1948-1957
© Compiled 'in the last century' by
René Saner (CH) & Johan Spiertz (NL)
© Re-compiled in 2019 with additions (v3.1)
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| Introduction | INDEX |
The Swiss VéloSoleX was first assembled -but soon afterwards produced- at the Hispano-Suiza factory of Vernier near Geneva from 1948 until 1957. Only the legendary and very strong 'swan-neck' -shape frames were delivered during these years.
Around 1958 this Hispano-Suiza VéloSoleX was replaced by the VéloSoleX (non-'swan-neck'-type) models imported from France.
The luggage-carrier was made from 4mm wire with a rectangular toolbox at the end. It is similar to the French ones found on 26" frames but now with an additional specific clip being a fixed part of the luggage-carrier (to secure transported objects).
All engines had comb-shape (deflection-type) pistons with cylinder volume originally 45cc and later 49cc.
Soon after the introduction in Switzerland, most parts were genuine Swiss-made.
In 1949 Hispano-Suiza had already 74 sub-contractors to help producing this VéloSolex.
HS part-numbers always contain 6 digits and start with "510", the following 3 digits correspond with the same 3 digits used in the French VéloSoleX nomenclatura.
Die-casted parts of the engine like crankcase, cylinder-head, ignition-plate and fuel-pump are often marked with the producer's name 'Bühler' (starting with the 2nd generation of the HS VéloSoleX and ending during the 4th generation).
(outside) | (inside) |
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(bottom) | |
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Bühler 6150-1 | |
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Bühler 6156-2 | |
The complete engine numbers and the complete frame numbers from Hispano-Suiza always start with the letters 'HS'
So if you can identify such 'HS' numbers on you own VéloSoleX it should be a real (and rather rare) Hispano-Suiza VéloSoleX !
However, some restauration projects used French engines or crankcases (without the starting HS identification).
| The company Hispano-Suiza | INDEX |
Hispano-Suiza, known by many people because of their rich history of luxury cars, dates back from 1898.
Concise overview of the company-start (details from wiki.fr for the period 1898-1904):
¨La Compañía General Española de Coches Automóviles Emilio de la Cuadra, Sociedad en Comandita¨, was founded in 1898.
They employed the Swiss engineer Marc Birkigt in 1899, but soon afterwards the company went bankrupt (1901).
In the following year 1902, José María Castro Fernández, together with Marc Birkigt, founded a new company named ¨J. Castro, Sociedad en Comandita, Fábrica Hispano-Suiza de Automóviles¨ to continue the production of luxury cars.
Again in 1904 the business broke down and had to
be re-financed by Damià Mateu i Bisa and Francisco Seix Zaya. A new company in Barcelona with Damià Mateu i Bisa as president, Francisco Seix Zaya as vice-président and Marc Birkigt as technical director was called:
« La Hispano-Suiza Fábrica de Automoviles SA »
Soon afterwards this company was so successful that also a French subsidiary was opened in 1911.
From these activities we may assume the start of the relationship between the companies Solex (Marcel Mennesson & Félix Goudard) and Hispano-Suiza (Marc Birkigt), which consisted of supplies of Solex radiators and carburetors to Hispano-Suiza.
During the Spanish civil-war (1936-1939), Marc Birkigt left Spain. Back in Geneva he founded in 1938 the ¨Hispano-Suiza (Suisse) S.A.¨
The idea of Marc Birkigt to start the production of the Hispano-Suiza VéloSoleX in Geneva 1948 was also meant to improve diversification (from the
dominating focus on military production since the second world war).
Hispano-Suiza used the Vernier factory near Geneva for it's VéloSoleX activities:
His son Louis Birkigt, now being the main family-owner of the ¨Hispano-Suiza (Suisse) S.A.¨, took over until selling his company in the seventies to Oerlikon-Bührle and partly to Sulzer. Premises in Geneva were finally completely closed in the mid-eighties.
| 1949: a critical year for the Hispano-Suiza VéloSoleX | INDEX |
Hard to imagine what was required in 1949 to use a VéloSoleX in Switzerland...
