Sunday, December 18, 2016

Raleigh Clubmans: 1946-1951

The new Raleigh Clubman has been designed and built by experts to meet the needs of the modern Club rider. It is eminently suitable for Time Trials and fast Touring.
Raleigh brochure, 1950

One of the great traditions of British cycling was "club riding": small, local groups of cyclists organized into clubs for regular sporting or recreational rides. These could comprise long or short tours, day trips, time trials or road racing. The emphasis in many clubs was more camaraderie than competitive but it was not always a pub crawl. Many group rides were multi-day affairs and as varied as the British countryside.

The sheer variety of club rides and riders demanded a versatile and popularly priced mount, one that was lightweight, but with more relaxed frame angles than a pure racing type, as well as mudguards and lighting equipment for all-year, all-weather use. By the 1930s, most cycle manufacturers offered a specific range of "club" cycles ranging from simple derivations of the steel-framed, cable-braked "sports light roadsters" to the most sophisticated machines of their day with the new Reynolds 531 steel tubing, celluloid mudguards, Sturmey Archer hub gears, alloy fitments and 26"x 1¼" lightweight steel wheels, quick release wing nut hubs and high pressure (70 psi) tires.

Out for a club ride, Raleigh's idyll of post-war British cycling from their 1950 catalogue. Ladies figure prominently although it wasn't until 1951 that Raleigh introduced a ladies frame for the Lenton Sports and the Clubman remained "gents only".

This article endeavours to document the Raleigh Clubmans and their associated Rudge and Humber variants.  The following models are included:

Raleigh Lenton Sports no. 25
Rudge Aero Sports no. 225
Humber Beeston Sports no. 325

Raleigh Lenton Clubman no. 25
Rudge Aero Clubman no. 225
Humber Beeston Clubman no. 325


The immediate predecessor to the Raleigh Clubman, the Raleigh Lenton Sports, was only in production September 1946 to August 1947, yet earns a special place in the company's post-war recovery and its increased focus on sports and lightweight cycles. Indeed, it was the first post-war Raleigh lightweight and the first with a Reynolds 531 frame for the firm.  Developed concurrently with the better known Raleigh Record Ace, it was designed to be its popular priced, off the shelf, alternative and lacking its new and specialised components, the Lenton Sports beat it into production by a whole year, making it the true trail blazer for the new post-war range.

The pre-war predecessor of the post-war Lenton Sports/Clubman was the no. 44 Lenton Sports which was first offered in 1940 as shown in that year's catalogue. It was initially sold in a ladies version but this did not appear in the 1942 brochure, Raleigh's last for the duration. The Lenton Sports was positioned just behind the RRA and the Charles Holland Continental and although made of regular steel tubing, offered a high specification and many of its elements were carried over to the post-war model.

If not as protracted a gestation as that of the new RRA, production the new Lenton Sports, like any new bicycle in immediate post-war Britain, presented enormous challenges.  While design work on Raleigh's new lightweight range began as early as 1943 by Charles Marshall, long the dean of racing Raleighs, and a young, newly hired Alan Oakley, actual production was extraordinarily difficult.  Not only did Raleigh have to retool its production away from substantial war munitions work (it was, in fact, the largest producer of ammunition in the country during the war) and back to its regular trade, but labour and material shortages and especially government policy made it harder still. 

Raleigh advert in Cycling 4 September 1946.  Like all cycle companies immediately after the war, the message was less promotional and more aspirational and inspirational as British firms, doing 'their bit' towards economic recovery of the Nation, stressed exports over domestic sales, extolling the would be British customer that "it's worth waiting for a Raleigh.."  By the time this appeared, the wait for a new post-war Raleigh lightweight was almost over.  Credit: V-CC on-line library

Under the new Labour Government, a nearly bankrupt Britain had to "Export or Die" and foreign currency exports assumed primacy to the point of the government setting a 75 per cent increase in exports compared to 1938. Home Market sales were deliberately discouraged by an onerous 33.3% sales tax on the wholesale price of new complete cycles (or about 25% of the purchase price). And it was easier and cheaper for an American to buy a brand new Lenton Sports than the inhabitants of the country who made it.

