aerodrome buildings. On the retirement of owner Douglas Mayo, Elswick took over Coventry Eagle and began to trade as Falcon Cycles.

1978 The acquisition by Falcon of the old Corah factory in Brigg had involved a large investment in new equipment; Ernie Clements, who had established Falcon, decided to sell to Elswick-Hopper, thereby joining the board of directors. He did not fit well into the corporate culture and parted company with them in 1982, taking a new factory in Newtown, Powys, and the Coventry Eaglename as part payment for his shares.Coventry Eagle of Foleshill Road, Coventry. The company produced motorcycles between 1899 and 1940.

1897 Formerly known as Hotchkiss, Mayo and Meek but when Hotchkiss died and John Meek left the company, it came under the control of Edmund Mayo and Bernard Rotherham at Lincoln Street and was named as Coventry-Eagle Cycle and Motor Co.

Production began with the building of bicycles and then tricycles assembled from bought-in parts. These cycles were well-built and popular, which accounted for the continued success of the firm.

1898 The earliest motorcycle range had included a model with an MMC engine hung from the down-tube and by this time it had increased to a range of singles in loop frames, with sprung forks and belt final-drive. In an attempt to add a passenger, the solo could tow a trailer. There was also a forecar and later a sidecar. During this period they also produced machines under the Royal Eagle name.

1901 Re-named as the New Coventry Eagle Co.

1901 Edmund Mayo's son Arthur Edmund Mayo joins the company as secretary.

1903 Bernard Rotherham emigrates to the USA.

Edmund Mayo's son Percy Laurence Mayo joins the business.

1911 Seek the bankruptcy of Clement Gardner and Co. '...Edmund Mayo and Arthur Edmund Mayo, both of Foleshill-road, Coventry, in the county of Warwick, Cycle Factors, carrying on business under the name or style of Coventry Eagle Cycle and Motor Company, creditors of the said Clement Gardner and Co. Limited...'

1912 Listed in Spennell's directory of Coventry as Cycle Manufacturers. 

1912-1913 Eagle cars made in Coventry

1913-1917 For a list of the models and prices of motorcycles see the 1917 Red Book

1914 The range now included three models. The smallest was lightweight and powered by a 269cc Villiers engine driving a two-speed gearbox by chain and belt final-drive and with Druid forks. It was also available as a single-speed machine The other two models used Abingdon engines as a 3.5hp single and a 5hp to 6hp V-twin, with tree speeds and belt final-drive.

1916 There was also a model with a 2.5hp JAP engine.

Post-World War I. Only singles were produced.

Sometime they moved to 201 Foleshill Road

1921 The company returned to V-twins for this year only. There were two sidecar models that had either a 500cc single or a 680cc V-twin JAP engine.

1922 The company produced only singles, once again, using engines from Villiers, JAP and King Dick.

1923 The JAP V-twin returned, together with the appearance of the famous sporting twin Flying Eight. In various forms, this sporting twin would become one of the best remembered motorcycles. There was also a 147cc two-stroke of their own design.

1924 The two-stroke engine was enlarged to 170cc and the Flying Eight was available with sv or ohv JAP engines. With the latter and a Jardine gearbox, it became the second most expensive machine on the market.

1925 The two-stroke engine was enlarged again - to an Aza 175cc, with an Albion two-speed gearbox.

Two-strokes were then dropped altogether for a couple of seasons as the company concentrated on a wide range of four-strokes in single, twin forms and even with sidecar outfits.

1928 The policy of four-stroke only came to an end with the arrival of twin-port, super-sport Villiers engines in 147cc, 172cc and 172cc twin-port, super-sports forms appeared in a set of pressed steel cycle parts. The company also began to use forks from pressed sheet steel. Although this was common in Europe, Coventry Eagle were the first major British company to use this method - a move that proved to be very successful for the following decade.

1929 There were minor frame changes and the arrival of 196cc Villiers and 197c JAP engines brought the range to five models. The Flying Eights continued to progress and a similar name style was used on models with 344cc and 490cc two-port ohv JAP engines, known as the Flying 350 and the Flying 500. Both had a new cradle frame and tubular Webb girder forks.

1930 Most of the range continued and new models were added using dry-sump Sturmey-Archer inclined engines of 348cc and 495cc in conventional tubular frames.

1930 Introduced the 'Flying 8' machine

1931 Twins were dropped and only the production of two-strokes continued for some years. Many of the models were stylish and distinctive with large exhaust systems, as on the Silent Superb. The most basic was the 98cc Marvel. Other model names were Wonder and Eclipse, most in a pressed steel frame.

JAP-powered four-strokes returned for a season or two.

1935 The next sensation was the Pullman, with a new type of pressed-steel frame with enclosure of the mechanics and rear wheel. The rear suspension was controlled by leaf springs running along the frame sides.

