For the real enthusiast there is but one mount-- the Raleigh Record Ace. Light, fast, strong, and as the specification reveals, lavishly equipped, it is the perfect example of what a racing machine should be. In it, Raleigh design and craftsmanship reach their finest expression.
Raleigh catalogue, 1937
Indelibly associated with Britain's top record-breaking cyclists of the late 1930s-- Sid Ferris, Bert James, Charles Holland and Tommy Godwin-- and living up to its name as few cycles ever have, Raleigh's Record Ace (RRA) was a cycling icon throughout its nine-year (1934-1942) production run and even today, remains one of the best known British cycles ever built. Indeed, it began a veritable dynasty of Record Ace models that featured prominently almost to the end of British-made Raleighs.
Beyond its redoubtable palmères in road record breaking (one of which remains unbroken after 80 years), the Record Ace was flagship of the Raleigh Cycle Co. during their heyday in terms of sales, profits and expansion as well as that of cycling in general in Britain, then enjoying enormous national popularity during a rediscovery of fitness, health and sport. Reflecting this, it and the Super Sports (Golden Arrow) both introduced in 1934, marked a new era of Raleigh racing and club cycles that would endure for the life of the company. That year also saw the introduction of a new parallel range of Humber branded cycles including the Super Club, their version of the RRA.
Coveted today by collectors to whom the Record Ace both evokes the charms of inter-war road cycling in Britain and continues to give pleasure awheel to those fortunate enough to own and ride one. The RRA remains a lasting credit to those who designed and crafted it in Lenton, Nottingham, England "to suit the speedman."
This article endeavours to document:
Raleigh Record Ace no. 45 (1934-1942)
Humber Super Club no. 95 (1934-1938)
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The new Record Ace model as first presented in Raleigh's 1934 catalogue. Credit: V-CC on-line library.
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RALEIGH RECORD ACE no. 45
1934-1942
The introduction of the Record model by the Raleigh Cycle Co., Ltd. some two or three years ago was in the nature of an experiment. It was the beginning of a serious effort to cater for the club-cum-racing man, but it deliberately avoided the 'super' specification so as to keep the price under £8. That experiment has been highly successful; so much so that Raleigh concern has decided to 'go the whole hog' for 1934 and the result is the Raleigh Record Ace, to be known as the R.R.A. at £9 10s., which, as a company-built speed bicycle on thoroughbred lines, leaves very little to be desired. It will take the place of the previous Record model in the new range.
Cycling, 10 November 1933
Best known for its roadster and leisure cycles, Raleigh’s long history includes intermittent but intense involvement in cycle road sport, record breaking and racing.
Twenty-one years after the Land’s End-John O’Groats record had been broken on a Raleigh, the Heron was thrust back into competition and public attention when, in August 1929, Jack Rossiter did the run in 61 hours, 27 minutes, cutting nearly 7 hours off the record.
Rossiter rode a Raleigh "Club" model with a Sturmey-Archer “K” three-speed hub gear and spurred Raleigh/Sturmey-Archer on a remarkable decade of sponsoring cycle road records as well developing a new range of racing/club cycles and racing hub gears. Two men would thrust Raleigh into cycle sport in the 1930s-- Charles Marshall (Vegetarian Cycling Club), a racing cyclist of the first caliber and holder of several RRA records riding Raleigh Records with hub gears, who joined Raleigh and was responsible for the design of its lightweights c. 1930-1950s, and William Brown of Sturmey-Archer who developed the racing and club hub gears in the mid 1930s.
The Record model of 1931 was a great success
and paved the way for an improved model.
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Raleigh had every reason to buy the front page of Cycling's special Cycle Show Number 1 December 1933 for the exhibit at Olympic showcased the introduction of two models that would establish the firm at the top of the racing and club market: the Raleigh Record Ace and the Super Sports (Golden Arrow) and prove two of their most successful and famous models.
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The new Raleigh Record Ace Model (as it was so named on the seat tube transfer) was introduced in November 1933, in time for the Olympia Cycle Show in London. This was a significant show for Raleigh and in addition to the new RRA, they unveiled the new Super Sports model, a popularly priced club model, later renamed the Golden Arrow, and like the RRA among the most successful machines of the era.
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| The new Raleigh Record Ace as announced in Cycling 10 November 1933. credit: thevintagebikelife.com |
text of the above article:
The introduction of the Record model by the Raleigh Cycle Co., Ltd., some two or three years ago was in the nature of an experiment. It was the beginning of a serious effort to cater for the club-cum-racing man, but deliberately avoid the "super" specification as to the price under £8. That experiement has been highly successful; so much so that the Raleigh concern has decided to "go the whole hog" for 1934, and the result is the Raleigh Record Ace, to be known as the R.R.A. at £9 10s., which, as a company-built speed bicycle on thoroughbred lines, leaves very little to be desired. It will take the place of the previous Record model in the new range.
At the price quoted, it is an all-steel machine and scales 25 lb. With Constrictor Conloy rims (35s. Extra) and Dureel chainwheel (9s. 6d. Extra), its weight is reduced to 23 1/2 lb., whilst in road-racing trim with sprint wheels it comes down to 19 1/2 lb.
The R.R.A. frames, available in 20-in., 21-in. and 22-in sizes, is built with chrome-molybdedum tubing, as far as the main members are concerned, whilst the chain and seat stays and fork blades are of high-manganese. The front forks are of new Raleigh design, being round in section all the way down, and are offset to provide resiliency, but this feature is not exaggerated at the expense of adequate strength.
