1910 Cycle and Motorcycle Exhibition: Motorcycles
Note: this is a sub-section of the 1910 Cycle and Motorcycle Exhibition
Extracted from the Cycle and Motor Trades Review
Air Springs, Ltd.
Stafford. Stand No. 267X.
The A.S.L. are staging seven motor-cycles, one pedal cycle, and a Triumph motor-cycle fitted with the A.S.L. 1911 seat- pillar spring. Our representative was informed that, later on, during the Show week, there will also be on view the world's fastest 21 H.P. motor-cycle, the Martin A.S.L., which covered the kilometre at Brooklands on Aug. 17th in 32.76 secs.—a speed which works out at slightly over 68 miles per hour. The 3 H.P. model is fitted with J.A.P. or White and Poppe engine, whilst the more powerful machine has a 5 H.P. Peugeot. Handlebar control of air, throttle, and advance on magneto is arranged for both types, which it should be noted, are each light in weight and embody sundry improvements and modifications that have been introduced for the 1911 season. The pedal cycle has a single fork this year, and the "A.S.L.' seat-pillar spring is now attached to the tube by swinging links as in the motor-cycle model, thus giving better results than hitherto.
Alldays and Onions.
Matchless Works, Birmingham. Stands Nos. 82 and 83.
This firm have an extremely well-designed 3 H.P. motor-bicycle, up-to-date in every respect. The valves are mechanically-operated, and the engine is provided with a ball bearing crank shaft. The magneto is driven by an enclosed non-stretchable chain. The engine is free, the clutch and two-speed gear being in the hub of the driving wheel. The belt pulley is adjustable so that the correct tension can be maintained on the belt without the risk of unduly straining the bearings. The frame is low, and spring forks are provided. Ample petrol and oil tanks are fitted, a great point from the tourist's point of view. The machine is a very quick starter and the "pick up" on either gear is gentle. It will be noticed that the firm only manufacture this one size of engine, so that all the attention in the countless details that go to make up a perfect design has been bestowed upon the one model—a fact which we think the purchaser will appreciate.
Ariel Works.
Bournbrook, Birmingham. Stand No 40.
The Ariel motor-bicycles have square engines, that is to say, the bore and stroke are equal, both being in this case 85 mm. The valves are mechanically operated. A special feature of the 1911 de Luxe model is a device for modifying the compression at starting; in fact, the makers guarantee the machine to start at a walking pace in less than 10 feet. The device consists of a secondary projection on the exhaust cam, or opposite to the main one, and somewhat to the side of it. By moving a small lever on the handlebar, the cam as a whole is moved along, and the smaller projection lifts the exhaust valve slightly on the compression stroke. The charge being reduced in density, is more easily fired, and the machine starts off in a most docile manner. The variable pulley, which can be adjusted while riding, is a feature for 1911, as it was for 1910; it is made for use either with or without pedalling gear. Quite a large number of improvements are to be found in different parts of the machines and their equipment. The carrier and tank are on the new lines, and the latter is fitted with larger filter caps, moored to the tank, to prevent loss, inclined lubricating pump, a petrol feeder for ungumming the piston, a ratchet action cut out, which can be operated by the hand, as well as the foot, etc., etc. The new Ariel side-car attachment should be examined, and the fact that the Ariel made the second best time in its class in the T.T. race should not be forgotten.
Bat Motor Manufacturing Co.
Kingswood Road, Penge, S.E. Stand No. 85.
The Bat has scored consistently for many years past, and by present indications it should certainly be "not out" at the close of 1911. The success of these machines has been largely due to the excellent spring fork and spring frame with which they are constructed. In fact, the Bat is one of the very few spring frames with a long experience behind it. This is wisely retained for next season, except on the new T.T. models, and the spring fork has been improved in the matter of springs themselves. As usual, there is a good range of types, including a single cylinder 31-4 H.P., and two twins of 5-6 H.P. and 7-8 H.P. respectively. The T.T. models belong to the single and twin classes, and have ball bearings to the crankshaft. All the motors are Japs, and all the roadsters have the magnetos driven through ball bearing bevel gearing, and automatic lubrication. The stands, carrioers, mudguards, tool bags, and other details have been revised and improved. IN umber plates, butted tubes, and a complete set of tools are included with each machine, while the tank fillers have been made larger, and petrol filters now form part of the standard specification. Several of the machines have two-speed gears, and one is fitted with a side-car. The Bat Manufacturing Co. are open to appoint agents where not already represented, if they will contract to take as many machines during the season as were sold in their district in 1910. A very fair proposition.
Bayliss, Thomas and Co.
Coventry. Stand No. 39.
The Excelsior motor-bicycle has done much to uphold the old name during last season, and the new models may be expected to add to its fame. The standard pattern has a variable pulley giving gear variations between about 4 to 1 and 6 to 1, while a new model is introduced having a two speed gear in the back hub. The gear .is of a convenient type, allowing of starting without jacking up the rear wheel, and is therefore particularly well adapted for side car work. Special attention has been paid to the mud-guarding of the front wheel, which latter is mounted in a Druid 'spring fork. The petrol tank has a capacity of well over a gallon, so the rider need not run dry before he can take in an even two quarts when refilling on the road. In all there are four models—the Tourist, without pedals, the cone clutch free engine type, with pedals, the 3 H.P. two-speed model, and the 24 HT. light twin Autolite, with two-speed gear, free engine and footboards. The Autolite reflectors must not be missed.
Birmingham Small Arms Co., Ltd.
Birmingham. Stand No. 66.
In motor-bicycles the B.S.A. machine, for next season are certain to become popular, and the name of the makers is quite sufficient guarantee that neither of the patterns manufactured have been placed upon the market without most careful testing. Both machines are of the same H.P. and type, in so far as single cylinder motors are employed, but in the more expensive pattern a free engine is fitted. We certainly think that the public are showing a preference for free engine machines, and that such types will gain in favour and, perhaps, finally supersede the fixed engine variety, which is certainly not so easy from the mounting point of view, and is somewhat more difficult to control. We think that the B.S.A. Company has done very wisely in offering both types to their agents and customers. The frame is of the parallel top-tube pattern with extra tubular stay to the head. The front fork has a horizontal hub action with main and buffer springs. The magneto is chain driven, and enclosed in an aluminium cover. The pedal brake acts on a dummy belt rim. The drive is by belt. with adjustable pulley, and pedalling gear is fitted. The details of this fine machine are particularly good.
Bradbury and Co., Ltd.
Wellington Works, Oldham. Stand No. 81.
The Bradbury motor-bicycle is introduced in two forms for 1911 namely, the roadster and the light roadster or 'Tourist, Trophy, the latter weighing some 301bs. less than the former. The excellent feature of using a steel crank case and making it an essential part of the frame is retained. The fitting of a cross tube below the tank is thus avoided and there is good clearance both above and below the engine. The Brown and Barlow carburetter and Bosch magneto occupy the usual positions and the former is handlebar control. Inverted levers under the handlebar operate the exhaust lifter and the front wheel brake. A low position is secured for the saddle by providing a lug behind the upper part of the .diagonal tube to receive the saddle pillar. The front fork is provided with links and springs on the parallel ruler principle. Transmission is by belt and variable pulley. The tank is held in place by cast steel clips and is fitted with a petrol filter. The rear brake is operated by a pedal mounted independently of the foot-rests, which are provided with rubber pads. The tool bag is furnished with an improved set of tools and is securely supported at the back of the carrier and sufficiently below it to give a clear platform. The roadster models are specially adapted to stand sidecar work, the lighter pattern is without pedalling gear. These excellent machines are not sold to the public direct, but to retailers only.
