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The Ner-A-Car – This Was The Weirdest Motorcycle Of The 1920s

The Ner-A-Car, or Neracar as it was known in England, still holds the record as the most prolifically produced motorcycle with hub center steering ever built – beating both the Yamaha GTS1000 and the Bimota Tesi by quite a margin.

The Ner-A-Car is a motorcycle that was designed in the late 1910s as though motorcycles had never been invented. It has a pressed-steel perimeter frame chassis, hub-center steering, and an unusual friction drive transmission that acted almost like a semi-automatic gearbox.

Fast Facts – The Ner-A-Car

Despite its offbeat looks the Ner-A-Car proved a popular motorcycle in its day, selling 16,500 units in total, with many sales being made to newly independent women.
The Ner-A-Car won several medals for reliability in long distance road trials, and Erwin “Cannonball” Baker rode one from Staten Island in New York, to Los Angeles in California, in 1922.
Power is provided by a 221cc two-stroke, single-cylinder engine producing 2.5 hp, and the top speed is 35 mph. Some other engines were used in the UK-built examples.
With its hub-center steering, low-slung pressed-steel chassis, ample fenders for protection from road grime, and extremely easy operation, the Ner-A-Car really was Nearly A Car.

The Ner-A-Car

The name of this unusual motorcycle is a portmanteau with a double meaning, it’s supposed to sound like “Near A Car” but it’s also a play on the designer’s name Carl Neracher.

The Ner-A-Car was famous for being so stable it could be ridden without touching the handlebars – a feature that was popular with more daring owners.

Neracher developed the prototype of the Ner-A-Car in the late 1910s to address a number of shortcomings he saw in then-modern motorcycle design.

His goal was to create a motorcycle that was as comfortable and easy to use as an automobile, it had to be easy to operate, it needed to be suitable for use by both genders, it needed to be much cheaper than a car, and it needed to protect the rider from the dirt, mud, grime, and soot that covered many of the roads in America at the time.

The design he came up with was unique, with some influences from earlier motorcycles like the hub-centre steering that had been introduced on Tooley’s Patent Bi-Car of 1904, and the pressed-steel chassis of the Militaire Autocycle of 1911.

That low-slung chassis and engine gave the Ner-A-Car a low center of gravity and excellent stability, this combined with the hub-center steering made the bike so stable it could be ridden by a person kneeling on the seat with their hands hand-cuffed behind their back – a feat that was used to demonstrate the safety of the Ner-A-Car’s design.

An image of Erwin “Cannonball” Baker after arriving in Los Angles from New York after a trip of 174 hours and one minute on his Ner-A-Car. The image on the right shows a cutaway view of the Ner-A-Car’s drivetrain and controls.

“I have ridden a lot of fine handling motorcycles in my day, but I NEVER RODE ANYTHING that would come so near to steering itself as a Neracar. A popular demonstration of this Neracar by dealers and salesmen who sold it was to stand up on the footboards, ride it over rough roads, with hands behind their backs.”

“I have pictures of Neracar riders standing in the saddle, other kneeling on the saddle with their hands locked in handcuffs.” – Erwin “Cannonball” Baker via The Vintagent

Erwin “Cannonball” Baker rode a Ner-A-Car from Staten Island, New York, to Los Angeles, California, in 1922. The journey of 3,364.4 miles took him 174 hours and one minute to complete, with operating costs totaling $15.70 or $259.75 in 2021 dollars.

Baker was so impressed with the design he later started his own Ner-A-Car dealership in Los Angeles.

Interestingly the Ner-A-Car entered production in England before it entered production in the United States, as the Sheffield-Simplex company licensed the design and built it from 1921 until 1926 with approximately 6,500 made. Later in 1921 the motorcycle would enter production in the USA, remaining in production until 1927 with over 10,000 units built.

The ample front and rear fenders were designed to protect the rider from the mud, dust, and debris that was regularly encountered on the primarily unsealed roads in use in the United States at the time.

There can be little doubt that the Ner-A-Car was the strangest looking mass production motorcycle of the 1920s on either side of the Atlantic, but its strange looks were underpinned by some remarkable engineering, and things parts like its perimeter frame and hub-center steering would come back into vogue many decades later.

The Ner-A-Car Shown Here

The Ner-A-Car you see here is a 1921 model from the first year of production. This restored example is one of the American-built bikes and it’s presented today in excellent original condition right down to the white tires and the graphics on the side of the under-seat fuel tank.

