Some Advance Details and Illustrations showing the trend of Design.
Gradior.
A new machine for the 1912 market is the Gradior, the production of the Gradior Machine Co, Stafford. This machine derives its power from a 3½ h.p. J. A. P. engine, and has a plate clutch on the engine-shaft operated from the handle-bar by Bowden wire. Transmission is by Renold chains, the front adjuster being made: the engine. One of the features on the Gradior is the two-speed gear box giving ratios of 9 and 5 to 1. This is on the car principle with a dog clutch operated by a lever on the right-hand side; of the tank. The idle gears run on ball bearings, and the drivers on chilled bronze bearings. The seat pillar, as will be noticed, is supported on an A.S.L. air spring.
3½ h.p. Sidecar New Hudson.
The New Hudson Company have decided to market a 3½ h.p. bicycle specially suitable for sidecar work.
At first sight the new model does not appear to differ greatly from this year's 3½ h.p. type, but on examination one sees that the machine has been greatly strengthened in many parts, so as to withstand the severe strains imposed by passenger attachments.
The frame tubes and handle-bars are of large diameter, the spokes of heavier gauge and the rear wheel is fitted with the new sidecar model, Armstrong three-speed and clutch, the latter containing double the original number of plates. This clutch is now actuated through a simple form of compound leverage which enables one to de-clutch with quite a light pressure of the foot.
The brake pedal is mounted on a special lug and is quite independent of the foot-rests, while the shoe itself is carried on an eccentric pin which passes, through a lug brazed to the fixture. By rotating this pin the shoe can be set nearer or further from the brake rim, thus. obviating the undue wear oh one corner of the shoe, which is so frequently found , even on modern motor cycles. One other small refinement which is worthy of notice is that the carrier is brazed into one piece, and is attached by pins to special lugs on the frame, there being no clips of any sort in the construction.
Altogether the cycle has been thoroughly well thought out, and from a short spin in the sidecar in thick traffic, we were convinced of the hill-climbing and braking powers and general handiness of the machine as a passenger mount.
A New Arno.
The Arno Co. will market a new T.T. model for 1912. They will retain their already well-known power unit, in which the engine, magneto, carburetter, and footrests can be detached by removing three bolts and uncoupling the petrol union. The chief alterations will be in the frame. The head lugs are cast in one piece, and . the rear lug is of novel and neat appearance, as will be seen from the illustrations. This also is cast in one piece, and is designed to give great strength at the joints and a low saddle position.
The standard tourist machine will resemble the T.T. type in all respects, except that it will have a slightly longer frame, and can be fitted with pedals. The size of the engine will remain the same, viz., 84 X 89 mm. The firm will retain their medium weight machine, and will also list a new lightweight model of 65 bore and 68 stroke; rated at 2¼ h.p. We hope to give further details of this type in an early issue.
Much attention has been paid to details, and one finds many of those small refinements which are so important in the manufacture of the ideal machine. For instance, by slacking one nut and turning a milled washer, the angle of the clutch pedal may be set to suit individual requirements. The bottom bracket also is a particularly neat piece of work, incorporating an eccentric pedal, chain adjustment with a very simple locking action, and also a neat device whereby the pedals are prevented from revolving when not in use by a small friction clutch actuated by a light enclosed spring.
Rover.
The Rover motor bicycle for 1912 will be very little changed in outward appearance from the current year's model. Minor improvements are being made, but these alterations apply to the detail work only. The wheelbase will however be shortened, and a consequent reduction in the weight will result. A sidecar combination is also on the tapis for next year.
The Bosch Magneto for 1912.
If there is one part of a motor cycle which goes wrong less than any other it is certainly the magneto, and hence it is a somewhat difficult thing to see how, having arrived at its present high stage of reliability and efficiency, it can be improved. In spite of this, the 1912 type of Bosch magneto is certainly an advance, both in design and construction, on any machine that has yet appeared, and we have no doubt that motor cyclists will appreciate the practical and well-thought out improvements it contains.
The first and most obvious one is clear from our sketch, from which it will be seen that the whole of the magneto is now entirely enclosed: at the driving end by a separate detachable under-plate, and at the contact breaker end by an extension to the existing plate. The whole of the base and under-plates is of aluminium alloy, and as a result the weight of the machine has been increased only a negligible amount. The advantages, however, are by no means small, inasmuch as any separate water and dust-proof cover for the magneto is now rendered entirely unnecessary.
On the edges of the aluminium plates are sunk fillets of felt which make an almost gas-tight joint between the plates and the edges of the magnets.
The attachment of the high-tension cable, Which has hitherto proved a rather weak point where bad weather was concerned, is in the new machine carried out in a most ingenious way, which entirely overcomes the likelihood of any such troubles arising. The upper extension of the driving end cover plate carries, as shown m the drawing, a vulcanite bush through the hole in the centre of which the high-tension cable is thrust into a tubular extension of the vulcanite high-tension collector brush housing. The latter, together with the cover-plate to which it is fixed, is shown in more detail in the second sketch.
The high-tension cable is attached in a very simple yet thoroughly effective manner. When it is home in its tube, it is simply transfixed with the set screw as shown. The terminal joint is thus rendered perfectly water-tight, as the cable makes a fairly tight lit with the holes of the bush through which it is thrust. The only external terminal is that for the earthing wire of the contact breaker, and in this case consists of a very neat vulcanite headed binding screw, which screws down into the vulcanite bush, in the side of which is cut a slot for the earthing wire to pass through. When once screwed down there is no possibility of the wire coming loose.
It is not often that practical improvement in motor cycle mechanism is accomplished by an enhancement in outward appearance, but in the case of the 1912 Bosch magneto this is certainly the case, as the cast aluminium cover-plates on each end give it a neat, workmanlike, thoroughly finished appearance, which is a desirable attribute to any machine.
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The Pilot Spring Fork.
The Pilot spring fork, made by the Pilot Cycle and Motor Co., Soho Road and Farm St., Birmingham, which we illustrate herewith, is of very neat appearance. The forks slide through round tubes on either side of the head, and while the fork is able to give to road shocks the friction of the tubes prevents bouncing and oscillation. Another point is that in the unlikely event of a spring breaking the head cannot come into contact with the mudguard or wheel. The fork should be very suitable for sidecar work where great strength is required. The firm is prepared to grant licences to manufacture on favourable terms.
Two-speed Singer Lightweight.
The two-speed 3½ h.p. bicycle which we recently described will be one of the leading Singer machines in 1912. The company has now decided to apply its counter-shaft gear to the 2½ h.p. light weight model which has recently had such a remarkable run of successes. This smart little machine will also be supplied with the Armstrong three-speed gear, or if desired in its original form with a single gear.
Quadrant
The Quadrant Co. will list four models for 1912 - a clutch, three-speed, racing, and lady's model. In the first two cases, except, of course, for the rear hub. the machines will be identical, and will have a modification of this year's engine. The radiating fins have been removed from the inlet port and an improved adjustable pulley has been fitted.
The new racing type is fitted with an engine of 87 bore x 80 stroke, and the lady's machine, which we hope to illustrate shortly, will have an engine of 70x76 mm.