- Being 18 years old
- Driver´s license like for heavy motorcycles
- License plates in front and at the back (although it was not needed to mount the plate in the front)
- A speedometer (but you could apparently register your VéloSoleX without this)
- However, in detail this looks like quite a bit more complicated.... (partly based on the Swiss regulations from 6 August 1947 and those regulations from the 30-ties where ¨cycles with auxiliary-engines were still unknown).
The Hispano-Suiza company in Geneva knew that these regulations in Switzerland had to be changed as soon as possible.
Otherwise the market for the VéloSoleX in Switzerland would have no chance at all.
Arguments that the Hispano-Suiza company in Geneva put forward to the authorities:
- Main point was their very difficult economical situation: being focussed on light-arms production, they suffered from an embargo to export. Internal demand from the Swiss army was far insufficient after the second world-war. They desperately needed ¨peace-products¨.
- A substantial amount of money was already invested to set up the production of the VéloSoleX and Hispano-Suiza had engaged 74 sub-contractors all over the country. Employment advantages were substantial.
- They refered to France, Italy and Holland, being very successful VéloSoleX-countries, who had already changed their regulations in this context.
- At the same time, they mentioned statistics from the city of Paris showing that the VéloSoleX-users were one of the most careful drivers with the lowest accident-rate....
- Since VéloSoleX-owners from these countries were not allowed to enter Switzerland either, this could become a constraint for the Swiss tourist-industry.
So the Hispano-Suiza company decided to start influencing and convincing the Swiss authorities in Bern: In summary their considerations and conclusions: .
(Earlier they had tried to discuss these matters with Swiss police authorities, but that was no success at all ...)
| Correspondence from Hispano-Suiza with the Swiss authorities |
to the Swiss Authorities 4-5-1949 | to the Swiss Authorities 27-5-1949 |
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08 09 10 11 12 13 14 | |
Hispano-Suiza in Geneva | Report signed by the VéloSoleX manager |
INDEX
to the Swiss Authorities 8-7-1949 | |
in August 1949 | |
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04 05 | |
Hispano-Suiza in Geneva |
INDEX
for new legislation ¨auxiliary engines¨ 27-12-1949 (in German) | for new legislation ¨auxiliary engines¨ 27-12-1949 (in French) |
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04 05 06 | 04 05 06 |
INDEX
for a ¨50cc maximum speed¨ 6-1-1950 | Hispano-Suiza 13-3-1950 |
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| VéloSoleX Hispano-Suiza exhibited at the Geneva-fair 1949 | INDEX |
1949
Published in the ¨Van der Heem¨
company-letter nr. 223
Text in Dutch: ¨..... even in this mountain-country there appears to be a market for the Solex.....¨
In a the Hispano-Suiza papers we found the comment that there was also a test-circuit at this Geneva-fair in 1949 where ¨thousands of people, both man and woman, from 12 till 70¨ tested the VéloSoleX and learned to use it in a correct way within 30 seconds !
Remark: 70 years later, Hispano-Suiza was presenting again at the Geneva-fair in March 2019 it´s capabilities to their world of wealthy admirers....
| Homologation for the Hispano-Suiza VéloSoleX | INDEX |
From these documents we might conclude that the 45cc production was replaced by the 49cc version at engine-number 14251 and further that the Hispano-Suiza VéloSoleX production was (apparently) completely finished at engine-number 14750
Homologation of the HS-VéloSoleX
with 45cc engine: number 254
(Typenschein / Bordereau Type / Certificato tipo)
Homologation of the HS-VéloSoleX
with 49cc engine: number 1788
(Typenschein / Bordereau Type / Certificato tipo)
This might bring us to the conclusion that the production of the Hispano-Suiza VeloSoleX continued after 1957. But such conclusion would be completely wrong ! The official Geneva state-archives confirm the end of the production in 1957 (Ref: etat.geneve.ch/)
An explanation could be rather simple: the production-level of the Hispano-Suiza VeloSoleX in Geneva was far above the demand in the late 50-ties. So there was a surplus of them still available for selling to the Swiss customers until the early 60-ties) ! Apparently there is a rumour in the city of Geneva that the excess stock of engines have been thrown in the lake of Geneva......