The new Ace is equipped with one front caliper brake, which is, of course, cable-operated. The saddle is an entirely new Brooks product, with a duralumin frame weighing about 7 oz. less than the parallel B17. The tyres are Dunlop Sprites.
The model has, of course, all the features expected in such a mount; brazed-up frame, solid fork ends, brazed-on fitting, quick-release wheels and mudguards, etc. The finish is black enamel with the usual parts chromium plated.
Included in the equipment is a kitbag of ample dimensions, one of Brooks best quality products.
It is the intention of the Raleigh Cycle Co. that the clubman shall have a generous scope of choice in varying the specification of the machine. Apart from the frame, the angles of which must remain standard, quotations will be made at once for any special requirement in the way of tyres, gears, bars, brakes, saddles, etc., differing from the items forming the standard specification.
The new Raleigh Record Ace (model no. 45) was an improved Record with many of the same components and geometry, but incorporating Reynolds HM (high manganese) Tubing (a forerunner to Reynolds 531) which had been introduced in 1925. In keeping with Raleigh’s mid-range market and to keep the price below £10, the £9 10s (compared to the £7 17s 6d Record) the RRA frame featured a main triangle of 22g chrome-molybdenum tubing while the rear triangle (round tapered chainstays and seatstays) and round sectioned fork blades were of 18-21g Reynolds HM tubing. Braze ons comprised pump clips on the downtube, quick release mudguard eyes, chain hook and rear reflector clip on the driveside seatstay.
The Record's 67/67˚ parallel seat and head tube angles were kept (as were the lugs) with a 10½" bb height and a 41½" wheelbase with a choice of 20", 21" and 22" frame sizes. The geometry was more mid 1920s than 1930s making it somewhat less attractive to roadmen and for the 1936 model year, the angles were changed to a more responsive 71/71° parallel.
The stock wheelset comprised 26x1¼" Dunlop Endrick black-enamelled 32/40-hole steel rims and black double-butted spokes with a radially-laced front wheel and quick release hubs with distinctive “R” shaped wingnuts, Dunlop Sprite wire-on tyres and two sided fixed 16t/18t cog rear hub. A single front Raleigh sidepull caliper brake was fitted. A freewheel and rear brake could be added at extra cost. Carried over from the Record model were the distinctive chainset (but initially with unfluted cranks) with three little Heron’s heads on the detachable chainring (46T stock, 44, 48 and 50T optional), attractive Heron’s Head steel quill racing pedals and Heron's Head fork-mount lamp bracket as well as on the handlebar stem.
The saddle was the Brooks B16 Champion Castalumin model with an alloy girder undercarriage that weighed 1 lb. 7 oz. or 4 oz. less than the B17N which it otherwise resembled.
Marsh bend chromed (black celluloid optional) 15-inch wide 4-inch drop handlebars with Constrictor Shockstop 5" grips were fitted to a three-inch extension in a new pattern double locking headclip. A Bluemels Featherlight 15"x⅞ celluloid frame pump and Bluemels No-weight black celluloid mudguards with separate spear-point extension and Raleigh special pattern quick release fitments and large Brooks saddlebag completed the specification.
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| The RRA featured the brand-new Brooks B16 with Castalumin frame weighing 1 lb. 7 oz. Credit: V-CC on-line library. |
Marsh bend chromed (black celluloid optional) 15-inch wide 4-inch drop handlebars with Constrictor Shockstop 5" grips were fitted to a three-inch extension in a new pattern double locking headclip. A Bluemels Featherlight 15"x⅞ celluloid frame pump and Bluemels No-weight black celluloid mudguards with separate spear-point extension and Raleigh special pattern quick release fitments and large Brooks saddlebag completed the specification.
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The Raleigh Record Ace as first portrayed in the 1934 catalogue beginning its eight-year production run as Raleigh's premier lightweight club and racing machine. credit: V-CC on line catalogue archives
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The RRA's specifications in the 1934 catalogue. Credit: V-CC on-line library.
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It’s Design That Matters…. In Cycling And only quality can interpret it to perfection. It all goes back to design and quality-building—that extra speed and stamina of a track car! It’s the same with cycles, in a hundred refinements of design, devised by experts with road and track experience, the Raleigh Record Ace stands high amongst those who understand a fine machine. Still more important—the exclusive Raleigh design is interpreted only with the very finest materials. That’s why when your feet touch the pedals of the Raleigh Record Ace you recognize, on the instant, a machine that gives you more speed, more pleasure and more riding ease.
RRA Design & Component Details
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Left: the stem used on 1933-35 RRAs with Marsh bend 'bars and (right), the stem used from 1936 onwards with Bailey bend 'bars.
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Left: the original pattern Raleigh caliper brakes, front and rear, of the RRA 1933-39 and right: the revised pattern adopted in 1939. credit: left V-CC on line archives and right author's photographs.
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The original unfluted cranks found on pre 1937 machines. Credit: V-CC on-line library
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The beautiful Herons Head chainring of the RRA was introduced on the 1932 Record.
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The exquisite Heron's Head detail from the chainring
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The beautifully fluted and scalloped crank arms of the RRA were introduced with the 1937 model.
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The inside of the cranks was also fluted.
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The Heron's Head racing quill pedals on the RRA were first introduced with the 1932 Record.
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The beautiful Heron's Head lamp bracket was first introduced in 1927.
