Motorcycles at the 1907 Stanley Show

The Advance Motor Mfg. Co., Ltd.
(Stand 120).

The motor bicycles are 3 h.p. single-cylinder and h.p. twin-cylinder, with Simms magneto ignition. The latter is driven by a chain running in a half-case. B. and B. carburetors are fitted to the bicycles, and spring forks to the twin-cylinder models...

Continued: Advance Motor Manufacturing

The All Speed Gear Syndicate, Ltd.
(Stand 119)

... show a 1 1/2 h.p. lightweight motor bicycle, fitted with friction drive. The transmission is by a chain from the engine to a counter-shaft ... on an arm clipped on to the gear side chain stay, on which it is hinged. On the sprocket of this wheel is a leather covered drum which runs in contact with the internal surface of a flat drum clipped on to the spokes. The sprocket, together with the leather-faced drum, is operated by means of an Autoloc lever. A sectional model of the gear is shown on the stand, and the explanation of its working will be given to all interested.

All Speed Gear Syndicate
The Motor Cycle, November 1907

The Bat Mfg. Co.
(Stand 100).

All the various types of the well known Bat motor bicycles are to be found on this stand. Of the twin-cylinders there is the 9 h.p. model, which has been used with great success by a good many riders during the past season. This is shown fitted with magneto ignition, driven as before by means of a vertical shaft and bevelled wheels, the shaft being provided with adjustable ball bearings at each end ... and the J.A.P. carburetter. In all cases the latest type front forks are fitted with ball bearings. The twin cylinder is the 6 7 h.p., which is similar to the above except as regards the size of the motor.

A totally new model is the 3 1/2 h.p. Tourist Trophy type, fitted with J.A.P. engine, which has overhead valves. The most conspicuous machine on the stand is a huge 16 h.p. racer, fitted with a substantially made frame. This is a machine which, if used on a suitable track, should be able to create some new world's records for speed.

Bat Motorcycles
The Motor Cycle, November 1907

C. H. Wait and Co.
(Stand 121)

The Clyde motor cycles have been on the market for several years, Mr. Wait being one of the first makers to take up the manufacture of a motor bicycle which he fitted with a low tension magneto ignited engine. He has adopted the J.A.P. engines with high tension magneto ignition, and makes an excellent display of six machines varying in power from 4 h.p. single-cylinder to 8 h.p. twin-cylinder...

Continued: Clyde Cycle and Motor Car Co.

H. Reed and Co.
(Stand 163).

Two examples of the Dot motor cycles, which hail from Manchester. Both complete machines on the stand are fitted with 5 1/2 h.p. twin-cylinder Peugeot engines. Brown and Barlow carburetter, and belt transmission. The frames are unusually low, well under 30in. from top of saddle to the ground. The tanks are circular with a torpedo front...

Continued: Dot History

L. Ripault
(Stand 179).

The K.D. motor bicycle. This is a lightweight motor cycle attachment for attaching to ordinary bicycles. We illustrated the engine in our report of the Paris Show...

Continued: Leo Ripault

Rey and Pratt
(Stand 70).

An exceedingly good exhibit of Griffon motor cycles is to be found on this stand, no less than five models being shown. The chief speciality for this season is the 21/2 h.p. model, bore and stroke 75 by 80 mm. which is sold to the public at a very moderate price. The most interesting part of the Griffon machine is the method of driving the contact breaker...

Continued: Griffon UK

East London Rubber Co.
(Stands 211 and 212).

Kerry motor cycles for 1908 are quite the best specimens ever marketed by the East London Rubber Co. - in fact, they will compare most favourably with the best machines in the show. The design of both the models is absolutely up to date. The single-cylinder model is rated at 3 h.p., and the engine measures 75 x 85 mm. The inlet valve is mechanically operated. The frame and fittings are English made, and the machine is assembled in Bristol. Spring forks are provided and the frame is long and low. The handle-bars sweep well back, and even the shortest rider can touch the ground with his feet while sitting in the saddle. A Longuemare carburetter is used, also Autoloc levers and a two-way switch fitted to the top tube. The control is by means of exhaust valve lifter on the right and a Janes thumb switch on the left handle-bar. The twin-cylinder machine has cylinders measuring 70x80 mm., and the carburetter used is a large Longuemare. The name of this machine is exactly the same as on the single-cylinder pattern, and altogether it is a very taking looking machine. The tyres used are 26 x 21/4 Dunlops. Next week we hope to give an illustration of this machine. The 5 h.p. air-cooled Kerry tricar with chain drive and two-speed gear remains unaltered.


