Olympia Show Page 1173
November 9th, 1911.
Motorcycles
Olympia, the Mecca of motor cyclists, opens its doors on Monday, November 20th, at 10 a.m., and closes at 10 p.m. The Exhibition finally closes on the following Saturday, the 26th inst. The price of admission is 1s. The number of motor cycle exhibitors at this second annual show is a record, viz., 169. All readers who can, should find time to pay a visit. Below we continue our illustrated forecast of the exhibits. Our next two issues will be special numbers chiefly devoted to the Show, viz., Thursday, November 16th, The Motor Cycle Buyers' Guide, and November 23rd, Olympia Show report.
The 2½ h.p. Two-stroke Stuart.
The 2½ h.p. two-stroke Stuart motor bicycle which will be shown on the stand of Messrs. R. G. Nye and Co. is manufactured by the well-known engineers Messrs. Stuart, Turner and Co., Shiplake Works, Henley-on-Thames. The most interesting part of the machine is the power unit, since the bicycle part follows lines adopted by most manufacturers. The two-stroke engine, 71 x 75.5 mm., is of the two-port type, and has the transfer port G neatly cast in the cylinder. Compression is retained in the crank case by means of patent oil-retaining ball bearings, details of which we are not yet at liberty to disclose. It suffices only to say that the firm's experimental machine which has been running for a year shows no trace of oil leakage, and has one of the cleanest and neatest crank cases we have seen. It is as free as possible of projections and has no lettering, and so is easy to wipe down, though cleaning does not appear to be necessary. The piston, which has two wide rings, possesses the usual deflector common to two-stroke engines, while the connecting rod is of steel, and is bushed at both ends. The flywheels have a heavy periphery, and are fitted with aluminium plates to enclose the space formed by the periphery and inner disc, so as to reduce the compression area in the crank case. The crank case is provided with a safety release valve A. It is well-known that two-stroke engines when they do backfire (which is not often) do so into the crank case, and in the case of a crank case explosion in the Stuart the safety release valve would allow exit for the increased pressure. The lubrication system is interesting. Pressure issuing from the crank case through the non-return valve B is delivered into the oil tank, which forces the lubricant through the controllable sight-feed on the top tube, and into the cylinder walls at the union H. A hand oil pump is provided merely for the purpose of injecting oil into the crank case when the latter is empty. The carburetter is the well-known Amac, from which gas enters the cylinders through a non-return valve F. The valve casing is held on by a stirrup fastening, and so can be easily dismounted. To remove the power unit from the frame it is only necessary to withdraw the footrests C. and the bolts DD1. The valve E is the compression release which serves the same purpose as the exhaust valve lifter on a four-stroke engine. It will be seen by the illustration that the released compression to avoid noise is conducted to the exhaust pipe. The ignition is by chain driven Bosch magneto, handle-bar controlled. The adjustable pulley, which is simple and ingenious, can be altered without the aid of tools, and gives gears from 4 to 6½ to 1. The movable flange has two dogs which engage with steps cut in a rotating ring which by the aid of a ball catch stays in the required position. The accompanying illustration of the pulley is practically self-explanatory. The engine is full of ingenuity, and a pleasing change from the monotony of the standard type of machine now so prevalent.
The following details will be of interest; Chater-Lea dropped frame, rendering the height of the saddle from the ground 29in., clearance below silencer 5in.. weight 145 lbs., power unit weight 50 lbs.. Druid forks and belt rim brake, chain-driven magneto, serviceable stand and luggage carrier.
Page 1174
1912 Models.
Singer Improvements.
The Singer Company have made it their endeavour to produce as light as possible a 3½ h.p. machine to give lasting satisfaction, and to be fitted with all necessary refinements. From an inspection of one of their 1912 mounts we may say that we consider that they have succeeded admirably.
The engine retains all this year's features, but, as will be seen from the illustration, it has been altered in the timing gear...
Continued: Singer 1912 Models
November 9th, 1911.
1912 Models.
Trump-Jap.
