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Adolphe Clément-Bayard

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Gustave Adolphe Clément-Bayard
BornError: Invalid birth date for calculating age
Pierrefonds, Oise, France
DiedMarch 10, 1928(1928-03-10) (aged 72)
Paris, France
Occupation(s)Businessman, industrialist
Known forBicycle, motorcycle, automobile, airplane and airship manufacturing; founder of Clément-Bayard

Gustave Adolphe Clément, who adopted the name Clément-Bayard from 1909 onward (; 22 September 1855 – 10 March 1928), was a prominent French businessman. Orphaned at a young age, he trained as a blacksmith and became a member of the Compagnons du Tour de France. His ventures expanded to include racing and producing bicycles, pneumatic tires, motorcycles, cars, airplanes, and airships.

In 1894, Clément took part as a passenger in the vehicle that won the first-ever competitive motor race globally. The Peugeot driven by Albert Lemaître triumphed in the Paris–Rouen 'Competition for Horseless Carriages' (Concours des Voitures sans Chevaux).

Following the sale of manufacturing rights to his Clément automobile, he incorporated Bayard into his company’s name as a tribute to Chevalier Pierre Terrail, seigneur de Bayard, who defended the town of Mézières during the 1521 Siege of Mézières.

By 1909, five years after introducing the Clément-Bayard car brand, he officially changed his surname and that of his family to Clément-Bayard with authorization from the Conseil d'Etat. In 1912, he was honored with the rank of Commander in the Légion d'honneur.

The majority of his industrial operations were devastated during World War I due to German looting, wartime production adjustments, and economic difficulties following the conflict. In 1922, the Clément-Bayard firm was acquired by André Citroën, and its Levallois-Perret plant subsequently became a major production facility for the 2CV over the next forty years.

Early life

Born in Pierrefonds, Oise, Gustave Adolphe Clément was the son of grocer Leopold Adolphus Clément and Julie Alexandrine Rousselle. After losing his mother at age seven and his father two years later, he was brought up by his stepmother. His education included primary schooling in Pierrefonds followed by studies at the College of Villers-Cotterêts. At 13, he began working in the family grocery before starting an apprenticeship as a farrier and blacksmith.

During the winter of 1871–1872, at sixteen years old, Clément journeyed across France as a Compagnon du Tour de France, gaining experience in various forge workshops. He reached Paris in 1872 and later worked in Orléans and Tours. There, exposure to 'Truffault cycles' motivated him to construct an iron bicycle frame using wooden cart wheels.

By 1873, with cycle racing gaining momentum, Clément competed on an iron bicycle fitted with solid rubber tires provided by J.M.M. Truffault. He placed sixth in Angers, earning early recognition for his efforts.

Family life

Gustave Clément wed Céleste Angèle Roguet; together they had four children: Albert, Angèle, Jeanne, and Maurice. Albert tragically died while racing at the 1907 French Grand Prix. Angèle was first widowed from engineer Albert Dumont before marrying Numa Joseph Edouard Sasias; she had a son with him. Jeanne divorced Fernand Charron, who was both a racing driver and plant manager. Maurice married Renée Hammond and fathered three children.

Around 1904, Clément acquired the Domaine du Bois d'Aucourt, a historic hunting estate near Pierrefonds. He commissioned architect Edward Redont to carry out renovations on the property. While Maurice later occupied this estate, Gustave himself lived at 35 Avenue du Bois de Boulogne in Neuilly-sur-Seine.

Later years

By 1893, Clément had acquired the Vélodrome de la Seine, situated near his factory in Levallois-Perret, which was celebrated as La plus belle et la plus vite piste du monde. Under the management of Tristan Bernard, this venue became a prominent hub in Parisian sports life, attracting notable personalities such as Toulouse-Lautrec. Around 1900, Clément is believed to have either sold or repurposed the velodrome.

Following his commercial achievements, he adopted the Latinized version of his name, 'Gustavus Adolphus', and in 1909 secured authorization from the Conseil d'État to officially change his family name to 'Clément-Bayard'.

