emu
British Motorcycles

Motorcycles at the 1909 Stanley Show

The 33rd Stanley Show was held at the Royal Agricultural Hall, Islington, November 19th-27th 1909.

A.S.L., No. 142.

  • 3½ h.p. Model: 80 x 90 mm.; m.o.i.v.; Bosch b.b. magneto; B. and B. carburetter, h.b.c.; 3¾ to 1 gear; 2¼ in. Shamrock-Excelsior tyres; V-belt transmission.

Air Springs, Ltd., Kingsway, W.C.

The A.S.L. machine is new to the show, and also to many readers of The Motor Cycle. The firm, however, have decided to market two models of their spring frame motor cycle for 1910, and splendidly finished specimens are staged on their stand at the show. The spring frame enables small sized wheels to be used without any undue vibration being noticed. Of course, the advantage of small wheels, as most readers know, is to lower the centre of gravity, and thus increase the stability of the machine on grease.

Professor Sharp's air spring is a patent device which has already been dealt with in these columns. These springs give most luxurious riding, even on bad roads, and have many advantages over steel springs; but the trouble with devices of this nature in the past has been to keep the air in the cushion. The twin-cylinder model is the same in general construction as its single-cylinder brother, but we might draw attention to the special shape of the induction valve, which renders the carburetter much more accessible than other machines in the show - a desirable feature.

The engine used is a 5 h.p. twin Peugeot, otherwise the specification agrees with the single-cylinder.

The Motor Cycle, November 22nd 1909, page 926

ASL


Clyno-1909-3hp-Stevens-TMC.jpg
8 h.p. Clyno 1909

8 h.p. Clyno, with 76x85 Stevens single-cylinder engine, Ruthardt magneto, and B. and B. carburetter.

CLYNO, No. 260.

  • 3 h.p. Model: 76 x 85 mm.; m.o.i.v.; Simms magneto; B. and B. carburetter, h.b.c.; 3¾ to 1 gear (adjustable), Shamrock-Excelsior tyres; belt transmission. The Clyno Engineering Co., Thrapston.

The 3-3½ h.p. Clyno is a nice looking machine on standard lines, with the engine in a vertical position forward of the bottom bracket. The magneto is carried forward of the engine close against the front mudguard, and is driven by gearing enclosed in an aluminium case. Chater-Lea spring forks are fitted, and tyres of very ample dimensions are installed. Both brakes take effect on the rear wheel, the hand brake acting on the tyre rim and the foot brake on the belt rim. The lubricating pump is carried at the forward end of the petrol tank, which is provided with a gauge.

A special point in the construction of this machine is that the engine, carburetter, magneto, silencer, and footrests form a complete independent unit, which can be detached by removal of two bolts. The Clyno patent adjustable pulley is used, which gives a fairly wide range of gear, and is operated in a very simple manner. The stand is of the Clyno tubular adjustable type, a feature of which is that as the two legs are separately operated, the stand can be made to adapt itself to any unevenness in the road.

  • 5-6 h.p. Twin Model: 76 x 82 mm.; m.o.i.v.; Simms magneto; B. and B. carburetter, h.b.c.; 3 ¾ to 1 gear (adjustable); Shamrock-Excelsior tyres; belt transmission.

This machine is similar in design to the smaller model except as regards the engine, which has the magneto plate in the rear just ahead of the rear mudguard, where it is driven by a long chain enclosed in an aluminium case which is provided with means of adjustment. The B. and B. carburetter is placed between the cylinders in a very accessible position. Stevens engines are used.

The Motor Cycle November 22nd. 1909 p914

Clyno


GRANDEX, No. 107.

  • 2½ h.p. Model: 70 x 76 mm.; a.o.i.v.; Simms magneto; B. and B. carburetter, h.b.c. ; 5½ to 1 gear; 2in. tyres to order; V-belt transmission.