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1st generation (45cc) HS-VéloSoleX 1948 - 1950 Engine-numbers HS 1 - HS 2.200 | INDEX |
- Like all later HS-generations, also the first Swiss VéloSoleX can be distinguished by a prominent text on the central frame-tube:
"VéloSoleX Fabriqué par HISPANO-SUIZA (Suisse) S.A. Genève"
later, the SIVAM S.A. entity was replaced by SOVEDI S.A. (Vente et distribution en Suisse du VéloSoleX).
Characteristics for the 1st generation HS-VéloSoleX:
-
The letters 'HS' (in front of the engine-number)
have been
'stamped' in the French-made crankcase
(like the letter 'H' in Holland for the oldest assembled engines in 1948 by Van der Heem in The Hague) - All engine-parts were imported from France, the engine was assembled in Geneva
- From the start, some of the 26" 'Swan-neck' frame-parts applied in Switzerland were slightly different from the French versions (e.g. less flatter mudgards). Unknown which frame-parts were imported.
- 45cc two-stroke engine, stroke-bore ratio 40 x 38
- deflection-type ('comb-shape') piston
- external transfer-ports in cylinder are closed by a 'Zamac' (=aluminum-alloy) cover
- cylinder with external gas-transmission (it's the one at the left")
- cylinder-head fixed with 3 bolts (it's the one at the left with the large holes)
- spark-plug mounted vertically on cylinder-head covered by a black isolation:
- 'peppertin'-shape air filter above carburetor ('carburateur à cloche') it's the lower one at the right side:
- carburetor with 4mm venturi, the air-slide controller points to the driver (it's the one on top)
- no engine-cover (fixed on fuel-pump) yet
- zamac exhaust-manifold with steel connection-pipe towards exhaust
- not yet a ‘grease-pot' (boîte à graisse) on top of the crankcase
- French ignition-base with metal-plate around Zamac-center
- French (black-coloured) lighting and ignition-coils 'SEV'-brand
- French aluminum flywheel-cover fixed with two closing screws (it's the cover and the ignition at the left):
- crankcase-cover fixed with 5 bolts (it's the one at the left):
- non-metal fuel-cap with 'riffeling' in black (at the right, the one at the left is the metal fuel-cap in gray as used in France and Holland).
- snap-system at the leftside of the engine to separate the engine from the front wheel (left side on the picture)
- steel exhaust-tailpipe connected with an aluminium pot and aluminium part to the cylinder
- large 55mm diameter (carborundum) drive-roll (it's the one on top):
- text on crankcase (in driving direction) :
- 26" swan-neck frame with a fixed installed clip at the luggage-carrier and a toolbox at the rear.
- the frame has at the rear (left side) a fixed installed lock "ML"-brand or 'Hebie'-brand:
- Hispano-Suiza stamped the framenumber into the key-holder
- keys can get lost, but your nearest dealer might be able to help you....
- "ML" replacement lock also available separate:
- advertisement from the competitor Hebie:
- 'Lucifer'-brand chrome head-light with inscription "VéloSoleX' on top
- black soft grip (rare if it has survived until now.)
-
comfortable
'brown-colour Viktor Raetzer'-brandblack-colour saddle with 3 springs, text: 'VeloSoleX' at the back. This saddle is broader and a bit more flat than the regular French ones. Thr two springs at the back are "twisted"
- westwood-type chrome-plated rim 650x38B (i.e. lower 'chapeau gendarme' dome-shape than French ones 650x45B) with 36 spokes (2.2mm) from Swiss-production 'Drahtwerke Biel'
- wheel-hubs have inscription „EDCO“ (= 'Edouard Dubied & Co' in Couvet / Val de Travers).
-
Bull cord 650 x 45B tyres from the Dätwyler company in Altdorf (written on the packing: "Travail Suisse conscientieux / Zuverlässige Schweizer Arbeit").
Text on the black tyre:
TYPE VéloSoleX
BULL CORD
FABRICATION SUISSE
650B Dätwyler
- rear-light is regular French-made 'Soubitez'-brand, tiny aluminum housing with small red plastic cover, no rear-reflector
-
small rectangular toolbox at the end of the luggage-carrier
- like the French VéloSoleX, decoration of all frame-parts with hand-painted red & white coloured lines
- apparently with a "VéloSoleX"-bell, we have not seen it "in the wild" so far. Who could send photos ?
