Introduction
The most famous Belgian
cars were without doubt the Minervas. These cars
could compete with Rolls-Royce,
Isotta-Fraschini, Hispano-Suiza and other
illustrious makes. Stars, Kings and Maharajahs
were clients. Most of these cars were equipped
with the silent sleeve valve engines.
In the late 1920's the
Belgian market was inundated with cheap American
cars assembled in Belgium. Minerva tried to
counter with the construction of a modest car,
but in vain. In September 1934, the works were
declared bankrupt. From then on and untill the
war, only trucks were made by the new Belgian
owner: Imperia. After the war the construction
of a light truck and the assembly of the Minerva
- Land Rover, under licence, tried to restart an
industrial programme. A little later, in 1958,
after an attempt with the production of scooters
under licence of MV (Meccanica Verghera), the
name Minerva disappeared into history.
But it all started with the
"safety bicycle" in October 1897.
1897 - 1899
Mr Sylvain de Jong, born in
Amsterdam on 5 January 1868, moved at the age of
13 with his parents and two brothers to
Brussels. After working for some years as a
journalist, he went to the U.K. to study the
safety bicycle production. In 1895, S. de Jong,
his brothers and other investors started a
factory in Antwerp, to produce and repair
bicycles. For these bicycles, they selected the
name "Mercury".
Only two years later, after
a dispute with the other investors, S. de Jong
created on 15 October 1897; "S. de Jong &
Cie". This time he selected the name "Minerva"
for the new plant in Antwerp. Minerva the Roman
goddess, daughter of Jupiter, sprang from the
head of her father, fully grown and in full
armour. She was the patron of warriors, goddess
of knowledge and wisdom and goddess of artisans
and industry.
Sylvain de Jong anticipated
on a slackening bicycle market and announced in
February 1899, the production of light cars
(voiturettes) and motorcycles.
1900
In 1900, S. de Jong &
Co. bought an engine from the Neuchâtel - Swiss
based Zürcher & Lüthi. Zürcher & Lüthi
did not only build the engines, they also
patented the bicycle set-up. The engines were
"clamped to the framing" (clip-on). A leather
"band" over a grooved rim, bolted to the back
wheel, guaranteed motion. The engines had an
atmospheric inlet valve and a mechanical exhaust
valve. A surface carburettor delivered the
correct mixture from the "spirits reservoir" and
a 4 volt accumulator with trembler coil produced
the spark.
Jan Olieslagers, a young
mechanic at the Minerva works, had the honour of
starting the first Z & L engine mounted on a
Minerva bicycle frame. Later Jan Olieslagers
became the factory pilot and would be known as
the "devil from Antwerp". With the other Minerva
pilots, Flamand and Kuhling, he would win many
races in Belgium and abroad.
S. de Jong & Co. bought
the licence and started the production of all
parts needed to turn a Minerva bicyclette into a
Minerva motocyclette. Due to the reliability of
the clip-on engine, success was immediate.
The first Minervas were
supplied with a:
-172 cc (56 x 70) 3/4 hp.
3/4 hp
(56 x 70) 172 cc.
1901
By December 1900, bicycle
manufacturer Burrow-Strutt had equipped two of
their bicycles with the engine. Also in the
U.K., Bayliss Thomas (Excelsior) claimed the
honour of being the first to exhibit a complete
machine.
Later followed:
Humber, Royal Enfield, Quadrant, Triumph, BSA
and others in the U.K.
Gobron, Cottereau, Peugeot, ... in France.
Adler, Opel, and Seidel-Naumann in Germany.
Eysink, Simplex and Gazelle in the Netherlands.
Numerous combinations of local bicycle frames
and Minerva engine kits in Australia and other
territories and countries under English
influence.
The kit could be mounted on all bicycles frames,
having a height of 58 to 65 cm, without having
to adapt the frame or any other part of the
bicycle.