The Fairy Motor Co.
(Stand 109).

Four 2 1/2 h.p. twin-cylinder lightweight machines are shown on this stand. For next year several improvements in detail have been made. All the engines are now fitted with a separate exhaust lift, controlled from the handle-bar by means of a Bowden wire. The carburetter is also new, and the bottom of the spray chamber is fitted with a drain tap, into which the jet is screwed, so that the tap and jet may be removed if the latter becomes obstructed. The screw adjustment of the air is also worthy of attention, since it enables the latter to be very carefully adjusted. As before, synchronised accumulator ignition is fitted, but, if desired, a gear-driven lightweight magneto can be supplied. Spring forks can also be fitted, and several machines...

Joseph Barter

The Lloyd Motor and Engineering Co., Ltd.
(Stand 68).

The L.M.C. motor bicycle is one of the finest examples of the British-made touring machine, three in all being shown. The engine is a 3 1/2 h.p., with bore and stroke of 81 x 88. Magneto ignition is fitted as a standard, which is a point well worth consideration, and the magneto drive is carried out in a particularly effective manner. ...

Continued: Lloyd LMC

The Continental Motor Co. (Stand 91) are showing the new lightweight 2 h.p. L and C. motor bicycle, fitted with spring forks, and weighing 85 lbs. The ignition is by the latest lightweight Simms-Bosch magneto. The 6 h.p. twin-cylinder L and C motor bicycle is also shown fitted into the English-built frame, which was illustrated in the forecast issue of The Motor Cycle. Ignition is by accumulator and trembler coil and the Rom synchronised contact breaker. A substantial (tank) comfortably take a two gallon...

...stays are slotted, so that the back wheel can be easily dropped out when it is desired to remove it. Samples of the L. and C. engine and various types of Rom contact breakers are also shown.


Lowen and Co.
(Stand 169)

Lowen's patent sidecarriage - a novel two-wheeled attachment for converting motor bicycle into a four-wheeled passenger vehicle. Two examples are shown, one with a coachbuilt and one with a, wicker body. The illustration which we publish on page 951 clearly depicts the method of construction. The seats in both cases are supported on C springs, and much ingenuity has been displayed in making the attachment readily detachable. To the front and rear attachment tubes a breach lock joint has been fitted, so that it is possible to remove the sidecar within...

Continued: Lowen Sidecars

Minerva Twin-cylinder model for 1908

The twln-cylinder 4 1/2 h.p. Minerva, which for 1908 has been improved in many respects.

Minerva Motors, Ltd.
(Stand 118).

As may be expected, the show of Minerva Motors, Ltd., is a distinctly fine one. The chief features this year are the torpedo-shaped tanks, which hold two and a quarter gallons of petrol. In the case of the 31/2 h.p., a new type of Eisemann high-tension magneto is fitted, in which the high-tension winding is carried on the armature, there being no separate coil. Thus the exposed wiring has been reduced to a minimum...

Continued: Minerva UK
The Motor Cycle November 1907.

The Moto Reve Co.
(Stand 112)

The Moto Reve motor bicycle is one of the best made of the lightweight motor bicycles now becoming so popular this country, the finish being remarkably good. The engine is of 2 h.p., bore and stroke 50 by 70, and the cylinders are set at an angle of 60°. The inlet valves are automatically operated, and the exhaust valves are worked by means of adjustable tappets. The ignition is by high tension magneto, manufactured by The Moto Reve Co. under Gianoli patents...

Continued: Moto Reve


THE N.S.U. exhibit, which, owing to its unavoidable incompleteness, we were reluctantly compelled to omit from the description of the Show exhibits, was a particularly imposing one, as all the numerous well-known models referred to in our forecast issue were staged. The 1 1/4 h.p. lightweight has been much improved.

