Page 1210
NOVEMBER 16th, 1911.
A.J.S.
A 5 h.p. twin-cylinder A.J.S. machine is to make its bow to the public at Olympia. This is quite a new type, and presents several novel features. The twin-cylinder engine has a bore and stroke of 70 x 82 mm. respectively, and has its valves lying side by side and carried in detachable cylinder heads.
These heads are held on by a forging which bears on a central boss and is held down by two swing bolts (see sketch). A dowel pin is placed on one side, so that the head can only be put on in the correct position. Separate cams operate the exhaust valves, while one is made to serve both inlet valves. A U.H. magneto supplies the current, and an Amac carburetter lies between the cylinders. A simple counter-shaft two-speed gear on the lines of this year's 2½ h.p. A.J.S. gear, but enlarged and simplified, is employed, in conjunction with a clutch consisting of a single plate carrying cork insets, gripped by a plain steel plate on either side. A new feature for this machine is the simple kick down starter. Chain drive is employed throughout, the chains being amply protected from mud by metal shields.
The gear is actuated by a lever carried on a quadrant which is brazed to the top tube. The clutch lever lies on the left handle-bar. The A.J.S. gear was described in a recent issue, so it is only necessary to repeat that it, with the clutch, is particularly easy to dismantle, and the merest novice could make no mistakes in re-erecting it. The pistons have two top rings and oil grooves cut in them right up to the gudgeon pin boss. The gudgeon pin is held in position by brass washers.
The 1912 frame is fitted with a dropped top tube, and the tank has all the fittings on one side, so that it is very easy to remove in case of damage. A very neat toolbox is carried in a steel case below the carrier. The back of this case forms the number-plate, while a strap fixed to the carrier descends and acts as a mudguard support. The foot brake pedal is carried on a separate lug, and the shoe acts above the chain stay, and is pivoted so as to come into action evenly. Druid spring forks are employed, and a neat head lug is fitted with provision for a lamp and generator. All the above remarks apply to the 2½ h.p. A.J.S. with the exception of those concerning the engine, which in this case is a single-cylinder 70 x 82 mm. Both these models are well made and neatly finished, and the 2 1/2 h.p. has performed extremely well in this year's trials.
Edmund Spring Frame.
This machine, which was exhibited last year, will again be shown by Charles Edmund and Co., of Chester, at Stand 100. The spring seat has been designed to enable both saddle and footrests to work in unison, both being supported by laminated springs. The saddle is attached to an upper member pivoted at the front to the head of the rigid frame nearest to the rear wheel axle. The footrests are attached to a member which passes through the seat tube of the rigid frame and are connected by means of link motion to the seat tube. The luggage carrier is situated on and supported by laminated springs, and by means of an adjustable link motion the tension of the springs against the carrier can be increased or diminished.
November 16th, 1911.
1912 Models.
Page 1211
Rex Patterns.
The alterations from the 1911 Rex models are not drastic, but they are sufficiently important to warrant a fairly lengthy description. For example, over-head valves have been discarded in favour of those side by side; large diameter valve springs are employed, and the shape of the cylinders has been slightly altered. The cylinders are secured to the crank case by two swinging bolts, which are hinged on the crank chamber connecting bolts, and pass through holes in the head, thus the cylinder casting is in compression to some extent, and can really be made slightly lighter in the walls than if held down by studs and nuts at the base of the cylinder.
One of the most novel alterations is the eccentric rim to the flywheels, recently illustrated. This has been adopted to secure not only a better balance without bob-weights, but the makers also claim that they can obtain a higher engine speed owing to the lessened friction due to air resistance in the crank case when ordinary bob-weights are fitted with angular projections. The internal cams have been discarded in favour of the usual type of outside cam. In place of ball bearings to the crankshaft, Hoffmann roller bearings have been adopted, and it is claimed that there is no more friction with this type of bearing, and line instead of point contact is obtained, the former being considered an advantage by the makers.
The taper gudgeon pin in the piston is retained, but a set-screw is added which locks the pin in position and renders it absolutely secure. The magneto is chain driven, and is carried at the rear of the crank case, the timing gear cover plate and one-half of the magneto driving chain cover being cast in one as in the 1911 models. Arrangements have been made for re-timing the magneto by providing a special nut which screws on to the end of the armature-shaft. This nut is screwed externally in such a manner that when it is removed from the shaft and reversed endwise, the externally screwed part engages with a thread cut on the inside of the sprocket wheel. The nut is then screwed inside the recessed sprocket until it butts against the end of the armature-shaft, when the force exerted by the screw draws off the sprocket, which is fitted on the coned end of the shaft in the usual manner. Of course the sprocket need not be entirely removed; the moment it is loosened the magneto can be retimed and the nut reversed.
The Rex firm was one of the first to adopt the vapour pipe from the crank case to the combustion head, viâ the carburetter, and it has now been decided to fit this pipe direct from the crank case to the inlet port in the cylinder. The oily vapour which is forced up this pipe every time the piston descends assist in lubricating the top portion of the cylinder walls.
There are practically no alterations to the bicycle itself, except that the aluminium footboards have been replaced by neat wooden boards, which will be fitted on springs and covered with rubber matting. The arrangement of the exhaust pipes on the twin is neat. The end of the tube is merely flattened, and the result is not by any means noisy.
Singles and twins, air and water cooled, will be staged at the Show in racing and touring trim.
Page 1212
1912 Models.-
NOVEMBER 16th, 1911.
A.S.L.