- bicycle-type airpump at the luggage carrier (right side)
- solid parking-stand (aluminium die-cast). It seemed to be a standard delivery, not just an option.
- option: spare fuel-tank in a triangular-shape with brass-metal cap for mounting at the left side of the luggage-carrier (rather rare !)
- option: ¨VK-brand¨-speedometer. we received remarks that this accessory
(mentioned in our first versions) had nothing to do with the VéloSoleX.
However, we learned that this speedometer was a formal obligation in Swiss legislation during the late 40-ties for any motor-cylce, including the VéloSoleX ! - this professional ¨VK-brand¨-speedometer. was produced by the Swiss wrist-watch manufacturer Heloïsa in Lengnau/Longeau (Canton Berne). Typical Swiss service: an extensive catalogue with spare-parts was made avalaible too:
- recently a brand-new ¨VK¨-speedometer. was offered (for a very nice-price) in the Dutch marketplace, however, we reacted too slow....
- since this first generation HS-VéloSoleX did not have an engine lifter yet, sometimes a rare accessory was used to connect the engine to the front wheel and lifting again the engine after finishing the ride: "the basculex"
"the basculex" was mounted with 2 special bolts on top of the cylinderhead. with a steelwire it could be connected with the existing snap system at the left below the flywheel (we still have a few new wires available.. .)
- dealers were advised to only use spark-plugs "V 36 A" for VéloSoleX from SEV Marchal
- instead of French engine parts, most parts are now Swiss made, including the crankcase. The letters 'HS' (in front of the engine-number) have been 'die-casted' as part of this 'Swiss-made' crankcase from 'Bühler'.
- the 'Zamac' (zinc/aluminium-alloy) engine-parts are now produced by the Bühler company.
the name 'Bühler' is amost always visible on such parts, even on the smallest parts like the fuel-pump elements.
(Also in Holland the company Van der Heem started with such own production for the Dutch Solex in the same period). - ignition-base now Swiss made with gold-brown lighting- and ignition-coils
- another model aluminium flywheel-cover, now fixed with only one screw
(like those applied in Holland) - flywheel is now Swiss made with part number 510 566l
- better carburettor with a 7mm venturi (air-slide controller points to the right now):l
- slightly different airfilter-cap (for generation 2 & 3):
- engine-lifter on top of the engine instead the of snap-system at the leftside. The Swiss engine-lifter has a somewhat broader knob. We happened to find such a 'prototype' engine-lifter designed in Geneva (picture in the middle).
- after introduction of the engine-lifter, the engine-support as shown in the middle was used:
- engine is now covered by a metal-plate attached to the fuel-pump with the name "SoleX" on it:
- writing on crankcase (opposite driving direction):
-
smaller 24" size 'swan-neck'-frame instead of the larger 26" size
First remark: from a newspaper advertisement we learned that the change from 26" models to 24" models took place in April 1952 (not1953). The 'old' 26"-models were still available for 697 Swiss Francs but for the 'new' 24"-model you would have to pay 740 Swiss Francs (6% plus !), quite a lot of money those days.....
Second remark: In our collection we have the frame-numbers HS 11.198 (for a 26" frame) and HS 11.817 (for a 24" frame). So we may conclude that the transition from 26" to 24" took place somewhere around frame-number HS 11.500 (+/- 300). - 600x38B Westwood-type (non-flat) chromium steel-rim with 36 (not regular 32) 2.2mm spokes. This so called 'Chapeau Gendarme'-type rim is flatter (!) than those 600x45B rims applied in Holland by Stokvis / Van der Heem. (The French 24" Solex has flat-type rims)
- 600 x 42B tyres (not 'regular' 600 x 45B like in France or like in Holland 24 x 1-1/2 x 1-3/4 or 24 x 1-1/2 x 1-5/8) various brands: originally delivered with 'Dätwyler Bull Cord 600 x 42B', with text 'VéloSoleX', but also with 'Maloja-Cyclomoto'
- stronger black grip (that almost always survived until now.)