By the end of 1901 the
engine had a larger bore, was equipped with
larger valves, had a heavier flywheel and a
higher compression ratio. The 211 cc engine
developed now 1 1/2 hp. The engine was running
at 1500 rpm for a speed of about 30 km/h. The
maximum speed was about 50 km/h. The petrol
consumption was in the order of 3 litres per 100
km and you had to change oil every 25 to 30 km
when new and every 50 km when "every part is
well worked in". The 4 volt accumulator had to
be recharged preferably before the voltage
attained 3,75 volts. This had to be done at 3 to
4 amperes during 6 hours.
The 1901 production
consisted of:
-172 cc (56 x 70) 3/4 hp.
-211 cc (62 x 70) 1 1/2 hp.
1902
The production program for
1902 comprised:
- 211 cc (62 x 70) 1 1/2 hp.
- 232 cc (65 x 70) 1 3/4 hp.
- 269 cc (70 x 70) 2 hp.
- 331 cc (75 x 75) 2 1/2 hp.
All engines were "clamped
to the framing" (clip-on) and equipped with the
surface carburettor (see Mechanics). Only the 1 1/2 hp could be
equipped with a spray carburettor. The Phénix
carburettor was optional and of the "Panhard et
Levassor" type.
1902, 1
1/2 hp equipped with Phénix carburettor.
1903
At the end of 1902, Minerva
presented in London the new program for 1903. A
new engine of 239 cc (66 x 70) produced 2 hp
thanks to the two mechanically operated valves.
Minerva was one of the first to build engines
with both valves mechanically operated. Due to
the better filling of the gasses and hence the
lower engine temperatures, the cooling ribs at
the base of the cylinder were deleted.
A second new feature for
all Minerva models, was the spray carburettor.
The motorcycles could be ordered with the Phénix
carburettor or the usual surface carburettor.
The production program for
1903 comprised:
- 239 cc (66 x 70) 2 hp clip-on with both valves
mechanically operated .
- 331 cc (75 x 75) 2 1/2 hp clip-on still with
the atmospheric inlet valve.
- 232 cc (65 x 70) 1 3/4 hp single in frame with
the brand name "Romania".
Both the 2 hp and the 2 1/2
hp models were still bolted to the front down
pipe of the frame (clip-on). The inclined
position of the engine on the front down pipe
combined with the increasing power was the cause
of many frame ruptures.
The engine of
the Romania was mounted vertically in the frame,
most probably in an attempt to overcome the
above problem and in imitation of another
successful machine: the Werner motocyclette. The
Werner brothers were two Russian emigrées
settled in Paris and patented already in 1901
for what was to prove the logical engine
position: built into the bottom bracket location
of a pedal bicycle frame. Like the Romania
set-up, other constructors worked their way
around the patent with some different
variations.
the Romania motor 1 3/4
hp
still automatic inlet valve
1904
By 1904 all models had both
valves mechanically operated, were equipped with
Longuemare patented carburettors and had the
frame strengthened with an extra pipe under the
smaller "spirits reservoir". The surface
carburettor was still available for all models.
The English catalogue for
1904 showed the Minervas with three engine
types:
- 254 cc (68 x 70) 2 hp
- 345 cc (76 x 76) 2 3/4 hp
- 433 cc (82 x 82) 3 1/2 hp
These "could be had in six
standard varieties". Each engine could be
delivered "clamped to the frame" (clip-on) or
"in the vertical position" (single in frame).
The
1904, 2 3/4 hp.
A V-twin was developed for
racing. The bike produced 7 hp. Jan Olieslagers
participated, with this motorcycle, in the first
world championship for motocyclettes, organized
in Paris - Parc des Princes. He rode the 49 kg
bike at a maximum speed of just over 100 km/h
and ended first in the qualifying series. In the
finals, a broken crankshaft ended the race for
Minerva. See the "Racing"
page.
Cottereau - Minerva.
Courtesy Pierre Marvier.