"Ixion" has lately drawn attention to the desirability of spring frames. Those readers who agree should on no account miss Stand No. 103, where the luxurious riding A.S.L. will be exhibited. 3½ h.p. single and 5 h.p. twins are standard for 1912. Quite recently we had the opportunity of testing an A.S.L. 3½ h.p. J.A.P. engined motor cycle. The machine started very easily, and declutching (the Albion engine clutch was fitted), we took our seat on the comfortably padded cushion supplied. On letting in the clutch the machine went away smoothly, and we were surprised at the absence of road shocks. Our first impression was that we were riding on a partially deflated back tyre, but the feeling passed off after the first few minutes. Although we intentionally found all the worst bumps in the road, we suffered from no unpleasant jars, arid only in the worst pot holes did we find the small wheels affect the smooth running of the machine. It is certainly the best sprung motor cycle we have ever ridden, and the action of the air springs should go far towards prolonging the life of the engine and frame fittings. Magneto, throttle, and air levers are placed one above the other on the right handle-bar, and come easily to the hand; in fact, we were able to control on the throttle lever only most of the day, as the Amac carburetter fitted was almost automatic in its action. By way of a hill-climbing test, we took the machine to Sunrising, and succeeded in climbing it at the second attempt with a little clutch slipping, the first failure being due in all probability to the control, being new to us. Regarding the effect of the springing on belt tension, we noticed no belt slip, and as the springing forms a comparatively large angle with the chain stays, we see no reason to expect slip from this cause. The A.S.L. is sure to attract visitors to the Show.
Osmond.
This is a new firm in the motor cycle industry who will exhibit on Stand No. 20 two Osmond-Precision models, one with fixed and the other with free engine. Both machines will be fitted with Bosch magneto ignition and B. and B. carburetters.
Hobart.
The Hobart Bird Co. are listing four models for 1912, two of which are quite new. The 2½ h.p. 70 x 76 mm. ladies' machine remains much as this year, except that the dressguards are more easy to detach, as they slide on in one piece (for each side), and are held by wing nuts all fitted in accessible positions. The Armstrong three-speed hub will be fitted as standard, and foot-rests are now brazed to the frame in a convenient position. The 4 h.p. twin also remains, unchanged in its main features, but is now fitted in an improved frame specially constructed to withstand the strains of passenger work, and having sidecar lugs brazed to it. On this model the Lake and Elliot two-speed and Brown and Barlow carburetter will be standard fittings. The 3^ h.p. single is quite new, and has an 85 x 88 mm. vertical engine, with side by side valves fed by a B. and B. carburetter, and carrying either a Bosch or Eisemann magneto in front. This power unit is carried in a strong frame with dropped top tube, and allows a very low saddle position. The Villiers hub clutch is fitted, and instead of being operated by the usual long rod, which is liable to fracture through vibration, two short rods joined by a double lever pivoted on the rear engine plate are employed. The 2½ h.p. gentleman's model has a vertical 70 x 76 mm. engine. This is a very neat little machine on standard lines, and may be classed as a lightweight. In this case the magneto is fitted behind the engine. Druid forks, side flaps carried right up to the crown head, handle-bar magneto control, and a foot-operated cut-out are standard on all models. As will be seen, the firm market a very complete range of machines, and great care in design and attention to details is noticeable in all four types.
November 16th, 1911.
Page 1213
1912 Models.
Clyno.
(1) Valve side of the 1912 Clyno, showing valve covers, magneto position, foot plates, and method of operating gears.
(2) Gear side, showing the improved foot starter. The enclosed chains give the Clyno an exceedingly neat appearance.
In a recent issue we described a long run over severe hills and roads on one of the new 5-6 h.p. Clyno passenger machines, and we are now in a position to give details of the latest mount. The engine has two cylinders set at an angle of 55° of 76 x 82 mm. bore and stroke. The valves are placed side by side, closed within neat aluminium covers, and are operated by two cams only. Very large diameter flywheels are employed, though, as the weight is well in the rim, they are comparatively light. The lubricating oil is led into grooves round the bottom of the cylinders, into which the pistons dip, and by this means the oil is led first 1.0 the cylinder walls, which are most in need of it. A two-speed gear is standard, and consists of two chains, one on either side of tile rear wheel, which are brought into engagement by means of large expanding clutches placed between the rear stays and operated by a sliding wedge. The whole of this gear can be easily detached or adjusted, as it is held in position by four bolts (see sketch). It runs on ball bearings throughout, and is actuated by a double pedal working on a quick thread screw. When desired, this gear can be converted to a four-speed by a system of double chains from the engine to the counter-shaft, the change being made by means of dog clutches. All chains are enclosed, and a kick-down starter is fitted which works as follows :
On what is usually the bottom bracket is fitted a toothed quadrant and a crank mounted in an eccentric bush (to allow of chain adjustment). This engages with a gear wheel mounted on the counter-shaft and driving it through a ratchet. To start, the crank is pressed sharply down by the heel, and when the engine starts the quadrant is left out of engagement with the gear wheel, which is therefore free to revolve with the counter-shaft. A strong carrier is fitted, and an ingenious stand which gives three positions and allows the machine to stand approximately vertical even on a cambered road. The tank is held well away from the frame, and has rounded edges. It is fitted with very large spring-joint filler caps and an outside glass-barrelled oil pump, while the tool bag is placed on top of the tank. The exhaust gases pass to separate silencers which are connected to a common pipe leading to the back of the frame and flattened at the end. An Amac multiple jet carburetter feeds the engine, while a Bosch magneto set high up behind the engine supplies the current for ignition purposes. The 1912 model has been so arranged that both cylinders can be detached without dismounting the engine. The saddle remains the same height from the ground. Druid forks are employed, and the front mudguard has large side flaps. Both wheels are shod with 26in. x 2½in. Palmer Cord tyres.
