Road Tests of 1934 Models
In response to numerous requests to conduct, and report in "Motor Cycling," special road tests of new motor cycles, the editor (Jim O'Connor) has made arrangements to publish each month a survey of a selected stock model when under severe road test. For the first of the series a new 249 cc. two-stroke Velocette was made available for test by Mr. Art. Peacock, of Messrs. Stillwell and Parry, the Victorian distributors of the machine. According to the tester's statements, even the least impressionable of journalists would find it a pleasure to record their impressions of this sturdy, economical and accessible little machine.
Two-Stroke Velocette
Even without the privilege of personal acquaintanceship with the designer of the new 249 cc. two-stroke Velocette it takes no great effort of imagination during a road test to divine the workings of that worthy's mind.
Foremost in that mind one finds a definite purpose. Obviously the man has sized up the class of buyer production was for, and, furthermore, has decided what that class does or does not want. Definitely the machine is suitable for either commercial or sports use.
Starting Easy.
Fitted with Miller coil ignition, starting proved very easy; on a score of attempts the rider started first kick every time with spark fully advanced and choke shutter almost closed. The carburetter is a single-lever control, thus giving the rider only four handlebar controls to manipulate, i.e., a quick action push-pull type twist grip throttle, spark lever, clutch and front brake. Once under way it was a pleasant surprise not to hear the usual driving chain and generator chain whirs, which was immediately put down to the primary drive being totally enclosed and running in an oil bath, and the generator driven by a flat fabric belt.
Positive Foot Change.
During the first 50-mile run, taken over a very hilly district, necessitating plenty of gear changing with the new machine, the rider was very much impressed by the ease in changing up or down, the machine being fitted with a four-speed extra heavy gearbox with a delightfully simple positive foot change which never felt in the way, yet seemed always so close to the foot. Heavy rain was encountered, and the particularly well-valanced front guard proved itself to be ideal.
On returning from this first trip it was very gratifying to note how the plate fitted on the left-hand side of the rear guard protected gearbox and front chain cover from being covered in mud splashes, as well as protecting the rear tyre from chain oil. The riding position was very comfortable; the short, adjustable handlebars, low saddle position and large, flat triangular knee grips made the machine suitable for a rider of practically any height.
During the period of running-in the motor behaved splendidly, and showed no indication of sluggishness except on one occasion, caused through a faulty spark plug.
Maximum Speed 62 m.p.h.
The maximum speed attained in top gear was 62 m.p.h., petrol consumption taken on 25-mile run at an average speed of 35 m.p.h. was approximately 125 m.p.g., and an oil consumption test showed 2000 miles to the gallon. The oiling system on this machine can be forgotten by the rider, the automatic pump being interconnected with the throttle control, ensuring correct lubrication at all speeds. The ignition control was set at advance right through the test, and at no time was it necessary to retard. The steering was found to be very light, but excellent after experimenting a little with the standard head damper. Cornering was exceptionally good, and could be ridden, hands off, at any speed from 10 m.p.h. to its maximum.
About Braking.
A word about braking—the rear wheel brake proved very harsh at first and inclined to skid the wheel sideways, but was found to operate perfectly after several attempts. The front brake was also at fault, and would not hold the machine on a steep incline, and on dismantling was found to be covered with a heavy packing grease. With this fault corrected a test with both brakes used in conjunction brought the machine to a stop from 50 m.p.h. in exactly 30 yards.
Accessibility.
The designer of the machine certainly deserves praise so far as accessibility is concerned. The gearbox adjustment is not out of the way, while the contact breaker is simplicity itself; one finger nut only keeps the cover in place. The spark plug is conveniently placed in the quickly-detachable head, which only necessitates removing four nuts to enable it to be taken off. The coil is very cleverly concealed in a special container out of sight in the bottom of the petrol tank, a short distance from the spark plug, enabling the use of a very short H.T. wire.
A particularly noteworthy point is the gearbox shell, crankcase and all. aluminium parts buffed and highly polished, but behind all the frills a well-developed sense of practical value can be detected.
Specifications of the 249 Velocette
Engine.—Velocette 249 cc., 63 x 80 mm., twin exhaust port, aluminium piston, detachable head giving high turbulence, improved roller bearing big end.
Lubrication.—By mechanical pump interconnected with throttle, frame parts and wheels by grease gun, primary drive In oil bath.
Carburetter.—Single-control quick-action thin twist grip, strangler for starting.
Ignition.—By coil In conjunction with six-volt dynamo lighting set.
Controls. —Throttle by quick action thin push-pull type twist grip, ignition lever on handlebar, clutch and front brake by levers on handlebar. positive foot gear change.
Gearbox. —Velocette four-speed with three-plate clutch and kick starter.
Gear Ratios. —Top, 55; third, 7.3; second, 9.6; low, 14.1.
Forks.—With hand-adjustable shock absorber and steering damper, provision for mounting speedo.
Tank. —Two gallons of petrol, 3½ pints of oil.
Brakes. —Six inches front and rear, internal expanding.
Tyres.—25 x 3 wired on.
Mudguard.—Six inches wide, rib centre, valanced front, detachable rear.
Stands. —Rear spring up, front with locking nut.
Silencers.—Chromium plated with fishtails.
Ground Clearance. — 5 ½ inches.
Wheelbase.— 50 inches
Weight.—226 lb.
Speed.—6o m.p.h.
Finish.—Best black enamel, tank gold lines, plated parts chromium.
Lighting.—Six-volt with 12-ampere hour accumulator, headlamp 6 ½ in. with dip light, parking light and 24-watt headlight. Red warning lamp for ignition with switch safety key to prevent theft, very efficient warning signal.
Australian Cycling & Motor Cycling magazine, May 15th 1934. Trove NLA