A very interesting silencer, illustrated on this page, is fitted to the 1912 Quadrants. It consists of a plain expansion chamber the exit from which is through a valve kept on its seat by a light spring. It is claimed that the action of this valve causes a partial vacuum in the expansion chamber after each explosion, thereby increasing the speed and power of the engine considerably.
The Norton in 1912.
We recently had the pleasure of a chat with Mr. Norton on the subject of his 1912 models. He told as that he would make no great changes in his present types, but that owing to prolonged experiments with air cooling there will be a considerable increase of efficiency in the 1912 machines. He also told us that he would list a novel type of miniature machine. The engine, which is rated at 2½ h.p., is of the long stroke type with mechanically operated valves, placed one above the other. The cylinder is inclined with the ribs arranged so as to be parallel with the ground. The weight of the complete power unit, comprising engine, magneto carburetter, exhaust pipe, and engine clips, is stated to be only 28½ lbs.
A New F.N. Clutch.
The F.N. Motor Agency have just placed on the market a well designed and well made plate clutch, which may be easily fitted to all ancient and modern four-cylinder F.N. motor bicycles. The illustration accompanying this notice shows the clutch in pieces, and it will be seen that in design it follows standard practice. The whole device takes the place of the usual flywheel, A being the new flywheel which contains most of the mechanism, B is the ball thrust bearing and spring, and C is the small plate carrier connected to the driving mechanism E. The external ring D carries the larger plates and is screwed on to the flywheel. E is the driving and operating mechanism on which is attached the main driving pinion in the transmission, while the arm is for the attachment of a Bowden wire which operates the clutch from the handlebar by means of the quick pitch screw to be seen clearly on E.
Sidecar Combinations.
Passenger enthusiasts are to be well catered for next year. Among the new firms who have variably-geared motor cycle and sidecar combinations in course of manufacture for 1912 are : Rover, Enfield, James, Premier, Douglas, and New Hudson. In these machines the lugs for the sidecar fittings will be, in most cases, brazed to the frame.
A Two-speed James.
The 1912 James motor cycles will retain the same sized engines, that is to say, 86 bore by 96 stroke, but the combustion chamber and valve ports have been re-designed, and the diameter of the exhaust pipe increased, with beneficial results The magneto also has been slightly raised to give greater belt clearance. The frame will remain the same, but with the addition of a front wheel stand, a neat spring fork on Druid lines with scimitar blade side members, and a carrier specially designed to allow of the saddle being in the lowest possible position, and to carry special pannier tool-bags.
A special model will be made for sidecar work, in which the sidecar attachment lugs will be built into the frame. The firm will also supply their own sidecar chassis to which any body may be fitted.
The chief feature of this new model is a neatly designed two-speed gear box, combined with a composition lined cone clutch. The power is transmitted from engine to gear box by means of a short chain, the rear sprocket being mounted with a frictional device to prevent harshness in the drive. Thence it passes either directly (for the high gear) or through a geared counter-shaft for the low to a second sprocket mounted loosely on the outside of the primary gearshaft, thence to the rear wheel by a second chain. Both gearshafts are mounted on ball bearings, and the change of gear is effected by a lever attached to the top tube in a convenient position. This lever works in a horizontal plane and actuates the usual type of dog clutch in the gear box At present the gear box is situated just behind the saddle-pillar, but in future it may take the place of the bottom bracket. We have been promised a run on this machine at an early date, aid hope shortly to give our impressions of it on the road.
The Enfield Autorette.
The Enfield Autocar Co. are placing a new three-wheeled sociable on the market for 1912, with a single driving wheel. It is named the "Autorette," and will be driven by an 8 h.p. water-cooled V-type twin engine. The frame will be of pressed steel, and the transmission through chain and a two-speed epicyclic gear in the back hub.
A Mechanical Petrol Pipe Joint.
The small fitment illustrated herewith has been patented by Mr. W. Starley, 11, St. Paul's Road, Coventry, and provides for a mechanical joint without any solder. The illustrations show that the copper pipe is belled at the end, and in the bell mouth a conical junction piece is fitted, the usual coned end is pro- vided on this piece for connecting to the body of the tap. When the union nut is screwed up it locks the belled end of the pipe against the junction piece and the tap. We understand that the joint is perfectly petrol and oil-tight, and that one or two manufacturers are prepared to fit it.
The Motor Cycle September 28th, 1911.
1912 MODELS.
Further Advance Details of New Pattern Motor Cycles and Accessories.
The 2¼ h.p. S.I.A.M.T.
THIS interesting little machine, which has recently signally distinguished itself in Italy, the country of its origin, is being handled in England by Mr. Scales, 336, Gray's Inn Road, W.C.
In describing any vehicle propelled by petrol vapour it is customary to begin with the engine. In the case of the S.I.A.M.T. we make no exception, and feel we can safely state that this is the most interesting part of the machine. The cylinder head is of quite an unconventional design, being screwed into the cylinder. It is guaranteed compression tight, carries both valves, which are of the overhead type, the sparking plug, and has radiating fins cast wherever there is space for them. The edge of this detachable head is castellated, and a special spanner is supplied for its removal. To be able to detach the head easily is naturally a great boon ; not only can the carbon deposit be easily removed from both head and piston, but the whole can be held in a vice while the valves are being ground in. The engine dimensions are 68x72 mm. The radiating fins are, since the engine is tilted slightly forward, cast parallel with the ground. The inlet valve rocker is mounted on an eccentric, and the engine is controlled by its means, as no throttle is fitted. The carburetter is of Italian design, and has an extremely long induction pipe, which it is claimed tends to better vaporisation. One end of this long pipe is bolted to the cylinder, while the other passes beyond the carburetter and culminates in an open gauze covered end, behind which is a butterfly throttle controlling the air supply, To detach the carburetter it is only necessary to undo the holding on bolt of the petrol pipe and drop the carburetter away from its union to the inlet pipe. The petrol enters at the top of the float chamber. The high tension magneto is the N.U., and is gear driven.
Triple Lever Handlebar Control.
All control is worked by a Bowden triple lever on the handlebar. An adjustable pedal bracket is provided. two brakes are fitted, one applied to each side of the belt rim. The levers working these are so placed on the handlebar that both brakes can be brought into action by one grip of the hand. Points of convenience are well studied; these are a tapless oil pump, a good stand, and a sensibly designed pair of spring forks. Considering that the machine is not specially designed for the English market, it conforms excellently to English ideas.
In the recent Mont Cenis hill climb in the class for machines up to 290 c.c, it won the Stampa Sportiva Cup, and gained the first seven places in the class. The winner's average speed up the fourteen mile climb was 34.6 m.p.h. It also gained a first and second in the Como Brunate hill-climb. All these wins, we are informed, are records.
Page 1043
Humber.
