Rudge models years traditionally began in July of the previous year and ran thought to the end of July in the current calendar year. So a machine built and delivered to the dealer in August of 1936 is denoted as a 1937 model.1909-1915
As listed in Nov 1922.
3-1/2 h.p. Rudge Multi TT 65 pounds
3-1/2 h.p. Rudge, chain drive 85 pounds
7/9 h.p. Rudge Twin, chain drive 125 pounds
Popular on account of its liveliness, ease of steering and steadiness, the chain-driven Rudge has not undergone serious modifications for 1923. The alterations are an improved toolbag and a slight change in colour. Some improvement has also been made in the domed mudguards, which are now 6 in. across.
Both the single and twin cylinder models will be available with a new four-speed gear box.
The MotorCycle, 1922
The layout of the 1925 four-valve Rudge-Whitworth engine has not altered very much since last year. The cylinder head, with its two overhead inlet valves, and its two overhead exhaust valves, is still detachable. The gear box provides four speeds, and the transmission from engine to gear box and from gear box to rear wheel is still by roller chain in both cases. Features of the frame design are, the stemless handle bars, and the provision of an extra pair of tubes which extend from the rear fork ends and the bottom of the crank chamber.
The Rudge is made in two models, of 350 c.c. and 500 c.c., the price of the standard machines being £58 and £64 6s. respectively, £5 being added for electric lighting equipment. Rudge-Whitworth, Ltd., Coventry. ROYAL ENFIELD. Stand 55, Improvement in quality, accompanied by reduction in price, is the keynote of the Royal Enfield plan this season. The Sturmey-Archer three-speed box is now standardised on the 21 h.p. models. The standard side-valve model now has an improved silencer, and an internal expanding front wheel brake. The overhead-valve model now has a new type of frame, with duplex saddle tube, which gives a lower saddle position, and is very rigid. Spring fork dampers are provided and a Terry spring seat saddle is part of the standard equipment. A special racing model is now listed, with a two-port overhead-valve engine, two exhaust pipes, and a racing carburetter. The 8 h.p. combination has been entirely re-designed since last show, having a new frame and tank, amongst other things. Either Enfield two-speed gear or Sturmey-Archer three-speed gear is now fitted, and the retail price for the complete outfit is now £90. A sports model is listed too, at £95.
The Enfield Cycle Co., Ltd., Redditch.
346cc 499cc , 499cc Sports version
1926 Standard 499cc
1926 Sports 499cc
(As listed in MotorCycling, June 13th 1928)
1927 Standard 46 pounds
1927 Roadster 49-10-0 pounds
1927 Special 55 pounds
1927 Sports 60 pounds
1927 Sidecars: Touring and Semi-Sports
Next, please! Why, a four-valve sports Rudge-Whitworth. This machine looked more old-fashioned, with its non-saddle tank, rim brakes and old-style silencer, than the Harley and was tested over several weeks. In those now-faraway days it cost £56 with an efficient electric lighting set. The tester found steering satisfactory, yet two experienced riders suffered lock-to-lock wobbles and both were thrown heavily, one from 80 the other from 50 m.p.h. In the latter instance the Rudge rolled and slid for 60 yards, yet nothing beyond lamp stays, footrests and front number plate suffered damage, and steering was unaffected, so presumably remained as vicious as before! Actually it was decided that the bars had to be held fairly firmly, when the steering was very reasonable. The dropped bars militated against full control.
The engine, even with its compression-plate in place, disliked straight petrol but was happy on "Power" [Note for present-day readers: this was an alcohol mixture obtainable from a Power pump without need of coupons!] and almost as happy on benzole mixture. At times the engine would tick-over splendidly and pull nicely at low speeds in top gear, but on other occasions, for no apparent reason, it misfired and knocked painfully at small throttle openings.
Economy was one of the Rudge's strong points, for it averaged 90 m.p.g. on Power or benzole mixture when driven fairly hard all the time and the mechanical lubrication worked adequately at the rate of 800 m.p.g. The machine was also outstandingly safe on greasy roads, either under the brakes or when cornering. The foot-rests, moreover, set a limit to how far it could be banked over for fast deviations from straight-ahead, yet the Rudge was always under full control. Its brakes, too, were extremely powerful, although the patent inter-connecting system made the front one rather too weak. The two long exhaust pipes were adequately silenced and mechanical sound was that of a slight noise from the valve gear and a worse noise when the chains became slack, the lack of any positive method of moving the gearbox to adjust the primary chain being an irritating shortcoming. Speed appeared to be about 70 m.p.h. in standard tune, mit compression-plate, and was thought to be restricted by a high top gear, as the Rudge revelled in third-gear work, doing nearly 60 m.p.h. on that ratio. Average speed capabilities were nicely demonstrated by a 98-mile run embracing the winding roads of the Fen country on a day of grease and a strong headwind, when the average came out at 38 m.p.h., including sedate passage through at least ten towns and villages. The Senspray carburetter worked well, even if its throttle lever was extremely difficult to close from the all-out position! Starting was at the second prod, but called for considerable leg-muscle, as the exhaust-lifter was inclined to stick and even on full retard the engine tended to back-fire savagely.