A few days ago Mr. McNab showed us the novel features for the 1912 Trump-Japs. The firm will specialise on two models - a T.T. and a Tourist - both having the 85.5 mm. x 85 mm. J.A.P. engine, but we are told that the 90 mm. x 77.5 mm. engine can be supplied for racing models. Probably the first point on these machines to strike the observer is the system of staying the rear forks from underneath. For this purpose tubes are carried from the bottom of the crank case to the rear wheel spindle. This has the double advantage of stiffening the back of the frame and definitely fixing the position of the rear wheel. Mr. McNab tells us that several customers state that it reduces side-slip to a very large degree by preventing whip in the back of the frame. Next to this, the 2in. hinged filler caps catch the eye. The tank construction is ingenious, there being four partitions to prevent the petrol washing about. One of these coming close to the filler does away with the necessity of a petrol gauge, for even while riding the cap can be swung back and the petrol level seen against the partition.
The tank holds one and threequarter gallons of petrol and half a gallon of oil and is carried by four clips. Each of these clips is screwed to a bridge piece holding the tank well away from the frame, and on the inside is fixed to a strap passing round three sides of the tank. We are told that this is the one tank construction which cannot be smashed at Brooklands. Lubrication is by a positive glass barreled oil pump on the outside of the tank, but Best and Lloyd semi-automatic sight feed lubrication can be fitted as an extra. The B. and B. carburetter is employed on the Tourist model and on the T T either J.A.P. or C.A.P. can be fitted. The magneto is placed in front of the engine, and supported on a bracket cast with the back of the chain case. A special type of Druid forks is used, and the front wheel has ample side guards. The finish is in grey, the tank being aluminium, with a green panel, while a transfer representing the Ace of Hearts and underneath the word Trump is certainly distinctive. Both head lugs and bottom bracket lugs respectively are cast in one. There is one other feature which we do not remember seeing elsewhere, that is that the belt rim is both spoked on and clipped to the wheel spokes. As will be seen from our illustration, the machine has a low saddle position, and is in every way built for hard work.
Canoelet Sidecar.
The accompanying illustrations show a very original sidecar made by Messrs. Mead and Deakin, 61, Ladypool Road, Sparkbrook. Birmingham The frame consists of a tube bent hairpin fashion, the bend is in front, and the two ends are turned upwards at the back almost to the top of the body, which is attached at this point to laminated C springs and shackles. There are two transverse tubes at the back of the frame, a continuation of the lower of these is attached to the motor cycle near the centre of the back wheel, while the upper is bent forward and clipped to the saddle pillar. This arrangement, with special clips of quite original design, gives a very rigid frame. The body is coach built and very comfortable, the angle of the seat being adjustable; there is ample room and protection for the feet and a glass screen is fitted. The weight is 77 lbs. Another 15 lbs. must be added for screen and luggage carrier. The front clip consists of a slotted sleeve cone shaped at the end, which, when screwed up. grips the tube firmly in any position, somewhat after the manner of a carburetter attachment, making further adjustment unnecessary. A neat luggage carrier is fitted in the rear, which when not wanted folds up against the back of the sidecar. The stand when not in use takes the place of a rear mudguard stay. The vertical mudguard stay has a flange at the bottom to carry any mud which may run down the stay from the bearing. A delivery body is made which is interchangeable with the ordinary sidecar.
Page 1176
Veloce.
Last week we were shown a most ingenious motor cycle manufactured by the Veloce Co., of Birmingham. The frame is on standard lines, having a dropped top tube, Druid forks, and side flaps to front guard, but the engine and two-speed gear are distinctly novel. The engine has a solid crankshaft supported on one side only by two ball bearings; between these bearings lie two gear wheels, fixed to the crankshaft. In the front part of the crank case lies a counter-shaft carrying two special bronze gear wheels, formed to take a double conical clutch within. These gears are always in mesh, and one of them runs at half engine speed and acts as a timing wheel. The double-faced clutch is actuated by a quick thread screw, and locks either one or other of the special bronze wheels to the counter shaft, on the near side of which is fixed a 6½in. pulley.