Raleigh certainly "did its bit" during this challenging time every much as it did during the War itself. Between V-J Day 15 August 1945 to 21 April 1949, it exported exactly One Million Nottingham-built cycles to the far corners of the world. And fittingly no. 1,000,000 was a Raleigh Clubman destined for America.

The market determined the product and at a time when Britain was the world's largest producer of bicycles, the standard 28" wheel roadster as exemplified by the immortal Raleigh no. 1 model, remained the bedrock of the Empire and Commonwealth export trade.  Thus, development and production of roadsters took immediate priority over sport and leisure cycles.  The chief export market for the later was the United States where although leisure adult cycling there was still in its infancy, it was a dramatically increasing share of Raleigh's exports.  For this reason, a goodly number of the surviving early post-war Raleigh sports machines are found in America.   

For its readers, war starved for new cycles, components and kit, the best Cycling could do on 21 November 1945 was to offer the "what if" post-war plans by the major manufacturers including Raleigh where a planned improved version of pre-war machines like the 1939 Super Club assumed a major part of the revival of its lightweight trade.  Credit:

Morever, the new sporting range had to satisfy the requirements not only of Raleigh dealers and their customers, but those of Humber and the newly (1943) acquired Rudge. Indeed, Rudge's name and presence in competitive cycle sport was greater than the parent firm with a flourish of records and famous riders in the three years up to the War.  Moreover, it was intended that, as with its roadsters, the new range would have complimentary products in three distinct prices ranging from the absolute top of the  market, Raleigh Record Ace (uniquely badged solely as Raleigh), a middle range quality model (the Lenton Sports) and the entry level model, the Super Sports, all incorporating to various degrees, Reynolds 531 tubing and quality components.  

The prototype of the new Raleigh Lenton Sports as displayed at the Raleigh Dealers Show in Nottingham in March 1946, just prior it being put into production as Raleigh first post-war lightweight machine and first incorporating Reynolds 531 in its frame.  

Such was the state of a Home Market  so starved of new cycles, that advertising seemed un-neccesary. Of the three immediate post-war Raleigh lightweights, the Lenton Sports (1946-47) and Super Sports (1947-48) never actually appeared in a Raleigh catalogue and there are no apparent advertisements for the Lenton Sports in the national cycle magazines and but one for the Super Sports. Indeed, there wasn't even a revival of the National Cycle Show until 1948.  

Instead, the first prototype of the Raleigh Lenton Sports (along with the new RRA) were the star of Raleigh's "dealers show" in Nottingham in March 1946 which highlighted the new post-war range of Raleigh, Rudge, Humber, Robin Hood cycles and Sturmey-Archer hubs. As reported by the CTC Gazette (April 1946), "It was obvious that the 1946 models are by no means repetitions of those we knew before the war. They are better in many ways, especially in lightness and finish." But, tellingly the reporter concluded "Unfortunately, I cannot say what these machines will cost; nor when they will be obtainable. The models I saw were prototypes, forerunners of the really beautiful machines to be produced later"

But whereas it would indeed be two years before the new RRA was actually delivered and one before the Super Sports arrived, the Lenton Sports went into active production by that late summer and on the market by September 1946.  Overall production at Raleigh went from 7,000 frames per week for the first two months of 1946 to 12,000 a week by year's end.


Raleigh Lenton Sports, 1946

Altogether, the Raleigh Lenton Sports model is a bicycle that fills a definite need. For the tourist or club rider who likes his machine to have that extra 'little something', coupled with good appearance, good performance and safe road-handling qualities, this is the machine.
Cycling 25 September 1946

The post-war era of Raleigh lightweight sports bicycles finally began in September 1946 as the Raleigh Lenton Sports no. 25, Rudge Aero Sports no. 125  and Humber Beeston Sports no. 325 were released for sale.  Cycling described it as "designed to appeal to the clubman tourist in particular, as well as to all who can appreciate a reliable, attractive-looking and responsive mount at a reasonable price" [£15. 3 s. 8 d.]

