This month the spotlight falls on an early identity in the formative years of motorcycling.

Pope began making motorcycles in the same period as Indian and Harley Davidson. This 1914 Model K once belonged to actor Steve McQueen.

ONE of the earliest motorcycles developed for sale was actually a three-wheeler.

In 1884, British bicycle manufacturer Edward Butler modified two bicycle frames and added a horizontal single-cylinder petrol engine. Mounted between steerable front wheels power was via chain drive to the rear wheel.

Butler had been modestly successful with his bicycles. And so, his new endeavour and the maiden voyage garnered a respectable modicum of media coverage. In turn a trickle of orders flowed into the factory.

If one man is to be given credit for launching the motorcycle industry, it would be an American, Albert Pope. Today he is almost as forgotten as Edward Butler. But in the years bracketing the dawn of the 20th century he was an industry leader.

Pope was a master promoter. After a string of failures, he developed an uncanny ability to foresee the future, and to capitalize on that vision.

It was at the 1876 Centennial Exposition in Philadelphia that Pope saw his first bicycle. He immediately sensed that this simple two wheeled wonder would transform personal transportation.

Investing every dime in his possession, and with additional funds borrowed from friends and family, he set out for Europe to evaluate bicycle manufacturing. He also began quietly acquiring patents.

Then with tremendous bravado, the patents, and no funding, he met with the owners of the Weed Sewing Machine Company in Hartford, Connecticut, to pitch an audacious proposal. The meeting ended with that company’s commitment to manufacture 50 “test velocipedes.”

Pope then unleashed his marketing skills and within a year the company was producing more bicycles than sewing machines. By 1889 this company was the leading manufacturer of bicycles in the United States. This was also the year that Pope initiated plans for the purchase of the company and established a network of dealers nationally as well as in Europe.

Pope’s two-wheeled models proved to be a success. It was also the cornerstone for an empire. By the end of the 1880s, the Weed factory was producing 5000 bicycles a year, and Pope, who was by then selling his product nationally, bought the plant outright.

In 1892, just as bicycle mania began sweeping the country, Pope bought the Hartford Rubber Works, a steel company, and the largest nickel-plating factory in the world. He also acquired a printing company.

Now with full control of production from raw materials to sales and distribution, he began perfecting his products. During this period, he also set out to dominate the industry by purchasing numerous bicycle manufacturers.

And to broaden the potential market for his bicycles, he became a leading advocate in the good road’s movement and a promoter of racing as well as touring events. In the years that followed this would have far reaching implications.

Even though the Duryea Motor Wagon, the first American automobile manufactured for sale, was viewed as little more than a circus sideshow curiosity in 1896, Pope saw the future. It was a future where the soaring popularity of the bicycle was replaced by horseless carriages.

And so, he created an automotive division within his Pope Manufacturing Company. In 1896 this division was reorganized as the Columbia Electric Vehicle Company. The following year he introduced the first electric taxi. In 1899 the company produced 2092 petrol powered and electric cars, more than half of the automobiles produced in the United States.

Pope’s automotive empire was modeled after his successful domination of the bicycle industry. First Pope developed a consortium of companies in a trust to produced kits as well as completely motorized bicycles that used the new gasoline engine produced by De Dion Bouton of France.

This was the first phase for the American Cycle Company established in 1902. Within 12 months the Pope manufacturing facilities were producing thousands of motorised bicycles and mopeds. He was also producing a variety of motorcycles under the Monarch, American, Columbia, Cleveland, Imperial, and Rambler names.

Surprisingly Pope allowed motorcycle production and development to wane. Instead, he focused resources on the development of a diverse array of automobiles through a multitude of subsidiary companies.

Pope’s sudden death in 1909 did little to slow the company’s growth as he taught his son, Albert Linder Pope Jr, well. As a passionate motorcycle aficionado he shifted direction and intensified the company’s focus on motorcycle production with the goal being domination of this market segment.

In 1911, the first Pope branded motorcycle rolled from the factory. The machine should have been a success. It was backed by a company with brand recognition and strong customer loyalty. And it was a modern, well-engineered motorcycle.

The Pope Model H was a belt driven, single cylinder, three horsepower motorcycle capable of 40 miles per hour. And with a sales price of $US100, it should have sold well. The problem was that the motorcycle market was flooded. Harley Davidson and Indian were on the fast track to becoming industry leaders, and these companies had already established fierce brand loyalty.

The Pope motorcycle was a durable machine. But Excelsior was also building a well-built motorcycle that was more than twice as powerful, and the initial price was comparable.

Pope persevered and in 1912 countered with a two-cylinder, overhead valve V-twin engine. It was race and endurance proven. But companies such as Thor, Flying-Merkel, and Reading-Standard were building similar motorcycles, sponsoring racing teams, and spending vast amounts of money on marketing.

Even with anemic sales the company continued to be an industry leader. They were the first motorcycle manufacturer to offer a full suspension frame and a spring fork. Still, it became increasingly difficult to profitably compete with companies such as Indian, Harley-Davidson, or Excelsior. The profits they were reaping allowed for large investments in research and development as well as marketing.

Still Pope built motorcycles were featured at prestigious races, endurance runs, and hill climbs. In July 1914, the inaugural Dodge City 300, marked the beginning of the end for Pope.

Five riders fielded the latest Pope OHV twin motorcycles. It was at this event that Harley Davidson introduced their first V-twin that was also their most powerful motorcycle to date.

It was a brutally hot day and of the 36 entries, only six completed the entire 300-mile race. The winners included three Indian’s, two Thor’s and one Excelsior. Harley Davidson management was devastated that not one of their entries completed the course.

But Pope fared worst of all. Each suffered numerous mechanical issues including broken rocker arms or bent valves. The best showing was by Edgar Roy who made it 205 miles to finish in 19th place.

Albert Pope Jr. had invested heavily on innovations and was banking on success at the race to spur a sales surge. The dismal showing left little doubt, Pope was no longer able to successfully compete against Indian, Harley-Davidson, and Excelsior. But the company soldiered on with both motorcycle and automobile production, but only briefly.

Automobile production ceased in 1915. Motorcycle production continued until 1918.

There was a degree of financial stability. As vehicle production came to an end, the company began producing machine guns for the United States Army during WWI.

Today the Pope motorcycle is almost as unknown as Albert Pope himself. But the legacy of the man and the company was American’s love affair with the motorcycle that has continued into the 21st century.

Written by Jim Hinckley of jimhinckleysamerica.com