Brown Bros., Ltd.
Gt. Eastern Street, London. Stands No. 173-177.
The Brown motor-bicycle for 1911 has an engine of slightly larger bore and stroke than its predecessor of 1910, the dimensions being now 86 nun. by 86 mm., instead of 85 mm. square. A very excellent feature is the provision of adjustments to the valve tappets. The crankshaft rotates in ball bearings. The magneto is located in front of the crankcase, over the exhaust silencer, and the handlebar controlled carburetter is close up to the back of the cylinder. The top tube meets the bottom one at the head, the upper part of the socket being strengthened by a web. This brings the top down to 29ins. from the ground, about as low as it is possible to get it without bends. The drive includes a rubber belt and variable pulley. The front fork is of the double row type, and the upper end is linked to the top and bottom of the head, which is suspended by other links from a collar bearing on a central main spiral spring, and surmounted by a buffer spring. The lamp bracket is specially strong, and is incorporated with the handlebar lug. The T.T. Brown is a good deal lighter than the full roadster, and is sent out without pedalling gear, but either a rigid or a spring fork can be had, to meet the rider's wishes. Messrs. Brown Bros. are open to appoint agents here they have no representatives and terms will be supplied on application.
J. T. Brown and Sons.
Reading. Stand No. 269, Annexe.
The Midget Bi-car is a motor-cycle with a personality. It is in appearance quite distinct from the majority, and by its claims commends itself to the notice of riders who require something different from the standard type. The open frame type, suitable for either lady or gentleman, has all its parts enclosed, thus giving protection from dust and wet, while presenting a decidedly neat appearance. This machine is handled as a car, by means of the automatic variable pulley, and free engine device. The engine fitted is a 3.75 H.P. "Precision," equipped with B. and B. carburetter and Eisemann magneto, and the machine is completed with Druid spring forks, Dunlop tyres and belt, and Brooks saddle. A neat side-car is also shown.
Calcott Bros., Ltd.
Coventry. Stand No. 59.
The Calcott 3.5 H.P. motor-cycle is of neat yet distinctive appearance. The steering head, with Druid spring fork, has an easy rake, and the handlebars are designed for comfort. A nicely panelled tank and low rearward position of saddle, together with the centrally hung engine, combine in making this a smart-looking machine. The engine is of 85 mm. bore x 85 mm, stroke, and is built by White and Poppe. The Bosch magneto is driven by a chain in an oil-bath case, and is protected by an ample patent leather, screen, which reaches down below the silencer. The B. and B. or Amac carburetter is fitted to choice. Transmission is by Lin, rubber belt and a foot-operated brake acts on the belt rim. The pedal for this brake is anchored to the frame forward of the engine and not on the footrest, a point which saves trouble in case of damage to the footrest by a spill. The other Calcott model is a lightweight, fitted with single cylinder of 62 mm. x 70 mm; Bosch magneto, Druid spring forks, and a Lycett saddle are fitted, the machine complete being priced at £32. The price of the 3.5 H.P. model is 45 guineas.
Calthorpe Motor-cycle Works.
Birmingham. Stand No. 52.
The six Calthorpe models illustrate three different patterns of motor-bicycles. The standard touring machine is fitted with an engine measuring 86nnn. in the bore and 88 in the stroke. This is rated at 3.75 H.P., and we should think this power is by no means over-estimated. The valves are, of generous dimensions and are both mechanically operated. Belt trans- mission is employed with a variable pulley. A Brown and Barlow carburetter and high tension magneto supply the gas and the means for firing it. There is a specially designed cut-out on the silencer. A good deal of care has been bestowed on the tank and its accessories. It is fitted with large, quickly detached tillers, and a combined filter and petrol gauge. Lubrication is effected by a drip feed oil pump. Last, but not least, the frame is designed so as to afford a very low saddle position. Another specimen is similar to the above, but has a side-car attached, and is similarly equipped with as L.M.C. free engine and two-speed gear. Then there is a third with another style of frame even lower than the first. Probably the most interesting of the lot is the new Tourist Trophy model. This has a short stiff frame and rigid stayed front fork. Pedalling gear is, of course, absent, and the foot-rests are adapted to operate a powerful brake on the belt rim. Weight has been studiously reduced while maintaining strength and the horse-power per lb. rating works out very high. The prices are attractive both to the agent and rider, and the company's motto continues to be " Wholesale, and to the Trade only."
[[Chater-Lea|Chater-Lea, Ltd.[[
Golden Lane, London. Stand No. 248.
This is one of the most important stands to the trade. Chater-Lea stuff is good and Chater-Lea goods can generally be found to suit any special want, whether it is a lug or a runabout, a three-speed gear or a wrinkle, which last is often worth so much and costs less than little. The motor-bicycles range from the No. 8 single to the No. 7 twin. The first has the capital little 2.5 H.P. Jap motor, gear-driven magneto, and Druid spring forks. Next comes the No. 9, with 4 H.P. engine of either Chater-Lea or Jap manufacture; a feature here is the low saddle position. On the 8 H.P. the new Chater-Lea twin engine is standard, though a Jap can be had at a slightly increased charge. The piston has a lubricating groove, and springs are fitted to the valve tappets to ensure their giving close attention to business. Air spaces are formed between the valve pockets and the cylinders. The cylinders are set at 50 deg., and the bore and stroke are both 85 mms. The new standard No. 7 is specially designed for passenger work. It has either a 6 H.P. Jap motor or an 8 H.P. Chater-Lea, and is turned out complete with three-speed gear box and multiple disc clutch, both these items being fitted with ball bearings. A sample of this machine is to be found outside Olympia for the purpose of giving intending purchasers a trial run. The de Luxe edition of the No. 7 has the new C.L. 8 H.P. twin motor, described above, voiturette tyres, and an extra large saddle. We fear C.L. in this case is apt to be interpreted Chartered Libertine, but that is a matter for the purchaser and the police. The side-cars have been improved in detail and are fitted with wicker, cane, or coach-built bodies according to price. The registered detachable joints are, of course retained.
H. Collier and Sons, Ltd.
18 Herbert Road, Plumstead, S.E. Stand No. 43.
The "Matchless" motor-bicycles are very well known by reason of their many successes upon the racing track and also in numerous trials. Amongst the improvements which will be noticed in the new models are a new free wheel on the
rear hub, a very neat and effective cut-out, an adjustable belt pulley, and in the case of machines designed for sidecar work a double adjustable pulley for twin belts. One pattern will be fitted with the Armstrong Triplex gear. In the cases of the 3 H.P. single-cylinder and the 6 11.P, twin- cylinder engines mechanically-operated inlet valves are fitted. A special feature in the 1911 productions will be the "Passenger Matchless," which is provided with a 6 11.P. twin-cylinder motor. The rear wheel is fitted with a 3in. tyre-really such as would commonly be employed upon a light car. A two-speed gear and free engine clutch are provided, and the side-car is very neat and easily detachable. We think that, considering the special attention that has been given to the really important point of adequately tyring the driving wheel and the provision of two driving belts passing over double-grooved pulleys, this machine will come in for a very considerable amount of attention from motor-cyclists who are enthusiasts on side-car machines.
Corah Motor Mfg. Co.
King's Norton. Stand No. 72A.