The Clyno sidecar is supported from four points instead of three, there being an extra stay to the side of the front of the car. In future all sidecar lugs will be brazed to the frame, though the Show models may not have this feature. The machine is extremely well finished both inside and out, and the. buffed aluminium crank case gives an extremely smart appearance to the machine. For the running and hill-climbing powers of the Clyno we must refer our readers to our issue of the 2nd inst., in which the run previously alluded to was described, also to our reports of reliability trial.
Macbeth.
The Colmore Depot, Birmingham, will exhibit on Stand No. 102 a number of well known makes, including Scott, Douglas, Matchless, Zenith, Premier, Enfield, and Chater-Lea. In addition they will also show two examples of the Macbeth motor bicycle, a 3½ h.p. machine built upon standard lines. One will be a fixed gear model and the other a two-speed. This is another case of a well known name in the push-cycle trade being applied to motor bicycles, the Macbeth machines having been known for several years to the cycling public, particularly to London cyclists. We welcome the Macbeth machine as an addition to the industry, and have no doubt that in the hands of the Colmore Depot it will soon achieve a name for itself.
Page 1214
NOVEMBER 16th. 1911
1912 Models.-
3½ h.p. Three-speed New Hudson.
The design of these successful machines has not been altered in any vital manner for next year, as they are already quite up to date. In consequence,, the alterations are chiefly in connection with details. For example, the rear mudguard and carrier can now be detached complete, leaving nearly the whole of the rear tyre accessible for repairs...
Continued: New Hudson 1912 Models
Win-Precision.
The Wincycle Trading Co., Ltd., will show at Stand 16 two 3½ h.p. Win-Precision motor cycles, one of which will be fitted with the Villiers hub clutch. As the name implies, the engine will be a Precision, while Druid forks, B. and B. carburetter, and Bosch magneto will be fitted. The company will also show a patent collapsible sidecar, made under Mr. Browning's patents, which will appeal to those readers who have only restricted storage room.
Page 1215
NOVEMBER 16th, 1911.
1912 Models.-
2¾ h.p. Enfield.
Very few alterations have been found necessary in the 2¾ h.p. Enfield; in fact, refinements only are noticeable. Long footboards are fitted, and the two-speed gear will be operated by pedals. A new silencer with no cut-out is now used, and the crank case relief valve has been moved to the right hand side of the rear cylinder, and from it is led an overflow pipe, so that any surplus oil serves to lubricate the rear driving chain...
The 2½ h.p. open frame has two or three extra refinements. A lever is fitted on the handle-bar, by means of which, when the engine has been started, the gear can be withdrawn while the rider takes her seat....
Continued: Royal Enfield for 1912
Page 1215
Autorette.
The Autorette, which is a new two-seated three-wheeled runabout manufactured by the Enfield Autocar Co., Ltd., of Birmingham, and illustrated on this page, will, we understand, be in view next week at Stand No. 38, Alldays and. Onions, Ltd., Birmingham.
This new runabout possesses several interesting features, particularly in connection with the springing...
Continued: Royal Enfield for 1912
Page 1216
November 16th, 1911.
1912 Models.
Excelsior.
One day last week we saw one of the new Excelsior motor cycles. This model has a 4½ h.p. 86 x 112 mm. single-cylinder engine, and it presents several interesting features. A 3½ h.p. 85 x 88 mm. machine is also built, but, as practically all the details are the same; a description of the 4½ h.p. model will suffice...
Continued: Excelsior 1912 Models
Wulfruna.
The Wearwell Cycle Co.. Wolverhampton, will exhibit several Wulfruna motor cycles on Stand 59. One will be a 1½ h.p., machine with vertical engine, Bosch magneto fitted at the rear of the engine instead of in front. Druid spring forks, luggage carrier, stand and number plates...
Continued: Wolf 1912 Models
Ariel.
Components, Ltd,, Birmingham, have decided to list next year seven Ariel models. These will comprise 3½ h.p.. touring, 3½ h.p. roadsters, and 2½ h.p. lightweights. The Ariel engine-shaft, variable gear, and free engine will be fitted to the touring patterns; the same machine will be sold with an adjustable pulley, and. if required, a similar model will be offered with a three-speed hub gear. The T.T. roadster models will be fitted with an adjustable pulley and no pedals, also a similar machine with Ariel patent variable gear and free engine pulley minus pedals, The two last-named will have dropped frames, and will follow the lines of the T.T. Ariel, which was the second fastest make of single-cylinder machine in the 1910 and 1911 T.T. races. The lightweight models are entirely new, the machine will be fitted with an adjustable pulley and the other with the Ariel variable gear and free engine.
Among the improvements for 1912 on the 3½ h.p., models may be mentioned a new front wheel stand, new type rear stand and carrier, and improved rear brake. The half compression device for easy starting has also been redesigned, and will be found even better than before. Quite a novelty on the roadster Ariel machines will be a detachable tank and middle tube, enabling the tank to be bodily removed in a few moments, considerably facilitating the valve grinding, and naturally without any obstruction the usual engine adjustments can be made with far greater ease. It also enables the cylinder to be lifted off quite easily without any risk of injury to the thin edge of the piston, which requires somewhat careful handling.
L.M.C.
