RUDGE Motorcycles • England 1911–1940
Though Rudge was best known for its bicycles, the company hesitated to enter the motorcycle market. That changed in 1911, when Rudge introduced its single-cylinder 500cc ioe engine model with direct belt drive. The same year, Victor Surridge set several records at Brooklands, including the one-hour record at over 65 mph.
Tragically, Surridge was killed during practice for the 1911 Isle of Man TT, prompting Rudge to withdraw. The brand returned in 1913, securing a second-place finish with Ray Abbot, and in 1914, Cyril Pullin won the only two-day Senior TT ever held. By then, Rudge’s innovative expanding-pulley “Multi-gear” system had proven successful, even inspiring a 750cc multi-gear single for sidecar use.
Engineering Advancements and Innovations
After World War I, the 500cc Multi gained immense popularity, though belt-drive technology soon began to fade. Rudge introduced a 1000cc V-twin, which, despite its flaws, helped usher in chain drive and Rudge’s own four-speed gearbox.
By 1924, Rudge launched revolutionary four-valve overhead models in both 350cc and 500cc sizes. Demand was so high that only the 500cc version could be produced. The company’s return to the Senior TT in 1926 exposed weaknesses—particularly in the rim brakes—but by 1927, new design improvements were in place.
Racing Dominance and Glory Years
Under the leadership of Managing Director J.V. Pugh and engineer George Hack, Rudge launched an ambitious racing program that yielded impressive results. In 1928 and 1929, Graham Walker triumphed in the Ulster Grand Prix, giving Rudge global recognition.
The 1930 season became Rudge’s golden year:
- Walter Handley won the Senior TT, with Walker finishing second.
- In the Junior TT, Rudge achieved a 1-2-3 victory with newly developed machines featuring four radially arranged valves — a hallmark of the brand’s innovation.
Riders like Ernie Nott and Tyrell Smith further cemented Rudge’s dominance on the racing scene.
Decline and Receivership
The Great Depression of the early 1930s dealt Rudge a severe blow, compounded by poor management decisions from J.V. Pugh. Despite strong performances such as a 1-2-4 finish in the 1931 Lightweight TT, financial troubles deepened.
To survive, Rudge sold its engines — 250cc, 350cc, and 500cc units — to other motorcycle manufacturers under the “Python” brand. These were well-received, but by 1933, Rudge entered receivership, and Pugh departed.
Nevertheless, the marque persisted briefly; Rudges took 1-2-3 in the 1934 Lightweight TT, showing that the engineering spirit still burned brightly.
Final Years and War Effort
In 1936, Rudge was sold to EMI (Electric & Musical Industries). Though sales remained modest, EMI continued development, including a well-liked two-valve 250cc road model.
The factory moved from Coventry to Hayes, Middlesex, in 1938, and by 1939, a Villiers-engined autocycle joined the lineup. However, World War II soon halted motorcycle production entirely. Only around 200 units of a proposed 250cc military bike were built before EMI redirected resources to produce radar equipment.
The Rudge Autocycle design was later sold to Norman Cycles, and the Rudge name itself was acquired by Raleigh.
Aftermath and Legacy
Post-war enthusiasts produced spare parts from original jigs, and attempts were made to revive the brand using AMC components, even creating a 1000cc V-twin prototype. Yet, the iconic name had effectively vanished by the mid-20th century.
Rudge remains remembered for its engineering excellence, racing triumphs, and pioneering contributions to motorcycle design. Its legacy endures in museums and vintage racing circles — a true symbol of British innovation and resilience.
Discover more legendary British motorcycles and classic engineering stories at Naked Racer Moto Co – Motorcycle Brands .
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