FOR some time we have been aware that the Rover Cycle Co. were busy on a motor bicycle, and, knowing the excellent work that is turned out from the Rover factory, we were not surprised to see a very fine example of motor cycle design and manufacture.
We illustrate this machine herewith, and expect in the course of a few days to give it an extended trial, when we shall be in a better, position to describe its running powers. The illustration of the frame is practically self-descriptive, the method of fastening the engine to the frame being particularly good and workmanlike. The bolts attaching the engine to the frame pass through the cradle plates and T lugs brazed on the end of the frame tubes, the nuts being castellated and fitted with cotter pins, as in motor car practice. The engine, which is 2¼ h.p., is fed by a float feed spray carburetter, the silencer, we are pleased to note, being of lame dimensions, and placed (as is also the exhaust pipe) well out of the way of the carburetter.
The ignition is by trembler coil, which, with two accumulator batteries, are carried in a compartment behind the seat-tube.
The fuel and lubricating tank occupies the whole of the available space of the diamond frame, sufficient petrol being carried for an extended run. The control is by a throttle valve and advance sparking lever, worked off the top tube. These levers have a small serrated quadrant, which keeps them from moving when subjected to vibration.
In addition, there is an exhaust-lifter, operated by a Bowden wire, the lever having a retaining clutch to hold it in any position.
Ample brake power is provided by means of a back-pedalling band brake to the rear wheel, which does not prevent the machine being wheeled backwards; also a rim brake on the front wheel.
We think the Rover Co. have been wise in adopting 26in. wheels, this size having many advantages which cannot be lightly regarded.
In conclusion, the Imperial Rover motor bicycle is one of the smartest turn-outs we have seen, and we cordially wish the Rover Cycle Co. every success with their new pattern.
The Motor Cycle July 8th, 1903.
Rover Cycle Co., Ltd.
This fine exhibit includes a motor cycle and also a forecar, both fitted with 3 h.p. engines carried in a specially-designed and strengthened frame. The engine has two valve shafts, with a separate cam for each valve. On the top of the cylinder is fitted a paraffin valve with snap top, obviating the necessity of unscrewing anything in order to flush the engine out with paraffin. There are many features of interest in the engine itself, such as the attachment of the valve washer to the valve stem, without the use of a cotter. A special form of wipe ignition is fitted, in which the wiping brush is held out of contact with the cam surface, but which is in such a position as to be struck by the cam at each revolution. This obviates any excessive wear of the cam surface or blade.
A very neat form of back-pedalling brake is fitted to the machines on this stand. This brake can be thrown out of action when it is desired to wheel the machine backward, thus overcoming the chief objection to back-pedalling brakes on motor cycles. An ingenious switch and exhaust-lift catch are fitted; in fact, this exhibit is well worthy of the attention of those on the look-out for novelties. Two sets of accumulators and a two-way switch are fitted on all machines. (Stand 149.)
The Motor Cycle, November 25th 1903
Stanley Show 1903
The Rover Cycle Co., Ltd., Coventry
(Stand 20, Minor
Hall).–
The heavier Rover machine is fitted with a 3 h.p. engine, having a bore of 79 mm. and a stroke of 76 mm., the power claimed being generated at 1,800 revolutions per minute. Mechanically-operated valves are fitted, and exhaust lifter operated by left-hand lever, which can be held in position by a trigger, so that the compression is relieved when it is desired to wheel the machine, without the hand having to be kept upon the exhaust lifter. The system of ignition is the ordinary high tension. The petrol tank supplies petrol to the Rover carburetter, which is well known to our readers. A special form of sparking plug is fitted, this having a very long porcelain insulating surface, so that any tendency to short-circuiting is reduced to a minimum. The engine is carried in a cradle which makes up the bottom member of the frame.
A trussed front fork is fitted, which gives the appearance of great strength. Front and rear wheel rim brakes are fitted, these being operated from right and left-hand handle-bar levers respectively. The act of depressing the right hand lever first breaks the primary circuit, and so prevents ignition of the charge in the cylinder, whilst a further depression applies the front brake. The drive is taken through a friction clutch and on to a chain wheel attached to the left-hand crank arms through a boss which also carries another small sprocket, by which the final drive to the left-hand chain wheel secured to the road hub is taken. The weight of the machine complete is about 160 lbs.
One of the Rover motor bicycles weighs about 100 lbs., all ready for the road. A small air-cooled engine is fitted. The drive is taken by a belt from the engine pulley to the back wheel pulley, which is built in with the main wheel rim by means of substantial spokes. A front wheel rim brake operated by a right-hand lever and back-pedaling brake on to the rear hub brake drum are fitted. This machine can be wheeled backwards without bringing the brake into play. The engine is built into the frame, in a vertical position, the down tube carrying at its lower end a lug on to which triangular-shaped side plates clip the crank case, and at the rear part of the crank case a projecting tube from the bottom bracket lug also carries side plates which clip to the engine crank case. A through tube passes from the bottom steering socket to the side tube, and away to the rear hub spindle by duplex chain stays, thus making a rigid construction throughout.
The petrol, lubricating oil, battery, and coil boxes are all in one partitioned casing of triangular shape to fit into the frame, thus presenting a neat appearance. A 3 h.p., similar to that previously described, is fitted with a belt drive, the other portions of the machine being somewhat similar to the chain-driven type.
A 3¼ h.p. tricar with an air-cooled engine and single speed transmission, with most of the features as on the motor bicycle, is also shown, with a large wicker basket seat with storm-proof apron, this seat being mounted on long plate springs, which ensure most comfortable riding. Compensated front wheel band brakes are fitted.
Another type of tricar with 4 h.p. engine is exhibited. This has mechanically-operated valves, exhaust, valve-lifter, and the Rover carburetter. The water-cooling is on the thermo-syphon principle, the water being taken from the upper part of the cylinder head to the upper part of a triangular-shaped tank, and hence through a series of vertical rows of gilled tubing away to two smaller rectangular tanks; hence through a T-piece to a lug immediately between the two valve buckets, which are situated on the right-hand side of the engine. A two-speed gear with wheels always in mesh conveys the motion to the rear chain wheel. A hand-applied band brake is operated from the right of the machine, the lever being pulled towards the driver to apply the brake. This seems an efficient type, and should have ample stopping power. A right foot lever applies band brakes to the front steering wheels.
Steering is by means of a wheel through ball joints to the cross steering levers, and on the steering wheel (which is of aluminium) a small two-way switch is fitted. The two-speed gear is operated by means of a small lever attached to a clip on the top tube of the machine, the quadrant being notched for the neutral, and slow and fast positions. Finely-spaced quadrants with ratchet levers operating the ignition and throttle valves are also fitted to the top tube of the machine. Large footboards for the driver's comfort are fitted, and fair sized splashers to the front wheels, the usual mudguard being fitted to the rear. A saddle is fitted for the driver, and for the front passenger a seat mounted on semi-elliptical springs, one end of which is attached to the frame extension and the other end to the links, while at the centre of these semi-elliptical springs a long plate spring to support the seat is attached. The petrol tank, which is on the large side, carries four gallons of petrol, and also a large supply of lubricating oil, this being distributed to the engine by means of the usual sight force feed pump.
Report on the 1904 Stanley Show, The Motor Cycle, November 28th, page 1167.
If you have further information or a query related to Rover motorcycles, please contact us
