AJS 1928 K5 349cc 1 cyl sv 3508

AJS 1928 “K5” 349cc side valve single frame # K 124388 engine # 124388

The four Stevens brothers had been in motorcycle manufacturing since the final years of the 19th century, but only in 1911 their first complete “AJS” motorcycle, a 298cc two speeder, was marketed. For the 1912 season their first V- twin, the model D, was brought out. In the 1914 Junior TT a magnificent first and second place was scored.
The 350 cc AJS OHV machines from the twenties got their nickname “bigport” from the enormous size of the exhaust port and pipe. Between 1920 and 1922 AJS was very successful in racing with 350cc ohv machines. This also led to a great popularity for their more mundane side valve types. From 1925 on prefixes were used to the numbering system: E=1925, G=1926, H=1927, K= 1928, M=1929, R=1930 and S=1931. That year the company went into voluntary liquidation and the motorcycle business was sold to Matchless.

For 1928 no less than eleven models were catalogued, ranging from a 250cc side valve to a 799cc V- twin. Three 349cc side valve models were offered: the De Luxe Touring Model K3 with valanced front mudguard, footboards and touring-type handlebars, the De Luxe Sporting Model K4 with adjustable footrests, semi TT Racing Type handlebars and valanced mudguards and the Standard Sporting Model K5 with the same specifications as the K4 apart from a sports-type front mudguard without valances. All three models share the same 74 x 81 mm engine with detachable head and Binks carburettor. Lubrication is by mechanical oil pump with sight feed and auxiliary hand pump.
At first sight the 1928 models didn’t differ markedly from the 1927 machines, but in fact they had been redesigned. The old familiar method of using a bridge piece and tie rods to retain the cylinder head and barrel was abandoned in favour of studs and nuts, while new cylinder heads and barrels for all the established models were made more robust with larger cooling fins. On both overhead valve and side valve models the cylinder head setpins were extended to protrude above the cooling fins, making them more easily accessible. The big end bearing got needle rollers and new, two piece oil tight tappets were used. To allow a lower riding position the saddle was hinged at its peak and the lower tank rail was effectively extended rearwards with a tubular cross piece forming a tee, to which the rear springs of the saddle were attached (source: AJS of Wolverhampton, S.J. Mills).
The machine we present here is an older restoration in excellent condition. She comes with current Dutch registration and is all ready for the road.

Video:https://youtu.be/d3iK8kfoK7w