The loss of his son Albert during the 1907 French Grand Prix was a profound personal blow. In 1913, Clément was chosen as mayor of Pierrefonds, and a year later, in 1914, he entrusted the leadership of the Clément-Bayard enterprise to his son Maurice, who had a keen passion for aviation.

Clément passed away in 1928 from a heart attack while traveling to attend a board meeting in Paris.

Bicycle production

At age 21, after two years involved in cycle racing and accumulating savings, Clément began a bicycle repair workshop in Bordeaux in 1876. He later moved to Marseille to acquire expertise in steel tube fabrication for bicycles before settling in Lyon where he manufactured complete bicycles under the brand 'Clément SA cycles'.

Clément bicycles

Approximately in 1878, Clément established A. Clément & Cie in Paris at 20 rue Brunel near the Place de l'Etoile. There he ran a cycling school and participated actively in races. His collaborators included monsieur de Graffenried and monsieur de Montgeron.

Toward the end of 1878, he formed a partnership with cycling champion Charles Terront for the 'Six-Days' event held at London's Agricultural Hall. Concurrently, he opened a showroom at 31 rue du 4-Septembre in Paris and pioneered one of the earliest poster advertising campaigns promoting bicycles.

In September 1879, Clément constructed an iron smelting facility at Tulle, utilizing local hydro power. However, due to limited financial resources and Tulle’s distance from Paris, he decided to sell this plant.

By 1880, Clément’s factory on rue Brunel employed around 150 workers producing premium-quality bicycles. By the decade’s close, Clément had emerged as France’s foremost cycle brand.

Clément-Gladiator bicycles

The Gladiator Cycle Company was founded in 1891 by Alexandre Darracq and Paul Aucoq at Le Pré-Saint-Gervais, near Paris. Clément became a significant investor in this enterprise.

In 1895, Gladiator unveiled its first internal combustion vehicle—a tricycle powered by naphtha.

In 1896, leveraging his profitable manufacturing rights for Dunlop tyres within France, Clément joined a syndicate led by Harvey Du Cros of Dunlop Rubber to acquire Gladiator. This acquisition resulted in merging several prominent manufacturers—including Clément, Gladiator, and Humber & Co Limited—into a large bicycle manufacturing conglomerate valued at approximately 22 million francs (equivalent to €60–80 million in 2006). The product lineup expanded to include tricycles, quadricycles, motorized bicycles from 1902 onward, as well as automobiles and motorcycles.

Following the Gladiator purchase, Clément established a new factory at Levallois-Perret on Paris’s northwest side that produced various automobiles beginning in 1898 and later manufactured the Citroën 2CV model for nearly four decades.

Clément and Gladiator

Beginning in 1895, Clément concentrated on producing motorized bicycles. By 1902, they introduced a motorized bicycle equipped with a 142 cc engine integrated into the frame, featuring overhead valves and a removable cylinder head. The inlet valve operated automatically through engine suction, while the exhaust valve was mechanically controlled. Ignition was managed via a coil and battery system. The two-barrel carburetor was adjusted using levers positioned on the upper tube of the frame. An external flywheel facilitated a compact crankcase design, with power transmitted by a belt to the rear wheel; belt tension was regulated by a jockey pulley. Front braking was applied directly to the tire, whereas rear braking utilized a coaster brake activated by pedaling backward. This motorization option was available on both Clément and Gladiator bicycles.

Clément-Garrard

In the United Kingdom, these motorized bicycles were sold under the name Clément-Garrard. James Lansdowne Norton obtained a license for Clément bicycle frames and incorporated the Clément clip-on engine into his inaugural Norton motorcycles.

Dunlop

In 1889, Clément secured French manufacturing rights for Dunlop pneumatic tyres at a cost of 50,000 francs, an acquisition that elevated him to millionaire status. His company, capitalized at 700,000 francs, achieved a 100% dividend payout in its initial year. Operating under names such as Dunlop France or Clément-Dunlop, the company regularly supported teams in motor and cycling competitions.