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The second Heron's Head lamp bracket on the handlebar fixing bolt.
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The original fishtail cutaway lugs of the RRA (left) and the new lugs introduced in 1938 and carried over with the post-war RRA.
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Another view of the new 1939 style head lug.
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The seat stay cluster showing the new 1939 lug.
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The exquisite special mudguard stay mounting wingnuts unique to the RRA.
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The beautiful rake of the front fork and the characteristic radially spoked (with very narrow double-butted 15/17 spokes) front wheel which was spec'd for all RRA's. On this example (belonging to the author), the rims are the extra cost optional Conloy sprint rims with tubular tyres.
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The classic "flip-flop" rear hub with fixed sprocket and freewheel which could be used interchangably by flipping the rear rear, facilitated by the quick release wingnuts which, in the case of the RRA, were the beautiful special R pattern ones. Credit: V-CC on-line library.
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Handsomely finished in Raleigh’s unmatched dipped lustrous black enamel with subtle “RRA” gold seat tube transfers, the Record Ace blended well into the stealthy character of British road racing and time trialling when all-black kit was de rigueur for roadmen and machine alike.
"Optional specification to suit the needs of the ultra-discriminate speedman will always be considered."
Thanks to the influence of Charles Marshall who knew the nature of the clubman market better than anyone, the new machine ensured the ample scope for tweaking the specification with some of the latest and most desirable fitments at extra cost. This help overcome the prejudice among clubman against "factory built" complete cycles although Marshall's own performances on his Raleigh Record did more to do that.
"Optional specification to suit the needs of the ultra-discriminate speedman will always be considered."
Thanks to the influence of Charles Marshall who knew the nature of the clubman market better than anyone, the new machine ensured the ample scope for tweaking the specification with some of the latest and most desirable fitments at extra cost. This help overcome the prejudice among clubman against "factory built" complete cycles although Marshall's own performances on his Raleigh Record did more to do that.
Raleigh offered a range of alternate components to “suit the speedman”. The frame could accommodate both 26" wire on or 27" (as 700c rims were known then) sew up rims and run with fixed, fixed and free or Sturmey-Archer hub gears. Constrictor Conloy Asp 26 x 1¼ wire-on alloy rims or their alloy sprint 27" (700c) rims for tubular tyres and Williams B108 Dureel chainset could be substituted at extra cost.
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| Charles Marshall ensured that the new RRA appealed to his fellow clubman by having a wide range of the newest and top end components as optional extra cost fit. This included the Williams B108 Dureel chainset. It and the stock Brooks B16 on the machine were both introduced the same year as the RRA, 1934. Credit: V-CC on-line library. |
As if to prove its bona fides as a "lightweight", Raleigh only quoted the weights of their top model in the brochures and that for the RRA varied considerably according to the specification. Taking the industry standard of 21" as the stock frame size, a RRA could weigh:
- 25 ¼ lbs per catalogue stock, single gear, one brake, stock wheels, no bag
- 23 ½ lbs w/ Constrictor Conloy wire-on alloy rims, Dureel chainset, one brake, no bag
- 19 ½ lbs "racing trim" w/Conloy sprint rims and sew up tyres, one brake, no 'guards
- 23 ⅝ lbs author's 1939 23" RRA with Conloy sprint rims, Sturmey-Archer AR hub, 'guards
- 27 ½ lbs per catalogue stock, Sturmey-Archer TC hub, two brakes
- 35 lbs author's 1939 23" with stock Endrick rims and wire on tyres, AW hub and GH12 Dynohub
The Bluemels No-weight mudguard set (including the braces and fitments) weighed 1 lb. on its own and was of the quick release variety and usually removed for time trialing whilst keeping the separate spearpoint attachment up front. Even the little wingnuts for the 'guard brace attachments were of a special pattern unique to the RRA/Record. This quick release mudguard set was designed and patented by Charles Marshall.
Attractive to clubmen, trialists and leisure cyclists alike, the versatile RRA was an important and popular addition to Raleigh's range as it expanded into the competitive cycling and club market.
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| The RRA in the 1935 spare parts catalogue. Credit: threespeedhub.com |
Attractive to clubmen, trialists and leisure cyclists alike, the versatile RRA was an important and popular addition to Raleigh's range as it expanded into the competitive cycling and club market.
1934 Raleigh Record Ace
A remarkably original "Barn Find" example of a 1934 RRA as offered on eBay c. 2010 showing the rare Brooks B16 Castalumin saddle with dural undercarriage, the first pattern stem the '34-35 models came with and the tubing decal on the lower head lug, on later models it was on the seat tube. The flat 'bars must have been a customer special order. This even has its original Raleigh marked Brooks saddle bag and Dunlop tyres!
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The 1935 Raleigh Record Ace in the export catalogue portrayed in an unusual non-driveside aspect which would be carried on for most of the machine's ensuing brochure depictions.
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1935
1935 specification changes
- white celluloid Bluemels No-Weight mudguards with built-in rear reflector (the change to white prompted by new MoT regulations mandating at least a white section for rear mudguards)
- seat stay braze-on for reflector deleted.
On 2 November 1934 Cycling reported on the new Raleigh range for 1935 exhibited at that year's Cycle Show which in addition to the new Golden Arrow would feature two stock variations of the Record Ace, a "racing edition" with Constrictor sprint wheels and tyres and a fast touring version with North Road 'bars. In the event, neither of these were indeed offered for the 1935 season although such specifications could be adhered to by custom order. That year the Record model was revived for a final season and it was indeed offered in the touring version contemplated for the RRA.