This is a very attractive exhibit, introducing as it does the first serious attempt to produce a motor-cycle fitted with a piston valve engine. the engine generally follows standard lines, but the valve chamber is enlarged to accommodate a small piston, which is rotated by suitable gearing. This piston is pierced by two channels, connecting respectively the induction and exhaust pipes with the cylinder. The bore and stroke are 85 mm. x 8zi mm., and, being of standard size, its efficiency can be readily compared with other types. The machine is fitted with a two-speed gear, and has worm drive and spring shaft. The mudguards are of special design, and the Corals spring forks and a spring seat pillar are also fitted.
Douglas Bros.
Kingswood, Bristol. Stand No. 89.
Probably there is no more saleable motor-bicycle on the market than the Douglas. It is a machine that has steadily improved, and the programme offered for 1911 is a most inviting one. It includes several different models, one having a partly-open frame, which with careful design and low weight make it very suitable for use by the gentler sex. The single geared, pedal-equipped 2i H.Y. may still be considered the standard pattern. The engine is now fitted with compression taps, and has been brought some 2 or 3 inches nearer the ground, and the saddle has been lowered nearly as much.
The front fork is the now popular Druid. The lubrication pump has been enclosed in the tank, but its action can be inspected through a window. One of the special features for 1911 is a two-speed gear this is fitted at the bottom bracket, and is operated by a sliding dog. It is connected by a chain to the engine, and a belt to the rear wheel. Further, it may be accompanied by an internal cone clutch, and a starting handle fits on the countershaft. The two-speed model has footboards and pedals for operating the rim brake and clutch, the latter pedal being at the side of the clutch itself. The change speed lever is above the top tube. The rear part of the front wheel is well mud-guarded, and the improvements are also noticeable in the front brake and exhaust lifter levers, lower lamp bracket, phosphor bronze instead of steel connecting rod bushes, stronger and larger carrier, and other details of importance.
East London Rubber Co., Ltd.
Gt. Eastern Street, London, E.C. Stands No. 51 and 202.
This firm show the well-known "Kerry " motor-bicycles for next season. There is the " Standard," fitted with a 3i H.P. engine and a greatly improved petrol tank which will be appreciated by the more experienced motor-cyclists. Then there is the " Tourist Trophy " model, which follows much upon the same linos, having a motor of the same power. The saddle is placed low and the handles are brought still further back.
To meet the rising demand for two-speed machines the firm have a 3i H.P. of this type; but, as there cannot be the least doubt that there is likely to be an increasing demand for light-weight motor-bicycles, there is also a pattern provided with a 24 H.P. motor, but also having a two-speed gear. A neat spare belt and inner tube carrier is attached to the rear guard, the outer face of the case being utilised for the registered number. A special feature of the exhibit is the numerous motor-cycle accessories, which will be appreciated both by the trade and the public.
The Enfield Cycle Co., Ltd.
Redditch. Stand No. 75.
The Enfield motor-bicycle has had a very good season, the little Kharki twin being frequently met on the roads. A still better season is anticipated in 1911, and one or two material alterations are introduced. Firstly, the power has been increased, the bore and stroke being now respectively 54 and 75 millimeters, the present-day popularity of the long stroke being fallen in with. A more radical departure consists in the adoption of chain drive, but without dispensing with the pedalling gear. This is accomplished in the following fashion A sprocket wheel is mounted on the engine shaft by means of a friction clutch, which allows for a certain amount of give to the engine impulses. On the end of the bottom bracket are two chain wheels, a large and a small one. The first is coupled up to the engine sprocket, and the second to a sprocket on the road wheel by endless chains. The magneto is arranged behind the bottom bracket and is driven by a shaft, which passes through the foot of the diagonal tube, which is forked for the purpose. The cylinders are arranged at 60 degrees to one another, and the valves, all of which are mechanically operated, are arranged at the back and the front of the cylinders instead of between them. The front fork is mounted on parallel links, the top links being extended to carry one end of an anti-vibratory spring, the other end of which is fixed to the cross bar of the fork above the tyre. Inverted levers are fitted to the steering handles. The Bowden 'wires connected to these, as well as to the carburetter control levers, are enclosed within the handlebar tubes, and issue from an aperture below the lamp bracket, which is formed in one with the lug on the top of the handlebar stem. In addition to the front rim brake a pedal brake operates on a dummy rim fixed to the back wheel on the two-speed machine. An ingenious and convenient idea consists in fitting all the connections to the tank at one side so that the tank can be easily withdrawn from its position in the frame towards that side.
F. B. Goodchild and Co., Ltd.
London. Stand No. 31.
The "A.C." sociable tricars, for which this company are sole selling agents, have become well-known by reason of their many successes this year. Practically no alterations have been made in the new models, but types showing the various applications to which these machines are being put are of more than passing interest. The "A.C." ambulance has accommodation for two patients besides the driver, and will appeal to those interested in first-aid practice. A model has also been evolved as a gun-carriage, and this was made good use of in the recent Army Manoeuvres. For business firms also this machine has proved a boon, as is evidenced by the large number now in use. The standard pleasure type, fitted with hood, wind screen and luggage carrier, is a particularly taking little vehicle for two.
Grandex Cycle Co., Ltd.
28 Gray's Inn Road, London, W.C. Stand No. 46.
This is a new firm to exhibit motor-cycles. The Grandex lightweight has a H.P. Jap or Precision engine, Druid spring forks, Lycett saddle and rubber belt, and Amac or Brown and Barlow carburetter. The B.S.A. free-wheel hub is fitted, Bowden brake on the front wheel, and pulley brake on the back. The retail price is 33 guinea,s, including carrier and stand. The 4 H.P. model has a Jap motor and costs the rider 8 guineas more. One town, one agent, is the Grandex simple policy.
Green's Motor Patents Syndicate, Ltd.
55 Berners Street, London, W. Stand No. 94.
It is several years since the Green Motor was introduced to the Shows, but it has not been idle meanwhile, as witness the aviation exploits accomplished with it. Watercooling is the Green watchword. The cylinders have copper water jackets and overhead valves. Two small honeycomb radiators are arranged, one on each side, and the water circulates naturally through these and the reservoir in the tank. The tank as a whole is made to serve as a member of the frame in place of the usual top tubes: a capital idea. Both valves are mechanically operated, and their seatings are detachable - as they ought to be. The Syndicate invite agents to communicate with them, and we understand the terms offered are very favourable.
Hendee Manufacturing Co.
184 Gt. Portland Street, London, W. Stand No. 58.
The "Indian" motor-cycles have made a great name for themselves during the past season, and the patterns for 1911 will certainly increase their fame. In the first place it will be noticed that the fixed drive has been entirely done away with both in the single and twin-cylinder types. The clutch is fitted to the bottom bracket immediately behind the engine. The countershaft is driven from the engine, and the power can be transmitted or not as the hand clutch lever is moved. In addition to an actual engagement, after the free position any amount of slip can be obtained for starting purposes, owing to the clutch being of the metal-to-metal disc type. . The same clutch is employed on the two-speed gear machines and in the case of the latter it should be noted that the top gear is direct, the lay shaft running idle. The gear is contained in a very neat case and is simplicity itself, and although amply strong, does not add materially to the weight of the machine. The 'Indians are, of course, provided with excellent spring forks. A feature that at once catches attention is the wide mudguards employed, and the fact that the front wheel guard is provided with side flaps, which should greatly protect the engine and also the rider's legs. There has been no alteration the overhead inlet valves mechanically operated, nor yet in the mechanical lubrication. We certainly think that the days of automatic inlet valves are over in the case of motor-cycle engines, just as they are in car practice.
Hobart Bird and Co., Ltd.
Coventry. Stand No. 37.