We have recently had an opportunity of examining one of the new 4 h.p.. L.M.C. sidecar motor cycles. The power unit is much on the lines of the standard L.M,C, 3½ h.p.,, but the engine has had the bore and stroke increases to 89 x 92 mm. The compression is medium, and the radiating tins have been extended. The engine is fed either by a B, and B, or Amac carburetter, while a new type Bosch magneto is carried on a platform cast on the front of the crank case, and is driven by a train of gears. Handle-bar control is used for both carburetter and magneto. The Roc type two-speed gear is employed in conjunction with an adjustable pulley. The left foot operates the high gear and emergency brake, while on the right footboard are placed the low gear and band brake pedals. Long rubber-covered footboards are fitted pivoted at their front ends and sprung, towards the rear. The wheels are specially heavy, and shod with 2iin, x 26in, tyres, A new silencer and cut-out are used, and a plate is fitted over the end to protect the rider's trousers from the exhaust gases. All fittings are very substantial, and the front mudguard is fitted with side wings right up to the fork head. In the 1912 models the front wheel can be dropped away by removing two split pins and slacking off two nuts. As is usual on L.M.C. machines, a universal joint is fitted near the small end of the connecting rod, and a foot-operated exhaust lift is used as well as the usual hand lever. The spring up stand is prevented from rattling by a spring clip on the mudguard, B. and L, lubrication can be supplied. The 1912 T.T. and Tourist models have drop frames, and the front wheel is more readily detachable than previously. With these exceptions they remain almost unaltered. The engine has a bore and stroke of 85 x 88 mm., and the Autovaria gear can be fitted if desired.
NOVEMBER 16th, 1911.
1912 Models.-
Page 1217
Bradbury.
The principal item of interest in the Bradbury models will be the well-tried two-speed gear. The following models will be marketed, all having the same sized engine, and differing only with regard to the gear employed; two-speed chain-driven with Bradbury gear, two-speed belt-driven with N.S.U. gear, three-speed belt-driven with Sturmey-Archer gear, single-geared with belt-drive, and single-geared with Villiers free engine clutch.
We illustrate the new Bradbury two-speed gear and kick starter, the gear box being placed on the chain stays immediately behind the engine. The drive both from the engine to gear box and from gear box to back wheel is by chain. The gears are always in mesh, and are thrown into engagement with dog clutches, the top ratio giving a direct and the bottom an indirect drive. The clutch, which is arranged on the left-hand side of the gear box, is a very simple type, and consists of a metal-to-metal cone, which is operated from the handle-bar through a rod. This rod is connected to a crank carrying a quick thread screw, the nut for which is formed by a bracket boiled inside the gear box. This quick thread screw operates a plunger rod which passes through the primary gearshaft, at the further end of which the clutch is situated. The adjustment of this push rod can be controlled by a small grub screw, placed, as shown, concentrically in the quick thread screw.
The gear is lubricated through a sensibly large cap screwed into a special lug cast at the side of the gear box.
The kick starter consists of a semi-circular gear wheel, formed in one with a pedal crank, which is returned to its normally upright position by a helical spring wound round its supporting pivot. The semi-circular gear wheel meshes with a pinion carried loosely on the primary gearshaft and engaging with a couple of under-cut ratchet pinions. The engine is started by kicking the pedal downwards and backwards.
The control of the gear is by rocking pedal, this being placed on the near side of the machine, and, although not formed integrally with the footrest. is nevertheless well protected by it. Both are carried in an extension lug from the side of the aluminium crank chamber, one of the best points of the arrangement being that in the event of a "spill" the footrest would take all the brunt, and derangement of the two-speed pedal near become very unlikely. The pedal gives the low gear when rocked forwards and high gear when rocked backwards. Free engine position is obtained midway, and is easily felt for, since the crank to which the gear control rod is fixed works over a quadrant and carries a plunger which engages with notches cut therein. This is shown in the second sketch. The engine chain is contained inside a quick detachable casing. Handle-bar control of the magneto is only one of the refinements of the 1912 Bradbury.
The box is supported by a very simple form of bracket, by means of which it is readily removable from the chain stays; all that is necessary for this purpose being the undoing of five bolts and the disjointing of the engine chain and clutch rod.
The combined lamp and generator bracket has been thoroughly webbed for strength. A lubricating oil squirt intended primarily for use with the gear box is supplied. The foot brake is of commendably large size, and is arranged above the chain stay. This brake acts on a special belt rim spoked to the off-side of the back wheel. The rear mudguard, with its double extension, is fitted as a standard to all models, and contains also a combined number-plate and reflector tail light, which we illustrate on this page.
Page 1217
N.Y.E.
Nye and Co. will stage on Stand 52 the new Italian S.I.A.M.T. lightweight, a Triumph with Mabon two-speed gear on counter-shaft which will be shown as a working model driven by electrical power, a 6 h.p. Enfield sidecar combination, a Moto-Reve, a P. V., and a Stuart Turner two-stroke; the last two named have already been described in previous issues. In addition, a Polkey-Jarrott electric generator lamp set adapted for motor cycles will be on view.
Page 1218
1912 Models.-
Further P. and M. details.
In our last issue we outlined some of the more important P. and M. improvements. We are now enabled to illustrate a few of the special details for 1912. The kick starting device consists of a semi-circular drum, at the corners of which are anchorages for a short length of chain, which passes over a small sprocket supported by a projection cast on the timing gear case. Internally this sprocket carries a ratchet tree wheel with under-cut teeth, a similar ratchet forming the end of the engine-shaft. The under-cutting of the teeth prevents the two disengaging themselves so long as pressure be applied to the foot crank. The manner in which the, free wheels are engaged is ingenious. Normally a short spiral spring holds them out of engagement, but on the crank is a U-shaped flat spring, the inner face of which, when the crank is pressed forward in order to start the engine, rubs against the end of a small sprocket, and in doing so forces it inwards, thereby engaging the two free wheels. A helical spring, not shown, is wound round this shaft on which the semi-circular drum is mounted, and when pressure of the foot is relaxed it returns the drum to its original position.