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The RRA as shown in the stylish Art Deco 1935 catalogue showing the new white Bluemels celluloid mudguards with built-in reflector introduced that year.
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The specification for the 1935 RRA.
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The 26 June 1935 cover of Cycling featured a testimonial letter lauding the RRA's "right amount of 'uprightness' without any of the present day exaggerated angles which affect comfort and steering". Yet, this would be the last year with the original and dated 67/67 angles
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The 1936 RRA.
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1936
1936 specification changes
- frame angles changed to 71/71˚parallel
- Brooks B-16 Castalumin saddle whose alloy girder frame was prone to cracking replaced by Brooks B-19 Champion Narrow which was designed for long-distance cycling and longer than the B-17 and weighed 2 lbs vs. the 1 lb 7oz B16.
- 16-inch 6-inch drop Bailey bend handlebars instead of Marsh bends on a shorter, differently shaped adjustable stem extension.
- Williams B108 crankset option deleted.
As described in Cycling 4 December 1935 reporting on that year's Cycle Show at Olympia, London "where a Raleigh Record Ace model is shown stripped for racing complete with sprints; a fast-looking machine with 71-degree frame, of 22-gauge Molybdenum tubing, 41.5 wheelbase and extra resilient high manganese fork blades, that tips the scales, as shown, at 19½ pounds. Price is only given on application, although the standard job, which weighs 24½ lb with mudguards and brakes and Sprite tyres, costs £9 10 s. "
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The revised 1936 model of the RRA had pride of place on the cover of Cycling's 27 November 1935 Olympia Cycle Show edition.
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The 1936 RRA as presented in that year's catalogue.
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The specification for the 1936 RRA
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Specification cont'd
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RRA advertisement, Cycling, May 1936. Credit: Grace's Guide to British Industrial History
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The Raleigh Record Ace for 1936 as presented in the Olympia Cycle Show special number of Cycling 5 December 1935.
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1936 Raleigh Record Ace (credit: psychling.co.uk)
A superbly presented, original RRA as offered for sale by this Bournemouth cycle shop. One of the best examples.
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The 1937 RRA
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1937
1937 specification changes
- fork chromium-plated
- fluted and scalloped crank arms.
- riveted metal headbadge instead of transfer
- optional finishes at no extra charge: Maroon, Blue, Green, Gold or Silver
- rear brake optional at no extra charge. Sturmey-Archer 2-speed close ratio, 3-speed KS, KSW or K hub gears optional.
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The RRA beautifully presented in the special Diamond Jubilee Raleigh catalogue of 1937.
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The 1937 RRA specification
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| Cycling, 25 November 1936 review of the Raleigh Record Ace. Credit: Peter Jourdain |
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1937 Raleigh Record Ace (all photos credit: hbil, via Flickr)
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The 1938 RRA
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1938
1938 specification changes
- price increased to £9 15s for stock model
- lug design changed to "cutaway and fishtailed" pattern.
- Sturmey-Archer Dynolamp, AR close-ratio three-speed hub gear and stainless steel spokes optional.
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The RRA in the 1938 catalogue, the last of Raleigh's lavish pre-war ones and featuring vignettes of Raleigh production methods. Credit: V-CC on-line library.
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The specifications for the 1938 model. Credit: V-CC on-line library.
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The 1939 RRA. Credit: V-CC on-line library
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1939
1939 specification changes
- 23-inch frame size added
- new pattern Raleigh caliper brakes and rear brake now standard.
- chain now Renold Elite.
- Sturmey-Archer hub brakes, AR, AM, AW hub gears, 12v. or 8 v. Dynohub, rear lamp optional.
- Dunlop EA1 Endrick chromed rims standard (black optional) with stainless spokes, Constrictor Conloy 700c sprint rims optional.
- optional finishes (no extra charge) expanded to Maroon, Blue, Green, Gold or Silver lustre finish, Maroon, Green, Light or Dark Blue enamel as well as six Continental finishes"
The Record Ace underwent what would prove its final specification changes for the 1939. Paramount among these was a larger 23-inch frame size option and finally, a rear brake was included as standard in addition to the front one. The new pattern of Raleigh caliper brake was also introduced that year. The standard Endrick rims were now chromed although the traditional black finish was still available as an option.
Colour options for the frame were now offered as well at no extra cost: maroon, blue, green, gold or silver lustre or enamels in maroon, green, light or dark blue.
By this time, however, the RRA was beginning to show its age in its basic design. Although it could take 27" (700c) sprint wheels, it could not take the new and increasingly popular 27 x 1¼ Dunlop HP (high pressure) rims and tyres as there was insufficient brake reach even with the new pattern calipers. Further, the model was still not made of the increasingly expected Reynolds 531 tubing. There was also increasing demand for more upright geometry as reflected in the new Charles Holland Continental which had 71/73° head/seat tube angles and more suitable to mass start racing then in its infancy in Britain.
Work on developing a newer version of the RRA was most likely imminent when the war broke out and, of course, curtailed owing to it. When production of the RRA was finally cancelled in October 1942, it can be surmised that were not for the war, this might have been when a new version would have been introduced. In the event, work on a new RRA began in earnest by 1944 and a prototype on the road by mid 1945.
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The RRA in the 1939 catalogue-- after four years, the model is finally given a wholly new presentation and a driveside aspect. Credit: V-CC on-library
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Specifications for 1939. Credit: V-CC on-line library
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The RRA in the pocket sized 1939 catalogue.