- however, David Cunier reported us that he found a similar grip on his 3rd-generation HS VéloSoleX but in brown colour and with the name "VéloSoleX" on it:
- steel exhaust-pot to replace aluminum casting (it is the one at the right):
- larger rear-light with reflector in aluminium-cover 'Soubitez'-brand
- 47mm drive-roll
- crankcase-cover (now with 8 bolts instead of 5 bolts (it is the one at the right):
- slightly different ignition-coil (it's the one at the right with the "Dutch-type" of connection):
- slightly different stator-base: now you can reach the engine-guiding side-plate to adjust without detaching the stator-base first (see small aluminium plug in the picture below):
- crankcase with a 'grease-pot' (boîte à graisse) on top, text on crankcase (in driving direction):
- 49cc two-stroke engine with stroke-bore ratio 40 x 39.5
- still with deflection-type ('comb' -shape) piston and a cylinder with external transfer ports (it is the one at the right):
- flat 'key-hole'-shape air filter with inscription 'DEPART' (it is the one left side):
- totally new type of carburettor with better performance (it's the one at the right):
- spark-plug mounted diagonally in front of the cylinder-head:
- cylinder-head now fixed with 4 bolts instead of 3 (it's the one at the right)
- 45mm drive-roll (it's the one below):
- no ‘grease-pot' (boîte à graisse) anymore on top of the crankcase
-
text on crankcase (in driving direction):
- writing on crankcase (opposite driving direction):
-
cylinder-head with large
24mmSW26 (thread M18x1.5mm) spark-plug, instead of regular18mmSW21 (thread M14x1.25mm):
(merci David M.)
-
crankshaft consisting of two parts
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ignition with red "SEV"-coils and condensor on top:
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carburettor with an extra (oil-mixture and/or 25% alcohol) fuel-adjusting screw:
-
large Ducellier aluminium head-lamp:
-
closed aluminium exhaust-pot:
- VéloSoleX
(in a 'half circle on top)
Moteur 45cc
BREVETÉ FRANCE S.G.D.G.
ET ETRANGER
N° HS xxxx
MADE IN FRANCE
(in a 'half circle' below)
(Letters 'HS' stamped in crankcase)
(unfortunately almost all of these head-lights today have a cracked housing....... but the good news: you can have repaired it, however you may have to participate in your local lottery-system for funding it first)
better alternative: you could have been (or you are ?) the lucky owner of this brand-new Lucifer VéloSoleX head-lamp offered in the Swiss marketplace Ricardo....
Note: regular Michelin 650B tyres mostly don't fit very well at these rims (too loose - be careful when trying, you might miss some front-teeth afterwards... we're not responsible anyway).
|
2nd generation (45cc) HS-VéloSoleX 1950 - 1952 Engine-numbers HS 2.200 - HS 11.499 | INDEX |
- Main characteristics:
(it is the ignition coil at the left with the "French"-type of connection)
(It is the ignition and ignition-cap at the right)
SOLEX
MOTEUR 45cc
LICENCE SACEM-Bte S.G.D.G.
N° HS xxxx
(Letters 'HS' die-casted as part of the crankcase)
|
3rd generation (45cc) HS-VéloSoleX 1952 - 1955 Engine-numbers HS 11.500 - HS 14.250 | INDEX |
changes versus previous model:
BREVETÉ S.G.D.G.
- BRITISH PATENTS
PAT D 2440483
U.S.A. 2351992
OTHERS PENDING
SOLEX
Moteur 45cc
N° HS yyyyy
|
4th generation (49cc) HS-VéloSoleX 1955 - 1957 Engine-numbers HS 14.251 - HS 17.000 | INDEX |
changes versus previous type:
- SOLEX
Moteur 49cc
N° HS zzzzz
- BREVETÉ S.G.D.G.
BRITISH PATENTS
PAT D 2440483
U.S.A. 2351992
OTHERS PENDING
DESIGN PATENTS
| HS-VéloSoleX Documentation | INDEX |
Hispano-Suiza VéloSoleX publicity material for dealers
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Hispano-Suiza VéloSoleX publicity material for customers
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with photo of the Hispano-Suiza factory in Geneva and a story about Alwin Reithaar)  | "2x SOLEXINE" Holland, Spain, Denmark and Switzerland  |
INDEX
(49cc) introduced in 1955  | Leaflet for the new 330-model  indication of the frame-number location |
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Change from 26" to 24" frames in April 1952 |
INDEX
(8/20h = "V" 4/16h = X)  l´Automobile 1955" . | 
report 23-3-1955 Moto Sport nr 6 |
INDEX
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| A remarkable VéloSolex journey from Alwin Reithaar in 1950 | INDEX |
(click on thumbnails to enlarge)
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5.000km from 15.000km had been achieved already at the moment that this newspaper advertisement was published early 1950. The remark "sans panne" can be seen different after having read the notebook of Alwin..... While he was sending positive reports to Geneva, at the same time, the letters to his brother presented a quite different view on the experiences regarding his VéloSoleX.