The lubrication is most ingenious. In front of the counter-shaft and driven by an intermediate wheel lies the magneto and a small eccentric oil pump. This pump draws oil from a filter placed in a large sump below the crank case and delivers it, through a regulator with a sight indicator, through a pipe joined to the gear case into the hollow counter-shaft by means of a cap constantly filled with oil from the pump. From the counter-shaft oil holes are drilled to the gear bearings and cams, the holes in the cams being arranged so as to throw oil direct on to the big end bearing, it then returns to the crank case and sump.
The engine has a bore and stroke of 68 x 76 mm., and is fitted with a 9¼in. outside flywheel. Both valves are mechanically operated and are situated in front of the cylinder, the inlet over the exhaust. No oil reservoir is fitted to the tank, as the sump holds two pints and is fitted with a large filler cap from which the level can be seen. The gears are operated by a double pedal on the right side of the machine, and from a short run we found the machine and gears very silent and easy to work. The engine is rated at 2½ h.p., and is fitted with Bosch magneto and B. and B. carburetter. The large pulley in front of the engine should make for immunity from belt slip. The option is given of three gear ratios - 5 to 1 and 8 to 1, 5½ to 1 and 9.35 to 1, and 6 to 1 and 10.2 to 1. A point we raised in connection with the lubrication system as to whether the crank case could be kept oiltight with the considerable amount of oil used was answered in the affirmative, and certainly the engine we tried was almost spotless.
The Brown Motor Bicycle.
It is not surprising that a firm like Brown Bros., Ltd., which has been steadily engaged in the motor cycle industry since 1902, should in 1911 have brought its motor bicycles to such a state of perfection that startling innovations are not needed. There is, however, we understand, to be shortly added to the Brown a two-speed gear and free engine, the details of which are unfortunately not yet available. The Brown motor bicycle is a well-designed and well-made machine, fitted with the 3½ h.p. engine which has performed so well in the past in the hands of R. M. Brice, good spring forks, stand and luggage carrier, petrol gauge, and other items, which the A.C.U. judges sum up under the heading of "convenience." The lightweight 96 lbs. model, 3 h.p. 70 mm. x 76 mm., will also be shown, and a new type of sidecar, fitted with comfortable basket body. The sidecar is of the rigid variety, and has, we understand, met with great demand. It is illustrated herewith fitted to a 3½ h.p. Brown motor bicycle.
F.N.
The alterations to the four-cylinder F.N. for 1912 are comparatively few, the machine having given universal satisfaction, the makers have not found it necessary or advisable to make more than a few minor improvements. The magneto machine is provided with a distributer combined with the magneto...
Continued: FN 1912 & 1913
Page 1177
Indian Improvements.
The Hendee Co., so we were informed by their London manager, Mr. W. H. Wells, have decided to market two Indian models only for 1912, viz., the 3½ h.p. single-cylinder and the 7-9 h.p. twin. The standard models will both have the free engine clutch on the counter-shaft and a slightly altered frame. Both the single and twin will be supplied with the counter-shaft two-speed gear and free engine device to order, but the change speed gear cannot be supplied for the standard models after they have once been purchased as single-geared machines. A foot starting device is a feature of all patterns, and this is illustrated in the photograph of the complete machine. On the engine-shaft a free engine clutch enables starting to be effected by means of the chain and chain wheel shown. The crank is pushed forward, one downward thrust of the pedal revolving the engine one complete revolution. Folding foot-boards and no pedalling gears are also features of the new machines.
The rear driving chain is neatly protected by a metal guard on the lines of the protector already fitted to the 1911 models. This guard is readily detachable, and should increase the life of the chain by keeping it free from mud and dust. The brakes are two, on the rear wheel. One is an internal expanding and the other an external contracting band brake; they are Raybestos faced and fitted on the right side, thus facilitating the removal and lubrication of the driving chain. Both brakes are foot controlled, as in the 1911 T.T. models. The hollow spindle fitted to the front wheel this year will also be used for the rear wheel in 1912. This enables the wheel to be removed from the machine in one minute. An innovation, so far as motor cycles are concerned, is the adoption of Timken roller bearings to the hub of the rear road wheel. The 1912 petrol tanks hold two gallons of spirit. The tool case on the Indian is metal, arched over the top tube of the frame, and occupies a space midway between the saddle peak and the steering head. The case contains a leather tool roll, which is made to fit snugly in the case.