1937 The four-stroke singles returned, using Matchless engines in three sizes. These, plus a variety of two-strokes, from an autocycle to the Pullman, ran on to the end of the decade.

1940 Production of motorcycles, drastically cut because of the war, soon ceased and never resumed.

WWII Factory used for manufacturing machine guns, partly due to the fact that one of the Hotchkiss family was a co-founder of the company as Hotchkiss, Mayo and Meek.

They continued to sell cycles until 1968 under the management of George Kenwrick and A. Douglas Mayo.

1968 Following loss of their Smethwick factory, Coventry Eagle relocated to the Elswick-Hopper's aerodrome buildings. On the retirement of owner Douglas Mayo, Elswick took over Coventry Eagle and began to trade as Falcon Cycles.

1978 The acquisition by Falcon of the old Corah factory in Brigg had involved a large investment in new equipment; Ernie Clements, who had established Falcon, decided to sell to Elswick-Hopper, thereby joining the board of directors. He did not fit well into the corporate culture and parted company with them in 1982, taking a new factory in Newtown, Powys, and the Coventry Eaglename as part payment for his shares.

ABOUT

Founded by Edmund Mayo in 1890, the Coventry-Eagle factory built an extensive range of two- and four-stroke machines powered by Blackburne, JAP, Raleigh, Sturmey-Archer, Villiers and Matchless engines.

Prior to this, Edmund Mayo was with Hotchkiss, Mayo and Meek.*

Coventry-Eagle made Royal Eagle bicycles in the 1890s and built their first JAP-powered motorised bicycle around the turn of the century, perhaps 1901. By 1903 they were making motorcycles and by 1916 they had produced quite a variety of machines assembled from mostly proprietory components. In 1921 they were producing 500cc singles and a JAP-powered 680cc V-Twin, and in 1923 introduced the 976cc Flying Eight which competed in both speed and quality with Brough. They continued to expand the range until the effects of the Depression were felt in 1929. Production continued until 1939.

Smaller models included the 1935 150cc Coventry Eagle powered by a twin port two-stroke and with a left hand operated gear change controlling an Albion gearbox, all housed in a pressed steel frame with sprung blade forks and topped by a large VEC headlight.

Coventry Eagle 1938 Models using Matchless engines

Model.	Engine.	Type.
P50/1	498 O.H.V.	38G80
P50/2	498 O.H.V.	38G80
P35/1	347 O.H.V.	38G3
P35/2	347 O.H.V.	38G3
P25/1	246 O.H.V.	38G2M
P25/2	246 O.H.V.	38G2M

Notes
Richard Hotchkiss (1837-97) of Hotchkiss, Mayo and Meek was not the manufacturer of machine guns. That was Benjamin Hotchkiss, 1826-85, of the USA.
Thanks to James Reeve, Oxfordshire. 

BUYER EXPERIENCE

My first motorcycle was a 1934 Coventry Eagle 250, reg AFC 779. Bought in mid 1949 for u19.
It had a cast(?) steel frame, triangular in shape; villiers twin exhaust port engine with deflector piston and plain main bearings (more anon). Hand change gears.
The exhaust used 2 cast alloy elbows spigoting into a cast expansion box, leading to twin exhausts. These (a) coked up causing excessive back pressure and (b) spewed out half burnt oil at every joint. So I sinfully changed all those for flexible pipes and home designed silencers.

I then gained a reputation for taking it for long walks in the countryside. Time after time it would start beautifully from cold then, after about 5 miles or so, the piston would seize. Cooling down freed it for another short distance.

The main cause proved to be the main bearings, they loosened and spun in the crankcase allowing in extra air to weaken the petroil mixture and cause the overheating. I never did cure that. These days it would have been easy to fix them with a bearing adhesive/gap filler - or machine up some oversize ones.
Linconshire

Any pics? Ed. Sorry, none of that one. I moved onto a 1952 Dot 197 Trials bike bought new in 1952 (KOY 813); then a 1937 250 side valve BSA (EPJ 907 - u3 from a farm); a 1954 Dot (884 AMP) then a 1953 AJS 500 twin (NLM 662).

The BSA was just a hack, the first Dot threw me off every time I applied the brakes so went for the later - rear sprung model - which was great and I kept it for 14 years until it became the deposit for a new washing machine after marriage!. The AJS was OK but disappointing due to 2 factors - as built they filled the magneto with oil, so becoming single cylinder engines after a while on every long trip, until the mag drained and the slip ring was cleaned. Ultimately cured by a drilling between the timing chest and crankcase. The other was severe high frequency vibration of everything at about 70 mph. Also, on reflection, the suspension used to set up a lateral chopping motion on certain bends which took the bike across the road at speed. One was on the A5 just north of Elstree. That could be countered byuaim-off" at the entry or by slowing down!