c.1923 Henderson 1,301cc Deluxe Four

Founded by Tom and William Henderson in Detroit in 1912, Henderson built nothing but four-cylinder motorcycles in its 19-year existence. In 1917 the firm passed into the control of Chicago-based cycle maker Ignaz Schwinn, owner of Excelsior. Schwinn shifted production from Detroit to the Excelsior factory in Chicago and soon abandoned the Hendersons' original design, which was replaced by one drawn up by Henderson engineer Arthur O Lemon.

Introduced for 1920, the all-new Excelsior-built Henderson Model K boasted a 1,301cc sidevalve engine equipped with forced lubrication, a twin-downtube frame, strengthened front fork and enclosed rear chain. Modifications to the De Luxe (introduced for 1922) mainly concentrated on improvements to the gearbox. Top speed was a guaranteed 80mph and with the optional alloy pistons installed a De Luxe could touch 100mph, an astonishing performance for the time and one matched by few contemporary cars. Police forces across America snapped them up. Most importantly, its forced lubrication meant that the new Henderson could sustain these high speeds with a degree of reliability unattainable by its splash-lubricated predecessors. In competitions, standard Henderson Fours often had the beating of tuned v-twins, and numerous detail improvements were made throughout the 1920s to ensure that the Henderson remained 'the finest motorcycle in the world'.

But with the Depression biting, Ignaz Schwinn decided to quit while he was ahead, ending production of all Henderson and Excelsior motorcycles in 1931. Although it might be argued that production was ended prematurely, Henderson was at least spared the ignominy of going into decline, bowing out as 'the finest motorcycle in the world' with its reputation intact.

This Henderson Four was purchased by the private vendor's late father in 1959 and thus has enjoyed single-family ownership for 67 years. The purchase receipt shows that the Henderson was bought from a Mr R S Oliver of Newcastle-upon-Tyne for the princely sum of £7 10s (£7.50)! Mr Oliver said that he had acquired the machine from the United States embassy where it had been stored. It should be noted that the Henderson was first registered in the UK in 1945, possibly confirming that Mr Oliver's story was correct. A letter from the County Council of Durham dated 20th October 1959 states: "It would appear that after being reconditioned the vehicle was only licensed to the quarter commencing 1st October 1957 and since that date no further licence has been taken out."

The Henderson was dry stored post-acquisition and has not been used for many years; accordingly, recommissioning or more extensive restoration will be required before the machine returns to the road and thus it is sold strictly as viewed. It should be noted the petrol tank currently fitted was done before the current private vendors father acquired it in 1959. It should also be noted that the engine number stamped on the magneto platform is D19359A and is listed on the V5C. A second engine number is stamped below the kickstart housing and is stamped D19359. Accompanying paperwork includes a V5C Registration Certificate; a Henderson parts list; a Schebler carburettor instruction pamphlet; and the aforementioned County Council of Durham letter and purchase receipt from 1959. The current V5C and HPI report lists the cubic capacity incorrectly as 1,000cc.
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