The standard finish is blue, with tyre rim edges nickel-plated.
1178
The Midget Bicar.
The Brown Midget Bicar, for the design of which Mr. J. T. Brown, Reading, is responsible, still retains its unusual but wholly successful sheet steel frame, built up on ash stays. The illustration of the ladies' model, now provided with doors to allow easy access to the engine, shows the position in the frame the wood stay takes. Two bars of wood used are with the grain running different ways, and the bars are firmly bolted together. While at Mr. Brown's works we were shown a photograph of one of these machines, the front forks of which were completely smashed up owing to a collision with a wall, while the frame was untouched. The chief novelty in the Midget Bicar is in the expanding pulley gear. Formerly the back wheel was moved backwards to tighten the belt by tilting the footboards, the wheel being locked in place by a hand lever on the top tube.
The new mechanism, however, does the whole process of contracting or expanding the pulley and adjusting the belt tension with the aid of one lever. This when pushed forward operates the pulley, and when pulled up or pushed down slides the rear wheel backwards or forwards. The lever works up or down in leather-faced guides, and is provided with an expanding grip brought into play by twisting the knob at the top. Moving the lever backwards or forwards gives the lateral movement to a fork which operates the expanding pulley. The loose flange of this works in an ingenious manner, and is locked by means of a ratchet and pawl; the operating fork pulls on a spindle which immediately releases the pawl and allows the pulley to be expanded to one of the three notches, or, if desired, at once to its extreme limit, which is, of course, the lowest gear. When pressed in, the flange engages the pawl into one or other of the three notches, and the pawl prevents it from slipping back against the pressure of the belt. The models shown on Stand 87 will be a 4½ h.p. single-cylinder for sidecar, a 3½ h.p., and a 2½ h.p. lightweight, while one lady's machine will also be exhibited. Precision engines will be used on all models.
The New Zeniths.
To talk of improvements in the Zenith is to talk of painting the lily. But such a talented designer as Mr. F. W. Barnes is not the sort of man to deny that what he has introduced cannot be brought still nearer perfection. For 1912 he has started an innovation quite as important as the introduction of the Gradua gear, but of a much more simple nature. We all know what a tedious matter it is to remove a back wheel from a motor bicycle, and no one apparently has been more alive to the fact than Mr. Barnes, as he has made the Zenith rear wheel detachable in about thirty seconds. This is considerably quicker than the smartest amateur motor car driver can remove a detachable wheel on a car, as, in addition to getting out a special spanner, a mallet, and a jack, he has to raise the wheel off the ground to detach it, while the Zenith stand comes into action in two seconds.
Were there room to carry one conveniently, a spare wheel complete could be carried and utilised in the 1912 Zenith. The improvement is simplicity itself. Two fork ends are screwed into the sliding plungers in the chain stays, and adjacent to the near side one the brake carrier is fixed, the end of which also shaped like a fork end. To detach the wheel it is only necessary to slack both the spindle nuts, drop away the brake carrier, hold it to one side, twist the wheel to clear it, and the rider is free to mend a puncture or change a cover. Barnes will be probably wheel changing against time at the coming Show.
The slots through which the plungers slide are now underneath the chain stays, so that any dirt which may adhere when wet, falls away when dry. The 1912 Zenith frame has its top tube slightly dropped at the rear, and has a horizontal seat-pillar, but should the purchaser be a tall man provision is made for a vertical seat-pillar. The spacious luggage carrier is bent over and fastened to the rear guard, and above where it joints the latter a number-plate is fixed at the bottom of which a red reflector is fitted as a standard. The position and design of the brake pedal have been improved, so that the pedal may be operated by the toe if the rider's foot is on the rear footrest, or by his heel if his foot is on the front rest. The rear footrests are now made easily detachable, so that they may be removed to be straightened if bent by a fall. The engine is now built into the diamond portion of the frame, and the back forks and chain stays are bolted on separately. The silencer of the single is now made so that it can be easily detached for cleaning, and the two ends are rigidly bolted to the engine cradle. Other improvements are a cover to the gear-operating chain between the sprockets, and a new method of lubricating the expanding pulley by injecting grease through the hollow engine-shaft by means of an injector supplied with every machine. The faces of the pulley flanges are ground to the correct angle after hardening.
