IN the 1938 model of the 245 c.c. Rudge 'Sports,' the Rudge people have produced one of the finest machines that has ever left the famous factory. It is no exaggeration to say that the 250 Sports is one of the aristocrats of the road for 1938, and is one of the most pleasing machines to ride that will be found in this years range.
Built up to the dependable Rudge standard, at first glance the Sports can easily be mistaken for a five-hundred in its general proportions. That impression is materially enhanced by its outstanding performance.
Out on the road the Rudge handles as only a real thoroughbred can. Its ease of steering, good road-holding qualities, and the way in which it will hold full throttle for long distances gives the rider that sense of control which only comes from a quality machine.
For comfort of riding, the Rudge is hard to beat, as the rider can vary his position from upright to a seat well back in the saddle almost on the mudguard pad. The handle bars are set in such way that they combine the standard touring type with the up-swept type so popular with trials riders for the positive control. This setting allows the arms and wrists to lie at a natural angle whatever the riding position.
The Rudge steering is so light and positive that it can be safely heeled over on fast bends without any sign of lack of control, and it handles as well on greasy surfaces as on dry ones. The state of the road affects the riding qualities of the Rudge very little, and the steering not at all. On bumpy surfaces the shocks are almost entirely absorbed by the forks which have a very definite action.
One of the outstanding safety features of the Sports is the efficiency of the brakes. These are coupled, but can be used independently with almost equal effectiveness. The brakes seem to act proportionately to the speed and give both safe and efficient results, with a minimum of effort necessary for their application.
The motor is a very efficient unit and has the easy starting qualities common to most two-fifties. Even when cold it responded readily to the first kick. Mechanically the engine is particularly quiet at normal running speeds, but the exhaust is inclined to be a little noisy when the engine is pulling on a wide throttle.
Even when pulling at low revs in top gear the engine revealed pep and at higher speeds its action developed a beautiful smoothness with almost complete lack of vibration. With carefully handling of the throttle, the Rudge will ease along in top at 120 [sic] m.p.h. with no sign of snatch in the transmission, which is an excellent indication of its flexibility. It is equally happy cruising along at 60 m.p.h. or better and shows no signs of fussiness. In fact, it seems to revel in the high speed work. The compression ratio is 7.7 to 1.
Acceleration is particularly good, and from a standing start through the gears the machine attained a speed of 66 m.p.h. over a quarter-mile. Maximum speed in top gear was more than 69 m.p.h. and in first gear 30 m.p.h The gear ratios have been well selected and the Rudge will pull over most hills in top without undue strain although it is wise to use the gears to secure the best results. The gear pedal is mounted on the near side of the machine, and the brake pedal on the off side. The gear selection is one of the outstanding features of the Sports and a mere flick of the foot on the pedal will find the desired gear.
Specifications of the 246 c.c. Sports Rudge are:—
Engine. 62 x 81 mm. (245 c.c.) single-port o.h.v. Rudge, with dry-sump lubrication.
Carburettor. Horizontal type Amal, with twist grip control.
Gear Box. Four-speed Rudge with foot change on off side.
Transmission. Chain, with primary oil bath.
Ignition. Lucas Haglita. [sic]
Lighting. Lucas, with 8in. headlamp.
Fuel Capacity. 3¼ gallons.
Ground Clearance. 5in.
Weight. 320lb in full touring trim.
Australian Cycling & Motor Cycling, March 22nd 1938. Trove NLA