We only rarely see these come up for public sale and it’s not known exactly how many of the original 16,500+ original Ner-A-Cars still exist – though it’s fair to say it’s only a fraction of that number.

This example is due to cross the auction block with Mecum at the Las Vegas Motorcycle Auction in January 2022. At the time of writing there’s no price guide listed. If you’d like to read more about it or register to bid you can click here to visit the listing.

Images courtesy of Mecum

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The Peel P50 – The World’s Smallest Production Car Made Famous By Jeremy Clarkson

The Peel P50 was originally released in 1962 and sold until 1965, but it was put back into production in 2011 and it’s been in production ever since. Amazingly the little P50 is 100% road-legal in both the United Kingdom and the United States.

In 2010 the Guinness Book Of World Records recognized the P50 as “the world’s smallest production car,” but it’s probably most famous for the fact that Jeremy Clarkson drove on around the BBC offices in a 2007 episode of Top Gear.

Fast Facts – The Peel P50

The Peel P50 is one of the most famous microcars in the world thanks to both its inclusion in the Guinness Book Of World Records as the world’s smallest production car and for its appearance on Top Gear being driven by Jeremy Clarkson.
When it was released in 1962 the first version was powered by a 49cc DKW single-cylinder engine capable of 37 mph (60 km/h) and it was marketed as being able to accommodate one person and one bag of shopping.
The Peel P50 was produced by the Peel Engineering Company on the Isle of Man who also produced the slightly larger Peel Trident microcar.
In 2011 both the P50 and Trident were brought back into production by Peel Engineering with both petrol and electric versions offered.

The Peel P50 – The Smallest Production Car In History

In the automotive world there’s much attention paid to world records – which car is the fastest, which is the most powerful or the most expensive, which has the quickest lap time around the Nurburgring or which has the quickest 1/4 mile time.

Above Video: This 2007 clip from Top Gear made the Peel P50 famous to an entirely new generation of viewers.

The Peel P50 is more interested in the other end of the world record club, it’s well known that it’s the smallest production car in world history but it’s also one of the slowest, one of the least powerful, and one of the most fuel efficient cars of its era – with 100+ mpg being entirely attainable.

Peel P50 – Specifications

There are two primary generations of the P50, the original cars from the 1960s and the modern cars that have been built since 2011. Both look almost identical from the outside, it’s not until you look inside or look at the engine that you’re likely to start seeing the differences.

The original cars are powered by an air-cooled 49cc DKW single-cylinder engine mounted to the right side and there’s a small cutaway in the body to ensure it gets adequate cooling. The top speed is 37 mph (60 km/h) and owner’s have reported achieving 100+ mpg.

The modern version of the Peel P50 was originally released with three options, Gas, Eco and Fun. This was changed to Petrol or Electric soon after launch to simplify the product line.

The interior is incredibly spartan with just two pedals, a steering wheel, a shifter, and a speedometer to keep you company.

The petrol version is powered by a 49cc four-stroke engine and the electric model uses an electric moped motor combined with gelled-electrolyte batteries. The top speed of both cars is approximately 28 mph (45 km/h).

The P50 measures in at 54 inches (1,372 mm) long and 39 inches (991 mm) wide, with a curb weight of 59 kilograms (130 lbs).

The body is of fiberglass monocoque construction, with the suspension and other parts bolted directly onto it. In the modern version there’s two pedals, a steering wheel, a shifter, and a speedometer – though it’s unlikely you’ll ever receive a speeding ticket.

The Peel P50 Shown Here

The car you see here is one of the modern production versions, in fact it’s a 2021 model that has just 521 miles on the odometer. The listing explains that it has been dry stored in a heated garage and exceptionally well cared for.

It’s finished in blue which is the same color as the model driven by Clarkson in that famous Top Gear episode, which ensures you’ll have no small amount of fun recreating the scene.

This P50 is currently being offered for sale through live auction on Car and Classic, at the time of writing there are a few days left to bid. If you’d like to read more about it or register to bid you can click here to visit the listing.

Images courtesy of Car and Classic

The post The Peel P50 – The World’s Smallest Production Car Made Famous By Jeremy Clarkson appeared first on Silodrome.

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A Visit To The 2021 Goodwood Members Meeting With Freddie Mycock

This article was written by Freddie Mycock, a British writer and photographer, about his recent experience attending the Goodwood Members Meeting.

