Page 1249
November 23rd, 1911.
THE second annual exhibition at Olympia of motor cycles and accessories was thrown open to the public on Monday last at 10.0 a.m. It is bigger, more complete, and better arranged than its predecessor, and the exhibits as a whole show a striking advance in finish and ingenuity. The floor of the Hall is packed with motor cycles of all sorts, the majority, if not all, possessing some new points in their design. Actual as well as potential motor cyclists will find much to attract their attention, both on the floor and in the gallery where the accessories are displayed. No reader who can conveniently attend should miss this opportunity of examining the very latest ideas in motor cycle design.
Our descriptions of the exhibits have been written by our own staff after a stand to stand tour of the Show, a specification of each different model preceding the comments.
SPECIAL NOTE.
A number of 1912 models have been described and illustrated in recent issues, and for ease of reference we give the dates on which they appeared :
Oct. 19. Multi-speed Rudge, Bowden counter-shaft gear, and 3½ h.p. Premier.
Oct, 26. 6 h.p. Enfield sidecar, 2¼ h.p. Calcott, Douglas, Brown and Hingston gear, and Motosacoche.
Nov. 2. Two-speed Triumph, ladies' Premier. Kynoch. Hazlewood, Levis, Alldays, Puch, and N.S.U.
Nov. 9. Two-stroke Stuart, 3½ h.p. Singer, Canoelet sidecar, Veloce, Brown, Indian, F.N., Midget-Bicar, Zenith-Gradua, New Imperial, Triumph, and Forward. llston-Smith and Precision engines.
Nov. 16. A.J.S., Edmund spring frame. Rex, A.S.L., N.S.U., Clyno, New Hudson, 2¾ h.p. Enfield, Excelsior, L.M.C., Bradbury, P. and M., Bat, B.S.A., Scott, Matchless, P.M.C., Sturmey-Archer gear, and A.C. Sociables.
ROYAL ENFIELD, No. 39.
The Enfield Cycle Co., Ltd., Redditch. – The 6 h.p. Enfield is specially constructed for sidecar work. It is fitted with an enlarged and strengthened Enfield two-speed gear with rubber cushioning device for taking the shock of the drive...
The 2½ h.p. lady's model was also mentioned in the issue of November 16th. In this case also the gear is foot-operated, but a lever is fitted on the handle-bar to enable the gear to be put in the neutral position while the rider takes her seat...
Continued: Royal Enfield for 1912
Page 1250
The Olympia Show.
MORGAN RUNABOUT, No. 127.
Morgan and Co., Worcester Road, Malvern. – Four models are shown - two single-seaters and two sociables – also a chassis without body. The magneto is placed in front of the engine and driven by bevel wheels. The single-seaters are tiller steered, the throttle and gear levers being placed on the left-hand side of the body. The sociables are steered by wheels, which also carry the operating levers. The clutch, which is leather-to-metal, is operated by a pedal; a second pedal works one of the brakes. The second brake is brought into play by a hand lever. These machines made their appearance at last year's Show, and since that time have made a very high reputation in numerous trials, both for speed and reliability. The grey finish with dark lines gives a very attractive appearance. These runabouts are quite in the front rank of self-contained passenger motor cycles.
November 23rd, 1911.
The Olympia Show. –
MOTOSACOCHE, No. 36.
Motosacoche, Ltd., 65, Holborn Viaduct, E.G. – The 2½ h.p. Motosacoche has undergone several important improvements for the 1912 season. It will be noted that the engine has an increased stroke while another important feature...
Continued: Motosacoche 1912 Models
Swan by Cygnus Engineering.
Page 1251. November 23rd, 1911.
V.M.C., No. 58.