The Humber Company have produced an entirely new 3½ h.p. model for 1912 embodying many improvements and refinements. Following the practice of the lightweights, which have met with such success this year, the new 3½ h.p. has a désaxé crankshaft. The bore and stroke are 84x90 mm. The side by side valves are operated by adjustable tappets, having fibre insertions in the heads. This should go far towards deadening the valve chatter, which is still a defect in many modern motor cycles. A half compression device is now fitted, consisting of a double exhaust cam and operated by the exhaust lift lever. This is so arranged that a slight movement of the lever brings the half compression cam into action, while a greater movement raises the valve completely off its seating in the usual manner. Placed behind the engine and well protected from mud and dust is a Bosch magneto controlled from the eft handle-bar. A large silencer with a simple roll over cut-out is fitted in front of the engine, and an exhaust pipe of ample dimensions is now fixed by an internal nut which adds to the neat appearance of the power unit.
Detail improvements consist of a dropped top frame tube, a front wheel stand, a rear mudguard hinged behind :he carrier and an improved stand. The spring forks are on the well-known Druid lines, and have scimitar blade side members. The petrol tank runs the full length of the top tube, and has a separate cylindrical oil tank let into it. This is a novel and praiseworthy device, as it makes for ease of construction and consequently absence of leaks. The front brake has a simple shoe adjustment, while the angle of the rear brake shoe, which is of the internal V-type, is also adjustable.
This model can be supplied either as a single gear mount (in which case pedals are fitted) or with an improved form of two-speed, in which several points are worthy of notice. The gear is still manufactured under Roc licence. This year there will be three planetary pinions instead of two. The high gear will be operated by an expanding cast iron liner, while the low has a contracting Raybestos lined band. The gear is fitted with ample thrust rings and bearings, and is so constructed as to be and mud-proof, while having a neat and light appearance.
The whole rear wheel may be easily removed by detaching the gear rods and removing three nuts. The two-speed model is fitted with footboards, below which runs a counter-shaft carrying a simple acting cam which prevents the possibility of engaging both gears at once. Neither the 2 h.p. nor 2¾ h.p. model has been altered to any great extent, but the company will list a very neat open frame model fitted with the standard 2 h.p. engine.
B.S.A.
The first of the 1912 B.S.A. motor cycles was seen on the road recently. It has a dropped frame. We have had a short run on one of these machines, and found the 1912 design of clutch beautifully smooth in action.
Page 1044
Comet-Precision.
Mr. Haydon tells us that it is his intention to market two new models – a 2½ h.p. lightweights with a free engine, and a 4¼ h.p. Colonial model with 5½in. ground clearance.
Calthorpe.
There will be four Calthorpe models for 1912. A 4¼ h.p. type for sidecar work, a 3½ h.p., a T.T.. and a 2½ h.p. All of these models can be fitted either with a new type of clutch on the expanding shoe principle, or with a new chain and belt counter-shaft two-speed gear, in which the gears are operated by taper friction clutches.
A 5 h.p. Twin A.J.S.
A chat with Mr. Stevens elicited the information that next year he will market a new 5 h.p. on the lines of his well-known 2½ h.p. engine, for sidecar work. The 2½ h.p. machine will not be greatly changed. The engine will be modified, but the greatest change is in the fixing of the gear box.
Condor.
The Condor Engine Co. are building a 4½ h.p. single-cylinder engine of 86 x 112 mm., which comprises two unusual features – (1) the oil is fed through the cylinder wall into the hollow gudgeon pin, and thence to the hollow big end and (2) offset cam gear, the valve tappets being set slightly to one side of the cam centre so as to do away with some of the side thrust.
Blumfield
Mr. Blumfield tells us that as this year's engine has been so satisfactory there will be practically no changes in the design of his 1912 engines. He will, however, list several new sizes, making a most complete range.
The types for 1912 will include a single-cylinder air-cooled 3½ h.p., 80x95; a single-cylinder water-cooled 3½ h.p., 80x95; a twin-cylinder air-cooled 4-5 h.p., 67x83; a twin-cylinder air-cooled 5-6 h.p., 67x95; a twin-cylinder air-cooled 7-8 h.p., 80x95; a twin-cylinder water-cooled 9 h.p., 80x95; and possibly a single air-cooled 2½ h.p., 67x83. This year Mr. Blumfield has decided to market for the trade two sets of frame fittings, one for a standard 3½ h.p. type, and another heavier set for sidecar work. This latter set includes a two-speed gear box set behind the saddle tube, and constructed for chain drive in conjunction with an engine-shaft clutch. We were shown a neat lightweight adjustable pulley on the lines of the large Blumfield pulley. It is worthy of note that all Blumfield engines undergo prolonged bench tests with fan brakes, and all the different models have side by side mechanically operated valves.
The Latest M.M.
The latest type M.M. motor bicycle sold by Messrs. J. C. Lyell and Co.. 113, Great Portland Street. W., is a 4 h.p., 82 by 91.5mm. The engine has the exhaust valve in front and an automatic inlet valve. The ignition is by Bosch magneto, driven by a train of gear wheels. The gas is supplied to the engine by a Schebler carburetter, which is quite an interesting device.
The 7-9 h.p. V twin is similar in every respect to the above, except that it has two cylinders of the same dimensions as one single, and, of course, has a more strongly constructed frame.
The Jonsca Two-speed Gear.
This gear, which was seen fitted to a 3½ h.p. Brough at the Brasted Hill-climb, consists of a double belt drive in combination with a selective clutch in the back hub. The pulleys are geared down at the engine-shaft to enable them to give a low geai and yet be of large diameter. The selective clutches, which are of the expanding type, are operated by pedals, and bring the required belt rim into connection with the back wheel, the other running loosely. One of the advantages of this gear is that practically any ratios can easily be obtained. Both gears are, of course, equally direct. Mr. John Scarborough, the inventor, also has a very simple starting device on the lines of a spring steel tape.
The Excelsior.
The Excelsior Co. have two new 1912 models. The first is a 3½ single-cylinder of 85 bore and 88 mm. stroke, and the second a 4½ single-cylinder of 86 x 112 mm. Both these models will be fitted with the new Villiers two-speed gear to order.
The chief feature of the new engine is the lubrication, the oil being led into the hollow gudgeon and crank pins, and thence direct to the main bearings, which are of phosphor bronze throughout.
The valves are fitted with adjustable stems, and the engine, which carries the magneto behind it, forms with the carburetter and silencer an easily detachable unit.
One inch belts, dropped top tubes, and Druid forks with front wheel stands are standard on both models, and the company will manufacture sidecars, under Millford licence, and suitable for their own machines.
The Motor Cycle October 5th, 1911.
1912 MODELS.
Advance Details of New Pattern Motor Cycles.
Page 1068
Components, Ltd.
For next year, Components, Ltd., will enlarge their engine to 86½ bore x 85 mm. stroke, as used in the T.T. Race. Other features will be an automatic sight-feed lubricator, and an improved form of their variable gear. The control of the decompressor has been redesigned.
Another Counter-shaft Gear.
Bowden Wire, Ltd., is the latest firm to devote attention to the two-speed question. A fortnight ago we encountered Mr. Alec Ross on a Bat machine, fitted with the Bowden two-speed bottom bracket gear, which he was testing. It will shortly be dealt with in these columns.
The M.M.
