Vélosolex – La Grande Nation on a roll

France, La Grande Nation, has produced a number of cars that have become great vehicles over a long production period. The Citroën DS and the Renault 5, for example. But there is also a star on two wheels – a modest one, but one with a large fan base: the Vélosolex.

The moped’s fame is not based on ground-breaking design or opulent performance, but on robustness and simplicity. A simple formula that also gave the Citroën 2CV or the Renault 4 and in Italy, for example, the Vespa a long life.

Behind the success story is the Solex company of Maurice Goudard and Marcel Mennesson. They founded their company in 1905, which became the market leader for carburettors in Europe from the First World War onwards. Almost all brands, including the glamorous ones, purchased carburettors from Solex.

Inexpensive mobility for the masses was needed around the time of the Second World War. So the two entrepreneurs took old plans for an auxiliary motor out of the drawer and presented the first prototype of a friction roller-driven moped in 1941.

The motor was installed on a standard Alcyon men’s bicycle. The ingredients were largely the same as those that would later be used in series production for years to come: Friction roller drive via the front wheel, crankshaft with bearings on one side and floatless carburettor with fuel pump. The only difference was that the displacement of the prototype was only 38 cm³.

From an idea to series production

A new law permitted auxiliary engines up to 50 cc in time for series production, so the first Vélosolex rolled onto the road with 45 cubic centimetres and 0.4 hp. One of the design-related shortcomings was that the friction roller slipped in wet conditions or when the tyres were worn and some of the power (which was not abundant anyway) was lost. The fact that the simplicity of the technology meant that it was less user-friendly was another. There was no easy way to release the friction roller from the tyre while riding, no clutch, not even a stand.

The Vélosolex had to be leaned against the wall of the house or fixed to the kerb with the lower pedal – both options were a familiar sight on holiday in France.

The improvements came with every major model upgrade. In 1951, for example, there was a centre stand and finally the long-awaited lever mechanism for releasing the engine from the wheel. There was still no clutch, only the choice between ‘full throttle’ and brake.

Competition stimulates business, even at Vélosolex

Emerging competition meant that Vélosolex had to keep up with the competition. In 1954, the power output rose to 0.5 hp from a displacement of 49 cm³.

By the time the VéloVap from ABG-VAP with centrifugal clutch was presented, Vélosolex had to follow suit. The 1700 model from 1960 finally had a clutch, which entailed some structural changes to the engine and tank.

Probably the most popular model to date, the 3800 was launched in 1966 and, apart from a few modifications, was built until 1988. The main focus was on improving comfort and suitability for everyday use. For example, the throttle was regulated by a twist grip and the tank was now made of plastic.

The Vélosolex was also built under licence in other countries, sometimes well beyond 1988. There have been and continue to be endeavours to revive the moped – also with electric drive. However, the charm of the original Vélosolex remains unbroken. From the Alpes-Maritimes department to the Hessian mountain road, enthusiasts can be found travelling through the countryside at 25 km/h. In the Netherlands, too, where the Vélosolex was manufactured under licence for a long time, there is a lively tradition of fun and sporty racing.

Thanks to the simple technology and the large number of dedicated enthusiasts, the Vélosolex is still on the road today. Sometimes 25 km/h and a little French nonchalance are quite enough.

Fotos Ruote da Sogno S.r.l.

Author: Paolo Ollig

As editor-in-chief Paolo regularly writes about all the big and small stories related to classic cars and motorbikes. Classic dreams: Lamborghini Countach and Mercedes-Benz 300 SL. View all posts by Paolo Ollig →