Veloce, Ltd., Fleet Street, Birmingham. – This is one of the most up-to-date bicycles in the exhibition. The two-speed gear and clutch are incorporated in the engine, forming one unit. The clutch of the double cone type is capable of being moved to either side, so that either one or other of the gears is put into action. Only six gear wheels are required, including the magneto and gear pump drive. The gears are operated by means of a pedal. Lubrication is arranged on thoroughly up-to-date lines – a rotary oil pump, driven from the end of the magneto-shaft, draws oil from the sump and the crank case to a large filter inside the crank case, which on its way passes through an indicator, raising a light rod passing through the tank, showing the rider that the lubricant is flowing properly. In case of an excess of pressure, a plunger is forced upwards, uncovering an extra hole, so that the excess flows back to the reservoir. The oil is then passed through a passage in the crank case on to the gear-shaft, the gear wheels, and clutch operating mechanism. A hole in the cam is so arranged that it allows oil to be sprayed in the cups on the connecting rod, whence it passes into the cylinder and to the gudgeon pin. The gear wheels always run in an oil bath, the level of which is kept constant by the oil pump. Care has been taken to avoid leakage of oil in the joints and bearings. Sufficient oil is carried in the crank case for over 200 miles. The diameter of the driving pulley is 6in., so that an efficient belt drive is provided. The whole of the tank is devoted to the carrying of petrol, and there is room tor l½ gallons. The frame is dropped at the rear, and follows standard lines. The magneto is carried forward, and is well protected by means of a shield.
OSMOND-PRECISION, No. 20.
OSMOND, Ltd., Sparkbrook, Birmingham. – Two motor cycles, both fitted with 3½ h.p. Precision engine. The machine is on standard lines, and presents no special features, except that it is soundly constructed throughout. Druid forks are employed, and the front mudguard has side flaps extending from the crown head nearly to the bottom of the wheel.
Page 1252
November 23rd. 1911.
The Olympia Show.–
MILLFORD, No. 65.
Mills and Fulford, Ltd., Coventry. - This firm, one of the oldest and best known sidecar manufacturers in the country, have introduced several improvements for this year. As regards the frame, the longitudinal member nearest the bicycle is now made in one piece, with double swan neck bends, which bring it up to the down tube of the machine. This tube is telescopic, and may be adjusted to suit any length of wheelbase, while the clip attached to the machine can be moved backwards or forwards so that the necessary width may be obtained. The clip fastening to the chain stays of the machine is also capable of universal movement. The tube it carries is suspended at two points, firstly on the main longitudinal member nearest the machine, and also on another tube parallel to it. By loosening the necessary bolts it may be slid backwards or forwards on these two tubes so as to adjust itself to the required length. The clip attached to the bolt fixed to the chain stays is capable of up or down movement so as to adjust itself to the height of the machine, allowing a 28in. wheel machine to adapt itself comfortably to a 26in. wheel sidecar. In whatever position this clip may be turned, it is firmly secured by an ingenious device. The securing bolt runs through two tubes halved and grooved to adapt themselves to the diar [sic] of the tubing, so that when the nut is screwed up the two halves grip the tube and lock the holt securely. The bar supporting the body has a cross member brazed to it, so that the body is now supported fore and aft. No fewer than fifteen different types of bodies are shown on the stand. Some are made of wicker, others of cane, whilst several are of the coach-built variety.
CHATER-LEA, No. 112.
Chater-Lea, Ltd., Golden Lane, E.G. – This stand is taken up with the display of 8 h.p. Chater-Lea sidecar models, which have performed so well in competitions during the past season...
Continued: Chater-Lea 1912
BRADBURY, No. 118.
The new 3½ h.p. Bradbury, with chain drive and counter-shaft two-speed gear.
Bradbury and Co., Ltd., Wellington Works, Oldham. – The range of models shown on the Bradbury stand is extremely complete, as in addition to the two-speed chain-driven model specified above, which has been fully described in The Motor Cycle, there are no less than four others, viz., a belt-driven single-geared machine, a T.T. model on similar lines, a two-speed belt-driven mount with N.S.U. engine-shaft gear, and a belt-driven clutch model with Villiers hub clutch. The T.T. model is an extremely neat little machine with shortened wheelbase, low frame, dropped handle-bars, and large engine pulley. The foot brake is arranged on the bottom bracket, and is large and immensely powerful, being operated by the heel. This model is fitted with fixed girder forks, but spring forks can also be supplied Large side flaps are fitted to the front mudguards on all models, and a commodious square tool box is carried on the top tube. The magneto is the latest, type Bosch.
Page 1254
November 23rd, 1911.
The Olympia Show. –
CLYNO, No. 83.
Accessibility to the engine and gear of the Clyno sidecar has been well studied. The body may be lifted up as shown.
