FN- The Famous Belgian Motorcycle
By Pete Gagan

"Four cylinders and shaft drive" sound like the specification of a modern super bike, but these were the specs of the FN Four 102 years ago.

La Fabrique Nationale des Armes de Guerre, (the National Factory of Arms of Warfare), was founded in 1889. This factory in Herstal, Belgium, was in no way intended for motorcycle or even bicycle production, but like BSA in England, was formed with guns and ammunition in mind. About six years after its founding FN began production of bicycle frames, then complete bicycles. Around the turn of the 20th century their corporate logo, a bicycle pedal crank superimposed on an FN rifle with bayonet was developed. A natural progression from the bicycles was their first powered unit in 1901. This 133cc single-cylinder engine was attached to the down tube of a regular FN bicycle. With belt drive to the rear wheel the first powered FN motorbike was born. In 1902, a specialized frame was built for the little motorbike, with a split down tube to accommodate the engine. The machine took on a more purposeful look. Further improvements followed in 1904 with a separate oil tank and motor-driven pump added for lubrication. Previously, oiling was by a hand pump.

Paul Kelecom, the FN designer, showed a radical in-line four-cylinder motorcycle with shaft drive to the public in 1904 and announced that he would tour Europe with it. He did so, arriving trouble free in Paris at the end of the year. Sales of the machine commencing in 1905. This first four-cylinder had a displacement of 362cc, with a bore and stroke of 45cc x 57cc. The crankcases were of cast iron, horizontally split, with the main bearings cast into the two halves. The five main bearing crankshaft ran directly on the cast iron in the early models. The tiny rods had four bolt attachments for the bearing caps. Cylinder design was F-head, or inlet over exhaust, with automatic intake valves. Magneto ignition was provided, with a special instrument supplied by Robert Bosch having a distributor to dispense the four charges. The carburetor, a very clever device, was of the single-lever type, maintaining constant mixture throughout throttle openings. There was no clutch or gearbox, so it was necessary to pedal to start, and kill the engine when stopping. This wasn't nearly the problem in 1905 as it would be today. There was very little traffic in 1905 no traffic lights or stop signs to impede forward progress, just flat tires, breakdowns, mud, ruts, and little or nothing in road preparation.

In 1907 the engine grew in stature to 412cc, with just a bore increase to 48cc. Once again in 1910 the engine displacement was increased to 498cc with a bore and stroke of 52.5cc x 57cc.

FN entered two machines in the 1908 Isle of Man TT. This historic race had its beginnings the previous year, 1907. Entered in the multi-cylinder class, the FN ridden by R.O. Clark finished a respectable third, covering the 158.5 miles in four hours and 11 minutes for an average of just over 36 mph. More remarkable, perhaps, was the fuel mileage. In the early TTs only a certain quantity of fuel was allowed, and the FN averaged 90 miles per Imperial gallon. We haven't made a lot of progress here.

A clutch and two-speed gearbox were offered as options in 1912 and 1913 although Sydney Horstmann, an Englishman, supplied a two-speed box as early as 1907 as a retrofit. Mr. Horstmann also produced a very slick overhead cam conversion to activate the overhead inlet valves mechanically. FN used automatic inlets until a model change in mid 1914. In 1913 the frame and gas tank were lowered at the rear giving a racier look and the pedals were dispensed with halfway through 1913. Speaking of those pedals, the crank assemblies for them were supplied by the U.S. based Columbia Bicycle Company. Another international connection was the use of FN cylinders on the English Wall Autowheel, which was made in the U.S. under license as the Smith and later the Briggs & Stratton. The FN was sold in the U.S. by Earl Ovington in New York. Sales were so good that in 1908 a special "American Model" was offered having lighter pistons, footrests, heavier rims and spokes, oversized tires, and an emergency brake, actually a locking lever on the hand brake.

The year 1914 saw a major change when the engine was totally redesigned with a displacement of 750cc, and a T-head valve arrangement added, one side valve located on each side of the piston with two crankcase mounted camshafts. The gearbox now sported three ratios, but was still located in the driveshaft as on the earlier bikes. This seven horsepower, Model 700, was used by Belgian forces in World War I and soon became a favorite with German dispatch riders when the factory fell into the Kaiser's hands. By 1919, the T-head design was obsolete so, once again, the Four was redesigned. This time with overhead valves but still retaining the 750cc displacement and a bore and stroke of 52cc x 88cc. The three-speed gearbox was bolted directly to the engine via a bell housing, in automotive style. These later machines were much heavier than the early ones, and were largely used for sidecar work. The Four was fazed out in 1923, and FN went on to produce more conventional singles and twins with the exception of one other Four, a 1000cc flat, side valve model produced for military use in World War II. This final Four went the way of the others when the factory was bombed to ruins by the Luftwaffe.

