A report on the 1924 Motor Cycle Show in Motor Sport Magazine reads, in part:
MATCHLESS. Stand 52.
The most interesting of the many interesting models on this stand is the new 347 all-weather machine. The whole of the mechanism is entirely enclosed in a simple and efficient manner. A couple of wings have been attached to the leg guards which are already a familiar feature of Matchless touring models, and these, with a couple of extra side shields, are all that is necessary. Lubrication of all 1925 Matchless engines is now by mechanically operated pump. A new silencer has been introduced, and is claimed to be remarkably efficient. Larger brakes and hubs have been fitted to the overhead camshaft model, while the chief alteration to the 591 c.c. single-cylinder machine is the fitting of a decompressor to the engine.
H. Collier & Sons, Ltd., 44, Plumstead Road, London, S.E. 18.
Excerpt from Reports on sports machines of 1926 in Motor Sport Magazine (penned in 1949)
We next find our tester out with a 990-c.c. V-twin M.3.S. Matchless sports combination. In spite of the engine's size it started with a couple of prods on cold mornings, thanks to the efficiency of the Lucas magdyno and a well-placed kick-starter with good return spring. The Matchless was quiet and handy with its re-designed shorter-wheelbase frame, while the sprung front forks functioned well. The new bulbous nickle-cum-black tank held two gallons of petrol and half a gallon of oil.
The chain-guards and mud-guards kept down mud and the rear brake worked very well, but the front brake was none too powerful. Comfort was of a high order, saddle and footrests providing a good riding position, to which knee grips contributed, while the sports-type bars with r.h. twist grips and levers for air and spark were very acceptable. The steering damper cut out any steering wobble and the 26 in. by 3-in. Dunlop cord tyres and sports-type Terry saddle completed the comforts offered to the Matchless rider.
The Matchless sports sidecar, too, was comfortable and smart. It was remarked that ladies might like the addition of a sidecar step, "unless the fashion of abbreviated skirts is to continue" (which it was but isn't, so to speak!). On gear-ratios of 7.1, 4.7 and 3.7 to 1 in the Sturmey-Archer box the outfit was thought a trifle too high geared in top, for sidecar work in town, although 2nd was a useful gear. With sidecar occupied, speed was estimated to be 65-68 m.p.h., and 59 could be held all day. Acceleration was good, gearchanging the acme of simplicity and "Mr. Lucas" made night as day, while fuel consumption came out at 50 m.p.g. The price, by the way, was £80 solo, or £97 10s. mit chair."
A Model V Matchless, with a light sporting sidecar, came up for test next and the tester confessed to early prejudice because the only previous machine of this make he had ridden was an ancient 5-h.p. single-geared model. The Model V was different! It turned out to be a "works " hack in good condition and had already won "golds" in the "Land's End" and "Edinburgh." Before handing it over, Plumstead demonstrated how this particular example of its handiwork would go up a 1-in-6 hill, drop to 20 m.p.h. for a corner, and accelerate to 35 m.p.h. at the summit, all in top gear with no suggestion of distress. This implied a fluffy, low-compression engine pulling a low gear. Wrong again - the Matchless had a 6.6-to-1 compression-ratio and a 5.4-to-1 top gear.
Taking the saddle, our tester found considerable restraint necessary on left-hand corners, until a passenger was found for the narrow and light sidecar, after which steering was light and certain. In those days Motor Sport believed in having its fill of any machine submitted to it (we thought we must be getting old, until we remembered that in those days no fiddling scraps of paper governed the extent of one's motoring) and the Matchless was entered for the South Midlands Championship Trial on the Saturday, another machine was ridden in a grasstrack race on the Sunday afternoon, and the Matchless was then loaded-up and ridden hard to Liverpool in order to catch the 1 a.m. boat to Douglas for the T.T.
In the trial, every hill was climbed clean and the Model V survived some terrible bumps and crashes over bad going in the Chilterns, and it was one of four sidecar machines to qualify for a second-class award, having stopped, momentarily, in a long water-splash when the rear wheel spun and sprayed the carburetter - the engine did not actually stop. Out of 180 entries, only six sidecars gained awards and both the first-class award winners were the subject of protests, while over 60 finishers failed to gain any award.