The models shown will be the 3½ h.p. single-cylinder and the 6 and 8 h.p. twins with and without sidecar attachments.
New Imperial Cycle Co.
Design of crank employed on the New Imperial motor cycles to enable a straight rod control to the clutch.
(R.) The clutch-operating pedal mounted on a special lug of the New Imperial.
The above firm is marketing three entirely new models, these being a 4½ h.p. sidecar machine, a 3½ tourist, and a 2½ lightweight. The sidecar vehicle is very carefully designed, and is the result of long tests. All lugs for brake rods, guides, and sidecar attachments, are brazed to the frame and have a very neat workmanlike appearance. A 4½ h.p. single-cylinder engine of 90 mm. bore x 95 mm. stroke is fitted vertically in the frame and drives through a Roc two-speed gear situated in the rear hub. The chief feature with regard to this engine is the fitting of a ratchet exhaust lifter which enables the rider to lift the valve right off the seat or to leave it just clear. It is claimed by the makers that when running at moderate speeds the engine keeps cooler and develops more power when the valve is held very slightly off its seating. The clutch and brake pedals are carried on special studs fixed in the engine plates and quite separate from the footrests. Side flaps are made in one piece with both front and rear mudguards, and the finish is in dark green, suitably lined. A substantial stand is used and the carrier is brazed to the frame; a special sidecar is being manufactured with heavy gauge tubing, and we understand that by show time we are likely to see something quite new in this line coming from the new Imperial works.
Page 1180
The first point to strike us on the 3½ h.p. model was the transparent bronze finish. We hear that this has excellent wearing qualities, and is certainly neat and distinctive. The engine has a bore and stroke of 85 mm x 88 mm. respectively, and the machine is in most respects similar to the 4½ h.p. type; it is, however, fitted either with fixed gear or a hub plate clutch. The 2½ h.p. lightweight is finished in black, and can be fitted with the Armstrong three-speed hub gear; the pedals for operating this are carried on a lug brazed to the frame. All three types have dropped top tubes, giving a low riding position, comfortable V handle-bars joined by cross bar and Druid forks. The brazed-on lugs make a very clean job, and we hear that in future even the controls will be brazed to the handle bars.
1912 Triumphs.
This week we are enabled to outline the Triumph Cycle Co.'s programme for 1912. The four models which appeared at Olympia last year will be retained, and an additional one, the two-speed machine illustrated and described in our last issue, will be first exhibited to the public gaze at the Show. We are given to understand by Mr. Schulte, however, that it will be shown more to interest motor cyclists than anything else, the company making no secret of the fact that they are not so enthusiastic over this mount as over their single-geared machines.
The 1912 catalogue models are as follow : 1, the free engine machine; 2, the roadster model (with pedals); 3, the T.T. roadster; 4, the Tourist Trophy racer.
The improvements in next year's mounts at once attract the eye. The tank has been altered considerably, now being made with round top edges, the one longitudinal seam and riveted end still being used. The tank fixings are underneath. Instead of the clips and screws around the top tube, a flat plate formed on the tube under the tank extends the whole width of the tank, which not only considerably strengthens this portion but gives it a much neater appearance. Needle valves have superseded taps in respect of petrol feed to carburetter and injector, whilst the screwed-on filler caps give place to a patent push-on spring cap.
Foot-operated Spark Advance.
The most novel departure is in connection with the advance and retard of the magneto contact breaker. A tiny pedal is mounted on an extension of the foot brake spindle, its movement being geared up from the contact breaker disc. We are told that this device works perfectly in practice.