The 21" frame (main triangle of straight gauge Reynolds 531) had 71° head and seat angles (the same as the pre-war RRA), nicely cut away and fishtailed lugs (a variation on the pre-war RRA's) and a newly designed round-bladed fork with solid ends which while not of the pure "Russ type" fork of the pre-war model was very similar in rake and shape.

Brand new was the 2" extension headclip fixed stem with chromed 15" wide 7/8th" dia. steel racing 'bars with 5¾" drop. The three-pin detachable herons head chainwheel with fluted cranks was the same as on the pre-war Lenton Sports, Golden Arrow and Silver Record. The wheelset comprised Raleigh racing hubs laced with stainless spokes to Dunlop 26x1¼" chromed Endrick rims with Dunlop tyres. The rear hub was doubled-sided with a 18t freewheel and 16t fixed sprocket with Sturmey-Archer three- or four-speed hubs and the new 6v GH6 dynohub available as extra cost options. The saddle was a Brooks B15 and Britannia Quick-Fit celluloid mudguards were fitted.

The Lenton Sports Introduced a striking new polychromatic light blue green colour with contrasting dark bottle green head tube and a very dramatic gold "flash" seat tube transfer.

Raleigh leaflet dated September 1946 on the new Lenton Sports model, this was as close it got to being portrayed in a catalogue.

The Raleigh Lenton Sports never appeared in a Raleigh catalogue but the best illustration of it was used, incorrectly as it so happened, in the 1947-48 calalogue to portray the 1948 Raleigh Lenton Clubman.  

Judging from the height of the head tube, this illustration of the Rudge Aero Clubman from the 1947-48 catalogue, was originally done for the 21" 1946 Rudge Aero Sports although it has been redone to show "Aero Clubman" on the down tube.  

Cycling's famous "Nimrod" review of the Raleigh Lenton Sports, 25 September 1946. Credit: Paul Whatley.

Raleigh Lenton Sports

A Sound Machine at a Moderate Price

A feature of the Raleigh Cycle Co.'s post-war programme is the Lenton Sports Model, a machine that is designed to appeal to the clubman tourist in particular, as well as to all who can appreciate a reliable, attractive-looking and responsive mount at a reasonable price.

Incorporating many new ideas, the machine is of a completely fresh design and should not be confused with the Lenton Sports model produced by the company in pre-war days. The new semi-upright frame, with fishtail and cut-away lugs, is made throughout of the famous "531" tubing, giving strength and lightness, while a new type of fork, with solid ends and graceful offset, give good resilience against road shocks on bad surfaces.

Having ridden many mile in recent weeks n the machine, I can vouch for its comfort and liveliness. On spine-jarring cobbles in London the sensible wheelbase and the springy forks gave a feeling of steadiness that was quite remarkable, while on the smoother roads out of town the mount responded well and gave no semblance of "drag". The machine has an exceptionally smart appearance, the polychromatic green finish of the frame blending well with the white celluloid Britannia mudguards and chromium-plated handlebars, chainwheel and cranks.

Another point worthy of note on the Lenton is the head adjusting arrangement. In addition to the normal head piece there is an octagonal locknut, which not only ensures that the head will not work loose, but also allows a more minute adjustment of that most important part of the bicycle.

Stainless steel is used to useful effect, for spokes and the familiar fork crown thimbles, the hall mark of a Raleigh cycle, being made of this metal, which retains both is strength and its bright surface indefinitely.

Two side-pull caliper brakes are fitted, the adjustment being by means of a milled screw that easily be turned with the fingers-- a boon to any rider who has tried adjusting brakes fitted only with a small nut that cannot be moved without a spanner.

Other interesting points in the specification of the Lenton Sports are the wide pedals, giving a good grip to all types of footwear, the flanged chainwheel, fluted cranks, the new type handlebar bend, with a short fixed extension which gives a very comfortable position on the machine, a Brooks B15 standard saddle, and white celluloid inflator.

Bottom bracket and hub bearings are of a very high standard, light, accurately ground, and easily adjustable. The rear hub is double-sided, and is supplied with an 18-toothed free-wheel unit and fixed sprocket with 16-teeth.