Remark: Alwin Reithaar, having used a first generation HS VéloSoleX with engine number 2155, enables us to correct our previous 'estimate' of the 1st generation production numbers, from HS 1 - 2000, into a new 'educated estimate' of HS 1 - 2200
Alwin Reithaar passed away in october 2018 at the sacred age of 96. Thank you Alwin for your amazing stories, photos, documents and trust !
| Examples | INDEX |
The 4 generations of the Hispano-Suiza VéloSoleX are shown in the next examples
Example Generation-1
| INDEX |
 102 |  103 |
 104 |  105 |
Example Generation-2
| INDEX |
 202 |  203 |
 204 |  205 |
Example Generation-3
| INDEX |
 302 |  303 |
 304 |  305 |
Example Generation-4
| INDEX |
 402 |  403 |
 404 |  405 |
We are always interested to receive information about your HS-VéloSoleX (like photos, documents or publicity). Currently we are trying to compile a list of engine- and frame-numbers (only accessible for owners who have transmitted such information). Later, this list could be completed with other details: 
HS-list
Mir si immer dra interessiert Informazione über Ihri HS-VeloSolex z'übercho (wie Fotos, Dokumãnt oder Wärbig). Zur Zyt versueche mir ä Ufstellig mit Motor u Rahmenummere zäme z' stelle (nume für Bsitzer zugänglich, die setigi Informazione übermittlet hei). Später cha di Ufstellig mit andere Details vervollständigt wärde: Ufstellig
Wir sind immer daran interessiert, Informationen über Ihre HS-VéloSoleX zu erhalten (wie Fotos, Dokumente oder Werbung). Derzeit versuchen wir, eine Liste mit Motor- und Rahmennummern zusammenzustellen (nur für Besitzer zugänglich, die solche Informationen übermittelt haben). Später könnte diese Liste mit anderen Details vervollständigt werden: HS-Liste
Nous sommes toujours intéressés à recevoir des informations sur votre HS-VéloSoleX (comme des photos, documents ou publicité). Nous essayons actuellement de dresser une liste avec les numéros de moteur et de cadre (accessible uniquement aux propriétaires ayant transmis ces informations). Plus tard, cette liste pourrait être complétée par d'autres détails: HS-liste
Siamo sempre interessati a ricevere informazioni sul suo HS-VéloSoleX (come fotos, documenti o pubblicità). Attualmente stiamo cercando di compilare un elènco di motore- e telàio-numeros (accessibile solo per i proprietari che hanno trasmesso tali informazioni). Successivamente, questo elènco potrebbe essere completato con altri dettagli: HS-elènco
Siempre estamos interesadosen recibir información sobre su HS-VéloSoleX (como fotos, documentos o publicidad). Actualmente estamos tratando de compilar una lista de números de motor y cuadro (solo accesible para los propietarios que han transmitido dicha información). Más tarde, esta lista podría completarse con otros detalles: HS-lista
Wij zijn altijd geïnteresseerd om informatie te ontvangen over uw HS-VéloSoleX (zoals fotos, documenten of publiciteit). Momenteel zijn we bezig om een lijst met motor- en frame-nummers samen te stellen (alleen toegankelijk voor bezitters die zulke gegevens hebben doorgegeven). Later zou deze lijst kunnen worden uitgebreid met verdere details: HS-lijst
Tools, Repair & Tuning
(we intend to publish related text
in a future version)....