1905
Minerva introduced the
V-twin for sale to the public. Also, from this
year on, all motorcycles were available with a
number of options and only as single in frame.
The clip-on had been deleted from the production
program.
1st option:
A two speed gear (no clutch) mounted on the
crankshaft, for the 2 3/4 hp models only. This
resulted in two external pulleys of same
diameter but with different rotating speeds. The
leather belt could, by means of a lever, slide
from one pulley to the other (see Mechanics).
2nd option:
Magneto instead of the trembler ignition. The
magneto was driven by a rod and mounted to the
front of the engine (see Mechanics).
3rd option:
Spring front forks (see Mechanics).
The catalogue for 1905
showed:
- 247 cc single (67 x 70) 2 hp.
- 345 cc single (76 x 76) 2 3/4 hp.
- 433 cc single (82 x 82) 3 1/2 hp.
- 577 cc V-twin (70 x 75) 4 1/2 hp.
1906
The production program for
1906 comprised:
- 262 cc single (69 x 70) 2 hp.
- 345 cc single (76 x 76) 2 3/4 hp.
- 433 cc single (82 x 82) 3 1/2 hp.
- 577 cc V-twin (70 x 75) 4 1/2 hp.
From the 3 options
presented in 1905, the two speed gear
disappeared from the catalogue.
Compare the 1905 - 2 hp
with the 1906 - 2 hp. The catalogues show
different bores for the same model. As from
1907, the bores for the 2 hp model will remain
consistent.
1907
- 254 cc single (68 x 70) 2
hp.
- 345 cc single (76 x 76) 2 3/4 hp.
- 433 cc single (82 x 82) 3 1/2 hp.
- 577 cc V-twin (70 x 75) 4 1/2 hp.
1908
The English catalogue for
1908, showed four models:
- 345 cc single (76 x 76) 2 3/4 hp.
- 433 cc single (82 x 82) 3 1/2 hp.
- 577 cc V-twin (70 x 75) 4 1/2 hp.
- 855 cc V-twin (80 x 85) 7-8 hp.
Minerva had abandoned the
square shaped petrol reservoirs for the
cylindrical (torpedo ended) tanks and changed
the Minerva-Longuemare carburettors for the G.
& A. carburettor with automatic air
adjustment.
In addition to above
models, the Dutch catalogues show still the 2 hp
models.
1909, single in frame with the new introduced
Bosch Ignition for the U.K. or the usual
Eisemann for The Netherlands.
1909
The Dutch catalogue for
that year still comprised:
-254 cc single (68 x 70) 2 hp.
-345 cc single (76 x 76) 2 3/4 hp.
-433 cc single (82 x 82) 3 1/2 hp.
-577 cc V-twin (70 x 75) 4 1/2 hp.
-855 cc V-twin (80 x 85) 7-8 hp.
The English catalogue
showed the same, except for the 2 hp. In the
Netherlands, one could still choose between
the magneto or battery and coil ignition.
1909, V-twin with the new introduced Bosch
Ignition for the U.K. or the usual Eisemann
for The Netherlands.
Since 1904 the production
of cars took gradually more of the factory
potential. Therefore, during the years 1904
till 1907, the production of motorcycles
decreased to a mere 1500 per year and in 1908
(1909 ?) the production of motorcycles was
stopped. A total of about 35.000 Minerva
Motorcycles left the factory. Ads indicate
that at least till 1910, Minerva Motorcycles
were sold.
1953
Under licence of the
Italian MV, Minerva produced a scooter. During
two or three years these scooters had some
success, but not the capacity to restart a
serious industrial program. The production of
the scooter was stopped and shortly after
(1958), all activities ceased.
150 cc,
two stroke engine - 9.5 hp
Courtesy Roger Depuydt.
MINERVA MOTORCYCLE PRODUCTION
THROUGH THE YEARS
(clicking above link will open the production
table)
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