The first Raleigh moped models had been primitive direct drive (RM1), or manual clutch, single speed (RM1c & RM2c) and, while being cost competitive, they generally hadn’t been so well received.
On 19 April 1960, the giant Tube Investments Group agreed terms for the takeover of Raleigh Cycles, and Raleigh was subsequently appointed to head up the group re-organisation of all TI companies and products within the British Cycle Corporation, including Norman, Phillips, Hercules, and Sun.
In October 1960, Raleigh de-listed its Sturmey–Archer powered RM2c moped and announced the start-up of a completely new range of mopeds to be made under licence from the French Motobécane Company. The RM3 prototype never completed development, and would certainly have been stone dead on the day the Motobécane contract was signed on 5 October 1960, though this project model was most probably struck off before that point.
Following the merger, the Raleigh Motorised Division at Nottingham would have access to BCC company products for modelling purposes, and how quickly this started taking effect is starkly illustrated by how readily the petrol tank from the Norman Lido was adopted onto the new Raleigh RM4 prototype!
Detail from 1961 RM4 advert
New RM4 Automatic and RM5 Supermatic models were announced in November 1960 with production scheduled to start in February 1961, and these new models would be automatically better! Both were finished in the new corporate colours of Charcoal and Pearl Grey, and fitted with 1.4bhp and 2.7bhp engines respectively. The RM4 was a single-speed machine with automatic clutch and shrouded telescopic front forks, initially costing £59–17s–0d. The RM5 was priced at £87–3s–0d, fitted with a dual-seat, variator transmission, with front suspension by a leading-link fork, and was the only UK-sold Raleigh-branded moped to be fitted with rear suspension.
RM4 & RM% trade advert, 1961
While the new RM4 & RM5 models were officially slated for introduction in February 1961, the Nottingham factory demonstrators however, 417 LTO (RM4), 724 LTO (RM4), and 730 LTO (RM5) were only registered in April or May 1961, so the programme was running late, and actual deliveries to the trade also seem to have been further delayed since the earliest RM4 registration we’ve recorded was 12 May 1961. The RM5 appears to have fared even worse at getting into production, since the oldest public registered RM5 on our records is dated 21 August 1961.
Though Motobécane components comprised the main elements of the RM4 Automatic, there were a number of cycle fittings that distinguished the machine from the French company’s own comparative models. Most distinctive was the Lido petrol tank adopted from Norman, which so suitably mounted on the forward frame tube that anyone could have been forgiven for thinking this may have been designed for the machine, but not so! The RM4 fuel tank was descended from the Achilles company in Germany, when it introduced it on its original Sachs-powered Lido moped in October 1956. The tank was inherited by Norman Cycles of Ashford in Kent when they bought the tooling and licence rights of the Achilles company from the receivers in Germany, to continue building the previously licensed Nippy and Lido models in the UK. Raleigh further fitted out the tank with its third type of neck and cap combination, now equipped with the same ‘push-fit’ type cap MTL101 that they’d fitted to the RM1 & RM2 tanks (presumably to use up remaining stocks).
Trade advert for the
Norman versions, 1962
The saddle stem tube of Motobécane’s frame is wrapped-in by Raleigh’s own pressed steel fairing (which Raleigh rather vaguely called a ‘carrier assembly’), pressed steel toolboxes on both sides, and topped by a sturdy press formed rack. The RM4 wheels were laced at Nottingham with Dunlop Endrick pattern 19" rims built onto 90mm Atom front hub and 100mm rear, being good quality full-width alloy brake hubs, and the same combination that was later fitted to the faster RM11 & RM12 sports models. The side panels were also unique to the RM4, as you don’t find this style of panels on any Motobécane models.
A Lucas L590 rear light unit was mounted atop the Raleigh pattern rear number plate, but up front a French Luxor 109 headlamp was fitted to accommodate a Huret triangular accessory speedometer set priced at £2–0s–6d, which was included among leg shields, windscreen and pannier bags as optional extras. The handlebars were secured by U-clamps through the fork top yoke, and handlebar furniture comprised Motobécane lever mounts and cursor throttle control. Probably the best feature of the RM4 was the mattress sprung ‘Super Comfort’ saddle, which really was super comfortable compared to practically all other period moped single saddles. It may look a bit large and disproportionate for a moped, but appreciably smooths out the ride of the rigid tail, and is probably about the most comfortable period moped seat you’re likely to find.
An early modification to reduce production costs, introduced prior to September 1961, was a replacement of the Mobylette aluminium lever brackets and sliding cursor throttle with the Amal twist-grip, and a reversion to chromed steel, cycle-type levers and brackets as previously used on RM1 & RM2 models. Also changed were the handlebars which now fitted into the forks by means of a stem and expander bolt.
Trade advert for the
Phillips versions, 1962
Norman and Phillips branded versions of the RM4 (now priced at £60–16s–11d) were introduced at the Raleigh Dealer Convention held at Nottingham University on 19 to 21 September. These were the NM1 Norman Nippy Mark 5 finished in Ice Blue and Charcoal Grey, with shrouded fork legs the same as the RM4, and pitched as the middle priced model at £60–0s–0d. The PM1 Phillips Panda Mark 3 was painted in Royal Carmine Red, with no shrouds on the front forks, a primitive Lycett tension sprung saddle, and was slightly cheaper again at £59–0s–0d.