We illustrate below the new 7-9 h.p. twin M.M., the bore and stroke of which are 82 x 91.5 mm. The magneto is a Bosch and the carburetter a Schebler. The attachment of the engine to the frame by the cylinder heads is interesting. The 4 h.p. single-cylinder model is of the same dimensions. It is illustrated on page 1082. The engine is attached to the frame at three points: at the cylinder head, to the lower of the two top rails, and fore and aft at the crank case. The carburetter and magneto control are carried out in the usual American manner by long rubber twist handles and rods. The back wheel is very easily detachable, and is provided with a chain adjuster which serves to adjust the tension of the belt. The bottom bracket is carried above the forward end of the chain stays, and is able to be rocked backwards and forwards, the amount of movement being controlled by means of an adjuster which enables the pedalling chain to be very easily tightened. The stand is substantial, and when the machine is taken off it automatically flies quickly up into position. The front wheel is suspended on a flat laminated spring fork. It is interesting to note that the engine-shaft revolves on roller bearings. The tank is of brass, and provided with spun steel ends.
Both models will be fitted with a free engine clutch, which is of quite a simple nature, consisting, as it does, merely of an expanding brake which takes up the drive quite sweetly, so we are informed. It is worked by a long lever adjacent to the top tube.
The New Rover.
Rover motor cycles for 1912 will be improved in detail only, the general design remaining the same. The engine will have the same appearance, though it is now bolted direct to extensions of the rear lug, thus dispensing with separate cradle plates. The fly-wheels have been lightened in the webs, and extra metal has been put into the rims which should tend towards smoother running engine. The wearing surface of the cam gear has been increased as much as fifty per cent., and the adjustable tappets are now held up to the valve stems by enclosed springs. Neater clutch leverage is employed, the pedal having a direct pull on the operating bell crank lever. Ignition is by the new type Bosch magneto driven by a wide silent chain and controlled from the left handle-bar, while the cut-out is now operated by a pedal.
The spring fork is more compact, and is fitted with stronger springs than formerly. The tank has an extra supporting clip, both fillers are fitted with strainers, and this oil pump has larger valves. Neater front and rear wheels stands are employed and the former is kept in place by an improved clip. Both brakes have been improved, the rear brake being fitted below the chain stay and operated by more substantial connections. The wheelbase has been shortened two inches. The alterations generally have made the machine considerably neater in appearance. Three models car be supplied. A fixed gear, and a free engine model, and another embodying the Armstrong three-speed gear As will be noted from the illustration the firm have reverted to an L saddle pillar, and use a frame, of the ordinary diamond pattern.
Page 1068D
New Hudson Engine.
Mr. Roy Walker called at our offices last week with the experimental New Hudson 3½ h.p. engine fitted to a three-speed motor bicycle and sidecar. We append a line sketch of this new power unit, which is on standard lines and does not present any novel features. The bore and stroke are 85x88 mm. = 499 c.c, and a silent chain is used for the magneto drive; the cylinder is a particularly clean casting. The tappets are provided with springs to keep them in close contact with the valve stems. A short run with the new model, which had already covered several thousand miles, including 1,500 miles in Yorkshire, convinced us that the three-speed Armstrong sidecar gear and 1912 3½ h.p. New Hudson engine are a really excellent combination. A new belt caused a certain amount of slipping on the low gear, but the first time it ascended Stoneleigh Hill it took the combined weight of 25 stones with plenty of reserve power on the low gear, the top gear being 5 to 1.
Mr. Walker told us that the machine had taken two passengers, combined weight 20 stones, up Sutton Bank, also Farlow Bank, which he claims to be a record for a 3½ h.p. engine and sidecar.
B.S.A.
We publish a section of the free engine clutch which has been fitted to this year's B.S.A. machines, the same design having been decided upon for 1912. As will be seen, it consists of a double cone keyed to the belt rim, which is gripped between blocks with corresponding grooves on each side, and sliding in the hub shell. We have had an experience with one of the B.S.A. clutch machines, and found the clutch beautifully smooth in action.
The Racing B. and B.
Last week we described the new design B. and B. carburetter for 1912, illustrating its special features on page 1037. Our description applies to the light-weight and heavyweight standard models, but the firm have a racing pattern for those who wish to obtain racing results. This carburetter is similar to the universal type, but has a straight through air opening with an extension pipe at the rear. To adjust this carburetter, the throttle and air orifices should be placed in the fully open position, the jet being set to suit. The makers say that this carburetter, which is put on the market to oblige their racing clients, is not so controllable nor as economical for ordinary touring purposes as the universal models with the adjustable primary and secondary air openings. The variable jet is standard on the racing model as well as the others already described.
Readers will be interested to know that the firm has lately moved into well equipped works at the address mentioned, where even part will be made on high class automatic machinery, thereby ensuring accuracy and perfection of workmanship. We made a short tour of the works in company with Mr. C. Brown and his right-hand man, Mr. Evans, and found the works fitted up in the latest style. We mention the above as an instance of thoroughness and to prove to our readers that Messrs. Brown and Barlow intend to spare no expense or trouble to maintain their already high position in the motor cycle industry. A 1912 model was fitted to one of our machines in a few moments, and as we returned to the office by road we could detect an improvement in the running of the machine — a 3½ h.p. and sidecar. It is an advantage with a low powered sidecar machine to be able to increase the petrol supply uphill.
New 3½ h.p. Premier.
Am important improvement has been made in the 3½ h.p. model Premier for 1912. which still remains 85 x 88 mm. The whole cylinder has been redesigned, and outwardly has a neat pear-shaped appearance. while the cylinder head and valve ports have been somewhat modified in design. especially inwardly.
The frame has been considerably lowered, but the straight top tube is still retained. Detail improvements consist of a detachable rear mudguard, a belt rim guard, and an improved carrier with provision for pannier tool bag.
A New Quadrant Engine.
The Quadrant Co. have decided to add to their previous list of models an engine of 87x95 mm. for sidecar work. They will also manufacture a two-speed gear and free engine of their own. The gear will be placed in the rear hub, and will be of the epicyclic type.
Page 1069
Kynoch Redivivus.
Kynochs, Ltd. will place a 3½ h.p. motor cycle on the market for 1912. It will be fitted with the J. A. P. 85.5x85 mm. engine, Druid forks, and the B.S.A. two-speed gear or free engine at option.
A Small Twin J. A. P.
We visited the works at Northumberland Park one day this week where the J.A.P. engines are made, and fortunately found Mr. J. A. Prestwich at home. A discussion on 1912 prospects elicited the information that the firm have one or two new designs in hand for the show. The 3 h.p. lightweight twin engine which has been used on a New Hudson in one or two 1911 events will be one of the 1912 standard models. It has V cylinders with bores and strokes of 60 by 76 mm. 425 c.c. side by side valves, and is a miniature model of its parent, the 8 h.p. Although called 3 h.p. it will give more and should be successfully applied to lightweight models where the even torque and smooth running of a twin are often preferred to the more powerful impulses of a 500 c.c. single.
Gradior.
The 1912 Gradior engine, made by the Gradior Machine Co., Statford, has an engine of 86½ x 90 mm. and ball bearing crankshaft. It is designed for those who find a 500 c.c. engine hardly powerful enough, and should appeal to heavyweight riders and also sidecarists.
Page 1069
A COUNTER-SHAFT VARIABLE BELT GEAR.