Hobart Bird and Co. have done very well with the Handy Hobart during this season and have quite an extensive assortment of motor-cycles for next year. One of these is the Hobart lady's bicycle, which is constructed with a drop frame, and a carefully shielded belt drive. Indeed, engine and all working parts are all carefully enclosed, and there is no chance whatever of the rider's skirts becoming entangled upon any projection. Amongst the improvements to be noticed upon the 1911 machines is the Hobart heel brake, acting upon the belt rim, and operated by the rider's heel depressing a conveniently placed pedal. The petrol tank has also been slightly altered in design and is provided with a neat petrol gauge. It should be noted that any of the models can be obtained, if desired, with two-speed gear and free engine, the charge for this alteration being quite moderate.
The Hobart has quite established its position in the motor- cycling world, and will no doubt do excellently in 1911. The company will be glad to hear from agents where not represented.
F. Hopper and Co.
Barton-on-Humber. Stand No. 88.
These motor-cycles have a well chosen name in the "Torpedo." There are two patterns, the 31 IT.P. with ball bear- in motor, adjustable pulley having ratios from 4 to 1 to to 1, Brown and Barlow carburetter, and 2-lin. tyres. The light-weight has a 2 H.P. motor, Amac carburetter, 6 to 1 gear, and 14 studded tyres. Simms magnetos and Lyso belts are used in both cases, while the tyres are Dunlops. The weight of the full roadster with carrier and stand is reckoned at 160 lbs., while the light-weight is well under 100 lbs.
Humber, Ltd.
Coventry. Stand No. 53.
The 1911 Humber motor-bicycles comprise the latest edition of the well-known 3 H.P. touring model and the 2 H.P. which was introduced during last season. In its simpler form, the 3 H.P., has a direct drive, and is fitted with pedalling gear, but the more characteristic equipment is that comprising footboards and a two-speed gear and free engine clutch constructed under the Hoc patents. In its present form both ends of the band which bring the high gear into operation are jointed. Hitherto one end has been anchored, and only the other end moved. The later construction, by increasing the dint of the operating mechanism should last for a longer time without calling for adjustment. The motor itself remains much as last year. The bore is below, while the stroke is above the average, viz. 83 mm. by 90 mm. The spark is obtained from a forwardly placed magneto, gear driven from the exhaust valve cam wheel. The carburetter is a -Brown and Barlow; as on so many other high-class models, and this is set transversely close to the back of the cylinder. The craze for a dropped back frame has not been followed, and a low position for the saddle is obtained by mounting it on a pillar telescoping into the horizontal top tube. The cross-stayed handlebar is an excellent feature in these machines. The parts of the double tank are single sheet stampings, and enclose the top tube. The new 2 H.P. lightweight is a particularly attractive machine. The little cylinder, with its 60 mm. bore, looks rather diminutive, but the way in which it has performed in hill-climbing, reliability and speed trials lie its appearance. Probably the comparatively long stroke - 70 mm. - and the off-setting of the cylinder have a good deal to say to the attainment of the power which is undoubtedly developed. It is interesting to see this practice of setting' the cylinder in advance of the crank axis—which is fairly common in car construction—introduced into motor-bicycles. In this model the magneto, which is still gear- driven, is arranged just behind the cylinder. This involves a somewhat longer inlet pipe, but that is not wholly disadvantageous. The engine pulley is adjustable between 5.5 to 1 and 8 to 1, and a 5/8in. rubber belt transmits the power. The tyres, 14in. rubber studded Dunlops, are on the small side, but the weight is given as about 90 lbs. only. The petrol tank has a capacity of about a of a gallon. In both models a spring fork of the Druid type carries the front wheel, and the outfit includes tubular luggage carrier, stand, and number plates. The 1911 Humber team is a very strong one.
James Cycle Co.
Birmingham. Stand No. 49.
The James motor-cycle was one of the biggest novelties at the last Show, and it is safe to predict that few will attend this without inspecting the exhibit. The open frame, which permits access to and replacement of a tyre without disturbing the wheel, is one of its chief features, and the addition of springing throughout, together with a multiple disc clutch, will still further enhance its reput3tion. In addition, a machine of standard design, fitted with the same engine, is included, the outcome of representations made to the company by riders who recognised the speedy qualities of the James engine, but who desired a machine built on conventional lines. The new model is a workmanlike mount, and at £48 should find a number of buyers. It is offered in both the Tourist and T.T. types.
Lloyd Motor and Engineering Co.
132 Monument Road, Birmingham. Stand No. 95a.
The 1910 model L.M.C. has proved good enough to retain without substantial alteration for 1911; but an alternative pattern is introduced for short riders, the frame of this being brought down some 3ins. lower at the back so that the reach from the saddle to the ground is only 27ins. The L.M.C. Auto Vans pulley and free engine, and L.M.C. footboard starting device form prominent features, while something of a novelty consists in a pillion seat with footboard, rail and guard for a lady passenger. The most interesting item, however, is the new model T.T. pattern, especially the engine, which is to be seen, but on account of pending patents cannot be described at present.
Maudes Motor Mart.
Stand No. 271.
Of the machines handled by this firm many are well-known models, for which they are selling agents. These include the Ariel, Enfield, Rex, Motosacoche, A.J.S., Matchless, Hobart Bird. F.N., etc. In addition, they have now introduced a motor-cycle, and also a side car of their own, under the name "Portland." The motor-cycle of 3.75 H.P., has a. Peugeot or J.A.P. engine to choice, B. and B. carburetter Bosch magneto, Druid spring forks, and tyres to choice. The price is £40 with the Peugeot and £38 with the J.A.P. engine. The side car is fitted with al in. tyre, Continental or Hutchinson, to choice, and sells at 5 guineas to 7 guineas, the latter being a de luxe model with cane basket work.
Mills-Fulford.
Coventry. Stand No. 33a.
As one of the few firms who lead the way in the sidecar market Messrs. Mills-Fulford are justly famed for the popularity accorded to their models. They have fitted their cars to practically all standard types of motor-cycles, and the experience thus gained has proved of immense value to them in catering for the growing demand. One of the chief drawbacks in the use of the side-car has been the difficulty experienced with some makes in securing easy and rapid attachment or detachment, but the 1911 Millford sidecars will all be fitted with a new form of clip, which makes it possible, and certain. to effect the result desired in less than a couple of minutes. Previous patterns relied largely upon a shank fitting tightly into a tube, an arrangement which sometimes had a tendency to stick. The new method gives us a threaded shank which enters easily, and when in position is securely locked by a large nut and spring washer. Of the models the well-known Radial Castor wheel is now to be had in a heavier type for high powered machines, and in this the wheel is supported from the back as well as the front. The spring wheel design is also to be obtained fitted with a high grade coach-built body as well as those of wicker or cane. The popular rigid side-car, which undoubtedly has most, adherents, retails with a plain-wicker
clime at eight guineas, and with a smartly upholstered cane' chair at eleven guineas. The firm are also marketing a cheaper model, called the "Herald," at as low a figure as six guineas. Milford side-cars are also to be had adapted for tradesmen's use; the frame is low to admit a large hamper or box, and the design should appeal to those who specialise in quick delivery of goods by economical means. A very special point is the spring bolt attachment to the back connection, where a spring bolt passes through the joint and is retained by a peg-cottar, held by a countersunk slot, but easily removed by means of a ring. This bolt can be taken out in less than one second.
Montgomery and Co.
