This machine possesses probably the most novel departures from standard practice, and it is sure to draw an interested crowd to Messrs. Nye and Co.'s stand No. 62. Unfortunately the machine is exhibited in an incomplete state. Power is derived from a horizontal two-stroke single-cylinder engine, which in itself is of entirely original design. An Amac carburetter is fitted at the rear of the crank case, the induction pipe being swept over the magneto, which latter is mounted on the crank case casting. After entering the interior of the crank case the gas is transferred via a horizontal pipe to the combustion chamber, being admitted by an automatic inlet valve of orthodox design. A variable pulley gear is fitted, operated by pedals protruding through the footboards, and the slackness of the belt on the low gears is taken up by swinging the driving pulley radially on a gear wheel driven from the main shaft. The petrol tank is of the streamline type (see illustrations), whilst still another novel feature is the system of springing both the front and rear of the frame. The axles are fitted between strong spiral springs, which latter are enclosed in vertical casings. The Wooler is, in short, the novelty of the Show, and well worthy of careful scrutiny. The finish calls for admiration.
Page 1277
The Olympia Show.–
BROWN. No 207.
Brown Bros., Ltd., Great Eastern Street. E.C. – This year the firm is displaying some fine examples of the standard lightweight and a 3½ h.p. machine fitted with Armstrong three-speed gear and sidecar; also a sidecar combination of the same power with Bowden two-speed gear. The 3½ h.p. in essentials remains the same as last year, but numerous improvements have been embodied. For instance, in the Brown design of spring forks the sliding sleeve underneath the helical spring has been lengthened, so as to give greater surface and minimise the risk of grit working in.
Where possible cap nuts have been fitted so that grit cannot work into the threads. The cylinder dimensions of this design bring it within the 500 c.c. class. The engine, magneto and carburetter are self-contained, so that by removing three bolts the engine can be dropped out of the frame for overhauling. The magneto is in front, protected by a steel cover, in addition to the large leather flap on the front mudguard. The design of rim brake is so arranged that the shoe is applied at once for its full length on the inside of the rim.
The lightweight machines are of very taking design, fitted with a small Precision engine. An improvement this year lies in the adjustable pulley now fitted to the engine. Druid type front forks, made under licence, are fitted, and the machine, which is very substantial, scales about 100 lbs. Magneto protection and other details are the same as in the larger model, and include a petrol filter in the tank. The two varieties of sidecar fitted are the Millford and the Duco.
ARIEL, No. 124.
Components, Ltd. (Ariel Dept.), Bournbrook, Birmingham. – The improvement in this year's 3½ h.p. model relate only to details. Amongst the most notable of these is the re-arrangement of the half compression device, which is now operated by a rocking pedal on the right footboard, instead of, as previously, by the valve lifter lever. The internal design of the decompressor has been considerably modified, and now consists of two cams, which are brought into action by interconnected tappet rockers. The action is entirely positive. There is nothing to go wrong, and any number of intermediate positions can be obtained between full compression and the limit of low compression at which the engine will fire. A front wheel stand is fitted pivoted to special lugs on the forks. The standard carrier has been simplified and improved, and is now provided with a clip which allows the ready detachment of the rear mudguard. The 3½ h.p. model is also supplied with a three-speed Armstrong hub gear. These machines can be fitted to order with a detachable tank and middle rail, the tank being supported by a long bracket plate running from end to end of the tube.
This neat little machine is practically a reduced facsimile of the 3½ h.p., and is very neatly designed indeed. It has Druid spring forks, chain-driven Bosch magneto which is in front of the engine, large side extensions to the front mudguard, and pannier toolbags. This model is also shown with a fixed gear.
MACBETH, No. 101.
Colmore Depot, Colmore Row, Birmingham. This is a most sensibly designed machine. The top tube is dropped at the rear. A Benton and Stone adjustable drip-feed lubricator, working by suction from the crank case, is provided. The two-speed gear is the well-known Roc. A cut-out, worked by a rocking pedal, is a particularly neat fitment, and there are comfortable footboards.
The luggage carrier is exceedingly strong and well designed, and pannier toolbags are fitted. The spring forks are the well-known Druid. A similar model is also shown with fixed gear, and the magneto advance handle-bar controlled. The magneto is the new type of enclosed Bosch and is placed behind the engine. We may mention that the Precision engine may be had if desired instead of the above, which is the firm's own. In addition the Colmore Depot show the following: A 2¾ h.p. Douglas, 3½ h.p. Zenith, 3½ h.p. New Hudson, 3½ h.p. Premier with Armstrong gear, and two sidecars. Also 7-8 h.p. three-speed chain-driven Chater-Lea with sidecar, and a 6 h.p. Matchless with sidecar.