We have been favoured with a description of a counter-shaft variable belt gear, invented and made by Mr. L. Dugdale, 96, Dall Street, Burnley.
A is the pulley which runs on ball bearings on the stud E, carried by the actuating rod B. This rod can be fixed at its lower extremity to the bottom bracket or to a lug brazed on to the frame.
DD at the fixed flanges, and C the movable flange which is made to slide but not to turn upon A. The pulley is shown in its low gear position. It will be noticed that as the lever H is moved backwards the change in belt tension will cause the flange C to move to the left, thus raising tha gear both from engine to counter-shaft and from counter-shaft to back wheel. No jockey pulley is needed, as the movement of the lever B does not affect belt tension. Mr. Dugdale says that he does nut find the belts slip, and that the gear does all he claims for it. He makes it to give six speeds, the lever B being held in six positions by slots in the quadrant F. It is obvious that quite a low gear is attainable with the usual engine pulley.
The Motor Cycle October 12th, 1911. Pages 1068, 1068D 1069.
October 19th. 1911
1912 MODELS.
Advance Details of New Pattern Motor Cycles.
Page 1100A
Premier.
We have recently had the opportunity of examining the first of the 1912 Premier models. The frame has been considerably lowered, while the new pear-shaped cylinder casting adds greatly to the appearance of the 3 ½ power unit. The cylinder head has been redesigned to give a smoother flow to the incoming and outgoing gases, and the piston has been somewhat lightened. In other respects the engine will remain much the same. All the tank fittings are very large and substantial, and a pipe is led from the petrol tank to the compression cock for the purpose of priming the engine. Great attention has been paid to the mudguarding for the 1912 models. The front mudguard has been fitted with side wings, and the rear guard with an extension over the belt rim. while in the case of the two-speed model a 7 ½in. wide curved mudguard covers the belt rim, rear wheel, and brake rim. In both types the carrier &ndash which is made to take a large tool-bag at the rear below the luggage platform &ndash supports the mudguard which can be detached at the rear stays and swung down with the carrier so as to provide easy access to the back tyre.
The handle-bars have been slightly altered to give a more comfortable riding position, and incidentally the appearance has been improved by the alteration. The sidecar model is fitted with the twin 66 x 80 mm. engine which, with the exception of ball bearing big ends, has undergone no great alterations for the coming year. The Millennium two-speed gear is fitted to the rear hub, and the control is particularly neatly carried out.
A ladies' model with 3 ½ h.p. engine and Armstrong three-speed gear will shortly issue from the Premier Cycle Co.'s Works, and a twin two-speed sidecar combination is another introduction for 1912.
The Puch Motor Bicycle.
It was in 1905 that the writer first met Herr Puch, who had then entered a machine for the International Cup Race at Dourdan. Even in those early days of the industry the sidecar was becoming popular, especially in Austria, and Herr Puch and his assistants found the side-car machine which they brought over from Gratz, where are the Puch Works, to be exceedingly useful preparatory to the race. The machine is one which has established a high reputation for itself on the Continent, and readers will be interested to hear that it is now to be handled in this country. The following will be placed on the market: Two single-cylinder patterns, 3 ½ h.p., 76 by 100 mm., one of these having two-speed gear, free engine and chain drive, and a 6-7 h.p. twin with two-speed gear, chain drive, fan cooling, and sidecar. This model is fitted with 700 by 80 mm. Voitnrette tyres, and it looks an exceedingly sensible sidecar machine. Probably all these models will be on view at the coming Olympia Show.
The single-cylinder engines are provided with mechanically-operated valves, but in the case of the twin the inlet valves are automatic, a practice which is nearly obsolete in this country.
The New 6 h.p. C.C.R.-J.A.P.
The 6 h.p. sidecar illustrated is the outcome of tests which have been made by Messrs. Smith Bros., a Nottingham firm. The engine is of the ordinary 6 h.p. J. A. P. twin type, fitted with Simms magneto, and B. and B. carburetter. It has a Chater-Lea three-speed gear box, with Chater-Lea disc clutch on the engine-shaft. Chain transmission and drip-feed lubrication are other points of interest. The sidecar is attached to the motor cycle at five points, and is sold complete with hood, wind screen, etc.
Page 1100B
1912 Models.
Another Counter-shaft Gear.
The Bowden counter-shaft gear is a new introduction designed to fit existing models. The gear case is provided with a bolt and nut and two slotted plates, .which enable the box to be attached to the bridge of a standard frame as illustrated by the sketch of the complete gear fitted to a 3 ½ h.p. Chater Lea Minerva. Reference to the sectional drawing of the gear fig. 3 shows the chain wheel A and sleeve A1. These receive the power from the engine-shaft by means of a roller chain and transmit it to the clutch centre B. On the central shaft or clutch centre are mounted two gear wheels D and G, and on a separate spindle and formed solid with it are another pair of gear wheels E and F. H is the belt pulley which conveys the power to the road wheel. It will be noted that this is exceptionally large in diameter, centre to centre of belt being 7in. Belt slip should therefore be almost impossible. The operation of the gear is extremely simple. In the centre of the clutch is a wedge bar J J, which is longitudinally operated by means of a cam clutch shown in fig. 2. When the bar J is moved to the right and the spring K expanded, the clutches C C are forced upwards, locking the gear wheel G and belt pulley H to the counter-shaft. In this position the shaft carrying the gear wheels E and F revolves idly. This is the normal or high gear position. When the pedal clutch is moved to the low gear position, the spring K contracts and the bar J is forced to the left, the other pair of clutches move outwards, and the gear wheel D is locked to the counter-shaft, and driving the pair of wheels E and F, the power is transmitted to H through G, and the belt pulley revolves at a slower speed than the counter-shaft, this is the low gear position. The reduction in gear ratio is brought about by the difference in the diameters of the four wheels D E-F G, the gear train being arranged in a similar manner to the back gear of a lathe.
With a 7in. diameter belt pulley on the counter-shaft and a 19in. belt rim and the standard chain sprocket on the engine-shaft and counter-shaft the top gear is about 5 to 1. The engine sprockets can be supplied with 15, 16, 17, and 18 teeth, the counter-shaft sprocket having 28 teeth. The starting device consists of a segment of a gear wheel P, meshing with a small toothed wheel on the counter-shaft. The segmental wheel carries a crank and pedal, and by kicking downwards and backwards the engine is revolved two and a half times to one-half revolution of the pedal starter.
The Bowden Wire Co. inform us that on test they can start a single cylinder 3 ½ h.p. Minerva or an 8 h.p. Bat-Jap with certainty by one thrust down of the crank. Although designed for a standard 500 c.c. engine, the gear has been thoroughly tested on an 8 h.p. J.A.P. to find any faults there may be in the construction. This policy of trying the gear on a machine with a higher powered engine than the standard 3 ½ h.p. is to be commended; if it will stand an 8 h.p. engine it should be perfect with a lower power.
The whole of the bushes are made of phosphor bronze, the gear case is of aluminium, and the teeth, which are 8 pitch. are of hardened steel, also the shafts. The gear box is lubricated with Price's hub grease, the filling tap being at the top. and a drain off screw at the bottom.