Grandex Cycle Co., 28, Grays Inn Rd., W.C.

This is a neat little lightweight motor cycle of good design shown for the first time. The magneto, which is located behind the cylinder, is gear driven. Footrests and Druid spring forks are used, as is also the efficient little 2½ h.p. J.A.P. engine. The machine is Bowdenised throughout, and a rim brake is fitted to both front and rear wheels. The oil pump is concealed in the tank, and the handle is inclined towards the rider. A petrol gauge is fitted in the tank.

The Motor Cycle, November 22nd 1909 Page 915

Grandex


HOBART BIRD, No. 172.

  • 2½ h.p. Model: 69 x 78 mm.; m.o.i.v.; Bosch H.T. magneto; automatic carburetter, h.b.c.; Michelin or Dunlop tyres; V-belt transmission.

HOBART Bird and Co., Ltd., Coventry.

This new motor cycle is an extremely light, simple, and, as its name implies, handy machine. The engine is placed over and slightly forward of the bottom bracket, and is inclined at an angle of forty-five degrees with the horizontal, the gills on the cylinders being cast horizontally. Both the valves are on the right-hand side, and are equal sized and interchangeable. The carburetter is placed above the crank chamber, between the cylinder head and the magneto, which is attached to the upper side of the aluminium crank chamber, where it is driven by enclosed gearing from the mainshaft. The carburetter has an extra air valve, easily operated from the saddle, and is of an entirely automatic type, specially made for this machine.
Continued: Hobart

The Motor Cycle, November 22nd 1909 Page 915


HUMBER, No. 97.

  • 3½ h.p. Model: 83 x 90 mm.; m.o.i.v.; Bosch b.b. magneto; Brown and Barlow carburetter, h.b.c.; 4½ to 1 gears (adjustable); 2¼ in. Dunlop tyres; V-belt transmission.

HUMBER, Ltd., Coventry.

The new pattern belt-driven Humber motor bicycles have not been altered materially from last year's design, but many improvements have been made in detail. The single-geared model is fitted with pedalling gear, but in other respects it is similar to the two-speed machine, which we will describe hereafter. It needs but a close examination to prove that the 1910 pattern Humber machines have received very careful attention at the hands of its designers. They are splendidly-finished models, and are complete with every necessity the present-day motor cyclist desires, such as spring forks, long handle-bars swept well back, adjustable pulley, stand, and carrier. The magneto on the new machine is placed in a very sensible position between the crank case and the down tube. In this position it is well protected from the mud thrown up from the front wheel, even if there were not a very effective mud flap attached to the guard. The exhaust pipe is swept down in a very neat curve, thus permitting an easy path for the exhaust gases. The petrol tank is divided longitudinally, and all the machines have a petrol filter. The models on view are extremely well finished and well up to the standard of Humber workmanship.

The Motor Cycle, November 22nd 1909 pp915, 916

Humber


Kerry-Abbingdon-1909-Fork-TMC.jpg
3½ h.p. Kerry-Abingdon 1909

New type spring fork on the 3½ h.p. Kerry-Abingdon. It consists of a plunger working in a cylinder.

KERRY-ABINGDON, No. 115

  • 3½ h.p. Model: 84x86 mm.; m.o.i.v.; Bosch b.b. magneto; Amac carburetter, h.b.c.; 4 to 1 gear (adjustable); 2¼ in. Clincher rubber-studded tyres; V-belt transmission.

East London Rubber Co., Great Eastern Street, E.C.

This machine is a good sample of the latest design in motor cycles. It possesses no really new features, with the exception of the spring forks. It is substantially and well made, and likely to give thorough satisfaction in road use. The magneto (which is chain driven) is carried on a special bracket in front of the crank case, the forward end being supported by a rod from the down tube. The special type of spring fork permits a vertical movement for the front wheel. Broadly, it consists of a plunger working against a strong encased spring. Its operation and neat appearance will be gathered from the sketch. The new pattern Amac carburetter with variable jet is used on this machine.