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1939 Raleigh Record Ace (belonging to the author)
1. As fitted out as a Club machine with 26 x 1 1/4" Endrick rims, 12-volt Dynohub and AW-9 hub
2. As fitted out as a time trial machine with Conloy 27" (700c) sprint wheels and AR-9 hub
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The 1940 RRA.
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1940
1940 specification changes
- price increased to £10.19.6, only available in black
- Sturmey-Archer AW, AM, AR, AF and FM hub gears optional.
This was the last normal trading year for Raleigh in so far as attempting to offer a full range to the general public although supplies were already increasingly curtailed as the Government released only the required steel for export and government orders.
For the RRA, it cost a lot more that year (£10.19.6) and the optional colour options were withdrawn. For the first and only time, the new four-speed hub gears (the AF and FM) were offered as options and whilst the AF, introduced in April 1939, was made in some quantity, the FM which came out in November 1939 is far rarer.
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The RRA in the 1940 catalogue.
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Specifications for 1940.
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1941
1941 specification changes
- no catalogue published for 1941
- no known specification changes
1942
1942 specification changes
- none
Although no catalogue was printed in 1941, Raleigh made the effort in 1942 with the appearance of a full and varied range. By then, however, its promotion was more inspirational and patriotic than product oriented and indeed offering disclaimers about shortages and the need to be patient in trying to actually obtain a new Raleigh. For the average consumer, this was proving increasingly frustrating. What remained of commercial production stressed manufacture of essential spare parts to keep existing machines on the road. The demand and availability of the RRA during this time is uncertain to determine although a cursory glance at newspaper for sale adverts showed the number of used machines of this type owing to their owners being in the Forces or awaiting call up.
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| Addenda to the 1942 catalogue effective 1 October stating "all other models listed in this catalogue are now withdrawn" and including the Raleigh Record Ace along with all of the sports, club and racing models. |
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The new Humber Super Club of 1934. Credit: V-CC on-line library.
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HUMBER SUPER CLUB No. 95
1934-1938
A famous clubman is responsible for the design and construction of this new Humber and for that reason it is right… just right in every detail. It is the machine that will be bringing home the medals next year!
In their first acquisition of a major cycle firm, Raleigh purchased the cycle division of Humber-Hillman Ltd in February 1932 from Rootes Brothers. Although suffering from neglect of investment as its previous owners concentrated on the motorcar side of the business, Humber still had an enviable quality reputation and a 70-year history that began in Beeston, Nottingham at the very beginnings of the cycle business. Indeed, with the acquisition by Raleigh, its cycle manufacturing was moved from Coventry back to Nottingham.
For the rest of 1932 and through summer 1933, Raleigh manufactured Humber's pre-existing range, but it was essential to rationalise production and consequently the concept of "branding" cycles was arrived at and effected in remarkably short time. Starting with the 1934 model year, essentially the same range of models was simultaneously manufactured and marketed as Raleigh or Humber differing only in model names, colours, transfers and a few marque logo specific components.
Humber, which had two of their own club cycles in their original range, the Club and Blue Streak, at the time of the takeover, now offered versions of the brand new Raleigh Record Ace (Humber Super Club) and Super Sports (Humber Streak) for the 1934 season.
The Humber Super Club no. 95 was identical in price and components to the RRA except for plain chainring, different fork crown and Humber pattern lamp brackets. And remains the finest Humber lightweight cycle for post-war, the new version of the Raleigh Record Ace was only produced as a Raleigh. Raleigh invested heavily in the promotion of Humber in the few years following the acquisition (and were rewarded by an astonishing 250 per cent increase in Humber sales in two years) and if anything, the Super Club enjoyed better presentation in catalogues and advertising than did its RRA sister.
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The new Humber Super Club in Cycling's 1 December 1933 National Cycle Show number. Although now part of Raleigh, Humber's advertising and catalogue artwork always seemed to steal a march on the parent company's. The "famous clubman" mentioned was most likely a reference to Raleigh professional Charles Marshall.
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The new Humber Super Club as introduced in the first edition of the 1934 catalogue with artwork strikingly similar to that used for the Raleigh Record the previous year. Credit: V-CC on-line library.
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The Humber Super Club as more elegantly presented in the second 1934 catalogue. Credit: V-CC on-line library.
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The specifications of the 1934 Humber Super Club. Credit: V-CC on-line library.
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Humber Super Club advertisement, June 1934, CTC Gazette.
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The Humber Super Club 1935. Credit: Sturmey Archer Heritage.com
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1935
1935 specification changes
- white celluloid Bluemels No-Weight mudguards with built-in rear reflector (the change to white prompted by new MoT regulations mandating at least a white section for rear mudguards)
- seat stay braze-on for reflector deleted.
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The best Humber catalogue and one of the finest of the era is the rare 1935 one. The Super Club (left) and Clipper (right), the best racing and club machines of the range, have pride of place in the center spread. Credit: Sturmey-Archer Heritage.com
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The Super Club half of the centrespread. Credit: Sturmey Archer Heritage.com
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The Humber Super Club rather more somberly depicted in the second 1935 catalogue. Credit: V-CC on-line library.
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The Humber Super Club 1936. Credit: V-CC on-line library
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1936
1936 specification changes
- frame angles changed to 71/71˚parallel
- Brooks B-16 Castalumin saddle whose alloy girder frame was prone to cracking replaced by Brooks B-19 Champion Narrow which was designed for long-distance cycling and longer than the B-17 and weighed 2 lbs vs. the 1 lb 7oz B16.
