Clyno

GB, 1922 – 1930

(1) Clyno Engineering Co (1922) Ltd, Wolverhampton, Staffs., 1922 – 1929

(2) R.H. Collier and Co Ltd, Birmingham, 1929 – 1930

The Clyno car was a nine years’ wonder on the British market. Deriving from a moribund motor cycle business, the Clyno marque rose to pre-eminence in the market in 1926, and as swiftly declined. The name originated with the inclined motorcycle belt pulleys which had been the Smith cousins’ first commercial venture. The early Clyno cars used a 1.368cc sv 4-cylinder Coventry-Climax engine, with two ball-race main bearings. A 3-speed gearbox was fitted on the end of the torque tube, and pivoted to a chassis cross-member. Aided by light weight, pleasant steering, sprightly performance and utter reliability, sales quickly outstripped other assembled marques. Improvements included the adoption of plain mian bearings in 1925, and half-elliptic front suspension, with 4-wheel brakes of efficient design as standard instead of as an optional extra, in 1926. Various styles were available, including a few sports versions and de luxe models Clyno known as Royals. Of the many component suppliers, it was perhaps only to the makers of the economical Cox Atmos carburetors that the Clyno concern remained faithful for all models.

Successfully rivalling the Morris Cowley, Clyno also made several efforts to establish a larger Clyno model to challenge the Oxford sales. In 1927 the old Clyno 10.8hp was lengthened, and the 3-bearing Clyno 12/28 version boosted. Generally, bodies were heavier, and the transmission was not immediately upgraded to match the added weight and power. Moreover, under the stress of expansion, production tolerances and inspection standards became a little lax. After a while the early reputation for reliability started to fade – just as a larger Clyno factory was coming into use.

In 1928 the main distributors and exporting agents, the Rootes organization, decided to concentrate on Hillmans and the like, and the early successes of the heavier Colonial models brought no lasting recompense. For 1928 the attractive Clyno radiator was changed, and the Clyno Nine was introduced. Bodies were skimped, and the 8.3hp engine breathed less rely than the public might have wished. A very Spartan version, the Clyno Century, was intended to sell at not much over £100, but merely succeeded in giving a disastrous image to a basically sound little Clyno car that stopped and handled in true Clyno fashion. Bodies on the larger cars, by now also mostly fabric, tended to become too expensive – with the Clyno 12/35 Olympic saloon the firm sought to reach well above their customary market. When, in 1929, the Clyno 10.8hp was finally pensioned off, the last links with the policies of 1926, when sales of this model alone passed 11.000, appeared to have been severed.

In 1929 the Clyno firm was still experimenting with larger cars, and a straight 8-cylinder prototype was made. All these factors, combining with the trade recession, caused the fall of the always under-capitalized Clyno company. Inevitably a few cars (Clyno 12/35) were assembled by the successors. AJS also took over some copyrights, and although their Nine bore no similarity with actual Clyno models, it was said to have been derived from these Clyno patents – certainly A.G. Booth had been concerned with both design teams. A Birmingham engineering firm perpetuated the name of Clyno on various products for several years.

Source: Georgano, encyclopedia of motorcar; DF

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