Altogether, the Raleigh Lenton Sports model is a bicycle that fills a very definite need. For the tourist or club rider who likes his machine to have just that extra "little something," coupled with good appearance, good performance and safe road-holding qualities, this is the machine The price is 15 3s. 8d. Including purchase tax.

'Nimrod', Cycling 25 September 1946

Specification list from the review

The Rudge and Humber badged variants, the Aero Sports and Beeston Sports, were identical except for having different fork crowns, chain rings, lamp brackets and livery/transfers. There was even a Robin Hood (the budget brand Raleigh introduced in 1943 replacing Gazelle) version, the wonderfully named Sherwood Arrow in 2030 steel rather than Reynolds 531 and with cheaper saddle that retailed for £14. 5 s. 10 d.

This illustration of a 1946-1947 Rudge Aero Sports (a variation of the same used in the 1947-48 Raleigh catalogue of a Raleigh Lenton Sports but called a Lenton Clubman) was used as late as December 1951 

A rare example of a 1947 Rudge Aero Sports frame. Credit: from Rudgeulsterman collection, Flickr. 

The Lenton Sports and Clubmans had their own brand specific chromed fork lamp brackets (left) for Raleigh (top), Rudge (middle) and Humber (bottom), stem-mounted lamp brackets (bottom) for Humber (left), Raleigh (middle) and Rudge (right). The chainring for Raleigh (112) middle was that originally designed for the pre-war Golden Arrow with a plain version (right) for Rudge and Humber. With the introduction of the Clubman, the chainset was modelled after that of the pre-war RRA with a chainring with little heron heads for Raleigh (111) and a plain version for Rudge and Humber.

The Lenton Sports was a successful start to would be a long line of Raleigh lightweight club machines over the next 15 years and continued the pre-war efforts to broaden Raleigh's product line beyond workaday roadsters. These types also played a growing role in what was an essential to the immediate post-war British economy and industry: the export trade. Even if made in small numbers, the Lenton Sports was imported into the United States. But it was a short-lived model and by summer 1947, production ended and it was restyled and improved into what is still regarded as one of the best club machines of its era, the Clubman.

1946 Raleigh Lenton Sports, all photos Bike member manofsteel

This exceptional, "time-warp" example of the already rare 1946 Lenton Sports was purchased from the second owner who had it from 1948-2003 and bought it from the original owner, a Yale University student, who bought it new from The Bicycle Centre in New Haven in 1946. Stored indoors and barely used, it passed to its current owner in 2003.  There is surely no more perfect or original example of this model in existence, even the front tyres is the original Dunlop war grade one! The axle locking nuts are still the blackened steel war austerity types.  It should be noted that US export models did not have wingnuts so this all quite "correct" and like the rest of the machine, original.


Humber Beeston Clubman, 1948

For the 1948 model year, the Lenton Sports was retooled and restyled as the Clubman to distinguish the model from the light roadster "sports" machines and directly appeal to a growing market segment: the club cyclist and aspiring time trial and competitive junior riders as their first "proper" lightweight machine. It was a hard sell in a close-knit "clubby" environment where equipment choice was dominated by small, custom made frames, often regionally based, and "off the peg" models by big builders were often derided. And since the purchase tax on a complete machine was extraordinarily high (as much as 33 per cent immediately after the war), most preferred to buy a frame and outfit it with individually selected components. Nevertheless, the Clubman offered good value for money and was a popular entry level lightweight for many.

The new Clubman range was similar enough to the Lenton Sports that its model numbers remained the same: Raleigh Lenton Clubman no. 25, Rudge Aero Clubman no. 125 and Humber Beeston Clubman model 325. The only differences between the models were the forks, finishes (Polychromatic Green for Raleigh, Lustre Orange for Rudge and Polychromatic Blue for Humber each with contrasting head tube colour), gold head lug lining and distinctive transfers. In fact, except for different transfers, the colours etc. of the Clubmans were identical to the earlier model.

