1905: John Taylor (born in Germany as Johannes Gutgemann, later changes name to John Goodman) and William Gue create Taylor, Gue, Ltd, and use the name Veloce for their first motorcycle. Goodman later sets up Veloce, Ltd. on his own, to produce cycle parts and services.

First motorcycle, the 2 hp Veloce built as a one-off.

1907: Percy and Eugene Goodman (John's sons) establish New Veloce Motors to produce a car (which doesn't enter production). The new company offers general engineering services and other non-motorcycle products.

1908: Veloce Ltd. begins work on a new motorcycle, with an engine designed in-house

1911: New 2 1/2 hp. four-stroke motorcycle (276cc, two-speed, all-chain drive, unit construction engine, inlet over exhaust) introduced.

1911: John Taylor becomes a British citizen

1912: The 2 1/2hp model gains success in the press and in trials; Ladie's Model introduced.

December 1912: New Sidevalve 499cc machine introduced. Sales of 2 1/2hp model slow during 1913.

December 1913: 206cc Two-Stroke model -the first Velocette announced. 'Footstarter' introduced.

1914: Model range expands; belt-drive available or two-speed with chain drive. Sidecars added to the range.

1914:  Adverts and sales of 4 stroke bikes diminish, leaving the Velocette two stroke

1919: Postwar, only two-stroke models offered; D1, DL1, then D2 and DL2

1920: Factory moves to Victoria Rd, Aston, Birmingham. Three D2s enter ACU Six Days Trial, winning 3 gold medals.

1921: D3 model introduced, with 3-speed gearbox, all-chain drive.

1922: Velocette Clutch introduced, inline of final drive sprocket, as are all subsequent Velo clutches (on single-cylinder machines)

1923: Model G introduced. All models now 249cc, electric lighting offered.

1924: Models A (two-speed belt drive) and B (three-speed chain-drive) introduced – economy machines

1925: Model K introduced, new 349cc overhead-camshaft. G-model range becomes H-model range.

1926: Alec Bennett wins Isle of Man Junior TT using the new ohc KSS (K Super Sports). Factory moves to Hall Green, Birmingham. 'Velocette' registered as a Trade Name

1927: Model U introduced, new 249cc two-stroke, 3-speed chain drive. KS model introduced (KSS with standard engine)

1928: KSS takes One Hour World Record at over 100mph. Models KE and KES introduced (economy K series)

1929: KTT introduced (TT replica, K model), using the first positive-stop footshift on a motorcycle. USS introduced (U Super Sports 249cc 2-stroke), plus basic Model 32

1930: MAC introduced (new 249 two-stroke). KTP (K with twin-exhaust ports) introduced.

1931: KTT MkII (variant of first KTT) introduced

1932: KTT MkIII (further variant of KTT)

1933: M-Series introduced; MOV (250cc ohv) and later MAC (349cc ohv). KTT MkIVproduced (KTT with extra frame supports, new cylinder head and cambox, stronger cylinder barrel and conrod). GTP uses ??auto-lubrication?? oil injection system for two-stroke engine (another Velocette innovation)

1934: Works 500cc ohc racer is 3rd in Isle of Man Senior TT

1935: MSS (500cc ohv with new, heavier frame) arrives. KTT MkV produced using similar frame to MSS

1936: KTT MkVI produced (12 in all)

1937: Works ohc Velocette 2nd in Junior TT. 600cc ohc special trials machine wins ISDT

1938: KTT MkVII produced (38 total) – new frame and all-aluminum engine with enclosed valves.

1939: KTT MkVIII introduced. Velocette wins Junior TT. Veloce builds supercharged ohc twin-cylinder 'Roarer', and prototype twin-cylinder ohv Model O

1940: MDD and MAF military models produced (versions of the 349cc MAC)

1947-1949: The firm returned to making both racing and road models, including the. This was most notable as being clean and easy to ride as it was small, smooth and very quiet. It was aimed at the mass market. It didn't quite make the ipact intended and proved to be unsuccessful and costly. While advanced, it was sedate and economical - and unpopular, but it was the arrival of the scooterette that did achieve that success. As for the scooter, it was never really able to compete with its neat and nifty Italian counterpart. Despite its flaccid sales, the  remained in production from 1949 until 1970. Success came at the TT in all three of those years. Freddie Frith won all five races to take the world title.

1950: Bob Foster took the title that year.

1951-1953: Engine changes were made to the LE and the MAC and rear suspension was introduced.

1955: A Scrambler appeared, with a tuned engine.

1956: The Endurance was produced for the American market. Velocette also announced the arrival of two sports models the Viper and the Venom - high-performance machines, fast and powerful.

1957: The kick-start Valiant arrived. This was a sports model based on the amended LE. Although it was advanced it was cumbersome and expensive, and not very popular as there were cheaper and better performing models.

1950: The LE adopted four-speeds, foot change and kick-start. It sold well to many police forces as it was quick and quiet.

1960s: The two sports models (Viper and Venom) were produced in many variations and with many different names.

1961: The last of the true new models was produced. Known as the Viceroy scooter, it was scorned by Velocette enthusiasts and a big mistake. The machine was huge and unwieldy, and as it arrived when the market was dwindling, it was not a success.

1964: The Vogue went into production. It was a great improvement, had a glass-fibre body, twin headlights and many other refinements, but it didn't do well.

1965: Enthusiasts were pleased to see the arrival of the Thruxton - a souped-up Venom, which was their most powerful machine and one of the best contemporary singles. It was a speedy, high performance sports machine with clean lines.

1966-1968: The market was shrinking and times were hard. The company lost money on the Viceroy and Vogue.

1969: Things picked up a little as Floyd Clymer arranged for the Indian Velocette to be built by Italjet.

1970: Floyd Clymer died and his project and ideas went with him. By the end of that year the firm was in serious trouble.

1971: The company went into liquidation, but the Goodman family settled all outstanding debts.

Post 1971: Spares parts were still available as the rights to the name had passed to Matt Holder and then on to his son David Holder. Permission was eventually given by one of the Goodman relatives for David Holder to use the Velocette name on a complete machine.

* 1998: A Classic Bike show in Stafford exhibited a road model with a revised Thruxton engine. There were also plans for a street-scrambler.