Large rubber pads are fitted in the footrests, which should give long wear. A petrol gauge is fitted in the tank, and the lubricating oil pump is concealed. The handle-bars are gracefully swept back, so that the rider assumes an almost upright position, thus minimising the likelihood of fatigue on a long journey.

The machine throughout is finished in first-class style. The stand fastening is of special design, no screws or bolts being used. This is the only model produced by the Abingdon-Ecco Go. for the British market, and the East London Rubber Co. have the sole selling rights.

The Motor Cycle

Kerry


LMC-1909-12-TMC-0657.jpg
LMC 1909

A novel and ingenious arrangement for starting the engine of the new pattern L.M.C. by means of the left footboard. Under the footboard a channel bracket is arranged, a ball bearing fitted to a short crank travelling along this channel. The dotted white line shows the extent of the movement of the footboard. One push down is enough to start the engine.

L.M.C. No. 71.

  • 3½ h.p. Model: 85 mm. x 88 mm.; m.o.i.v.; Bosch magneto; Brown and Barlow carburetter, h.b.c.; Lloyd variable pulley and free engine; Clincher tyres; V-belt transmission.

Lloyd Motor Eng. Co., Monument Road, Birmingham.

The exhibit of the above company is of particular interest. The chief novelty for 1910 is a distinct improvement in Lloyd's variable free engine pulley. Our readers will remember that this pulley is put into operation by wedging apart the flange with the aid of a phosphor bronze wheel. This wheel is now operated by means of a lever working in a quadrant, which gives the low, high, and neutral position. The engine is now fitted with a m.o.i.v. valve, placed side by side with the exhaust valve. Some good improvements have been made in detail. Two clips for the control wires are fitted each side of the steering head. These are in the form of a small spiral cable which can be inserted in the clips without threading, and yet without any fear of their working loose. The luggage carrier fitted also holds the toolbag which is flush with the carrier, thus preventing it from interfering with the luggage in any way. A partial chain protector, which serves to protect the free wheel adequately from wet, is also provided. Care has also been taken to provide a substantial cover to exclude any wet or moisture from the magneto.

The most interesting machine on this stand is one provided with long flexible rubber-covered footboards. The near side one is hinged, and if lifted up reveals a crank connected with the rear hub by means of a chain. When pressed down this gives the engine a smart impulse, with the result that the engine is easily started. No pedalling gear is provided.

The Motor Cycle, November 22nd 1909 page 917

Lloyd (L.M.C.)

The Moto-Reve Co., 138, Gray's Inn Road, W.C.

No. 87, Main Hall.

The well-known twin-cylinder 2 h.p. Moto-Rêve motor bicycle, which has created so favourable an impression since it was first introduced into this country, will be improved in detail for 1910. A new type of carburetter will be fitted, which adds greatly to the flexibility of the engine, and enables the machine to pick up with wonderful rapidity. The handle-bar control will be slightly improved, and a new filter will be fitted. This filter is of large dimensions, and enables all the dirt in the tank to be washed clean away. To do this, it is only necessary to open the drain tap, as all the dirt naturally collects in the bottom of the filter itself.

An entirely new model is a lightweight with twin-cylinder vertical engine driving through a two-speed gear box to chain. The machine is equipped with a torpedo tank, spring forks, footrests, stand, and carrier, and other refinements.

We illustrate this well-designed machine on another page and reserve further comment for our show report.

Another new model to be shown is a 1½ h.p. single-cylinder, 62 x 70 mm. As regards the magneto, carburetter, and other details, it will strongly resemble the well-known 2 h.p. model, and many of the parts will be interchangeable with the more powerful type. The Moto-Rêve Co. will also exhibit a specially constructed lady's pedal bicycle with exactly the same wheelbase and practically the same dimensions as the Moto-Reve machine. This bicycle is designed for use with a coupler, and will be much more comfortable ride under these conditions than the ordinary type of pedal bicycle. Another novelty will be a new pattern lady's motor bicycle, which will be lighter in weight than the usual type of Moto-Rêve.