ROVER, No. 113.
The Rover Co., Ltd., Meteor Works, Coventry. – The 3½ h.p. Rover is much the same as last year, but the 1912 model possesses a number of minor improvements. Amongst these may be mentioned the shortened frame, the new stand, exhaust cut-out, new pattern Druid front forks with extra large springs, U shape of up-turned handle-bar with brazed on control lugs, and internal Bowden cables. The engine lugs have been very much neatened, and the machine has been certainly improved by the fitting of a front stand...
Continued: Rover 1910-1912
NEW HUDSON, No. 75.
The New Hudson Cycle Co., Ltd., Summerhill Works, Birmingham, – The most interesting model on this stand is the Colonial machine fitted with a petrol tank to hold two gallons. It is shown fitted to a Montgomery sidecar. The combination, finished in French grey, is a particularly attractive one. The new type of New Hudson engine and a number of interesting detail improvements are incorporated in this model...
Continued: New Hudson 1912 Models
Page 1280
The Olympia Show. –
NOVEMBER 23rd, 1911.
GRANDEX, No. 57.
The Grandex Cycle Co., Gray's Inn Road. W.C. – An exceedingly neat-looking lightweight of thoroughly practical design...
Continued: Grandex 1912
KYNOCH, No. 74.
Kynoch, Ltd., Witton, Birmingham, show a motor bicycle for the first time...
Continued: Kynoch Motorcycles
WARRICK TRICAR, No. 86.
John Warrick and Co., St. Mary's Butts, Reading, and 402-6, Edgware Road, W. – The engine is carried under the rear seat and is provided with two outside flywheels, which drive aluminium fans, these are friction driven and kept close np against the flywheel by means of springs on the brackets which carry them. An oil reservoir is integrally cast with the crank chamber, and the oil is allowed to flow into the engine by depressing a pedal conveniently situated near the rider's heel. The steering is by tiller, which carries the carburetter control, and adjacent to it is the change-speed lever. The rear wheel is suspended on laminated springs. The front wheels are carried by semi-elliptical springs.
O.K., No. 289.
Humphries and Dawes, Lancaster Street, Birmingham. – This firm is manufacturing three quite new models, all fitted with Precision engines. They have large and well-equipped works capable of turning out 1,000 cycles a week, and are building motor cycles in no half-hearted way. They showed a 4½ h.p. model with spring forks, a very low saddle position, and side flaps to front mudguards. An Eisemann magneto is placed in front of the engine, and is well protected from mud by a large shield. The engine is lubricated by a sight drip feed, the oil being sucked through by crank case vacuum. The foot brake is fitted above the chain stay and operated by a pedal carried on a special bolt.
The above remarks apply also in the case of the 3½ h.p. model, but the 2½ h.p. lightweight differs in several respects. The engine is slung in a loop frame, and the magneto is placed high up behind the engine. All three models are fitted with two important features. Firstly, the carrier and mudguard can be detached from the back stays by means of finger nuts, and, secondly, the pedalling gear can be removed from the bottom bracket by undoing one nut. This is a particularly praiseworthy device, as it allows a counter-shaft gear to be fitted with ease should a customer desire it.
DOT, No. 129.
The Service Co., High Holborn, W.C, show, among others, the Dot motor cycle, made by H. Reed, of Deansgate, Manchester. It is especially suitable for sidecar work. Sight-feed lubrication is provided as well as the ordinary hand pump. The starting handle is geared to the back hub by a short chain. The two-speed is operated by a long lever on the left-hand side of the tank. The belt is particularly well guarded from dirt or water thrown up by the road wheels. Druid forks are fitted, and the finish is in red, with aluminium tank having red panels. Handle-bar control is provided for the magneto. Rotherham's filler caps are used. On the Service stand there are also to be seen Clyno, Matchless, Bradbury, Humber, Triumph, Douglas; Zenith, and Rudge-Whitworth motor cycles, as well as the W.D., a most interesting machine which is fully described in the present issue. Service sidecars are made with bodies of two patterns, that with the torpedo front being most attractive.
NOVEMBER 23rd, 1911.
The Olympia Show. –
MATCHLESS, No. 35.