45 Queen's Road, Coventry. Stand No. 47.
This firm, which was the first to introduce the flexible side-car; have no fewer than six different models for next season, each varying in price, from £8 to £14 10s. For some seasons past the "Montgomery" system of attachment has been well-known, and it has proved a great success. Now its new patent system of springing, designed to absorb all shocks likely to reach the passenger, will demand attention, whilst the special attachments which give facilities for perfect alignment is a great point. A further feature is the adjustable wheel, which permits the side wheel to run perfectly parallel with the driving wheel of the machine. The result is naturally for more easy steering. Agents for motor-bicycles of sufficient horse power for side-cars will do well to communicate with the Montgomery Co.
Morgan and Co.
Worcester Road, Malvern. Stand No, 250X.
In order to meet the growing demand for a runabout, capable of accommodating one person and a goodly quantity of luggage in a more comfortable position than the standard type of motor-cycle affords, this firm are introducing their latest model. It has a spring frame, with tiller steering, carries either a 4 or an 8 H.P. air-cooled J.A.P. engine the fore part, and is fitted with a metal-to-metal clutch and two-speed gear, and weighs complete about 4 cwt. The low, comfortable seating, and the absence of danger from skid- ding in wet weather must commend this machine to notice.
Moto Reve Co., Ltd.
Stand No. 93.
With an obvious "boom" in lightweight motor-cycles ahead, smart agents will immediately seek for this stand, because this particular firm are past-masters in the art of motor-cycle productions of the lightweight class. For 1911 they have two types, the 2.75 H.P. and the 2 H.P., the latter being obtainable with a dropped frame for the use of lady cyclists who are taking to motor-cycling, as many are. In both these types a free engine is provided, a point which seems to us to be particularly important so far as ladies are concerned, for it cannot be denied that starting is fixed engine machine by the mere pedalling is too great a strain upon many of the fair sex. It will be noticed that there are a great number of detail improvements in the "Moto Reyes" for the coming season, improvements too numerous to mention in a short space, but all tending to the general Perfection of the machine. Feeling perfectly confident that the next year will see an enormous demand for lightweight motor-cycles, we would. advise agents to make a careful inspection of the "Moto Rove" stand, because it will mean good business for them. It most be remembered that the firm make a point of dealing, so far as possible, with the trade, and that sole agencies for districts is a feature of their system of business. But apart from these purely business considerations it cannot be denied that the "Moto Reve" is a machine which ought to be seen by everybody interested in motor-bicycles of the lightweight class. It has many excellent features, and it must be remembered that it is really built as a lightweight mount, and is not a kind of go- between.
Motosacoche, Ltd.
Holborn Viaduct, London, E.C. Stand No. 36.
Very little alteration has been made in the Motosacoche for next season, for the very simple reason that the machine as a whole has proved so satisfactory and popular that it is difficult to see where improvement is possible. Catering entirely for the believers in handy lightweight motor-bicycles, the "Motosacoche" has come to be regarded as the machine of its class. For 1911 the actual bicycle has been very slightly modified in order to give a better clearance and more perfect alignment for the belt, whilst in addition to this a. belt rim brake. is added. For those who desire a somewhat faster type the company are bringing out a 2.5 H.P. model in which particular attention has been given to the balancing of the engine, with the result that it is, claimed that vibration is completely overcome. This new type is capable of high speeds, and yet, on account of the flexibility of the motor, it will run quite as slowly as the smaller pattern and will start equally easily. Mechanically operated inlet valves are fitted to this type. The ladies "Motosacoche" has been improved, and is designed for moderate speeds, being geared sufficiently low to enable the motor to take the rider up practically any hill on a main road without pedalling. In spite of this there is not the least tendency to overheat.
New Hudson Cycle Co., Ltd.
Birmingham. Stand No. 64.
For the second time in the history of the wheel world a New Hudson motor-cycle is exhibited at the annual show, and to specially mark the occasion the company have something quite out of the ordinary to attract and claim attention. A lightweight that will go anywhere and do anything. That is the proposition. Bold, if you will, but the pro- vision made to this end is certainly good enough to warrant a. big possibility of success. Let us look at it more closely. A neat design of frame and power unit, beautifully flashed and fitted out with the best quality of accessories, a genuine modele de luxe. The engine is of 4 H.P. powerful enough to take one a long way without undue effort. But should a hill meet one there is a three-speed gear, surely sufficient for the most uncompromising gradient. For traffic work there is a free engine, a refinement the value of which can be easily gauged. The frame of the machine is cut away at the saddle pillar leg to allow a low position for the saddle. The tank is shaped to correspond with the curve of the frame, and is also bevelled, producing a neat effect. The lever for operating the change speed gear is clipped to the left side of the tank at its rear end, where it is easily accessible. The specification is completed by Dunlop non-skid tyres and Brooks saddle. The list price is 45 guineas. Other New Hudson models are the lightweight without change speed gear at 35 guineas and the 3.5 H.P. at 48 guinea. After the many interesting features of the three-speed lightweight, these latter appear ordinary, yet the 3.5 H.P. is a machine' likely to make a big name for itself in the near future. We were very much impressed by its smart and workmanlike appearance.
The Norton Mfg. Co., Ltd.
Deritend Bridge, Birmingham. Stand No, 56.
Mr. Norton has an exceptionally good team of motor bicycles for 1911, and it is impossible to do justice to them within the narrow limits of a Show report. One of the greatest novelties here or elsewhere is the Nortonette, a 2 H.P. two-stroke machine, designed to serve as a hack; the weight h. been got down to about 65 lbs. The 24 H.P. Miniature comes ont at 40 lbs, more than this, but it has spring forks and 2in. tyres, besides a four-stroke motor. Both
these models are also built as ladies' machines. The 34 H.P. Unapproachable, upon which Mr. Norton has performed some creditable feats, is improved in detail. The "Big Four" has a single-cylinder engine of 82 and 120 mm., and should be a fine steed for passenger work, especially with the two-speed gear. There is also a 5 H.P. twin, and last, but not least, a Tourist, Trophy model. The bore and stroke of this are 79 and 100 mm. respectively. The wheel base is short and a special spring fork is .fitted. The steering and brakes are designed with a direct view to the terrific trouncing a machine gets in this race.
The N.S.U. Motor Co., Ltd.
186 Gt. Portland Street, London, W. Stand No. 91.
In addition to the 14 and 24 H.P. - the latter of the twin-cylinder class - which this firm have manufactured with such success during the past season, and which will - with sundry detail improvements - be continued during the coming season, two entirely new models have been brought out which must appeal to that ever-increasing class of motorcyclists who like comfort and luxury. The first of these machines is a 2 H.P. single-cylinder, with mechanically-operated valves, spring fork and spring frame; whilst the second is a 3 H.P. twin-cylinder machine, in which the same system of spring fork and frame is employed. Both these types promise the acme of comfort to their riders and should prove ideal mount.
The N.S.U. standard touring machines are also constructed in single and twin-cylinder forms, the powers being 3.5 and 6 H.P. respectively. Both are provided with very efficient spring forks and a specially strengthened frame. In passenger machines the 6 H.P. twin-cylinder with side-car is retained, and also the tri-car of the same power, but, of course, not convertible. This latter machine is very efficient, and owing to the medium power of the engine is generally more satisfactory than the extremely high-power tri-cars tried some few seasons back,
Nye and Co.
69 Leather Lane, Holborn, S.C. Stand No. 43.
Nye and Co. enter the motor arena, with machines of their own for, the first time. They are called the N. and C., and are of two separate patterns, the tourist and lightweight. The former has 3 H.P. precision engine and low back frame; the Tourist Trophy edition of it has specially shaped cams for competition work; another variety has the motor set specially high for Colonial use. The lightweight has a 2.5 H.P. Precision motor, the firm being agents for these engines, which they also show separately. Bosch magnetos and Druid forks are fitted to all the N. and C's, and the lubrication pump is arranged conveniently near to the saddle. The machines are sold complete, with all usual accessories and spares. Nye and Co. are open to appoint agents.