The Motor Cycle November 8th, 1909. Page 862

Moto Reve


MOTOSACOCHE, Ltd., 65, Holborn Viaduct, E.G.

No. 102, Main Hall.

The stand of Motosacoche, Ltd., will present an interesting exhibit to the Stanley Show visitor. The Motosacoche may be referred to as the pioneer of lightweight motor bicycles, as it was the first of its kind ever to compete in open competition on equal terms with more powerful machines. Next year the standard single-cylinder will have a bore and stroke of 62 x 75 mm., the stroke being 5 mm. longer than last year. There is no separate combustion chamber, as the cylinder is cast in one piece, and there is much more clearance for the belt. The total weight of the machine with stand and fully equipped toolbag is 82 lbs.

Another interesting point regarding the new model is that it may be fitted with either the round or V belt transmission, and a rider may employ whichever method he prefers merely by changing the pulleys. With the round belt drive a free engine device may be fitted for a very small extra sum; and another extra which is not an extravagant one is the new adjustable pulley. The fastener on the round belt has been greatly improved, and comprises three hooks instead of the original one. The magneto in the 1910 model will be driven by a train of gear wheels instead of the previous method. Both diamond and low frame machines will be shown.

For the advertised price, Motosacoche motor cycles will be sold complete with Druid spring forks, special improved stand, toolbag, tools, and pump. The lady's Motosacoche, fitted with magneto ignition and spring forks, will be the same as the 1909 model. We understand that it has proved most satisfactory, and on account of its light weight it is highly suitable for use by the gentler sex.

The Motor Cycle November 8th 1909, page 862

Motosacoche UK


NLG-1909-2700cc-JAP-W-Cook-Brooklands-02.jpg
16-20 h.p. N.L.G.-J.A.P.

W. E. Cook and the 16-20 h.p. N.L.G.-J.A.P. on which he attempted records on the 11th inst. at Brooklands. Some wild estimates have been made as to the speed Cook attained on this occasion, as it so happened he was not officially timed owing to the failure of the electrical timing apparatus, the worlds speed records still stand to the credit of the late Henri Cissac, whose fastest officially recorded speed on a 14 h.p. Peugeot was 87.32 m.p.h. This speed Cook is ambitious to excel.

N.L.G., No. 125.

  • 3½ h.p. Model : 85 x 85 mm.; m.o.i.v.; Bosch b.b. magneto; J.A.P. carburetter, h.b.c.; 3 to 1 gear; 2½ in. ROM tyres; V-belt transmission.

North London Garage, Corsica Street, N.

N.L.G. motor cycles have built up a name for themselves by their fine performances on the Brooklands track. On the other hand, these machines are not only built for racing purposes, but are constructed as excellent touring mounts to customers' desires. Three different types of machines are shown on the stand, all of them having torpedo tanks, handle-bar control, and footrests or footboards. Two models of single-cylinder machines are shown, but they are precisely the same in construction, the only difference being that one has a new Peugeot m.o.i.v. 84 x 86 engine fitted, and the other a 3½ h.p. side by side valve J.A.P. Spring forks are fitted to order, as well as carriers and other fittings; in fact, one of the specialities of the N.L.G. Co. is to build up racing or touring machines to motor cyclists' own specifications.

  • 7 h.p. Twin Model: 80 x94 mm.; a.o.i.v.; Bosch b.b. magneto; Longuemare carburetter, h.b.c.; 3 to 1 gear; 2½in. ROM tyres; V-belt transmission.