- 16-inch 6-inch drop Bailey bend handlebars instead of Marsh bends on a shorter, differently shaped adjustable stem extension.
- Williams B108 crankset option deleted.
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The Super Club in the main 1936 Humber catalogue. Credit: V-CC on-line library.
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Specification of the 1936 Humber Super Club. Credit: V-CC on-line library.
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The Super Club in the second 1936 catalogue. Credit: V-CC on-line library.
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The Humber Super Club, 1937. Credit: V-CC on-line library
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1937
1937 specification changes
- fork chromium-plated
- fluted and scalloped crank arms.
- riveted metal headbadge instead of transfer
- optional finishes at no extra charge: Maroon, Blue, Green, Gold or Silver
- rear brake optional at no extra charge. Sturmey-Archer 2-speed close ratio, 3-speed KS, KSW or K hub gears optional.
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The Super Club in the 1937 catalogue. Credit: V-CC on-line library
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Specifications for the 1937 Super Club. Credit: V-CC on-line library.
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The Humber Club, 1938. Credit: V-CC on-line library
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1938
1938 specification changes
- price increased to £9 15s for stock model
- lug design changed to "cutaway and fishtailed" pattern.
- Sturmey-Archer Dynolamp, AR close-ratio three-speed hub gear and stainless steel spokes optional.
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The Humber Super Club in the 1938 catalogue. Credit: V-CC on-line library.
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Specification for the 1938 Super Club. Credit: V-CC on-line library.
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The Humber Super Club in the second 1938 catalogue and its final appearance. Credit: V-CC on-line library.
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After a decade of unparalleled growth and success, the British cycle industry hit a rough patch at the beginning of 1938. This was occasioned by the worsening international situation and substantial defense spending and production which caused the price of steel to rise substantially. This was expected and forecast so that whilst 1937 saw record cycle sales by those prudently buying before anticipated price increased, 1938 was a poor year and made worse near the end by the Munich Crisis.
Consequently, it was decided to discontinue offering the RRA as the Super Club and for the last few years of its production, it was offered only as a Raleigh model.
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The heyday of the hub gear in competitive, long distance record breaking as heralded by Sturmey-Archer and Raleigh adverts of the day. All of these records were achieved on Raleigh Record Aces and Raleigh Charles Holland Continentals. credit: Sturmeyarcherheritage.com website
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A TRUE RECORD ACE
This is the hub [Sturmey-Archer AR ] that helped me break the Edinburgh-to-London, Land’s End to John O’Groats, and 1,000 miles records. It’s exactly what we racing men have always been looking for—a totally enclosed HUB gear with a really close ratio. I’ll never ride without it. Sid Ferris
Not entirely by coincidence, the Raleigh Record Ace or RRA had the same initials as the Road Record Association, the governing body of British cycle time trial and long distance road records which then dominated cycle sport where mass start racing was still prohibited on public roads. The name association between the two RRAs took on more meaning when the Raleigh machine begin to figure in the late 1930s record making runs under Raleigh sponsorship to prove and popularise a new range of Sturmey-Archer hubs designed for racing and time trialling. Although this was all about the gears, it was accomplished on Raleigh Record Aces (and from 1938 on also by the new Charles Holland Continental model) and few production lightweights had such bona fides in record breaking as did the RRA.
Under the leadership of William Brown who took over Sturmey-Archer's development and design department in 1935 and in cooperation with Charles Marshall, new racing hubs were developed, first of which was the AR Close Ratio. First marketed in November 1936, it offered what had long been sought by time-trialists and long distance racers, an ultra close ratio gear (7.24% increase/6.76% decrease) equal to adding or subtracting one-tooth from the sprocket and allowing a uniform pedalling rate against wind or gradient. Another innovation (patented on 10 July 1937 by Brown and Marshall) was the new trigger gear changer which fitted just below the brake lever permitted simultaneous two finger control of both.
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Sturmey-Archer brochure for the new AR close-ratio hub gear highlighting Sid Ferris' record ride, Edinburgh-London in October 1936, for Raleigh/SA on an RRA with the new gear. credit: SturmeyArcherHeritage.com
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Sturmey-Archer was spurred to action after Australian Hubert Opperman’s 1935 Edinburgh-John O’Groats record on a BSA using a four-speed Cyclo derailleur. To prove the new hub to the "speedman", Raleigh-Sturmey Archer engaged Charles Holland, Bert James and Sid Ferris managed by Charlie Davey (himself a recordholder in the 1920s) to undertake a series of long distance rides on RRAs with AR hubs to beat the records then held by derailleur-equipped machines starting in autumn 1936.
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Cycling 6 October 1936 announcing the signing of Sid Ferris to a professional contract with Sturmey-Archer and initial plans to challenge Opperman's R.R.A. records won with Cyclo derailleurs with the new Sturmey-Archer AR hub. credit: V-CC on line archives
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There were very few alterations made to the RRA for team use other than colours. Saddle and 'bar choice was to individual preference. When announcing Ferris's signing with Sturmey-Archer in October 1936, Cycling added that "he has already accepted delivery of his new Raleigh Record Ace models. They have 21-in. frames and are finished in flamboyant green with chromium-plated forks. The specification includes Brooks B17 Flyer saddle, 15-in by 4-in Marsh bars; and 26-in by 1⅛-in Conloy rims with Dunlop no. 3 tubulars...." The Conloy sprint rims were already an option for the general market machines. All of the team usually rode machines with sprint rims and tubular tyres with the exception of Tommy Godwin who rode the standard wheelset with Dunlop Sprite wire-on tyres.