Phelon and Moore, Ltd.
12 Mortimer Street, London, W. Stand No. 87.
The 3.5 H.P. model for the coming season embodies a free engine and two-speed gear. The valves are mechanically operated and the drive is by means of a chain. A feature of the machine is the very low saddle position, which is now so popular. The motor is provided with a starting handle, and the clutch is so gentle in action that the machine 'nets away very sweetly and without any jerk or risk of stopping the motor. Of course, spring forks are employed. In the case of the 2 H.P. model a two-speed gear is also provided, but in this machine the motor has automatic inlet valves. In other respects it follows very much upon the lines of the more powerful type, having a free engine and handle starting. Chain transmission is also employed. A special feature is that this machine can be obtained in all- weather finish, a fact which must appeal to enthusiastic riders. A special Colonial model is built by the firm, and this is provided with 2in. heavy " Kempshall " tyres, all weather finish, and a crankcase clearance of Nin. Extra large petrol and oil reservoirs are also fitted. On all the machines a special fixing is employed for the mudguards, and the front wheels are removable in a moment, so that tyre troubles lose a good deal of their terrors.
Premier Cycle Co., Ltd.
Coventry. Stand No. 63.
The Premier motor-bicycles still consist fundamentally of a 3.5 H.P. single cylinder model and a 3 H.P. twin, but there are three embodiments of the former to one of the latter. ft is the twin, however, that attracts most attention. Several changes are noticeable from last season's pattern. The fly-wheel is now enclosed, and the cylinders are no longer at 90 degrees. Although the angle has been reduced an ingenious device has been adopted for retaining the equal firing intervals. One of the big ends bears direct on the big end in the usual way, but the other takes the form of a pair of sheaves bearing on eccentrics formed each side of the first big end. The inlet valves are inverted and are operated mechanically by long rods and rocker arms. The magneto is arranged behind the crank case and is gear driven. Double cams are employed, one part operating the exhaust valve direct, and the other lifting the inlet rod through an interposed lever. The exhaust pipes are straight and each delivers into its own silencer. The radiating fins are horizontal, and the sparking plugs are directed fore and aft and are much more accessible than in some machines. The lubrication of the two cylinders is equalised by making the area of the apertures - the flanges at the top of the crank case of smaller area in the rear cylinder than in the front. Turning now to the single cylinder patterns, these also have a new engine. The auxiliary exhaust release consisting of a port at the bottom of the piston stroke was introduced during last season, but has now been considerably improved. A separate pipe but the port in direct communication with the muffler, and a non-return valve prevents interference with the fresh charges of mixture. In the new adjustable pulley the movable flange is locked by right and left-hand threads, and a washer of special form provides an almost direct lock to the shaft. One of the single cylinder models is fitted with the new Premier free engine clutch, and yet another is constructed as a T.T. racer. Speak- ing generally, the rider's comfort has received attention 011 the 1911 Premiers by lowering the saddle, improving the foot-rests and reducing the noise, the means for silencing the tap- pet gear being very well thought out. The Premier agency is a good one to get, and there area few vacant districts.
Premier Motor Co.
Aston Road, Birmingham. Stand No. 77.
The Premier Motor Co. have a particularly attractive bill of fare to offer for 1911. The two-stroke 31 H.P. single machine has not been greatly altered, as it was found quite satisfactory during the past season. An entirely new model will be introduced in the motorette sociability. This may be briefly described as a tri-car with the two seats side by side. This development of the body work is extended by covering in the back part of the machine, very much like the back of a beetle. At the front the passenger's com- fort is increased by an ample sloping dashboard, and a hood can be raised for bad weather. The frame is carried on semi-elliptical springs in front, and by single arm springs at the back. Two types are provided, one, a two- stroke with fan cooling, and the other, a four-stroke W ith water-cooling. In both cases there are two exposed fly-wheels, one at each end of the crank shaft, and the spokes of the flywheels are formed as vanes, either for the cooling cylinders direct or by drawing air through the radiator„ which is arranged in two parts on either side of the engine. The steering is effected by an upright tiller, which carries the control levers of the Brown and Barlow carburetter. A Bosch magneto is employed for ignition purposes. The lubricating oil is fed by hand pressure to a well in the forward extension of the crank case. Thence it drops at a predetermined rate into the crank chamber, where it is kept at a fairly constant level by the crank throwing any surplus into a recess which is provided for the purpose. The change speed gearing is of the Roc type, and is mounted in the back hub, but a plate clutch is employed instead of usual band clutch for the high speed. The brake pedal is provided with a ratchet so that the foot is relieved in descending long hills. In addition, the company have some of their well-known rigid side-cars.
Quadrant Motor Co.
Coventry. Stand No. 270 Annexe.
Three models comprise the arrangements for the 1011 Quadrant motor-cycles, these being the standard 4 HP., a 4 H.P. for passenger work, and a2 H.P. lightweight. Simplicity is the note struck in the design of the engine, this being carried out by reducing the gear wheels operating the valves, etc., to four. These, together with the gear drive of the magneto am enclosed in a neat dust-proof, oil-retaining case. The lightweight deserves special notice for the reason that the engine is a small replica of its larger brother, a factor which makes also for simplicity and, therefore, re- liability. The new spring fork, fashioned somewhat on the lines of the well-known Quadrant fork but now adapted to take a front brake, should also be noticed.
The Rex Motor Manufacturing Co., Ltd.
Earlsdon, Coventry. Stand No, 62.
The Rex Co. naturally have a very fine exhibit, and it will be seen that there are several improvements, notably in the twin-cylinder patterns, all of which now have mechanic- ally-operated inlet valves—a really -great advance. The magneto is now placed at the back of the engine, and is gear- driven. The petrol tank is larger and the filling cap is large, and the centre is of glass so that the amount of spirit in the tank can be seen without removing the cap. Little things like this go far towards the comfort of the rider, and will be fully appreciated by motor-cyclists. One of the special features of the Rex Co.'s productions is a really lightweight twin- cylinder machine, which scales about 112 lbs. The Rex arrangement of securing the front wheel in the fork and yet enabling it to be very quickly removed by merely taking off one nut is naturally retained. All the 1911 new models are provided with footboards, no pedalling gear being fitted. In the case of the free engine model a push-down starting pedal is provided. Amongst the company's productions is an original pattern side-car, called the Sidette, in which the side wheel steers in conjunction with the front wheel. This machine has had a very considerable testing and has proved extremely satisfactory and is great advance upon the ordinary side-car. In the case of the 3.5 H.P. "De Luxe" a free engine and a two-speed gear operated by one lever is fitted, whilst the 3.5 H.P. "Tourist" is provided with a free engine and the Rex cone clutch.
The Rover Co., Ltd.
Meteor Works, Coventry. Stand No. 68.