This twin-cylinder machine is, of course, intended for fast touring work in hilly districts, or occasional use with a side-car attachment, for which purpose we should imagine from inspection, it would well fill the bill. Another machine shown on the stand is the 16-20 h.p. N.L.G.-Bat, on which W. E. Cook attempted world's record at Brooklands a week last Saturday. It was unfortunate for him that the electrical timing apparatus failed when he was doing his fastest speed. The machine is a huge projectile, and may be heard of yet in connection with record speeds.

The Motor Cycle, November 22nd 1909, Page 920.

NLG


NORTON, No. 86.

  • 3½ h.p. Model: 82 x 94 mm.; a.o.i.v.; Simms magneto; Brown and Barlow carburetter, h.b.c.; fixed gears; Clincher tyres.

Norton Mfg. Co., Ltd., Floodgate Street, Birmingham.

The Norton motor bicycle remains practically unaltered for the coming season. One or two interesting improvements in detail have been embodied. One of these is the new exhaust lifter, which consists of a sleeve slipped over the exhaust lifter guide, on which there is a lug. A long arm hinged on one of the crank case bolts works underneath against this, thus lifting the valve in a particularly neat manner.

Three Norton machines are shown of standard length, and a specially short touring model is also exhibited. The design of the silencer is worthy of inspection, and is a distinct novelty, as the latter is practically of aluminium, the ends of which are turned over and clamped together. The Norton Mfg. Co. also show the new Simplex belt, consisting of chains, to the links of which V-shaped slips of leather are attached.

The Motor Cycle, November 22nd, 1909. Page 920

Norton


NSU-1909-Twin-TMC.jpg
NSU 1909 Twin

An attractive mount is the twin-cylinder lightweight N.S.U. illustrated above. The geared-down engine pulley is to enable the belt to obtain a better grip of the pulley. A new type of spring fork is fitted for this machine.

The N.S.U. Motor Co., Great Portland Street, W.

(No. 264, Gallery).

The N.S.U. Motor Co. will occupy the same stand as before in the Gallery, on which about eighteen of their well-known machines will be open to inspection. At least two new models will make their debut on the occasion of the Stanley Show, among which we may mention a 4 h.p. single-cylinder, 82 x 105 mm., illustrated on page 837 last week.

Another new model will be the 4 h.p. two-cylinder, 64 x 85 mm., fitted with geared down engine pulley, thus enabling almost equal size belt pulleys to be used. As in the case of the 4 h.p. model, the magneto is carried behind the rear cylinder. In this case also a large silencer will be fitted and a new type of spring forks, which may be seen in the illustration. The handle-bars upon these two models are merely an experimental type, and will not be finally adopted by the N.S.U. Co.

In addition to the above machines, there will be the popular 3½ h.p. model (which has done so well during the present year), the 80 X 80 mm. model, and the 6 h.p. twin. The 1¼ h.p. lightweight model will be greatly improved, and the 2½ h.p. lightweight twin will also be slightly altered in detail. Also both the two-speed gears will be slightly improved. Machines fitted with sidecars and forecars will be shown on this stand; also a tricar specially designed for industrial purposes.

The Motor Cycle November 8th 1909, page 862

NSU 1910 Models


Templeton Bros., 535, Sauchiehall Street, Glasgow

(No. 258, Gallery).

A Tee Bee lightweight motor bicycle showing a number of special fitments will be exhibited on this stand. The following additions to a smart set of accessories for motor cycles have been made for 1910. Silencer, foot attachment for operating two-speed gear, spring forks on an entirely new principle, and spring seat-pillar also new in design suitable for high or low machines. The riding position can be varied. Templeton Bros, will also show F.R.S. lamps, D'All belt fasteners, Cowey speedometer, etc., for which they are special agents.

The Motor Cycle November 15th, 1909. Page 895

Templeton Brothers


WOLF, No. 54.

  • 2 h.p. Model: 70x70 mm.; a.o.i.v.; Bosch magneto; Wolf-Stevens carburetter, h.b.c.; fixed gears; Wolf tyres; V-leather belt transmission.