The Clyno Engineering Co., Pelham Street, Wolverhampton. – The 5-6 h.p. Clyno has proved itself to be one of the most successful passenger machines on the market, as the recent experiences of one of the staff of The Motor Cycle on Porlock Hill amply proved. The chief features of the machine – the enclosed valves, the enclosing of the driving chains in aluminium cases, and the simple form of change-speed mechanism by internal expanding clutches are well-known to our readers. The gears are suspended on a special carrier which can be dropped away by undoing the necessary bolts, while provision is made for adjusting the clutches easily with the aid, of a screwdriver. The chief improvements for 1911 consist of a kick starting device and a four-speed gear which may be had at a small extra cost. The four speeds are obtained merely by the addition of one extra chain and clutch.
The cylinders exhaust into two expansion chambers which are connected with a long exhaust pipe (extending to a point behind the rear axle), which is flattened at its rearward end, causing the exhaust to be exceedingly silent. The Clyno sidecar is also worthy of special mention; the comfortable coach-built body is suspended at the rear on Cee springs, and at its forward end on an inverted transverse semi-elliptical spring. The frame is square shape and entirely surrounds the body. The sidecar is carried separately in an extension of this, so that the axle is supported on both sides. The rigidity of the attachment is considerably improved by the addition of an extra stay to the down tube of the bicycle. Of these two stays one runs from the longitudinal member nearest the bicycle to a point on the down tube level with the top of the front cylinder, while the other is hinged from a point on the near side of the front of the square frame to a point oh the down tube immediately below the secondary tube of the frame. Those who are interested in machines specially constructed for side-car work should make a special point of visiting this stand.
NEW IMPERIAL, No. 42.
The New Imperial Cycle Co., Ltd., Lower Loveday Street, Birmingham. – This company is showing a neatly carried out 3½ h.p. model fitted with a Villiers hub clutch. The engine used is a 3½ h.p. Precision. The machine is on standard lines, and has a dropped top tube which gives an extremely low saddle position. Mudguarding has received special attention, side flaps being fitted on the mud-guards to both front and back wheels, while a large shield is fitted over the magneto, which lies in front of the engine. Both brake and clutch pedals are carried on separate lugs. Handle-bar controlled magneto is employed, and all lugs including those carrying the carburetter and magneto controls are brazed to the frame and handle-bars. A special fitting is the ratchet exhaust lift. The machine shown is finished throughout in transparent bronze, there being no nickel fittings with the exception of the saddle pillar and a few nuts and bolts. This finish gives the machine a particularly neat appearance, and should make it extremely waterproof.
This model is specially built for sidecar work, and has a frame designed throughout to withstand the extra strain of the attachment. The description of the 3½ h.p. machine applies to this model also, with the exception of the fact that it is finished in green tastefully lined with black and a paler green. Two pairs of footrests are fitted to the 4¼ h.p. model, the rear footrests taking the place of the pedalling gear on the 3½ h.p. type. Druid spring forks are employed throughout, and neat V-shaped handle-bars with a cross tie-rod.
The 2½ h.p. model is fitted with a loop frame and has the Armstrong three-speed as a standard fitting, but free engine or fixed gear can be supplied if required. The finish is in black with a green and white panel tank. In other respects this machine resembles the 3½ h.p. These types have been described in detail in a recent issue.
Page 1255
November 23rd, 1911.
CALTHORPE, No. 77.
The Calthorpe Motor Cycle Co., Barn Street, Birmingham. – This is a standard 3½ h.p. model, with drop frame, Druid spring forks, and a stand which when out of use springs up automatically into position
This machine follows standard lines throughout, except that it is shown fitted up in Tourist Trophy style, with dropped handle-bars and footrests.
The 4¼ h.p. mount is specially constructed for sidecar work. From engine to gear box the transmission is by chain enclosed in a gear case. The gear box is carried on the bottom bracket. The gear wheels are always in mesh, and engagement is effected by means of internal expanding clutches brought into operation by a long lever at the side of the tank. The driving pulley on the gearshaft is of large dimensions, so that the wear, of the belt is reduced to a minimum. Wide footboards are provided. One of these machines is shown fitted to a sidecar provided with a handsome coach-built body, with high side door and Cape cart hood and screen. In the dashboard shelves are provided for tools, and at the front of the seat a further locker is provided for this purpose, while under the sidecar frame is a platform for luggage, and beneath it a special holder for a petrol tin. It must also be mentioned that this outfit is provided with a special carrier for a spare cover, which is placed between the machine and the side-car.