After the war, FN soldiered on with a series of well made machines and finally quit motorcycle manufacture in 1962, another victim of the Japanese industry. FN returned to munitions.

I saw my first FN while attending an AMCA meet in the early '60s. It belonged to the president of our club, Art Sigal, who had a liking for unusual European motorcycles. This 1910 Four captivated me, with its neat little engine, polished brass tank and magnificent Paris-made self-generating acetylene headlamp. All the other bikes seemed somewhat crude by comparison. Twenty-five years later while attending a California swap meet, I was sitting on a motel balcony enjoying a beer with a friend explaining the relationship among various in-line four-cylinder motorcycles. I recounted how Percy Pierce, son of George Pierce, of the Pierce Arrow Motor Car Company had acquired an FN Four in 1908, and used it as inspiration for the manufacture of the Pierce Four. It was manufactured in the old Pierce Great Arrow manufacturing plant, which Percy's father generously gave him, along with the Pierce Bicycle Company. Meanwhile, William Henderson was busy inventing a better mousetrap and put the Henderson Four on the market in 1912, no doubt having had a good look at the Pierce and FN before doing so. William Henderson sold out to Schwinn in 1918, and left the company shortly afterwards. He went on to build the Ace Four and when that company went under, its assets were picked up by Indian and the Ace evolved into the Indian Four. Along the way, Everett DeLong, who had worked with William Henderson at Ace, joined Cleveland and designed their four-cylinder models.

As I was recounting all this to my companion, I told him of Art Sigal's FN that had captured my imagination those many years ago. I looked up, and said, "There it is!," as a pickup rolled into the motel lot with that same FN in the back. It turned out to be for sale. Very shortly a horse trade involving another bike I had with me took place and the FN was mine.

The 1910 FN had changed very little since I had last seen it as Art Sigal, and its several later owners, had never bothered to start it since it had been restored by Art. Being a "ride 'em, don't hide 'em" sort of guy, I set out to overcome this shortfall. The magneto was fixed and timed properly - fuel was added - various leaks fixed and it was soon purring quietly on its stand. I rode it on some short runs and discovered it would cruise nicely on the flat at about 45 mph, although stopping and starting for traffic lights was a bit tedious, with its clutch-less single-speed setup.

I entered a pre-'16 car/motorcycle event on Vancouver Island, with the FN. As I cruised out of town on the machine I imagined myself as Paul Kelecom embarking on his European tour in 1904. My smile soon disappeared as I began to climb Malahat Mountain, the Island's highest pass at 1,090 feet, and the engine slowed, necessitating pedaling. "Light pedal assistance" this was not. The FN is no bicycle; the long wheelbase makes it awkward and the pedaling gear is so low, that by the time you can keep up with the pedals, the engine is more of a hindrance than a help. Obviously, Paul Kelecom didn't tackle the Alps on his European tour. The FN didn't give up, but its pilot eventually did, realizing that the disgrace of finishing on a trailer was better than a heart attack. A two-speed gearbox and clutch would surely make a difference.

The opportunity presented itself a few years later when I acquired a 1912 two-speed with clutch, reportedly smuggled in from Cuba in three suitcases. This "basket case" was complete, but slightly modified with the frame cut at the rear like a 1913 model. The gas tank was modified to match, flat racing-type handlebars were fitted and a nifty little front brake drum had been added. The modifications were definitely period, and may have been done at the dealer prior to the sale. I decided to restore it this way. When I was showing my FN project to a visiting friend from England, who is a well known collector of early machinery, he agreed with my thoughts and said he had a little something special to send me. This conversation was forgotten for a couple of months until a package arrived. In it was one of Sydney Horstmann's overhead cam conversions. This may be the only one left in the world as I've done a lot of FN research and have never heard of another. We will soon be ready for the Malahat Pass!


The delicate connecting rods, piston and very light crankshaft. Even the camshaft is of light construction.


A close up of the powerplant. Note the four sight glasses at the bottom of the crankcase.


I finished the engine and have it mounted in the frame.


The completed FN.

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