  • 2½ h.p. Twin Model: 76 x 76 mm.; a.o.i.v.; Bosch magneto; Amac carburetter, h.b.c.; fixed gears; ROM tyres; V-leather belt transmission.

Wolf Engineering Co., Ltd., Wolverhampton.

No less than seven different models of motor bicycles are shown by the above company. Standard Model A is a 1½ h.p., 63 X 66 mm., single-cylinder, accumulator and coil ignition, Stevens carburetter, 6 to 1 gear, rigid frame and forks, sold at a very moderate price. It is fitted with round belt.

Standard Model B is a 2½ h.p., similar to the above, but with Bosch magneto, round belt, weight 80 lbs. The Royal Model A, fitted with the same size engine, accumulator ignition, with one hand and one foot brake instead of two rim brakes, weight 83 lbs. The Royal Model B, fitted with a similar engine, with Bosch magneto, weight 85 lbs. To the above Druid spring forks are fitted as an extra.

The Grand Model B is quite a new one, 76 X 76 mm., 2 h.p. engine, Bosch magneto, Druid spring forks, weight 92 lbs., frame exceptionally low. The carburetter is of particularly neat design, fitted with a bayonet-jointed float chamber top, and a very accessible jet, while a means is provided of injecting petrol by a pipe fitted with a tap leading straight from the tank into the compression tap. The stand fitted to this and to other models is a neat one, inasmuch as it is rigid, and is released by a catch which can be operated by the foot. A neat cut-out is also operated by a clip situated close to the rubber footrests. The machine is a thoroughly practical lightweight mount.

The Motor Cycle, November 22nd 1909. Page 926

Wolf


Zenith-1909-Gradua-TMC.jpg
Zenith Gradua 1909

A new model Zenith Gradua, showing the improved method of operating the change-speed gear.

ZENITH, No. 127.

  • 3½ h.p. Model: 85 x 88 mm.; m.o.i.v.; Bosch b.b. magneto; B. and B. carburetter, h.b.c.; infinitely variable gears; 2¼ in. Clincher N.S. tyres; V-belt transmission.

Zenith Motors, Ltd., Weybridge.

The 1910 model Zenith has been redesigned throughout and is a great improvement on the 1909 model both in the matter of design of the frame and the operation of the infinitely variable gear. The engine used is one made by Zenith Motors, Ltd., and ha a ball bearing mainshaft and very large valves. A diamond frame is now used very much on the lines of the ordinary motor cycle frame, which spells increased strength. It will be gathered from the illustration below that the method of operating the gear lever is now much handier and the ratio easily altered by means of the handle placed in a convenient position at the top of the tank. The magneto, which is gear driven, is placed at the rear of the cylinder, and is carried on a special platform cast integral with the crank case. The carburetter is situated immediately behind the magneto, so that no flooding, which is almost bound to occur with all carburetters, can drop on to the magneto, which would he likely to cause a conflagration. The lubricating oil pump is placed in an almost horizontal position, so that the amount of oil injected into the engine can be readily seen. A petrol gauge is fitted to the tank, and other refinements include a stand and carrier (the tool case being fitted at the side), handle-bar control levers, Druid spring forks, and large sized tank stoppers. The handle-bars are nicely shaped and brought well back to enable a natural riding position.

Old readers of The Motor Cycle know that with the Gradua gear a variable ratio is given by expanding and contracting the engine pulley by means of a lever, the slack of the belt being taken up by extending the back wheel on specially designed guides. The ratios can be varied between 3 to 1 and 9 to 1. The latter ratio with an efficient 3½ h.p. engine is low enough to enable a motor cycle to climb any hill in the United Kingdom. Another pattern 3½ h.p. motor cycle shown on the stand is the Zenette spring frame, the action of the springs being similar to that of a pair of scissors.

The Motor Cycle, November 22nd 1909 page 926

Zenith



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