Ferris was quoted as riding a 21" frame, James appears to be riding a 20", Holland rode a 22" and Godwin a 21".
There appears to have been no team livery and the machines were painted to rider preference with Bert James most photographed riding what looks like a pale metallic blue with darker blue seat tube/down tube/head panels and Ferris on his green RRAs. Holland rode what looks like a conventional black RRA and Godwin rode one of these in addition to a white or ivory-coloured one.
A comprehensive account of the Sturmey-Archer Team, its riders, record runs and the Sturmey-Archer hubs they used can be found elsewhere in this blog:
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Sid Ferris on his RRA
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List of British Road Record Association Record Breaking Rides
Accomplished on the Raleigh Record Ace
1937-1940
25 May 1937
London-Portsmouth
H. (Bert) James
Raleigh R.R.A. w. Sturmey-Archer AR hub
3 June 1937
Edinburgh-London
S.H. (Sid) Ferris
Raleigh R.R.A. w. Sturmey-Archer AR hub
17-19 July 1937
Land's End-John O'Groats
S.H. (Sid) Ferris
Raleigh R.R.A. w. Sturmey-Archer AR hub
19 September 1937
Liverpool-London
H. (Bert) James
Raleigh R.R.A. w. Sturmey-Archer AR hub
19 March 1938
100-mile
H. (Bert) James
Raleigh R.R.A. w. Sturmey-Archer AR hub
12 May 1938
London-York/12-hour
H. (Bert) James
Raleigh R.R.A. w. Sturmey-Archer AR hub
9 June 1938
Liverpool-Edinburgh
Charles Holland
Raleigh R.R.A. w. Sturmey-Archer AM hub
27-28 October 1938
24-Hour
S.H. (Sid) Ferris
Raleigh R.R.A. w. Sturmey-Archer AM/AR hub
27 May 1939-18 May 1940
World's Mileage Records
Thomas (Tommy) Godwin
Raleigh R.R.A. w. Sturmey-Archer AF/FM hub
By 1939, Raleigh boasted it held nine of Britain's 15 road records totalling over 3,500 miles of the 4,650 total:
Road Record Association British Record Runs 1930s
(15 in all)
Records Held by Raleigh-Sturmey Archer riders by 1939 (9)
1. 50 miles
2. 100 miles
3. 1000 miles
4.12 hours
5. 24 hours
6. London-York or vv
7. York-Edinburgh or vv
8. London-Liverpool or vv
9. Liverpool-Edinburgh or vv
10. London-Edinburgh or vv
11. Land's End-John O'Groats or vv
12. Land's End-London or vv
13. London-Bath r/t
14. London-Brighton r/t
15. London-Portsmouth
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The "Raleigh Riders"... Bert James, Sid Ferris and Charles Holland... were prominently featured in Raleigh's 1939 catalogue.
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Not just professional record breakers rode the RRA, it was a popular mount in the amateur cycle sport scene as well, exemplified by the classic British time trial between the wars of black alpaca jackets, tights and dawn runs on the Bath Road. Here are some great action shots from the British Best All Rounder (BAR) competition annual programmes: left and centre, Norman Hey (Bronte Wheelers CC) 5th in the BAR in 1937-38 riding an RRA fixed (left) and with a Sturmey Archer hub gear centre and left: H.H. Pickersgill (Vegetarian CC) 4th BAR, 1937, riding an RRA with Sturmey-Archer hub. credit: Peter Jourdain
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ACE OF ACES
Your brilliant performance definitely demonstrates that the modern high-grade British bicycle fitted with a four speed hub is supreme in quality and dependability.
from telegram from Sturmey-Archer to Tommy Godwin upon his record
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27 May 1939, almost six months into his effort to break the record for the most miles cycled in a single year, Tommy Godwin poses with his new sponsors, Raleigh, his new ivory-coloured Raleigh Record Ace and manager Charlie Davey (extreme right) in front of Winchester Cathedral.
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If the Raleigh Record Ace is remembered for anything today, it should be it being ridden to a record that remains unbroken 80 years later and surely must be the longest unbroken record in sport. Cycling records are won by their riders not their bicycle of course, but in this case, Raleigh, Sturmey-Archer and Record Ace machines proved pivotal in what will always be the singular accomplishment achieved through the astonishing fortitude, determination and endurance of a 27-year-old Englishman who did what no one has then or since: cycled 100,000 miles in 499 consecutive days.
This final and most enduring record set on an RRA was that by Tommy Godwin who established the all-time total of 75,065 miles ridden in a single year and carried on to record a total of 100,000 miles in 499 days. Setting out initially on a Ley TG Special bicycle with a four-speed Cyclo derailleur on 1 January 1939, the demands of the ride proved too much for Ley, a small independent cycle company, and on 27 May Raleigh-Sturmey Archer assumed sponsorship.
Raleigh provided Godwin with a new 21" RRA in ivory livery fitted with an AF hub, 48t chainring and 15t sprocket. His saddle was a Brooks B17 Flyer. The wheelset appears to be the stock RRA one with 26 x 1¼ light Endrick chromed rims with Dunlop Sprite tyres. Lighting was by a fork-mounted Lucas battery headlamp. Godwin also extensively rode a conventionally black-painted RRA with chromed fork.