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Advise: only use original HS-VéloSoleX spare-parts ! However, if your nearest HS-VéloSoleX dealer ran out of stock, you might consider to cast missing Zamac VéloSoleX-parts yourself :-)
Technical do's & don'ts,
(service, tools, repair & tuning)
eventually to be addressed
by Joan Majoor
(Joan: Just One Anomalous Nerd)
for the time being, we just have the original VéloSoleX repair-guides from Courbevoie available :-)
We know that this French repair-guide from the VéloSolex Courbevoie organisation has been published in English (and Dutch) too.
Could anyone provide us with this English version ? Has anyone seen this guide as HS-version in German/Italian/French ?
Please let us know !
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(similar) 49cc version will be published later :-)
The "post-HS" era: the sixties
somewhere around 1958 SOVEDI S.A. started to import the VéloSoleX from France: this could have been the model 660 (with the same engine as the 4th generation HS but with a non-swanneck frame). however, more probably it was the French model 1010 (same frame as the model 660 but with a cylinder without external transfert ports: the so called "double transfert" with "dome-shape piston" or "piston bombé"). you can identify such engine by its non-keylock-shape airfilter:
although the automatic clutch became the standard in our Solex-world, we still prefer the traditional and quiet way of Solex riding without such clutch ("embrayage automatique")...... however, our famous "curé" did not seemed to be stressed at all (maybe due to these peaceful sixties)......
INDEX
the mid-fourties
during the year 1947, the Solex organisation in Paris-Courbevoie was interested in selling licences towards 3rd parties inside and outside Europe
they succeeded soon in Switzerland with Hispano-Suiza in Geneva, in Italy ("VéloSoleX Torino") and in Holland ("RijwielSolex Stokvis Rotterdam")
quite a lot of the VéloSolex 1947 models were sent from Courbevoie to these cities for testing purposes
unfortunately almost none of these testing vehicles have survived, although we happened to discover certain remainings of them
maybe there are local collectors who were lucky too in finding such historical parts
for determining these "pre-HS" parts, we add hereafter some typical images of such engine from the year 1947
we would be grateful to learn about such "pre-HS" discoveries from you !
press-photo presenting the 1947 version of the VéloSoleX in France:
based on this 1947 model, Stokvis and Van der Heem assembled the prototype of the first Dutch "RijwielSoleX" (we assume that Hispano-Suiza in Geneva, like the VéloSoleX Torino organisation in Italy, was also busy with a similar excercise):
instruction booklet from the pre-serie "La bicyclette à moteur Solex" with many interesting technical details (in French):
7 8 9 10 11 12
| References | INDEX |
(Sequence in time-line)
Martin Bollinger / Franz Kraenzlin / Typenschein 254 und 1788 vom EJPD / Michel Polacco: 'Hispano-Suiza, the future with a legend' (Le Cherche Midin Editeur ISBN Jurgen Schuur 2.86274-271-6) / Joan Majoor / Jan Vennix / Jan Klugkist / Andreas Wirmer / Hay Spiertz (Johan's father) / Alwin Reithaar / Andreas Wehren / Guy Maurice / 'Le VéloSoleX, la bicyclette qui roule toute seule' (Massin Editeur 9782707201560) / Franck Meneret / Ruedi Koller / Patrick / Volker / Peter / Ricardo.ch / Thomas Reithaar / etat.geneve.ch / David Cunier / Van der Heem company letter nr. 223 / Schweizer Bundesarchiv in Bern / Office du patrimoine et des sites Canton de Genève / Régis B, Ron vdB, Keith W, Theresa, Gerrit vdS, Viktor B, Merk52, David M, Jurgen S, & others
| Remarks | INDEX |
In our older versions, some omissions have been included regarding the first generation 26" Hispano-Suiza Vélosolex (i.e. some accessories have been described as 'regular production-specification', like the brown ´Viktor Raetzer´ saddle and the ´large-sized Lucifer-brand´ head-light). We derived such information from our superb 1st-generation HS VéloSoleX which was found after a profound sleep of 50 years in a "near-new" showroom state. However, it became clear that the original owner must have been a 'mordu' professional who replaced many standard-parts with better or newer ones. For instance, he (or she ?) added an engine-lifter, replaced the standard headlamp by two better ones, replaced the 4mm carburettor with a newer 7mm version etc. Servicing the engine it became also clear that this person knew very well how to tune the engine for improved performance ! Finally we were able to correct the earlier omissions by studying the photos from Alwin Reithaar.
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