The "new" model employed essentially the same Reynolds 531 frame (main triangle) as the Lenton Sports but in a 22" size. The mudguards (J.P. Britton), seat post and 7/8th" dia. handlebars were now alloy and alloy Dunlop high pressure Endrick rims and tires were fitted. The chainset was also different, retaining the fluted cranks but with the same 3-pin detachable chainring as on the pre-war RRA.

The first advert for the new Raleigh Lenton Clubman in Cycling 27 August 1947. Credit: V-CC on-line library.

Detail of the above advert showing the specification list and the marvelous and detailed line drawings that Raleigh did for their models during this period.  Credit: V-CC on-line library

The first advert for the Rudge Aero Clubman in Cycling, 3 September 1947. Credit: V-CC on-line library.

Detail from the above advert with the specification list. Credit: V-CC on-line library

The second advert for the Humber Beeston Clubman in Cycling, 22 October 1947. Credit: V-CC on-line library

Detail from the above advert with the specification list. Credit: V-CC on-line library.

The new Clubman range was introduced in late November 1947 at the annual Bicycle and Motorcycle Show at Earl's Court, London as described in the February 1948 issue of Export News with interesting deviations from the production specifications:

One of the models on view that attracted special special attention was the new Lenton Clubman, together with the its associated cycles in the Rudge and Humber ranges, the Aero Clubman and the Beeston Clubman. These three replaced former sports models and were described briefly in our December issue, but since then certain important improvements have been introduced into the specifications which should make them even more popular.

These include the fitting of light alloy (aluminium) wheels, handlebars, mudguards, and seat pillars which will not only considerably reduce the weight but will bring the models within the range of the discriminating club rider who is prepared to a pay a reasonable but not excessive price.

Specifications of the three Clubman cycles are generous. The 22 in. frames are made of Reynolds 531 tubing with head and seat angles of 71 deg. Mudguard and pump fittings are brazed on and the mudguards are of light alloy with mudflap and spearpoint extensions. The 26x 1¼" (597 mm) Dunlop light alloy road-racing rims are fitted with stainless steel spokes and Dunlop high pressure tyres.

The new Lenton Clubman as depicted in the 1947-48 Raleigh catalogue is not actually the Clubman at all but rather its shortlived (1946-47) predecessor, the Lenton Sports as it has the older pre-war Golden Arrow style chainring and the distinctive "flash" downtube transfer of the Sports model. Both it and the new Clubman had the same polychromatic green with darker green head tube.

The Aero Clubman as introduced in the 1947-48 Rudge catalogue. The striking Lustre Orange finish of these models was ill-served by the printing limitations of this publication.

And Humber's version, the Beeston Clubman, in the 1947-48 catalogue. It and the Rudge Aero Clubman differed from the Raleigh model in having a plain chainset and appropriate Humber or Rudge monogrammed lamp brackets, distinctive paint and transfers. The Humber version of the Clubman is by far the rarest although the Rudge variant, too, is not common.

In production models, Dunlop Special lightweight steel Endrick pattern rims were usually fitted instead of the advertised alloy ones. The latest alloy fitments, Reynolds 531, pencil type stays, detachable chainwheels, and colourful "polychromatic" finishes and elaborate transfers made these very appealing machines to the aspirational "racer", clubman or casual sports rider. The price was £19. 12 s. 10 d. (single gear) with additional cost options of Sturmey-Archer FW, FM or FC hub gears and GH6 Dynohub. In single-speed form, the Clubman tipped the scales at 28¼ lbs and 29¾ lbs with a Sturmey-Archer AM hub.

Raleigh invented "branding" in cycle manufacturing, offering the essentially same machines under its various house marques but with considerable efforts to distinguish them with distinctive fitments (the aforementioned lamp brackets and chainrings), liveries and transfers. For the new Clubman, three striking variations of seat tube transfers were made: Humber Beeston Clubman (left), Raleigh Lenton Clubman (centre) and Rudge Aero Clubman (right). 

