NOVEMBER 30th, 1922. Page 754
The Olympia Show.
P. & M.
With the introduction of a sporting model the makers of the P. & M. cater for a class of motor cyclist not hitherto greatly attracted by the sterling qualities of reliability and long life for which this machine is noted.
High road performance plus comfort has been the aim, and to this end a new frame has been evolved giving a low riding position with an excellent ground clearance. Various changes such as the substitution of an aluminium piston have been made to the 555 c.c. to increase its efficiency.
The P. & M. four-speed gear is a valuable feature.
In evolving the J.D. miniature, quite the most elaborate and high-class single-gear machine of its type, the firm of Bowden Wire, Ltd., has attempted to interest a new market. An appeal is made to the confirmed pedal cyclist who desires the help of an engine in a vehicle as simple and yet as reliable and well-finished as his bicycle.
The 115 c.c. two-stroke engine is well made and powerful enough for ordinary use; it transmits its power to the rear wheel via a fool-proof friction pulley drive, capable of being used as a clutch by means of handle-bar controlled Bowden mechanism.
Next year's range of four Chater-Lea motor cycles is comprehensive without being too extensive.
A 976 c.c. twin, a 545 c.c. single and a 269 c.c. two-stroke are fitted with the firm's own engines, while a 348 c.c. sporting model uses a Blackburne unit of the o.h.v. or side-valve type.
The 545 c.c. single is typical of the four, being a substantially built but neat looking dual-purpose mount with a three-speed Sturmey gear box, chain transmission and internal expanding brakes on both wheels. One of its novel features is the method of driving the magneto from a sprocket on the mainshaft, a two to one reduction being employed.
Interest on the James stand will be divided between the new 350 c.c. single, which made a creditable first appearance in the Six Days Trials, and the redesigned 598 c.c. twin.
Perhaps the latter deserves premier attention for it is one of a very small class nowadays, but a particularly attractive example. Detachable cylinder heads, a frame cm the lines of the 350 c.c. model - i.e., with a much sloping top tube - and various engine modifications making for greater efficiency are the chief improvements.
The 350 c.c. single is likewise a worthy example of its class, an ever-growing class in this case.
Only slight modifications have been made to the 749 c.c. sidecar outfit and to the lightweight two-stroke.
The Motor Cycle, November 1922
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