The gear change was gateless, with the positions indicated by numbers on the tank, and changing up was facilitated by leaving the, throttle open. The two intermediate gears changed delightfully easily, but the two extreme ratios demanded a little more care. Comfort was good, the clutch light and the brake controls accessible. Finally, after a month's hard usage, never sparing it and never cleaning or adjusting anything, the two crashes also included, the only things found wanting were two small bolts lost from mudguard stay and silencer, a slack front chain and very slight excess clearance in the tappets. Fair enough?
Motor Sport Magazine (penned in 1949)
1928 Dirt Track
1929 Ulster Grand Prix
1929 Dirt Track
The Rudge-Whitworth programme for the forthcoming year includes several very striking innovations. For the past three years it has been the policy of this firm to concentrate on 500 c.c. machines only, although in 1925 a successful " 350 " was listed.
In response to repeated demands for re-introduction of this type and also for a lightweight machine, three entirely new models have been added to the range for the coming season. In addition, last year's Sports model has been dropped in favour of the new Ulster model which is an almost exact replica of the machine which won the 1928 Ulster Grand Prix-the fastest road race ever run-at an average speed of no less than 80 m.p.h.
In its production form, however, the Ulster model has several refinements which were not found on the racing machine ; thus the overhead rocker gear is entirely enclosed and lubricated by oil mist from the crankcase, and the front chain is enclosed in a cast aluminium case. The crankcase is deeply ribbed and is provided with ball and roller-bearings on the drive side and ball bearings on the timing side, whilst improvements to the cylinder head have resulted in a maximuni speed of a least 85 m.p.h.
Lubrication is by Rudge-Whitworth mechanical pump leading to the back of the cylinder with an auxiliary foot operated supply. The spring forks have been redesigned with a longer travel and incorporate shock absorbers and a built-in steering damper. The handlebars are adjustable, and the quickly detachable and interchangeable wheels have improved bearings which permit of easy adjustment.
Owing to its success during 1928 the 500 c.c. Special model has comparatively few alterations for 1929. The new front fork and adjustable handlebar, however, are also found on this model. Here again the new bearings are employed on the interchangeable wheels, whilst throughout the range the Rudge-Whitworth four-speed gear-box has been still further strengthened, to keep pace with the increased power from the engines.
Next on the list comes the new "350," the engine of which has been brought up to date with a radial port cylinder head and the inclusion of the latest four-valve practice which has proved so successful on the Special. Coupled brakes are, of course, employed, the drum diameter being 6i in., with a shoe width of 1 in., as compared with the huge 8 in. x 1 1 in. brakes on the Special and Ulster models, which have proportionally larger brakes than those of our own.
The 250 c.c. models are listed, these being fitted with side and overhead valve J.A.P. engines respectively. The specification is exceptional for such low priced machines, including, as it does, Rudge-Whitworth fourspeed gear-boxes, 6 1/2 in. coupled brakes and two and a half gallon petrol tanks. A simplified design of Rudge Whitworth spring fork is used, while the saddle, as on the larger machines, is a Lycett Aero. As in the past, the new Rudge-Whitworths are listed at highly attractive prices, ranging from ... for the "Dirt Track Special" to £39 10s. for the side-valve "250." The " Special" remains at £55, the " Ulster " and the " 350 " retail at ... respectively, whilst the overhead valve " 250 " costs ...
1930 Ulster Grand Prix
1930 Dirt Track
1931 350cc TT Replica
1931 500cc TT Replica
1931 Dirt Track
1932 250cc TT Replica
1932 350/500cc TT Replica
1932 Dirt Track
1933 Silver Vase Special
1933 250cc TT Replica
1933 350/500cc TT Replica
1933 Dirt Track
1934 250cc Sports
1934 250cc Standard
1935 Sports 245cc 4 valve
1935 250 Tourist
1935 Competition model
1936 Sports 245cc 4 valve
1936 250 Rapid
1936 Competition model
1937 250 Rapid (the 4v Sports model was dropped for 1937)
1937 Sports Special
1938 250 Rapid
1938 Sports Special
1939 Sports 245cc 2 valve
1939 WD 250 2 valve 245cc
1939 Sports Special
1940 Autocycle | 1940 gallery
Rudge 250cc Models
Rudge had entered the nineteen thirties with a pair of 250cc JAP powered models as the starting point, however the introduction of the four valve singles in 1931 marked the demise of the JAP powered machines. Unfortunately this decision came at a time of difficult trading, the companies response was the announcement of a new family of 250cc machines utilising the four-valve engine design during 1931. As with their other products, the new machine was built to a high standard placing it at the premium end of the quarter litre class. A TT replica joined the standard model in 1932 that ran for two years prior to the introduction of the Sport in 1934. For 1935 the touring version, soon to be renamed the Rapid, adopted a two valve head, leaving the Sport to continue with the four valve top end a feature it retained until 1938 when further rationalisation saw the adoption of the two valve engine across the 250 range.
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