Clément Pneumatics

Although Clément reportedly began producing tyres for early bicycles as early as 1878, the prominence of the French brand waned following Dunlop's rise. After the First World War, Clément Pneumatics was founded in Italy and emerged as a leading supplier of Clément Pneumatici bicycle tyres throughout much of the twentieth century. The brand gained notable recognition during the 1950s to 1970s, associated with racing icons like Eddy Merckx and Jacques Anquetil. In the 1980s, Pirelli acquired the company and relocated production to Thailand before exiting the bicycle tyre market in 1995. Subsequent licensing agreements ensued until 2010 when Donnelly Sports and Don Kellogg reinstated manufacturing operations in Thailand.

Clément-Gladiator automobiles

By 1898, Clément-Gladiator was manufacturing automobiles sold under both Clément and Gladiator marques. In England, Gladiators were imported by the Motor Power Company, co-owned by S. F. Edge and Dunlop founder Harvey du Cros. Funded by du Cros, Herbert Austin assembled Clement-Gladiator vehicles at Longbridge from early 1906 onward, marketing them as Austin cars.

Production of Clément-Gladiator cars began in Levallois-Perret in 1901, reaching an annual output exceeding 1,000 units by 1902, with over 800 exported to England. After 1903, vehicles featuring shaft drive bore the Clément-Gladiator name, while chain-driven models retained the Gladiator brand. The Clément name was discontinued in 1907; in 1909 Vinot et Deguingand assumed control of Gladiator manufacturing at Puteaux, and the Pre-Saint-Gervais facility reverted to bicycle production.

Panhard et Levassor

In 1897, Clément injected one million francs—equivalent to roughly three million Euros in 2006—into Panhard & Levassor, contributing to their total capitalization of five million francs. This investment laid the foundation for their core operations and resulted in the establishment of the Clément-Panhard brand.

Clément-Bayard

Following the 1903 division of Clément-Gladiator, Charles Chetwynd-Talbot launched Clément-Talbot Ltd in England, while Clément founded Clément-Bayard at a former military facility in Mézières (currently Charleville-Mézières). The Bayard name paid tribute to Chevalier Pierre Terrail, a notable local figure whose statue stood before the factory and inspired the company's emblem. After the separation, both brands produced vehicles with initially similar designs, though their technical details gradually evolved independently.

In 1922, Clément-Bayard was acquired by André Citroën, in whom Clément also held investments. The factory at Levallois-Perret subsequently became the manufacturing site for the 2CV model for approximately forty years.

Clément-Panhard

Serving as a director at Panhard-Levassor, Clément authorized production of the approximately 500-unit 1898 voiture légère ('dog cart') model when Panhard's own factory space was limited. This vehicle was built at his Levallois-Perret workshop and designed by airship innovator Commandant Arthur Krebs. It featured a tubular frame, center-pivot steering mechanism, a nearly horizontal rear-mounted engine with an automatic inlet valve and hot-tube ignition system, a constant-mesh gearbox, and side-chain final drive; early versions did not include a reverse gear.

Clément-Rothschild

Around 1902, Carrosserie Clément-Rothschild crafted automobile bodies on Panhard-Levassor chassis at 33 Quai Michelet in Levallois-Perret, adjacent to Clément’s main factory. At that time, Paris may have had two Rothschild coachbuilders: J. Rothschild & Fils operated from 131 Avenue Malakoff and traced its origins back to 1838 in Levallois-Perret. Acquired by Edmond Rheims and Leon Auscher by 1896, this firm was a pioneer in aluminum composite bodywork.

Clément-Stirling and Stirling-Panhard

Several Clément-Panhard vehicles were exported to the United Kingdom and sold under the names Clément-Stirling and Stirling-Panhard by the Scottish coachbuilder Stirling.[1][2]

Clément-Talbot

Clément held significant shares in Clément-Talbot alongside Charles Chetwynd-Talbot, 20th Earl of Shrewsbury (chairman), A. Lucas, and E. Lamberjack. While initially resembling Clément-Bayard automobiles, the two brands had diverged by 1907.[3][4][5]

In October 1902, Clément-Talbot was incorporated and acquired property in Ladbroke Grove, North Kensington, London. This site featured a modern factory equipped with state-of-the-art machinery and an elegant reception area adorned with marble Ionic columns and stained glass displaying the Shrewsbury coat of arms. The building today is known as Ladbroke Hall.[3][4][5]

Although marketed as Clément-Talbot initially, from the second year onward the automobiles were simply branded as Talbots.[6][3][4][5]

Diatto-Clément

In 1905, Clément formed a partnership with the Turin-based coachbuilder Diatto, creating Diatto-Clément Societa Anonima to manufacture Torinos under licence. The initial range featured a 20-25HP model with a 3,770cc four-cylinder engine, followed by smaller variants including a 10-12HP two-cylinder (1,884cc) and a 14-18HP four-cylinder (2,724cc). Later on, the assortment was broadened to incorporate six-cylinder engines. Clément withdrew from the venture in 1909, after which the company was renamed Societa Fonderie Officine Frejus.