Page 1256
November 23rd, 1911.
The Olympia Show.–
PUCH, No. 90.
The Puch Motor Cycles Agency, Notting Hill Gate, W. - The Puch machine makes its public appearance in England for the first time at this exhibition...
Continued: Puch 1912 Models
INDIAN, No. 107.
Hendee Mfg. Co., Great Portland Street, W. – For next year two types of Indian machines are being made, viz., the 3½ h.p. single and 7 h.p. twin, both of which are alike in all respects except the number of cylinders. The standard colour of the machine is blue. Amongst the improvements which may be noted: are the size of the petrol tank and the provision of a foot engine starter. This is extremely neatly designed, and is arranged to be absolutely proof against the likelihood of danger from back firing. The pedal bracket for this purpose is attached in front of the crank chamber, and drives a claw clutch sprocket on the crankshaft through a chain. This claw clutch is held out of engagement with its meshing teeth by mechanical means, except when the engine is being started. The large sprocket is fitted with an ingenious pedal clutch arrangement which in the event of a back fire occurring causes the pedal to be thrown free. Both models are supplied with single gears and free-engine clutches, this clutch being operated in all types by a lever placed on the right-hand side of the machine and frictionally held to a quadrant. In the two-speed geared machines the clutch has been considerably increased in frictional surface. The chain from the counter-shaft to the back wheel is covered with a neat, quickly-detachable case. Both brakes are on one side of the rear hub, one being an internal expanding metal-to-metal type and the other a contracting band lined with Raybestos. This arrangement considerably facilitates the removal of the back wheel when necessary. The carburetter on all models is the well-known Indian, with annular float chamber and fitted with a pilot jet for slow running. A novelty in connection with the 1912 Indian is the folding footplates.
NOVEMBER 23rd, 1911.
The Olympia Show. –
RUDGE-WHITWORTH, No. 115.
The 3½ h.p. multi-speed Rudge in its latest form.
Rudge-Whitworth, Ltd., Crow Lane, Coventry. – Six models are shown on this Stand, two as above, two T.T. machines, and two tourist models with Rudge clutch on the engine-shaft. Among the improvements which have been carried out on all the machines are shorter pedal cranks on the starting gear axle, giving a comfortable alternative footrest position; a larger belt rim brake which is self-aligning and bears uniformly on the rim over the whole surface of the shoe. Two methods of adjustment are provided, so that an almost unlimited amount of wear can be taken up. The appearance of the machine has been considerably improved by the substitution of a plain curved chain stay in place of the usual type, which is cranked round the belt rim. An inverted lever operates a new type of exhaust valve lifter, which is extremely neatly arranged, a rather noticeable feature being that the outer covering of the Bowden cable is used to push instead of the inner cable being used to pull. Both the valve springs are fitted with an ingenious and novel cotter, the great advantage of which is that, owing to the pin itself being only in compression, there is practically no chance for it to break. The dished spring washer used with this device also allows a slightly longer spring. The silencer has been improved, and is furnished with a large foot-operated cut-out. The holes in the silencer are arranged so that the exhaust does not disturb the dust.
Page 1257
November 23rd, 1911.
A.S.L., No. 103.
A.S.L., Ltd.. Corporation Street, Stafford. - This machine has a Precision engine. The frame is suspended on Sharp's air springs. A description of a run on this machine was recently referred to in these pages. 22in. wheels may be employed, and they serve to bring the rider's weight as near to the ground as possible. The wheels are tyred with Moseley ribbed covers, specially manufactured for the firm, and Bosch magnetos are supplied, while both front and rear brakes are of the external controlling band type.
Silencing arrangement on the new twin A.S.L.-Fafnir. Note the shield to keep tne rider's foot off the exhaust pipe.
The exhaust pipes of the twin-cylinder lead into an expansion chamber, from which there issues a long pipe of large size flattened at its rearward end. Attached to the rear exhaust pipe, which comes close to the footrests, is a special asbestos-lined shield to protect the rider's boot. In the case of both the above models the rear mudguard is so constructed as to clear the movable portions of the rear forks. In all cases the spark lever is handle-bar controlled. Other specialities are a special cushion seat, an adjustable pulley, and a Best and Lloyd semi-automatic lubricator. One of the twins is shown with a sidecar.