Raleigh so recycled illustrations of the Lenton Sports to depict the Clubman that actual depictions of the 1948 Lenton Clubman, such as that used in the Curry's ad above, are comparitively rare. As it was, this dates from 1949 and advertises the newer Raleigh Clubman model! Credit: Mark Gell collection on Flickr

1948 Raleigh Lenton Clubman, all photos courtesy Michael Mucha

Probably the best preserved, all original (down to the handlebar grips and the saddle bag) example of the 1948 Raleigh Lenton Clubman was sold on eBay (UK) in March 2015 to an American collector.

The first set of photos show this extraordinary machine as depicted in the original auction followed photos of the machine in the hands of her new and appreciative owner.

Some details of this same machine showing the contrasting colour for the head tube and the gold lining outside of the lugs, original pattern Raleigh sleeve grips and the "RI" badged saddle bag.

1948 Raleigh Lenton Clubman, formerly owned by the author. Purchased on eBay (UK) it was repainted in the original colours in England. Otherwise complete, it was missing the original J.B. Britton alloy mudguards but a pair of the identical 'guards was found. 


Rudge Aero Clubman, 1950

For the 1949 model year, the Lenton Clubman was renamed Raleigh Clubman to avoid confusion with the revived Lenton Sports model. Substantial refinements and improvements included an attractive new 2½" handlebar stem (still head clip fixing), 15/16th" dia. Maes bend alloy 'bars, alloy domed seat pin and deletion of the stem lamp bracket. The new pattern Raleigh grey rubber sleeve grips were now fitted. Most machines that year had Dunlop LA (light alloy) 26x1¼" rims instead of the lightweight chromed steel of the '48s. Mudguards were now celluloid (usually Britannia Quick-Fit) with spear-point end on the front although late 1948 models were still listed as having alloy 'guards. The catalogue weights for a single speed machine were 26½ lbs (without bag) or 28¾  lbs. with an AM hub. All this shaved half a pound off the total weight. New that year were alloy shells for the Sturmey-Archer FC close-ratio four-speed and ASC fixed-gear three-speed hubs. The price rose to £22. 3 s. 8 d. (single gear).

By late summer 1948, the new improved Clubman was being advertised (Cycling, 11 August 1948) but still being called the Raleigh Lenton Clubman instead of Raleigh Clubman as adopted later that year.  The mudguards are still being spec'd as being light alloy. credit: V-CC on-line archives

The improved Rudge Aero Clubman as advertised in Cycling, 14 August 1948. credit: V-CC on-line archives.

The enhanced Humber Beeston Clubman as first advertised in Cycling, 4 August 1948. credit: V-CC on-line archives. 

The new Clubman range for 1949 as heralded in a two-page spread in Cycling 17 November 1948 for the first post-war national Cycle Show at Earl's Court. 

From Cycling 17 November 1948.

The renamed Raleigh Clubman in the 1949 catalogue showing a darker head tube whereas production models were single colour in the new polychromatic olive green and the gold head lug lining was deleted.

The revised Rudge Clubman as offered in the 1949 catalogue. The weight of the improved model dropped to 27½ lbs or, with Sturmey-Archer hub gear, 29.5 lbs.

Like the Raleigh and Rudge variants, the Humber Clubman offered the option of Dunlop stainless steel HP rims with Dunlop road racing tyres in addition to the stock Dunlop alloy rims with Dunlop sprite tyres. 

The one millionth Raleigh Industries export cycle since the war, a special gold-coloured Raleigh Clubman, destined for New York for presentation to a leading Eagle Scout, was ceremoniously packed at the Raleigh depot at Brentford by G.R. Strauss, Minister of Supply, on 21 April 1949 and dispatched to Liverpool for shipment to America. The Clubman was well-received in the United States when these sort of machines were hitherto unknown and road cycle sport was still very much in its infancy. credit: Cycling, V-CC online library

British Labour politician George Strauss (1901 - 1993), the Minister of Supply, chats with two workers from the Raleigh packing department in Nottingham, before the dispatch of the millionth Raleigh bicycle to be shipped overseas since VJ Day, 21st April 1949. They are holding a ceremony at Raleigh House in Brentford, London, to celebrate the landmark sale. The bicycle is being sent to the United States. (Photo by Douglas Miller/Keystone/Hulton Archive/Getty Images)

Article on the dispatch of Raleigh's one millionth export cycle, a gold Clubman, for America aboard the United States Lines' cargo ship American Scout from Liverpool. Credit: British Cycles and Motor Cycles Overseas, June-July 1949.