Clément Motor Company (Britain)

In 1906, Clément launched the Clément Motor Company in Coventry with the purpose of producing Gladiators under licence. To differentiate itself from Clément-Talbots (later known simply as Talbots), it adopted the slogan "Simply Clément, nothing else." The company manufactured vehicles branded as Clément from either 1907 or 1908 until 1914. It operated under the name Clément Motor Company Ltd., based in Coventry, Warwickshire.

The World's First Motor Race

Clément did not have a direct role in the automotive industry until approximately 1897 but participated as a passenger in Albert Lemaître's Peugeot during what is recognized as the world's inaugural motor race on 22 July 1894, running from Paris to Rouen.

This event, organized by Pierre Giffard of Le Petit Journal, began with a selection of 69 vehicles, of which 25 competed in the main race. Lemaître completed the course in 9 hours and 18 minutes at an average speed of , followed by Auguste Doriot (Peugeot), René Panhard (Panhard), and Émile Levassor (Panhard). Although Count Jules-Albert de Dion crossed the finish line first, his steam-powered car was disqualified because it required a stoker, which was prohibited by the rules.

Paris–Berlin Trail

In the 1901 Paris–Berlin Trail, Clément secured 20th place driving Panhard number 18, finishing the event in 21 hours and 53 minutes.

Clément-Bayard

Automobile production commenced for Clément in 1903, with racing cars introduced in 1904. The racing team comprised Albert Clément, Jacques Guders, Rene Hanriot, Marc-Philippe Villemain, 'Carlès', "De la Touloubre", A. Villemain, and Pierre Garcets.

1904 Season

On 20 May 1904, Albert Clément achieved tenth place at L' Eliminatoires Françaises de la Coupe Internationale, an elimination contest determining France’s entry for the Coupe Internationale (Gordon Bennett Race).

He triumphed at the II Circuit des Ardennes des Voiturettes held on 24 July 1904 in Bastogne, completing the race in 4 hours and 26 minutes at an average speed of 53.91 km/h. The following day he took third place at the III Circuit des Ardennes. Additionally, Clément finished second at the 1904 W.K. Vanderbilt Cup Race on Long Island on 8 October.

1905 Season

Rene Hanriot placed tenth at the II Eliminatoires Françaises de la Coupe Internationale qualifier held in Auvergne on 16 June with a time of 8 hours, 23 minutes and nearly 40 seconds. This event served as a selection for the Coupe Internationale (Gordon Bennett Race).

During the 1905 Vanderbilt Cup on Long Island, Clément competed driving an 80-horsepower Clément-Bayard (#12), though he encountered mechanical difficulties.

At the II Coppa Florio race in Brescia, Italy on 4 September, Clément withdrew his vehicle after completing one lap of 166 km; his teammate Carlès retired after two laps.

1906 season

Clément-Bayard entered a trio of vehicles in the first-ever 1906 French Grand Prix held at Le Mans, where Albert Clément secured a third-place finish driving his 100 hp model. He completed the 1,238 km race in a time of 12 hours, 49 minutes, and 46.2 seconds, leading the competition at the conclusion of laps 2 and 5 on the second day. Tire punctures were a common issue; Michelin’s innovation of detachable rims reduced tire change durations by 11 minutes, allowing Felice Nazzaro (FIAT) to advance into second position.

On 13 August, during the V Circuit des Ardennes at Bastogne, Albert Clément finished sixth after covering seven laps (961 km) in just over six hours, piloting a 100 hp Clément-Bayard. His teammates A. Villemain and Pierre Garcet placed 11th and 12th respectively.

