A Resume of Continental Design as seen by "The Motor Cycle" Staff.
MOTOR CYCLES AT THE PARIS SHOW.
FOR some years past the motor cycling community of this country has shown but a lukewarm interest in the French motor cycle productions. Though our confreres across the Channel have often proved that they can produce excellent racing engines, they have, generally speaking, failed to produce complete motor cycles of outstanding merit. This promises to be altered now, and to those who have an opportunity of visiting the exhibition in the Grand Palais, which closes on the 19th inst., the enormous improvement in French motor cycle design must come as a considerable, though welcome, surprise. It is true that there are not a great many exhibitors, and that some of the most interesting machines are not attractive to the British eye. Yet such is the striking originality of the designs that our manufacturers would do well closely to observe the trend of French thought. Several of the 1920 models show a combination of the best points of British and American machines, with an admixture of truly French ingenuity, which marks a milestone in the history of Continental motor cycle manufacture. After half-hearted measures, the French industry is undoubtedly at last tackling seriously the problem of catering for the enormous . potential market, and although British machines are still the most common on the streets of Paris, a change is more than likely to be effected in the immediate future.
Clean Design.
Three-wheelers are attracting some attention, and four designs of pedal cycle attachments and one scooter are displayed. In the main, .however, real lightweights seem to be disappearing, and giving place to medium or heavyweight machines, capable of hauling a sidecar with ease and comfort.
Perhaps the most noticeable feature to students of French motor cycle design is the absence of loose control rods and badly-fitted' Bowden cables. The change is so complete that quite a large proportion of manufacturers have adopted twist-grip control. A further noticeable feature is that specially neat fixings for tool bags, speedometers, and other extraneous fittings are the rule rather than the exception. A stand-to-stand inspection reveals so many points of minor interest that only the more salient features are dealt with in the following review of the motor cycle exhibits in the Salon, the first important atter-the-war show, and, incidentally, the first European exhibition for six years.
The Motor Cycle, October 1919
Louis Clement.
This machine, which is one of the most original motor cycles in the show, must not be confused with the well-known products of Clement Freres, who have unfortunately decided to retire from the motor cycle trade.
The whole of the Louis Clement motor cycle is extremely novel, and shows a careful study of the more advanced section of British thought combined with excellent design and ingenious construction. More...
The Motor Cycle, October 1919
Alcyon.
The Alcyon is one of the best known makes of French motor cycle, and the firm staged a small single and a twin of more or less orthodox design. But the feature of the stand was undoubtedly the Ballot-engined two-stroke. This machine has a single-cylinder three-port two-stroke engine of 75 x 80 mm. bore and stroke. An extension of the crank case encloses the silent chain, the magneto, clutch, and two-speed gear. The operation of the gears is by a forked lever projecting on either side of the tank, so that the rider can effect a change of ratio by the pressure of his knees. More...
Gratieux.
The 2 1/4 h.p. Gratieux two-stroke was described in our issue of the 9th inst. Three of these little machines are displayed.
The Motor Cycle, October 1919
Bleriot.
Quite one of the most important features of the Show is the fact that the well-known aircraft firm of L. Bleriot have decided to enter the motor cycle market. Their production is well worthy of its originators, and though some may cavil at the type of engine selected, and the somewhat "stumpy " appearance of the complete motor cycle, there can be no two opinions as to the ingenuity of the design, or the excellence of the construction. The engine is a vertical side by side twin, having a bore of 60 mm. and stroke of 88 mm. (499 c.c), having both connecting rods attached to a common crank pin. More...
Motosacoche.
Our readers need no introduction to the Motosacoche either as regards its leading features or the excellence of its workmanship. There are, however, some interesting details incorporated in the new models, the chief of which lies in the new three-speed gear. This gear is similar to the Enfield two-speed in general layout ; there are, however, three primary chain drives and three expanding clutches, the adjustment for each of which is independent and easily accessible...
Continued: Motosacoche 1919 V-Twins
The Motor Cycle, October 1919
F.N.
Everyone interested in the motor cycle industry must be glad to see an exhibit by the Fabrique Nationale, whose Liege factory is now emerging successfully from a most trying war-time experience. Both the 7 h.p. four-cylinder and 2 1/2 h.p. single-cylinder models were on view at the Salon and we have it on excellent authority that a revised edition of the four-cylinder machine will make its appearance before long. This firm has always been associated with the shaft and bevel transmission, in which respect it has suffered the usual lot of pioneers, but will undoubtedly reap material benefits before many years are past. It is not generally known that the F.N. designer, M. Paul Kelecom, was a close student of the machines and their performances in the A.C.U. Six Days Trials at Llandrindod, and the result is bound to be reflected in future F.N. designs.
Yvel.
Single-cylinder two-strokes, built almost entirely of British parts, form the attraction of this stand. A Villiers engine and Albion gear box are installed in an orthodox frame.
G.L.
A most attractive exhibit was staged by the G.L. Both motor cycles and sidecars are beautifully finished. The machine was described fully in our issue for August 21st, and put up a good performance in the recent Six Days Trials in Wales. It will be remembered that the salient features are 4-5 h.p. twin J.A.P. or M.A.G. engines, Sturmey-Archer gear, all-chain drive, engine-shaft brake, and well designed spring fork and spring saddle pillar.
More on the G.L.
The 8 h.p. Janoir flat twin, designed tor tandem use. Note the ample protection afforded the rider, and the large detachable luggage boxes.
Louis Janoir
A large horizontally-opposed twin (85 × 85 mm.) forms the power plant of this very unorthodox vehicle. A disc clutch transmits the power to a three-speed gear box bolted to the frame just below the saddle (or front saddle, since the machine is designed for tandem use if desired). Final transmission is by roller chain, a sprocket for the speedometer drive being held in engagement with the driving side. More....