Page 1257
November 23rd, 1911.
The Olympia Show. –
A.J.S., No. 128.
A. J. Stevens and Co., Retreat Street, Wolverhampton. - Three of these models are shown. They are this year fitted with footboards, and the brake is operated by the heel. The change speed lever is on a lug brazed to the top tube, and a foot starter can be fitted as an extra. Another 2½ h.p. model is shown with a belt drive.
There are two models of greater power. These models include a kick starter as a standard and 2½in. tyres. Both models are fitted with neat petrol primers and the well-known A.J.S. friction clutch; they also have Druid forks. The arrangement of the toolbag is especially neat. This slides bodily into a metal case placed under the carrier, which also supplies the place of a number plate. These machines were fully described in our last issue.
ZENITH-GRADUA, No. 19.
Latest model 3½ h.p. Zenith-Gradua, the improvements in which are enumerated in the reading matter.
Zenith Motors, Ltd., Weybridge. - The chief feature of the 1912 Zenith is the new system of attaching the back wheel, which allows the latter to be removed instantly. The details of this interesting system appeared in The Motor Cycle issued on November 9th. Though the improvement is seemingly a very small one, it is none the less of great importance, and we may mention that models are shown on the stand which serve to show how quickly the rear wheel may be removed. The finish of these machines is of the best, and their many successes on the road are a proof of their excellence. The machines are particularly well equipped. A well-designed luggage carrier is fitted, terminating in a V, which carries the number plate and a reflex rear light. The top side of the gear operating chain is now provided with a guard. Spacious tool-bags which incorporate an inner tube case are supplied. Side wings are now fitted to the front mudguard, while the rear guard is enclosed on the off side, and is of ample dimensions. In all other respects this excellent machine remains unaltered.
Except for the fact that a 6 h.p. engine is fitted, the details of the twin model are the same as above. A working model of the Gradua gear is shown on the stand, and a large number of machines, some with sidecars.
P.M.C., No. 108.
A new model for Olympia. The twin-cylinder two-speed Rex-Jap, which as its name implies, is a Jap-engined machine, built in the Rex works. It is sold by the Premier Motor Co.
The Premier Motor Co., Ltd., Aston Road, Birmingham. - Two models of the Rex-Jap machine, which may be described as being Rex motor cycles with the exception of the engine, are shown, one conforming with the specification above and the other being an 8 h.p. model with 85 x 85 mm. engine. The Bosch magneto is placed immediately behind the crank case. The two-speed gear is made under Roc licence, and enables the engine to be started by handle with the wheel on the ground. Automatic drip-feed lubrication is provided. The tank is of a sensible and large size and is painted in distinctive colour.
Shown on this stand, and intended for use with these models, is a very fine example of a coach-built sidecar, a great feature of which is the extraordinary lightness. The sidecar wheel is sprung on a pair of quarter elliptic springs furnished with radius rods, so that it is impossible for the wheel to get out of alignment. An excellent feature in this arrangement is that for an extra heavy passenger the springs can be slid along the clips so as to be greatly stiffened. The frame of the sidecar is extended backwards, and supports a large luggage grid and also a carrier for a spare cover. This sidecar is fitted with very quick detachable fittings, which allow the combination to be assembled or erected in less than one minute.
Offside of the new P.M.C. Motorette with water-cooled engine.
The Motorette three-wheeler is shown in two types, both for passenger work and commercial use. The engine is water-cooled, the radiators being placed on each side of the bonnet, which is immediately behind the side-by-side passenger seats. In front of each is a scuttle dashboard with hinged flap, carrying a wind screen. The engine case is surmounted by a large luggage carrier. Lubrication is of the semi-automatic type, a large supply of oil being carried in a separate tank, from which it is forced by a hand pump into the engine sump. The flywheels are cast with large fan blades, which induce a draught of air through the vertical tube radiators.
DOUGLAS, No. 144.
Valve side of the two-speed 2¾ h.p. Tourist Douglas. The clutch pedal on the new model is fitted at the front of the left footboard.