Continued: NSU Great Britain

C. B. Timperley
(Stand 241).

A 1 1/4 h.p. Eysink light-weight motor bicycle and a 3 1/2 h.p. twin-cylinder machine comprise Mr. Timperley's exhibit.

The former bicycle is of exceedingly neat design, and very careful attention has obviously been paid to details. The engine, which measures 62 mm. by 70 mm...

Continued: Eysink

Hobday Bros. (Stand 189).

The Simplex motor bicycle is a machine of extra long wheelbase, fitted with a 31/2 h.p. Fafnir engine governed on the inlet valve. Simplex spring forks are fitted...

Continued: Simplex

F. Hopper and Co.
(Stand 129).

This firm show one example of a motor bicycle, named the Torpedo. It is fitted with a 3 h.p. engine, belt drive, Eisemann magneto ignition, spray carburetter. The control of the carburetter means of a throttle working inside the tube, through which the extra air is drawn. The inlet valve is mechanically operated by means of an overhead tappet rod. The frame is low and strongly built, and although the sample on exhibition has rigid forks, spring forks can be supplied when required.

Torpedo by F. Hopper

Zenith Motors, Ltd. (Stand 128). --

THE ZENITH MOTORS, LTD., have introduced an entirely new type of motor bicycle, which is quite the best piece of work ever turned out from their works. It will make its appearance at the Stanley Show, and will be known as the Zenette. It is lighter, has a shorter wheelbase, and conforms a good deal more to standard motor cycle practice than the old Zenith Bicar. It is sprung on an entirely new principle, and has ordinary front forks.

The lower portion of the frame is in two parts ; the upper part carries the back wheel and the engine, while the lower part carries the front wheel and the rider. The springs in front are strong spiral springs provided with counter-springs beneath them, and strong spiral springs are provided at the back.

The two parts of the frame are pivoted at the centre, and there is thus a scissors-like action between them. The result is that we have a most clever system of springs which is simple, unobtrusive, and not at all unsightly. It will be seen that the top tube is sloping, and this is a novel feature of the modern motor bicycle, since it is reviving a type of bicycle which was out of date many years ago. In the case of the motor bicycle, it is absolutely no disadvantage - in fact, it is a distinct advantage, since it enables the rider's seat to be placed in a very low position.

Furthermore, the tank and accumulator compartments are carried in the rear of the frame, and this allows the engine to be more accessible, far more so than in most types of machines. In the later models the rear mudguard is exceedingly wide, and is hinged about the middle, so that it may be divided when it is found necessary to repair the rear tyre.

The engine develops 3 1/4 h.p., and is provided with a simple form of spray carburetter fitted with an automatic air valve, and is controlled by varying the lift of the inlet valve and by the spark advance.

Long footboards are fitted in lieu of pedals. A trial on the machine convinced us of its excellence, the design of the frame, moreover, is distinctly good, rendering the rider as it does almost entirely immune from vibration, and the frame is at the same time splendidly balanced and most delightful to steer.

The trial was certainly a short one, but it sufficed to show the capabilities of the machine, not only from the point of view of comfort, but also from that of efficiency. At the end of the road on which the trial was made there was a hill having a gradient of approximately 1 in 12, and, although driven at it round the right-hand comer, the machine surmounted it without difficulty.

There are several good points about the method of springing which we have not yet mentioned, and which are not at once apparent. In the first place, since the engine and back wheel are attached to one member of the frame, there is no possible movement between them, and in consequence neither the alignment of the pulleys, nor yet the distance between the engine and rear pulley, can possibly be altered. This, of course, is not the case when the hinge is situated behind the engine or the seat-pillar.

Secondly, there is no possible side play, and, though all the springs work simultaneously, yet if one, or even two, are removed the action will still take place. Thirdly, the engine vibration is largely absorbed by the springs, and, lastly, the springs may be adjusted to any weight of rider or may be made suitable for any condition of road surface.

To prove the efficiency of the springing and its effect upon the wear and tear of the machine we were shown a couple of nuts - one on the rear pulley brake and the other on another part of the machine - which were purposely left quite loose, and yet never came unscrewed any further on this account.

Zenith Motorcycles

Source: The Motor Cycle, November 1907

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