On the 190-mile run to Liverpool, three persons and their luggage were put on it after one accompanying machine had broken down after 60 miles. The distance was covered in eight hours (about 24 m.p.h. average) and the boat caught with three minutes to spare. In spite of the load, 60 m.p.h. was held for hour after hour with no overheating. Unfortunately, until the taper needle in the B. & B. carburetter was lowered, fuel consumption was as heavy as 35 m.p.g., thereafter improved to approximately 60 m.p.g.
Some hectic riding over the T.T. course was a feature of the I.O.M. holiday, the Matchless holding a steady 40 m.p.h. up the Mountain, in top or second gear according to the gradient, while down the other side over 70 m.p.h. was achieved, between Craig-ny-Baa and Hilberry, using most of the road after striking the bumps! After this performance a match placed on the exhaust port refused to ignite; 65 m.p.h. was judged to be the flat-out level-road speed.
On the homeward journey, still with passenger and luggage, the 37 miles of by no means smooth, straight or level going from Atherstone to Weedon occupied exactly 50 minutes. A new heavy cord back tyre was completely worn out in a week.
The engine certainly gave plenty of power - 22 1/2 b.h.p. was claimed at 4,800 r.p.m. - and a 7.6-to-1 piston was available for those who desired it. Reliability, mechanical silence and the Sturmey-Archer gearbox all earned full marks; oil consumption was low and the brakes were excellent, save that they required far too much adjustment - the foot-brake went back one whole serration (45 deg.) after a week's riding. The back wheel suffered a few broken spokes. This combination was priced at £77 and the solo weighed only 260 lb. and cost £62 10s."
Matchless for 1928
Machines For Touring and Racing.
ONE of the most striking looking British motor cycles on the road is the Matchless. Any model is unmistakable, the tank of ivory white, which contrasts directly with the black stone-enamelling, of the remainder of the machine, giving it an air of undoubted distinction. This finish also has the advantage of being extremely durable, resisting practically everything. It is impervious to the action of dope fuel, which instantly destroys the ordinary paintwork finish, while it will not wear with the action of the clothing rubbing against it, and will not scratch or mark.
Right throughout the whole machine the same care has been shown in attention to every detail of Its constiuc tion. The engine, whether it be of the normal side-valve touring type, or a two-port sports machine, possessing the speed of a racer, coupled with the flexibility of a tourer, is highly developed to yield the greatest possible power consistent with its measurements, and every machine in the range has proved its mettle in hard-fought British reliability trials and races. For many years the Matchless has been one of the most prominent machines in English competition work.
The Queensland distributors of the famous Matchless machine are the Holly Cycle and Motor Cycle Co., in whose showrooms at Petrie Bight a full range of the numerous models may be inspected. The most popular models in Queensland have so far been the two-port Sports and Super Sports machines, which are sensationally fast and extremely roadworthy, but there is also a fair demand for the sturdy side valve models, which render years of faithful service, even if they are not capable of the speeds attained by the sports models. In side-valve machines there are the "R/S" of 2.46 h.p., "T/4" of 3.47 h.p., and the "T/3" of 4.98 h.p. All of these models are siml lar in appearance having the striking black and white tank and similar frames. The various powered engines are built to fulfil different needs. For Instance, the 4.98 machine has been found to be an excellent engine for side-car work.
In the o.h.v. range, there is the model "T/S" 3.47 two-port sports solo, the "L/R2" 3.47 h.p. Super Sports, and the "V/2" 4.95 h.p. sports. Right through the Matchless range adequate attention has been given to the all-important subject of engine lubrication, the sports machines being specially catered for in this regard, in order to. withstand the requirements of sustained high speed. In the sports models lubrication is by Duplex mechanical pump, which forces oil through separate leads to the back of the cylinder wall, where it lubricates the piston, and through a drilled crankshaft to the big end bearing. The oil pump is readily adjustable while riding and incorporates a sight feed glass. The carburettor can be supplied with twist grip control. The frame is of the new Matchless trussed design, with duplex torque stays. The engine is stayed at the top to the main head lug to resist torque reaction. The spring forks are also of Matchless design, incorporating progressive action, spring with special adjustable shock absorbers, and a steering damper, which is a part of the steering system.
Right from front to rear, it can be seen that the most meticulous care has been taken in designing every individual part, and in combining all of them to make a machine to suit all requirements. The Matchless is undoubtedly a machine which merits investigation from any prospective purchaser of a motor cycle, and such a person could spend half an hour profitably in making a tour of inspection of the stock of these machines at the Holly showrooms.
The Brisbane Courier, Thu 23 Aug 1928