Douglas Bros., Kingswood Bristol. - Most of the many Douglas improvements have been fully illustrated and described in recent issues. Two models in addition to the above are shown, viz., a fixed gear machine with chain drive to the counter-shaft, and belt drive to the back wheel, the belt in all models being carried on the right-hand side of the machine. The third model is of the open frame type, and is intended primarily for ladies' use. The design is thoroughly neat and workmanlike looking. The frame is considerably strengthened by having a double diagonal tube which in the front supports the oil and petrol tanks and lower down the casing which completely covers the engine. In this casing there is a trap door through which the back cylinder can be primed. The engine cover entirely prevents the possibility of a skirt becoming entangled with the flywheel. This machine has a two-speed gear and foot starter, both of which devices have been thoroughly described. Amongst minor improvements to all models may be mentioned the very sensibly arranged pannier tool-bags, which are set below the carrier so as to facilitate access to the bags when a suitcase is on the carrier. A generator bracket is brazed to the centre of the handle-bars, large filler caps with glazed lids are provided, and the lubrication is by drip feed through a glass barrel. The Douglas machines have earned an enviable reputation for reliability in all the long distance trials, particularly in the A.C.U. Six Days' events.
CENTAUR, No. 123.
The Centaur Co., Ltd., Stoke, Coventry. – This old-established firm has reentered the motor cycle industry with a comprehensive range of models. The 3½ h.p. is a neatly finished machine with commendably large size tank, Druid spring forks, engine set désaxé with gear-driven magneto immediately behind the crank chamber, large dome-ended silencer with foot-operated cut-out, foot-operated rear brake, etc. The same model is made with a two-speed hub gear manufactured under Roc patents. This model has long India rubber covered footboards, in front of which are the pedals for the two-speed gear and brakes. The engine can be started with a handle when the back wheel is on the ground.
The 3 h.p. model is a very well finished little twin in which the cylinders are also set désaxé on the crank chamber. Both exhaust pipes are brought to a large aluminium ended silencer which is placed immediately in front of the crank chamber, the rear exhaust pipe being swept round in a graceful curve. The rest of the specification is the same as for the larger single cylinder model.
This model, which conforms to the same specification in general details as the above, is shown both with the fixed gear and variable hub gear, and both as a gentleman's and lady's mount. The latter is particularly well-designed, and should gain a large measure of popularity. The complication of small parts usually associated with ladies' models is done away with, and the gear makes it a mount capable of going anywhere. A sensible and neat dressguard over the belt is employed, and also an aluminium fender covering the whole of the top part of the cylinder.
ARNO, No. 61.
The Arno Motor Co., Ltd., Gosford Street, Coventry.– The Arno de Luxe model is a particularly handsome machine finished in a colour which is known as primrose. The attachment of the engine unit is worth studying, as the engine, magneto, carburetter, and silencer may be dropped clean away from the frame by undoing four bolts. The strengthening of the head and the design of the rear portion of the frame...
Continued: Arno 1910-1912
P. AND M., No. 70.
Phelon and Moore, Ltd., Tottenham Court Road, W. – Several interesting improvements have been incorporated in the new model. A front wheel stand is fitted just beneath the crank case, which when out of use springs automatically into position. Last week we described the new foot starting device, the carburetter (the lid of the float chamber of which is held in position by a spring, the sliding back of which allows it to be removed instantly), and the cover for the gearshaft, allowing oil to be squirted into the bearing. An important improvement in the engine is the provision of drilled cylindrical washers between the valve springs and the cylinder, which effectually keep the heat from the springs and allow them to retain their tension for a much longer period. The petrol fillet is not provided with a vent hole, so that splashing is impossible, the vent being on a guide on the needle valve feed to the priming device, which possesses a small groove to allow the air to reach the petrol. The rear brake is improved, and is worked by the rider's heel, the pedal operating the rod, which pulls directly on to the brake band. The front wheel is especially well protected by means of a very efficient mudguard. A variation of the above model is the colonial type, in which all the parts usually plated are black. A larger petrol tank is fitted, extra girders to the forks, heavier spokes and rims, and footrests placed in a higher position, so as to afford an ample ground clearance.
The well-known 2½ h.p. model, which has acquitted itself so well since its introduction, remains practically unaltered except that the B. and B. carburetter is now fitted. The finish of the P. and M. machines is excellent throughout.
BAT, No. 63.
3½ h.p. single-cylinder Bat-Jap with P. & M two-speed gear and combined chain and belt drive.