The new carburetter contains several improvements, notably the ready detachability of all parts, including the float chamber, the throttle and air slides; the latter are depicted withdrawn from their tubes. The float chamber is formed with a concentric boss in which is turned a groove for the reception of a peg on the flat spring which holds it in position. Upon lifting the springy and turning it slightly sideways, the lid is free to be removed. Another item is the new P. and M.. exhaust lifter, which consists of a short crank hinged to a projection cast on to the aluminium cover of the tappet guide.
The arrangement of the foot brake has been entirely re-designed, the pedal being now operated by the heel. The footrests also carry a very practical and neat front wheel stand. The magneto advance is now operated from the handle-bar. The bracket, which forms both the guide for the Bowden cable and an anchorage for bolted to the magneto itself, from which it is rendered detachable, the fixture being an extremely neat and simple one. The other refinement is a petrol priming device. Owing to the inclined position of the cylinder, a specially turned -up compression tap is required, and in order to make this operation easy, the cock-plug is considerably extended forward so that the handle of the cock does not foul the cylinder support. A short tube from the tank leads to the tap. the outlet being controlled by a screw-down needle valve. With regard to the 2½ h.p. lightweight, this will have the latest B. and B. carburetter and handle-bar control to the magneto.
Armstrong Gears.
A few days ago we were given an opportunity of thoroughly inspecting the manufacture of the Armstrong three-speed hub for motor cycles. Accompanied by Mr. Reilly (works manager), we made a tour of the splendidly equipped works, and one of the first things we noticed was the special machinery for cutting the pinions. A row of these machines has been laid down, and no drifting or broaching of the pinions is allowed in the manufacture of this gear. All the pinions of the Armstrong gear are milled, and subsequently gauged to a thousandth part of on inch. Our visit was of absorbing interest, and we feel confident that, equipped as the Armstrong Gear Co. is. no inaccurate part can issue from its works.
For next year a few slight alterations have been made, as the firm will market two types, one called the Mark 2 which is suitable for machines up to 3½, h.p. solo, and the other Mark 3. which is intended for 3½ h.p. sidecar machines. The latter model will have a slightly increased number of plates in the friction clutch, and they will be made alternatively of phosphor bronze and steel. The total number of plates in this hub is fourteen, and the added weight 2 lbs. All the hubs before being sent out are subjected to an extremely severe test to prevent any possibility of clutch slip.
The best way to lubricate the hub is to disengage the clutch, and to lubricate on the clutch side with thin lubricating oil such as is employed for push cycles. If this be done the oil will reach the clutch plates more readily.
At the Armstrong stand. No. 33, will be found sections of the gear and other interesting items.
NOVEMBER 16th, 1911
Page 1219
Bat.
As may be expected, the exhibit of the Bat Motor Manufacturing Co. will be an imposing one. The chief novelty consists of the sidecar machine, which is fitted either with a 5-6 or 7-8 h.p. J.A.P. engine.
In the first place, the transmission is by chain through a counter-shaft gear box of the sliding dog clutch type. Ball bearings are fitted throughout. and on the sprocket side of the driven shaft double ball bearings are used. The clutch is in the rear wheel, and is one of the internal expanding pattern. The expanding segments are made from tire solid metal and are operated by means of wedges. Powerful spring coils pull these wedges into the splits in the phosphor bronze and expand the segments against the drum on the sprocket. Normally, therefore, the clutch is in engagement. To disengage the clutch the operating mechanism is put into action by means of inclined planes on the exterior of the clutch shaft. A ball bearing thrust is provided. The gears are changed by means of a lever on the top tube, surmounted by a wooden knot working in a quadrant. The clutch is operated by a pedal situated close to the rider's left foot. The attachment of the gear box is interesting. It is suspended on a slotted aluminium plate, webbed to add to its strength, fixed in front to the rear end of the crank case and at the rear by stays running from the ends of the back forks. The engine chain is adjusted by sliding the gear box along the slots, and the back chain by the usual type of chain adjusters A further improvement in this machine is the re-designing of the spring frame. It will be remembered that m the Bat spring frame both saddle and footrests are inter-connected. In the new type the moving portion of the frame is suspended at its lower end forward of the crank case, and it will be seen from the illustration that there is ample provision for large footboards, which provide a very comfortable position. The movable portion of the frame is held on two powerful coil springs, which not only give to the road shocks but also take the rebound. One spring is carried on each side of the top tube. The spring forks have been slightly altered, and the girders are now brazed solidly to the lugs. Side shields are fitted to the front mudguards. A crossbar is fitted to the handle-bar to add to its strength, and for the purpose of carrying accessories. 650 x 65 mm. grooved Dunlops are fitted.
The engine, with its well-known magneto drive, remains unaltered, and the B. and B. carburetter is fitted in all cases. Altogether the machine is well designed throughout, and the finish is excellent.
The single-cylinder 3½ h.p. Bat continues to be fitted with the P. and M. gear, and the latest type control is now employed. On this the spring frame follows the 1911 lines, but a new and improved type of spring is used.
The Bat exhibit will include all the models the firm manufacture, including a new 8 h.p. T.T., 90 x 77 mm., fitted with overhead valves, and a 5 h.p. T.T., 85 x 65 mm. In these T.T. models the magneto is carried low down in front of the engine.
Lincoln Elk.