The gear was weighed in our presence, the total weight being 15 lbs. in addition to the pedal control already described, the gear can be controlled by a Bowden wire and lever with ratchet fitted on the top tube. One of these gears was fitted to the 4 ¼ h.p. Ixion-Precision ridden by W. R. Jones in the Quarterly Trial last Saturday.
The counter-shaft type of gear is certainly growing in popularity, and the enterprise of the Bowden Wire Co., in| marketing a gear which can be fitted to almost any standard model, will doubtless receive its just reward in the form of an extensive demand.
Page 1101
A.J.S.
The method of attaching the counter-shaft gear to the frame has been improved for next year.
As will be seen, the box has a flat top. with slight extensions at the side which fit closely on a special lug, thus preventing any tendency to twist. It is held in position by two studs which pass through slotted holes (to allow for chain adjustment) in the lug. The box itself has been rendered considerably more accessible by a slight alteration in the main casting. It is no longer constructed in two halves, but is cast in one piece, with a separate end plate. By unscrewing the thrust washer and removing this plate, the gears and shafts can be dismantled and re-erected by the merest novice.
Tormo.
The Tormo Manufacturing Company (67-68, Bunhill Row, London, E.G.), agents in Great Britain for the Sarolea motor cycle engines and F.S. ball bearings, will be marketing the same models as those sold during this year, and in addition will introduce a new 2 ½ h.p. single-cylinder engine, 66 by 86 mm. This is identical, with the exception of the stroke, with the 8 h.p. 1911 model, which was 66 by 72 mm.
New Rudge Variable Gear Model
We were recently privileged to inspect the new model Rudge machines which are nearing completion and have formed the opinion that these machines which have made such leaps and bounds in their comparatively short active life will be even more to the front in 1912, not that there are any striking departures in design to chronicle, but there are many minor improvements which cannot fail to commend themselves to the practical rider. First and foremost the machines have been carefully redesigned with a view to reducing the weight in every possible part consistent with strength. For instance, the spring forks are neater and lighter, the lugs of the frame are lighter, the stand and carrier fittings have been redesigned, likewise the variable gear. This last mentioned model possesses the most notable departure, and the gear now possesses the undoubted advantage of a free engine, no matter what ratio of gear is employed. It will be remembered that formerly the gear had to be at its lowest point before the free engine came into operation, but by a clever adaptation of the Rudge plate clutch in conjunction with the gear mechanism on the engine-shaft a free engine is possible with all speeds. Though carried in a compact casing the free engine and variable gear mechanism are entirely separate. The width from the centre of the engine pulley groove is 5in. An inherent advantage of the Rudge gear is the fact that the belt always runs in line. The inner flange of the engine pulley is the movable one, and any variation results in a corresponding movement of the outer flange of the rear belt pulley. We tried this gear on the road in the rough, and it worked admirably. The quadrant will enable twenty different gear ratios, which should appeal to the sidecar user.
Detail Improvements.
Two other models which will be marketed are the 3 ½ h.p. clutch machine and the T.T. model. We detail a number of minor improvements which are common to all R.W. motor cycles.
A new rear brake has been adopted which gives a much greater gripping surface than formerly, and is as powerful a brake as we have ever tried.
Next year an Eisemann magneto will be fitted, which is a very compact instrument, with sloping pole pieces, which enables a hot spark to be generated at slow speeds. A neat arrangement is provided for the finest possible adjustment of the magneto timing, known as the Vernier micrometer adjustment, which amounts to ¼34th of a revolution. A cam with fourteen teeth is fitted on to the armature-shaft. On the periphery of this cam thirty-one teeth are cut which fit into corresponding serrations in the exhaust cam wheel. It will thus be seen that the adjustment is less than one degree. The exhaust valve lifter is a great improvement, and, being carried to the left-hand side of the machine, leaves the timing side very clean and easily get-at-able. The valve lifter has a very easy motion due to the long leverage. The new Rudge lifter is a reversal of the usual order of things, for the action of raising the inverted handle-bar lever pushes down the lifter, so causing the other end to act upon the bottom of the tappet. The lifter lever is fulcrummed in a boss cast on the crank case.
The engine has undergone minor alterations only, nor will this cause any consternation when its wonderful achievements on the track are considered. The exhaust valve guides are now cast solid with the cylinder, which means that they can be bored, absolutely true with the seatings. A new cotter and cup arrangement is shown in the sketch. It was found with the old cotters that there was a tendency for them to break, but by the new arrangement of a cone-shaped cup, a cotter is practically unbreakable. The special design of the cup enables a spring of the longest possible dimensions to be used.
The Motor Cycle October 19th, 1911. Pages 1100-1102
1912 MODELS.
Advance Details of New Patterns.
Alcyon.
Through the courtesy of Mr. G. N. Higgs we are enabled to give a few preliminary details oi the 1912 Alcyon models. The carburetter for next year will be the well-known Claudel-Hobson, or, more correctly, an Alcyon carburetter made under Claudel licence.
The machine will be even more in conformity with English tastes than the few preliminary models which have been seen over here this year, and, of course, handle-bar control, with wires running through the handle-bar, will be fitted. The handle-bars themselves will have inverted levers, one controlling the front brake and the other the exhaust lifter. The luggage carrier will be more substantial, and a strong and efficient lamp bracket will be fitted.
The 2 h.p. model, which will be practically the same as this year's machine except for the improvements mentioned, will have a variable pulley controlled from the top tube, while a jockey pulley, worked by the foot, will be fitted to keep the belt at the correct tension.
The chief Alcyon novelty will be a twin cylinder 47 x 72 mm. 2½ h.p. model, the cylinders of which will be situated side by side after the manner of the Werner. Mechanically operated inlet valves will be fitted.
Rushmore Lamp Set.
The Rushmore Lamp Co. claim to have introduced the first of the searchlight lamp patterns with lens mirror – an event which happened some four or five years ago. It was not, however, until the present time that the company decided to place on the market a British made motor cycle head light, following as nearly as possible the successful lines of the Rushmore car lamp.
The lamp differs from the well-known car model in the following respects. Firstly, it is provided with a hood which is attached to the front of the lamp by means of screws, so that it may be easily detached, and a special fixing is supplied. A genuine Mangin lens is fitted, while special notice must be taken of the bracket clips. The face of the clip is circular, with small semi-circular projections cast on it, while depressions to correspond are cast in the boss of the lamp itself. Both projections and hollows are very small, so that a great number of various positions may be utilised. By undoing the wing nuts the lamp may be placed at any angle, and when the wing nuts are screwed up it will stay in the required position, the projections and hollows preventing any further movement.
The front door of the lamp, carrying the glass in sections in the well-known Rushmore style, is provided with a ventilator which gives out no back light, while the position of the burner is adjustable so that the light may be focussed to suit the wish of the rider.
One of the chief features of the Rushmore lamp is that it is entirely put together by means of screws, thus allowing it to be taken to pieces with the utmost facility.
The generator is simply and strongly constructed, and is much on the lines of their well-known car generator.
The water compartment A has a well formation, in the bottom of which lies the valve D, which can be easily removed for cleaning purposes, by detaching the nut B which holds it to its seating C.