Raleigh Clubman, 1950

With this Model we are in direct competition with the 'artists' of the cycle world. Such competition is healthy and of great value to the purchaser. We are proud to enter the 'fray' once again with the Aero Clubman, confident that for craftsmanship, quality, finish and cleanness of line it will carry the Rudge Crest to the fore of the 1951 lightweights.  Rudge 1951 catalogue

For 1950, Raleigh "went whole hog" on the Clubman and completely revised it to a very high specification indeed. The new frame was wholly made of plain gauge Reynolds 531 including stays and fork, with tighter angles (71° seat and 73° head), thin taper seat and chain stays and "D" pattern fork blades and brazed on Sturmey-Archer cable pulley boss.

The rear triangle and front fork ends were now chromed and new colours introduced: Flamboyant Electric Blue (Raleigh) and Polychromatic Amber (Humber) while Flamboyant Orange remained for Rudge, all now with attractive white lining. Hiduminium GB Sports brakes with hooded alloy levers and larger diameter alloy15/16th" handlebars were now fitted to the 1949 pattern stem. The wheelset was completely revised incorporating Dunlop stainless steel (chromed steel for US export models) 27x1¼ HP rims, Dunlop Road Racing tyres and Bayliss-Wiley large flange Continental hubs. The weight dropped from 27½ lbs to 25½ lbs owing largely to the all Reynolds 531 frame and forks.

The new Raleigh Clubman featured the revised silver headbadge for Raleigh lightweights with "Nottingham England" against a black background rather than silver. Another minor alteration was the fitting of the lamp bracket to the right- rather than the left-hand side fork blade. It had been custom to direct light to the side of the road to illuminate debris, gutters and the side of the road but with ever increasing motorcar traffic, it was seen as safer to illuminate the cyclist's approach to oncoming cars and place the lamp on the rightside.

Frame build details from a 1951 Raleigh Clubman. showing the head and seat tube lugs as well as the distinctive Reynolds 531 plain gauge tubing transfer as well as the classic "R" pattern wingnuts.

This was now an exceptional machine for its price (£26.16s. 6 d) and the new Clubman was one of the finest mass production machine of its class in England, second only to the fabled, custom-made RRA in the Raleigh range. Indeed, the new Clubman was, for many, preferable to the RRA on account of its price and, more importantly, availability, when a six-month to one year waitlist for the RRA was common.

Advert for the new Raleigh Clubman, March 1950

As advertised in "Cycling" in February 1950, the Rudge Aero Club and its Raleigh and Humber versions, were entirely redone for that year with new frame angles, 27" HP rims and tyres and other improvements.

The revised Clubman also benefited from the new range of alloy shell hub gears introduced in late 1949 by Sturmey-Archer. Supplied "stock" with flip-flop fixed and free single gear, any of the Sturmey-Archer hub gears could be fitted at extra cost including those made specifically for club riding (AM three-speed medium ratio or FM, four-speed medium ratio) or time trialing (AC three-speed close ratio or FC, four-speed close-ratio). Export machines to the United States came with hub gears as standard, the choice being limited to the AW (three-speed wide ratio), AM or FM, usually with steel shells. Interestingly, the characteristic wing nuts were also not standard "spec" in the USA either.

The new Raleigh Clubman as shown in the 1950 catalogue was second only to the fabled Record Ace in the range. Its new stock colour was Flamboyant Electric Blue.

The 1950 Rudge Aero Clubman in the Export (U.S.) catalogue. Credit:

The revised Humber Beeston Clubman in the 1950 catalogue, like the Raleigh, had a new colour: Flamboyant Amber, which with the chromed fork ends and rear triangle made it "a particularly handsome machine" indeed.

Advert for the new Raleigh Clubman, April 1950

The Raleigh Clubman in its last appearance in a Raleigh catalogue, that for 1951.