A new Lincoln Elk with selective clutch gear on the counter-shaft.
Kirby and Edwards will have a comprehensive exhibit of ten Lincoln-Elk machines at Stand No. 84. The model A is a 3½ h.p. machine fitted with the firm's own 85 x 88 mm. engine, Bosch magneto. B. and B. carburetter, and Druid spring forks. Palmer tyres are fitted, and this model will be supplied with the Lincoln-Elk two-speed gear and free engine, free engine clutch alone or fixed gear. The 3 h.p. model B has a 79 x 82 mm. engine and the same specification as above. The 2¼ h.p. model C is a lightweight, 70 x 72 mm. engine, and is sold at a remarkably low figure. All machines are manufactured complete on the firm's own premises. Visitors to the Show should not fail to inspect the new two-speed gear and free engine clutch, which are also made in the same factory and claimed to be novelties.
Page 1220
1912 Models -
B.S.A.
The B.S.A. Company will list four models for the 1912 season. They are a roadster, a free engine, a two-speed, and a T.T. model. All these types will be lifted with the 85 x 88 mm. engine, which has undergone practically no alterations. A dropped top tube is now employed on the frame. Inverted levers are used for the brake and exhaust lifter, and the B.S.A. spring fork, which has given great satisfaction, is retained. The new type Bosch magneto is used, and the metal magneto cover fitted to this year's machine is dispensed with, as the efficient front mud flap protects the magneto from mud. while the construction of the new type Bosch guards against shorting by rain. The tank is similar to this year's, but a screw petrol tap is fitted, and the T.T. and two-speed models are fitted with Best and Lloyd sight-feed lubricators. In all types the new B. and B. carburetter is used. The front wheel can be detached by removing a central bolt on which the hollow hub spindle is carried. Pedalling gear is fitted to all except the T.T. model, and in this ease it is replaced by a second pair of footrests. The foot brake is carried on a special lug. A new carrier has been evolved, having pannier tool-bags carried in metal pockets, which protect the ends, backs, and bottoms of the bags from mud splashed from the rear wheels.
It will be remembered that the B.S.A. clutch, a sketch of which was published in a recent issue, consists of a double ended and double-faced cone gripped between corresponding side pieces. A new and very neat two-speed gear is fitted in the hub. It is small and light. but smooth and positive in its action. Its operation is as follows : The gear is of the epicyclic type controlled by a double-faced clutch, and is placed in the rear hub. Normally, the springs S1 force the cone A into engagement with the corresponding cone B, which is splined to the hub shell H, thus locking the belt rim to the hub shell, and giving the high or direct gear. By depressing a pedal the rod K forces A out of engagement, and the gears revolve idly, giving the free engine position; but by further depressing the pedal the inner face of A is forced into engagement with the cone C, which is anchored to the frame, thus holding the sun wheel S (to which A is splined) from revolving, and causing the hub shell to be rotated through the planetary pinions P at a reduced ratio (in this case 38%). From a short trial spin, we are satisfied that the gear is extremely simple to manipulate, and very smooth in action, and when once engaged we noticed no tendency to slip.
The Scott Two-stroke.
Although none of the modifications which will distinguish the 1912 Scott from that which has performed so creditably during the past season are very obvious, they are worthy of note, because they are the outcome of practical riding tests by the designer who has carried an original type to success.
Foremost in interest naturally comes the engine. To start with the bore has been increased 1/8 th of an inch and now measures 2 7/8 in. with a stroke of 2½ in., the cubic capacity of the cylinders being 535 c.c. as against the previous 485 c.c. The cylinders themselves have been completely remodelled, and are now a wonderfully smooth casting from which all dirt catching nooks and crannies have been entirely removed. This is indicated by the first illustration, which shows a pair of cylinders without the water jacketed head, mounted on the aluminium crank chamber. The latter has a rounded front instead of the previous square section, whilst it has been further strengthened by numerous reinforcing webs. Between the upper transfer port, which is on the side of the cylinder, and the lower transfer port, which is in the crank chamber, is a ridge of metal, which is machined to act as a guide for the transfer port covers and gauzes. It is, therefore, impossible to put these latter in any but the right position, and choking of the port following upon their incorrect situation is thereby avoided.
The joint between the cylinder casting and the crank case is formed by machined cups in the last named, into which rings turned on the base of the former register, the packing being made by a narrow linen washer.
An exceedingly clever and thoroughly practical device has been introduced to take the place of the usual holding-down bolt, the use of which necessitated four pockets for the nuts in the side of the easting. Instead of the usual bolt is a shouldered stud, the smaller diameter of which passes through a lug on the side of the crank chamber, and is threaded for its bolt in the ordinary way. The larger cylindrical shoulder lies inside a blind hole drilled in the water-jacket casting, where it is held in position by a knob-headed pin. In order to remove the cylinders all that it is necessary is to slacken the underneath nuts to a slight extent, when the securing pins are withdrawn and the cylinders free to be lifted clear.
The carburetter has been remodelled. The second illustration indicates that the arrangement remains the same. All the air for the mixture is taken past the jet (except that which may in special circumstances be allowed to enter through the jet cover), and it all comes from the space between the crank chamber walls, where it is not only warmed but free from dust. An automatic valve with an air cylinder dashpot controls the main air admission, and to allow for additional air adjustment the whole of this valve with its circular brass seating can be lifted to a certain extent above a second seating, this movement being accomplished by a screw action and operated by the lever shown on the right of the sketch. The spring against which this level works is contained within a closed brass cylinder, fixed on the near side of the air valve drum, which effectively shields it from dust, dirt, and water. A similar cover is used for the throttle sleeve.