The pace of the water-feed is controlled by turning the valve rod. The face of the valve has a small taper slot across it, at the broad end of which a hole is drilled into the centre, which is bored out to the bottom A corresponding hole is drilled in the seat C, so that by turning the valve first the small end of the groove comes opposite the hole in C, allowing a small amount of water to leak through, while a further turn causes the holes to be brought gradually in line, thus allowing a steady stream of water to pass. This, of course, is seldom necessary, unless for lighting up in a hurry.
Round the well lies an annular chamber forming a gas reservoir, the gas entering through holes in the screw plug F. From this reservoir the gas is led through a pipe G in the usual manner.
The carbide is carried in the receptacle H, which is perforated round the lower edge and fitted with a heavy gauge wire gauze bottom. The whole is carried and allowed to swing on the two pins K. fixed to the outer shell L.
The object of this is that the used carbide is lifted through the holes and gauze and drops into the outer shell. Thus when only part of a charge is used the waste may be emptied away and the lamp is at once ready for use again. The top and bottom halves are held together by the internally screwed ring M, a rubber washer N making a gaslight joint.
Three different styles of carrying the lamp are provided for. Firstly, with the lamp in front and the generator close behind; secondly, with a slot behind so that the lamp may be fixed on to the usual type of lamp bracket; thirdly, there is a special carrier on the generator so that the generator may be fitted to a bracket attached to any convenient part of the machine.
A New QuicKly Detachable Terminal.
The Rex terminal is one of the quickly detachable type and the invention of their draughtsman, Mr. Sargisson; it is both simple and neat. The cable is placed in the large hollow portion of the jaw, the wire is turned back and the jaw clinched. The terminal is now ready to spring on to the thread of any sparking plug central wire. After the terminal is sprung on the wire of the plug a nut may be added as additional security, but is not necessary. The inventor has had one of these in use for some time and has found it perfectly satisfactory. We believe the Rex firm are adopting it for 1912.
Page 1126
1912 Models.–
Trump-Jap.
The 3½ h.p. Trump-Jap, whicli is now being made in Birmingham under the direct supervision of Mr. MacNab, will, so we are informed by the makers, be one of the lightest machines on the market next year for its power. The total weight of the machine unladen will be 170 lbs., and with petrol and oil it will not exceed 185 lbs. It will be exhibited at Olympia for the first time next month and will be enamelled French grey.
A New Motosacoche.
The famous Geneva firm of H. and A. Dufaux have plumped for the long-stroke engine, the dimensions of the 1912 model being 64 by 90 mm. The most drastic change, however, is the wholesale rejection of the chassis or tubular frame, to which were fastened the engine and all the accessories. The engine will in future models be fastened direct to the cycle frame by means of the improved clips, of which we append a sketch. It will be noted that one-half of these clips is cast on the crank case, and threaded through them is a staple which engages the loose half, nuts screwed on the ends of the staples holding the lot together. The shields, always a Motosacoche feature, are attached to the tank. The carburetter position is now behind the engine and a variable extra air control will be employed operated from the handle-bar.
The paraffin injection pipe is led to the side of the piston, so no trouble is occasioned by the paraffin running out through the exhaust valve should the latter be open at the time the paraffin is injected. Square radiator fins of very large size are fitted to the 1912 engine, and it is worthy of note that the 1911 and 1912 engines were tried all out at Brooklands one against the other. The radiator-fins of the new model were filed on the edges to enable the engineers of the firm to see what amount of discolouration took place ; only one fin showed any sign of "bluing," thereby proving that all the heat was efficiently radiated except at that one point. New and larger filler caps are fitted on the bayonet joint principle, and the carburetter can be flooded for starting by means of a push rod working through the tank from the top and in close reach of the rider's hands.
The cleanliness of the new engine is quite remarkable ; with copious oiling it is impossible for the crank case to get dirty, and no oil exudes from any joint.
If an excess of oil is forced into the crank case it issues from the centre of the main shaft, but not a spot comes out at the tappet rods or other vulnerable points. The reason for this is that the makers have a very perfect release valve, which is efficient at any speed at which the engine will work.
An improved lady's model will be ready for the Show, embodying all the above-mentioned special features. An illustration of the new model is published on page 1133.
Chater-Lea.
The Chater-Lea Mfg. Co., Ltd., Golden Lane, E.C., are practically confining themselves next year to their well-known No. 7 three-speed chain-driven sidecar model. This machine has been so successful in competition during this year that very little alteration is being undertaken. A few minor improvements will, however, be exhibited next month, notably a front wheel stand and sidecar stand will be added, also a chain guard protecting the rider's clothes from oil which is sometimes thrown from the chains. The sidecar axle will be cranked to bring the wheels opposite to one another, and the chair will be set three or four inches farther back.
The Chater-Lea runabout will not be sold as a complete vehicle, but the firm intend to place on the market a complete set of fittings which will enable motor cycle engineers to build the vehicle themselves. The following parts will constitute a set : The Chater-Lea twin-cylinder V engine, 85 by 85 mm., with outside cone clutch, the Chater-Lea three-speed gear box with sliding counter-shaft, the back axle with hubs differential and bevel gear transmission, steering gear and front axle but not the frame. The back axle brakes are internal expanding and external contracting, all four brakes on the two wheels. The machine will, we understand, attain a speed of forty miles per hour on the level, and the price of a complete set of parts will probably enable the complete runabout to be sold at £100 to £110 retail. Bosch dual ignition will be provided as an extra if desired.
OCTOBER 26th. 1911.
Grandex.
This firm is marketing for next year three distinct models – the 2½ h.p. light-weight, 3¾ h.p. Tourist or T.T., and a 4¼ h.p. sidecar machine. The light-weight will have Jap or Precision engine 70x75 mm. and N.S.U. free engine and two speeds on engine-shaft, and will retail at an extremely moderate figure. The frame will be made with a longer ball head, and the top of the saddle will be only 27in. from the ground. The same machine will also be supplied with 24in. wheels to order when the saddle is only 26in. from the ground. Armstrong hub gears will be fitted if desired, but the N.S.U. will be the standard. The same improvements and alterations apply to the 3¾ h.p. models. The 4¼ h.p. side-car machine has a 90x96 mm. Precision engine and will be sold with fixed gear as standard. The makers claim that with a moderate gear ratio and this large sized engine a change speed gear hardly necessary, but they propose to fit a clutch hub and will, of course, provide gears at an extra cost.
Page 1127
Buck.
The Buckman Engineering Co., of Sherwood, Nottingham, are experimenting with a light four-wheeled runabout.
A two-cylinder V engine of 90 mm. bore and 95 mm. stroke is employed, cooled by two fans whicli blow direct on to the cylinder heads and valve ports.
The engine is set across the frame, and behind it is placed a two-speed epicyclic gear. From this the power is transmitted through a universally-jointed propeller-shaft, enclosed in a torque tube, to a neat live rear axle, a spur differential gear being used. Contracting brakes are fitted to each rear wheel, while the makers tell us that by putting both gears into action at once a powerful transmission-shaft brake is obtained. The wheels are shod with 550 x 65 voiturette tyres, and Bosch magneto and Amac carburetter are employed. The machine we were shown had a tubular frame, but in future pressed steel will be used throughout. A bonnet and scuttledash, with two aluminium seats, are fitted. Steering is effected by worm and nut.