At the 1906 Vanderbilt Cup, Clément drove car number 15, a 100 hp Clément-Bayard, to a fourth-place finish over ten laps, maintaining an average speed of 59.0 mi/h.

1907 season

Tragically, Albert Clément lost his life during practice for the 1907 French Grand Prix on May 17. Among the three other Clément-Bayard entries, Pierre Garcet and Elliott Shepard finished seventh and eighth respectively, while the fourth driver, Alezy, withdrew after completing four laps.

1908 season

For the 1908 French Grand Prix, the company fielded three cars equipped with a 12,963 cc six-cylinder overhead camshaft engine. Victor Rigal achieved a fourth-place result.

Other events

Clément-Bayard achieved notable successes in several competitions including victories at the Coupe de Calais (1905), Coupe de l'Automobile-Club de Cannes (1907 and 1908), as well as triumphing in the Tour de France Automobile (1908).

Aeroplane manufacture

As one of France’s pioneering aircraft engine and lighter-than-air vehicle producers, Clément-Bayard was instrumental in creating the world’s first series-produced airplane.

In collaboration with Louis Capazza, they introduced the Bayard-Clément glider in 1908. The firm also worked alongside Alberto Santos-Dumont to manufacture the Demoiselle No 19 monoplane. Although there were plans to build 100 units, only 50 were produced and merely 15 sold at a price of 7,500 francs each. By 1909, their offerings included three engine variants: the Clément-Bayard 20 hp; a licensed Wright four-cylinder 30 hp; and a Clément-Bayard 40 hp engine designed by Pierre Clerget capable of speeds up to 120 km/h.

Pierre Clerget contributed various engine designs for Clément-Bayard aircraft such as a supercharged seven-cylinder radial engine, a four-cylinder 40 hp unit for the Demoiselle, a four-cylinder 100 hp engine used in 'Hanriot Etrich' monoplanes, and a V8 producing 200 hp for airship applications.

The Clément-Bayard Monoplane No.1 was showcased at the Paris exhibition in 1910. By 1912, production included a biplane model along with three horizontally opposed engines. The Monoplane No.5 (1912) featured a Gnome rotary engine delivering 70 hp and an aluminium-leather cockpit design. In 1913, they introduced the military-focused No.6 three-seat biplane powered by either a Clément-Bayard or Gnome engine rated at 100 hp.

In 1914, Clément-Bayard developed an armored steel reconnaissance monoplane constructed with nickel steel to protect against rifle fire, powered by either an 80 hp or 100 hp Gnome et Rhône engine.

Airship manufacture

Prompted by French military interest in airships, Astra Clément-Bayard commenced airship production at La Motte-Breuil in 1908.

The Clément-Bayard No.1 airship was initially offered to the French government but was ultimately sold to Tsar Nicholas II for use by Russian forces due to its cost. In 1910, Clément himself piloted the No.2 airship on the first-ever Channel crossing by an airship—covering approximately 380 km in six hours—with three additional units ordered by the army.

The original airship hangar at La Motte-Breuil remains preserved under the care of Clément-Talbot Ltd.

Clément-Bayard airships

A total of seven dirigibles were constructed:

  • No.1: Measuring 56.25 meters in length with a volume of 3,500 cubic meters, it was equipped with two 115 horsepower engines; maiden flight occurred in October 1908.
  • No.2: With a length of 76.5 meters and a volume of 7,000 cubic meters, powered by two 120 horsepower engines; achieved a maximum speed of 54 km/h; first flown in June 1910.
  • No.3 Dupuy de Lôme: This airship was 89 meters long and had a volume of 9,000 cubic meters; its inaugural flight took place in May 1912.
  • No.4 Adjudant Vincenot: Measuring 88.5 meters and encompassing 9,800 cubic meters in volume; it reached speeds up to 49 km/h; first flight dated to 1911.
  • Modified Adjudant Vincenot: Slightly reduced in length to 87.3 meters with an enhanced top speed of 53 km/h; its first flight was in August 1913.
  • No.5, delivered to Russia: Length of 86 meters, powered by two engines each producing 130 horsepower; maiden flight occurred in February 1913.
  • Montgolfier: At 73.5 meters long, this airship was driven by two 90 horsepower engines and attained speeds up to 60 km/h; first airborne in July 1913.