Page 1220A
The throttle valve consists of two concentric sleeves moving in opposite directions and giving a central cut-off immediately behind the jet. The moment the throttle is closed two air ports come into register and deliver fresh uncarburetted air to the inlet pipe. This air is also drawn from the crank chamber, the ports (the top of which can be distinguished in the sketch) opening out into a cast-in duct which leads thereto. The sleeve and handle controlling the jet cover have been strengthened as shown.
Not only has the appearance of the engine been made neater* by the hiding of the carburetter control springs, but a further effect in the same direction has been gained by having the control cranks pointing downwards, the Bowden wire to which they are attached being anchored in special lugs cast on the crank chamber (see sketch on previous page). The extra air valve and its seating can readily be removed by slackening the nut on the side of the drum which is partially split for locking purposes.
Turning now to the two-speed gear, this has been entirely re-designed and now runs on four large diameter ball races with 9-32in. diameter balls. Apart from this point, however, the wedge action, much is used to expand the hardened steel clutches, has been considerably improved, and is now so easy to operate that either gear can be put in (and will remain in) with the pressure of a finger. The sketch on the previous page illustrates half of the gear, showing the wedge action. The ends of the expanding rings are inclined towards one another, and into this converging gap are thrust a couple of hardened steel rollers supported in a cage. The peripheries of these rollers bear together, and as they roil upon one another the friction in producing the expanding action is very slight indeed. Their housing is carried by a sliding ring keyed to the centre spindle and operated by an internal push rod. The drive between the spindle and the expanding ring is, however, not taken through the wedging rollers but through a tongue made integral with the sliding ring, which engages with a key slot in the expanding ring. (In the sketch this tongue and slot are shown at the bottom of the clutch and the roller-wedge at the top.) The expanding clutches are fitted with specially hardened end pieces, and arc ground perfectly cylindrical, so that their pressure of contact with the outer drum is uniform around their periphery.
Page 1220A
Sidecar attachment lugs are brazed to the frame at the steering head and also immediately in front of the back axle slots. The down tube, which forms the oil tank, has been increased in diameter, and the filler placed lower down, so that spilling out of the back tube is impossible.
An excellent point is that the spring footboards are now made completely and almost instantaneously removable (see sketch). In the rear the footboard is supported upon a sprung D tube, to which it is secured by a spring latch and a couple of claws on a brass lug. In front it is supported and also suspended by a single leaf spring which slips on to the end of the cross tube. It will be seen that, although the boards are detachable - a very handy thing in cleaning or adjusting - the machine can be safely leant upon them, as they cannot shift in an upward direction.
Amongst other minor improvements are : Petrol tank increased to two gallons capacity; adjustment of automatic oil-feed made quicker and self-locking; recessed pannier tool-bags in carrier; side wings of curved-form, die-stamped, and therefore quite rigid (these protect the front of the engine completely and are fitted with a bright stout aluminium beading which will stand any amount of scraping, etc., and look little the worse for it); larger diameter back wheel bearings, stronger spokes, and heavier rims; chain guard covers entire upper part of chain; enclosed magneto; shorter wheelbase (this is now 54½ in.); kick starter put forward of back axle, so as to he independent of driving chain adjustment.
Altogether the 1912 Scott will be in general considerably nearer perfection than the 1911 model, and this is high praise indeed. We are informed that the past somewhat restricted output is to doubled next year.
Page 1220 NOVEMBER 16th. 1911.
E.L.I.
The E.L.I. Motor Mfg. Co.. Bristol, will show at Stand 54 an example of their motor bicycle which is named the "E.L.I. The machine has a Precision engine. The same exhibit will also include a Superbe sidecar with sprung axle and special luggage carrier, several samples of a new registered spring front fork, a provisionally protected sidecar stand, and the E.L.I. mudshields.
Page 1220B
NOVEMBER, 16th, 1911.
1912 Models.
Matchless.
Messrs. Collier and Sons will exhibit ten Matchless motor bicycles and two sidecars, also C. R. Collier's famous red 7 h.p. racer, on which he has made world's records for the kilometre, mile, and live miles. The lady's 2½ h.p. m.o.i.v. is fitted with a three-speed gear, and the engine is vertically placed in a new open frame. The following men's machines will be on view : A 3 h.p. twin, m.o.i.v., 60 x 75 mm. engine; a 3½ h.p. single-cylinder, 85½ x 35 mm., m.o.i.v., free engine clutch; a similar machine with three-speed gear; a 5 h.p. twin, 85 x 55 mm., overhead valves, fitted with the Matchless six-speed gear, as used in the T.T. races; a 5 h.p. twin, 75 x 85 mm., m.o.i.v., with free engine clutch hub, and special touring equipment. In addition to the above there will be six standard models fitted with the latest ball bearing Bosch magnetos, spring front forks, adjustable pulleys, stands to both wheels, number plates, bags, and tools.
The principal improvements introduced by Messrs. Collier are the six-speed gear already referred to, stronger mudguards with metal side shields to front wheel, and back mudguard fixed without stays.
The Matchless engine will make its first appearance. Several notable improvements will be noticed in this engine especially the timing gear, valve lifting mechanism, and compression taps, whilst all running parts will be absolutely interchangeable with the J.A.P. engines, which Messrs. Collier have previously used so successfully. The adjustable pulley has a positive locking arrangement.
P.M.C.
The Premier Motor Co., Ltd., Birmingham, will exhibit, in addition to the Rex-Jap, illustrated last week, several De Luxe models specially designed for sidecar work, among them are a 6 h.p. twin 76 x 85 mm., an 8 h.p. twin 85 x 85 mm., and a 4 h.p. single-cylinder 35 x 85 mm...
