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 to 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.
1911 Olympia Show - The Motor Cycle November 16th, 1911. Page 1213
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.
1911 Olympia Show - The Motor Cycle November 23rd, 1911. Page 1254
