French Motorcycles

Today in Motorcycle History

D'Yrsan Motorcycles & Cyclecars

A Brief History of the Marque

Manufactured: 1923-1930

111, Quai d'Asnières, Asnières, France

Raymond Siran (Siran de Cavanac) established a strong reputation for his motorcycles and later built three and four-wheel cyclecars. Ruby four cylinder engines of 904cc were employed in the 1925 model A and 972cc OHV engines in the later model BS. The model DS had and 1097cc engine. The first model was displayed at the 1924 Paris Motor Show.

Production: 530 three-wheel A and BS machines, and 50 four wheelers.

A 1924 advertisment offers motorcycles of 100cc to 750cc, Blackburne engines, and Jardine gearboxes.

Moto Revue Number 167, 1st March 1925, contains an article on D'yrsan motocyclettes.

A report on the 1924 Motor Cycle Show in Motor Sport Magazine reads, in part:

The D'Yrsan cyclecar was fully described in our last issue. It need only be stated here that it is a three-wheeled machine of unusual design, having a four-cylinder water-cooled engine, of 750 c.c. capacity, with a tubular frame, built on car lines, and having two brakes, one on the front wheels, and one on a countershaft, thus doing away with the need for removing brake connections when it is desired to get at the rear wheel. Trailers, Ltd., 73-74, Windsor House, Victoria Street, London, S.W. r.

Page 23, September 1925 in Motor Sport Magazine:


Among the models of the D'Yrsan cycle-car on view at the Motor Cycle Show will be a Shell Racer with a guaranteed speed of 70 m.p.h. and a Wing Model guaranteed to do 85 m.p.h.

The latest models have been designed by Captain Raymond Siran, who has a distinguished military record as a French artillery officer. He is now in charge of the London office at 33, Kinnerton Street, S.W.1, and attends personally to all inquiries.

We hope to review the latest model D'Yrsan in an early issue, as it appears to be a three-wheeler of exceptional merit.


Some time ago we had the pleasure of reviewing the D'Yrsan three-wheeled cycle car, but at the time we were not able to test it on the road. A fitting opportunity presented itself a few days ago, when we were able to take a short trial trip in the Demonstration Model

This model has done over 7,000 miles on the road already, and needs decarbonising. This, in a way, however, made the test more interesting, as notwithstanding its condition or lack of it—the engine showed very little signs of, distress, taking into consideration its diminutive dimensions, 750 c.c.

It was exceptionally lively and showed considerable powers of acceleration. The gear box ratios appear to have been very suitably chosen, and the handling of the gears was delightful; changing up and down at any speeds was possible with very little clutch work. The seating accommodation on the model we tried was rather cramped, but we understand that the machines now being imported into this country have been greatly improved in this respect.

The suspension was all that could be desired on a sports machine; the front springing especially is worthy of mention, this being by two transverse cantilevers attached to the chassis at their centres, thus giving independent action to each wheel.

Although the road conditions were bad, skidding seemed to be practically impossible, and that the brakes could be utilised to their utmost without fear of sideslip. As we mentioned before, the brakes take effect one on the front wheels, the other on the drum on the cross shaft of the bevel reduction gear. Incidentally, this allows the rear wheel, which is connected to the reduction gear by a heavy driving chain, to be immediately accessible for quick removal. The back wheel is sprung by half cantilevers, supplemented by Houdaille shock absorbers.

Any test of top gear speed was impossible on our trial, but the Sports Model is capable of 70 miles an hour, and is claimed that it will keep up 50 miles an hour for as long as one likes. We should imagine that the machine has very good road holding properties. It is notorious that manufacturers have been hard put to it to design a three-wheeled cycle car which is at one and the same time a thing of beauty and yet cheap to produce. The D'Yrsan people claim to have achieved this.

The price of their standard tourist model is £150, which now includes electric lighting, spare wheel and tyre, spare inlet and exhaust valve, and windscreen and hood. A very neat electric starter can be fitted for an extra £10. The sports model sells at £160.

Trailers, Ltd., 73-74, Windsor House, Victoria Street, London, are the sole Concessionaires.

The Brooklands Gazette January, 1925

Sources: Motor Sport Magazine, Wikipedia

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