The footrests have been considerably amended in design. They are now dropped several inches lower than formerly, and, what is still more important, they are adjustable, and so may be canted at any angle to suit the individual rider. The new pattern spring fork, with large single coil spring acting in tension and compression, which has had severe testing all this year, is, of course, adopted as standard for 1912; and a new Brooks-Triumph saddle, with Brooks's patent compound springing and the seat portion of padded pigskin, shaped anatomically, should conduce to much more comfortable riding. In future, Triumph machines will have belt rims for 7/8in. or 1in. belts.
A new design of front brake has also been adopted. Instead of the stirrup which operates the brake shoes protruding through the front mudguard (which weaken the latter and cause breakages), they are now farther apart, and are outside the guard. Another advantage of this arrangement is that the stirrup, by overlapping the front guard, does not interfere with the removal of the latter fitment. The ball bearing engine has undergone very little alteration, which, however, is not surprising in view of its past successes. Adjustable spring tappets are provided, which should be especially handy should the valves be prone to stretching, and in those far apart periods when a Triumph engine does wear.
Finally, the brake pads are made of a special composition which is non-glazing, and this gives a powerful grip in fine or wet weather. The pannier-bags are of improved design, and have a more secure locking arrangement.
Page 1181
P. and M.
For 1912 the alterations to the P. and M. are of a minor description. The engine dimensions remain unaltered. A foot starter is now fitted which is operated by a pedal on the right side. The pedal, when sharply depressed, revolves a shaft carried on a bush through the 2 to 1 gear box, this shaft being connected to the pedal by a small chain. On one end of the shaft is a small chain wheel, on the other end are ratchet-faced teeth, which engage similar teeth on the mainshaft. On releasing the pedal these automatically become disengaged. The subsidiary-shaft is held out of engagement by a coiled spring. This, in conjunction with the half-compression device, enables rapid starting with one downward thrust of a pedal. This, of course, can be done with the wheels resting on the ground and with the rider seated on the saddle. The 1912 carburetter is of an entirely new pattern, combining great efficiency and simplicity. The single jet can be removed by unscrewing one screw; the air and throttle pistons can also be withdrawn simultaneously by the removal of one screw, both these screws having the same sized head, which fits the small B.S.A. key supplied with the machine. The float chamber cap is instantly detachable, being held in position by a flat spring of the same type as used on a magneto contact breaker cover. The petrol level is adjusted by means of two small nuts threaded on the needle valve stem.
Illston and Smith
are manufacturing a neat lightweight motor cycle engine of 75 mm. bore x 55 mm. stroke. It is fitted with a mechanically operated inlet valve situated directly over the exhaust valve. The magneto is carried behind the cylinder and is gear-driven. A simple form of adjustable pulley is fitted. There is a neat half compression device, which works as follows : The tappet has a D-shaped extension on the bottom end, which when parallel to the flywheels works in the ordinary manner, but when turned through an angle of 90° is brought over an auxiliary lever and operated by a half compression cam. Both tappets are adjustable. The inlet valve is detached by a single ring nut. The flywheels are exceptionally heavy, being Tin. in diameter and weighing 14 lbs. The crankshaft is supported on ball bearings. The lubrication system is quite novel, the oil being led into a well at the top of the crank case, into which the piston dips. The valves are of large proportions. The Illston and Smith machine has been designed by Mr. H. A. Smith.
Forward.
The 1912 twin 2¾ h.p. Forward will have several minor improvements. Instead of having a dropped top tube, the whole frame has been lowered and a straight top tube is employed. The tank, which has been redesigned and made considerably neater, is now carried on two lugs brazed solid to the lower tube. The inlet pipe has a more direct How than previously, and the Amac carburetter is employed. The machine will be fitted with a larger saddle (Brooks 130 size 3) and the wheels are shod with 26in. x 2in. square tread rubber studded tyres. A ladies' model (which we illustrated) will also be shown for the first time at Olympia.
With reference to the paragraph in a recent issue respecting the Enfield Cycle Co.'s gear, the firm is not selling the lightweight two-speed and free engine device, but is willing to supply the heavier type of Enfield two-speed and free engine gear suitable for machines up to 8 h.p.
The Motor Cycle November 9th 1911, pp 1173-1181