H. COLLIER AND SONS, LTD., Plumstead, S.W. – Messrs. Collier and Sons are exhibiting a very complete range of models. Two of the 3½ h.p. single-cylinder machines are shown with the new Matchless engine, one with a free engine clutch, and a similar machine with a three-speed gear. Their machines are on standard lines throughout, having a low saddle position and a very complete equipment of tools. All fittings, such as stand and carrier, are neatly fixed and carried out in a workmanlike manner. A feature which is bound to attract attention on this stand is C. R. Collier's 7 h.p. racer on which he has attained such marvellous speeds at Brooklands, incidentally capturing two world's records. This machine is the fastest motor bicycle in the world. A neat open-frame model is also shown with a 2½ h.p. engine placed vertically in the frame. This model is supplied with three-speed gear as a standard.
This model is similar to that used by the Collier brothers in the Tourist Trophy Race. The six-speed gear is well worth close inspection, and was described in our Tourist Trophy issues. It is sufficient, therefore, to say here that it consists of an expanding engine pulley, the belt slack being taken up by a simple movement of the back wheel. This movement is very substantially carried out, ensuring rigidity for the back wheel.
Another new model has a 3 h.p. J.A.P. twin-cylinder engine, 60 x 76 mm., with the valves disposed at the side. This is an extremely neat power unit, and should have a great future for those who require an efficient medium-weight twin. On all these models it should be noticed how carefully the mudguarding has been carried out, which is, of course, a very important feature from the rider's point of view. This is the first time the Matchless engine has been exhibited, and it is noticeable that the valve-lifting mechanism and tuning gear are particularly neatly constructed. All except the 2¼ h.p. ladies' model, illustrated last week, have toolbags on the top tube. Features common to all models are inverted handle-bar levers. a large magneto shield, carrier and stand acting as stays for the mudguard, screw-down filler caps of large size, adjustable drip-feed lubricator, and petrol gauge projecting from side of tank. A generator bracket is formed on the left hand fork link.
EXCELSIOR, No. 71a.
Bayliss, Thomas and Co., Excelsior Works, Coventry. – Quite an interesting point about this machine is the lubrication system. A Best and Lloyd drip feed lubricator is supplied which allows the oil to enter a hole in the cylinder...
Continued: Excelsior 1912 Models
CHARLES EDMUND, No. 100.
Charles Edmund and Co., Chester. – The chief feature about this machine is the spring frame. This consists of a separate top tube hinged at its forward end, while at its after end there is a shackle to which a tube is fixed running through the saddle tube, and at the lower end of this the footrests are fixed. The saddle is attached to an extension of this top tube, and at this point the latter forks and terminates in threequarter elliptical springs which are rigidly fastened at the extremities of the chain stays of the machine. The shackles of these springs are adjustable, so that they may be made to suit riders from nine to sixteen stones. It is also interesting to note that the luggage carrier is hinged at its forward end, while the rear end is attached to the shackles of the springs, so that whatever is carried, either passenger or luggage, it is partially sprung. In this machine, it must be pointed out, not only the saddle but also the footrests are sprung.
Page 1282
The Olympia Show.–
LINCOLN ELK, No. 84.
James Kirby, Broadgate, Lincoln. – This machine follows standard lines throughout. The frame is dropped at the rear, where it is interesting to note that an additional stay runs from the gear bracket to the saddle tube, Druid forks are provided. The two-speed model is interesting, as it is partially chain-driven. The gear is carried on the counter-shaft, and the change is effected by means of external expanding clutches. On the high gear the drive is by chain to the counter-shaft, and thence by belt to the rear wheel. On the low gear the belt pulley on the counter-shaft runs free, and the drive to the rear wheel is by chain.
A lightweight model, B. and B. carburetter, belt drive, ordinary type frame, is a neat-looking standard machine which follows accepted lines throughout.
KERRY-ABINGDON, No. 16.
The East London Rubber Co., Great Eastern Street, E.C.– This model is sub-divided into four types...
Continued: Kerry-Abingdon 1912
IVY-PRECISION, No. 99.
S. A. Newman, Lichfield Road, Birmingham. – This is quite an interesting machine. The handle-bars are wide, with crossbar to aid rigidity, and for the purpose of carrying accessories. The front forks are novel in that they provide a direct up and down movement, and also a buffer to allow a slight rocking motion. The forks are best described by saying that they combine the advantages of the Druid with those of the Triumph forks. A front wheel stand is fitted, serving as an additional stay for the front mudguard, which, by the way, has side wings,
A twin Ivy-Precision is a new introduction. It is a very taking looking mount on standard lines.
