A LIGHTWEIGHT OF STRIKINGLY ORIGINAL DESIGN.
ONE of the most original designs of two-stroke lightweights we have yet inspected is the new Alldays, which, by the way, will be known as the Allon.
The frame construction is the first point that strikes the observer. It is excellently designed, and has a particularly good feature of straight tubes everywhere. Instead of the top dropped tube a sloping tube is employed, which gives it a distinctive appearance. It will be remembered that Messrs. Alldays and Onions were one of the first firms to adopt this type of frame, and the machine ridden by W. H. Longton (who by the way is now with the Colours) in the Isle of Man attracted considerable attention on this account.
All the fittings are excellent everywhere, and stoutly carried out, a large and comfortable saddle being fitted, which, with Brampton forks and aluminium footboards, should render the machine extremely comfortable on the road.
The 26in. wheels are another important item. Both brakes are distinctly unusual, as on each hub is mounted a phosphor bronze drum, round which is wound a heavy spring steel wire. The wire is arranged so as to clear the drum comfortably when not in action, but to give a very powerful braking action when applied. The mudguards are fitted with deep side wings, and a combined chain and belt drive is employed.
Features of the Engine.
The 2¾ h.p. engine itself is striking in many respects. It has a bore and stroke of 70x75 mm. respectively, giving a, capacity of 292 c.c. The cylinder is cast with the top halt of the crank case, the crank case being split horizontally as in modern car engines; thus it is possible by simply removing the lower half of the crank case to drop out the crankshaft, connecting rod and piston, and cleaning is thereby rendered extremely easy. The transfer pipe is cast with the cylinder, and the release valve is connected direct to the exhaust port by a small pipe.
The magneto is mounted directly behind the cylinder, and the magneto chain case is so constructed that it does not in any way interfere with the removal of the crankshaft. The driving chain is covered in, and a belt drive of reasonable length is arranged. The engine fixing is particularly stout, and there is no fear of rattle or looseness developing at this point.
Lubrication is by drip feed, and the tank fittings are all excellent, while the change-speed gate is of substantial proportions. The gear box is separate from the engine and is of the double dog type, having a cork insert clutch of ample dimensions carried within the driven sprocket. It is handle-bar controlled, and the gear box is so mounted that the holding down bolts are quickly accessible for chain adjustment.
The price, as described, will be £38; without clutch, £36 10s.; and single-geared model will be listed with a countershaft at £28.
The Motor Cycle, December 10th, 1914. p636
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