Facilities operated by Adolphe Clément-Bayard

  • In 1879, Clément established an iron smelting plant at Tulle but later sold it due to financial difficulties and its remote location.
  • By the following year, he founded the "Clément" bicycle manufacturing firm located centrally in Paris, employing approximately 150 workers.
  • The Gladiator Cycle Company maintained production sites at Le Pré-Saint-Gervais.
  • Beginning in 1894, construction commenced on the La Macérienne factory situated in Mézières—a substantial facility dedicated to producing parts and spokes for Gladiator bicycles by 1897—powered by hydraulic turbines and outfitted with foundries and nickel processing workshops. After World War I, Maurice Clément-Bayard revitalized the factory to manufacture Almacoa hoists, Cletrac tractors (exclusively for Europe and North Africa), excavators, and forklifts by the late 1920s.
  • The plant on Boulevard de la Saussaye in Neuilly was responsible for manufacturing three-wheeled vehicles and automobiles between 1899 and 1922.
  • Following the acquisition of Gladiator cycles in 1896, Clément constructed a factory at Levallois-Perret that produced bicycles and cars—including Clément-Panhard and Clément-Gladiator models—from around 1898 onward, later also producing Citroën vehicles such as the Citroën 2CV until military production commenced in August 1914.
  • In London, Clément-Talbot was incorporated in October 1902 and established a state-of-the-art factory at Ladbroke Grove featuring advanced industrial equipment alongside distinguished architectural design; this site is presently known as Ladbroke Hall.
  • Astra Clément-Bayard began airship production at the La Motte-Breuil facility starting in 1908.
  • A pottery manufacturing plant was launched at Pierrefoids in 1911.

Dreyfus affair

During the politically turbulent period of the Dreyfus affair, Clément-Bayard emerged as a prominent anti-Dreyfusard industrial figure who withdrew advertising support from the pro-Dreyfus publication Le Vélo and played a role in establishing its competitor L'Auto-Velo. This rivalry ultimately contributed to the creation of both the Tour de France cycling event and the L'Équipe newspaper. The controversy concluded with Dreyfus’s eventual exoneration after prolonged dispute.

Wartime involvement

At the dawn of the twentieth century, Clément-Bayard cautioned against German militarism and encountered animosity internationally. When Germany invaded France during World War I, his estates near Pierrefonds were bombarded or confiscated—factories were either destroyed or repurposed by German forces—and he relocated his family to Paris.

Prior to the outbreak of war in 1914, he entrusted company leadership to his son Maurice. The Mézières-based La Macérienne factory was lost early during hostilities along with residential properties and facilities at Pierrefonds; industrial machinery was dismantled or demolished.

Automobile production at Levallois-Perret halted in August 1914 as operations shifted toward military manufacturing including aero engines, airships, and aircraft.

Bank of Ardennes

In April 1922, Clément-Bayard took on the roles of director and vice-president at the newly formed Bank of Ardennes, headquartered in Charleville-Mézières.

Honours, death and commemoration

Clément-Bayard was elevated to the rank of Commander in the Legion of Honour in 1912. He passed away from a heart attack in Paris in 1928 while traveling to attend a board meeting.

His burial site is situated on his former property, Domaine du Bois d'Aucourt, located in Pierrefonds, which has been designated as a protected Historic Monument since 2004. Additionally, rue Clément-Bayard runs through the center of Pierrefonds as a tribute to him.

To honor his contributions, Switzerland issued a commemorative gold coin in 2005 celebrating the centennial of the Geneva Motor Show under the theme "Clément 1905."

See also

Notes

a. By the year 1896, entrepreneur and fraudster Harry Lawson had acquired the Humber cycle brand. Meanwhile, the cycle manufacturing facility of Thomas Humber in Beeston, Nottinghamshire began incorporating the 'Genuine Humber' emblem.

Gallery

External links

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Motorbase_Panhard
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ClePan
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  5. ↑ 5.0 5.1 5.2 Cite error: Invalid <ref> tag; no text was provided for refs named Blight
  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Unique
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