The BAT Motor Mfg. Co., Kingswood Road, S.E. – The chief improvements in the Bat were described in our last issue. Among these we may mention the latest type of control and the P. and M. gear, while it must be recorded that the chief features in this and other Bat models are the insulating of the rider from road shocks by means of the well-known Bat spring seat and footrests, the neat method of carrying the magneto in a compartment of the tank, and driving the armature by means of a vertical shaft and bevel gearing.
Similar to the above is the standard model, which is single-geared.
The T.T. model has a 3½ h.p. J.A.P. engine, 90 x 77½ mm., and other particulars as above. In this type of machine the magneto is carried in the front of the engine and is chain-driven. The frame is dropped at the rear, while a cylindrical tank and rigid forks are fitted.
The 1912 chain-driven twin-cylinder Bat-Jap, showing method of operating the new pattern two-speed countershaft gear.
The 5-6 h.p. and 7-8 h.p. twins are similar in detail. The latter model was fully described in our last issue, and is especially designed for sidecar work.
Particularly to be noticed in the chain-driven model is the improvement in the Bat spring frame.
As regards the twin T.T. machine, there are two types, the 5 h.p. and 8 h.p. T.T. models, 85 x 60 and 90 x 77½ mm.; inlet and exhaust overhead; B. and B. carburetter; belt drive. The firm are especially to be congratulated on the efficient manner in which their machines are displayed. Placed as they are on special stands, they may be inspected with the greatest facility. Altogether the Bat exhibit is a most imposing one.
November 23rd, 1911. Page 1261
MOTO-REVE, No. 44.
The Moto-Reve Co., Ltd., Acton Vale, W. – The 3 h.p. Moto-Reve is quite a new model. It has two cylinders set at 60°. All valves are mechanically operated and disposed in the head, the tappets being adjustable. These valves are of particularly large diameter, having an area of over half that of the piston, and so arranged that it is impossible for them to fall into the cylinders, unless the break should occur close to the head, which is rendered extremely unlikely, as a very large radius is employed from the stem. This model can be fitted either with fixed gear, Villiers two-speed, Armstrong three-speed, or a new two-speed Moto-Reve gear. This new gear lies in the hub, and consists of two pairs of pinions always in mesh operated by dog clutches. A separate clutch of the expanding metal band type is fitted at one side of the hub. The gear is particularly simple and small, and can be fitted to the existing models. The firm's own type Druid spring fork is employed without alteration, and the front mudguard is fitted with side flaps from the crown head downward. A larger silencer is fitted on the 1912 mounts, having a hand-operated cut-out. Large diameter spring petrol and oil filler caps are used on the standard 3 h.p. The above description applies to the 4 h.p. model which made its début in the Isle of Man races. This model, however, has an engine of 63 mm. bore and 80 mm. stroke.
The 2½ h.p. is another new Moto-Reve model. It has a single-cylinder inclined engine, but in most other respects closely resembles the 3 h.p. model described above. As in the case of the 3 h.p. model, comfortable foot-rests are fitted, and the magneto is carried at an angle behind the cylinder instead of in front. The 2 h.p. model is a cheaper edition of the 2½ h.p. An automatic inlet valve lies above the exhaust valve, and the engine has a bore and stroke of 62 x 85 mm. In this case no footrests are fitted, and the magneto is handle-bar controlled. It is sold as a fixed gear model only. A point worthy of notice is that all Moto-Reve magnetos are manufactured by the company, and in every case except that of the 2 h.p. machine the armatures run on ball bearings. All brakes are provided with a simple form of adjustment.
Page 1262
NOVEMBER 23rd, 1911.
The Olympia Show. –
TRUMP-J.A.P., No. 135.
The new model 3½ h.p. Trump-Jap. Observe the extra strut from back axle to base of crank case.
Trump Motors, Ltd., John Bright Street, Birmingham. – The tank and filler caps on this machine should be specially noticed, the tank being riveted and very strong. The filler caps are 2in. diameter and hinged to prevent loss. The front forks are an adaptation of the Druid with rather shorter springs. The saddle position is very low without using a dropped top tube, the height from the ground with the rider's weight in the saddle being about 28in. The Albion clutch hub and fixed gear are also supplied. The steering head is made from one piece of metal, instead of having the lugs brazed to a tube in the ordinary style.
The twin cylinder is specially suitable for sidecar work, and is designed for that purpose. This machine has handle starting. All the models have the new Bosch water-proof magneto, and are finished in grey, wheel rims plated and lined green, which gives them a very pleasing appearance.