The new Rudge Aero Clubman in the 1951 brochure, the finest Rudge lightweight since the pre-war, pre-merger Aero Olympic. "With this Model we are in direct competition with the 'artists' of the cycle world. Such competition is healthy and of great value to the purchaser. We are proud to enter the 'fray' once again with the Aero Clubman, confident that for craftsmanship, quality, finish and cleanness of line it will carry the Rudge Crest to the fore of the 1951 lightweights."

The Humber Beeston Clubman in the 1951 catalogue.

Riding to Hounds... on a Raleigh. Raleigh poster, c. 1951.

A detail from the above illustration with the Clubman rider taking it appears more interest in his fellow riders than his machine.

1951 Raleigh Clubman, also formerly owned by the author. This was purchased as a complete and wholly original machine on eBay and was one of the US export models with AW rear hub and chromed Dunlop HP rims. Even the tyres were the original Dunlop Road Racing.

Now at its apogee, the Clubman remained in production for only two more years and in December 1951 it was announced that it would be discontinued in favour of the new Raleigh Super Lenton, Rudge Aero Special and Humber Streak. which are covered in a separate article:


This being Raleigh and with its international market, the Clubman is not immune from non-conforming headscratching oddities.

Principal among these are found in the United States where it appears that c. 1951/2 Raleigh Industries of America sold a batch of Clubman frames lacking chrome in the rear triangle and also bearing the new 1952 style "Raleigh" transfer on the downtube.  Chrome shortages prevailed during this time and were reflected in the Clubman replacement, the Super Lenton, not having chromed fork ends or rear triangle c. 1952-53. But the use of newer Super Lenton pattern transfers on these Clubmans indicate perhaps a final batch of frames completed with a mix of decals.  

Example of late 1951-early 52 Clubman frame without rear chrome and newer downtube transfer, as offered on eBay.

The Super Lenton style downtube transfer.

Other details of this frame, serial number 1449T.

More puzzling are examples of otherwise standard Super Lenton frames (indicated by their distinctive lugset) in the United States with the newer downtube transfer but still bearing the old Clubman downtube transfers. All of these appear to have chromed ends which the earlier UK market ones lacked and all are 22" frames.   

A c. 1951 Raleigh Industries of America price list showing the range of lightweight Raleighs sold in the United States at that time. The presence of the Lenton Tourist dates this to 1950-51 as it was only made in those years. But note that the earlier 1949 version of the Clubman (with 26" wheels and in polychromatic green) is still being sold as well the "Super Clubman" which reads as being identical to the Super Lenton but listed as having chromed ends which UK models lacked the first year. The frame is only offered in 22" whereas in the UK, it was also available in 23".

A Super Lenton (note lugs) in the U.S. still labelled as a Clubman.  Noted the chromed rear triangle ends. Credit:

The Clubman range represented one of the most attractive and pleasing of Raleigh club cycles which are prized by collectors today. Those fortunate to own and ride these machines today can still relish the delights of the characteristic slow "click" of an AM hub, the creamy brittleness of Britannia celluloid mudguards and the warm glow of a fork-mounted dyno-hub lamp on a late summer's eve.


Paul Whatley, Raleigh Marque Specialist, V-CC
Raleigh, Past and Prescence of an Iconic Bicycle Brand, Hadland, 2011
Websites: Time Trial Legends, I Worked At Raleigh, ThreeSpeedHub, Veteran Cycle Club online library, Classic Lightweights UK


  1. I have just restored a '48 Lenton Clubman, it was all steel but I have put on some later alloy wheels and GB brakes. The handlebar is of a "round shouldered" pattern different from any of the illustrations above. I also have unused Dunlop 26in sports tyres, which set it all off nicely.

  2. Who made the alloy seatposts used on the the clubman? Raleigh? Reynolds? Birmalux?
    Were these seatposts domed? i am using a modern kalloy 25.4 straight post on my 50-51 clubman due to being unable to find what would be original....thanks for any info...

  3. I have a1950/51 Humber Beeston Clubman. Its original equipment though repainted
    I have purchased new decals from H Lloyd cycles, soon to go on.