Riders and agents alike welcome the return of the Rover Co., to the ranks of motor-cycle manufacturers. As might be expected, the Rover Co. have not restarted where they left off. Good as was the old Rover in its day, the Rover redivious is a great deal better. The engine has a single cylinder, with 85 mm. bore and 88 mm. stroke—very- popular dimensions. The valves are operated mechanically, and the ignition is by high tension magneto, mounted vertically before the engine. The carburetter is Rover type, and is controlled from the handlebar. The engine pulley is adjustable to give different ratios of gearing between 4.5 to 1 and 6.5 to 1. A in rubber belt conveys the motion to the rear wheel, which is built up with a plate clutch—by licence from the Triumph Cycle Co. The wheels are shod with 24in. Dunlop studded tyres, and the front one is carried in a spring fork of the parallel ruler type. The top of the saddle stands 32ins. from the ground, and there is 4ins. clearance under the crankcase. The standard equipment includes pedalling gear, stand and carrier. The machine is rather over the average length, the wheelbase being 56ins. The weight is about 180 lbs.
The timing of the magneto and the opening and closing of the exhaust cut-out- are controlled from the handle-bar by a pair of levers, which is a duplicate of the carburetter adjustments. Two brackets are provided at the centre of the handle-bar, one for the lamp, and the other for the generator. A dummy belt rim is fitted for the pedal brake to act on. The front guard has closed sides, and the rear one an extension over the belt pulley. A fine machine truly.
Rudge-Whitworth, Ltd.
Coventry. Stands Nos. 45 and 55.
This is one of the most important accessions to the motorcycle ranks, and the machines show considerable originality while being on strictly popular general lines. To begin with the motor. This has a single cylinder of 85 mm. bore by 88 mm. stroke, and the head is now made in one piece with the walls. The valves are both arranged in front of the cylinder, and both are mechanically operated, the exhaust direct and the outlet by rod and rocker mechanism. The magneto is net in an upright position in front of tine motor, and its armature is driven direct by tine shaft that actuates the inlet valve. The inlet port is directed rearward across the top of the head, and is coupled up to the Brown and Barlow carburetter, which is, of course, handlebar controlled. The frame is of the dropped back type, with an angle at the nose of the saddle; the chain stays are just about in line with the motor shaft, as they should be. Belt transmission is employed in conjunction with an adjustable pulley. In some cases a multiple plate clutch is fitted to the. engine pulley, and this should afford a very pleasant control of the machine. The handlebars are of good dimensions, and the handles are set at a good angle. They are fitted with inverted levers operating tine rim brake on tine front wheel and the exhaust valve lifter. The front fork is a nicely designed low and spring girder, and is coupled up to the head by top and bottom links. 'A single encased spring serves to take up both the shocks and tine rebound. in addition to tine footrests between the crank case and exhaust box, the pedals are adapted to serve as footrests, as tine right pedal can be turned through half a revolution so as to bring it into line with the left one when 'required. The silencer is fitted with a cut out. The rear brake consists of a block, which is forced into the groove of the back pulley. It is pedal operated and should be very powerful. The front guard is of good length, and the rear one is hinged to the tubular carrier, and can be raised when it is necessary to get at the back wheel. Returning to the motor for a moment, it should be noted that the radiating flanges are deepest where the heat is greatest, and grow shallower towards the crank case. The valves Measure 13 ins. across the head, and the piston is flat topped and has a single ring at each end. An over-balancing spring helps to hold the stand up or down, and the tool bag and number plate are neatly attached to the carrier.
Scott Engineering Co., Ltd.
Mornington Works, Bradford. Stand No. 32.
Few motor-cycles have drawn no much attention - and respect - on their introduction as the Scott. The bore and stroke of the two-cycle two-cylinder engine are 70 mm. And 64 mm. respectively, and the rating is 34 horse power. The two-speed gear gives ratios of 4 to 1 and 7 to 1, and the transmission is by chain. The starting, by kick-down lever, is a specially good feature. Among other modifications introduced for 1911 are the entire water-jacketting of the cylinder, the fitting of 21in. Palmer Cord or Kempshall tyres to both wheels, and the provision of automatic lubrication. It is a unique machine and should command excellent business.
The Service Co., Ltd.
High Holborn, London. Stand No. 84.
This stand is devoted to the Wanderer motor-bicycles which aroused so much interest when introduced by the Service Co. last year. The 1.5 H.P. single and 3 H.P. twin remain the leading lines, and the gear-reducing, belt-adjusting engine pulley, and spring frame are the main specialities. A considerable improvement has been made by arranging the control on the handlebar. Not only the carburetter, but the spark is now operated in this simple manner.
Singer and Co. (1909), Ltd.
Coventry. Stand No. 65.
The selection offered by the Singer Co. comprises four models, the 3.5 H.P. standard roadster, the 3.5 H.P. T.T. model in the big class, and the 1.5 H.P. Moto Velo, with a similar machine specially designed and equipped for ladies. Everyone is familiar with the history of this smart little lightweight, its End-to-End Record made in July last proving its ability to stand up under a gruelling ride. The Moto Velo for 1911 shows several improvements. A lower frame combined with new type of handle-bar brings it more in keeping with standard motor-cycle design, while the fact that the rider is able easily to reach the ground while astride the machine engenders greater confidence, a matter which will thus particularly recommend it in the lady's model. In addition, footrests, a belt rim brake applied by the foot, and wider mudguards are fitted. The retail price. £33 15s., should commend it to many. The 4 H.P. model is a new comer, and immediately appeals to one's notice by reason of its neat and workmanlike appearance. The finish of the frame in black, with tank enamelled aluminium with green panels, and held in place by lugs engaging with the lower tube in place of the more usual clips round the top tube, presents quite a smart effect. Coming to the more technical details, the single-cylinder engine is well hung, and with the magneto, driven by enclosed gearing, together with the reminder of the power unit, carburetter, petrol and oil pipes, and high tension lead, further enhances the neat appearance noticeable in a well designed machine. The engine has a bore and stroke of 85 mm. by 88 mm., the cubic capacity of 499 bringing it just inside the standard class. It has double ball bearings to the main engine shaft, and with mechanically-operated inlet and exhaust valves of ample proportions should render a good account of itself both as a speedy and flexible running mount. A variable pulley is fitted, also a kick-up stand and strong carrier of tubular steel. Special type of girder spring forks complete the specification.
A. J. Stevens and Co., Ltd.
Retreat Street, Wolverhampton. Stand No. 71a.
This firm exhibit four different models of motor cycles, two wills twin cylinder engines of 3.5 H.P., the model A being belt-driven, whilst the model B is chain-driven, and is provided with a very neat two-speed gear and a free engine. It is a medium-weight machine, and is extremely suitable for side-car work. In the case of the " Standard ' 2.5 HP: machines, single-cylinder engines are employed, the ignition, as in the 3.5 H.P. models, being magneto. The "Standard A is a lightweight machine, weighing about 110 lbs., and belt-driven. In the case of the "Standard" B a free engine is provided, in conjunction with a two-speed gear-box. The tanks on all the models are nicely arranged, and excellent spring forks go to complete a very neat type of motor-cycle. An extra petrol carrier can be fitted over the front wheel mudguard, and is so shaped that it really forms side mud-guards. It is a very bandy thing for the tourist, as there is no fear of the petrol supply running short.
Swift Cycle Co., Ltd.
Coventry. Stand No. 57.
The "Swift-Ariel" motor-bicycle has not been altered in general design, but a good many detail improvements which appeal to the experienced rider have been made. Not the least of these is the complete encasing of the magneto, so that it is impossible for this delicate and important part to be interfered with by dirt thrown up by the wheels. A patent decompressor is fitted. The motor is very easily started by use of this device, and a variable gear is provided. Belt transmission is fitted. Needless to say that the machine is most excellently finished, and in addition to this all the working parts are very accessible - a great point in motor-cycle design: The frame is very strong and the saddle low, whilst the footboards are conveniently placed on either side of the crank case and form additional stays to the motor, which may thus be said to be carried in a kind of cradle.