This machine follows the lines of that previously described, but has no mudguards or carrier. The forks are rigid, and the handle-bars, of course, differently shaped. The weight comes out at about 150 lbs.
TORPEDO, No. 67.
F. Hopper and Co., Ltd., Barton-on-Humber. – One of these models is fitted with a two-speed gear and free engine in the rear hub, controlled by a pedal mounted on the footrest. In the case of this model the cylinders are held in place by swing bolts which considerably simplify their removal. The magneto is carried in front, and is protected by a guard. A practical type of spring fork, allowing a front brake to be fitted, is supplied with this machine, while a specially strengthened lamp bracket is worth inspection.
This model is fitted with Druid spring forks. The engine is the well-known Precision. The magneto is carried in front, and is provided with a guard to protect it from wet. One of the 2½ h.p. machines shown is fitted with a free-engine clutch in the rear hub.
STUART, No. 62.
Nye and Co., Gray's Inn Road, W.C. - This interesting machine was fully described in a recent issue, and forms one of the most attractive features on Messrs. Nye's stand. The two-stroke engine unit merits the closest inspection, as it is full of interest. The Stuart engine unit is also shown separately.
S.I.A.M.T.
The successful little S.I.A.M.T. is one of the most interesting lightweights which is to be seen in the exhibition. Its engine (68 x 72 mm.) is a distinct departure from the standard. The whole of the various details were fully described and illustrated in a recent issue; therefore a brief mention of one or two of the more recent additions will suffice. In connection with the overhead valves, stops are provided to prevent a broken valve from falling through into the cylinder...
Continued: SIAMT
NOVEMBER 23rd, 1911.
The Olympia Show. –
P.V.-J.A.P.
The new spring frame P. V. motor cycle which is being marketed for 1912 by Messrs. Elliston and Fell.
The most interesting part of this machine is the rear springing described in last week's issue of The Motor Cycle. The rear portion is also on view as a separate exhibit. The complete machine is fitted with J.A.P. automatic lubrication, Chater-Lea spring forks, and wide footboards, under one of which a tool box is carried. The petrol tank is of ample capacity. The springing of the rear frame should be carefully studied, and it will be noticed that the top tube is neatly sloped away at the back. In addition to the above a 3½ h.p. Triumph motor bicycle with Mabon variable pulley gear and a 6 h.p. Enfield sidecar are to be seen on Nye's stand.
EDLIN. No. 143.
Edlin Sons, Ltd.. Sherlock Street, Birmingham. – This engine is shown in a temporary frame. It is fitted with an easy starting device which relieves the compression by means of a cam and lever. It is brought into action by rotating the valve tappet, which has an extending piece fitted through an angle of 90°. A frame, without an engine, of a suitable size to take the 3¾ h.p. 86.4 x 85 mm. engine shows the manner of turning back the carrier and mudguard with the object of facilitating tyre repairs. Stands are fitted to both wheels, and Druid forks are standard. Both the engines are manufactured by G. H. Illston and Son, 67, Bishop Street, Birmingham.
F.N., No. 128.
The F.N. Motor Agency, Great Portland Street, W. – This model, with multiple disc clutch, remains practically unaltered, with the exception that the mudguards have been strengthened and an improved type of carrier has been fitted.
With regard to the four-cylinder, several useful improvements have been introduced for 1912, among which we may mention a semi-automatic lubricator and force pump combined, which allows the oil either to be sent direct to the engine or permits it to flow into the cylinder at whatever rate the rider desires. A multiple disc clutch is now fitted to this machine, and the magneto is of the self-contained type (that is to say, the distributer is not carried separately). The distributer is a very neat piece of workmanship and is so constructed that wet is absolutely excluded, the whole magneto is entirely weather and oil proof. Side shields are fitted to the front mudguards, and an improved type of luggage-carrier is now attached. The most striking machine among the four-cylinders is one enamelled in French grey, while yet another of these is fitted with a sidecar and the F.N. two-speed gear, which is manufactured especially for the F.N. Agency by the Western Motor Co. of Bath. Two examples of both the four and single-cylinder engines are shown in section, so that the splendid workmanship may be clearly seen.
The Motor Cycle November 23rd, 1911. Pages 1249-1963