Other details as above, except that the spring fork is not provided with the buffer referred to in the description of the preceding machine. Also a 3½ h.p. model with ordinary type of handlebars and spring forks.
This machine is designed specially for sidecar work. The Albion two-speed gear with handle starting to the rear hub is controlled by a pedal. Wide rubber-covered footboards are provided.
GLORIA, No. 37.
The Gloria Cycle Co., Ltd., Much Park Street, Coventry. – The Gloria Co. are exhibiting two Triumph motor cycles fitted with their sidecars, also two sidecars, one with a coach-built body and the other with a basket body. There are several special fittings which are worthy of notice on these sidecars. The springing of the bodies is much on usual lines, but a particularly neat wheel springing system is employed. The wheel spindle is carried on a U tube which is pivoted to the frame at the front end. the rear end being supported by a very neat enclosed spring. The method of fixing this sidecar to the motor cycle is particularly ingenious, as instead of clipping it direct to a single tube the fixings are 80 arranged that they grip at least two tubes at once, thereby distributing the strain over a larger area; that is to say, the front fixing grips the top tube and the front down tube, and the back fixing grips the chain stays and back stays. In the latter case a distance piece is fitted between the stays, so preventing the tubes being drawn together. The stay from the wheel side of the sidecar is carried across the back of the machine and bent round the cycle saddle pin.
This allows of a particularly low position and at the same time gives ample clearance on rough roads. The fittings throughout are strongly designed, and the mudguards are carried on tubular stays.
Page 1283
November 23rd, 1911.
The Olympia Show.–
MIGHTY ATOM, No. 34.
Latest model A.C. Mighty Atom with curved mudguards. It has a new design engine.
Auto Carriers (1911), Ltd., Thames Ditton, Surrey. – Auto Carriers, Ltd., are exhibiting their 1912 model three-wheelers with two and three-seater bodies with and without hoods and screens, and on the same stand there are three commercial vehicles on similar chassis. The chief features for 1912 are an increase in the size of the valves, flywheels, and radiating ribs, while the "cooling fans have been done away with, fan vanes being cast with the flywheel instead. A convex cylinder head is used, enabling the carbon to be cleaned out without detaching the cylinder by placing a rag through the valve ports and pulling it backwards and forwards. The front axle is three inches wider, giving a considerable increase to the steering lock, and curved mudguards are fitted throughout. A Modele de Luxe is also shown fitted with a new type of two-speed gear, and Sankey pressed-steel detachable wheels. An interesting feature of the exhibit is the number of testimonials received from all parts of the world, which can easily be read, as they are placed in frames all round the stand. Further details of this extremely neat little three-wheeler were published in our issue of November 16th.
MIDGET BICAR, No. 87.
J. T. Brown and Sons, Oxford Road, Reading. – The main feature of this machine consists in the sheet steel frame strengthened by ash, while the speciality on the variable gear models is the expanding pulley gear described in The Motor Cycle of November 9th. Long footboards are fitted to all machines, and the width of the rear mudguard deserves special attention. The outward appearance of the machine is particularly neat owing to the peculiarity of the frame.
In addition to the above, there is a 3½ h.p. ladies' machine, the frame of which was illustrated in The Motor Cycle at the same time as the new variable gear, with which, we may add, this particular model is fitted. The machine specially brought out for sidecar work is the 4½ h.p. 89 x 95 fitted with the variable gear. Mention must also be made of the lightweight 2½ h.p. 70 x 76. Except where otherwise stated the main features are the same in every case.
Page 1284
NOVEMBER 23rd, 1911.
The Olympia Show. –
LEVIS. No. 131.
Mahler Bros., Station Street, Birmingham. – Several of the interesting Levis lightweights are shown on the stand of Mahler Bros.
Continued: Levis 1912-1913
MONTGOMERY, No. 60.
W. Montgomery and Co., Much Park Street, Coventry. – Numerous types of sidecars, the manufacture of which is a speciality of the firm. These are made in three types – castor wheel, spring wheel, and rigid. The castor wheel has been strengthened for high-powered machines. The cross-member, which carries the pivot of the castor wheel, is additionally stayed by members running from the outer of the two main longitudinal stays. All types are fitted with a carrier behind for carrying a petrol tin and a luggage box.