Historic engines let off belligerent smoky belches, blending a heady scent of fuel and engine grease with the autumnal smells of fallen wet leaves and earth soaked by English rain. Caught through the trees are exciting glimpses of the automotive engineering and design marvels of the 78th Annual Goodwood Members Meeting.

Hidden along picturesque rural lanes not far from Chichester, Goodwood is a country estate like no other. Most famous for motor racing, of course, it also hosts horse racing, the Eroica Britannia vintage cycling event and a flying school.

The Goodwood Festival of Speed and Goodwood Revival motor racing events are both open to the public and blend a quirky passion for classic motorcar engineering with the quintessentially British glamour associated with the Duke of Richmond’s country home. The Members’ Meeting is only available to those who are part of the Goodwood Road Racing Club and it holds its own unique charm.

Freddie Mycock Goodwood Members Meeting 1

The Club is home to some of the most important cars in motorsport. It includes new production car entrants like the Gordon Murray T50, which launched on the day, and the racing is of the finest, most action-packed quality.

It could be argued that the standard of racing at the members’ meeting is of a higher form than the other Goodwood events, and drivers push their cars and themselves to the limit.

“There’s no question, this is an absolute jewel in the UK. There’s something for everyone here,” says David Coulthard, thirteen-time F1 winner during 1994-2008.

Entering the Members’ meeting is an overwhelming, immersive experience hitting all senses simultaneously. You are greeted with a cacophony of competing engine sounds: the hoarse, throaty five-cylinder snarl of an Audi Quattro S1, the percussive heavy machinegun sound of a stocky pre-war engine starting up – hitting not just your ear drums but your whole chest!

Freddie Mycock Goodwood Members Meeting 15

Your nose is woken by the smell of high-octane fuel, burning rubber and trackside bacon fry-ups. There’s a strong sense of purpose on the faces of artisan mechanics as they hurry past purposefully in oily overalls, grimy hands brandishing ancient hand tools alongside state-of-the-art technology.

People happily make their way to the trackside for the next race while others admire the cars on display around the outside of the track.

Unlike the Revival and Festival of Speed events this offers far better access as a member, allowing visitors to get close to all the vehicles. Here are drivers and mechanics, owners and fans all congregated around the precious assemblages – from alloys and exotic composites to hand beaten steel panels trimmed with vintage leather.

Freddie Mycock Goodwood Members Meeting 9

This automotive Aladdin’s Cave has something for every petrol head, whether it is shed-built single-seaters, retro tin-tops, Grand Prix legends, historic two-wheeled TT icons or the very latest examples of luxury automotive engineering like the show-stealing T.50 from Gordon Murray Automotive. But being around the pre-war cars in the paddock is an experience like no other.

The gritty, greasy texture of the carbon residue left by exhaust smoke on their body panels evokes an almost coal mine-like feeling.

My Sunday highlights were many and varied:

The Gordon Murray T50 demonstration – for the privilege of being among the first to witness something new. Seeing first-hand the McLaren MP4/6 that Ayrton Senna drove in 1991 – and to hear the swarm of hornets released by its V12 engine as it was driven by his nephew, Bruno Senna.

Freddie Mycock Goodwood Members Meeting 18

Watching a Ford Capri and Mustang fight it out for first place in the Gerry Marshal trophy. The raw brutish growls of the pre-war cars starting up for the afternoon sprint with a most incredible selection of classic rally cars, or the Hailwood trophy with classic bikes from the +1970s and 80s making their moves on what felt like every corner.

The battle for the Gurney Cup between rival GT40s. And of course seeing the capricious Beast of Turin with its 28 litre 4-cylinder engine, unofficially the world’s fastest car in 1913.

There is no break between races – once one is over, the next begins. Driving is precise, aggressive and tremendously entertaining. Special mentions must go to Jake Hill and Craig Davies battling it out lap after lap, Sam Hancock coming in second from a start in the pits, and Hughey Walker losing it while overtaking Ben Collins on the last lap.

Relentless masterclasses in heart and excellence, accentuated for the final race by the low orange sunset sharply illuminating the contestants, creating a poignant ambience at the end of a most memorable day.

The Members meeting is a phenomenal event, offering visitors the chance to see racing cars that are very rarely seen in person, let alone dashing flat out around a circuit.

This year’s event was postponed to October for obvious reasons, but next year’s Members’ meeting will go back to its normal springtime slot on 9th – 10th of April 2022. We look forward to a gasoline culture filled spring weekend then.

Follow Freddie Mycock on Instagram here.