Triumph Cycle Co.
Coventry. Stand No. 79.
The complete protection of the working parts has been the aim of the Triumph Co. so far as their motor-bicycles are concerned, and although the firm adhere to the 3A H.P. engine, which has proved so successful in the past, sonic very material improvements are to be noticed. So far as the ordinary machine is concerned, it will be noted that the magneto is chain-driven, and that the chain is completely enclosed in an aluminium case. The crank shaft runs on ball bearings as heretofore, but a modification has been made by the adoption of spring tappets so that the' hammering of the valves is considerably reduced and the motor is rendered much more quiet. The oil and petrol taps are now provided with gauze strainers, and this detail whilst small in itself, will be appreciated by the tourist, who has suffered from dirty petrol owing to defective or broken funnels. Most of the "Triumph" specialities, including the variable pulley and spring forks, are retained, and an additional feature will be a special carrier, which will still further appeal to the tourist. A front wheel stand is provided, and is so designed that when it is folded it forms auxiliary mudguard stays. The free engine model is practically the same as the standard pattern, with the addition of a plate clutch in the rear wheel. This adds but little to the weight. The pedalling gear is very much lowered, so that the engine will start practically with one thrust of either foot. With regard to the Tourist Trophy model, it will be noticed that the wheel base is shorter, owing to the absence of any form of pedalling gear.
We certainly think that the "Triumphs" for 1911 will fully maintain the high position these machines have held in the past, and we predict a great demand for them from the ever-increasing army of touring motor-cyclists.
Victoria Motor and Cycle Co., Ltd.
Glasgow. Stand No. 190 Gallery.
Probably the most interesting exhibit upon this stand is the new 3 H.P. motor-cycle that is being shown by the firm for the first time. Although the price at which it sells is extremely low, there is certainly nothing cheap about design, equipment or finish. Magneto ignition is employed, and all controls are arranged on the handlebar. The foot brake, acting on the rim of the back wheel, is operated by a small pedal more conveniently placed to the driver's left foot than is usually the case. The equipment includes amongst other important features, Druid spring forks, Dunlop tyres, and Brown and Barlow carburetter. The remainder of the exhibit is occupied by a good display of pedal machines, both in diamond and drop frame patterns. By the way, export buyers should not fail to obtain particulars of the "Export" model.
V.S. Cycle and Motor Co., Ltd.
London. Stand No. 42.
The fame gained by the "VS' in first establishing and later beating the End-to-End side-car record has placed this machine right in the front rank for passenger work. A well-designed, constructed and smartly finished motor-cycle, equipped with a most reliable engine (the Peugeot), and a really excellent two-speed gear, it is capable of taking a side-car and passenger at a high average speed over any country. Two models only, the 5 H.P. and the 7 H.P., will be marketed in 1911. The improvements shown are a neat mudguard over belt rim and pulley, a spring-up stand, magneto placed behind the engine away from dirt and wet, and several detail innovations making for the comfort of the rider. The new type of side-car built to the company's own designs is neat and very comfortable.
A. W. Wall, Ltd.
Hay Mills, Birmingham. Stand No. 90.
The Roc stand is, if possible, a greater attraction than ever before, and it is never lacking in interest. The two principal features cast their shadows before them at the last show. These are the Roc Auto Wheel, which has been carefully revised in the interval, and the pressed steel frame bicycle and tricycle. These machines approximate to pedal cycling on the one hand and car driving on the other. Both have two-stroke motors, and the larger type have open frames with integral mudguards and footboards, C spring forks, suspended chair seats, cardan shaft and worm trans- mission and, of course, the Roc two-speed gear and free engine, which has been so largely adopted by the trade. The tricycle is on similar lines, but has a coach-built seat, and the cardan shaft drives a live back axle. A. W. Wall, Ltd., are open to appoint a few substantial agents for the pressed steel open frame models, provided they will keep a stock. Liberal terms are allowed.
Wilkinson T.A.C. Co., Ltd.
London, S.W. Stand No. 33.
Those motorists who are of opinion that the best results are only to be obtained from a multi-cylinder engine, whether it be used in conjunction with a car or a cycle, will be interested in this firm's 1911 models, for Messrs. Wilkinson and Co. are one of the very few who place a four-cylindered motor-cycle upon the market. And the " Wilkinson" motor-cycle has very many up-to-date points to command attention, not the least being the three-speed gear box and leather cone clutch. The petrol tank, fitted over the rear mudguard, is of sufficient capacity to carry the rider for at least two hundred miles. The magneto is very conveniently situated, and is carried upon a special bracket. The brake work has evidently received special attention, 'internal expanding brakes being employed for both wheels. The front wheel brake is controlled by Bowden wire from the handlebar, whilst the rear brake is brought into action by the depression of a pedal connected thereto by cable wire. All the control levers are conveniently placed upon the handlebar. The engine, it should be noted, can be started from the driver's seat. It is noticeable that various minor improvements and modifications have been introduced into the new model, and it must be admitted that the "Wilkinson," in many ways, shows a distinct advance in motor-cycle design and construction. There are two models shown, one being practically a replica of the other, but more elaborately finished, whilst the H.P. of both is optional, either a 5-6 H.P. or 6-7 H.P. motor being fitted, as desired.
Wincycle Trading Co., Ltd.
106 and 107 Gt. Saffron Hill, London, E.C. Stand No 44.
This company exhibit their 34 H.P. machine, which will be sold under the name of the "Win." Spring forks are provided, and we noted that the engine is fitted with M.O. valves—which mark a great advance in motorcycle construction. A Brown and Barlow carburetter is fitted, and we may say, in passing, that we have always found great satisfaction from this type. The transmission is by belt, and in other respects the machine follows the usual lines.
Wulfruna Engineering Co.
Wolverhampton. Stand No. 205X.
This company are devoting their attention to the production of lightweights, and two models are listed for 1911. The Featherweight Royal Model B has an engine of 14 H.P.' magneto ignition, and with 26 by 2in. tyres scales complete about 85 lbs. It retails at £29, and is thus one of the cheapest of the lightweight brigade. The other model has a 2 H.P. single-cylinder engine, and is equipped with stand, Druid spring forks, and many other refinements. At £35 10s. it should appeal to the buyer who desires the better class of machine. In the case of the H.P., the engine is placed to the off-side of the machine, and is fitted with an external flywheel upon the opposite side, so that •he balance is perfect. Another feature is the placing of the magneto so that only 6in. of high tension wire is necessary.
Zenith Motors, Ltd.
Weybridge, Surrey. Stand No. 70.
The possibilities of an infinitesimally variable gear have been amply demonstrated by the Zenith Gradua motor-cycles during the past season, and there should be a great future for these machines. 34 H.P. and 6 H.P. J.A.P. engines are employed, and one of the lower powered bicycles is fitted with a. sidecar. In detail improvements attention should be paid to the new parallel brake action, the silencer and cutout, and the combined toolbag and spare tube box. The Zenith stand is also a. special feature. A Triumph is staged to emphasise the fact that the gear can be fitted to other machines, and a. separate model is employed for demonstrating purposes. We understand the firm will be glad to hear from agents.
Clyno Engineering Co.
Stand No. 262X.
This firm show three patterns of motor-cycles, one type being fitted with a side-car. The two heavier machines are both of 5-6 H.P., but one is belt driven, whilst the other is provided with two chains, and a two-speed gear is arranged. These two machines are fitted with partial covers to the valves—a step in the right direction. A single-cylinder 2i H.P. machine, of the belt-driven class, is also exhibited, and is a very handsome machine.
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