The method of attaching the sidecar to the machine is interesting, the points of, attachment being fastened by means of a screw ring, which when in position is prevented from turning by a clip encircling the sidecar tube, and carrying a stud engaging with the ring. When this stud is placed in position, the thumbscrew is tightened and the ring is securely held in position. The rigid model possesses all the improvements mentioned above, while two grades are made of the spring wheel model, one being for machines up to 3½ h.p., and the other for more powerful motor bicycles. The sprung wheel is carried on a semi-elliptical spring, fastened rigidly at its forward end, and provided with a long shackle at the rear. Among the various types of bodies we may mention one to which straps are fastened for carrying a spare cover.
V.S., No. 166.
Martin Geiger and Co.. 44, Clipstone Street, Great Portland Street, W.– On the Hanover Rubber Co.'s stand, Mr. M. Geiger, well known to many as a consistent performer in A.C.U. trials a year or two ago, will be pleased to demonstrate the improvements made to the V.S. machines. The J.A.P. engines have been adopted as standard, an extra large tank is fitted, and among other improvements are large filler caps and 1 1/8 in. belts. The V.S. hub gear is a well-tried pattern, and is one of the few hub gears which enables the engine to be started by a thrust down of the pedals while the wheel rests on the ground. The V.S. 6 or 8 h.p. twin is an excellent sidecar machine.
VICTORIA, No. 211.
The Victoria Motor Cycle Co., Glasgow. – This is a well designed lightweight following standard lines, fitted with the increasingly popular Precision engine. The machine is sold properly equipped for the road. The 3½ h.p. mount has also Precision engine of 85 x 88 mm. and N.S.U. two-speed gear. Pannier toolbags are attached to each side of the substantial luggage carrier, and, like the smaller model, this machine follows standard lines throughout. The design remains unaltered, as its excellence has been thoroughly proved in the past.
TYSELEY TRICAR, No. 290.
The Bowden Brake Co., Ltd., Tyseley, Birmingham. – This machine is driven by an 8 h.p. engine, with V-type cylinders set at 60°. It has mechanically operated valves. The magneto is accessibly placed in front and driven by a short shaft off the timing gear. Gas is supplied by a Zenith carburetter. The engine and gear box are of the unit system. The gears work on the sliding principle, giving two speeds and reverse. The clutch is of the multiple disc type. Behind the gear box is a short cardan-shaft universally jointed at each end, and behind this is a bevel drive, whence power is transmitted to the wheel by means of a single chain. The control is arranged on car lines; an accelerator pedal is provided with two notches, the first allowing the throttle to be opened enough for starting and slow running. The body is coach-built and provided with high side door. The radiator is in front, following car lines. A runabout is also manufactured with four wheels and worm transmission.
The Motor Cycle, November 23rd, 1911.
The fact that the Tyseley runabout is manufactured by the Bowden Brake Co. Ltd. (Tyseley, near Birmingham) is a good augury for its practicability. It was perhaps the most car-like of all its class. Indeed, a balanced geared back axle was shown for use in a similar vehicle but running on four wheels, and no one would think of calling this anything but a motor-car. A two-cylinder V type water-cooled engine of 8.4 h.p., according to the R.A.C. rating, was mounted under a bonnet and behind the radiator. The Bosch magneto and forced lubrication were quite on carlines. A plate clutch conveyed the motion at either of two speeds to a short cardan shaft and thence by bevel gearing to a chain running to the rear wheel. The frame was of pressed steel mounted on laminated springs fore and aft. The wheels were wire-spoked and the front ones were set well forward, so as to get extra weight on the rear one for driving. The control was effected by a three-notch accelerator pedal. A comfortable high-sided, two-seater body was carried amidships, and the steering was, of course, by wheel, The brakes were both expanding bands on the rear wheel. [We] understand good business was done with the Tyseley, the price being distinctly moderate.
C.T.C. Gazette, January 1912.
LADIES' QUADRANT, Nos. 93 and 94.
On Monday morning a lady's model Quadrant (70 x 76 mm.) arrived. It has mechanically operated valves side by side. This is quite a practical open frame machine. The tank is carried at the top of the loop frame, and from its lower extremity to the saddle tube extends a flap which protects the skirt from the engine, and, since the latter is exposed to the air all round the cooling draught is not interfered with in any way. An Armstrong three-speed gear is fitted, also handle-bar control to the magneto.
Continued: Quadrant for 1912
The Motor Cycle, Nov 23rd 1911. Pages 1277-1286.