The Nippy Mk5 also mounted the 'Super-comfort' saddle as standard equipment; the Raleigh seat having white sides and a contrasting red top, while the Norman cover sports grey sides with a special ‘Ice Blue’ top to match its own paintwork. The Norman and Phillips both had the old Lucas headlamp from the RM1 & RM2, with no facility to mount a speedometer in the shell, though you could still fit a clamp-mounted Huret accessory kit on the handlebar.
Between March & April 1962 the price of the RM4 increased from £60–16s–11d to £62–17s–1d to now include the speedometer set within standard equipment for the Raleigh. There was no change in the price of the Norman Nippy Mark 5 at £60–0s–0d or the Phillips Panda Mark 3 at £59–0s–0d since speedometer sets remained as extras for these versions. Around June or July 1962, the crankshaft journal thread sizes were increased from 10mm to 11mm for both the RM4 and RM5, also NM1 & NM2 and PM1 & PM2 models. This change was applied to all subsequent models.
At some point Raleigh seemed to run out of stock of the MTL101 ‘push-fit’ fuel cap, and reverted to the Ceandess cap as previously fitted by Norman, but we’ve been unable to identify any date that this effectively happened.
On 1 April 1963, from frame number 4R18102, the RM4 engine was uprated to 1.7bhp with a new 7.5:1 compression cylinder head, ‘split-fin’ barrel with larger exhaust port, and the crankshaft & con-rod assembly was standardised to the same as the RM5. The engines of the Nippy Mark 5 and Panda Mark 3 were also uprated at this time from frame numbers 1N3667 and 1P4679 respectively.
The new RM6 Runabout model was introduced from May 1963, priced at £46–14s–6d, and instantly became Raleigh’s top selling model..
Our featured RM4 was registered on 25 October1963, so is over 1,500 frame serials into the improved specification, and in the final specification of the model. This is a finely restored example, faithfully restored to original condition, and probably even a little better finished than Raleigh would have first built it.
RM4 is both a practical and good looking machine, as the valanced mudguards effectively contain side spray in wet weather, while also elegantly blending with the side panels at the rear assembly. The small toolboxes on both sides of the frame fairing are fixed in place by chromed thumbscrews, useful and tidy.
Starting on the stand, turn on the fuel tap, thumb the choke trigger and turn the twist-grip forward to decompress. Push down on a pedal, twist back the throttle once the engine spins, and it starts easily first time! Release the choke trigger, blip on the throttle and the motor sits ticking over, happy as Larry, quiet, mellow, and sounds very nice! Well, that’s a good start, so try the lights, yes—front and rear, try the horn, and even the original Miller horn works as it should.
All in order, so nudge off the stand and mount up, though we’re riding without gloves to feel any vibration. Initial pull-off is soft and gentle, so best aided by a light pedal assistance until the motor starts taking over toward mid range. The steady build up of speed is smooth and drama free, excepting for some vibrations which start creeping in toward 30 on the 60mph Huret speedo, though it seems to go through them as the 30 marker is passed. On flat, the needle tops out at an indicated 33, but this area is all flat with no sections to try a downhill run, so we couldn’t complete that usual element. No matter, way back we tested a 1.7bhp Phillips Panda Mark 3 on a downhill run which we paced at 35, and it seems reasonable to presume this RM4 would be comparable.
The handling, front suspension and brakes are rated above the engine performance, so no issues in these departments.
The RM4 is a simple to operate, smooth, easy, and a comfortable machine to ride, though manufactured as an early 1960s’ commuter moped, it’s not in any hurry…
Production of both the Norman and Phillips branded versions ceased in September 1963, leaving only the Raleigh range of mopeds to continue. RM4 total production was around 24,000 units plus approximately 9,000 machines divided between Norman and Phillips branding.
Of the three ‘family’ machines, the £62–17–1d Raleigh RM4 sold well as the top branded and ‘best appointed’ model. The Norman Nippy Mark 5 at £60–0s–0d, with its two-tone scheme in dark grey & ice blue, also with the Super-Comfort saddle and shrouded fork legs, but with plain Lucas headlamp, was however lost in the middle ground, and sales were rather disappointing.
The Phillips Panda Mark 3 priced at £59–0s–0d also proved fairly popular in its position as economy model, despite its archaic Wrights S.65/3 ‘tension coil sprung’ saddle, bare fork legs, plain Lucas headlamp, and mono-colour finish. The public took well to the sparkling Royal Carmine Red metallic paintwork and lower price
In February 1964, the RM4 was technically replaced by the new RM8 Automatic Mark 2 (then costing £66–19s–0d), finished in the same Charcoal and Pearl Grey.
The RM8 had smaller brakes, inferior weather shielding on the mudguards, inferior frame fittings, and no integral speedometer set since its Lucas headlamp had no capacity to accommodate one—though you could always purchase a handlebar mounted accessory set as an extra, for £2–2s–0d.
The RM4 was easily the better bike, with all its better features, including a fitted speedometer set, but was subsequently de-listed in April 1964 (then costing £66–3s–0d).