While in the works we were shown a three-cylinder rotary engine, with rotary valves. This engine was originally made for aeroplane work, but we hear that a smaller and modified type will shortly be produced for motor cycle work.
P.M.C.
Three new models will be marketed by the Premier Motor Co., of Birmingham. In each case the frames are made by the Rex Manufacturing Co., while the engines fitted are the 4 h.p. single-cylinder and 6 and 8 h.p. twin-cylinder J.A.P.'s.
One of the twins was shown to us. and we were at once struck by the neat and workmanlike appearance of the machine. The Rex two-speed is fitted in the rear hub, and both wheels, belt rim and gear brakes are effectively modguarded. while the magneto is placed behind the engine, thus being easy of access and protected from mud.
Special lugs are brazed to the frames for sidecar attachment. The mention of sidecars brings us to the fact that we saw in the process of construction a new model P.M.C. sidecar, the frame of which has a cranked rear cross-member to allow the wheel to be brought in line with the rear wheel of the motor cycle, while the front member is dropped to allow the body to come more to the rear without bumping the frame. We were also shown a neat coach-built torpedo sidecar body, with a side door.
Brough.
W. E. Brough and Co. have produced a very neat and interesting 6 h.p. twin. The two cylinders are set at 50° and have a bore and stroke of 77 by 85 mm. The cooling ribs are tapered off towards the bottom, giving a neat pear-shaped appearance, and an air space is formed between the valve ports and cylinder wall. The valves are mechanically operated and are placed side by side. The operating mechanism is decidedly novel. It will be noticed that only two cams are used to operate the four valves, and the makers claim that, by placing them one above and one below the crankshaft, considerable strain is taken from the bearings. A platform is cast on the front of the crank case to carry the magneto. Concave, flat-topped, or convex pistons can be fitted, thus making the engine suitable for passenger, touring, or racing work. We are informed by George Brough that the new 6 h.p. is wonderfully speedy for its size, and that he has his eye on some of C. R. Collier's latest records.
The 3½ h.p. will be increased to 85 by 88 mm., and will have other slight modifications, whilst a 2½ h.p. 75 by 76 mm. lightweight is being introduced. A two-speed gear of the counter-shaft type is also being manufactured for 1912.
S.I.A.M.T.
We should like to add to the description of this interesting Italian motor cycle that, although both valves are situated in the combustion head above the piston, the valve heads cannot fall into the cylinder in the event of a breakage, as two small knobs are fitted to the valve chamber in such a manner that if a valve broke the head would catch the knob and therefore fall no further. The magneto is the "U.H." not "N.U." as originally printed, and the combustion head itself is not screwed into the cylinder. It has a ground seating, and it is the castellated ring which screws into the cylinder, so locking the combined valve chamber and top of combustion head firmly in position. Reference to the illustration published on October 5th, page 1042, will render this quite clear.
Page 1128
OCTOBER 26th, 1911.
1912 Models.
Wulfruna.
A call at the Wearwell Cycle Co.'s Wulfruna Works elicited the information that they will market four models for 1912; 1½ 2¾, 3½, and 4-5 h.p. types are being manufactured. We were shown the l½ h.p. which is being made to meet the demand for a real lightweight. It has a single-cylinder vertical engine, with magneto placed behind. The carburetter is an Amac, two-lever type, and both valves are placed side by side. The complete machine with stand and carrier weighs 96 lbs. The larger models (of which the 4-5 h.p. is a twin) have unusual strengthening tubes to the frame. We hear that the firm will have several interesting novelties at the Show which are not yet ready for the public.
Brown and Hingston Improved Two-speed Gear.
This gear was shown at the 1910 Olympia Motor Cycle Show, and has this year been undergoing tests and alterations, with the result that Messrs. R. T. Shelley, Ltd., have laid down a plant for its manufacture in the improved form.
The gear is a somewhat unusual type of epicyclic. The belt rim drum B is driven by the engine, and the power is conveyed to the hub-shell through the expanding clutch I (shown best in fig. 3), normally held in engagement by springs V acting through toggles W. When this clutch is expanded it locks the drum B direct to the hub shell, thus giving a direct drive without passing through gears. On moving the lever P the cone T is caused by a cam action to slide along the spindle L, thus, through rollers U. forcing apart the toggle levers W and causing the clutch I to contract. This gives the neutral position. To bring the low gear into action a fibre-faced brake band is contracted on the drum K, thus preventing the pinion J from revolving. The low gear works as follows: the eccentric portion D, which is driven by the belt rim, carries round with it the internally-toothed ring G, This ring, which is in engagement with the locked pinion J, consequently rolls round the pinion in the same direction as D, and since the internally-toothed ring has twice the number of teeth possessed by the pinion, it revolves at half the speed of the belt rim B, and as the forward movement of G is transmitted to the hub shell A by small cranks H, the shell A is driven at half the speed of the belt rim B. The hub spindle is prevented from turning by the end being squared to fit a slotted fork end.
The clutch can be adjusted by turning the screw M. which actuates a micrometer adjustment, so allowing for any wear on the fibre clutch segments. The screw-driver is inserted through a hole in the hub-shell, which is capped. The hub must, of course, be turned until the head of the screw comes opposite the hole in the hub-shell.
An important feature is that the engine may be started by pedalling with the gear in neutral. It will be noted that there are only two gear wheels in the construction of this hub gear.
Crouch Sociables.
The Crouch three-wheeled sociable has been redesigned for 1912. The power is supplied by a 7 h.p. water-cooled V twin, and is transmitted through a single chain to the rear wheel, after passing through a three-speed gear box, and a leather cone clutch. The engine clutch and gear box. together with a platform carrying the magneto and water pump form a unit which is placed transversely across the frame, close behind the seat. Each part of this unit is bolted rigidly to the next, and the whole forms a neat workmanlike looking job. The gear box has stationary shafts, on which run hardened steel sleeves carrying the gears, which provide three speeds forward with direct drive on top and a reverse.
Pivoted to the main shaft is a tubular frame, which is rigidly connected to the rear wheel so that the wheel can only move vertically on its springs.
The frame is of armoured ash, and carries the front axle on full elliptical springs, while the rear springs are of the grasshopper type. A stand is fitted to the rear of the frame, and by simply removing the driving chains and undoing two tie rod nuts the rear wheel can be removed for the purpose of repairing punctures, etc. Two large internal expanding brakes are fitted to the rear wheel.
Steering is effected through a 14in. wheel and a simple set of levers. Fixed Eisemann high-tension magneto and Amac carburetter are employed.
The machine, which was illustrated in these columns when it made its first appearance, and was originally known as the Titan Carette (see page 700, July 6th, 1911), has a very pleasing appearance, and we are looking forward to a run which has been promised us at an early date.
Goodrich Tyres.
Goodrich tyres for next year will include a 650 x 55 mm. tyre for motor cycle use in addition to the usual 25x2¼in. pattern. These tyres are made both 28in. and 26x2¼in. and 2½in.
The Motor Cycle October 29th, 1911. Pages 1125 to 1128.