With the coming of war that September and the black-out, Godwin had his black RRA quickly repainted painted white for greater visibility but with the original "RRA" and "Raleigh" transfers on the original black background and all looking rather wartime expedient. Finally, towards the end of his record in spring 1940, Godwin was back on his original ivory RRA and with the new GH8 Dynohub.
In addition to running with the AF hub, Godwin also used the new medium-ratio four-speed FM hub starting in October. It was claimed that his average daily mileage increased by 33½ per cent from 156 to 200 using the four-speed hubs. It should be noted that Godwin used an AF hub from March-May on his Ley as well and went from a 155.7-mile average in February to 178.6 in March with the new gear.
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Tommy Godwin on his RRA with "Cycling"'s H.H. England on 26 October 1939 when he just broke the record for the most miles cycled in a single year (with two months to spare) and the promotional card issued by Sturmey-Archer in September 1939 in anticipation of the record. Godwin's black-painted RRA has been hastily repainted white (leaving the original transfers on the original black) to give better visibility during the wartime blackout.
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Spending up to 18 hours a day in the saddle, Godwin's best day's run was an amazing 361 miles on 21 June 1939. After six months, he had ridden 34,610 miles. July saw the most miles, 8,581, chalked up (an average of 277 a day) and that month Godwin stopped riding with pacers and the rest of his record was accomplished solo. The 50,000-mile mark was reached on 29 August and with two months to spare, he broke the previous record riding into Trafalgar Square on 26 October completing 62,658 miles. By year's end Godwin had notched up 75,065 miles (averaging 205.6 miles a day), riding through the appalling winter of 1939-40 and despite wartime blackout restrictions and rationing. He reached the remarkable mark of 100,000 miles before finally halting on 14 May 1940 after an incredible 499 days awheel. These records remain unbroken to this day.
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Whit Monday, Paddington Recreation Ground, 13 May 1940: Tommy Godwin is congratulated by Cycling's H.H. England having completed 100,000 miles in 499 days. A great and yet unbroken record held by a British rider, British bicycle and gears. The rider and machine show the rigours of the effort and it will be noted that Godwin's RRA is fitted with the new Sturmey-Archer GH8 Dynohub.
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ENDING A RECORD RUN
When Tommy Godwin concluded his world record mileage run on 13 May 1940, the German Army entered the city of Brussels and the attention of the world was on other more pressing matters. The same war had, of course, also ended the activities of the Raleigh Sturmey-Archer team. Raleigh continued to manufacture bicycles and as expected business was booming as the demand for cycles was greater than ever. A full range was offered in 1940 including the RRA and Charles Holland Continental, although the price of each went to £10 19s 6d.
And while these models remained nominally in production, the demand for sports, club and racing cycles decreased considerably given their market was precisely young men already in the Forces or awaiting call-up. All production was centered on the roadsters for basic transport and increasingly most of these were consigned to H.M. Government, the Forces and export. Indeed, the number of restored and surviving RRAs in the United States dating from 1939-40 indicates the predominance of exports at this time.
Sturmey-Archer ended almost all hub manufacture in 1942 and switched to war production. The RRA and the Charles Holland Continental as well almost the entire Raleigh line except the Popular, Dawn and Sports roadsters were withdrawn from production in October 1942.
And while these models remained nominally in production, the demand for sports, club and racing cycles decreased considerably given their market was precisely young men already in the Forces or awaiting call-up. All production was centered on the roadsters for basic transport and increasingly most of these were consigned to H.M. Government, the Forces and export. Indeed, the number of restored and surviving RRAs in the United States dating from 1939-40 indicates the predominance of exports at this time.
Sturmey-Archer ended almost all hub manufacture in 1942 and switched to war production. The RRA and the Charles Holland Continental as well almost the entire Raleigh line except the Popular, Dawn and Sports roadsters were withdrawn from production in October 1942.
Thus ended the first incarnation of the Raleigh Record Ace and the heyday of the hub gear in long distance road records in the 1930s. With the RRA, Raleigh had established themselves in competitive cycling with a factory-made machine of modest qualities and price that proved itself a record-breaker many times over as well as being a thoroughly delightful bicycle to own and ride then and indeed 80 years later.
Acknowledgements/Credits
Paul Whatley (V-CC Raleigh marque specialist), Neil Foddering, Peter Jourdain, the V-CC online catalogue archives, ThreeSpeedHub.com website, Sturmey Archer Heritage website, OldBike.Eu website, TommyGodwin.com website, Trove, National Library of Australia on line newspaper archives.
Unsurpassed, Godfrey Barlow, 2012
The Year, Dave Barter, 2015
Raleigh, Past and Presence of an Iconic Bicycle Brand, Tony Hadland, 2012
Hi Peter,
ReplyDeleteThanks for putting together such a fine resource for Raleigh and Sturmey Archer. A great read and very informative. Your Ipernity albums are a treat as well. I remember you from the halcyon days of the CR list and your wee battles with Chuck Schmidt on the relative merits of hub gears and derailleurs. I was always on your side. :) I don't have a Raleigh (other than a 1983 Superbe) but I've now got a real hankering for a Record Ivorychrome - what a superb-looking machine. I do have an AF9 hub, however, which I'm keeping for a 1939 Carlton Flyer, and it was fascinating reading about its introduction. It made me feel like I really was living between the wars, if only for a brief period.
Regards,
Bruce Robbins