Hobart were motorcycles produced from 1901 to 1923 by Hobart Bird and Co of Coventry, who were also suppliers to many other firms.
1910 Cycle and Motorcycle Exhibition
Hobart Bird and Co., Ltd.
Coventry. Stand No. 37.
Hobart Bird and Co. have done very well with the Handy Hobart during this season and have quite an extensive assortment of motor-cycles for next year. One of these is the Hobart lady's bicycle, which is constructed with a drop frame, and a carefully shielded belt drive. Indeed, engine and all working parts are all carefully enclosed, and there is no chance whatever of the rider's skirts becoming entangled upon any projection. Amongst the improvements to be noticed upon the 1911 machines is the Hobart heel brake, acting upon the belt rim, and operated by the rider's heel depressing a conveniently placed pedal. The petrol tank has also been slightly altered in design and is provided with a neat petrol gauge. It should be noted that any of the models can be obtained, if desired, with two-speed gear and free engine, the charge for this alteration being quite moderate.
The Hobart has quite established its position in the motor- cycling world, and will no doubt do excellently in 1911. The company will be glad to hear from agents where not represented.
The McKenzie by John McVey
Following World War One, Mr G. McKenzie marketed an "ultralight motor cycle" as the type was then known. From an engineering point of view, there does not appear to have been anything new about the McKenzie design, the pre-first world war Lady's Humber in the Coventry Museum of Transport being virtually identical. McKenzie planned to sell his bikes through franchised cycle shops, and bring cheap motorised transport to the masses. To quote Andy Barber "He saw himself as the Henry Ford of the motorcycle."
The bike itself was made by the Hobart Cycle Co Ltd of Coventry. The early model had an open, lady's frame and looked very much like a 1940s autocycle with solid rear end and spring front forks.
The engine is also of Hobart make. Bore and stroke, unusually for that time, are both 60mm, giving a capacity of 170cc. With the whole machine weighing only 75lbs you might expect a lively performance but a road test of 1923 mentions "the maximum being about 28mph. At the legal limit, the McKenzie is very comfortable and can be ridden 'hands off'."
The deflector type piston is cast iron with three rings in two grooves: two in one groove at the top. It has plain bronze bushes for small end, big end and mains. The crankshaft is most unusual, being in two parts. The left hand part drives a large flywheel with integral belt pulley, which, by means of a leather belt, drives the back wheel. The right hand bob weight has an oblong slot that engages with flats on the end of the crank-pin, thus drive is taken to a 3 gear train that operates the 'Baby Fellows' magneto that is mounted behind the engine.
This is the first engine I've come across that was actually made with
a broken crank, but of course many engines have a cantilever crank with
only one flywheel, such as the Power
Pak and the Piatti scooter,
but at least on those engines some attempt is made to provide support by
having a long shaft with bearings as far apart as possible. Not so the
McKenzie, which has only a bronze bush about 2.5 inches long. My engine
has worn out main bearings while the barrel and piston seem near perfect.
The carburettor is a 'Wex' lightweight but I do not have any data on this
Andrew Barber's McKenzie
is the early type with fully open frame as introduced in 1921. These seem
to have had a weakness in the frame as it was redesigned and strengthened
by 1923. The engine was lowered and an extra horizontal strut was inserted.
Also in 1923, a counter-shaft clutch was offered and a two-speed gearbox
for £5 15s and £7 15s respectively. These extras were fitted
between the engine and the front wheel, with a chain primary drive and
a belt to the rear wheel as before. Most of these components were also
used in the McKenzie Roadster,
which had a conventional motorcycle frame with a round tank. The weight
had crept up to 120lbs by this time, so the performance couldn't have been
When the McKenzie Popular was introduced in 1921, Hobart was said to have 38 years of experience of making cycles.
What exactly became of the alliance of Mr McKenzie and the Hobart
Cycle Co? I do not know, but I have here an advertisement for a Hobart Universal
light motorcycle at £21, which is virtually identical to a (26 guinea)
McKenzie. Let's face it; it
is a McKenzie. I'm told that
both firms ceased trading at about this time but have no written source.
This was probably the last incarnation of the same old 60 - 60 two-stroke engine. This time in a motor cycle frame it was known as a Wee MacGregor or Wee Mac.
It was made at the Coventry
Motor Cycle Co of Wellington Street, Coventry by Barbary
and Downes, former employees of the Hobart Motor Cycle Co. They
ceased trading around 1924 or 1925 and that, as they say, was that.
McKenzie's last design appears to have been intended for the 1924 season. This was a 147cc lightweight described by 'Motor Cycle' magazine as a "thoroughly practical miniature" in October 1923. This was clearly an all new design with a new engine and it looks very neat and 'late vintage' with a large wedge shaped tank. A loop frame lady's model is mentioned but not illustrated and I wonder if any were actually made.Sources: Grace's Guide
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