Continued: Premier Motor Co. (Birmingham)
A.C. Sociables.
Rear view of A.C. sociable showing engine cover removal, new design curved mudguards, luggage grid, and hood.
For next year two types of the A.C. sociables will be manufactured - the Standard and the De Luxe. An improved form of two-speed gear has been introduced, the design of which is exceedingly neat, even the brakes with which the changes are effected being enclosed. The new gear control is by two pedals, that on the right when pressed down engages the low gear, and when up allows the high speed to come into engagement. The left-hand pedal controls a ratchet brake, and when pressed down releases the clutch before applying the brake. The steering tiller is now hinged direct to the steering column, which turns on ball bearings, and all steering connections are of the ball and socket type. The stub axle pivots are provided with a ball thrust beneath, and an oilproof and wet-proof central pivot steering is provided, which includes front wheel brakes of the external type, the wearing parts of which are interchangeable with the gear brakes. Sankey detachable steel artillery wheels will be fitted both to the front and rear.
Page 1222 NOVEMBER 16th, 1911.
Millford Sidecars.
Mills and Fulford will exhibit at Stand 65 examples of all their Millford sidecars. These will be found suitable for all pockets, as their range of designs starts with a very low-priced sidecar called the Herald, the most expensive one embodying all the latest ideas such as the radial castor wheel, with spring wheel and coach-built body. Among the other designs which will be exhibited are the rigid Millford sidecar with several distinctive designs of chairs in cane and wickerwork. Several will be specially made to enable a child as well as the passenger to be carried. Among the refinements which will be found on these up-to-date sidecars for 1912 are wind screens, luggage carriers, petrol carriers, etc.
In the new models it is now possible to bring both sidecar wheel and motor bicycle wheel absolutely parallel. This is provided for by all-round adjustability, which allows the sidecar to be lined up with the bicycle in any direction, both vertically and horizontally.
Wicker and cane chairs with side doors will be quite a feature of the Millford sidecars for next year, the very latest type with torpedo-shaped front and side door being exceptionally taking in appearance. The side-door type of sidecar will be extremely popular next year, as with it all trouble of buttoning up and unbuttoning the apron is obviated. At present few sidecar passengers can leave their seats till the driver has dismounted and unbuttoned the apron at the top and bottom. With side door the passenger can descend whilst the driver remains seated, often a great convenience.
Gloria Sidecar.
The Gloria sidecar has been designed to meet the demand for a high class attachment for a motor cycle. The patent spring wheel suspension insulates the passenger from road shocks, and the makers claim that it imparts a free trailing movement to the wheel, so that there is no binding or dragging action.
The quick attachment method is designed as follows : The head attachment, instead of being a fixed clip to the down tube of the motor cycle, is connected at the head to the top and bottom frame tubes by means of two clips clamped to the framework and connected by a steel spindle, which also carries an arm for coupling to the sidecar connecting tube. The bottom clip has a swivel joint which enables the device to be adjusted at any angle to suit various makes of machine. The rear attachment is in the same form, the clips clamping to the rear and chain stays. The patent attachment described above is suitable for Matchless, Rover, Triumph, L.M.C, and Bradbury motor cycles, and for those for which it is not suitable a single tube clip method of attachment can be supplied.
Three sidecars will be shown fitted respectively with standard cane body, coach body, and cane torpedo body. A fourth one will be a special registered design, and will be fitted with cane torpedo body and accommodation for petrol tank and small touring trunk. This last was illustrated last week (see page 1199).
Montgomery Sidecars.
On Stand no. 60 in the Annexe will be shown a full range of the well known Montgomery castor wheel, spring wheel, and rigid sidecars, which have been practically redesigned for next season. One of the features of these sidecars is a patent spring under the foot of the chair, which greatly adds to the passengers' comforts. The Montgomery patent attachments are provided with a security device which prevents the connections working loose, and stands are being fitted to support the car when it is detached from the bicycle; it also facilitates tyre repairs. All except the cheapest model have luggage carrier, petrol carrier, and tool box embodied in the construction of the chair. The castor wheel frame has been considerably strengthened in view of it being used on high powered machines. A new model will be introduced at the Show with sprung frame, but of lighter construction than the 1911 pattern, and for use with standard 3½ h.p. motor cycles, A patented method will also be shown for bringing the sidecar axle in line with the driving wheel of the motor bicycle. Sections of the sidecar hubs, axles, ball races, cups, etc., will be on view. The aim of W. Montgomery and Co. is to make sidecars for use on long journeys, and particular attention is paid to the comfort of the passenger both in seating and springing and protection from the weather. Luggage carrying capacity, general convenience, and ease of steering have all been carefully considered. This exhibit will comprise one of the most representative displays in the Show.
The Bradbury Sidecar.
Improvements have been made in the Bradbury sidecar, the first of which relates to its fittings. The lug, which is fitted to the down tube of the bicycle frame, terminates in a cone which fits into an internal cone machined in the sidecar bracket. These cones relieve the security bolt of all direct strain, and form a very neat and quickly detachable device. In the sidecar itself special attention has been paid to accommodation for luggage and tools, the vehicle being exceptionally well provided in this respect, there being first a D-shaped basket clipped to the back of the seat, a flat box underneath the cushion, a shelf inside the torpedo front, a deep and commodious pocket in front of the passenger's seat, and a couple of small baskets on each side of the chair, situated under the elbow rests.
The Motor Cycle November 16th, 1911. Pages 1210-1222
